Hydraulic suspension system and vehicle

Abstract

The invention relates to the technical field of vehicles, and discloses a hydraulic suspension system and a vehicle, the hydraulic suspension system comprises two sets of system assemblies, the two sets of system assemblies correspond to a front axle and a rear axle of the vehicle respectively, each set of system assembly comprises a pressure buildup module, and the pressure buildup module comprises a liquid storage device used for storing oil; the system comprises a liquid storage device, a pressure buildup module, a master control module and two groups of wheel end control modules, each group of wheel end control module is connected with the pressure buildup module through the master control module, each group of wheel end control module is connected with a shock absorber, oil in the liquid storage device flows to at least one of a rod cavity and a rodless cavity, and oil in at least one of the rod cavity and the rodless cavity flows to the liquid storage device. According to the hydraulic suspension system, the probability that the height of the suspension suddenly drops due to the pressure difference between the front shaft and the rear shaft during oil supply can be reduced, meanwhile, the supply speed can be increased, then the suspension rigidity, damping, the wheel height and the vehicle body height can be rapidly adjusted, and the running smoothness and comfort of a vehicle are improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a hydraulic suspension system and a vehicle. Background Technology

[0002] With the rapid development of new energy vehicles around the world, major companies have deployed new technologies. Among them, the suspension system, as one of the cores of electric vehicles, is a key component that affects the driving performance of the vehicle.

[0003] The suspension system is connected between the vehicle frame (i.e. the body) and the wheels, and serves as an important combined device for transmitting the force and torque acting between the frame and the wheels. The shock absorber in the suspension system can be used to buffer the impact force transmitted to the frame by the uneven road surface, reduce the resulting vibration, and ensure that the vehicle can travel smoothly. Therefore, the suspension system has a high research value. SUMMARY OF THE INVENTION

[0004] This application aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of this application is to propose a hydraulic suspension system that can achieve rapid adjustment of suspension stiffness, damping, wheel height and vehicle body height, thereby improving the smoothness and comfort of vehicle driving.

[0005] The hydraulic suspension system according to the embodiment of the present application includes: two sets of system components, the two sets of system components correspond to the front axle and the rear axle of the vehicle respectively, each set of the system components includes: a pressure building module, the pressure building module includes a liquid storage device for storing oil; a main control module and two sets of wheel-end control modules, each set of wheel-end control modules is connected to the pressure building module through the main control module, each set of wheel-end control modules is connected to a shock absorber, each shock absorber includes a rod chamber and a rodless chamber isolated from each other, the oil in the liquid storage device flows to at least one of the rod chamber and the rodless chamber through the main control module and the wheel-end control module, and / or, the oil in at least one of the rod chamber and the rodless chamber flows to the liquid storage device through the wheel-end control module.

[0006] According to the hydraulic suspension system of the embodiment of the present application, by using two sets of pressure building modules, the pressure building module corresponding to the front axle can be supplied to the front axle alone, and the pressure building module corresponding to the rear axle can be supplied to the rear axle alone, which can reduce the probability of a sudden drop in suspension height due to the pressure difference between the front and rear axles when the oil is supplied. At the same time, since the front and rear axles are supplied through different pressure building modules respectively, the supply speed can be increased, thereby realizing rapid adjustment of suspension stiffness, damping, wheel height and body height, thereby further improving the smoothness and comfort of the vehicle's driving.

[0007] In some embodiments of the present application, the hydraulic suspension system further includes: an oil chamber connecting valve, there is an oil chamber passage between the liquid storage devices of the pressure building modules of the two sets of the system components, and the oil chamber connecting valve is arranged on the oil chamber passage to control the on and off of the two liquid storage devices.

[0008] In some embodiments of the present application, the hydraulic suspension system further includes: a central control cylinder, the central control cylinder is connected to the multiple wheel-end control modules of the two system components, and the central control cylinder is suitable for balancing the pressure of the multiple wheel-end control modules.

[0009] In some embodiments of the present application, the wheel end control module includes a first branch and a second branch; the first branch is connected between the liquid storage device and the rod chamber; the second branch is connected between the liquid storage device and the rodless chamber.

[0010] In some embodiments of the present application, the wheel end control module further includes a first oil inlet branch and a first oil return branch connected between the first branch and the liquid storage device, the first oil inlet branch is provided with a first oil inlet valve, and the first oil return branch is provided with a first oil return valve.

[0011] In some embodiments of the present application, the wheel end control module further includes a second oil inlet branch and a second oil return branch connected between the first branch and the liquid storage device, the second oil inlet branch is provided with a second oil inlet valve, and the second oil return branch is provided with a second oil return valve.

[0012] In some embodiments of the present application, the wheel end control module further includes a second switch valve connected between the first branch and the liquid storage device, and the second switch valve is suitable for connecting or blocking the flow path between the liquid storage device and the first branch.

[0013] In some embodiments of the present application, the wheel end control module further includes a third switch valve connected between the second branch and the liquid storage device, and the third switch valve is suitable for connecting or blocking the flow path between the liquid storage device and the second branch.

[0014] In some embodiments of the present application, the wheel end control module further includes a first regulating valve and a first one-way valve arranged on the first branch, the first one-way valve being arranged in parallel with the first regulating valve; the first regulating valve is suitable for adjusting the damping of the first branch, and the first one-way valve is suitable for allowing the oil on the first branch to flow into the rod chamber through the first one-way valve.

[0015] In some embodiments of the present application, the wheel end control module further includes a second regulating valve and a second one-way valve disposed on the second branch, and the second one-way valve is arranged in parallel with the second regulating valve; the second regulating valve is adapted to regulate the damping of the second branch, and the second one-way valve is adapted to allow the hydraulic fluid on the second branch to flow into the rodless chamber through the second one-way valve.

[0016] In some embodiments of the present application, the wheel end control module further includes an accumulator assembly, and the accumulator assembly is arranged on the first branch and / or the second branch, and the accumulator assembly is adapted to regulate the damping or stiffness of the shock absorber.

[0017] In some embodiments of the present application, the accumulator assembly includes a first accumulator and a second accumulator, the first accumulator and the second accumulator are arranged on the second branch, and the first accumulator is connected between the second accumulator and the rodless chamber.

[0018] In some embodiments of the present application, a first accumulator control valve is further arranged on the second branch, and the first accumulator control valve is connected between the first accumulator and the rodless chamber for connecting or blocking the flow path between the first accumulator and the rodless chamber.

[0019] In some embodiments of the present application, a second accumulator control valve is arranged on the second branch, and the second accumulator control valve is connected between the second accumulator and the rodless chamber for connecting or blocking the flow path between the second accumulator and the rodless chamber.

[0020] In some embodiments of the present application, the accumulator assembly further includes a fourth switching valve, and the fourth switching valve is connected between the first accumulator and the second accumulator, and the fourth switching valve is adapted to connect or block the flow path between the first accumulator and the second accumulator.

[0021] In some embodiments of the present application, the accumulator assembly further includes a first decompression accumulator, and the first decompression accumulator is connected between the rodless chamber and the accumulator.

[0022] In some embodiments of the present application, the accumulator assembly includes a third accumulator, and the third accumulator is arranged on the first branch.

[0023] In some embodiments of the present application, a third accumulator control valve is arranged on the second branch, and the third accumulator control valve is connected between the third accumulator and the rod chamber for connecting or blocking the flow path between the third accumulator and the rod chamber.

[0024] In some embodiments of the present application, the wheel-end control module further includes a first switch valve, a first end of the first switch valve is connected to the first branch, a second end of the first switch valve is connected to the second branch, and the first switch valve is used to connect or block the flow path between the first branch and the second branch.

[0025] In some embodiments of the present application, the main control module includes a third branch and a fourth branch, the first end of the third branch is connected to the liquid storage device, and the second end of the third branch is connected to the first branch; the first end of the fourth branch is connected to the liquid storage device, and the second end of the fourth branch is connected to the second branch.

[0026] In some embodiments of the present application, the main control module further includes a fifth switch valve connected between the third branch and the fourth branch, and the fifth switch valve is suitable for connecting or blocking the flow path between the third branch and the fourth branch.

[0027] In some embodiments of the present application, the main control module further includes a sixth switch valve, one end of the sixth switch valve is connected to the second end of the third branch, and the other end is connected to the first end of the fourth branch, and the sixth switch valve is suitable for connecting or blocking the flow path between the second end of the third branch and the first end of the fourth branch.

[0028] In some embodiments of the present application, the main control module further includes a seventh switch valve disposed between the first end and the second end of the third branch.

[0029] In some embodiments of the present application, the main control module further includes an eighth switch valve disposed between the first end and the second end of the fourth branch.

[0030] In some embodiments of the present application, the main control module further includes a pressure detection device disposed on the third branch, and the pressure detection device is suitable for detecting the pressure of the oil flowing out of the liquid storage device.

[0031] In some embodiments of the present application, the main control module further includes a shuttle valve, which includes a first input port connected to the first end of the third branch, a second input port connected to the second end of the third branch, and an output port connected to the pressure detection device.

[0032] In some embodiments of the present application, the main control module further includes a branch switch valve, the two first branches of the two groups of the wheel-end control modules of each set of the system components are connected, and the two second branches are connected, the first end of the branch switch valve is connected to the two first branches, and the second end of the branch switch valve is connected to the two second branches.

[0033] In some embodiments of the present application, the pressure building module includes an oil pump, a fifth branch, and a third one-way valve connected between the third branch and the oil pump, wherein the third one-way valve is suitable for preventing the oil in the third branch from flowing back to the oil pump; one end of the fifth branch is connected between the third branch and the third one-way valve, and the other end is connected to the liquid storage device.

[0034] In some embodiments of the present application, the pressure building module further includes a second pressure reducing accumulator connected between the third branch and the third one-way valve.

[0035] In some embodiments of the present application, the pressure building module further includes a seventh branch, a control accumulator and a control valve connected to the seventh branch, one end of the seventh branch is connected to the third branch, and the other end is connected to the control accumulator, and the control valve is suitable for passing the high-pressure oil in the control accumulator into the third branch when it is opened.

[0036] In some embodiments of the present application, the pressure building module further includes an oil temperature detection device, which is disposed on the liquid storage device and is used to detect the temperature of the oil in the liquid storage device.

[0037] In some embodiments of the present application, the hydraulic suspension system includes at least one of the following working modes: a first working mode, a second working mode, a third working mode, a fourth working mode, and a fifth working mode; the first working mode, the second working mode, and the third working mode are all used to lift the vehicle body; the time taken by the first working mode to lift the vehicle body to the target height is less than the time taken by the second working mode to lift the vehicle body to the target height; the weight supported by the third working mode is greater than the weight supported by the second working mode to lift; the fourth working mode is used to lower the height of the vehicle body; the fifth working mode is used to raise the height of at least part of the wheels.

[0038] In some embodiments of the present application, the exit condition of the second working mode includes: the duration of the vehicle body reaching the preset lifting state reaches a first preset duration, and the preset lifting state is that the difference between the height of the vehicle body and the target height is less than a first preset height threshold.

[0039] In some embodiments of the present application, the exit condition of the fourth working mode includes: the duration of the vehicle body reaching a preset descending state reaches a first preset duration, and the preset descending state is that the difference between the height of the vehicle body and the target height is less than a second preset height threshold.

[0040] In a second aspect, an embodiment of the present application further provides a vehicle, the vehicle comprising the hydraulic suspension system described in the first aspect above.

[0041] Additional aspects and advantages of the present application will be given in part in the following description, and in part will become apparent from the following description, or will be understood through the practice of the present application. Brief Description of the Figures

[0042] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which: Figure 1 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application; Figure 2-Figure 11 Schematic diagram of the connection structure of some hydraulic suspension systems provided in the embodiments of the present application; Figure 12 For Figure 4 A schematic diagram of the opening and closing state of a valve in a first working mode provided by the embodiment shown; Figure 13 For Figure 4 A schematic diagram of the opening and closing state of a valve in a second working mode provided by the embodiment shown; Figure 14 For Figure 4 A schematic diagram of the opening and closing state of a valve in a fourth working mode provided by the embodiment shown; Figure 15 For Figure 7 A schematic diagram of the opening and closing state of a valve in a first working mode provided by the embodiment shown; Figure 16 For Figure 7 A schematic diagram of the opening and closing state of a valve in a fourth working mode provided by the embodiment shown; Figure 17 For Figure 10 A schematic diagram of the opening and closing state of a valve in a first working mode provided by the embodiment shown; Figure 18 For Figure 10 A schematic diagram of the opening and closing state of a valve in a second working mode provided by the embodiment shown; Figure 19 For Figure 10 The embodiment shown provides a schematic diagram of the opening and closing state of a valve in a fourth working mode.

[0043] Reference number: 1000, vehicle; 100, vehicle body; 200, wheels; 200A, front wheels; 200B, rear wheels; 300, hydraulic suspension system; 300A, first system component; 300B, second system component; 10. Wheel-end control module; 10A. First wheel-end control module; 10B. Second wheel-end control module; 10C. Third wheel-end control module; 10D. Fourth wheel-end control module; 101. First branch; 102. Second branch; 103. First oil inlet branch; 104. First oil return branch; 105. Second oil inlet branch; 106. Second oil return branch; 11. Shock absorber; 111. Shock absorber body; 111A. Rod chamber chamber; 111B, rodless chamber; 112, piston assembly; 12, first switch valve; 13, second switch valve; 14, third switch valve; 15, accumulator assembly; 151, first accumulator; 152, second accumulator; 153, fourth switch valve; 154, first pressure reducing accumulator; 155, first accumulator control valve; 156, second accumulator control valve; 157, third accumulator; 158, third accumulator control valve; 16, exhaust member; 171, first regulating valve; 172, first non-return valve; 181, second regulating valve; 182, second non-return valve; 191, first oil inlet valve; 192, first oil return valve; 193, second oil inlet valve; 194, second oil return valve; 20, pressure building module; 201, fifth branch; 202, sixth branch; 203, seventh branch; 21, liquid storage device; 22, oil pump; 23, third one-way valve; 24, oil return valve; 25, second pressure reducing accumulator; 26, throttle valve; 27, filter element; 271, first filter element; 272, second filter element; 273, third filter element; 28, oil temperature detection device; 29, control accumulator; 291, control valve; 30, main control module; 301, third branch; 302, fourth branch; 31, fifth switch valve; 32, sixth switch valve; 33, seventh switch valve; 34, eighth switch valve; 35, pressure detection device; 36, shuttle valve; 361, first input port; 362, second input port; 363, output port; 37, branch switch valve; 38, throttling component; 40. Central control cylinder; 50, oil chamber connecting valve; 501, oil chamber passage. Specific implementation method

[0044] The following will combine the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the described embodiments are only part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0045] It should be noted that all directional indications in the embodiments of the present application (such as up, down, left, right, front, back, etc.) are only used to explain the relative position relationship and movement of the components under a certain posture (as shown in the drawings). If the certain posture changes, the directional indication will also change accordingly.

[0046] The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of this application, unless otherwise specified, "multiple" means two or more.

[0047] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "connected" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances. In addition, when describing pipelines, the "connected" and "connection" used in this application have the meaning of conduction. The specific meaning needs to be understood in conjunction with the context.

[0048] In the embodiments of the present application, the words "exemplary" or "for example" are used to indicate examples, illustrations or explanations. Any embodiment or design scheme described as "exemplary" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or design schemes. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way.

[0049] In the description of this specification, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in an appropriate manner.

[0050] The present application provides a vehicle 1000. The vehicle 1000 may be a pure electric vehicle, a hybrid electric vehicle, a plug-in hybrid vehicle, a fuel vehicle, etc. The vehicle 1000 may also be a car, a van, a bus, a truck, a trailer, etc.

[0051] If Figure 1 As shown, Figure 1 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application. The vehicle 1000 includes a body 100 and wheels 200. The body 100 is used for passengers to ride and carry objects, and the wheels 200 are installed under the body 100 to carry the body 100 and can roll on the road surface to enable the vehicle 1000 to travel.

[0052] Exemplarily, the wheel 200 may include a front wheel 200A and a rear wheel 200B, the front wheel 200A may include a left front wheel and a right front wheel, the left front wheel and the right front wheel are connected via a front axle, and the rear wheel 200B may include a left rear wheel and a right rear wheel, the left rear wheel and the right rear wheel are connected via a rear axle.

[0053] Please continue reading Figure 1 , the vehicle 1000 also includes a hydraulic suspension system 300. The hydraulic suspension system 300 is provided between the vehicle body 100 and the wheel 200, and is used to transmit the force and torque acting between the vehicle body 100 and the wheel 200, and to buffer the impact force on the vehicle body 100 during the driving process of the vehicle 1000, so as to ensure the smooth driving of the vehicle 1000.

[0054] Please refer to Figure 2-Figure 11 , Figure 2 shows a schematic diagram of the connection structure of various hydraulic suspension systems provided in the embodiments of the present application. In some embodiments of the present application, the hydraulic suspension system 300 includes: two sets of system components, such as Figure 2-Figure 11 The first system component 300A and the second system component 300B shown, the first system component 300A corresponds to the front axle of the vehicle, and the second system component 300B corresponds to the rear axle of the vehicle, wherein each group of system components includes: a pressure building module 20, a main control module 30 and two groups of wheel-end control modules 10, and the two groups of wheel-end control modules 10 can be independently connected to the main control module 30 of the system component, so that the entire hydraulic suspension system 300 includes two sets of pressure building modules 20, two sets of main control modules 30 and four groups of wheel-end control modules 10, and the four groups of wheel-end control modules 10 correspond to the four wheels 200 one by one. Specifically, the four wheel-end control modules are the first wheel-end control module 10A, the second wheel-end control module 10B, the third wheel-end control module 10C and the fourth wheel-end control module 10D, and the four wheel-end control modules 10 are respectively arranged corresponding to the left front wheel, the right front wheel, the left rear wheel and the right rear wheel.

[0055] Since multiple wheel-end control modules 10 are independently connected to the corresponding main control module 30, the hydraulic suspension system 300 can perform more precise control on the suspension of each wheel 200. In this way, an independent hydraulic path is provided for the shock absorber 11 of each wheel end. For example, when the vehicle 1000 turns, the outer wheel 200 and the inner wheel 200 require different suspension support forces. Through multiple wheel-end control modules 10, the hydraulic states of the rod chamber 111A and the rodless chamber 111B of the inner and outer wheels 200 can be adjusted respectively, thereby providing different support forces for the outer and inner vehicles 1000, thereby effectively reducing the roll of the vehicle 1000 and improving the handling stability of the vehicle 1000.

[0056] ​The pressure building module 20 includes a liquid storage device 21 for storing oil. The liquid storage device 21 can be arranged on the vehicle body 100. The liquid storage device 21 is suitable for storing oil. For example, the liquid storage device 21 can be an oil pot.

[0057] Each wheel-end control module 10 is connected to the pressure building module 20 through the main control module 30, and each wheel-end control module 10 is connected to a shock absorber 11. Each shock absorber 11 includes a rod chamber 111A and a rodless chamber 111B. The rod chamber 111A and the rodless chamber 111B are isolated from each other. The oil in the liquid storage device 21 can flow to at least one of the rod chamber 111A and the rodless chamber 111B through the main control module 30 and the wheel-end control module 10, and the oil in at least one of the rod chamber 111A and the rodless chamber 111B can also flow to the liquid storage device 21 through the wheel-end control module 10.

[0058] In this way, when the vehicle 1000 encounters bumpy roads during driving, the wheel-end control module 10 can quickly control the flow of oil between the liquid storage device 21 and the rod chamber 111A and the rodless chamber 111B of the shock absorber 11 according to the road conditions and the driving posture of the vehicle 1000. In this way, the internal oil distribution can be automatically adjusted to provide more comfortable support for the vehicle body 100, thereby effectively reducing the transmission of the vibration of the vehicle 1000 to the vehicle body 100 and the driver and passengers, and improving the riding comfort.

[0059] If the front and rear axles use a set of pressure building modules 20, due to the inconsistency between the pressures of the front and rear axles during the driving of the vehicle 1000, the pressure of the pressure building module 20 needs to be gradually increased when the pressure building module supplies pressure. When the relevant valves are opened at the same time, the pressure of the one with the larger pressure between the front and rear axles will easily drop, thereby causing the suspension height to drop suddenly.

[0060] By using two sets of pressure building modules 20, the pressure building module 20 corresponding to the front axle can be supplied to the front axle alone, and the pressure building module 20 corresponding to the rear axle can be supplied to the rear axle alone, which can reduce the probability of the suspension height suddenly dropping due to the pressure difference between the front and rear axles when the oil is supplied. At the same time, since the front and rear axles are supplied by different pressure building modules 20, respectively, the supply speed can be increased, thereby realizing the rapid adjustment of the suspension stiffness, damping, wheel 200 height and body height, thereby further improving the driving smoothness and comfort of the vehicle 1000.

[0061] In some examples, the shock absorber 11 includes a shock absorber body 111 and a piston assembly 112, and a chamber is defined in the shock absorber body 111. The shock absorber body 111 is suitable for connecting to one of the vehicle body 100 and the wheel 200, and the piston assembly 112 is suitable for connecting to the other of the vehicle body 100 and the wheel 200. That is, when the shock absorber body 111 is connected to the vehicle body 100, the piston assembly 112 is connected to the wheel 200. When the shock absorber body 111 is connected to the wheel 200, the piston assembly is connected to the vehicle body 100. For the convenience of description, the embodiment of the present application is described by taking the example that the shock absorber body 111 is connected to the wheel 200 and the piston assembly is connected to the vehicle body 100.

[0062] In some embodiments of the present application, the piston assembly 112 is at least partially disposed in the shock absorber body 111, and the shock absorber body 111 is separated into an independent rod chamber 111A and a rodless chamber 111B, and both the rod chamber 111A and the rodless chamber 111B can be connected to the liquid storage device 21.

[0063] In a possible structural design, the piston assembly 112 includes a piston body and a piston rod. The piston body is disposed in a chamber and divides the chamber into an independent rod chamber 111A and a rodless chamber 111B. The piston rod is connected to the piston body and is suitable for connecting to the vehicle body 100.

[0064] For example, part of the piston rod may be located in the rod chamber 111A. That is, one end of the piston rod may extend into the rod chamber 111A and connect to the piston body, and the other end may extend out of the rod chamber 111A and connect to the vehicle body 100. The rod chamber 111A may be a chamber provided with a piston rod, and the rodless chamber 111B may be a chamber not provided with a piston rod.

[0065] In addition, when the hydraulic suspension system 300 is working, the oil flows between the rod chamber 111A, the rodless chamber 111B and the reservoir 21, and the piston assembly 112 moves along the axial direction of the shock absorber body 111. In this way, when the vehicle 1000 is driving on a bumpy road, the axial movement of the piston assembly 112 causes the oil to flow between different chambers and the reservoir 21. This flow can effectively buffer the impact from the road surface. The flow resistance of the oil will absorb and dissipate energy, reduce the impact force transmitted to the vehicle body 100, and improve the driving experience of the driver and passengers.

[0066] In the embodiment of the present application, the piston assembly 112 is at least partially disposed in the shock absorber body 111, and the shock absorber body 111 is divided into a rod chamber 111A and a rodless chamber 111B. The rod chamber 111A is provided with an oil passage that enables oil to flow between the liquid storage device 21 and the rod chamber 111A, and the rodless chamber 111B is provided with an oil passage that enables oil to flow between the liquid storage device 21 and the rodless chamber 111B. In this way, when the vehicle 1000 travels on an uneven road surface, the ups and downs of the wheel 200 cause the piston assembly 112 to move axially along the shock absorber body 111. The movement of the piston assembly 112 causes the volume of the rod chamber 111A and the rodless chamber 111B to change, thereby causing the oil to flow between the two chambers and the liquid storage device 21. Since oil is incompressible and generates resistance during its flow, this resistance can effectively absorb and dissipate the impact energy from the road surface. Whether it is a high-frequency tiny vibration or a low-frequency large bump, it can be accurately buffered, providing a smooth and comfortable riding experience for the driver and passengers.

[0067] In addition, according to the driving speed of the vehicle 1000 and the road conditions, the hydraulic suspension system 300 provided in the embodiment of the present application can automatically adjust the height of the vehicle body 100. When driving at high speed, lowering the height of the vehicle body 100 can reduce air resistance, improve fuel economy and driving stability; when driving on off-road roads or passing obstacles, raising the vehicle body 100 can increase the ground clearance, avoid chassis scratches, and improve the passability of the vehicle 1000. When the vehicle 1000 encounters an emergency, such as a tire blowout of the vehicle 1000, the hydraulic suspension system 300 provided in the embodiment of the present application can control the oil entering the rod chamber 111A to push the piston assembly 112 to move, thereby lifting the tire to facilitate the vehicle 1000 to enter three-wheel driving. For example, when the tire of the vehicle 1000 slips, the hydraulic suspension system 300 provided in the embodiment of the present application can control the oil entering the rod chamber 111A to lift the tire. At this time, a hard object or a relief board can be placed at the bottom of the tire to achieve the function of lifting the wheel and getting out of trouble, thereby improving the user experience.

[0068] In addition, since the oil pressure is evenly distributed on the surface of the piston assembly 112 and the inner wall of the chamber during the movement of the piston assembly 112, local stress concentration is reduced, and the risk of component wear and fatigue damage is reduced. Compared with the traditional mechanical spring suspension, the hydraulic suspension system 300 of the embodiment of the present application has a longer component life and lower maintenance costs.

[0069] In addition, the piston assembly includes a piston rod and a piston. The piston divides the inner cavity of the shock absorber body 111 into two chambers. It is easy to understand that the chamber containing the piston rod is the rod chamber 111A, and the chamber on the other side that does not contain the piston rod is the rodless chamber 111B.

[0070] In some embodiments of the present application, within the shock absorber body 111, the rod chamber 111A and the rodless chamber 111B are isolated from each other. In a traditional hydraulic shock absorber, the piston is provided with a through hole for communicating the upper and lower chambers of the shock absorber to enable the oil to flow between the upper and lower chambers of the shock absorber. In some embodiments of the present application, there is no through hole on the piston for communicating the rod chamber 111A and the rodless chamber 111B, so that the rod chamber 111A and the rodless chamber 111B are in a state of being isolated from each other. Thus, in the third working mode, the oil in the rod chamber 111A and the rodless chamber 111B is respectively communicated with the pressure building module, and the rod chamber 111A and the rodless chamber 111B are not communicated with each other. In this way, the pressure difference between the rod chamber 111A and the rodless chamber 111B becomes larger, so that the supporting force of the shock absorber at this time is larger, and thus the hydraulic suspension system 300 can push a vehicle 1000 with a greater weight to achieve the corresponding lifting function to realize the strongman mode.

[0071] In addition, in the fifth working mode, the oil flowing out of the pressure building module 20 enters the rod chamber 111A, and the oil in the rodless chamber 111B flows back to the liquid storage device 21. The rod chamber 111A and the rodless chamber 111B are not communicated with each other. In this way, the pressure difference between the rod chamber 111A and the rodless chamber 111B becomes larger, so that the piston assembly 112 and the shock absorber body 111 move towards each other, thereby realizing the single-wheel lifting of the vehicle 1000.

[0072] As Figure 3 shown, in some embodiments, the hydraulic suspension system further includes: an oil chamber connection valve 50. There is an oil chamber passage 501 between the liquid storage devices of the pressure building modules of the two system components. The oil chamber connection valve 50 is arranged on the oil chamber passage 501 and is used to control the on-off of the two liquid storage devices. By providing the oil chamber passage 501 and the oil chamber connection valve 50, the liquid storage devices of the two system components of the front axle and the rear axle can be made to communicate with each other, and thus mutual borrowing can be carried out.

[0073] For example, the oil chamber connection valve 50 is a normally closed electromagnetic opening and closing valve. At this time, the two system components are in an independent state. At this time, the oil inlet valve (oil outlet valve) on the left or right side of one system component can be controlled to achieve single-wheel control. On this basis, working conditions such as independent control of the front axle and the rear axle, independent control of the front and rear single sides, single-wheel control, three-wheel control, and four-wheel common control can be achieved. The strategies for lifting (lowering) different wheels are all executed according to the control strategy of a single axle and a single side; when a pressure building module of one set fails, the oil chamber connection valve 50 is opened at this time, and another set of system components is enabled, so that another pressure building module can supply the shock absorber chambers of the front axle and the rear axle to realize the connection of the oil circuit, and thus realize the wheel lifting or the lifting or lowering of the vehicle, etc.

[0074] During the driving of the vehicle 1000, due to differences in road conditions (e.g. one wheel 200 is on a raised road surface and the other is on a flat road surface) or dynamic operations of the vehicle 1000 (e.g. turning, accelerating, braking), the pressures on each wheel 200 are different, which will cause the pressures of each wheel-end control module 10 to be unbalanced. To solve this technical problem, please refer to Figure 5 、 Figure 8 、 Figure 10 and Figure 5 , in some embodiments of the present application, the hydraulic suspension system 300 further includes a central control cylinder 40 connected to a plurality of wheel-end control modules 10, and the central control cylinder 40 is suitable for balancing the pressure of the plurality of wheel-end control modules 10. For example, Figure 9 As shown in FIG. 1 , the central control cylinder 40 is connected to the first wheel end control module 10A, the second wheel end control module 10B, the third wheel end control module 10C and the fourth wheel end control module 10D.

[0075] The embodiment of the present application connects the central control cylinder 40 with multiple wheel-end control modules 10, so that the central control cylinder 40 can sense the pressure difference and balance the pressure by adjusting the distribution of oil. For example, when the vehicle 1000 turns, the outer wheel 200 is under greater pressure, and the inner wheel 200 is under less pressure. The central control cylinder 40 can guide the oil from the outer wheel-end control module 10 with high pressure to the inner wheel-end control module 10 with low pressure, thereby reducing the roll of the vehicle body 100 and allowing the vehicle 1000 to maintain a more stable posture during driving. When the vehicle 1000 is driving on a rough road, different wheels 200 are subjected to different degrees of bumps, and the pressure fluctuations of each wheel-end control module 10 are also different. The central control cylinder 40 can reduce the overall shaking of the vehicle body 100 by balancing these pressures. For example, when passing through a twisted road or other complex road conditions, the central control cylinder 40 intervenes to achieve four-wheel linkage, thereby passing through twisted or complex road conditions.

[0076] In some embodiments of the present application, the wheel end control module 10 further includes a first branch 101 and a second branch 102. The first branch 101 is connected between the liquid storage device 21 and the rod chamber 111A; the second branch 102 is connected between the liquid storage device 21 and the rodless chamber 111B.

[0077] ​​In a possible structural design, the wheel-end control module 10 may include a first pipeline and a second pipeline, each of which has a channel formed therein, wherein the channel in the first pipeline forms at least a portion of the first branch 101, and the channel in the second pipeline forms at least a portion of the second branch 102. The first pipeline is provided with a first inlet and a first outlet connected to the channel, wherein the first inlet may be connected to the liquid storage device 21, and the first outlet may be connected to the rod chamber 111A. The second pipeline is also provided with a second inlet and a second outlet connected to the channel, wherein the second outlet may be connected to the liquid storage device 21, and the first inlet may be connected to the rodless chamber 111B.

[0078] Exemplarily, the material of the first pipeline and the second pipeline can be plastic material, for example, the plastic material can be acrylonitrile butadiene styrene (ABS), high impact polystyrene (HIPS), polycarbonate (PC), polyethylene glycol terephthalate (PET), etc. In this way, the first pipeline and the second pipeline can be made by integrally forming the mold using an injection molding process, thereby improving production efficiency and reducing production costs.

[0079] For example, the first pipeline and the second pipeline may be made of metal, such as stainless steel, aluminum alloy, zinc-containing steel plate, etc. In this way, the first pipeline and the second pipeline have a certain strength, which can reduce the deformation of the first pipeline and the second pipeline when colliding with other objects, and increase the service life of the pipeline.

[0080] In another possible structural design, the wheel end control module 10 may include a housing, and a first flow channel and a second flow channel may be formed in the housing, wherein the first flow channel at least forms a part of the first branch 101, and the second flow channel at least forms a part of the second branch 102.

[0081] The embodiment of the present application sets a first branch 101 and a second branch 102 respectively connected to the rod chamber 111A and the rodless chamber 111B, so that the wheel end control module 10 can independently and accurately control the oil flow of the rod chamber 111A and the rodless chamber 111B. Compared with only setting a branch connected to the rod chamber 111A or the rodless chamber 111B, the embodiment of the present application can adjust the oil in the two chambers (i.e., the rod chamber 111A and the rodless chamber 111B) to achieve more accurate adjustment of the position of the piston assembly 112, that is, it can more accurately adjust the height of the wheel 200 compared to the vehicle body 100.

[0082] If Figure 10 and Figure 9 As shown, in some embodiments, the wheel-end control module 10 also includes a first oil inlet branch 103 and a first oil return branch 104 connected between the first branch 101 and the liquid storage device 21. The first oil inlet branch 103 is provided with a first oil inlet valve 191. The first oil inlet valve 191 can make the oil of the liquid storage device 21 flow into the rod chamber 111A through the first oil inlet valve 191. The first oil return branch 104 is provided with a first oil return valve 192. The first oil return valve 192 can make the oil in the rod chamber 111A flow out through the first oil return valve 192.

[0083] If Figure 10 and Figure 2-Figure 4 As shown, in some embodiments, the wheel end control module 10 also includes a second oil inlet branch 105 and a second oil return branch 106 connected between the second branch 102 and the liquid storage device 21, and the second oil inlet branch 105 is provided with a second oil inlet valve 193, and the second oil inlet valve 193 can make the oil of the liquid storage device 21 flow into the rodless chamber 111B through the second oil inlet valve 193, and the second oil return branch 106 is provided with a second oil return valve 194.

[0084] In some embodiments of the present application, the wheel-end control module 10 further includes a first switch valve 12, a first end of the first switch valve 12 is connected to the first branch 101, a second end of the first switch valve 12 is connected to the second branch 102, and the first switch valve 12 is used to connect or block the flow path between the first branch 101 and the second branch 102.

[0085] Optionally, the first switch valve 12 can also be a cut-off valve, which is suitable for cutting off the fluid. Exemplarily, the cut-off valve can be a gate valve, a stop valve, a butterfly valve, etc. Optionally, the first switch valve 12 can also be a regulating valve, which can accurately adjust the flow rate, pressure and other parameters of the fluid. Exemplarily, the regulating valve can be a throttle valve, etc. This application does not limit this.

[0086] In this way, the first switch valve 12 can connect or block the flow path between the first branch 101 and the second branch 102, thereby realizing multi-path flow of the oil in the hydraulic suspension system 300, thereby increasing the ability of the hydraulic suspension system 300 to cope with different working conditions and improving the functionality of the hydraulic suspension system 300.

[0087] In some embodiments of the present application, the wheel-end control module 10 further includes a second switch valve 13 and a third switch valve 14. The types of the second switch valve 13 and the third switch valve 14 can be the same or different, and the present application does not limit this. The second switch valve 13 and the third switch valve 14 can refer to the description of the first switch valve 12, and the present application will not repeat them one by one.

[0088] In this way, the presence of the second switch valve 13 and the third switch valve 14 enables a single wheel-end control module 10 to be independently adjusted relative to other wheel-end control modules 10. Exemplarily, when the left front wheel of the vehicle 1000 has a flat tire and needs to be lifted to achieve three-wheel travel, the second switch valve 13 and the third switch valve 14 of the wheel-end control module 10 of the left front wheel can be controlled to open, and the first switch valve 12 can be closed, and the second switch valve 13 and the third switch valve 14 of the wheel-end control modules 10 of other wheels can be closed, so that the wheel-end control module 10 of the left front wheel is connected to the liquid storage device 21 through the main control module, and then the oil flows from the liquid storage device 21 into the rod chamber 111A, thereby achieving independent lifting of the left front wheel.

[0089] Please refer to Figure 2-Figure 4 , Figure 9 A schematic diagram of the connection structure of a hydraulic suspension system provided in an embodiment of the present application is shown. In some embodiments of the present application, the wheel end control module 10 further includes an accumulator assembly 15, which is arranged in the second branch 102. The accumulator assembly 15 is suitable for adjusting the stiffness of the shock absorber 11.

[0090] Specifically, the accumulator assembly 15 can be arranged in the second branch 102 and communicated with the liquid storage device 21. The accumulator assembly 15 can store energy, that is, oil can flow into the accumulator assembly 15 for energy storage. When the hydraulic suspension system 300 needs it, the oil in the accumulator assembly 15 can flow out for replenishment.

[0091] Exemplarily, when the accumulator assembly 15 is used to adjust the stiffness of the shock absorber 11, it can be selected whether the accumulator assembly 15 is connected to the rodless chamber 111B to adjust the stiffness of the shock absorber 11.

[0092] The embodiment of the present application can prevent the rigidity from being too large by providing an accumulator assembly 15 suitable for adjusting the rigidity of the shock absorber 11, which makes the hydraulic suspension system 300 of the vehicle 1000 too rigid and unable to effectively filter the road vibration. Moreover, through the adjustment of the accumulator assembly 15, the vehicle 1000 can maintain a more appropriate rigidity under different road conditions, thereby improving the smoothness of driving.

[0093] In some embodiments of the present application, the accumulator assembly 15 includes a first accumulator 151, and the first accumulator 151 is connected between the second end of the first switch valve 12 and the third switch valve 14. The first accumulator 151 can be a bellows, airbag type, piston type, etc., and the present application does not limit this.

[0094] The first accumulator 151 mainly works by utilizing the compressibility of gas and the incompressibility of oil. The first accumulator 151 may include a first accumulator body, which is provided with a chamber filled with gas and a chamber in contact with oil. The two chambers are separated by an elastic element (such as an air bag or a piston). When the oil enters the first accumulator body, it compresses the gas and converts the hydraulic energy into the elastic potential energy of the gas for storage; when the hydraulic suspension system 300 needs energy, the gas expands and releases the stored energy back to the hydraulic suspension system 300.

[0095] In this way, when the oil pressure in the hydraulic suspension system 300 fluctuates, for example, when the vehicle 1000 encounters frequent road bumps during driving, the oil in the rodless chamber 111B is connected to the first accumulator 151, so that the first accumulator 151 can regulate the oil pressure in the rodless chamber 111B. When the pressure increases, the oil enters the first accumulator 151, compresses the gas inside, stores energy and reduces the oil pressure; when the pressure decreases, the gas in the first accumulator 151 expands, releases the stored oil back to the system, and replenishes the oil pressure in the rodless chamber 111B. In this process, due to the presence of the first accumulator 151, the flow of the oil is smoother, and the movement of the piston assembly 112 in the shock absorber body 111 is also more moderate. This can effectively reduce the vibration and bumps of the vehicle body 100, improve the riding comfort of the vehicle 1000, and ensure that the components of the hydraulic suspension system 300 can work under a suitable pressure environment, thereby improving the stability of the vehicle 1000 under complex working conditions.

[0096] If Figure 10 and Figure 10 As shown, in some embodiments, the second branch 102 is further provided with a first energy storage control valve 155, which is connected between the first accumulator 151 and the rodless chamber 111B of the shock absorber 11, and is used to connect or block the flow path between the first accumulator 151 and the rodless chamber 111B, thereby achieving control of the first accumulator 151.

[0097] In some embodiments of the present application, the accumulator assembly 15 further includes a second accumulator 152, which is connected between the first accumulator 151 and the third switch valve 14. The second accumulator 152 can be a bellows, airbag type, piston type, etc., which is not limited in the present application.

[0098] The second accumulator 152 is suitable for changing the stiffness of the hydraulic suspension system 300, and the second accumulator 152 works by utilizing the compressibility of gas. The second accumulator 152 includes a second accumulator body, in which an air chamber and an oil chamber in contact with oil are provided, which are separated by a partition structure (such as a piston or a bladder, etc.). When the oil enters the oil chamber of the second accumulator 152, it will generate pressure on the gas in the air chamber, causing the gas to be compressed. Due to the compressibility of gas, the equivalent stiffness of the system can be adjusted according to different pressure and gas volume change relationships.

[0099] It should be noted that the second accumulator 152 mainly focuses on changing the stiffness characteristics of the hydraulic suspension system 300. The second accumulator 152 changes the resistance of the hydraulic suspension system 300 to external deformation by adjusting the degree of compression of the internal gas, thereby controlling the hardness and softness of the hydraulic suspension. For example, when the vehicle 1000 is traveling at high speed, the suspension is hardened by increasing the compression of the gas in the second accumulator 152 to reduce the roll of the vehicle body 100 and improve the handling performance of the vehicle 1000. The first accumulator 151 described above is mainly used to absorb and dissipate energy, and to adjust the stability of oil pressure. When the hydraulic suspension system 300 is impacted, such as when the wheel 200 passes over a raised road surface, the first accumulator 151 can absorb excess oil and energy to avoid a sharp change in pressure. The first accumulator 151 acts like a "buffer", converting the energy generated by the impact into elastic potential energy of the gas and storing it, and then slowly releasing it, thereby reducing the vibration and bumps of the vehicle body 100.

[0100] In this way, when the vehicle 1000 is traveling on different road conditions or in different driving conditions, the oil can flow from the first accumulator 151 to the second accumulator 152 and then to the third switch valve 14. In this process, the first accumulator 151 can first absorb and buffer the pressure fluctuations and impact energy of the oil to reduce the vibration of the vehicle body 100. Subsequently, the second accumulator 152 changes the stiffness of the suspension by adjusting the degree of compression of the internal gas according to the posture and road conditions of the vehicle 1000. When the vehicle 1000 encounters small bumps while traveling at high speed, the first accumulator 151 absorbs the vibration to make the ride more comfortable, while the second accumulator 152 can maintain appropriate stiffness to ensure the stability and handling of the vehicle 1000.

[0101] If Figure 10 As shown, in some embodiments, the second branch 102 is provided with a second energy storage control valve 156, which is connected between the second accumulator 152 and the rodless chamber 111B of the shock absorber 11, and is used to connect or block the flow path between the second accumulator 152 and the rodless chamber 111B, thereby achieving control of the second accumulator 152.

[0102] In some examples, the first accumulator 151 and the second accumulator 152 can both be passively regulated accumulators, that is, when the oil pressure in the second branch 102 is greater than a threshold value, the first accumulator and the second accumulator are connected to the oil in the second branch. The intervention pressures of the first accumulator 151 and the second accumulator 152 may be inconsistent. Optionally, the access pressure of the first accumulator 151 may be greater than the access pressure of the second accumulator 152. Optionally, the access pressure of the second accumulator 152 may also be less than the access pressure of the first accumulator. This application does not limit this.

[0103] In some embodiments of the present application, the accumulator assembly 15 further includes a fourth switch valve 153, which is connected between the first accumulator 151 and the second accumulator 152. The fourth switch valve 153 is suitable for connecting or blocking the flow path between the first accumulator 151 and the second accumulator 152. The fourth switch valve 153 can refer to the description of the first switch valve 12 above, and the present application will not repeat it one by one.

[0104] Since the fourth switch valve 153 can connect or block the flow path between the first accumulator 151 and the second accumulator 152, when the vehicle body 100 needs to be lifted quickly, the third switch valve 14 can be closed to allow the oil to flow through the first branch 101 and the first switch valve 12 to the second branch 102 in sequence. Since the third switch valve 14 disconnects the flow path between the first accumulator 151 and the second accumulator 152, the oil flowing into the second branch 102 will not flow into the second accumulator 152, thereby ensuring that most of the oil is supplied to the rodless chamber 111B to achieve rapid lifting of the vehicle body 100.

[0105] In some embodiments of the present application, the accumulator assembly 15 further includes a first pressure-reducing accumulator 154, which is connected between the rodless chamber 111B and the second end of the first switch valve 12. Optionally, the first pressure-reducing accumulator 154 may be a bellows accumulator, or may be a bladder accumulator, a piston accumulator, etc., which is not limited in the present application.

[0106] A pressure reducing accumulator is a hydraulic component used to reduce the peak hydraulic pressure of a system and keep the system pressure stable. The working principle of the pressure reducing accumulator is based on the principle of gas compression and energy storage. When the pressure of the hydraulic oil is higher than the pressure of the gas in the pressure reducing accumulator, the hydraulic oil will enter the pressure reducing accumulator, compress the gas and store energy. When the pressure of the hydraulic oil drops, the gas releases the stored energy, pushing the hydraulic oil out of the pressure reducing accumulator, thereby stabilizing the system pressure.

[0107] In this way, when a wheel 200 of the vehicle 1000 is subjected to a large impact, the oil pressure in the rodless chamber 111B of the shock absorber 11 corresponding to the wheel 200 will increase sharply, and the first pressure reduction accumulator 154 of the wheel end control module 10 will work immediately to absorb this part of the pressure, so as to prevent the pressure wave from impacting other parts of the system along the oil path, thereby preventing possible pipeline rupture, valve damage, etc., and ensuring that the hydraulic suspension system 300 can continue to operate normally.

[0108] In the hydraulic suspension system 300, mixing gas into the oil is a relatively unfavorable situation. When the oil flows in the first branch 101, if it contains gas, the compressibility of the gas will cause the effective volume of the oil to change, thereby affecting the accuracy of adjusting the stiffness, damping and other characteristics of the hydraulic suspension system 300.

[0109] If Figure 6-Figure 8 As shown, in some embodiments, the accumulator assembly 15 includes a third accumulator 157, and the third accumulator 157 is arranged on the first branch 101. The third accumulator 157 can be a bellows, airbag type, piston type, etc. This application does not limit this.

[0110] When the vehicle equipped with the system is driving on the road, it will not be impacted in normal state. When passing through speed bumps or potholes, the system is impacted. At this time, the third accumulator 157 can absorb the oil in the rod chamber 111A to a certain extent, thereby reducing the pressure. When the rodless chamber 111B is subjected to a greater impact, the first accumulator 151 and the second accumulator 152 can absorb the oil to a certain extent, thereby reducing the pressure.

[0111] If Figure 15 As shown, in some embodiments, the second branch 102 is provided with a third energy storage control valve 158, which is connected between the third accumulator 157 and the rod chamber 111A of the shock absorber 11, and is used to connect or block the flow path between the third accumulator 157 and the rod chamber 111A, thereby achieving control of the third accumulator 157.

[0112] It can be understood that by providing a plurality of energy storage control valves 291, the interaction of the plurality of energy storage control valves 291 can realize control of different stiffnesses.

[0113] In addition, by setting up multiple energy storage control valves 291, a locking function can also be achieved. For example, when the vehicle is stationary on a camping or other ground, the first energy storage control valve 155, the second energy storage control valve 156, and the third energy storage control valve 158 can be controlled to switch to a closed state, and the oil circuit can be cut off to achieve a state where the shock absorber is not compressed or stretched. At this time, the vehicle does not descend or rise. If the external load is too large, a part of the oil can be allowed to flow into the first pressure reducing accumulator 154 to achieve a certain protective effect.

[0114] Based on this, in some embodiments of the present application, the wheel end control module 10 further includes an exhaust member 16 disposed in the first branch 101 or the second branch 102, and the exhaust member 16 is suitable for exhausting gas in the oil.

[0115] Exemplarily, the exhaust member 16 can be disposed on the first branch, for example, the exhaust member 16 can be connected between the first end of the first switch valve 12 and the rod chamber 111A. Exemplarily, the exhaust member 16 can also be disposed on the second branch, which is not limited in the present application.

[0116] In some examples, the exhaust member 16 may be an exhaust plug disposed on the first branch 101, and the exhaust plug may be disposed between the first end of the first switch valve 12 and the rod chamber 111A. In this way, when bubbles exist in the branch, the bubbles can be exhausted through the exhaust plug.

[0117] In the embodiment of the present application, the exhaust member 16 is disposed in the first branch 101 and is located between the first end of the first switch valve 12 and the rod chamber 111A, so that the gas in the oil can be discharged in time. For example, after the vehicle 1000 has been running for a long time or has experienced an environment with large temperature changes, gas is easily precipitated in the oil. The exhaust member 16 can discharge these gases to make the physical properties of the oil more stable, ensuring that the amount and pressure of the oil delivered from the first branch 101 to the rod chamber 111A can be accurately controlled as expected, thereby ensuring the stable performance of the hydraulic suspension system 300 and maintaining the good handling and comfort of the vehicle 1000.

[0118] In some embodiments of the present application, the wheel end control module 10 further includes a first regulating valve 171 disposed on the first branch 101, the first regulating valve 171 is connected between the first end of the first switch valve 12 and the exhaust member 16, and the first regulating valve 171 is suitable for adjusting the damping of the first branch 101.

[0119] The embodiment of the present application sets the first regulating valve 171 in the first branch 101 and between the first end of the first switch valve 12 and the exhaust member 16, which enables it to finely adjust the oil flow to the rod chamber 111A. When the hydraulic suspension system 300 is working, the amount of oil entering the rod chamber 111A needs to be accurately controlled according to the driving state, road conditions and driving requirements of the vehicle 1000. When the vehicle 1000 is driving on different road conditions, such as flat roads and rugged mountain roads, the first regulating valve 171 can cooperate with other components to accurately adjust the oil flow, change the damping of the hydraulic suspension system 300, and improve the comfort and handling of the vehicle 1000.

[0120] In some embodiments of the present application, the wheel-end control module 10 further includes a first one-way valve 172 disposed on the first branch 101, the first one-way valve 172 is connected between the first end of the first switch valve 12 and the exhaust member 16, and is disposed in parallel with the first regulating valve 171; the first one-way valve 172 is adapted to allow the oil on the first branch 101 to flow into the rod chamber 111A through the first one-way valve 172.

[0121] In this way, the backflow of the oil in the rod chamber 111A can be effectively avoided. When the hydraulic suspension system 300 is working normally, the oil passing through the second switch valve 13 can flow to the rod chamber 111A through the first one-way valve 172 and the first regulating valve 171 to achieve the adjustment function of the suspension. In addition, by adding the first one-way valve 172, it can be ensured that the speed of the oil flowing into the rod chamber 111A is faster, so that the piston assembly 112 can move quickly, and the response speed of the piston assembly 112 is improved to avoid the empty stroke phenomenon. In addition, when the oil flows out of the rod chamber 111A, it cannot flow out from the first one-way valve 172, and can only flow out from the first regulating valve 171. The first regulating valve 171 can adjust the outlet size, thereby achieving the regulation of the oil flow.

[0122] In some embodiments of the present application, the wheel-end control module 10 further includes a second regulating valve 181 disposed on the second branch 102, the second regulating valve 181 is connected between the second end of the first switch valve 12 and the first accumulator 151, and the second regulating valve 181 is suitable for adjusting the damping of the second branch 102.

[0123] In this way, when the oil flows to the rodless chamber 111B through the second switch valve 13, the first branch 101, the first switch valve 12, and the second branch 102, the second regulating valve 181 can accurately adjust the oil flow to the first accumulator 151 and subsequent components (such as the second accumulator 152, etc.). When the oil flows to the rodless chamber 111B through the third switch valve 14, the second accumulator 152, and the first accumulator 151, the second regulating valve 181 can accurately adjust the oil flow to the rodless chamber 111B. Similarly, when the vehicle 1000 is traveling on different road conditions, such as flat roads and rugged mountain roads, the second regulating valve 181 can cooperate with other components (such as the second accumulator 152, the first accumulator 151, etc.) to accurately adjust the oil flow, change the damping of the hydraulic suspension system 300, and improve the comfort and handling of the vehicle 1000.

[0124] In some embodiments of the present application, the wheel-end control module 10 further includes a second one-way valve 182 disposed on the second branch 102, the second one-way valve 182 is connected between the second end of the first switch valve 12 and the first accumulator 151, and is disposed in parallel with the second regulating valve 181, and the second one-way valve 182 is adapted to allow the oil on the second branch 102 to flow into the rodless chamber 111B through the second one-way valve 182.

[0125] The embodiment of the present application arranges the second one-way valve 182 and the second regulating valve 181 in parallel on the second branch 102 to prevent the oil flowing through the second end of the first switch valve 12 from flowing to the first accumulator 151, which can effectively prevent the oil from flowing back. For example, when the vehicle 1000 suddenly brakes or accelerates, causing the system pressure to change, the oil may have a tendency to flow in the opposite direction. The second one-way valve 182 can prevent such backflow, ensure the one-way flow of the oil, maintain the normal order of the oil flow between the components in the system, and ensure that the hydraulic suspension system 300 can operate stably and reliably under various working conditions. In addition, by adding the second one-way valve 182, when the oil passes through the third switch valve 14, the second accumulator 152, and the first accumulator 151 to the rodless chamber 111B, it can be ensured that the oil flows to the rodless chamber 111B at a faster speed, thereby enabling the piston assembly 112 to move quickly and improving the response speed of the piston assembly 112.

[0126] In some embodiments of the present application, the main control module 30 is connected between the shock absorber 11 and the liquid storage device 21, and the main control module 30 is suitable for controlling the oil flowing out of the liquid storage device 21 to flow to at least one of the first branch 101 and the second branch 102, and / or controlling the oil flowing out of at least one of the first branch 101 and the second branch 102 to flow back to the liquid storage device 21.

[0127] In this way, the main control module 30 can accurately control the flow of oil in the first branch 101 and the second branch 102 according to the road conditions and the driving state of the vehicle 1000, so as to reduce the slight vibration of the vehicle body 100, provide a smooth and comfortable riding experience for the driver and passengers, and avoid the discomfort of being too soft or too hard due to the fixed damping setting of the traditional suspension system.

[0128] In addition, the height of the vehicle body 100 can be adjusted through precise control of the oil, thereby ensuring that each wheel 200 can maintain appropriate ground contact pressure and ground contact area under different driving conditions. For example, when driving on a bumpy road, it can prevent a wheel 200 from losing grip instantly due to the bouncing of the vehicle body 100, so that the vehicle 1000 always maintains good traction and braking force, further enhancing handling stability and driving safety.

[0129] In some embodiments, the main control module 30 includes a third branch 301, a fourth branch 302 and a fifth switch valve 31. The first end 301A of the third branch 301 is connected to the liquid storage device 21, and the second end 301B of the third branch 301 is connected to the first branch 101; the first end 302A of the fourth branch 302 is connected to the liquid storage device 21, and the second end 302B of the fourth branch 302 is connected to the second branch 102.

[0130] The third branch 301 and the fourth branch 302 can refer to the description of the first branch 101 and the second branch 102, and this application will not repeat them one by one.

[0131] In addition, the fifth switch valve 31 is connected between the third branch 301 and the fourth branch 302, and the fifth switch valve 31 is suitable for connecting or blocking the flow path between the third branch 301 and the fourth branch 302. Specifically, one end of the fifth switch valve 31 can be connected to the first end 301A of the third branch 301, and the other end of the fifth switch valve 31 can be connected to the second end 302B of the fourth branch 302. The fifth switch valve 31 is a device for controlling the flow of fluid (liquid, gas, steam, etc.) in a pipeline or equipment.

[0132] Optionally, the fifth switch valve 31 may be an accumulator valve, which is suitable for controlling the flow and pressure regulation of the fluid (liquid or gas) during the energy storage and release process. The accumulator valve is suitable for situations where the stability of the system pressure and flow is high and frequent and fine adjustment of the energy storage and release process is required. The embodiment of the present application can improve the control accuracy of the hydraulic suspension system 300 and the stability of the system pressure and flow by setting the accumulator valve.

[0133] Optionally, the fifth switch valve 31 can also be a cut-off valve, which is suitable for cutting off the fluid. Exemplarily, the cut-off valve can be a gate valve, a stop valve, a butterfly valve, etc. Optionally, the fifth switch valve 31 can also be a regulating valve, which can accurately adjust the flow rate, pressure and other parameters of the fluid. Exemplarily, the regulating valve can be a throttle valve, etc.

[0134] In this way, the third branch 301 and the fourth branch 302 can respectively connect the liquid storage device 21 and two different branches (i.e., the first branch 101 and the second branch 102). This design may be to achieve independent or selective liquid supply to the two branches. In addition, since the fifth switch valve 31 is connected between the third branch 301 and the fourth branch 302, the existence of the fifth switch valve 31 can increase the flexibility of the hydraulic suspension system 300. The fifth switch valve 31 can connect or block the flow path between the third branch 301 and the fourth branch 302 according to the needs of the hydraulic suspension system 300.

[0135] In some embodiments of the present application, one end of the fifth switch valve 31 is connected to the first end 301A of the third branch 301, and the other end is connected to the second end 302B of the fourth branch 302. The fifth switch valve 31 is suitable for connecting or blocking the flow path between the first end 301A of the third branch 301 and the second end 302B of the fourth branch 302.

[0136] In addition, the main control module 30 also includes a sixth switch valve 32, which can also be an energy storage valve. The sixth switch valve 32 can refer to the description of the fifth switch valve 31, and this application will not repeat them one by one.

[0137] In addition, one end of the sixth switch valve 32 is connected to the second end 301B of the third branch 301, and the other end is connected to the first end 302A of the fourth branch 302. Specifically, one end of the sixth switch valve 32 can be connected to the second end 301B of the third branch 301, and the other end can be connected to the first end 302A of the fourth branch 302. The sixth switch valve 32 is suitable for connecting or blocking the flow path between the second end 301B of the third branch 301 and the first end 302A of the fourth branch 302.

[0138] In the embodiment of the present application, one end of the fifth switch valve 31 is connected to the first end 301A of the third branch 301, and the other end is connected to the second end 302B of the fourth branch 302, and one end of the sixth switch valve 32 is connected to the second end 301B of the third branch 301, and the other end is connected to the first end 302A of the fourth branch 302. Such a connection method can control the opening and closing of the fifth switch valve 31 and the sixth switch valve 32 to achieve the oil at the first end 301A of the third branch 301 to flow to the second end 302B of the fourth branch 302, and the oil at the second end 302B of the fourth branch 302 can flow to the first end 301A of the third branch 301, thereby achieving multi-path flow of the oil in the hydraulic suspension system 300, so as to increase the ability of the hydraulic suspension system 300 to cope with different working conditions and avoid the limitations of single valve control.

[0139] Moreover, the fifth switch valve 31 and the sixth switch valve 32 can more accurately regulate the flow of oil between different branches, namely the third branch 301 and the fourth branch 302, so that the pressure and energy of each part of the hydraulic suspension system 300 are within a reasonable range, thereby improving the stability, reliability and adaptability of the hydraulic suspension system 300 to the road surface as a whole, and ultimately providing better protection for the driving experience of the vehicle 1000.

[0140] In some embodiments of the present application, the main control module 30 further includes a seventh switch valve 33 and an eighth switch valve 34. The seventh switch valve 33 is arranged between the first end 301A and the second end 301B of the third branch 301, and the eighth switch valve 34 is arranged between the first end 302A and the second end 302B of the fourth branch 302. By arranging the seventh switch valve 33 and the eighth switch valve 34, the second switch valve 13 and the third switch valve 14 are prevented from being flushed open by oil under high pressure, thereby achieving a double protection effect.

[0141] It should be noted that the types of the seventh switch valve 33 and the eighth switch valve 34 can be the same or different, and this application does not limit this. Optionally, the seventh switch valve 33 and the eighth switch valve 34 can be the energy storage valve described above, optionally, the seventh switch valve 33 and the eighth switch valve 34 can be the shut-off valve described above, and optionally, the seventh switch valve 33 and the eighth switch valve 34 can also be the regulating valve described above, and this application does not limit this.

[0142] Thus, the seventh switch valve 33 is arranged between the first end 301A and the second end 301B of the third branch 301, and the eighth switch valve 34 is arranged between the first end 302A and the second end 301B of the fourth branch 302. The seventh switch valve 33 and the eighth switch valve 34 can independently control the on-off state of the third branch 301 and the fourth branch 302.

[0143] In addition, a variety of different working modes can be achieved by opening and closing the seventh switch valve 33, the eighth switch valve 34, the fifth switch valve 31 and the sixth switch valve 32 in different combinations. For example, when the seventh switch valve 33 and the eighth switch valve 34 are opened, and the fifth switch valve 31 and the sixth switch valve 32 are closed, the two branches work independently to provide independent hydraulic support for different parts of the hydraulic suspension system 300. When the seventh switch valve 33 and the eighth switch valve 34 are closed, and the fifth switch valve 31 and the sixth switch valve 32 are also opened, the oil at the first end 301A of the third branch 301 can flow into the second end 302B of the fourth branch 302, thereby realizing multi-path flow of the oil in the hydraulic suspension system 300, so as to increase the ability of the hydraulic suspension system 300 to cope with different working conditions and improve the user experience.

[0144] In some embodiments, the eighth switch valve 34 can be a constant flow valve. When the vehicle is lifted or lowered, a branch passes through the constant flow valve 4. The liquid passing through the constant flow valve can keep the pressure on both sides within a certain pressure difference range to achieve a constant flow rate, thereby ensuring a constant lifting or lowering rate, that is, achieving constant speed regulation.

[0145] In some embodiments, a throttling branch is further provided between the eighth switch valve 34 and the liquid storage device 21, and a throttling component 38 is provided on the throttling branch. The oil can directly flow back to the liquid storage device 21 through the eighth switch valve 34, or flow back to the liquid storage device 21 through the eighth switch valve 34 and the throttling component 38.

[0146] In some examples, there is an oil chamber passage 501 between the liquid storage devices 21 of the pressure building modules 20 of the two system components, and an oil chamber connecting valve 50 is provided on the oil chamber passage 501. The oil chamber connecting valve 50 is used to control the on and off of the two liquid storage devices.

[0147] Thus, variable speed regulation can be achieved. For example, there are four adjustable speeds for lifting or lowering. The pressure building modules 20 of the two system components work simultaneously. At this time, the pressure building module 20 of the first system component 300A supplies the front axle to rise or fall. When the oil flows through the eighth switch valve 34, the oil can be controlled not to flow through the throttling component 38, and the oil returns to the liquid storage device 21. This is the fastest speed; when the oil flows through the eighth switch valve 34, the oil is controlled to flow through the throttling component 38, and the oil returns to the liquid storage device 21. This is the second gear speed; only two sets of pressure building modules 20 One of the two pressure building modules 20 is involved in the work, and the oil chamber connecting valve 50 is opened at this time, so that the pressure building module 20 supplies the front and rear axles to lift or lower. When the oil flows through the eighth switch valve 34, the oil can be controlled not to flow through the throttling component 38, and the oil returns to the liquid storage device 21. This is the third gear speed; only one of the two pressure building modules 20 is involved in the work, and the oil chamber connecting valve 50 is opened at this time, so that the pressure building module 20 supplies the front and rear axles to lift or lower. When the oil circuit flows through the eighth switch valve 34, the oil is controlled to flow through the throttling component 38, and the oil returns to the liquid storage device 21. This is the slowest speed.

[0148] In some embodiments of the present application, the main control module 30 also includes a pressure detection device 35 arranged in the first branch 101, and the pressure detection device 35 is suitable for detecting the pressure of the oil flowing out of the liquid storage device 21. Exemplarily, the pressure detection device 35 can be a pressure sensor. The pressure sensor (Pressure Transducer) is a device or device that can sense the pressure signal and convert the pressure signal into a usable output electrical signal according to a certain rule. The pressure sensor is usually composed of a pressure sensitive element and a signal processing unit. Its working principle is mainly based on various physical effects to convert pressure into electrical signals. These physical effects include but are not limited to strain gauge principle, resonance frequency principle, piezoelectric effect, etc., and this application does not limit this. In this way, the pressure detection device 35 can obtain the pressure data of the first branch 101, thereby facilitating the vehicle computer to finely control the hydraulic suspension system 300.

[0149] In some embodiments of the present application, the main control module 30 further includes a shuttle valve 36, which includes a first input port 361, a second input port 362 and an output port 363. The first input port 361 is connected to the first end 301A of the third branch 301, the second input port 362 is connected to the second end 301B of the third branch 301, and the output port 363 is connected to the pressure detection device 35. The shuttle valve 36 is suitable for connecting the first input port 361 and the output port 363, or connecting the second input port 362 and the output port 363.

[0150] Specifically, the shuttle valve 36 may be composed of a valve body, a valve core, a spring and other parts. The valve body is provided with a first input port 361, a second input port 362 and an output port 363. The valve body is provided with a first input channel connected to the first input port 361, a second input channel connected to the second input port 362, and an output channel. Both the first input channel and the second input channel are connected to the output channel. The valve core is movable in the valve body (i.e., in the first input channel and the second input channel), and the valve core can change its position according to the pressure difference between the two input ports (i.e., the first input port 361 and the second input port 362).

[0151] For example, when the pressure at the first end 301A of the third branch 301 is greater than the pressure at the second end 301B of the third branch 301, that is, the pressure at the first input port 361 is greater than the pressure at the second input port 362, the high-pressure oil will push the valve core to move to the low-pressure side, so that the valve core is located in the second input channel. In this way, the first input port 361 is connected to the output port 363, and the pressure detection device 35 can detect the pressure value of the first input port 361 through the shuttle valve 36.

[0152] For example, when the pressure value at the second end 301B of the third branch 301 is greater than the pressure value at the first end 301A of the third branch 301, that is, the pressure value at the second input port 362 is greater than the pressure value at the first input port 361, the high-pressure oil will push the valve core to move to the low-pressure side, so that the valve core is located in the first input channel. In this way, the second input port 362 is connected to the output port 363, and then the pressure detection device 35 can detect the pressure value of the second input port 362 through the shuttle valve 36.

[0153] In the embodiment of the present application, the shuttle valve 36 is connected between the two ends of the first branch 101 and the pressure detection device 35, so that the shuttle valve 36 can select an appropriate pressure signal to be transmitted to the pressure detection device 35 according to the pressure conditions at the two ends of the third branch 301. For example, when the pressure at the first end 301A of the third branch 301 is higher than that at the second end 301B, the shuttle valve 36 will connect the first input port 361 and the output port 363 to transmit the pressure signal at the first end 301A of the third branch 301 to the pressure detection device 35; conversely, when the pressure at the second end 301B of the third branch 301 is higher, the second input port 362 and the output port 363 will be connected to transmit the pressure signal at the second end 301B of the third branch 301. Then, it can be ensured that the pressure detection device 35 receives a relatively high pressure signal in the third branch 301.

[0154] In this way, the pressure detection device 35 can obtain the larger pressure value of the third branch 301 under different working conditions. Thus, the pressure state of the third branch 301 can be more comprehensively monitored, which helps to more accurately judge the operation of the hydraulic suspension system 300.

[0155] As Figure 15 shown, in some embodiments, the main control module 30 further includes a branch switch valve 37. The two first branches 101 of the two wheel end control modules 10 of each set of system components are connected, and the two second branches 102 are connected. The first end of the branch switch valve 37 is connected to the two first branches 101, and the second end of the branch switch valve 37 is connected to the two second branches 102. The branch switch valve 37 can be a normally closed electromagnetic opening and closing valve. When it is necessary to connect the upper and lower chambers of the shock absorber 11, this valve can be enabled to connect the upper and lower chambers of the shock absorber 11 to achieve the switching of different modes.

[0156] Thus, the two wheel end control modules 10 of each set of system components can share a branch switch valve 37, which can reduce the valve structural parts in the entire system components and achieve the purpose of simplifying the system.

[0157] In some embodiments of the present application, the hydraulic suspension system 300 may include a third working mode.

[0158] In some embodiments, when the vehicle load is too large or there is an overpressure problem, the third working mode can be started at this time to achieve functions such as height lifting. Here, the third working mode can be the Hercules mode. In the third working mode, at this time, the branch switch valve 37 is switched to the closed state, and the seventh switch valve 33 is opened, and the oil can directly enter through the lower chamber. At this time, the third switch valve 14, the fourth switch valve 153, the second switch valve 13, and the eighth switch valve 34 are all in the open state. At this time, the oil can enter the lower chamber of the shock absorber 11 and return oil from the upper chamber, thereby realizing the lifting function of the Hercules mode.

[0159] In some embodiments of the present application, the hydraulic suspension system 300 may include a fifth working mode.

[0160] When the vehicle is trapped or in other situations, the fifth working mode function can be enabled at this time. Here, the fifth working module can be the wheel lifting mode. In the fifth working mode, at this time, the seventh switch valve 33, the branch switch valve 37, and the second switch valve 13 are opened, and then the rod chamber 111A of the shock absorber 11 is supplied with oil. At this time, the pressure in the rod chamber 111A increases, and the piston assembly 112 of the shock absorber 11 is pushed to move downward into the lower chamber. When it moves a certain distance, at this time, the branch switch valve 37 and the second switch valve 13 are closed, and the third switch valve 14 and the eighth switch valve 34 are opened, thereby realizing the wheel lifting for a certain distance. The above operations are performed multiple times to realize the wheel lifting mode.

[0161] In some embodiments of the present application, the hydraulic suspension system 300 may include a first working mode, and this first working mode is used to lift the vehicle body 100. Figure 16 Fig. shows a schematic diagram of the opening and closing states of valves in a first working mode provided by an embodiment of the present application.

[0162] As Figure 16 shown, in a possible structural design, before the adjustment starts, the fourth switching valve 153 and the branch switching valve 37 are both in the open state, and the seventh switching valve 33, the eighth switching valve 34, the third switching valve 14, and the second switching valve 13 are all in the closed state, and the pressure building module 20 is in the non-operating state.

[0163] When the ECU receives the manual height increase signal, that is, at time t1, the pressure building module 20 switches to the open state, the seventh switching valve 33 switches to the open state, and the third switching valve 14 and the second switching valve 13 both switch to the open state. At this time, the suspension height is rising, the oil pressure is increasing, and the pressure detection device 35 detects the oil pressure at the upper and lower cavities of the seventh switching valve 33; the suspension height gradually rises until it reaches the target height. At this time, the third switching valve 14, the second switching valve 13, the seventh switching valve 33, and the pressure building module 20 are switched to the closed state. At this time, the manual vehicle height control ends, that is, at time t2.

[0164] In some embodiments of the present application, the hydraulic suspension system 300 may include a fourth working mode, and this first working mode is used to lower the vehicle body 100. Figure 10 The figure shows a schematic diagram of the opening and closing states of valves in a fourth working mode provided by an embodiment of the present application.

[0165] As Figure 12-Figure 14 shown, in a possible structural design, before the adjustment starts, the eighth switching valve 34, the third switching valve 14, and the second switching valve 13 are all in the closed state.

[0166] When the ECU receives the manual height decrease signal, that is, at time t3, the eighth switching valve 34 switches to the open state, the third switching valve 14 switches to the open state, and the second switching valve 13 switches to the open state. When the suspension height reaches the target height, that is, at time t4, the eighth switching valve 34 is switched to the closed state, the third switching valve 14 is switched to the closed state, and the second switching valve 13 is switched to the closed state. At this time, the manual lowering control ends.

[0167] When performing automatic adjustment and lowering control, the ECU executes the following processing. First, it judges whether the actual vehicle body height is greater than the target vehicle height and greater than the threshold value and lasts for a period of time. If so, the third switching valve 14, the second switching valve 13, and the eighth switching valve 34 are all switched to the open state, and at this time the vehicle body height decreases. Then it judges whether the difference between the actual vehicle body height and the target vehicle height is less than or equal to the threshold value and lasts for a period of time. If so, the third switching valve 14, the second switching valve 13, and the eighth switching valve 34 are all switched to the closed state, and the lowering control process ends.

[0168] In some embodiments of the present application, the hydraulic suspension system 300 may include a second working mode, and the first working mode is used to lift the vehicle body 100.

[0169] When performing automatic adjustment and lifting control, the ECU performs the following processing: first, it determines whether the actual vehicle height is less than the target vehicle height and greater than the threshold and lasts for a period of time. If so, the seventh switch valve 33 is switched to the open state, the second switch valve 13 is switched to the open state, the third switch valve 14 is switched to the open state, and the pressure building module 20 is switched from the closed state to the open state, and the vehicle height rises. Then it determines whether the difference between the actual vehicle height and the target vehicle height is less than or equal to the threshold and lasts for a period of time. If so, the seventh switch valve 33 is switched to the closed state, the second switch valve 13 is switched to the closed state, the third switch valve 14 is switched to the closed state, the pressure building module 20 is switched to the closed state, and the lifting control process ends.

[0170] That is to say, the manual lifting mode and the automatic lifting control logic are consistent, and the adjustment time of the two can be the same.

[0171] In some embodiments of the present application, the pressure building module 20 includes an oil pump 22 and a liquid storage device 21, and the oil pump 22 is suitable for extracting the oil in the liquid storage device 21 to the wheel end control module 10. The oil pump 22 can be connected to a motor or other driving device.

[0172] Among them, the pressure building module 20 and the wheel end control module 10 and the main control module 30 described above can all be modular integrated settings. In addition, the pressure building module 20, the wheel end control module 10 and the main control module 30 can be integrated together through pipelines. In this way, high integration can reduce the number of pipelines, thereby reducing the risk of oil leakage caused by pipeline connections. In this way, the hydraulic suspension system 300 has the advantages of lightweight, integration, easy disassembly and easy replacement.

[0173] In this way, when the vehicle 1000 starts or needs to adjust the suspension during driving, the oil pump 22 can promptly provide oil with sufficient pressure, so that the wheel-end control module 10 can effectively control the flow of oil between the various chambers of the shock absorber 11 and the liquid storage device 21, ensuring the pressure stability and normal operation of the hydraulic suspension system 300. In addition, by providing the oil pump 22, the response speed of the hydraulic suspension system 300 can be improved. For example, when the vehicle 1000 encounters sudden road conditions or driving operations (such as emergency braking, fast turning), the oil pump 22 can supply sufficient oil to the wheel-end control module 10 in a short time, so that the hydraulic suspension system 300 can quickly adjust the stiffness and damping of the shock absorber 11, reduce the vibration and posture changes of the vehicle body 100, and improve the dynamic response performance of the hydraulic suspension system 300.

[0174] In some embodiments of the present application, the pressure building module 20 further includes a fifth branch 201 and a third one-way valve 23 connected between the third branch 301 and the oil pump 22, and the third one-way valve 23 is suitable for preventing the oil in the third branch 301 from flowing back to the oil pump 22. One end of the fifth branch 201 is connected between the third branch 301 and the third one-way valve 23, and the other end is connected to the liquid storage device 21.

[0175] During the operation of the hydraulic suspension system 300, the oil will flow in a specific direction between the branches and components to realize the corresponding functions. For example, the oil output from the oil pump 22 reaches the wheel-end control module 10 and other parts through the branches (such as the third branch 301 and / or the fourth branch 302). When some pressure fluctuations occur, such as when the vehicle 1000 encounters a sudden strong impact during driving, resulting in an instantaneous change in the oil pressure of the third branch 301, if there is no third one-way valve 23, the oil may flow back to the oil pump 22, which will not only interfere with the normal working rhythm of the oil pump 22 to extract and transport the oil, but may also cause damage to the oil pump 22, affecting its performance and life. The embodiment of the present application ensures that the oil can only flow from the oil pump 22 to the third branch 301 in one direction by setting the third one-way valve 23, maintains the normal order of the system oil flow, and ensures the stable operation of the hydraulic suspension system 300.

[0176] In addition, one end of the fifth branch 201 is connected between the third branch 301 and the third one-way valve 23, and the other end is connected to the liquid storage device 21, which provides an additional reflux channel for the oil. Under some working conditions, the oil can also flow back to the liquid storage device 21 through the third branch 301 and the fifth branch 201; or when the oil pressure in the third branch 301 is too high, part of the oil can flow back to the liquid storage device 21 through the fifth branch 201, thereby regulating the oil pressure and balancing the system pressure distribution.

[0177] Optionally, the pressure building module 20 may further include a sixth branch 202 and an oil return valve 24, wherein the sixth branch 202 is connected to the third branch 301, and the connection is located between the third branch 301 and the third branch 301 and the seventh switch valve 33. The oil return valve 24 is disposed on the sixth branch 202, so that during the oil return process, the oil can flow into the liquid storage device 21 through the oil return valve 24, thereby realizing a rapid oil return process.

[0178] The oil return valve 24 here can also be an overpressure protection valve. When the oil pressure in the system is greater than the set pressure of the protection valve, the oil can automatically release pressure from here to protect the system, thereby enabling the hydraulic suspension system to achieve the overpressure protection function.

[0179] In some embodiments of the present application, the pressure building module 20 further includes a second pressure reducing accumulator 25 connected between the third branch 301 and the third one-way valve 23.

[0180] In this way, when the vehicle body is lifted, after the oil pump pumps out the oil, the oil pressure in the third branch 301 will increase sharply, and the second accumulator can absorb part of the pressure, effectively avoiding excessive pressure directly impacting the third check valve 23, the oil pump 22 and other components, greatly enhancing the impact resistance of the entire hydraulic suspension system 300 and protecting the integrity and stability of the system.

[0181] In some embodiments of the present application, the pressure building module 20 further includes a throttle valve 26, one end of the throttle valve 26 is connected between the third one-way valve 23 and the oil pump 22, and the other end of the throttle valve 26 is connected to the fifth branch 201.

[0182] It is understandable that when the hydraulic suspension system 300 is in operation, different working conditions and vehicle 1000 postures require different oil flows to achieve accurate suspension adjustment functions. The embodiment of the present application can appropriately limit the amount of oil passing through by setting the throttle valve 26 to avoid unnecessary energy consumption and excessive oil pressure. When the body of the vehicle 1000 needs to be lowered, the oil flow through the throttle valve 26 can be increased according to demand, so that the wheel end control module 10 and the like can quickly obtain enough oil to adjust the stiffness, height and other characteristics of the hydraulic suspension system 300, so as to better cope with road surface changes and maintain the stability of the vehicle body 100.

[0183] In the hydraulic suspension system 300, the oil needs to circulate continuously between the various components to realize the adjustment function of the suspension. However, during long-term use or during storage, extraction, etc., the oil may be mixed with impurities, such as dust, metal debris, etc. After these impurities enter the system with the oil, they will damage the precision components in the system. Based on this, in some embodiments of the present application, the pressure building module 20 may also include a filter 27, which is suitable for filtering the oil. Exemplarily, the filter 27 may be a filter net.

[0184] In a possible structural design, the filter element 27 includes a first filter element 271, and the first filter element 271 is disposed between the oil pump 22 and the liquid storage device 21. In this way, the first filter element 271 can filter the oil flowing from the liquid storage device 21 into the oil pump 22, thereby preventing impurities from flowing into the oil pump 22 and reducing the service life of the oil pump 22.

[0185] In another possible structural design, the filter element 27 may also include a second filter element 272, which is disposed between the third one-way valve 23 and the oil pump 22. In this way, the second filter element 272 can filter the oil flowing out of the oil pump 22 to prevent impurities from flowing into the third one-way valve 23 and the wheel-end control module 10.

[0186] In another possible structural design, the filter element 27 may also include a third filter element 273, which is disposed in the fourth branch 302 and connected between the eighth switch valve 34 and the liquid storage device 21, and is suitable for filtering the oil flowing through. In this way, the third filter element 273 can filter the oil flowing back to the liquid storage device 21 through the third branch 301 to prevent impurities from flowing into the liquid storage device 21.

[0187] In this way, by filtering the oil through the filter element 27, it is possible to ensure that the components of the hydraulic suspension system 300 work in a relatively pure oil environment, extend their service life, and ensure that the hydraulic suspension system 300 operates stably and reliably.

[0188] If Figure 12 As shown, in some embodiments, the pressure building module 20 further includes a seventh branch 203, a control accumulator 29 and a control valve 291 connected to the seventh branch 203. One end of the seventh branch 203 is connected to the third branch 301, and the other end is connected to the control accumulator 29. The control valve 291 can pass the high-pressure oil in the control accumulator 29 into the third branch 301 when it is opened.

[0189] For example, when the system needs to be lifted quickly, the control valve 291 is opened to connect the oil in the control accumulator 29 to the system. Since the pre-charge pressure in the control accumulator 29 is relatively large, the system can be lifted quickly.

[0190] In some embodiments of the present application, the pressure building module 20 further includes an oil temperature detection device 28 suitable for detecting the temperature of the oil in the liquid storage device 21.

[0191] It should be noted that the oil temperature has a crucial impact on the performance of the hydraulic suspension system 300. The viscosity of the oil changes with the temperature. When the oil temperature is low, the viscosity of the oil increases and the fluidity becomes worse. In this case, it will become difficult for the oil pump 22 to extract the oil, and more energy will be consumed to overcome the viscous resistance of the oil. In addition, the flow rate of the oil in the pipes and components will also slow down, affecting the response speed of the system. For example, when the vehicle 1000 is started in cold weather, the low oil temperature may cause the hydraulic suspension system 300 to be unable to respond to road bumps in time. When the oil temperature is too high, the viscosity of the oil decreases, which is prone to leakage. At the same time, the oxidation rate of the oil is accelerated, and the impurities produced may clog the system's pipes and valves.

[0192] The embodiment of the present application provides an oil temperature detection device 28 to monitor the temperature of the oil in the liquid storage device 21 in real time, to ensure that the hydraulic suspension system 300 can take measures in advance, such as preheating the oil when the oil temperature is low, or taking cooling measures when the oil temperature is too high, to ensure the performance of the oil, thereby ensuring the stable performance of the hydraulic suspension system 300.

[0193] The above description is a description of the structure of the hydraulic suspension system 300 provided in the embodiment of the present application. Figure 13 , the present application embodiment describes some working modes of the provided hydraulic suspension system 300. For the convenience of description, the present application embodiment takes a wheel end control module 10 (i.e., the left front wheel) of a system component as an example for description.

[0194] In some embodiments of the present application, when the hydraulic suspension system 300 is in a non-working mode, at least one of the following is satisfied: the first switch valve 12 is in an open state; the fourth switch valve 153 is in an open state; the second switch valve 13 is in a closed state; the third switch valve 14 is in a closed state; the fourth switch valve 153 is in a closed state; the fifth switch valve 31 is in a closed state; the sixth switch valve 32 is in a closed state; the seventh switch valve 33 is in a closed state.

[0195] In this way, in the non-working mode, the first switch valve 12 is opened, which allows the oil to have a certain natural flow channel between the rod chamber 111A and the rodless chamber 111B. Thereby, the oil pressure between different chambers of the shock absorber 11 is balanced, and the oil pressure difference caused by the vehicle 1000 being stationary for too long and other situations is prevented from having adverse effects on system components. The opening of the fourth switch valve 153 can keep the accumulators connected to the chambers of the shock absorber 11 connected, which helps to maintain the pressure balance of the wheel-end control module 10. By closing the second switch valve 13, the third switch valve 14, the fifth switch valve 31, the sixth switch valve 32, the seventh switch valve 33 and the eighth switch valve 34, the oil flow can be effectively prevented, and the wheel-end control module 10 is isolated from the connection with other wheel-end control modules 10 and the liquid storage device 21.

[0196] In order to reduce the control instructions of the hydraulic suspension system 300, the first switch valve 12 and the fourth switch valve 153 described above can be normally open switch valves. For example, the normally open switch valves can be normally open electromagnetic on-off valves. In addition, the second switch valve 13, the third switch valve 14, the fifth switch valve 31, the sixth switch valve 32, the seventh switch valve 33 and the eighth switch valve 34 can all be normally closed switch valves. For example, the normally closed switch valve can be a normally closed electromagnetic on-off valve. In this way, the control logic of the hydraulic suspension system 300 can be simplified and the service life of the hydraulic suspension system 300 can be improved.

[0197] In some embodiments of the present application, the hydraulic suspension system 300 may include a first working mode, which is used to quickly lift the vehicle body 100, Figure 14 Shows a schematic diagram of the opening and closing state of a valve in a first working mode provided by an embodiment of the present application.

[0198] ​Such as Figure 17-Figure 19 As shown, in a possible structural design, the first working mode has a first working stage, a second working stage and a third working stage. The first working stage is used to lift the vehicle body 100 to the target height, the second working stage is used to store energy in the second accumulator 152, and the third working stage is suitable for connecting the rodless chamber 111B with the second accumulator 152 and maintaining the vehicle body 100 at the target height.

[0199] In a possible design, in the first working stage, the pressure building module 20 is in an open state, the first switch valve 12 is in an open state, the second switch valve 13 is in an open state, the third switch valve 14 is in a closed state, the fourth switch valve 153 is in a closed state, the fifth switch valve 31 is in a closed state, the sixth switch valve 32 is in a closed state, the seventh switch valve 33 is in an open state, and the eighth switch valve 34 is in a closed state, so that the oil flows out of the oil pump 22 and flows through the seventh switch valve 33, the second switch valve 13, and the first switch valve 12 before being split, with one path of oil flowing into the rodless chamber 111B and the other path of oil flowing into the first accumulator 151.

[0200] Specifically, when the electronic control unit (ECU) receives the first height adjustment signal, the pressure building module 20 switches to the open state, that is, the oil pump 22 starts working; the seventh switch valve 33 and the second switch valve 13 switch to the open state, and the fourth switch valve 153 switches to the closed state, so that the oil pumped out by the oil pump 22 passes through the third one-way valve 23, the third branch 301, the seventh switch valve 33, the second switch valve 13, the first switch valve 12 in sequence, and then flows into the rodless chamber 111B through the second branch 102. At this time, as the oil pressure in the rodless chamber 111B increases, the height of the suspension gradually rises. Since the shuttle valve 36 is connected between the pressure detection device 35 and the inlet and outlet of the seventh switch valve 33, the pressure detection device 35 can detect the oil pressure at the inlet and outlet of the seventh switch valve 33.

[0201] It should be noted that after flowing through the second switch valve 13, the oil is divided into two paths, one of which flows into the rodless chamber 111B through the first switch valve 12, and the other flows into the rod chamber 111A through the first one-way valve 172 or the first regulating valve 171. Since one end of the piston rod of the embodiment of the present application can be extended into the rod chamber 111A and connected to the piston body, and the other end extends out of the rod chamber 111A and connects to the vehicle body 100. In this way, the piston rod occupies part of the area of ​​the piston body acting on the rod chamber 111A, so the area of ​​the piston body acting on the rod chamber 111A is smaller than the area acting on the rodless chamber 111B. In this way, as the oil pressure in the rodless chamber 111B increases, the height of the suspension gradually rises.

[0202] ​Optionally, the first height adjustment signal may be sent to the ECU by a manual operation of the user. For example, the manual operation may be a user clicking on the in-vehicle display screen, or a user pressing an in-vehicle height adjustment button. Optionally, the first height adjustment signal may also be automatically sent by a control component of the vehicle 1000 according to driving conditions or driving posture, which is not limited in this application.

[0203] In the second working stage, the pressure building module 20 is in the open state, the first switch valve 12 is in the open state, the second switch valve 13 is in the closed state, the third switch valve 14 is in the open state, the fourth switch valve 153 is in the closed state, the fifth switch valve 31 is in the open state, the sixth switch valve 32 is in the closed state, the seventh switch valve 33 is in the closed state, and the eighth switch valve 34 is in the closed state, so that the oil flows out of the oil pump 22 and flows through the fifth switch valve 31 and the third switch valve 14 to the second accumulator 152.

[0204] Specifically, when the height of the hydraulic suspension reaches the target height (i.e., the height of the vehicle 1000 reaches the target height), the second switch valve 13 is switched to a closed state, the seventh switch valve 33 is switched to a closed state, the fifth switch valve 31 and the third switch valve 14 are switched to an open state, and the pressure building module 20 remains in an open state. In this way, the oil pumped out by the oil pump 22 can pass through the third one-way valve 23, the fifth switch valve 31, and the third switch valve 14 to the second accumulator 152. At this time, the oil pressure of the second accumulator 152 is increasing, and the energy storage of the second accumulator 152 is realized.

[0205] In the third working stage, the pressure building module 20 is in a closed state, the first switch valve 12 is in an open state, the second switch valve 13 is in a closed state, the third switch valve 14 is in a closed state, the fourth switch valve 153 is in a closed state, the fifth switch valve 31 is in a closed state, the sixth switch valve 32 is in a closed state, the seventh switch valve 33 is in a closed state, and the eighth switch valve 34 is in a closed state, so that the oil in the second accumulator 152 is connected to the rodless chamber 111B. That is, the third working stage is to restore to the non-working mode.

[0206] Specifically, when the pressure of the second accumulator 152 is equal to the oil pressure value near the shock absorber 11, the third switch valve 14 and the fifth switch valve 31 are both switched to the closed state, the fourth switch valve 153 is switched to the open state, and the pressure building module 20 is switched to the closed state. In this way, the second accumulator 152 is connected to the rodless chamber 111B, and the second accumulator 152 can store energy for the oil in the wheel-end control module 10.

[0207] Based on the above first working stage, second working stage, and third working stage, the first working mode of the embodiment of the present application enables the oil in the liquid storage device 21 to quickly flow into the rodless chamber 111B after flowing into the second branch 102, thereby ensuring that most of the oil is supplied to the rodless chamber 111B to achieve the rapid lifting of the vehicle body 100. Then, in the subsequent second working stage, the second accumulator 152 is charged, and in the subsequent third stage, the rodless chamber 111B is connected to the second accumulator 152 to enable the second accumulator 152 to work properly.

[0208] In a possible structural design, the first working mode has a first working stage, a second working stage, and a third working stage. The first working stage is used to lift the vehicle body 100 to a target height, the second working stage is used to charge the second accumulator 152, and the third working stage is adapted to connect the rodless chamber 111B to the second accumulator 152 and maintain the vehicle body 100 at the target height.

[0209] In some embodiments of the present application, the hydraulic suspension system 300 further includes a second working mode, which is also used to lift the vehicle body 100. Figure 17 Fig. shows a schematic diagram of the opening and closing states of valves in a second working mode provided by an embodiment of the present application.

[0210] The time taken for the first working mode to lift the vehicle body 100 to the target height is less than the time taken for the second working mode to lift the vehicle body 100 to the target height.

[0211] In a possible design, when the hydraulic suspension system 300 is in the second working mode, the pressure building module 20 is in the open state, the first switching valve 12 is in the open state, the second switching valve 13 is in the open state, the third switching valve 14 is in the closed state, the fourth switching valve 153 is in the open state, the fifth switching valve 31 is in the closed state, the sixth switching valve 32 is in the closed state, the seventh switching valve 33 is in the open state, and the eighth switching valve 34 is in the closed state, so that the oil flows out of the oil pump 22 and is branched after flowing through the seventh switching valve 33, the second switching valve 13, and the first switching valve 12. One path of the oil flows into the rodless chamber 111B, and the other path of the oil flows into the first accumulator 151 and flows into the second accumulator 152 through the fourth switching valve 153.

[0212] Among them, the exit conditions of the second working mode may include: when the duration of the vehicle body 100 reaching the preset lifting state reaches the first preset duration, and the preset lifting state is that the difference between the height of the vehicle body 100 and the target height is less than the first preset height threshold.

[0213] The first preset duration is a preset duration. For example, the first preset duration may be 3 seconds or 5 seconds, etc., which is not limited in this application. The target height is the height that the vehicle 1000 needs to reach when it is lifted; the first height threshold is also a preset value. For example, the first height threshold may be 5 mm or 8 mm, etc., which is not limited in this application.

[0214] Specifically, when the ECU receives the second height adjustment signal, it first determines whether the actual height of the vehicle body 100 is less than the target vehicle height and greater than the first height threshold and lasts for a period of time. If so, the pressure building module 20 is controlled to switch to the open state, the seventh switch valve 33 is switched to the open state, the second switch valve 13 is switched to the open state, the first switch valve 12 and the fourth switch valve 153 remain in the open state, and the third switch valve 14, the sixth switch valve 32 and the eighth switch valve 34 remain in the closed state. In this way, the oil pumped out by the oil pump 22 passes through the third one-way valve 23, the seventh switch valve 33, the second switch valve 13, and the first switch valve 12 to the second branch 102, and then part of the oil flows into the second accumulator 152 through the fourth switch valve 153, and the other part of the oil flows into the rodless chamber 111B to achieve the lifting of the vehicle body 100. Afterwards, it is determined whether the difference between the actual vehicle body 100 height and the target vehicle height is less than or equal to the first height threshold and lasts for a first preset time. If so, the seventh switch valve 33 and the second switch valve 13 are switched to a closed state, and the pressure building module 20 is switched to a closed state, and the second working mode ends. In this way, compared with the first working mode, the control logic of the second working mode is simpler, thereby ensuring that the hydraulic suspension system 300 can operate stably and improve the service life of the hydraulic suspension system 300.

[0215] Optionally, the second height adjustment signal may be sent to the ECU in response to a manual operation by the user. For example, the manual operation may be a user clicking on the in-vehicle display screen, or a user pressing an in-vehicle height adjustment button. Optionally, the second height adjustment signal may also be automatically sent by a control component of the vehicle 1000 according to a driving condition or driving posture, which is not limited in this application.

[0216] In some embodiments of the present application, the hydraulic suspension system 300 also includes a third working mode, which is also used to lift the vehicle body 100. The weight supported by the third working mode is greater than the weight supported by the second working mode.

[0217] In a possible design, when the hydraulic suspension system 300 is in the third working mode, the first switch valve 12 is in a closed state, the second switch valve 13 is in an open state, the third switch valve 14 is in an open state, the fourth switch valve 153 is in an open state, the fifth switch valve 31 is in an open state, the sixth switch valve 32 is in an open state, the seventh switch valve 33 is in a closed state, and the eighth switch valve 34 is in a closed state, so that the oil flows out through the oil pump 22 and flows into the rodless chamber 111B through the fifth switch valve 31, the third switch valve 14, and the fourth switch valve 153 in sequence, and the oil in the rod chamber 111A flows back to the liquid storage device 21 through the second switch valve 13 and the sixth switch valve 32 in sequence.

[0218] Specifically, when the vehicle 1000 is overloaded or has an overpressure problem, the pressure building module 20 can be controlled to open, the fifth switch valve 31 can be opened, the third switch valve 14 can be opened, the fourth switch valve 153 can remain open, and the first switch valve 12 can be closed, so that the oil in the liquid storage device 21 can flow into the fourth branch 302 through the fifth switch valve 31, and then flow into the rodless chamber 111B through the third switch valve 14 and the fourth switch valve 153 to push the piston assembly 112 to move upward. Among them, when the oil flows into the fifth switch valve 31, part of the oil passes through the shuttle valve 36 pressure detection device 35, so that the oil pressure can be detected by the pressure detection device 35.

[0219] In addition, the oil in the rod chamber 111A flows out under the pushing action of the piston assembly 112. Since the second switch valve 13 and the sixth switch valve 32 are controlled to be open, the oil in the rod chamber 111A can flow back to the liquid storage device 21 through the second switch valve 13 and the sixth switch valve 32.

[0220] In this way, the oil in the rod chamber 111A can flow directly into the liquid storage device 21, and the pressure of the rod chamber 111A is relatively low, while the pressure of the rodless chamber 111B is relatively high due to the continuous oil supply from the pressure building module 20. At this time, the supporting force provided to the vehicle 1000 is the difference between the product of the pressure of the rodless chamber 111B and the effective area of ​​the rodless chamber 111B and the product of the pressure of the rod chamber 111A and the effective area of ​​the rod chamber 111A. At this time, the supporting force is relatively large, so that the hydraulic suspension system 300 can push a heavier vehicle 1000 to achieve the corresponding lifting function, so as to realize the strongman mode.

[0221] In some embodiments of the present application, the hydraulic suspension system 300 further includes a fourth working mode, and the fourth working mode is used to lower the height of the vehicle body 100.

[0222] If Figure 19As shown, in a possible structural design, when the hydraulic suspension system 300 is in the fourth working mode, the third switch valve 14 is in an open state, and the eighth switch valve 34 is in an open state, so that the rodless chamber 111B flows back to the liquid storage device 21 through the third switch valve 14 and the eighth switch valve 34 in sequence.

[0223] Among them, the exit condition of the fourth working mode may include: the duration of the vehicle body 100 reaching the preset descending state reaches a first preset duration, and the preset descending state is that the difference between the height of the vehicle body 100 and the target height is less than a second preset height threshold. The second height threshold may be the same as the first stiffness threshold, or may be different, and this application does not limit this.

[0224] Specifically, when the ECU receives the first lowering signal, it first determines whether the actual height of the vehicle body 100 is greater than the target vehicle height and greater than the second height threshold and lasts for a period of time. If so, the third switch valve 14 is controlled to be in an open state, the eighth switch valve 34 is in an open state, the first switch valve 12 and the fourth switch valve 153 can remain in an open state, and the second switch valve 13 and the fifth switch valve 31 remain in a closed state. In this way, the oil in the rodless chamber 111B can flow back to the liquid storage device 21 through the second branch 102 and the fourth branch 302. Then the pressure in the rodless chamber 111B decreases, and the piston assembly 112 moves downward. Afterwards, it is determined whether the difference between the actual vehicle body 100 height and the target vehicle height is less than or equal to the second height threshold and lasts for a first preset time. If so, the third switch valve 14 is switched to a closed state, and the eighth switch valve 34 is switched to a closed state, and the control of the vehicle body 100 to descend is completed.

[0225] Optionally, the first adjustment down signal may be sent to the ECU by a user's manual operation. For example, the manual operation may be a user clicking on the in-car display screen, or a user pressing an in-car adjustment up button. Optionally, the first adjustment down signal may also be automatically sent by a control component of the vehicle 1000 according to a driving condition or driving posture, which is not limited in this application.

[0226] In this way, when a problem occurs with a tire or a swing arm or other structural member of the vehicle 1000, the tire can be lifted up through the fourth working mode to achieve quick repair.

[0227] In some embodiments of the present application, the hydraulic suspension system 300 further includes a fifth working mode, and the fifth working mode is used to increase the height of at least part of the wheel 200.

[0228] In a possible structural design, when the hydraulic suspension system 300 is in the fifth working mode, the first switch valve 12 is in a closed state, the second switch valve 13 is in an open state, the third switch valve 14 is in an open state, the fourth switch valve 153 is in an open state, the fifth switch valve 31 is in a closed state, the sixth switch valve 32 is in a closed state, the seventh switch valve 33 is in an open state, and the eighth switch valve 34 is in an open state, so that the oil flows out through the oil pump 22 and then passes through the seventh switch valve 33 and the second switch valve 13 to the rod chamber 111A in sequence, and the oil in the rodless chamber 111B flows back to the liquid storage device 21 through the fourth switch valve 153, the third switch valve 14, and the eighth switch valve 34.

[0229] Exemplarily, when the ECU receives the left front wheel lifting signal, the seventh switch valve 33 and the eighth switch valve 34 of the wheel end control module controlling the left front wheel are opened, and the second switch valve 13, the third switch valve 14, and the fourth switch valve 153 of the wheel end control module 10 controlling the left front wheel are all opened, and the first switch valve 12 is closed. The valves of the wheel end control modules 10 of other wheels remain unchanged, so that the oil can flow into the rod chamber 111A of the shock absorber 11 of the left front wheel. As the oil continues to flow into the rod chamber 111A, the piston assembly 112 moves downward (toward the rodless chamber 111B). Then, the oil in the rodless chamber 111B flows back to the liquid storage device 21 through the fourth switch valve 153, the third switch valve 14, and the eighth switch valve 34. In this way, the piston rod gradually extends into the chamber, and the height of the shock absorber assembly gradually decreases, thereby achieving a single-wheel lift of the left front wheel of the vehicle 1000.

[0230] It can be understood that when a vehicle needs to be lifted on multiple wheels, the fifth working mode can be executed by controlling the wheel-end control modules 10 of multiple wheels 200 that need to be lifted, and the valves of the wheel-end control modules 10 of other wheels 200 that do not need to be lifted remain unchanged, so that the vehicle 1000 can be lifted on multiple wheels.

[0231] In some embodiments of the present application, the stiffness level of the wheel-end control module 10 includes at least one of the following: primary stiffness, secondary stiffness, tertiary stiffness, quaternary stiffness, and quintuple stiffness. Table 1 below shows the stiffness level of the wheel-end control module 10 provided in the embodiment of the present application and the corresponding working state of the accumulator assembly 15, wherein Table 1 is illustrated by taking the front wheel 200A of the vehicle 1000 as an example.

[0232] Table 1

[0233] As shown in Table 1, when the wheel-end control module 10 is in the first-level stiffness, the first accumulator 151 in the wheel-end control module 10 is in working state. In this way, when the wheel-end control module 10 is in the first-level stiffness, only the first accumulator 151 is working. The first accumulator 151 is mainly used to absorb and dissipate vibration energy. In this case, the hydraulic suspension system 300 focuses more on providing basic shock absorption function. The first accumulator 151 can buffer the vibration according to the vibration of the vehicle 1000 during driving, through the flow of oil inside and the deformation of its elastic elements (such as bladders or pistons), so that the vehicle 1000 can maintain a certain degree of comfort when driving on a relatively flat road, reducing the impact of road bumps on the vehicle body 100.

[0234] When the wheel-end control module 10 is in the secondary stiffness, the first accumulator 151 in the wheel-end control module 10 is in working state, and the second accumulator 152 is in working state. In the secondary stiffness state, the first accumulator 151 and the second accumulator 152 work simultaneously. The addition of the second accumulator 152 can increase the elastic support force of the hydraulic suspension system 300. The second accumulator 152 changes the stiffness characteristics of the hydraulic suspension system 300 by storing and releasing energy, and works in coordination with the first accumulator 151. When the vehicle 1000 encounters a slightly larger road impact or has more complex posture changes during driving (such as turning, accelerating or decelerating), the second accumulator 152 can adjust the stiffness of the suspension according to the situation, and cooperate with the first accumulator 151 to better control the movement of the vehicle body 100.

[0235] When the wheel-end control module 10 is in the third-level stiffness, the first accumulator 151 in the wheel-end control module 10 is in a working state, the second accumulator 152 is in a working state, and the first decompression accumulator 154 is in a working state.

[0236] When the wheel-end control module 10 is in the third level of stiffness, the first accumulator 151, the second accumulator 152 and the first pressure-reducing accumulator 154 all participate in the work. The main function of the first pressure-reducing accumulator 154 is to absorb excess pressure when the pressure of the hydraulic suspension system 300 is too high, protect the system from damage, and further optimize the pressure regulation. The first pressure-reducing accumulator 154 can cope with pressure peaks caused by severe road impact or frequent suspension movements to ensure the stability of system pressure. Under this stable pressure environment, the second accumulator 152 and the first accumulator 151 can more effectively play their functions of adjusting suspension stiffness and shock absorption, comprehensively control the posture of the vehicle body 100, and improve the handling and ride comfort of the vehicle 1000.

[0237] When the wheel-end control module 10 is in the fourth level of stiffness, the first accumulator 151 of the wheel-end control module 10 is in working state, and the second accumulator 152 is in working state; the second accumulator 152 in the wheel-end control module 10 corresponding to the other wheel 200 coaxial with the wheel 200 is in working state.

[0238] In this way, when the wheel-end control module 10 is at the fourth level of stiffness, the first accumulator 151 and the second accumulator 152 of the wheel 200 work together, and at the same time, the second accumulator 152 in the wheel-end control module 10 corresponding to the other coaxial wheel 200 also participates. The first accumulator 151 of the wheel 200 still bears the task of absorbing and dissipating vibration energy, so that the vehicle 1000 can effectively buffer road bumps during driving. The cooperation of the two second accumulators 152 plays an important role in the overall posture control of the vehicle 1000. For example, when a wheel 200 on one side of the vehicle 1000 encounters a raised road surface, the second accumulator 152 of the wheel 200 will adjust its stiffness according to the pressure change and provide corresponding support force. At the same time, the second accumulator 152 of the other coaxial wheel 200 will also react, balancing the overall posture of the vehicle 1000 by adjusting its own stiffness, reducing the tilt or distortion of the vehicle body 100 caused by the force change of the single-side wheel 200, making the vehicle 1000 run more smoothly, and enhancing the adaptability and stability of the vehicle 1000 under complex road conditions.

[0239] When the wheel-end control module 10 is at level five stiffness, the first accumulator 151 of the wheel-end control module 10 is in working state, the second accumulator 152 is in working state, and the first decompression accumulator 154 is in working state; the second accumulator 152 in the wheel-end control module 10 corresponding to the other wheel 200 coaxial with the wheel 200 is in working state.

[0240] ​Thus, in the fifth-level stiffness state, in addition to the first accumulator 151, the second accumulator 152 and the first decompression accumulator 154 of the wheel 200 working together, the second accumulator 152 of the other coaxial wheel 200 also participates in it. The first decompression accumulator 154 at the wheel 200 can effectively deal with the excessive pressure generated by extreme road conditions or high-performance driving operations (such as high-speed driving, fierce steering, etc.), protect the wheel end control module 10 of the wheel 200 from damage, and optimize pressure regulation. The second accumulator 152 of the other coaxial wheel 200 cooperates with the wheel 200 to further optimize the control of the overall posture of the vehicle 1000. For example, when turning at high speed, the outer wheel 200 is subjected to a large lateral force, and the accumulators in its five-level stiffness configuration work together to increase the stiffness of the outer wheel 200 suspension, absorb vibration and stabilize pressure. At the same time, the second accumulator 152 of the inner wheel 200 will also be adjusted accordingly, so that the vehicle 1000 can pass the curve at a higher speed and in a more stable posture, greatly improving the controllability and safety of the vehicle 1000.

[0241] Thus, by designing multi-level stiffness, all-round suspension performance support can be provided for vehicle 1000. Under normal driving conditions, the first and second stiffnesses ensure comfort and basic controllability, while under special driving conditions, the fourth and fifth stiffnesses can quickly adjust the suspension characteristics according to the dynamic changes of vehicle 1000, so that vehicle 1000 can maintain stability, comfort and precise control under various driving operations, meeting the performance requirements of different drivers for vehicle 1000 in different driving scenarios.

[0242] In a possible design, for turning conditions, rapid acceleration conditions, or rapid deceleration conditions, the wheel-end control module 10 applies the primary stiffness or the secondary stiffness; for conditions of driving through speed bumps or falling conditions, the wheel-end control module 10 applies the secondary stiffness or the tertiary stiffness.

[0243] Since only the first accumulator 151 works in the primary stiffness, its control of the vehicle 1000's posture mainly depends on the vehicle 1000's own suspension structure and damping force. For some simple driving operations and low-speed conditions, the vehicle 1000 can maintain a certain tire contact through the first accumulator 151 to absorb vibrations, so that the vehicle 1000 can be basically stable.

[0244] Under the secondary stiffness, the second accumulator 152 and the first accumulator 151 work together to greatly enhance the maneuverability of the vehicle 1000. In the turning condition, the second accumulator 152 can automatically adjust the stiffness of the suspension of the outer wheel 200 according to the steering angle and speed of the vehicle 1000, reduce the roll of the vehicle body 100, and enable the vehicle 1000 to drive more accurately according to the driver's intention. When the vehicle 1000 accelerates or decelerates suddenly, the second accumulator 152 can adjust the stiffness of the front and rear suspensions to maintain the balance of the vehicle 1000's posture, ensure good contact between the tires and the ground, improve the power transmission efficiency and braking stability of the vehicle 1000, and improve the maneuverability of the vehicle 1000.

[0245] In some embodiments, for a rapid acceleration condition or a rapid deceleration condition, the switching condition for switching from the primary stiffness to the secondary stiffness includes: the acceleration of the vehicle 1000 along the first direction is less than the first acceleration threshold, and the height difference between the two opposite sides of the vehicle body 100 is less than or equal to the third height threshold, and the first direction is the length direction of the vehicle body 100. The switching condition for switching from the secondary stiffness to the primary stiffness includes: the acceleration of the vehicle 1000 along the first direction is greater than or equal to the first acceleration threshold, and the height difference between the two opposite sides of the vehicle body 100 is less than or equal to the third height threshold.

[0246] Wherein, the first acceleration threshold and the third height threshold can both be pre-set values, which are not limited in this application.

[0247] When switching from the primary stiffness to the secondary stiffness, the switching condition is based on the acceleration of the vehicle 1000 along the length direction (first direction) of the vehicle body 100 and the height difference between the two sides of the vehicle body 100. If the acceleration is less than the first acceleration threshold and the height difference between the two sides of the vehicle body 100 is within an acceptable range (less than or equal to the third height threshold), it indicates that the posture change of the vehicle 1000 is relatively small and tends to be stable. At this time, the vehicle 1000 is switched to the secondary stiffness, and the second accumulator 152 starts to work. The second accumulator 152 can prevent the front of the vehicle from being lifted excessively during rapid acceleration and the rear of the vehicle from being lifted excessively during rapid deceleration according to the subtle changes in the posture of the vehicle 1000, thereby further optimizing the posture control of the vehicle 1000. For example, during the rapid acceleration of the vehicle 1000, when the acceleration gradually decreases and the switching condition is met, the activation of the secondary stiffness can accurately adjust the stiffness of the front suspension of the vehicle 1000, so that the vehicle 1000 can smoothly transition to a more stable driving posture, reducing the problems of reduced handling and reduced comfort caused by the lifting of the front of the vehicle.

[0248] In some embodiments, for turning conditions, the switching condition for switching from the primary stiffness to the secondary stiffness includes: the acceleration of the vehicle 1000 along the second direction is less than the second acceleration threshold, and the height difference between the two opposite sides of the vehicle body 100 is less than or equal to the fourth height threshold, and the second direction is the width direction of the vehicle body 100; the switching condition for switching from the secondary stiffness to the primary stiffness includes: the acceleration of the vehicle 1000 along the second direction is greater than or equal to the second acceleration threshold, and the height difference between the two opposite sides of the vehicle body 100 is less than or equal to the fourth height threshold.

[0249] Wherein, the second acceleration threshold and the fourth height threshold can both be pre-set values, which are not limited in this application.

[0250] When switching from the primary stiffness to the secondary stiffness, the switching condition is based on the acceleration of the vehicle 1000 along the width direction (second direction) of the vehicle body 100 and the height difference between the two sides of the vehicle body 100. If the acceleration is less than the first acceleration threshold and the height difference between the two sides of the vehicle body 100 is within an acceptable range (less than or equal to the fourth height threshold), it indicates that the posture change of the vehicle 1000 is relatively small and tends to be stable. At this time, it switches to the secondary stiffness and the second accumulator 152 starts to work. The second accumulator 152 can automatically adjust the stiffness of the suspension of the outer wheel 200 according to the steering angle and speed of the vehicle 1000, reduce the roll of the vehicle body 100, and enable the vehicle 1000 to drive more accurately according to the driver's intention. When the vehicle 1000 accelerates and decelerates suddenly, the second accumulator 152 can adjust the stiffness of the front and rear suspensions to maintain the balance of the vehicle 1000 posture, ensure that the tires have good contact with the ground, improve the power transmission efficiency and braking stability of the vehicle 1000, and improve the handling performance of the vehicle 1000.

[0251] In some embodiments, for the working condition of driving over a speed bump or falling, the switching condition from the second-level stiffness to the third-level stiffness includes: the acceleration of the vehicle 1000 along the third direction is less than the third acceleration threshold, the height difference between the two opposite sides of the vehicle body 100 is less than or equal to the fifth height threshold, and the pressure value of the hydraulic suspension system 300 is greater than the preset pressure value. The third direction is the height direction of the vehicle body 100; the switching condition from the third-level stiffness to the second-level stiffness includes: the acceleration of the vehicle 1000 along the third direction is greater than or equal to the third acceleration threshold, and the height difference between the two opposite sides of the vehicle body 100 is less than or equal to the fifth height threshold.

[0252] When the acceleration of the vehicle 1000 along the height direction of the vehicle body 100 is less than the third acceleration threshold, it means that the movement of the vehicle 1000 in the vertical direction is relatively stable, and there is no drastic acceleration change caused by large bumps or sudden ups and downs. In this case, switching the stiffness to the third level of stiffness can provide better support and comfort in a relatively stable vertical motion state. For example, when the vehicle 1000 slowly passes through a speed bump or is in a relatively gentle road undulation and fall condition, switching to the third level of stiffness can more finely adjust the suspension support for the vehicle body 100, avoid excessive sinking or shaking of the vehicle body 100, and improve the driving experience.

[0253] It can be understood that the vehicle 1000 of the embodiment of the present application can be a four-wheeled vehicle with symmetrical left and right wheels and consistent front and rear axles. The above description is only based on an exemplary description of a certain wheel 200 (such as the left front wheel). In the front and rear axle control scheme of the vehicle 1000, the left and right sides of the single-axle vehicle 1000 can use the same control strategy to adjust the height or stiffness until the target height or stiffness is adjusted. For example, when controlling the front axle, the left front wheel and the right front wheel can use the same control strategy to adjust the height or stiffness until the target height or stiffness is adjusted, while the wheel-end control module 10 of the left rear wheel and the right rear wheel remains unchanged.

[0254] In the front and rear unilateral independent control scheme of the vehicle 1000, for example, taking the left side as an example for unilateral control description, according to the above control strategy, the wheel end control module 10 on the left side (i.e., the left front wheel and the left rear wheel) is adjusted according to the above control strategy, and the wheel end control module 10 on the right side (the right front wheel and the right rear wheel) remains unchanged, and only the left side follows the above control strategy until it is adjusted to the required height.

[0255] When the four wheels of the wheel 200 are independently controlled, the left front wheel, the left rear wheel, the right front wheel and the right rear wheel are all executed according to the above control strategy, and the four wheels can be lifted or lowered until they are adjusted to the required height.

[0256] The following combination Figure 18 , the present application embodiment describes some other working modes of the hydraulic suspension system 300 provided below. For the convenience of description, the present application embodiment takes a wheel end control module 10 (i.e., the left front wheel) of a system component as an example for description.

[0257] Figure 19 A schematic diagram of the opening and closing state of the valves in the first working mode in some embodiments is shown. The working mode here can be manual vehicle height control. Before the adjustment starts, the third energy storage control valve 158, the second energy storage control valve 156, and the first energy storage control valve 155 are all in the open state, the seventh switch valve 33 is in the closed state, the first return oil valve 192 and the second oil inlet valve 193 are both in the closed state, and the pressure building module 20 is in the non-working state.

[0258] When the ECU receives a manual height adjustment signal, the pressure building module 20 switches to the open state, the seventh switch valve 33 switches to the open state, the second oil inlet valve 193 switches to the open state, the first oil return valve 192 switches to the open state, and the third energy storage control valve 158, the second energy storage control valve 156, and the first energy storage control valve 155 are all switched to the closed state. At this time, the suspension height is rising, the oil pressure is increasing, and the pressure sensor measures the oil pressure at the shock absorber 11; When the suspension height reaches the target height, i.e., at time t2, the third energy storage control valve 158, the second energy storage control valve 156, and the first energy storage control valve 155 are all switched to the open state, and the other valves remain unchanged. The pressure building module 20 remains in the open state. At this time, the oil pressure of the first accumulator 151, the second accumulator 152, and the third accumulator 157 is increasing, and the first accumulator 151, the second accumulator 152, and the third accumulator 157 are stored until the pressure of the accumulator is equal to the oil pressure value near the shock absorber 11.

[0259] When the pressure of the first accumulator 151, the second accumulator 152 and the third accumulator 157 is equal to the oil pressure value near the shock absorber 11, that is, at time t3, the third accumulator control valve 158, the second accumulator control valve 156 and the first accumulator control valve 155 remain open, the first return oil valve 192 is switched to a closed state, the second oil inlet valve 193 is switched to a closed state, the seventh switch valve 33 is switched to a closed state, and the pressure building module is switched to a closed state. At this time, the manual vehicle height control ends.

[0260] ​ Shows a schematic diagram of the opening and closing state of the valves in the fourth working mode in some embodiments. The working mode here can be manual lowering control. Before the adjustment starts, the third energy storage control valve 158, the second energy storage control valve 156, and the first energy storage control valve 155 are all in the open state, the seventh switch valve 33 is in the closed state, the first oil inlet valve 191 and the second oil return valve 194 are both in the closed state, and the pressure building module 20 is in the non-working state.

[0261] When the ECU receives a manual lowering signal, the pressure building module 20 switches to an open state, the seventh switch valve 33 switches to an open state, the first oil inlet valve 191 switches to an open state, and the second oil return valve 194 switches to an open state until the suspension height reaches the target height, i.e., at time t5, the seventh switch valve 33 is switched to a closed state, the first oil inlet valve 191 and the second oil return valve 194 are both switched to a closed state, and the pressure building module 20 switches to a non-working state, and the manual lowering control ends.

[0262] In some embodiments, in the second working mode, the ECU executes the processing flow as follows. The working module here can be an automatic adjustment lifting control. First, it is determined whether the actual vehicle height is less than the target vehicle height and greater than the threshold and lasts for a period of time. If so, the seventh switch valve 33 is switched to the open state, the second oil inlet valve 193 is switched to the open state, the first oil return valve 192 is switched to the open state, and the pressure building module 20 is switched from the closed state to the open state. At this time, the vehicle height rises. Then, it is determined whether the difference between the actual vehicle height and the target vehicle height is less than or equal to the threshold and lasts for a period of time. If so, the seventh switch valve 33 is switched to the closed state, the second oil inlet valve 193 is switched to the closed state, the first oil return valve 192 is switched to the closed state, and the pressure building module 20 is switched to the closed state, and the lifting control process ends.

[0263] ​ Shows a schematic diagram of the opening and closing state of the valves in the second working mode in some embodiments. In the initial state, the third energy storage control valve 158, the first energy storage control valve 155, and the second energy storage control valve 156 are all in the open state, the seventh switch valve 33 is in the closed state, the first oil return valve 192 and the second oil inlet valve 193 are all in the closed state, and the pressure building module 20 is in the non-working state. When the lifting starts, the seventh switch valve 33 is switched to the open state, the first oil return valve 192 and the second oil inlet valve 193 are switched to the open state, and the pressure building module 20 is switched from the closed state to the open state. At this time, the height lifting is carried out until the target height is reached. This is the time t7. At this time, the seventh switch valve 33 is switched to the closed state, the first oil return valve 192 and the second oil inlet valve 193 are switched to the closed state, and the pressure building module 20 is switched to the non-working state, and the lifting control process ends.

[0264] After the first working mode starts, the third energy storage control valve 158, the second energy storage control valve 156, and the first energy storage control valve 155 are all switched to the closed state, so the oil can quickly enter the chamber of the shock absorber, thereby increasing the adjustment speed, so that the time taken to lift the vehicle body 100 to the target height in the first working mode is less than the time taken to lift the vehicle body 100 to the target height in the second working mode.

[0265] In the fourth working mode, the ECU performs the following processing. The working module here can be an automatic adjustment descent control. First, it is determined whether the actual vehicle height is greater than the target vehicle height and greater than the threshold and lasts for a period of time. If so, the seventh switch valve 33 is switched to the open state, the first oil inlet valve 191 is switched to the open state, the second oil return valve 194 is switched to the open state, and the pressure building module 20 is switched from the closed state to the open state. At this time, the vehicle height rises. Then it is determined whether the difference between the actual vehicle height and the target vehicle height is less than or equal to the threshold and lasts for a period of time. If so, the seventh switch valve 33 is switched to the closed state, the first oil inlet valve 191 is switched to the closed state, the second oil return valve 194 is switched to the closed state, and the pressure building module 20 is switched to the closed state, and the descent control process ends.

[0266] When performing automatic adjustment and descent control, the valve opening and closing state diagram is as follows ​ As shown, in the initial state, the third energy storage control valve 158, the first energy storage control valve 155, and the second energy storage control valve 156 are all in the open state, the seventh switch valve 33 is in the closed state, the first oil inlet valve 191 and the second oil return valve 194 are all in the closed state, and the pressure building module 20 is in the non-working state. When the descent begins, the seventh switch valve 33 is switched to the open state, the first oil inlet valve 191 and the second oil return valve 194 are switched to the open state, and the pressure building module 20 is switched from the closed state to the open state. At this time, the height is descended until the target height is reached. This is the time t9. At this time, the seventh switch valve 33 is switched to the closed state, the first oil inlet valve 191 and the second oil return valve 194 are switched to the closed state, the pressure building module 20 is switched to the non-working state, and the descent control process ends.

[0267] In a possible design, when the hydraulic suspension system 300 is in the third working mode, the seventh switch valve 33, the second oil inlet valve 193, and the first oil return valve 192 are switched to the open state. When the vehicle 1000 is overloaded or has an overpressure problem, the pressure building module 20 can be controlled to open to ensure the inflow of oil. At this time, the oil flows through the seventh switch valve 33, the second oil inlet valve 193, and then flows through the second energy storage control valve 156. A part of it enters the lower second accumulator 152, flows through the first energy storage control valve 155, and then flows into the first accumulator 151. The other part flows into the rodless chamber 111B of the shock absorber 11. Due to the driving effect of the oil in the rodless chamber 111B, the oil in the rod chamber 111A flows out at this time, passes through the first oil return valve 192, and then flows through the eighth switch valve 34, flows through the throttling component 38, and then enters the liquid storage device 21.

[0268] In this way, the oil in the rod chamber 111A can flow directly into the liquid storage device 21, and the pressure of the rod chamber 111A is relatively low, while the pressure of the rodless chamber 111B is relatively high due to the continuous oil supply from the pressure building module 20. At this time, the supporting force provided to the vehicle 1000 is the difference between the product of the pressure of the rodless chamber 111B and the effective area of ​​the rodless chamber 111B and the product of the pressure of the rod chamber 111A and the effective area of ​​the rod chamber 111A. At this time, the supporting force is relatively large, so that the hydraulic suspension system 300 can push a heavier vehicle 1000 to achieve the corresponding lifting function, so as to realize the strongman mode.

[0269] In some embodiments of the present application, the hydraulic suspension system 300 further includes a fifth working mode, and the fifth working mode is used to increase the height of at least part of the wheel 200.

[0270] In a possible structural design, when the hydraulic suspension system 300 is in the fifth working mode, the oil chamber connecting valve 50 remains closed. When the ECU receives the wheel lifting signal, the pressure building module 20 switches to the open state, the seventh switch valve 33 switches to the open state, the first oil inlet valve 191 and the second oil return valve 194 switch to the open state, and the third energy storage control valve 158, the second energy storage control valve 156, and the first energy storage control valve 155 are all switched to the closed state; the valves of the wheel end control module 10 of other wheels remain unchanged, so that the oil can flow into the rod chamber 111A of the shock absorber 11 of the left front wheel. As the oil continues to flow into the rod chamber 111A, the piston assembly 112 moves downward (toward the rodless chamber 111B). Then, the oil in the rodless chamber 111B flows back to the liquid storage device 21 through the fourth switch valve 153, the second oil return valve 194, and the eighth switch valve 34. In this way, the piston rod gradually extends into the chamber, and the height of the shock absorber assembly gradually decreases, thereby achieving a single-wheel lift of the left front wheel of the vehicle 1000.

[0271] It can be understood that when a vehicle needs to be lifted on multiple wheels, the fifth working mode can be executed by controlling the wheel-end control modules 10 of multiple wheels 200 that need to be lifted, and the valves of the wheel-end control modules 10 of other wheels 200 that do not need to be lifted remain unchanged, so that the vehicle 1000 can be lifted on multiple wheels.

[0272] In some embodiments of the present application, the stiffness level of the wheel-end control module 10 includes at least one of the following: primary stiffness, secondary stiffness, tertiary stiffness, quaternary stiffness, quinary stiffness, quinary stiffness, quinary stiffness, quinary stiffness, and quinary stiffness. The following Table 2 shows the stiffness level of the wheel-end control module 10 provided in the embodiment of the present application and the corresponding working state of the accumulator assembly 15, wherein Table 2 is illustrated by taking the front wheel 200A of the vehicle 1000 as an example.

[0273] Table 2​

[0274] In addition, it should be noted that, in some embodiments of the present application, the stiffness level of the wheel-end control module 10 may also include at least one of the following: nine-level stiffness, ten-level stiffness, and any combination of accumulators in the accumulator assembly in the four wheel-end control modules of the vehicle. The multi-level stiffness constitutes the limitation of this application, and this application will not go into details here. In this way, by designing multi-level stiffness, all-round suspension performance support can be provided for the vehicle 1000. Under normal driving conditions, a lower level of stiffness ensures comfort and basic controllability, while under special driving conditions, a higher level of stiffness can quickly adjust the suspension characteristics according to the dynamic changes of the vehicle 1000, so that the vehicle 1000 can remain stable, comfortable and precisely controlled under various driving operations, meeting the performance requirements of different drivers for the vehicle 1000 in different driving scenarios.

[0275] As shown in Table 2, when the wheel-end control module 10 is in the first-level stiffness, the shock absorber 11 in the wheel-end control module 10 is in working state. Specifically, under the first-level stiffness, only the shock absorber and the pressure relief accumulator are connected. Due to the non-high pressure state, the pressure relief accumulator does not intervene in the work, and the oil does not circulate; at this time, the seventh switch valve 33 is closed, and the oil and pipeline in the liquid storage device 21 are not interconnected; the second oil inlet valve 193 controlled on both sides is in a closed state, and the oil on both sides of the front axle cannot circulate, that is, the left front wheel side and the right front wheel side are independent of each other; the second energy storage control valve is controlled to be in a closed state, and the second energy storage accumulator 152 is in a non-working state; the first energy storage control valve is controlled to be in a closed state, and the first energy storage accumulator 151 is in a non-working state; this state is the first-level stiffness situation. The descriptions of the other seven stiffnesses are similar and will not be repeated. In this way, by designing multiple stiffness levels, all-round suspension performance support can be provided for the vehicle 1000. The increase in stiffness levels can further meet the performance requirements of different drivers for the vehicle 1000 in different driving scenarios.

[0276] In a possible design, for turning conditions, rapid acceleration conditions, or rapid deceleration conditions, the wheel-end control module 10 applies level 1 stiffness or level 4 stiffness; for conditions of driving over speed bumps or falling conditions, the wheel-end control module 10 applies level 4 stiffness or level 8 stiffness.

[0277] In some embodiments, for a rapid acceleration condition or a rapid deceleration condition, the switching condition for switching from the first level of stiffness to the fourth level of stiffness includes: the acceleration of the vehicle 1000 along the first direction is less than the first acceleration threshold, and the height difference between the two opposite sides of the vehicle body 100 is less than or equal to the third height threshold, and the first direction is the length direction of the vehicle body 100. The switching condition for switching from the fourth level of stiffness to the first level of stiffness includes: the acceleration of the vehicle 1000 along the first direction is greater than or equal to the first acceleration threshold, and the height difference between the two opposite sides of the vehicle body 100 is less than or equal to the third height threshold.

[0278] Wherein, the first acceleration threshold and the third height threshold can both be pre-set values, which are not limited in this application.

[0279] In some embodiments, for a turning condition, a switching condition for switching from the first level stiffness to the fourth level stiffness includes: the acceleration of the vehicle 1000 along the second direction is less than the second acceleration threshold, and the height difference between the two opposite sides of the vehicle body 100 is less than or equal to the fourth height threshold, and the second direction is the width direction of the vehicle body 100; the switching condition for switching from the fourth level stiffness to the first level stiffness includes: the acceleration of the vehicle 1000 along the second direction is greater than or equal to the second acceleration threshold, and the height difference between the two opposite sides of the vehicle body 100 is less than or equal to the fourth height threshold.

[0280] Wherein, the second acceleration threshold and the fourth height threshold can both be pre-set values, which are not limited in this application.

[0281] In some embodiments, for the working condition of driving over a speed bump or falling, the switching condition from level 8 stiffness to level 4 stiffness includes: the acceleration of the vehicle 1000 along the third direction is less than the third acceleration threshold, the height difference between the two opposite sides of the vehicle body 100 is less than or equal to the fifth height threshold, and the pressure value of the hydraulic suspension system 300 is greater than the preset pressure value. The third direction is the height direction of the vehicle body 100; the switching condition from level 4 stiffness to level 8 stiffness includes: the acceleration of the vehicle 1000 along the third direction is greater than or equal to the third acceleration threshold, and the height difference between the two opposite sides of the vehicle body 100 is less than or equal to the fifth height threshold.

[0282] Under different working conditions, the corresponding stiffness states are different. Under the cross-axis working condition, it is necessary to determine that the acceleration of the vehicle 1000 along the third direction is less than the third acceleration threshold, and the height difference between the two opposite sides of the vehicle body 100 is less than or equal to the fifth height threshold, and the stiffness can be switched from the eighth level to the fourth level; when the acceleration of the vehicle 1000 along the third direction is greater than or equal to the third acceleration threshold, and the height difference between the two opposite sides of the vehicle body 100 is less than or equal to the fifth height threshold, and the pressure value of the hydraulic suspension system 300 is greater than the preset pressure value, the stiffness can be switched from the fourth level to the eighth level; However, when the pressure value of the hydraulic suspension system 300 is less than or equal to the preset pressure value, when it is judged that the height difference between the two opposite sides of the vehicle body 100 is less than or equal to the fifth height threshold, switch back to the fourth stiffness; when it is judged that the height difference between the two opposite sides of the vehicle body 100 is greater than the fifth height threshold and less than or equal to the sixth height threshold, switch to the fifth stiffness; when it is judged that the height difference between the two opposite sides of the vehicle body 100 is greater than the sixth height threshold and less than or equal to the seventh height threshold, switch to the sixth stiffness; when it is judged that the height difference between the two opposite sides of the vehicle body 100 is greater than the seventh height threshold, switch to the seventh stiffness.

[0283] When understanding the scope of this application, the term "comprise" and its derivatives as used herein are intended to be open terms that specify the presence of recorded features, elements, components, groups, wholes and / or steps, but do not exclude the presence of other unrecorded features, elements, components, groups, wholes and / or steps. This concept also applies to words with similar meanings, such as the terms "include", "have" and their derivatives.

[0284] The term “attached” or “attached” as used herein includes: a construction where an element is directly fixed to another element by directly fixing the element to the other element; a construction where an element is indirectly fixed to another element by fixing the element to an intermediate member which is in turn fixed to the other element; and a construction where one element is integral with another element, i.e., one element is substantially a part of the other element. This definition also applies to words with similar meanings such as “connect,” “connect,” “couple,” “mount,” “bond,” “fix,” and their derivatives. Finally, terms of degree such as “substantially,” “approximately,” and “approximately” as used herein represent the amount of deviation that modifies the term such that the end result will not be significantly changed.

[0285] Unless otherwise defined, the technical and scientific terms used herein have the same meanings as those commonly understood by those skilled in the art in the field of the present application. The terms used herein are only for describing specific implementation purposes and are not intended to limit the present application. Features described in one embodiment herein may be applied to another embodiment alone or in combination with other features, unless the feature is not applicable in the other embodiment or otherwise specified.

[0286] The present application has been described through the above-mentioned embodiments, but it should be understood that the above-mentioned embodiments are only for the purpose of example and description, and are not intended to limit the present application to the described embodiments. In addition, it can be understood by those skilled in the art that the present application is not limited to the above-mentioned embodiments, and more variations and modifications can be made according to the teachings of the present application, and these variations and modifications all fall within the scope of protection claimed by the present application.

Claims

1. A hydraulic suspension system, characterized in that: include: Two sets of system components, the two sets of system components correspond to the front axle and the rear axle of the vehicle respectively, and each set of system components includes: A pressure building module (20), the pressure building module (20) comprising a liquid storage device (21) for storing oil; A main control module (30) and two groups of wheel-end control modules (10), each group of wheel-end control modules (10) being connected to the pressure building module (20) via the main control module (30), each group of the wheel-end control modules (10) being connected to a shock absorber (11), each shock absorber (11) comprising a rod chamber (111A) and a rodless chamber (111B) that are isolated from each other, the oil in the liquid storage device (21) flowing to at least one of the rod chamber (111A) and the rodless chamber (111B) via the main control module (30) and the wheel-end control module (10), and / or, the oil in at least one of the rod chamber (111A) and the rodless chamber (111B) flowing to the liquid storage device (21) via the wheel-end control module (10).

2. The hydraulic suspension system according to claim 1, characterized in that: The hydraulic suspension system further comprises: an oil chamber connecting valve (50); an oil chamber passage (501) is provided between the liquid storage devices (21) of the pressure building modules (20) of the two sets of the system components; the oil chamber connecting valve (50) is arranged on the oil chamber passage (501) and is used to control the on / off of the two liquid storage devices (21).

3. The hydraulic suspension system according to claim 1, characterized in that: The hydraulic suspension system further comprises: a central control cylinder (40), wherein the central control cylinder (40) is connected to a plurality of the wheel-end control modules (10) of two sets of system components, and the central control cylinder (40) is suitable for balancing the pressure of the plurality of the wheel-end control modules (10).

4. The hydraulic suspension system according to claim 1, characterized in that: The wheel-end control module (10) comprises a first branch (101) and a second branch (102); the first branch (101) is connected between the liquid storage device (21) and the rod chamber (111A); and the second branch (102) is connected between the liquid storage device (21) and the rodless chamber (111B).

5. The hydraulic suspension system according to claim 4, characterized in that: The wheel-end control module (10) further comprises a first oil inlet branch (103) and a first oil return branch (104) connected between the first branch (101) and the liquid storage device (21); the first oil inlet branch (103) is provided with a first oil inlet valve (191), and the first oil return branch (104) is provided with a first oil return valve (192).

6. The hydraulic suspension system according to claim 4, characterized in that: The wheel-end control module (10) further comprises a second oil inlet branch (105) and a second oil return branch (106) connected between the second branch (102) and the liquid storage device (21); the second oil inlet branch (105) is provided with a second oil inlet valve (193), and the second oil return branch (106) is provided with a second oil return valve (194).

7. The hydraulic suspension system according to claim 4, characterized in that: The wheel-end control module (10) further comprises a second switch valve (13) connected between the first branch (101) and the liquid storage device (21), wherein the second switch valve (13) is suitable for connecting or blocking a flow path between the liquid storage device (21) and the first branch (101).

8. The hydraulic suspension system according to claim 4, characterized in that: The wheel-end control module (10) further comprises a third switch valve (14) connected between the second branch (102) and the liquid storage device (21), wherein the third switch valve (14) is suitable for connecting or blocking a flow path between the liquid storage device (21) and the second branch (102).

9. The hydraulic suspension system according to claim 4, characterized in that: The wheel-end control module (10) further comprises a first regulating valve (171) and a first non-return valve (172) arranged on the first branch (101), wherein the first non-return valve (172) is arranged in parallel with the first regulating valve (171); The first regulating valve (171) is suitable for adjusting the damping of the first branch (101), and the first one-way valve (172) is suitable for allowing the oil on the first branch (101) to flow into the rod chamber (111A) through the first one-way valve (172).

10. The hydraulic suspension system according to claim 4, characterized in that: The wheel-end control module (10) further comprises a second regulating valve (181) and a second one-way valve (182) arranged on the second branch (102), wherein the second one-way valve (182) is arranged in parallel with the second regulating valve (181); The second regulating valve (181) is suitable for adjusting the damping of the second branch (102), and the second one-way valve (182) is suitable for allowing the oil on the second branch (102) to flow into the rodless chamber (111B) through the second one-way valve (182).

11. The hydraulic suspension system according to claim 4, characterized in that: The wheel-end control module (10) further comprises an accumulator assembly (15), wherein the accumulator assembly (15) is arranged on the first branch (101) and / or the second branch (102), and the accumulator assembly (15) is suitable for adjusting the damping or stiffness of the shock absorber (11).

12. The hydraulic suspension system according to claim 11, characterized in that: The accumulator assembly (15) comprises a first accumulator (151) and a second accumulator (152), wherein the first accumulator (151) and the second accumulator (152) are arranged on the second branch (102), and the first accumulator (151) is connected between the second accumulator (152) and the rodless chamber (111B).

13. The hydraulic suspension system according to claim 12, characterized in that: The second branch (102) is also provided with a first energy storage control valve (155), which is connected between the first accumulator (151) and the rodless chamber (111B) and is used to connect or block the flow path between the first accumulator (151) and the rodless chamber (111B).

14. The hydraulic suspension system according to claim 12, characterized in that: The second branch (102) is provided with a second energy storage control valve (156), which is connected between the second accumulator (152) and the rodless chamber (111B) and is used to connect or block the flow path between the second accumulator (152) and the rodless chamber (111B).

15. The hydraulic suspension system according to claim 12, characterized in that: The accumulator assembly (15) further comprises a fourth switch valve (153), wherein the fourth switch valve (153) is connected between the first accumulator (151) and the second accumulator (152), and the fourth switch valve (153) is suitable for connecting or blocking a flow path between the first accumulator (151) and the second accumulator (152).

16. The hydraulic suspension system according to claim 12, characterized in that: The accumulator assembly (15) further comprises a first decompression accumulator (154), wherein the first decompression accumulator (154) is connected between the rodless chamber (111B) and the first accumulator (151).

17. The hydraulic suspension system according to claim 12, characterized in that: The accumulator assembly (15) comprises a third accumulator (157), wherein the third accumulator (157) is arranged on the first branch (101).

18. The hydraulic suspension system according to claim 17, characterized in that: The second branch (102) is provided with a third energy storage control valve (158), and the third energy storage control valve (158) is connected between the third accumulator (157) and the rod chamber (111A) and is used to connect or block the flow path between the third accumulator (157) and the rod chamber (111A).

19. The hydraulic suspension system according to any one of claims 4 to 18, characterized in that: The wheel-end control module (10) further comprises a first switch valve (12), wherein a first end of the first switch valve (12) is connected to the first branch (101), and a second end of the first switch valve (12) is connected to the second branch (102), and the first switch valve (12) is used to connect or block a flow path between the first branch (101) and the second branch (102).

20. The hydraulic suspension system according to claim 4, characterized in that: The main control module (30) comprises a third branch (301) and a fourth branch (302); the first end (301A) of the third branch (301) is connected to the liquid storage device (21), and the second end (301B) of the third branch (301) is connected to the first branch (101); the first end (302A) of the fourth branch (302) is connected to the liquid storage device (21), and the second end (302B) of the fourth branch (302) is connected to the second branch (102).

21. The hydraulic suspension system according to claim 20, characterized in that: The main control module (30) further comprises a fifth switch valve (31) connected between the third branch (301) and the fourth branch (302), wherein the fifth switch valve (31) is suitable for connecting or blocking the flow path between the third branch (301) and the fourth branch (302).

22. The hydraulic suspension system according to claim 20, characterized in that: The main control module (30) further comprises a sixth switch valve (32), one end of the sixth switch valve (32) being connected to the second end (301B) of the third branch (301), and the other end of the sixth switch valve (32) being connected to the first end (302A) of the fourth branch (302), the sixth switch valve (32) being suitable for connecting or blocking a flow path between the second end (301B) of the third branch (301) and the first end (302A) of the fourth branch (302).

23. The hydraulic suspension system according to claim 20, characterized in that: The main control module (30) further comprises a seventh switch valve (33) arranged between the first end (301A) and the second end (301B) of the third branch (301).

24. The hydraulic suspension system according to claim 23, characterized in that: The main control module (30) further comprises an eighth switch valve (34) arranged between the first end (302A) and the second end (302B) of the fourth branch (302).

25. The hydraulic suspension system according to claim 20, characterized in that: The main control module (30) further comprises a pressure detection device (35) arranged on the third branch (301), wherein the pressure detection device (35) is suitable for detecting the pressure of the oil flowing out of the liquid storage device (21).

26. The hydraulic suspension system according to claim 25, characterized in that: The main control module (30) further comprises a shuttle valve (36), the shuttle valve (36) comprising a first input port (361) connected to a first end (301A) of the third branch (301), a second input port (362) connected to a second end (301B) of the third branch (301), and an output port (363) connected to the pressure detection device (35).

27. The hydraulic suspension system according to claim 20, characterized in that: The main control module (30) further comprises a branch switch valve (37). The two first branches (101) of the two groups of wheel-end control modules (10) of each set of the system components are connected, and the two second branches (102) are connected, the first end of the branch switch valve (37) is connected to the two first branches (101), and the second end of the branch switch valve (37) is connected to the two second branches (102).

28. The hydraulic suspension system according to claim 20, characterized in that: The pressure building module (20) comprises an oil pump (22), a fifth branch (201), and a third one-way valve (23) connected between the third branch (301) and the oil pump (22), wherein the third one-way valve (23) is suitable for preventing the oil in the third branch (301) from flowing back to the oil pump (22); one end of the fifth branch (201) is connected between the third branch (301) and the third one-way valve (23), and the other end is connected to the liquid storage device (21).

29. The hydraulic suspension system according to claim 28, characterized in that: The pressure building module (20) further comprises a second pressure reducing accumulator (25) connected between the third branch (301) and the third one-way valve (23).

30. The hydraulic suspension system according to claim 28, characterized in that: The pressure building module (20) further comprises a seventh branch (203), a control accumulator (29), and a control valve (291) connected to the seventh branch (203); one end of the seventh branch (203) is connected to the third branch (301), and the other end is connected to the control accumulator (29); the control valve (291) is suitable for passing the high-pressure oil in the control accumulator (29) into the third branch (301) when it is opened.

31. The hydraulic suspension system according to claim 28, characterized in that: The pressure building module (20) further comprises an oil temperature detection device (28), wherein the oil temperature detection device (28) is arranged on the liquid storage device (21) and is used to detect the temperature of the oil in the liquid storage device (21).

32. The hydraulic suspension system according to claim 1, characterized in that: The hydraulic suspension system comprises at least one of the following working modes: a first working mode, a second working mode, a third working mode, a fourth working mode, and a fifth working mode; the first working mode, the second working mode, and the third working mode are all used to lift a vehicle body (100); the time taken by the first working mode to lift the vehicle body (100) to a target height is less than or equal to the time taken by the second working mode to lift the vehicle body (100) to the target height; the weight supported by the third working mode is greater than the weight supported by the second working mode; the fourth working mode is used to lower the height of the vehicle body (100); and the fifth working mode is used to raise the height of at least part of the wheels (200).

33. The hydraulic suspension system according to claim 32, characterized in that: The exit condition of the second working mode includes: the duration of the vehicle body (100) reaching a preset lifting state reaches a first preset duration, and the preset lifting state is that the difference between the height of the vehicle body (100) and the target height is less than a first preset height threshold.

34. The hydraulic suspension system according to claim 32, characterized in that: The exit condition of the fourth working mode includes: the duration of the vehicle body (100) reaching a preset descending state reaches a first preset duration, and the preset descending state is that the difference between the height of the vehicle body (100) and the target height is less than a second preset height threshold.

35. A vehicle, characterized in that: A hydraulic suspension system (300) comprising any one of claims 1 to 34.

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