Hydraulic suspension system and vehicle

Abstract

The present application relates to the technical field of vehicles, and discloses a hydraulic suspension system and a vehicle. The hydraulic suspension system includes: two sets of system components, which respectively correspond to the front axle and the rear axle of the vehicle. Each set of system components includes: a pressure building module, and the pressure building module includes a liquid storage device for storing hydraulic fluid; 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, and each set of wheel end control modules is connected to a shock absorber. The hydraulic fluid in the liquid storage device flows to at least one of the rod chamber and the rodless chamber, and the hydraulic fluid in at least one of the rod chamber and the rodless chamber flows to the liquid storage device. According to the hydraulic suspension system of the embodiment of the present application, the probability of sudden suspension height drop caused by the pressure difference between the front and rear axles during hydraulic fluid supply can be reduced, and at the same time, the supply speed can be increased, thereby realizing the rapid adjustment of the suspension stiffness, damping, wheel height and body height, and improving the ride smoothness and comfort of the vehicle.

Description

Technical Field

[0001] This application relates to the technical field of vehicles, and in particular, to a hydraulic suspension system and a vehicle. Background Art

[0002] With the rapid development of new energy vehicles globally, major enterprises have successively deployed new technologies. Among them, the suspension system, as one of the cores of electric vehicles, is a key component affecting the driving performance of vehicles.

[0003] The suspension system is connected between the vehicle frame (i.e., the body) and the wheels to serve as an important combined device for transmitting the forces and torques acting between the frame and the wheels. The shock absorber in the suspension system can be used to buffer the impact force transmitted from the uneven road surface to the frame and reduce the resulting vibration to ensure that the vehicle can drive smoothly. Therefore, the suspension system has 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 object of this application is to propose a hydraulic suspension system that can achieve rapid adjustment of suspension stiffness, damping, wheel height, and body height, and improve the ride smoothness and comfort of the vehicle.

[0005] The hydraulic suspension system according to an embodiment of this application includes: two sets of system components, the two sets of system components respectively corresponding to the front axle and the rear axle of the vehicle. Each set of system components includes: a pressure - building module, the pressure - building module including 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 - end chamber and a rodless chamber that are isolated from each other. The oil in the liquid storage device flows through the main control module and the wheel - end control module to at least one of the rod - end chamber and the rodless chamber, and / or enables the oil in at least one of the rod - end chamber and the rodless chamber to flow to the liquid storage device through the wheel - end control module.

[0006] According to the hydraulic suspension system of the embodiment of this application, by adopting two sets of pressure - building modules, the pressure - building module corresponding to the front axle can be separately supplied to the front axle, and the pressure - building module corresponding to the rear axle can be separately supplied to the rear axle. This can reduce the probability of the sudden drop in suspension height caused by the pressure difference between the front and rear axles during oil supply. At the same time, since the front axle and the rear axle are respectively supplied through different pressure - building modules, the supply speed can be increased, thereby realizing rapid adjustment of suspension stiffness, damping, wheel height, and body height, and further improving the ride smoothness and comfort of the vehicle.

[0007] In some embodiments of the present application, the hydraulic suspension system further includes: an oil chamber connection valve. There is an oil chamber passage between the liquid storage devices of the pressure building modules of the two sets of system components, and the oil chamber connection valve is arranged on the oil chamber passage for controlling the on-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 a plurality of wheel end control modules of the two sets of system components, and the central control cylinder is adapted to balance the pressures of the plurality of 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 switching valve connected between the first branch and the liquid storage device. The second switching valve is adapted to connect or block 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 switching valve connected between the second branch and the liquid storage device. The third switching valve is adapted to connect or block 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 check valve arranged on the first branch. The first check valve is arranged in parallel with the first regulating valve; the first regulating valve is adapted to regulate the damping of the first branch, and the first check valve is adapted to allow the oil fluid on the first branch to flow into the rod chamber through the first check valve.

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

[0016] In some embodiments of the present application, the wheel end control module further includes an accumulator assembly, the accumulator assembly is disposed 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 disposed 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 disposed 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 disposed 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, 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 pressure-reducing accumulator, and the first pressure-reducing 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 disposed on the first branch.

[0023] In some embodiments of the present application, a third accumulator control valve is disposed 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 switching valve. The first end of the first switching valve is connected to the first branch, and the second end of the first switching valve is connected to the second branch. The first switching 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 switching valve connected between the third branch and the fourth branch. The fifth switching valve is adapted to connect or block 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 switching valve. One end of the sixth switching 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. The sixth switching valve is adapted to connect or block 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 switching 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 switching 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. The pressure detection device is adapted to detect 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. The shuttle valve 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 switching valve. The two first branches of the two wheel end control modules of each set of system components are connected, and the two second branches are connected. The first end of the branch switching valve is connected to the two first branches, and the second end of the branch switching 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. The third one-way valve is adapted to prevent 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 decompression 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. The control valve is adapted to allow the high-pressure oil in the control accumulator to flow 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 provided on the liquid storage device for detecting the oil temperature 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 for the first working mode to lift the vehicle body to the target height is less than the time taken for the second working mode to lift the vehicle body to the target height; the weight that the third working mode supports for lifting is greater than the weight that the second working mode supports for lifting; the fourth working mode is used to lower the vehicle body height; the fifth working mode is used to raise the height of at least some wheels.

[0038] In some embodiments of the present application, the exit conditions of the second working mode include: the duration for which the vehicle body reaches 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 conditions of the fourth working mode include: the duration for which the vehicle body reaches the preset lowering state reaches a first preset duration, and the preset lowering 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, which includes 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, become apparent in part from the following description, or be learned by practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] The above and / or additional aspects and advantages of the present application will become apparent and be readily understood from the following description of embodiments in conjunction with the accompanying drawings, in which:

[0043] Figure 1 FIG. [X] is a schematic structural diagram of a vehicle provided for an embodiment of the present application;

[0044] Figures 2 - 11 FIG. [X] is a schematic connection structure diagram of some hydraulic suspension systems provided for an embodiment of the present application;

[0045] Figure 12 is Figure 4 FIG. [X] is a schematic diagram of the opening and closing states of a valve in a first working mode provided for the illustrated embodiment;

[0046] Figure 13 is Figure 4 FIG. [X] is a schematic diagram of the opening and closing states of a valve in a second working mode provided for the illustrated embodiment;

[0047] Figure 14 is Figure 4 FIG. [X] is a schematic diagram of the opening and closing states of a valve in a fourth working mode provided for the illustrated embodiment;

[0048] Figure 15 is Figure 7 FIG. [X] is a schematic diagram of the opening and closing states of a valve in a first working mode provided for the illustrated embodiment;

[0049] Figure 16 is Figure 7 FIG. [X] is a schematic diagram of the opening and closing states of a valve in a fourth working mode provided for the illustrated embodiment;

[0050] Figure 17 is Figure 10 FIG. [X] is a schematic diagram of the opening and closing states of a valve in a first working mode provided for the illustrated embodiment;

[0051] Figure 18 is Figure 10 FIG. [X] is a schematic diagram of the opening and closing states of a valve in a second working mode provided for the illustrated embodiment;

[0052] Figure 19 is Figure 10 FIG. [X] is a schematic diagram of the opening and closing states of a valve in a fourth working mode provided for the illustrated embodiment.

[0053] Reference numerals: 1000, vehicle;

[0054] Please note that the "FIG. [X]" in the translation is a placeholder for the actual figure number which should be filled in according to the specific content of the original text. Also, the " " etc. tags are kept as they are according to the requirement.100, Vehicle body; 200, Wheels; 200A, Front wheels; 200B, Rear wheels; 300, Hydraulic suspension system; 300A, First system component; 300B, Second system component;

[0055] 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; 111B, Rodless chamber; 112, Piston assembly; 12, First switching valve; 13, Second switching valve; 14, Third switching valve; 15, Accumulator assembly; 151, First accumulator; 152, Second accumulator; 153, Fourth switching valve; 154, First decompression accumulator; 155, First accumulator control valve; 156, Second accumulator control valve; 157, Third accumulator; 158, Third accumulator control valve;

[0056] 16, Exhaust component; 171, First regulating valve; 172, First check valve; 181, Second regulating valve; 182, Second check valve; 191, First oil inlet valve; 192, First oil return valve; 193, Second oil inlet valve; 194, Second oil return valve;

[0057] 20, Pressure building module; 201, Fifth branch; 202, Sixth branch; 203, Seventh branch; 21, Liquid storage device; 22, Oil pump; 23, Third check valve; 24, Oil return valve; 25, Second decompression accumulator; 26, Throttle valve; 27, Filter component; 271, First filter; 272, Second filter; 273, Third filter; 28, Oil temperature detection device; 29, Control accumulator; 291, Control valve;

[0058] 30, Main control module; 301, Third branch; 302, Fourth branch; 31, Fifth switching valve; 32, Sixth switching valve; 33, Seventh switching valve; 34, Eighth switching valve; 35, Pressure detection device; 36, Shuttle valve; 361, First input port; 362, Second input port; 363, Output port; 37, Branch switching valve; 38, Throttle component;

[0059] 40, Central control cylinder;

[0060] 50, Oil cavity connection valve; 501, Oil cavity passage. Detailed implementation manner

[0061] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

[0062] It should be noted that all directional indications (such as up, down, left, right, front, back...) in the embodiments of the present application are only used to explain the relative position relationship and movement conditions between components in a specific posture (as shown in the accompanying drawings). If this specific posture changes, the directional indications will also change accordingly.

[0063] The terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present application, unless otherwise stated, the meaning of "a plurality" is two or more.

[0064] In the description of the present application, it should be noted that unless otherwise clearly specified and limited, the terms "connected" and "coupled" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances. Additionally, when describing pipelines, the terms "connected" and "coupled" used in the present application have the meaning of conducting. The specific meaning needs to be understood in combination with the context.

[0065] In the embodiments of the present application, words such as "exemplary" or "for example" are used to represent examples, illustrations, or explanations. Any embodiment or design solution described as "exemplary" or "for example" in the embodiments of the present application should not be construed as being more preferred or having more advantages than other embodiments or design solutions. Rather, the use of words such as "exemplary" or "for example" is intended to present relevant concepts in a specific manner.

[0066] In the description of this specification, specific features, structures, materials, or characteristics may be combined in a suitable manner in any one or more embodiments or examples.

[0067] The present application provides a vehicle 1000. The vehicle 1000 can be a pure electric vehicle, a hybrid electric vehicle, a plug-in hybrid vehicle, a fuel vehicle, etc. The vehicle 1000 can also be a sedan, a truck, a bus, a lorry, a trailer, etc.

[0068] As Figure 1 shown, Figure 1A schematic structural diagram of a vehicle provided by an embodiment of the present application. The vehicle 1000 includes a vehicle body 100 and wheels 200. The vehicle body 100 is for passengers to ride and carry items, and the wheels 200 are installed below the vehicle body 100 to carry the vehicle body 100 and can roll on the road surface to enable the vehicle 1000 to travel.

[0069] 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, and the left front wheel and the right front wheel are connected by a front axle. The rear wheel 200B may include a left rear wheel and a right rear wheel, and the left rear wheel and the right rear wheel are connected by a rear axle.

[0070] Please continue to refer to Figure 1 , the vehicle 1000 further includes a hydraulic suspension system 300. The hydraulic suspension system 300 is disposed between the vehicle body 100 and the wheels 200, and is used to transmit the forces and torques acting between the vehicle body 100 and the wheels 200, and buffer the impact force received by the vehicle body 100 during the driving of the vehicle 1000 to ensure the smooth driving of the vehicle 1000.

[0071] Please refer to Figures 2 - 11 , Figures 2 - 11 shows a schematic connection structure diagram of various hydraulic suspension systems provided by an embodiment 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 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 set of system components includes: a pressure building module 20, a main control module 30, and two sets of wheel end control modules 10. The two sets of wheel end control modules 10 can be independently connected to the main control module 30 of the system component. Thus, the entire hydraulic suspension system 300 includes two sets of pressure building modules 20, two sets of main control modules 30, and four sets of wheel end control modules 10. The four sets of wheel end control modules 10 correspond to the four wheels 200 one by one. Specifically, the four wheel end control modules are respectively 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. 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.

[0072] Since multiple wheel-end control modules 10 are all independently connected to the corresponding main control module 30, the hydraulic suspension system 300 can perform more refined control on the suspension of each wheel 200. Thus, an independent hydraulic path is provided for the shock absorber 11 at each wheel end. For example, when the vehicle 1000 is turning, the suspension support forces required by the outer wheel 200 and the inner wheel 200 are different. Through the multiple wheel-end control modules 10, the hydraulic states of the rod chamber 111A and the rodless chamber 111B of the outer and inner wheels 200 can be adjusted respectively, so as to provide different support forces for the outer and inner sides of the vehicle 1000, thereby effectively reducing the roll of the vehicle 1000 and improving the handling stability of the vehicle 1000.

[0073] The pressure building module 20 includes a liquid storage device 21 for storing hydraulic fluid. The liquid storage device 21 can be arranged on the vehicle body 100. The liquid storage device 21 is suitable for storing hydraulic fluid. Exemplarily, the liquid storage device 21 can be an oil pot.

[0074] Each group of wheel-end control modules 10 is connected to the pressure building module 20 through the main control module 30. Each group of wheel-end control modules 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 hydraulic fluid 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 hydraulic fluid 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.

[0075] Thus, when the vehicle 1000 encounters road bumps during driving, the wheel-end control module 10 can quickly control the flow of hydraulic fluid 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 attitude of the vehicle 1000. Thereby, the internal hydraulic fluid distribution can be automatically adjusted, so as to provide a more comfortable support for the vehicle body 100, and further effectively reduce the vibration of the vehicle 1000 transmitted to the vehicle body 100 and the passengers, improving the riding comfort.

[0076] Among them, if a set of pressure building modules 20 is adopted for the front axle and the rear axle, due to the inconsistent pressures of the front axle and the rear axle during the driving of the vehicle 1000, when the pressure building module supplies pressure, the supply pressure of the pressure building module 20 needs to be gradually increased. When the relevant valves are opened simultaneously, the pressure of the axle with the larger pressure among the front and rear axles is likely to drop, and then the suspension height suddenly drops.

[0077] By adopting two sets of pressure - building modules 20, the pressure - building module 20 corresponding to the front axle can be independently supplied to the front axle, and the pressure - building module 20 corresponding to the rear axle can be independently supplied to the rear axle. This can reduce the probability of the sudden drop in suspension height caused by the pressure difference between the front and rear axles during oil supply. At the same time, since the front axle and the rear axle are respectively supplied through different pressure - building modules 20, the supply speed can be increased, thereby realizing the rapid adjustment of suspension stiffness, damping, the height of the wheel 200, and the body height, and further improving the ride smoothness and comfort of the vehicle 1000.

[0078] In some examples, the shock absorber 11 includes a shock - absorber body 111 and a piston assembly 112. A chamber is defined within the shock - absorber body 111. The shock - absorber body 111 is adapted to be connected to one of the body 100 and the wheel 200, and the piston assembly 112 is adapted to be connected to the other of the body 100 and the wheel 200. That is, when the shock - absorber body 111 is connected to the 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 body 100. For convenience of description, the embodiments of the present application will be described by taking the shock - absorber body 111 connected to the wheel 200 and the piston assembly connected to the body 100 as an example.

[0079] In some embodiments of the present application, the piston assembly 112 is at least partially disposed within the shock - absorber body 111, and divides the shock - absorber body 111 into an independent rod - side chamber 111A and a rod - less chamber 111B. Both the rod - side chamber 111A and the rod - less chamber 111B can communicate with the liquid storage device 21.

[0080] In a possible structural design, the piston assembly 112 includes a piston body and a piston rod. The piston body is disposed within the chamber and divides the chamber into an independent rod - side chamber 111A and a rod - less chamber 111B. The piston rod is connected to the piston body and is adapted to be connected to the body 100.

[0081] Exemplarily, a part of the piston rod can be located in the rod - side chamber 111A. That is, one end of the piston rod can extend into the rod - side chamber 111A to be connected to the piston body, and the other end extends out of the rod - side chamber 111A to be connected to the body 100. Among them, the rod - side chamber 111A can be the chamber provided with the piston rod, and the rod - less chamber 111B is the chamber without the piston rod.

[0082] In addition, when the hydraulic suspension system 300 is working, the oil flows between the rod chamber 111A, the rodless chamber 111B and the liquid storage device 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 traveling on a bumpy road, the axial movement of the piston assembly 112 causes the oil to flow between different chambers and the liquid storage device 21. This flow can effectively buffer the impact from the road surface. The flow resistance of the oil absorbs and dissipates energy, reduces the impact force transmitted to the vehicle body 100, and improves the driving experience of the driver and passengers.

[0083] 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 high-frequency tiny vibrations or low-frequency large bumps, it can be accurately buffered to provide the driver and passengers with a smooth and comfortable ride experience.

[0084] In addition, according to the driving speed and road conditions of the vehicle 1000, 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 in off-road conditions 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 an emergency occurs in the vehicle 1000, 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.

[0085] In addition, during the movement of the piston assembly 112, the oil pressure is evenly distributed on the surface of the piston assembly 112 and the inner wall of the chamber, reducing local stress concentration and lowering the risk of component wear and fatigue damage. Compared with traditional mechanical spring suspensions, the components of the hydraulic suspension system 300 in the embodiments of the present application have a longer service life and lower maintenance costs.

[0086] 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 other chamber without the piston rod is the rodless chamber 111B.

[0087] 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 traditional hydraulic shock absorbers, the piston is provided with through holes for communicating the upper and lower chambers of the shock absorber to achieve the oil flow between the upper and lower chambers of the shock absorber. In some embodiments of the present application, there are no through holes 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 mutual isolation. 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.

[0088] 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.

[0089] As Figures 2 - 11 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 for controlling 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 interconnected, and thus mutual borrowing can be carried out.

[0090] 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, controlling the oil inlet valve (oil outlet valve) on the left or right side of one system component can achieve single-wheel control. On this basis, independent control of the front axle and rear axle, independent control of the front and rear single sides, single-wheel control, three-wheel control, and four-wheel common control can be realized. The strategies for lifting (lowering) different wheels are all executed according to the control strategy of one side of a single axle; when one of the pressure building modules fails, the oil chamber connection valve 50 is opened at this time, and another set of system components is enabled, so that another set of pressure building modules can supply the shock absorber chambers of the front axle and the rear axle, realizing the connection of the oil circuit, and then realizing the lifting or lowering of the wheels or the vehicle, etc.

[0091] During the driving of the vehicle 1000, due to differences in road surface conditions (for example, one side wheel 200 is on a bumpy road surface and the other side is on a flat road surface) or dynamic operations of the vehicle 1000 (such as turning, accelerating, braking), the pressures borne by each wheel 200 are different, which will cause pressure imbalance in each wheel end control module 10. To solve this technical problem, please refer to Figure 3 , Figure 5 , Figure 8 and Figure 10 , 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. The central control cylinder 40 is adapted to balance the pressures of the plurality of wheel end control modules 10. Exemplarily, as shown in Figure 5 , 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.

[0092] In the embodiments of the present application, by connecting the central control cylinder 40 with a plurality of wheel end control modules 10, the central control cylinder 40 can sense the pressure difference and balance the pressure by adjusting the distribution of the oil. For example, when the vehicle 1000 turns, the pressure on the outer side wheel 200 is relatively large and the pressure on the inner side wheel 200 is relatively small. The central control cylinder 40 can guide the oil from the outer side wheel end control module 10 with high pressure to the inner side wheel end control module 10 with low pressure, thereby reducing the roll of the vehicle body 100 and keeping the vehicle 1000 in a more stable posture during driving. When the vehicle 1000 is driving on a rough road surface, the bump degrees received by different wheels 200 are different, 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 surface or other complex road surfaces, the central control cylinder 40 intervenes to work to achieve four-wheel linkage, so as to pass through the twisted or complex road surface conditions.

[0093] 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.

[0094] In a possible structural design, the wheel end control module 10 may include a first pipeline and a second pipeline. Channels are formed in both the first pipeline and the second pipeline. The channel in the first pipeline forms at least part of the first branch 101, and the channel in the second pipeline forms at least part of the second branch 102. A first inlet and a first outlet communicating with the channel are provided on the first pipeline. The first inlet can communicate with the liquid storage device 21, and the first outlet can communicate with the rod chamber 111A. A second inlet and a second outlet communicating with the channel are also provided on the second pipeline. The second outlet can communicate with the liquid storage device 21, and the first inlet can communicate with the rodless chamber 111B.

[0095] Exemplarily, the materials of the first pipeline and the second pipeline can be plastic materials. For example, the plastic materials can be acrylonitrile-butadiene-styrene (ABS) plastic, high impact polystyrene (HIPS), polycarbonate (PC), polyethylene glycol terephthalate (PET), etc. In this way, the first pipeline and the second pipeline can be integrally formed by an injection molding process through a mold, improving production efficiency and reducing production costs.

[0096] Exemplarily, the materials of the first pipeline and the second pipeline can also be metal materials. For example, the metal materials can be metals such as stainless steel, aluminum alloy, and zinc-containing steel plates. 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 improve the service life of the pipeline.

[0097] In another possible structural design, the wheel end control module 10 may include a housing. A first flow channel and a second flow channel can be formed in the housing. The first flow channel forms at least part of the first branch 101, and the second flow channel forms at least part of the second branch 102.

[0098] In the embodiments of the present application, by providing a first branch 101 and a second branch 102 respectively connected to the rod chamber 111A and the rodless chamber 111B, the wheel end control module 10 can perform independent and precise control of the oil flow rate in the rod chamber 111A and the rodless chamber 111B. Compared with only providing a branch connected to the rod chamber 111A or the rodless chamber 111B, the embodiments 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 precise adjustment of the position of the piston assembly 112, that is, it can more precisely adjust the height of the wheel 200 relative to the vehicle body 100.

[0099] As Figure 9 and Figure 10 shown, in some embodiments, the wheel end control module 10 further 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, and the first oil inlet valve 191 can allow the oil in the liquid storage device 21 to 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, and the first oil return valve 192 can allow the oil in the rod chamber 111A to flow out through the first oil return valve 192.

[0100] As Figure 9 and Figure 10 shown, in some embodiments, the wheel end control module 10 further 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. The second oil inlet branch 105 is provided with a second oil inlet valve 193, and the second oil inlet valve 193 can allow the oil in the liquid storage device 21 to flow into the rodless chamber 111B through the second oil inlet valve 193. The second oil return branch 106 is provided with a second oil return valve 194.

[0101] In some embodiments of the present application, the wheel end control module 10 further includes a first switching valve 12. The first end of the first switching valve 12 is connected to the first branch 101, and the second end of the first switching valve 12 is connected to the second branch 102. The first switching valve 12 is used to connect or block the flow path between the first branch 101 and the second branch 102.

[0102] Optionally, the first switching valve 12 can also be a cut-off valve, and the cut-off valve is suitable for cutting off the fluid. Exemplarily, the cut-off valve can be a gate valve, a globe valve, a butterfly valve, etc. Optionally, the first switching valve 12 can also be a regulating valve, and the regulating valve can precisely adjust parameters such as the flow rate and pressure of the fluid. Exemplarily, the regulating valve can be a throttle valve, etc. The present application does not limit this.

[0103] In this way, the first switching valve 12 can connect or block the flow path between the first branch 101 and the second branch 102, thereby realizing the multi-path flow of the hydraulic fluid in the hydraulic suspension system 300, 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.

[0104] In some embodiments of the present application, the wheel end control module 10 further includes a second switching valve 13 and a third switching valve 14. The types of the second switching valve 13 and the third switching valve 14 may be the same or different, and the present application does not limit this. The second switching valve 13 and the third switching valve 14 may refer to the description of the above first switching valve 12, and the present application will not elaborate on this again.

[0105] In this way, the presence of the second switching valve 13 and the third switching valve 14 enables the individual wheel end control module 10 to be independently adjusted relative to other wheel end control modules 10. Exemplarily, when a flat tire occurs on the left front wheel of the vehicle 1000 and needs to be lifted to achieve three-wheel driving, the second switching valve 13 and the third switching valve 14 of the wheel end control module 10 of the left front wheel can be controlled to open, and the first switching valve 12 is closed. The second switching valves 13 and the third switching valves 14 of the wheel end control modules 10 of other wheels are all 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 hydraulic fluid flows from the liquid storage device 21 into the rod chamber 111A, thereby realizing the independent lifting of the left front wheel.

[0106] Please refer to Figures 2 - 4 , Figures 2 - 4 which shows a schematic connection structure of a hydraulic suspension system provided by an embodiment of the present application. In some embodiments of the present application, the wheel end control module 10 further includes an accumulator assembly 15, and the accumulator assembly 15 is arranged in the second branch 102, and the accumulator assembly 15 is adapted to adjust the stiffness of the shock absorber 11.

[0107] Specifically, the accumulator assembly 15 may be arranged in the second branch 102 and is connected to the liquid storage device 21. The accumulator assembly 15 can store energy, that is, the hydraulic fluid can flow into the accumulator assembly 15 for energy storage, and when the hydraulic suspension system 300 needs it, the hydraulic fluid in the accumulator assembly 15 can flow out for replenishment.

[0108] 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 realize the adjustment of the stiffness of the shock absorber 11.

[0109] In the embodiments of the present application, by providing an accumulator assembly 15 suitable for adjusting the stiffness of the shock absorber 11, it is possible to prevent excessive stiffness, so that the hydraulic suspension system 300 of the vehicle 1000 is too rigid to effectively filter road vibrations. Moreover, through the adjustment of the accumulator assembly 15, the vehicle 1000 can maintain a more appropriate stiffness under different road conditions, improving the ride comfort.

[0110] 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 switching valve 12 and the third switching valve 14. The first accumulator 151 can be a bellows type, an airbag type, a piston type, etc., and the present application does not limit this.

[0111] Among them, 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, and the first accumulator body is provided with a chamber filled with gas and a chamber in contact with oil, and the two chambers are separated by an elastic element (such as an airbag or a piston). When the oil enters the first accumulator body, it compresses the gas, converting the hydraulic energy into the elastic potential energy of the gas and storing it; when the hydraulic suspension system 300 needs energy, the gas expands and releases the stored energy back to the hydraulic suspension system 300.

[0112] 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, since the oil in the rodless chamber 111B is communicated with the first accumulator 151, the first accumulator 151 can adjust the oil pressure in the rodless chamber 111B. When the pressure rises, the oil enters the first accumulator 151, compressing the internal gas, storing energy and reducing the oil pressure; when the pressure drops, the gas in the first accumulator 151 expands, releasing the stored oil back to the system to supplement the oil pressure in the rodless chamber 111B. During 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 gentle. This can effectively reduce the vibration and bump of the vehicle body 100, improve the riding comfort of the vehicle 1000, and ensure that each component of the hydraulic suspension system 300 can work in a suitable pressure environment, thereby improving the stability of the vehicle 1000 under complex working conditions.

[0113] Such as Figure 9 and Figure 10As shown, in some embodiments, a first energy storage control valve 155 is further provided on the second branch 102. The first energy storage control valve 155 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 realizing the control of the first accumulator 151.

[0114] In some embodiments of the present application, the energy storage component 15 further includes a second accumulator 152, and the second accumulator 152 is connected between the first accumulator 151 and the third switching valve 14. The second accumulator 152 can be a bellows type, a bladder type, a piston type, etc., and the present application does not limit this.

[0115] Among them, the second accumulator 152 is adapted to change the stiffness of the hydraulic suspension system 300, and the second accumulator 152 operates by utilizing the compressibility of the gas. The second accumulator 152 includes a second accumulator body, and an air chamber and an oil chamber in contact with the oil are provided in the second accumulator body and 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 the gas, according to the relationship between different pressures and gas volume changes, the equivalent stiffness of the system can be adjusted.

[0116] 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 softness and hardness of the hydraulic suspension. For example, when the vehicle 1000 is driving at a high speed, by increasing the compression amount of the gas in the second accumulator 152, the suspension is hardened to reduce the roll of the vehicle body 100 and improve the handling performance of the vehicle 1000. And the first accumulator 151 described above mainly lies in absorbing and dissipating energy, and adjusting the stability of the oil pressure. When the hydraulic suspension system 300 is impacted, such as when the wheel 200 passes over a bumpy road surface, the first accumulator 151 can absorb the excess oil and energy to avoid a sharp change in pressure. The function of the first accumulator 151 is similar to that of a "buffer", converting the energy generated by the impact into the elastic potential energy of the gas and storing it, and then slowly releasing it, thereby reducing the vibration and bump of the vehicle body 100.

[0117] Thus, when the vehicle 1000 is traveling on different road conditions or in different driving conditions, the hydraulic fluid can flow from the first accumulator 151 to the second accumulator 152 and then to the third switching valve 14. In this process, the first accumulator 151 can first absorb and buffer the pressure fluctuations and impact energy of the hydraulic fluid, reducing the vibration of the vehicle body 100. Subsequently, the second accumulator 152 adjusts the stiffness of the suspension by regulating the compression degree of the internal gas according to the attitude and road conditions of the vehicle 1000. When the vehicle 1000 encounters small bumps during high-speed driving, the first accumulator 151 absorbs the vibration, making the ride more comfortable. At the same time, the second accumulator 152 can maintain an appropriate stiffness to ensure the stability and controllability of the vehicle 1000.

[0118] As Figure 10 shown, in some embodiments, the second branch 102 is provided with a second accumulator control valve 156. The second accumulator control valve 156 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 realizing the control of the second accumulator 152.

[0119] In some examples, both the first accumulator 151 and the second accumulator 152 can be passively regulated accumulators, that is, when the hydraulic fluid pressure in the second branch 102 is greater than the threshold value, the first accumulator and the second accumulator are connected to the hydraulic fluid in the second branch. The intervention pressures of the first accumulator 151 and the second accumulator 152 can be inconsistent. Optionally, the access pressure of the first accumulator 151 can be greater than the intervention pressure of the second accumulator 152. Optionally, the access pressure of the second accumulator 152 can also be less than the access pressure of the first accumulator. This application does not make any limitations in this regard.

[0120] In some embodiments of the present application, the accumulator assembly 15 further includes a fourth switching valve 153. The fourth switching valve 153 is connected between the first accumulator 151 and the second accumulator 152, and the fourth switching valve 153 is adapted to connect or block the flow path between the first accumulator 151 and the second accumulator 152. The fourth switching valve 153 can refer to the description of the first switching valve 12 above, and this application will not elaborate on it one by one.

[0121] Since the fourth switching 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 quickly lifted, the third switching valve 14 can be closed, so that the hydraulic oil flows through the first branch 101 and the first switching valve 12 to the second branch 102 in sequence. Since the third switching valve 14 disconnects the flow path between the first accumulator 151 and the second accumulator 152, the hydraulic oil flowing into the second branch 102 will not flow into the second accumulator 152, thereby ensuring that most of the hydraulic oil is supplied to the rodless chamber 111B to achieve the quick lifting of the vehicle body 100.

[0122] In some embodiments of the present application, the accumulator assembly 15 further includes a first pressure-reducing accumulator 154, and the first pressure-reducing accumulator 154 is connected between the rodless chamber 111B and the second end of the first switching valve 12. Optionally, the first pressure-reducing accumulator 154 can be a bellows accumulator. Optionally, the first pressure-reducing accumulator 154 can be a bladder accumulator, a piston accumulator, etc., and the present application does not limit this.

[0123] A pressure-reducing accumulator is a hydraulic component used to reduce the system hydraulic peak pressure and maintain the system pressure stability. 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.

[0124] In this way, when a certain wheel 200 of the vehicle 1000 is subjected to a large impact, the hydraulic oil pressure in the rodless chamber 111B of the shock absorber 11 corresponding to the wheel 200 will rise sharply, and the first pressure-reducing accumulator 154 of the wheel-end control module 10 will immediately work to absorb this part of the pressure, avoiding the pressure wave from impacting other parts of the system along the hydraulic oil path, thereby preventing possible situations such as pipeline rupture and valve damage, and ensuring that the hydraulic suspension system 300 can continue to operate normally.

[0125] In the hydraulic suspension system 300, it is a relatively unfavorable situation that gas is mixed into the hydraulic oil. When the hydraulic oil flows in the first branch 101, if it contains gas, the compressibility of the gas will cause the effective volume of the hydraulic oil to change, thereby affecting the accuracy of the adjustment of the stiffness, damping and other characteristics of the hydraulic suspension system 300.

[0126] As Figure 10 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, a bladder, a piston, etc., and the present application does not limit this.

[0127] When the vehicle equipped with this system is driving on the road, under normal conditions, it will not be affected by impacts, etc. When passing over a speed bump or a potholed road surface, the system is then subjected to an impact load. At this time, the third accumulator 157 can absorb a certain amount of the hydraulic fluid in the rod chamber 111A, achieving the effect of reducing pressure. When the rodless chamber 111B is subjected to a relatively large impact, the first accumulator 151 and the second accumulator 152 can absorb a certain amount of hydraulic fluid, achieving the effect of reducing pressure.

[0128] As Figure 10 shown, in some embodiments, the second branch 102 is provided with a third accumulator control valve 158. The third accumulator control valve 158 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 realizing the control of the third accumulator 157.

[0129] It can be understood that by providing a plurality of accumulator control valves 291, under the interaction of the plurality of accumulator control valves 291, the control of different stiffnesses can be achieved.

[0130] In addition, by providing a plurality of accumulator control valves 291, a locking function can also be achieved. For example, when the vehicle is camping or stationary on other ground, at this time, the first accumulator control valve 155, the second accumulator control valve 156, and the third accumulator control valve 158 can be switched to the closed state by control, cutting off the oil circuit, realizing the situation where the shock absorber does not compress or stretch. At this time, the vehicle does not drop or rise. If the external load is too large, a part of the hydraulic fluid is allowed to flow into the first pressure-reducing accumulator 154, achieving a certain protection effect.

[0131] Based on this, in some embodiments of the present application, the wheel-end control module 10 further includes an exhaust member 16 provided on the first branch 101 or the second branch 102. The exhaust member 16 is adapted to discharge the gas in the hydraulic fluid.

[0132] Exemplarily, the exhaust member 16 can be provided on the first branch. For example, the exhaust member 16 can be connected between the first end of the first switching valve 12 and the rod chamber 111A. Exemplarily, the exhaust member 16 can also be provided on the second branch. The present application does not limit this.

[0133] In some examples, the exhaust member 16 can be an exhaust plug provided on the first branch 101. The exhaust plug can be provided between the first end of the first switching valve 12 and the rod chamber 111A. In this way, when there are air bubbles in the branch, the air bubbles can be discharged through the exhaust plug.

[0134] In the embodiment of the present application, by arranging the exhaust member 16 in the first branch 101 and between the first end of the first switching valve 12 and the rod chamber 111A, the gas in the oil can be discharged in time. For example, after the vehicle 1000 runs for a long time or experiences an environment with a large temperature change, gas is likely to precipitate in the oil. The exhaust member 16 can discharge this gas, making the physical properties of the oil more stable, ensuring that the oil volume and pressure 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 controllability and comfort of the vehicle 1000.

[0135] In some embodiments of the present application, the wheel end control module 10 further includes a first regulating valve 171 arranged on the first branch 101. The first regulating valve 171 is connected between the first end of the first switching valve 12 and the exhaust member 16, and the first regulating valve 171 is adapted to regulate the damping of the first branch 101.

[0136] In the embodiment of the present application, by arranging the first regulating valve 171 in the first branch 101 and between the first end of the first switching valve 12 and the exhaust member 16, it can finely regulate the oil flow rate flowing into the rod chamber 111A. When the hydraulic suspension system 300 is working, according to the driving state of the vehicle 1000, road conditions and driving requirements, it is necessary to accurately control the amount of oil entering the rod chamber 111A. When the vehicle 1000 is driving on different road conditions, such as flat roads and rough mountain roads, the first regulating valve 171 can cooperate with other components to accurately adjust the oil flow rate, change the damping of the hydraulic suspension system 300, and improve the comfort and controllability of the vehicle 1000.

[0137] In some embodiments of the present application, the wheel end control module 10 further includes a first check valve 172 arranged on the first branch 101. The first check valve 172 is connected between the first end of the first switching valve 12 and the exhaust member 16 and is arranged in parallel with the first regulating valve 171; the first check valve 172 is adapted to allow the oil on the first branch 101 to flow into the rod chamber 111A through the first check valve 172.

[0138] In this way, the reverse flow of the hydraulic oil in the rod chamber 111A can be effectively avoided. When the hydraulic suspension system 300 is operating normally, the hydraulic oil passing through the second switching valve 13 can flow to the rod chamber 111A through the first check valve 172 and the first regulating valve 171 to achieve the suspension adjustment function. In addition, by adding the first check valve 172, it can ensure that the hydraulic oil flows into the rod chamber 111A at a relatively fast speed, so that the piston assembly 112 can move quickly, improving the response speed of the piston assembly 112 to avoid the dead zone phenomenon. In addition, when the hydraulic oil flows out of the rod chamber 111A, it cannot flow out from the first check valve 172 and can only flow out from the first regulating valve 171. The first regulating valve 171 can adjust the size of the outlet, thereby realizing the regulation of the flow of the hydraulic oil.

[0139] 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 switching valve 12 and the first accumulator 151, and the second regulating valve 181 is adapted to adjust the damping of the second branch 102.

[0140] In this way, when the hydraulic oil flows through the second switching valve 13, the first branch 101, the first switching valve 12, and the second branch 102 to the rodless chamber 111B, the second regulating valve 181 can accurately adjust the flow rate of the hydraulic oil flowing to the first accumulator 151 and subsequent components (such as the second accumulator 152, etc.). When the hydraulic oil flows through the third switching valve 14, the second accumulator 152, and the first accumulator 151 to the rodless chamber 111B, the second regulating valve 181 can accurately adjust the flow rate of the hydraulic oil flowing to the rodless chamber 111B. Similarly, when the vehicle 1000 is driving on different road conditions, such as flat roads and rough 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 flow rate of the hydraulic oil, change the damping of the hydraulic suspension system 300, and improve the comfort and handling performance of the vehicle 1000.

[0141] In some embodiments of the present application, the wheel end control module 10 further includes a second check valve 182 disposed on the second branch 102. The second check valve 182 is connected between the second end of the first switching valve 12 and the first accumulator 151 and is arranged in parallel with the second regulating valve 181. The second check valve 182 is adapted to allow the hydraulic oil on the second branch 102 to flow into the rodless chamber 111B through the second check valve 182.

[0142] In the embodiment of the present application, the second one-way valve 182 and the second regulating valve 181 are arranged in parallel on the second branch 102 to achieve the function of preventing the hydraulic oil flowing through the second end of the first switching valve 12 from flowing to the first accumulator 151, which can effectively prevent the reverse flow of the hydraulic oil. For example, when the vehicle 1000 suddenly brakes or accelerates, causing a change in the system pressure, the hydraulic oil may tend to flow reversely. The second one-way valve 182 can prevent this reverse flow, ensure the unidirectional flow of the hydraulic oil, maintain the normal order of the hydraulic 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 hydraulic oil flows through the third switching valve 14, the second accumulator 152, the first accumulator 151 to the rodless chamber 111B, it can ensure that the speed of the hydraulic oil flowing into the rodless chamber 111B is relatively fast, so that the piston assembly 112 can move quickly, and the response speed of the piston assembly 112 can be improved.

[0143] 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. The main control module 30 is adapted to control the flow direction of the hydraulic oil flowing out of the liquid storage device 21 to at least one of the first branch 101 and the second branch 102, and / or control the return flow of the hydraulic oil flowing out of at least one of the first branch 101 and the second branch 102 to the liquid storage device 21.

[0144] In this way, the main control module 30 can accurately control the flow of the hydraulic 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 passengers, and avoid the discomfort caused by the traditional suspension system being too soft or too hard due to the fixed damping setting.

[0145] Moreover, through the precise control of the hydraulic oil, the adjustment of the height of the vehicle body 100 can be realized, so as to ensure that each wheel 200 can maintain an appropriate grounding pressure and grounding area under different driving conditions. For example, when driving on a bumpy road, it can avoid the situation that a certain wheel 200 loses grip instantly due to the bouncing of the vehicle body 100, so that the vehicle 1000 can always maintain good traction and braking force, and further enhance the handling stability and driving safety.

[0146] In some embodiments, the main control module 30 includes a third branch 301, a fourth branch 302 and a fifth switching 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.

[0147] Among them, the third branch 301 and the fourth branch 302 can refer to the descriptions of the above-mentioned first branch 101 and second branch 102, and the present application will not elaborate on them one by one.

[0148] In addition, the fifth switching valve 31 is connected between the third branch 301 and the fourth branch 302, and the fifth switching valve 31 is adapted to connect or block the flow path between the third branch 301 and the fourth branch 302. Specifically, one end of the fifth switching valve 31 can be connected to the first end 301A of the third branch 301, and the other end of the fifth switching valve 31 can be connected to the second end 302B of the fourth branch 302. The fifth switching valve 31 is a device for controlling the flow of fluids (liquids, gases, steam, etc.) in pipelines or equipment.

[0149] Optionally, the fifth switching valve 31 can be an energy storage valve, and the energy storage valve is adapted to control the flow rate and pressure regulation during the energy storage and release process of fluids (liquids or gases). Among them, the energy storage valve is applicable to occasions where the stability requirements of the system pressure and flow rate are relatively high, and the energy storage and release process needs to be adjusted frequently and precisely. By setting the energy storage valve in the embodiments of the present application, the control accuracy of the hydraulic suspension system 300 and the stability of the system pressure and flow rate can be improved.

[0150] Optionally, the fifth switching valve 31 can also be a shut-off valve, and the shut-off valve is adapted to cut off the fluid. Exemplarily, the shut-off valve can be a gate valve, a globe valve, a butterfly valve, etc. Optionally, the fifth switching valve 31 can also be a regulating valve, and the regulating valve can precisely adjust parameters such as the flow rate and pressure of the fluid. Exemplarily, the regulating valve can be a throttle valve, etc.

[0151] In this way, the third branch 301 and the fourth branch 302 can be respectively connected to the liquid storage device 21 and two different branches (i.e., the first branch 101 and the second branch 102). Such a design may be to achieve independent liquid supply or selective liquid supply to the two branches. And, since the fifth switching valve 31 is connected between the third branch 301 and the fourth branch 302, in this way, the presence of the fifth switching valve 31 can increase the flexibility of the hydraulic suspension system 300, and the fifth switching valve 31 can connect or block the flow path between the third branch 301 and the fourth branch 302 according to the requirements of the hydraulic suspension system 300.

[0152] In some embodiments of the present application, one end of the fifth switching 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 switching valve 31 is adapted to connect or block the flow path between the first end 301A of the third branch 301 and the second end 302B of the fourth branch 302.

[0153] In addition, the main control module 30 further includes a sixth switching valve 32, which can also be an energy storage valve. The sixth switching valve 32 can refer to the description of the above-mentioned fifth switching valve 31, and details will not be repeated in this application.

[0154] In addition, one end of the sixth switching 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 switching 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 switching valve 32 is adapted to connect or block the flow path between the second end 301B of the third branch 301 and the first end 302A of the fourth branch 302.

[0155] In the embodiment of the present application, one end of the fifth switching 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. One end of the sixth switching 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 switching valve 31 and the sixth switching valve 32 to enable the hydraulic 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 hydraulic oil at the second end 302B of the fourth branch 302 can flow to the first end 301A of the third branch 301, thereby realizing the multi-path flow of the hydraulic oil in the hydraulic suspension system 300, increasing the ability of the hydraulic suspension system 300 to cope with different working conditions, and avoiding the limitations of single valve control.

[0156] Moreover, the fifth switching valve 31 and the sixth switching valve 32 can more precisely adjust the flow of the hydraulic 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, improving the stability, reliability and road adaptability of the hydraulic suspension system 300 as a whole, and ultimately providing better guarantee for the driving experience of the vehicle 1000.

[0157] In some embodiments of the present application, the main control module 30 further includes a seventh switching valve 33 and an eighth switching valve 34. The seventh switching valve 33 is arranged between the first end 301A and the second end 301B of the third branch 301, and the eighth switching valve 34 is arranged between the first end 302A and the second end 302B of the fourth branch 302. By arranging the seventh switching valve 33 and the eighth switching valve 34, it is possible to prevent the second switching valve 13 and the third switching valve 14 from being flushed open by the hydraulic oil under a large pressure, thereby achieving the function of double protection.

[0158] It should be noted that the seventh switching valve 33 and the eighth switching valve 34 may have the same type or different types, and the present application does not limit this. Optionally, the seventh switching valve 33 and the eighth switching valve 34 may be the energy storage valves described above. Optionally, the seventh switching valve 33 and the eighth switching valve 34 may be the cut-off valves described above. Optionally, the seventh switching valve 33 and the eighth switching valve 34 may also be the regulating valves described above, and the present application does not limit this.

[0159] In this way, the seventh switching valve 33 is arranged between the first end 301A and the second end 301B of the third branch 301, and the eighth switching valve 34 is arranged between the first end 302A and the second end 301B of the fourth branch 302. The seventh switching valve 33 and the eighth switching valve 34 can independently control the on-off states of the third branch 301 and the fourth branch 302 respectively.

[0160] In addition, by performing different combined opening and closing operations on the seventh switching valve 33, the eighth switching valve 34, the fifth switching valve 31, and the sixth switching valve 32, multiple different working modes can be realized. For example, when the seventh switching valve 33 and the eighth switching valve 34 are opened, and at the same time the fifth switching valve 31 and the sixth switching 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 switching valve 33 and the eighth switching valve 34 are closed, and the fifth switching valve 31 and the sixth switching valve 32 are also opened, the oil fluid at the first end 301A of the third branch 301 can flow into the second end 302B of the fourth branch 302, so as to realize the multi-path flow of the oil fluid in the hydraulic suspension system 300, increase the ability of the hydraulic suspension system 300 to cope with different working conditions, and improve the user experience.

[0161] In some embodiments, the eighth switching valve 34 may be a constant flow valve. When the vehicle is lifted or lowered, there is a branch passing through the constant flow valve 4. The liquid passing through the constant flow valve can maintain a certain pressure difference range on both sides to achieve a constant flow rate, and further ensure a constant lifting or lowering rate, that is, achieve constant speed regulation.

[0162] In some embodiments, there is also a throttling branch between the eighth switching valve 34 and the liquid storage device 21. A throttling component 38 is provided on the throttling branch. The oil fluid can directly flow back into the liquid storage device 21 through the eighth switching valve 34, or can flow back into the liquid storage device 21 through the eighth switching valve 34 and the throttling component 38.

[0163] 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. An oil chamber connection valve 50 is provided on the oil chamber passage 501, and the oil chamber connection valve 50 is used to control the on-off of the two liquid storage devices.

[0164] Thus, variable speed adjustment can be achieved. For example, there can be four adjustment 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 fluid flows through the eighth switching valve 34, the oil fluid can be controlled not to flow through the throttling component 38, and the oil fluid returns to the liquid storage device 21. This is the fastest speed. When the oil fluid flows through the eighth switching valve 34, the oil fluid is controlled to flow through the throttling component 38, and the oil fluid returns to the liquid storage device 21. This is the second - gear speed. Only one of the two pressure - building modules 20 participates in the work. At this time, the oil chamber connection valve 50 is opened to realize that the pressure - building module 20 supplies the front and rear axles to lift or lower. When the oil fluid flows through the eighth switching valve 34, the oil fluid can be controlled not to flow through the throttling component 38, and the oil fluid returns to the liquid storage device 21. This is the third - gear speed. Only one of the two pressure - building modules 20 participates in the work. At this time, the oil chamber connection valve 50 is opened to realize that the pressure - building module 20 supplies the front and rear axles to lift or lower. When the oil circuit flows through the eighth switching valve 34, the oil fluid is controlled to flow through the throttling component 38, and the oil fluid returns to the liquid storage device 21. This is the slowest speed.

[0165] In some embodiments of the present application, the main control module 30 further includes a pressure detection device 35 disposed on the first branch 101. The pressure detection device 35 is adapted to detect the pressure of the oil fluid flowing out of the liquid storage device 21. Exemplarily, the pressure detection device 35 can be a pressure sensor. A pressure sensor is a device or apparatus that can sense a pressure signal and convert the pressure signal into a usable output electrical signal according to a certain rule. A pressure sensor usually consists of a pressure - sensitive element and a signal - processing unit. Its working principle is mainly based on various physical effects to convert pressure into an electrical signal. These physical effects include, but are not limited to, the strain - gauge principle, the resonance - frequency principle, the piezoelectric effect, etc. The present application does not make a limitation in this regard. In this way, the pressure detection device 35 can obtain the pressure data of the first branch 101, thereby facilitating the refined control of the hydraulic suspension system 300 by the vehicle computer.

[0166] In some embodiments of the present application, the main control module 30 further includes a shuttle valve 36. The shuttle valve 36 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 adapted to connect the first input port 361 and the output port 363, or connect the second input port 362 and the output port 363.

[0167] Specifically, the shuttle valve 36 can be composed of parts such as a valve body, a valve core, and a spring. A first input port 361, a second input port 362, and an output port 363 are provided on the valve body. A first input channel communicating with the first input port 361, a second input channel communicating with the second input port 362, and an output channel are provided inside the valve body. Both the first input channel and the second input channel communicate with the output channel. The valve core is movable inside the valve body (i.e., inside 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).

[0168] Exemplarily, when the pressure at the first end 301A of the third branch 301 is greater than the pressure value at the second end 301B of the third branch 301, that is, when the pressure value at the first input port 361 is greater than the pressure value at the second input port 362, the high-pressure hydraulic fluid will push the valve core towards the low-pressure side, causing the valve core to be located inside the second input channel. In this way, the first input port 361 communicates with the output port 363, and then, the pressure detection device 35 can detect the pressure value at the first input port 361 through the shuttle valve 36.

[0169] Exemplarily, 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, when the pressure value at the second input port 362 is greater than the pressure value at the first input port 361, the high-pressure hydraulic fluid will push the valve core towards the low-pressure side, causing the valve core to be located inside the first input channel. In this way, the second input port 362 communicates with the output port 363, and then, the pressure detection device 35 can detect the pressure value at the second input port 362 through the shuttle valve 36.

[0170] In the embodiment of the present application, by connecting the shuttle valve 36 between the two ends of the first branch 101 and the pressure detection device 35, the shuttle valve 36 can select a suitable pressure signal according to the pressure conditions at both ends of the third branch 301 and transmit it to the pressure detection device 35. 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, and 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, and the pressure signal at the second end 301B of the third branch 301 will be transmitted. Then, it can be ensured that the pressure detection device 35 receives the relatively higher pressure signal in the third branch 301.

[0171] In this way, the pressure detection device 35 can obtain the larger pressure value of the third branch 301 in different working states. Thus, the pressure state of the third branch 301 can be monitored more comprehensively, which helps to more accurately judge the operation condition of the hydraulic suspension system 300.

[0172] As Figures 6 - 8 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.

[0173] Thus, the two wheel end control modules 10 of each set of system components can share one branch switch valve 37, which can reduce the valve structural parts in the entire system components and achieve the purpose of simplifying the system.

[0174] In some embodiments of the present application, the hydraulic suspension system 300 may include a third working mode.

[0175] 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 to directly feed oil into 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 lower chamber of the shock absorber 11 can be fed with oil and the upper chamber can return oil, thereby realizing the lifting function of the Hercules mode.

[0176] In some embodiments of the present application, the hydraulic suspension system 300 may include a fifth working mode.

[0177] 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 oil is supplied to the rod chamber 111A of the shock absorber 11. At this time, the pressure in the rod chamber 111A increases, pushing the piston assembly 112 of the shock absorber 11 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 by a certain distance. The above operations are performed multiple times to realize the wheel lifting mode.

[0178] 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 15 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.

[0179] As Figure 15 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.

[0180] When the ECU receives a 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 pressures at the upper and lower chambers 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, and at this time, the manual vehicle height control ends, that is, at time t2.

[0181] 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 16 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.

[0182] As Figure 16 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.

[0183] When the ECU receives a 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.

[0184] When performing automatic adjustment and lowering control, the ECU performs 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 all switch 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 all switch to the closed state, and the lowering control process ends.

[0185] 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 .

[0186] When performing automatic adjustment and lifting control, the ECU performs the following processing: first, it is determined whether the actual vehicle height is less than the target vehicle height and greater than the threshold value 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 is determined whether the difference between the actual vehicle 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 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.

[0187] That is to say, the manual lifting mode is consistent with the automatic lifting control logic, and the adjustment time of the two can be the same.

[0188] 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 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.

[0189] 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, etc. In this way, the hydraulic suspension system 300 has the advantages of lightweight, integration, easy disassembly and easy replacement.

[0190] In this way, when the vehicle 1000 starts or needs to adjust the suspension during driving, the oil pump 22 can provide oil with sufficient pressure in time, so that the wheel-end control module 10 can effectively control the oil to flow 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 setting 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.

[0191] 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. The third one-way valve 23 is adapted to prevent 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.

[0192] During the operation of the hydraulic suspension system 300, the oil will flow between each branch and component in a specific direction to achieve corresponding functions. For example, it is output from the oil pump 22 and reaches parts such as the wheel end control module 10 through each branch (such as the third branch 301 and / or the fourth branch 302). When there are some pressure fluctuations, such as when the vehicle 1000 encounters a sudden strong impact during driving, resulting in an instantaneous change in the oil pressure in the third branch 301, without the third one-way valve 23, the oil may flow back reversely to the oil pump 22. This will not only interfere with the normal pumping and conveying rhythm of the oil pump 22, but also may damage the oil pump 22, affecting its performance and service life. The embodiment of the present application ensures that the oil can only flow unidirectionally from the oil pump 22 to the third branch 301 by setting the third one-way valve 23, maintaining the normal order of the oil flow in the system, and ensuring the stable operation of the hydraulic suspension system 300.

[0193] 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 oil return 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 playing a role in regulating the oil pressure and balancing the system pressure distribution.

[0194] Optionally, the pressure building module 20 may further include a sixth branch 202 and an oil return valve 24. The sixth branch 202 is connected to the third branch 301, and the connection point is located between the third branch 301 and the third branch 301 and the seventh switching valve 33. The oil return valve 24 is arranged on the sixth branch 202. In this way, during the oil return process, the oil can flow into the liquid storage device 21 through the oil return valve 24 to achieve a rapid oil return process.

[0195] 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 relieve pressure from here to achieve the function of protecting the system, thereby enabling the hydraulic suspension system to achieve the function of overpressure protection.

[0196] In some embodiments of the present application, the pressure building module 20 further includes a second decompression accumulator 25 connected between the third branch 301 and the third one-way valve 23.

[0197] In this way, when the vehicle body is being lifted, after the oil pump pumps out the oil fluid, the oil fluid pressure in the third branch 301 will rise sharply. The second accumulator can absorb part of the pressure, effectively avoiding the direct impact of excessive pressure on components such as the third one-way valve 23 and the oil pump 22, greatly enhancing the impact resistance of the entire hydraulic suspension system 300, and protecting the integrity and stability of the system.

[0198] 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.

[0199] It can be understood that when the hydraulic suspension system 300 is operating, different working conditions and vehicle 1000 postures require different oil fluid flow rates to achieve accurate suspension adjustment functions. By setting the throttle valve 26 in the embodiments of the present application, the oil fluid throughput can be appropriately restricted, avoiding unnecessary energy consumption and excessive oil fluid pressure. When the vehicle body of the vehicle 1000 needs to descend, the oil fluid flow rate through the throttle valve 26 can be increased according to requirements, so that the wheel end control module 10 and the like can quickly obtain sufficient oil fluid to adjust characteristics such as the stiffness and height of the hydraulic suspension system 300, thereby better coping with road surface changes and maintaining the stability of the vehicle body 100.

[0200] Since in the hydraulic suspension system 300, the oil fluid needs to continuously circulate between various components to achieve the suspension adjustment function. However, during long-term use of the oil fluid or in links such as storage and extraction, impurities may be mixed in, such as dust and metal debris. After these impurities enter the system with the oil fluid, 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 further include a filter element 27, and the filter element 27 is adapted to filter the oil fluid. Exemplarily, the filter element 27 may be a filter mesh.

[0201] In a possible structural design, the filter element 27 includes a first filter element 271, and the first filter element 271 is arranged between the oil pump 22 and the liquid storage device 21. In this way, the first filter element 271 can filter the oil fluid flowing from the liquid storage device 21 into the oil pump 22, avoiding impurities flowing into the oil pump 22 and resulting in a reduced service life of the oil pump 22.

[0202] In another possible structural design, the filter element 27 may further include a second filter element 272, and the second filter element 272 is arranged between the third one-way valve 23 and the oil pump 22. In this way, the second filter element 272 can filter the oil fluid flowing out of the oil pump 22, avoiding impurities flowing into the third one-way valve 23 and the wheel end control module 10.

[0203] In another possible structural design, the filter member 27 may further include a third filter member 273. The third filter member 273 is disposed in the fourth branch 302 and is connected between the eighth switching valve 34 and the liquid storage device 21, and is adapted to filter the flowing oil. In this way, the third filter member 273 can filter the oil flowing back to the liquid storage device 21 through the third branch 301, preventing impurities from flowing into the liquid storage device 21.

[0204] In this way, by filtering the oil through the filter member 27, it can ensure that the components of the hydraulic suspension system 300 work in a relatively pure oil environment, extend their service life, and ensure the stable and reliable operation of the hydraulic suspension system 300.

[0205] As Figure 10 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 introduce the high-pressure oil in the control accumulator 29 into the third branch 301 when it is opened.

[0206] For example, when the system needs to quickly lift, the control valve 291 is opened at this time, so that the oil in the control accumulator 29 is connected to the system. Since the pre-charge pressure in the control accumulator 29 is relatively large, the system can be quickly lifted.

[0207] In some embodiments of the present application, the pressure building module 20 further includes an oil temperature detection device 28 adapted to detect the temperature of the oil in the liquid storage device 21.

[0208] 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 will change with the temperature. When the oil temperature is low, the viscosity of the oil increases and the fluidity becomes poor. In this case, it is difficult for the oil pump 22 to extract the oil, and more energy is required to overcome the viscous resistance of the oil. Moreover, the flow rate of the oil in the pipeline and components will also slow down, affecting the response speed of the system. For example, when the vehicle 1000 starts in cold weather, the low oil temperature may cause the hydraulic suspension system 300 to fail to respond to road bumps in a timely manner. When the oil temperature is too high, the viscosity of the oil decreases, and leakage is likely to occur. At the same time, the oxidation rate of the oil accelerates, and the generated impurities may block the pipelines and valves of the system.

[0209] By providing the oil temperature detection device 28 in the embodiments of the present application, the temperature of the oil in the liquid storage device 21 can be monitored in real time, ensuring 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.

[0210] The above description is about the structure of the hydraulic suspension system 300 provided by the embodiments of the present application. Next, in combination with Figures 12 - 14 , some working modes of the provided hydraulic suspension system 300 in the embodiments of the present application will be described below. For the convenience of description, in the embodiments of the present application, a wheel-end control module 10 of a system component (i.e., the left front wheel) is taken as an example for description.

[0211] In some embodiments of the present application, when the hydraulic suspension system 300 is in the non-working mode, at least one of the following is satisfied: the first switching valve 12 is in the open state; the fourth switching valve 153 is in the open state; the second switching valve 13 is in the closed state; the third switching valve 14 is in the closed state; the fourth switching valve 153 is in the closed 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 closed state.

[0212] In this way, when in the non-working mode, the first switching valve 12 is open, which enables a certain natural flow channel for the hydraulic oil between the rod chamber 111A and the rodless chamber 111B. Thus, the hydraulic oil pressure between different chambers of the balance shock absorber 11 is balanced, preventing adverse effects on system components caused by the hydraulic oil pressure difference due to the vehicle 1000 standing still for too long. And the opening of the fourth switching valve 153 allows the accumulator connected to the chamber of the shock absorber 11 to remain in a connected state, which helps to maintain the pressure balance of the wheel-end control module 10. By closing the second switching valve 13, the third switching valve 14, the fifth switching valve 31, the sixth switching valve 32, the seventh switching valve 33 and the eighth switching valve 34, the flow of the hydraulic oil can be effectively blocked, isolating the connection between the wheel-end control module 10 and other wheel-end control modules 10 and the liquid storage device 21.

[0213] In order to reduce the control commands of the hydraulic suspension system 300, the first switching valve 12 and the fourth switching valve 153 described above can be normally open switching valves. Exemplarily, the normally open switching valve can be a normally open electromagnetic on-off valve. In addition, the second switching valve 13, the third switching valve 14, the fifth switching valve 31, the sixth switching valve 32, the seventh switching valve 33 and the eighth switching valve 34 can all be normally closed switching valves. Exemplarily, the normally closed switching 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.

[0214] 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 12 shows a schematic diagram of the opening and closing states of the valves in a first working mode provided by the embodiments of the present application.

[0215] As shown Figure 12 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 store energy in the second accumulator 152. 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.

[0216] In a possible design, in the first working stage, the pressure building module 20 is in an open state, the first switching valve 12 is in an open state, the second switching valve 13 is in an open state, the third switching valve 14 is in a closed state, the fourth switching valve 153 is in a closed state, the fifth switching valve 31 is in a closed state, the sixth switching valve 32 is in a closed state, the seventh switching valve 33 is in an open state, and the eighth switching valve 34 is in a closed state, so that after the hydraulic fluid flows out of the oil pump 22, it is divided into two paths after flowing through the seventh switching valve 33, the second switching valve 13, and the first switching valve 12. One path of the hydraulic fluid flows into the rodless chamber 111B, and the other path of the hydraulic fluid flows into the first accumulator 151.

[0217] 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 to work; the seventh switching valve 33 and the second switching valve 13 switch to the open state, and the fourth switching valve 153 switches to the closed state. In this way, the hydraulic fluid pumped out by the oil pump 22 sequentially passes through the third one-way valve 23, the third branch 301, the seventh switching valve 33, the second switching valve 13, the first switching valve 12, and then flows into the rodless chamber 111B through the second branch 102. At this time, as the pressure of the hydraulic fluid 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 switching valve 33, the pressure detection device 35 can detect the pressure of the hydraulic fluid at the inlet and outlet of the seventh switching valve 33.

[0218] It should be noted that the hydraulic fluid is divided into two paths after flowing through the second switching valve 13. One path flows into the rodless chamber 111B through the first switching valve 12, and the other path 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 in the embodiment of the present application can extend into the rod chamber 111A to be connected to the piston body, and the other end extends out of the rod chamber 111A to be connected to the vehicle body 100. In this way, the piston rod occupies a part of the area of the piston body acting on the rod chamber 111A. Then, the area of the piston body acting on the rod chamber 111A is smaller than the area acting on the rodless chamber 111B. Thus, as the pressure of the hydraulic fluid in the rodless chamber 111B increases, the height of the suspension gradually rises.

[0219] Optionally, the first height increase signal can be sent to the ECU by a manual operation of the user. Exemplarily, the manual operation can be that the user clicks on the in-vehicle display screen, or the manual operation can also be that the user presses the in-vehicle height increase button. Optionally, the first height increase signal can also be automatically sent by the control component of the vehicle 1000 according to the driving condition or driving posture, and the present application does not limit this.

[0220] In the second working stage, 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 closed state, the third switching valve 14 is in the open state, the fourth switching valve 153 is in the closed state, the fifth switching valve 31 is in the open state, the sixth switching valve 32 is in the closed state, the seventh switching valve 33 is in the closed state, and the eighth switching valve 34 is in the closed state, so that the hydraulic oil flows from the oil pump 22 and then passes through the fifth switching valve 31, the third switching valve 14 to the second accumulator 152.

[0221] 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 switching valve 13 switches to the closed state, the seventh switching valve 33 switches to the closed state, the fifth switching valve 31 and the third switching valve 14 switch to the open state, and the pressure building module 20 remains in the open state. In this way, the hydraulic oil pumped out by the oil pump 22 can pass through the third one-way valve 23, the fifth switching valve 31, the third switching valve 14 to the second accumulator 152. At this time, the oil pressure in the second accumulator 152 is increasing, realizing the energy storage of the second accumulator 152.

[0222] In the third working stage, the pressure building module 20 is in the closed state, the first switching valve 12 is in the open state, the second switching valve 13 is in the closed state, the third switching valve 14 is in the closed state, the fourth switching valve 153 is in the closed 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 closed state, and the eighth switching valve 34 is in the closed state, so that the hydraulic oil in the second accumulator 152 is communicated with the rodless chamber 111B. That is, the third working stage is to return to the non-working mode.

[0223] Specifically, when the pressure in the second accumulator 152 is equal to the hydraulic oil pressure value near the shock absorber 11, both the third switching valve 14 and the fifth switching valve 31 switch to the closed state, the fourth switching valve 153 switches to the open state, and the pressure building module 20 switches to the closed state. In this way, the second accumulator 152 is communicated with the rodless chamber 111B, and the second accumulator 152 can realize the energy storage of the hydraulic oil in the wheel end control module 10.

[0224] 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.

[0225] 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.

[0226] 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 13 The schematic diagram of the opening and closing states of the valves in a second working mode provided by the embodiment of the present application is shown.

[0227] 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.

[0228] 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.

[0229] Among them, the exit condition 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.

[0230] Wherein, the first preset duration is a preset duration. Exemplarily, the first preset duration can be 3 seconds, 5 seconds, etc., and the present application does not limit this. The target height is the height that the vehicle 1000 needs to reach when lifted; the first height threshold is also a preset value. Exemplarily, the first height threshold can be 5 mm, 8 mm, etc., and the present application does not limit this.

[0231] Specifically, when the ECU receives the second height increase signal, it first determines whether the actual vehicle body height 100 is less than the target vehicle height and greater than the first height threshold and lasts for a period of time. If so, it controls the pressure building module 20 to switch to the on state, the seventh switching valve 33 to switch to the open state, and the second switching valve 13 to switch to the open state. The first switching valve 12 and the fourth switching valve 153 remain open, and the third switching valve 14, the sixth switching valve 32, and the eighth switching valve 34 remain closed. In this way, the oil pumped out by the oil pump 22 passes through the third one-way valve 23, the seventh switching valve 33, the second switching valve 13, and the first switching valve 12 to the second branch 102. After that, part of the oil flows into the second accumulator 152 through the fourth switching valve 153, and the other part of the oil flows into the rodless chamber 111B to achieve the lifting of the vehicle body 100. After that, it is judged whether the difference between the actual vehicle body height 100 and the target vehicle height is less than or equal to the first height threshold and lasts for the first preset duration. If so, the seventh switching valve 33 and the second switching valve 13 switch to the closed state, and the pressure building module 20 switches to the closed state, and this second working mode ends. In this way, compared with the first working mode, the control logic of this second working mode is relatively simple, so that the hydraulic suspension system 300 can be ensured to operate stably and the service life of the hydraulic suspension system 300 can be improved.

[0232] Optionally, the second height increase signal can be sent to the ECU in response to a user's manual operation. Exemplarily, the manual operation can be that the user clicks on the in-vehicle display screen, or the manual operation can also be that the user presses the in-vehicle height increase button. Optionally, the second height increase signal can also be automatically sent by the control component of the vehicle 1000 according to the driving condition or driving posture, and the present application does not limit this.

[0233] In some embodiments of the present application, the hydraulic suspension system 300 further includes a third working mode, and this third working mode is also used to lift the vehicle body 100. Wherein, the weight supported by the third working mode is greater than the weight supported by the second working mode.

[0234] In a possible design, when the hydraulic suspension system 300 is in the third working mode, the first switching valve 12 is in the closed state, the second switching valve 13 is in the open state, the third switching valve 14 is in the open state, the fourth switching valve 153 is in the open state, the fifth switching valve 31 is in the open state, the sixth switching valve 32 is in the open state, the seventh switching valve 33 is in the closed state, and the eighth switching valve 34 is in the closed state, so that the hydraulic fluid flows out of the oil pump 22 and then flows into the rodless chamber 111B through the fifth switching valve 31, the third switching valve 14, and the fourth switching valve 153 in sequence, and the hydraulic fluid in the rod chamber 111A flows back to the liquid storage device 21 through the second switching valve 13 and the sixth switching valve 32 in sequence.

[0235] Specifically, when the vehicle 1000 is overloaded or there is an overpressure problem, the pressure building module 20 can be controlled to be turned on, the fifth switching valve 31 is turned on, the third switching valve 14 is turned on, the fourth switching valve 153 remains open, and the first switching valve 12 is closed, so that the hydraulic fluid in the liquid storage device 21 can flow into the fourth branch 302 through the fifth switching valve 31, and then flows into the rodless chamber 111B through the third switching valve 14 and the fourth switching valve 153 to push the piston assembly 112 to move upward. Among them, when the hydraulic fluid flows into the fifth switching valve 31, part of the hydraulic fluid passes through the shuttle valve 36 into the pressure detection device 35. In this way, the pressure detection of the hydraulic fluid can be realized through the pressure detection device 35.

[0236] In addition, under the pushing action of the piston assembly 112, the hydraulic fluid in the rod chamber 111A flows out. Since the second switching valve 13 is controlled to be turned on and the sixth switching valve 32 is turned on, the hydraulic fluid in the rod chamber 111A can flow back to the liquid storage device 21 through the second switching valve 13 and the sixth switching valve 32.

[0237] In this way, the hydraulic fluid in the rod chamber 111A can directly flow into the liquid storage device 21, and the pressure in the rod chamber 111A is relatively small. Since the pressure building module 20 continuously supplies oil to the rodless chamber 111B, the pressure in the rodless chamber 111B is relatively large. At this time, the supporting force provided to the vehicle 1000 is the difference between the product of the pressure in the rodless chamber 111B and the acting area of the rodless chamber 111B and the product of the pressure in the rod chamber 111A and the acting 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 vehicle 1000 with a greater weight to realize the corresponding lifting function to realize the strongman mode.

[0238] In some embodiments of the present application, the hydraulic suspension system 300 further includes a fourth working mode, and this fourth working mode is used to lower the height of the vehicle body 100.

[0239] Such as Figure 14As shown, in a possible structural design, when the hydraulic suspension system 300 is in the fourth working mode, the third switching valve 14 is in the open state, and the eighth switching valve 34 is in the open state, so that the rodless chamber 111B flows back to the liquid storage device 21 through the third switching valve 14 and the eighth switching valve 34 in sequence.

[0240] Among them, the exit conditions of the fourth working mode may include: the duration for which the vehicle body 100 reaches the preset descending state reaches the 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 the second preset height threshold. The second height threshold may be the same as or different from the first stiffness threshold, and the present application does not limit this.

[0241] 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, it controls the third switching valve 14 to be in the open state, the eighth switching valve 34 to be in the open state, the first switching valve 12 and the fourth switching valve 153 can remain in the open state, and the second switching valve 13 and the fifth switching valve 31 remain closed. In this way, the hydraulic 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. After that, it is determined whether the difference between the actual height of the vehicle body 100 and the target vehicle height is less than or equal to the second height threshold and lasts for the first preset duration. If so, the third switching valve 14 is switched to the closed state, the eighth switching valve 34 is switched to the closed state, and the control of the vehicle body 100 to descend is completed.

[0242] Optionally, the first lowering signal can be sent to the ECU by the user's manual operation. Exemplarily, the manual operation can be that the user clicks on the in-vehicle display screen, and the manual operation can also be that the user presses the in-vehicle raising button. Optionally, the first lowering signal can also be automatically sent by the control component of the vehicle 1000 according to the driving condition or driving posture, and the present application does not limit this.

[0243] In this way, when structural components such as the tires or swing arms of the vehicle 1000 have problems, the tires can be lifted through the fourth working mode at this time to achieve quick repair.

[0244] 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 raise the height of at least some wheels 200.

[0245] In a possible structural design, when the hydraulic suspension system 300 is in the fifth working mode, the first switching valve 12 is in the closed state, the second switching valve 13 is in the open state, the third switching valve 14 is in the open 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 open state, so that after the hydraulic fluid flows out of the oil pump 22, it sequentially passes through the seventh switching valve 33 and the second switching valve 13 to the rod chamber 111A, and the hydraulic fluid in the rodless chamber 111B returns to the liquid storage device 21 through the fourth switching valve 153, the third switching valve 14, and the eighth switching valve 34.

[0246] Exemplarily, when the ECU receives the left front wheel lifting signal, it controls the seventh switching valve 33 and the eighth switching valve 34 of the wheel end control module of the left front wheel to open, and controls the second switching valve 13, the third switching valve 14, and the fourth switching valve 153 of the wheel end control module 10 of the left front wheel to open, and the first switching valve 12 to close. The valves of the wheel end control modules 10 of other wheels remain unchanged. In this way, the hydraulic fluid can flow into the rod chamber 111A of the shock absorber 11 of the left front wheel. As the hydraulic fluid continuously flows into the rod chamber 111A, the piston assembly 112 moves downward (towards the rodless chamber 111B). Then, the hydraulic fluid in the rodless chamber 111B returns to the liquid storage device 21 through the fourth switching valve 153, the third switching valve 14, and the eighth switching valve 34. In this way, the piston rod gradually extends into the chamber, and the height of the shock absorber assembly gradually decreases, thereby realizing the single-wheel lifting of the left front wheel of the vehicle 1000.

[0247] It can be understood that when the vehicle needs multi-wheel lifting, the wheel end control modules 10 of multiple wheels 200 that need to be lifted urgently can be controlled to execute the above-mentioned fifth working mode, and the valves of the wheel end control modules 10 of other wheels 200 that do not need to be lifted remain unchanged. In this way, multi-wheel lifting of the vehicle 1000 can be achieved.

[0248] In some embodiments of the present application, the stiffness levels of the wheel end control module 10 include at least one of the following: primary stiffness, secondary stiffness, tertiary stiffness, quaternary stiffness, and quinary stiffness. Table 1 below shows the stiffness levels of the wheel end control module 10 provided by the embodiments of the present application and the corresponding working states of the accumulator assembly 15. Among them, Table 1 is described by taking the front wheel 200A of the vehicle 1000 as an example.

[0249] Table 1

[0250]

[0251] Among them, as shown in Table 1, when the wheel-end control module 10 is in the first-stage stiffness, the first accumulator 151 in the wheel-end control module 10 is in the working state. Thus, when the wheel-end control module 10 is in the first-stage stiffness, only the first accumulator 151 works. 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-absorbing functions. The first accumulator 151 can buffer vibrations according to the vibration conditions during the driving of the vehicle 1000 through the flow of oil inside and the deformation of its elastic elements (such as the bladder or piston), so that the vehicle 1000 can maintain a certain level of comfort when driving on a relatively flat road surface and reduce the impact of road bumps on the vehicle body 100.

[0252] When the wheel-end control module 10 is in the second-stage stiffness, the first accumulator 151 in the wheel-end control module 10 is in the working state, and the second accumulator 152 is in the working state. In the second-stage 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 attitude 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.

[0253] When the wheel-end control module 10 is in the third-stage stiffness, the first accumulator 151 in the wheel-end control module 10 is in the working state, the second accumulator 152 is in the working state, and the first pressure-reducing accumulator 154 is in the working state.

[0254] When the wheel-end control module 10 is in the third-stage 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 the 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 the pressure peaks caused by severe road impacts or frequent suspension actions to ensure the stability of the system pressure. Under this stable pressure environment, the second accumulator 152 and the first accumulator 151 can more effectively exert their functions of adjusting the suspension stiffness and shock absorption, comprehensively control the attitude of the vehicle body 100, and improve the handling performance and riding comfort of the vehicle 1000.

[0255] When the wheel-end control module 10 is in the four-stage stiffness state, the first accumulator 151 of the wheel-end control module 10 is in the working state, and the second accumulator 152 is in the 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 the working state.

[0256] In this way, when the wheel-end control module 10 is in the four-stage stiffness state, the first accumulator 151 and the second accumulator 152 of this wheel 200 work together. At the same time, the second accumulator 152 in the wheel-end control module 10 corresponding to the other wheel 200 coaxial with it also participates. The first accumulator 151 of this wheel 200 still undertakes the task of absorbing and dissipating vibration energy, enabling the vehicle 1000 to effectively buffer road bumps during driving. The cooperation of the two second accumulators 152 plays an important role in the overall attitude 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 this wheel 200 will adjust the stiffness according to the pressure change and provide corresponding support force. At the same time, the second accumulator 152 of the other wheel 200 coaxial with it will also respond, balancing the overall attitude 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 unilateral wheel 200, making the vehicle 1000 drive more smoothly, and enhancing the adaptability and stability of the vehicle 1000 under complex road conditions.

[0257] When the wheel-end control module 10 is in the five-stage stiffness state, the first accumulator 151 of the wheel-end control module 10 is in the working state, the second accumulator 152 is in the working state, and the first pressure-reducing accumulator 154 is in the 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 the working state.

[0258] Thus, in the five - level stiffness state, in addition to the first energy storage device 151, the second energy storage device 152 and the first pressure - reducing energy storage device 154 of the wheel 200 working together, the second energy storage device 152 of the other wheel 200 on the same axis is also involved. The first pressure - reducing energy storage device 154 at this wheel 200 can effectively handle the excessive pressure generated by extreme road conditions or high - performance driving operations (such as high - speed driving, sharp turning, etc.), protect the wheel - end control module 10 of this wheel 200 from damage, and optimize pressure regulation. The second energy storage device 152 of the other wheel 200 on the same axis works in coordination with this wheel 200 to further optimize the control of the overall attitude of the vehicle 1000. For example, when turning at high speed, the outer wheel 200 bears a large lateral force. The energy storage devices in its five - level stiffness configuration work together to increase the stiffness of the outer wheel 200's suspension, absorb vibrations and stabilize the pressure. At the same time, the second energy storage device 152 of the inner wheel 200 will also make corresponding adjustments, enabling the vehicle 1000 to pass through the curve at a higher speed and more stable attitude, greatly improving the handling and safety of the vehicle 1000.

[0259] Thus, by designing multiple levels of stiffness, all - round suspension performance support can be provided for the vehicle 1000. Under normal driving conditions, the first - level stiffness and the second - level stiffness ensure comfort and basic handling performance. While under special driving conditions, the fourth - level stiffness and the fifth - level stiffness can quickly adjust the suspension characteristics according to the dynamic changes of the vehicle 1000, enabling the vehicle 1000 to remain stable, comfortable and precisely controllable under various driving operations, meeting the performance requirements of different drivers in different driving scenarios.

[0260] In a possible design, for turning conditions, sudden acceleration conditions or sudden deceleration conditions, the wheel - end control module 10 applies the first - level stiffness or the second - level stiffness; for the condition of driving over a speed bump or a drop condition, the wheel - end control module 10 applies the second - level stiffness or the third - level stiffness.

[0261] Since only the first energy storage device 151 works in the first - level stiffness, its control of the vehicle 1000's attitude mainly depends on the vehicle 1000's own suspension structure and damping force. For some simple driving operations and conditions at lower speeds, the vehicle 1000 can maintain a certain tire ground contact through the first energy storage device 151 absorbing vibrations, making the vehicle 1000's handling basically stable.

[0262] Under the secondary stiffness, the second accumulator 152 and the first accumulator 151 work together, greatly enhancing the controllability of the vehicle 1000. In a turning condition, the second accumulator 152 can automatically adjust the stiffness of the outer wheel 200 suspension according to the steering angle and speed of the vehicle 1000, reducing the roll of the vehicle body 100, enabling the vehicle 1000 to travel more precisely 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, maintaining the balance of the vehicle 1000's attitude, ensuring good contact between the tires and the ground, improving the power transmission efficiency and braking stability of the vehicle 1000, and enhancing the handling performance of the vehicle 1000.

[0263] In some embodiments, for a sudden acceleration condition or a sudden deceleration condition, the switching conditions for switching from the primary stiffness to the secondary stiffness include: the acceleration of the vehicle 1000 in the first direction is less than the first acceleration threshold, and the height difference between the opposite sides of the vehicle body 100 is less than or equal to the third height threshold, where the first direction is the length direction of the vehicle body 100. The switching conditions for switching from the secondary stiffness to the primary stiffness include: the acceleration of the vehicle 1000 in the first direction is greater than or equal to the first acceleration threshold, and the height difference between the opposite sides of the vehicle body 100 is less than or equal to the third height threshold.

[0264] Wherein, both the first acceleration threshold and the third height threshold can be preset values, and the present application does not limit this.

[0265] When switching from the primary stiffness to the secondary stiffness, the switching conditions are based on the acceleration of the vehicle 1000 in the length direction of the vehicle body 100 (the first direction) and the height difference between the opposite sides of the vehicle body 100. If the acceleration is less than the first acceleration threshold and the height difference between the opposite sides of the vehicle body 100 is within an acceptable range (less than or equal to the third height threshold), it indicates that the attitude change of the vehicle 1000 is relatively small and tends to be stable. At this time, the secondary stiffness is switched to, and the second accumulator 152 starts to work. The second accumulator 152 can prevent the front of the vehicle from lifting excessively during sudden acceleration and the rear of the vehicle from lifting excessively during sudden deceleration according to the slight changes in the attitude of the vehicle 1000, further optimizing the attitude control of the vehicle 1000. Exemplarily, during the sudden acceleration of the vehicle 1000, when the acceleration gradually decreases and meets the switching conditions, the activation of the secondary stiffness can precisely adjust the stiffness of the front suspension of the vehicle 1000, enabling the vehicle 1000 to smoothly transition to a more stable driving attitude, reducing the problems of decreased controllability and comfort caused by the lifting of the front of the vehicle.

[0266] In some embodiments, for a turning condition, the switching conditions for switching from a first-stage stiffness to a second-stage stiffness include: the acceleration of the vehicle 1000 in the second direction is less than a second acceleration threshold, and the height difference between opposite sides of the vehicle body 100 is less than or equal to a fourth height threshold, where the second direction is the width direction of the vehicle body 100; the switching conditions for switching from the second-stage stiffness to the first-stage stiffness include: the acceleration of the vehicle 1000 in the second direction is greater than or equal to the second acceleration threshold, and the height difference between opposite sides of the vehicle body 100 is less than or equal to the fourth height threshold.

[0267] Wherein, both the second acceleration threshold and the fourth height threshold can be preset values, and the present application does not limit this.

[0268] When switching from the first-stage stiffness to the second-stage stiffness, the switching conditions are based on the acceleration of the vehicle 1000 in the width direction (the second direction) of the vehicle body 100 and the height difference between opposite sides of the vehicle body 100. If the acceleration is less than the first acceleration threshold and the height difference between opposite sides of the vehicle body 100 is within an acceptable range (less than or equal to the fourth height threshold), it indicates that the attitude change of the vehicle 1000 is relatively small and tends to be stable. At this time, the second-stage stiffness is switched, and the second accumulator 152 starts to work. The second accumulator 152 can automatically adjust the stiffness of the outer wheel 200 suspension 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 travel 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, maintain the balance of the vehicle 1000's attitude, ensure good contact between the tires and the ground, improve the power transmission efficiency and braking stability of the vehicle 1000, and improve the handling performance of the vehicle 1000.

[0269] In some embodiments, for the condition of driving over a speed bump or a dropping condition, the switching conditions for switching from the second-stage stiffness to the third-stage stiffness include: the acceleration of the vehicle 1000 in the third direction is less than a third acceleration threshold, the height difference between opposite sides of the vehicle body 100 is less than or equal to a fifth height threshold, and the pressure value of the hydraulic suspension system 300 is greater than a preset pressure value, where the third direction is the height direction of the vehicle body 100; the switching conditions for switching from the third-stage stiffness to the second-stage stiffness include: the acceleration of the vehicle 1000 in the third direction is greater than or equal to the third acceleration threshold, and the height difference between opposite sides of the vehicle body 100 is less than or equal to the fifth height threshold.

[0270] When the acceleration of the vehicle 1000 in 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, without large bumps or sudden accelerations caused by sudden undulations. In this case, switching the stiffness to the third stiffness can provide better support and comfort in a relatively stable vertical movement state. For example, when the vehicle 1000 slowly passes over a speed bump or is in a relatively gentle road surface undulation and drop condition, switching to the third stiffness can more finely adjust the support of the suspension for the vehicle body 100, avoiding excessive sinking or shaking of the vehicle body 100 and improving the driving and riding experience.

[0271] It can be understood that the vehicle 1000 in the embodiment of the present application can be a four-wheel vehicle with symmetric left and right wheels and consistent front and rear axles. The above description is only an example for 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 a single axle of the vehicle 1000 can adopt the same control strategy for height or stiffness adjustment 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 adopt the same control strategy for height or stiffness adjustment until the target height or stiffness is adjusted, while the wheel end control modules 10 of the left rear wheel and the right rear wheel remain unchanged.

[0272] 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 modules 10 on the left side (i.e., the left front wheel and the left rear wheel) are adjusted according to the above control strategy, and the wheel end control modules 10 on the right side (i.e., the right front wheel and the right rear wheel) remain unchanged. Only the left side is adjusted according to the above control strategy until the required height is adjusted.

[0273] When independently controlling the four wheels of the wheel 200, the left front wheel, the left rear wheel, the right front wheel, and the right rear wheel all execute according to the above control strategy. At this time, the four wheels can be lifted or lowered until the required height is adjusted.

[0274] The following combines Figures 17 - 19 , and some working modes of the hydraulic suspension system 300 provided in the embodiments of the present application are described below. For convenience of description, in the embodiments of the present application, a wheel end control module 10 of a system component (i.e., the left front wheel) is taken as an example for description.

[0275] Figure 17 The schematic diagram of the opening and closing states of the valves in the first working mode in some embodiments is shown. Here, the working mode 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 oil return 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.

[0276] When the ECU receives a manual height increase signal, the pressure building module 20 switches to the open state, the seventh switching 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 all switch 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;

[0277] 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 all switch to the open state, other valves remain unchanged, and the pressure building module 20 remains in the open state. At this time, the oil pressures in the first energy storage tank 151, the second energy storage tank 152, and the third energy storage tank 157 are increasing, realizing the energy storage of the first energy storage tank 151, the second energy storage tank 152, and the third energy storage tank 157 until the pressure of the energy storage tank is equal to the oil pressure value near the shock absorber 11.

[0278] When the pressures of the first energy storage tank 151, the second energy storage tank 152, and the third energy storage tank 157 are equal to the oil pressure value near the shock absorber 11, i.e., at time t3, the third energy storage control valve 158, the second energy storage control valve 156, and the first energy storage control valve 155 remain in the open state, the first oil return valve 192 switches to the closed state, the second oil inlet valve 193 switches to the closed state, the seventh switching valve 33 switches to the closed state, and the pressure building module switches to the closed state. At this time, the manual vehicle height control ends.

[0279] Figure 19 The schematic diagram of the opening and closing states of the valves in the fourth working mode in some embodiments is shown. Here, the working mode can be manual height decrease 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 switching 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.

[0280] When the ECU receives a manual height decrease signal, the pressure building module 20 switches to the open state, the seventh switching valve 33 switches to the open state, the first oil inlet valve 191 switches to the open state, the second oil return valve 194 switches to the open state. Until the suspension height reaches the target height, i.e., at time t5, the seventh switching valve 33 is switched to the closed state, the first oil inlet valve 191 and the second oil return valve 194 are both switched to the closed state, and the pressure building module 20 is switched to the non-working state. At this time, the manual lowering control ends.

[0281] In some embodiments, in the second working mode, the ECU executes the following processing flow. Here, the working module may be automatic lift control. First, it is determined whether the actual vehicle body height is less than the target vehicle height, greater than the threshold value, and lasts for a certain period of time. If so, the seventh switching 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 body height rises. Then, it is determined 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 certain period of time. If so, the seventh switching 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 lift control process ends.

[0282] Figure 18 The figure shows a schematic diagram of the opening and closing states of 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 switching valve 33 is in the closed state, the first oil return 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. When the lift starts, the seventh switching valve 33 is switched to the open state, the first oil return valve 192 and the second oil inlet valve 193 are both 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 lifted until the target height is reached. At this time, it is the t7 moment. At this time, the seventh switching valve 33 is switched to the closed state, the first oil return valve 192 and the second oil inlet valve 193 are both switched to the closed state, and the pressure building module 20 is switched to the non-working state, and the rising control process ends.

[0283] Among them, since 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 after the start of the first working mode, the oil can quickly enter the chamber of the shock absorber, thereby improving the adjustment speed, so that 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.

[0284] When the ECU executes the following processing in the fourth working mode, the working module here can be the automatic adjustment descent control. First, it is judged 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 seventh switching 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 body height rises. Then it is judged 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 seventh switching 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.

[0285] When performing the automatic adjustment descent control, the schematic diagram of the opening and closing states of the valves is as Figure 19 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 switching 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. When the descent starts, the seventh switching valve 33 is switched to the open state, the first oil inlet valve 191 and the second oil return valve 194 are both 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 descends until the target height is reached. At this time, it is the t9 moment. At this time, the seventh switching valve 33 is switched to the closed state, the first oil inlet valve 191 and the second oil return valve 194 are both switched to the closed state, and the pressure building module 20 is switched to the non-working state, and the descent control process ends.

[0286] In a possible design, when the hydraulic suspension system 300 is in the third working mode, the seventh switching 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 there is an overpressure problem, the pressure building module 20 can be controlled to be opened to ensure the inflow of oil. At this time, the oil flows through the seventh switching valve 33, then through the second oil inlet valve 193, and then through the second energy storage control valve 156. Part of it enters the second energy storage 152, flows through the first energy storage control valve 155, and thus flows into the first energy storage 151. The other part flows into the rodless chamber 111B of the shock absorber 11. Due to the pushing action of the oil in the rodless chamber 111B, the oil in the rod chamber 111A flows out at this time. It passes through the first oil return valve 192, then through the eighth switching valve 34, and through the throttling component 38, and thus enters the liquid storage device 21.

[0287] In this way, the hydraulic fluid in the rod chamber 111A can directly flow into the liquid storage device 21. The pressure in the rod chamber 111A is relatively small, while the pressure in the non-rod chamber 111B is relatively large because the pressure building module 20 continuously supplies oil. At this time, the supporting force provided to the vehicle 1000 is the difference between the product of the pressure in the non-rod chamber 111B and the acting area of the non-rod chamber 111B and the product of the pressure in the rod chamber 111A and the acting 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 vehicle 1000 with a greater weight to achieve the corresponding lifting function, so as to realize the strongman mode.

[0288] In some embodiments of the present application, the hydraulic suspension system 300 further includes a fifth working mode, and this fifth working mode is used to increase the height of at least some of the wheels 200.

[0289] In a possible structural design, when the hydraulic suspension system 300 is in the fifth working mode, the oil chamber connection valve 50 remains closed. When the ECU receives a wheel lifting signal, the pressure building module 20 switches to the open state, the seventh switching 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 all switch to the closed state; the valves of the wheel end control modules 10 of other wheels remain unchanged. In this way, the hydraulic fluid can flow into the rod chamber 111A of the shock absorber 11 of the left front wheel. As the hydraulic fluid continuously flows into the rod chamber 111A, the piston assembly 112 moves downward (towards the non-rod chamber 111B). Then, the hydraulic fluid in the non-rod chamber 111B flows back to the liquid storage device 21 through the fourth switching valve 153, the second oil return valve 194, and the eighth switching valve 34. In this way, the piston rod gradually extends into the chamber, and the height of the shock absorber assembly gradually decreases, so as to realize the single-wheel lifting of the left front wheel of the vehicle 1000.

[0290] It can be understood that when the vehicle needs multi-wheel lifting, the wheel end control modules 10 of multiple wheels 200 that need to be lifted urgently can be controlled to execute the above-mentioned fifth working mode, and the valves of the wheel end control modules 10 of other wheels 200 that do not need to be lifted remain unchanged. In this way, multi-wheel lifting of the vehicle 1000 can be achieved.

[0291] In some embodiments of the present application, the stiffness levels of the wheel end control module 10 include at least one of the following: first-level stiffness, second-level stiffness, third-level stiffness, fourth-level stiffness, fifth-level stiffness, sixth-level stiffness, seventh-level stiffness, and eighth-level stiffness. Table 2 below shows the stiffness levels of the wheel end control module 10 provided in the embodiments of the present application and the corresponding working states of the energy storage component 15. Among them, Table 2 is described by taking the front wheel 200A of the vehicle 1000 as an example.

[0292] Table 2

[0293]

[0294] In addition, it should be noted that in some embodiments of the present application, the stiffness levels of the wheel-end control module 10 may further include at least one of the following: ninth-level stiffness and tenth-level stiffness. Any combination of accumulators in the accumulator assemblies of the four wheel-end control modules of the vehicle constitutes the multi-level stiffness defined in the present application, and the present application will not elaborate on them one by one 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, the lower-level stiffness ensures comfort and basic controllability, while under special driving conditions, the higher-level stiffness can quickly adjust the suspension characteristics according to the dynamic changes of the vehicle 1000, enabling the vehicle 1000 to maintain stability, comfort and precise controllability under various driving operations, meeting the performance requirements of different drivers in different driving scenarios for the vehicle 1000.

[0295] Among them, 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 the working state. Specifically, at the first-level stiffness, at this time, only the shock absorber and the decompression accumulator are connected. Due to the non-large pressure state, the decompression accumulator does not participate in the work and the oil does not flow; at this time, the seventh switching valve 33 is closed, and the oil in the liquid storage device 21 and the pipeline are not interconnected; the second oil inlet valves 193 on both sides of the control are in the closed state, and at this time, the oil on both sides of the front axle cannot flow, that is, the left front wheel side and the right front wheel side are independent of each other; the second accumulator control valve is controlled to be in the closed state, and at this time, the second accumulator 152 is in the non-working state; the first accumulator control valve is controlled to be in the closed state, and at this time, the first accumulator 151 is in the non-working state; this state is the case of the first-level stiffness. The descriptions of the other seven stiffness levels are similar and will not be elaborated here. In this way, by designing multiple stiffness levels, all-round suspension performance support can be provided for the vehicle 1000. The increase in the number of stiffness levels can further meet the performance requirements of different drivers in different driving scenarios for the vehicle 1000.

[0296] In a possible design, for turning conditions, rapid acceleration conditions or rapid deceleration conditions, the wheel-end control module 10 applies the first-level stiffness or the fourth-level stiffness; for the conditions of driving over a speed bump or a drop condition, the wheel-end control module 10 applies the fourth-level stiffness or the eighth-level stiffness.

[0297] In some embodiments, for the rapid acceleration condition or the rapid deceleration condition, the switching conditions for switching from the first-stage stiffness to the fourth-stage stiffness include: the acceleration of the vehicle 1000 in the first direction is less than the first acceleration threshold, and the height difference between the opposite sides of the vehicle body 100 is less than or equal to the third height threshold, where the first direction is the length direction of the vehicle body 100. The switching conditions for switching from the fourth-stage stiffness to the first-stage stiffness include: the acceleration of the vehicle 1000 in the first direction is greater than or equal to the first acceleration threshold, and the height difference between the opposite sides of the vehicle body 100 is less than or equal to the third height threshold.

[0298] Wherein, both the first acceleration threshold and the third height threshold can be preset values, and the present application does not limit this.

[0299] In some embodiments, for the turning condition, the switching conditions for switching from the first-stage stiffness to the fourth-stage stiffness include: the acceleration of the vehicle 1000 in the second direction is less than the second acceleration threshold, and the height difference between the opposite sides of the vehicle body 100 is less than or equal to the fourth height threshold, where the second direction is the width direction of the vehicle body 100; the switching conditions for switching from the fourth-stage stiffness to the first-stage stiffness include: the acceleration of the vehicle 1000 in the second direction is greater than or equal to the second acceleration threshold, and the height difference between the opposite sides of the vehicle body 100 is less than or equal to the fourth height threshold.

[0300] Wherein, both the second acceleration threshold and the fourth height threshold can be preset values, and the present application does not limit this.

[0301] In some embodiments, for the condition of driving over a speed bump or the falling condition, the switching conditions for switching from the eighth-stage stiffness to the fourth-stage stiffness include: the acceleration of the vehicle 1000 in the third direction is less than the third acceleration threshold, the height difference between the 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, where the third direction is the height direction of the vehicle body 100; the switching conditions for switching from the fourth-stage stiffness to the eighth-stage stiffness include: the acceleration of the vehicle 1000 in the third direction is greater than or equal to the third acceleration threshold, and the height difference between the opposite sides of the vehicle body 100 is less than or equal to the fifth height threshold.

[0302] Under different working conditions, due to different corresponding stiffness states, in the cross-axis working condition, it is necessary to determine that the acceleration of the vehicle 1000 in the third direction is less than the third acceleration threshold, and the height difference between the relative sides of the vehicle body 100 is less than or equal to the fifth height threshold, then it can be switched from the eighth-level stiffness to the fourth-level stiffness; when the acceleration of the vehicle 1000 in the third direction is greater than or equal to the third acceleration threshold, and the height difference between the relative 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, it can be switched from the fourth-level stiffness to the eighth-level stiffness; however, when the pressure value of the hydraulic suspension system 300 is less than or equal to the preset pressure value, if it is determined that the height difference between the relative sides of the vehicle body 100 is less than or equal to the fifth height threshold, it is switched back to the fourth stiffness; if it is determined that the height difference between the relative sides of the vehicle body 100 is greater than the fifth height threshold and less than or equal to the sixth height threshold, it is switched to the fifth stiffness; if it is determined that the height difference between the relative sides of the vehicle body 100 is greater than the sixth height threshold and less than or equal to the seventh height threshold, it is switched to the sixth stiffness; if it is determined that the height difference between the relative sides of the vehicle body 100 is greater than the seventh height threshold, it is switched to the seventh stiffness.

[0303] When understanding the scope of the present application, as used herein, the term "comprising" and its derivatives are intended to be open-ended terms that specify the presence of the recited features, elements, components, groups, wholes, and / or steps, but do not exclude the presence of other unrecited features, elements, components, groups, wholes, and / or steps. This concept also applies to words with similar meanings, such as the terms "including", "having", and their derivatives.

[0304] As used herein, the term "attached" or "attachment" includes: a configuration in which an element is directly fixed to another element by directly fixing the element to the other element; a configuration in which an element is indirectly fixed to another element by fixing the element to an intermediate member, and the intermediate member is in turn fixed to the other element; and a configuration in which one element is integral with another element, that is, one element is substantially a part of the other element. This definition also applies to words with similar meanings, such as "connected", "coupled", "joined", "mounted", "adhered", "fixed", and their derivatives. Finally, degree terms such as "substantially", "about", and "approximately" used herein represent the amount of deviation that modifies the term such that the final result is not significantly changed.

[0305] Unless otherwise defined, the technical and scientific terms used herein have the same meanings as those commonly understood by those skilled in the technical field of the present application. The terms used herein are only for the purpose of describing specific embodiments and are not intended to limit the present application. The features described in one embodiment herein can be applied alone or in combination with other features to another embodiment, unless the feature is not applicable or otherwise stated in that other embodiment.

[0306] The present application has been described through the above embodiments. However, it should be understood that the above embodiments are only for illustrative and explanatory purposes, and are not intended to limit the present application to the scope of the described embodiments. In addition, those skilled in the art can understand that the present application is not limited to the above 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 claimed by the present application.

Claims

1. A hydraulic suspension system, characterized in that, Comprising: Two sets of system components, the two sets of system components corresponding to the front axle and the rear axle of the vehicle respectively, and each set of system components comprising: A pressure building module (20), the pressure building module (20) including a liquid storage device (21) for storing hydraulic fluid; A main control module (30) and two sets of wheel end control modules (10), each set of wheel end control modules (10) being connected to the pressure building module (20) through the main control module (30), each set of wheel end control modules (10) being connected to a shock absorber (11), each shock absorber (11) including a rod chamber (111A) and a rodless chamber (111B) that are isolated from each other, and the hydraulic fluid in the liquid storage device (21) flowing 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 / or causing the hydraulic fluid in at least one of the rod chamber (111A) and the rodless chamber (111B) to flow to the liquid storage device (21) through the wheel end control module (10); An oil chamber connection valve (50), there being an oil chamber passage (501) between the liquid storage devices (21) of the pressure building modules (20) of the two sets of system components, the oil chamber connection valve (50) being provided on the oil chamber passage (501) for controlling the on-off of the two liquid storage devices (21).

2. The hydraulic suspension system according to claim 1, wherein The hydraulic suspension system further includes: a central control cylinder (40), the central control cylinder (40) being connected to a plurality of the wheel end control modules (10) of the two sets of system components, and the central control cylinder (40) being adapted to balance the pressures of the plurality of wheel end control modules (10).

3. The hydraulic suspension system according to claim 1, characterized in that, The wheel end control module (10) 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).

4. The hydraulic suspension system according to claim 3, wherein The wheel end control module (10) further 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) being provided with a first oil inlet valve (191), and the first oil return branch (104) being provided with a first oil return valve (192).

5. The hydraulic suspension system according to claim 3, characterized in that, The wheel end control module (10) further 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), the second oil inlet branch (105) being provided with a second oil inlet valve (193), and the second oil return branch (106) being provided with a second oil return valve (194).

6. The hydraulic suspension system according to claim 3, characterized in that The wheel end control module (10) further includes a second switching valve (13) connected between the first branch (101) and the liquid storage device (21), the second switching valve (13) being adapted to connect or block the flow path between the liquid storage device (21) and the first branch (101).

7. The hydraulic suspension system according to claim 3, characterized in that The wheel end control module (10) further includes a third switching valve (14) connected between the second branch (102) and the liquid storage device (21), and the third switching valve (14) is adapted to connect or block the flow path between the liquid storage device (21) and the second branch (102).

8. The hydraulic suspension system according to claim 3, wherein, The wheel end control module (10) further includes a first regulating valve (171) and a first check valve (172) provided on the first branch (101), and the first check valve (172) is arranged in parallel with the first regulating valve (171); The first regulating valve (171) is adapted to regulate the damping of the first branch (101), and the first check valve (172) is adapted to allow the hydraulic oil on the first branch (101) to flow into the rod chamber (111A) through the first check valve (172).

9. The hydraulic suspension system according to claim 3, characterized in that, The wheel end control module (10) further includes a second regulating valve (181) and a second check valve (182) provided on the second branch (102), and the second check valve (182) is arranged in parallel with the second regulating valve (181); The second regulating valve (181) is adapted to regulate the damping of the second branch (102), and the second check valve (182) is adapted to allow the hydraulic oil on the second branch (102) to flow into the non-rod chamber (111B) through the second check valve (182).

10. The hydraulic suspension system according to claim 3, wherein The wheel end control module (10) further includes an accumulator assembly (15), and the accumulator assembly (15) is arranged on the first branch (101) and / or the second branch (102), and the accumulator assembly (15) is adapted to regulate the damping or stiffness of the shock absorber (11).

11. The hydraulic suspension system according to claim 10, wherein The accumulator assembly (15) includes a first accumulator (151) and a second accumulator (152), 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 non-rod chamber (111B).

12. The hydraulic suspension system according to claim 11, wherein A first accumulator control valve (155) is further provided on the second branch (102), and the first accumulator control valve (155) is connected between the first accumulator (151) and the non-rod chamber (111B) for connecting or blocking the flow path between the first accumulator (151) and the non-rod chamber (111B).

13. The hydraulic suspension system according to claim 11, wherein, The second branch (102) is provided with a second accumulator control valve (156), and the second accumulator control valve (156) is connected between the second accumulator (152) and the non-rod chamber (111B) for connecting or blocking the flow path between the second accumulator (152) and the non-rod chamber (111B).

14. The hydraulic suspension system according to claim 11, wherein The accumulator assembly (15) further includes a fourth switching valve (153), which is connected between the first accumulator (151) and the second accumulator (152), and the fourth switching valve (153) is adapted to connect or block the flow path between the first accumulator (151) and the second accumulator (152).

15. The hydraulic suspension system according to claim 11, wherein, The accumulator assembly (15) further includes a first pressure-reducing accumulator (154), which is connected between the rodless chamber (111B) and the first accumulator (151).

16. The hydraulic suspension system according to claim 11, wherein, The accumulator assembly (15) includes a third accumulator (157), and the third accumulator (157) is arranged on the first branch (101).

17. The hydraulic suspension system according to claim 16, characterized in that, The second branch (102) is provided with a third accumulator control valve (158), which 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).

18. The hydraulic suspension system according to any one of claims 3-17, characterized in that, The wheel end control module (10) further includes a first switching valve (12). The first end of the first switching valve (12) is connected to the first branch (101), and the second end of the first switching valve (12) is connected to the second branch (102). The first switching valve (12) is used to connect or block the flow path between the first branch (101) and the second branch (102).

19. The hydraulic suspension system according to claim 3, characterized in that, The main control module (30) includes 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).

20. The hydraulic suspension system according to claim 19, wherein, The main control module (30) further includes a fifth switching valve (31) connected between the third branch (301) and the fourth branch (302), and the fifth switching valve (31) is adapted to connect or block the flow path between the third branch (301) and the fourth branch (302).

21. The hydraulic suspension system according to claim 19, wherein The main control module (30) further includes a sixth switching valve (32). One end of the sixth switching 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). The sixth switching valve (32) is adapted to connect or block the flow path between the second end (301B) of the third branch (301) and the first end (302A) of the fourth branch (302).

22. The hydraulic suspension system according to claim 19, characterized in that, The main control module (30) further includes a seventh switching valve (33) arranged between the first end (301A) and the second end (301B) of the third branch (301).

23. The hydraulic suspension system according to claim 22, wherein, The main control module (30) further includes an eighth switching valve (34) disposed between the first end (302A) and the second end (302B) of the fourth branch (302).

24. The hydraulic suspension system according to claim 19, characterized in that, The main control module (30) further includes a pressure detection device (35) disposed on the third branch (301), and the pressure detection device (35) is adapted to detect the pressure of the oil flowing out of the liquid storage device (21).

25. The hydraulic suspension system according to claim 24, wherein, The main control module (30) further includes a shuttle valve (36), and the shuttle valve (36) includes a first input port (361) connected to the first end (301A) of the third branch (301), a second input port (362) connected to the second end (301B) of the third branch (301), and an output port (363) connected to the pressure detection device (35).

26. The hydraulic suspension system according to claim 19, wherein, The main control module (30) further includes a branch switching valve (37). The two first branches (101) of the two sets of wheel end control modules (10) of each set of system components are communicated, and the two second branches (102) are communicated. The first end of the branch switching valve (37) is connected to the two first branches (101), and the second end of the branch switching valve (37) is connected to the two second branches (102).

27. The hydraulic suspension system according to claim 19, wherein, The pressure building module (20) includes 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). The third one-way valve (23) is adapted to prevent 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).

28. The hydraulic suspension system according to claim 27, wherein, The pressure building module (20) further includes a second decompression accumulator (25) connected between the third branch (301) and the third one-way valve (23).

29. The hydraulic suspension system according to claim 27, wherein, 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) is adapted to allow the high-pressure oil in the control accumulator (29) to flow into the third branch (301) when it is opened.

30. The hydraulic suspension system according to claim 27, characterized in that, The pressure building module (20) further includes an oil temperature detection device (28), and the oil temperature detection device (28) is disposed on the liquid storage device (21) for detecting the oil temperature in the liquid storage device (21).

31. The hydraulic suspension system according to claim 1, characterized in that, 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 (100); the time taken for the first working mode to lift the vehicle body (100) to the target height is less than or equal to the time taken for the second working mode to lift the vehicle body (100) to the target height; the weight supported by the third working mode for lifting is greater than the weight supported by the second working mode for lifting; the fourth working mode is used to lower the height of the vehicle body (100); the fifth working mode is used to raise the height of at least some of the wheels (200).

32. The hydraulic suspension system according to claim 31, wherein, The exit conditions of the second working mode include: the duration of the vehicle body (100) 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 (100) and the target height is less than a first preset height threshold.

33. The hydraulic suspension system according to claim 31, characterized in that, The exit conditions of the fourth working mode include: the duration of the vehicle body (100) reaching the preset lowering state reaches a first preset duration, and the preset lowering 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.

34. A vehicle, characterized in that, Comprising the hydraulic suspension system (300) according to any one of claims 1-33.

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