Hydraulic interconnection suspension system with controllable inerter

Abstract

The invention discloses a hydraulic interconnection suspension system with a controllable inerter, and relates to the technical field of vibration reduction and isolation. The device comprises a hydraulic interconnection device, a motion transmission and conversion mechanism, an inerter controllable device and an external circuit. The hydraulic interconnection device comprises a hydraulic cylinder, a piston rod, an energy accumulator, a damping valve and the like, decoupling of vertical vibration and roll vibration can be achieved, and vibration energy is consumed by the damping valve. The motion transmission and conversion mechanism comprises a ball nut, a gear, a shell and the like, and linear motion of the piston rod is converted into rotation motion of the gear through the ball nut; the inerter controllable device comprises a direct current motor, an additional flywheel, a slip ring, a cover plate and the like, a part of vibration energy can be stored in the flywheel and used for low-frequency inertia damping, and the inerter is controllable by controlling electromagnetic damping through an external circuit. According to the suspension system, on the premise that only little vertical rigidity is increased, the non-linear roll rigidity is greatly increased, and energy is saved while the vibration reduction performance and the operation safety are both considered.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle suspension, and in particular to a hydraulic interconnected suspension system with controllable inertia. Background Art

[0002] Suspension is a general term for all force-transmitting connection devices between the vehicle frame (or load-bearing body) and the axle (or wheel). Its function is to transmit the force and torque acting between the wheel and the frame to ensure the posture stability of the vehicle body under maneuvering conditions, and to buffer the impact force transmitted to the frame or body by uneven roads, reduce the vibration of the vehicle body, and ensure the smooth driving of the vehicle. However, it is usually difficult to take both the ride comfort and stability of the vehicle into account at the same time, which is the common problem of "smoothness-stability mutual restraint" in the vehicle field. For this reason, it is crucial to develop advanced suspension systems to reconcile the contradiction between ride comfort and stability.

[0003] The traditional anti-roll cross-type hydraulic interconnected suspension is to set a hydraulic cylinder at each wheel of the vehicle, and cross-interconnect the hydraulic cylinders through pipelines, which can achieve the decoupling of the two vibration modes of the vehicle's vertical vibration and roll vibration, provide a smaller stiffness and match the appropriate damping force in the vertical motion mode of the vehicle to increase the smoothness, and provide a larger anti-roll stiffness when the vehicle turns to prevent the vehicle from rolling over. The advantage of this suspension system is that it can greatly increase the nonlinear roll stiffness under the premise of only increasing the vertical modal stiffness, and significantly improve the roll stability. However, a large roll stiffness will inevitably have a negative impact on the smoothness of the vehicle. For example, when the left and right wheels jump in different directions due to uneven road surface during normal driving, the suspension will work in the anti-roll mode, resulting in a larger stiffness, causing severe vibration and impact problems, and reducing the driving experience. In response to this problem, although it can be improved to a certain extent by cooperating with damping adjustment and control technology, the room for improvement is limited, especially the improvement of vibration and impact problems in the low-frequency range is not ideal.

[0004] Therefore, solving low-frequency vibration and impact problems around hydraulic interconnected suspension is the key to comprehensively improving ride comfort and stability. At present, there is an urgent need for a suspension system that combines the advantages of hydraulic interconnected suspension and solves its low-frequency vibration and impact problems, comprehensively improving the ride comfort and posture stability of the car, and ensuring driving safety. Summary of the invention

[0005] In order to solve the above problems, the present invention proposes a hydraulic interconnected suspension system with controllable inertia, including a hydraulic interconnected device, a motion conversion and transmission mechanism, a controllable inertia device and an external circuit. The hydraulic interconnected device in the suspension system can realize the decoupling of the two vibration modes of the vehicle, namely the vertical vibration and the roll vibration, and greatly increase the nonlinear stiffness while only slightly increasing the vertical modal stiffness, significantly improving the roll stability, and can effectively increase the smoothness of the vehicle during vertical vibration and provide greater anti-roll stiffness. On this basis, a controllable inertia device is added, which can adjust the electromagnetic damping force of the motor in real time, realize the real-time controllability of the total inertia of the system, effectively improve the low-frequency vibration reduction and impact resistance, and cooperate with the hydraulic interconnected device to achieve an improvement in comprehensive performance.

[0006] To achieve the above object, the technical solution of the present invention is:

[0007] A hydraulic interconnection suspension system with controllable inertia capacity includes a hydraulic interconnection device, a motion conversion and transmission mechanism, a controllable inertia capacity device and an external circuit. The hydraulic interconnection device includes a hydraulic cylinder, a hydraulic pipeline, an accumulator and a damping valve. The hydraulic cylinder body is connected to the vehicle body, the piston rod is connected to the wheel, and the hydraulic cylinder nut is connected to the two outer shells of the motion conversion and transmission mechanism through a small shell barrel. Each hydraulic cylinder is connected by a hydraulic pipeline, and the connection method is an anti-roll cross hydraulic interconnection, which is used for decoupling vertical vibration and roll vibration and consuming vibration energy through a damping valve. The motion conversion and transmission mechanism includes a small shell barrel, a ball nut, a large gear, a small gear, a large bearing, a small bearing, a stepped shaft, a sleeve, a left outer shell and a right outer shell. The ball nut cooperates with the piston rod, the large gear is installed on the ball nut, and the small gear is installed on the stepped shaft. Both gears are circumferentially positioned by keys, and the linear motion of the piston rod is converted into the rotational motion of the gear through the ball nut. The inertia controllable device includes a coupling, a DC motor, an additional flywheel, a slip ring, a large shell and a cover plate. The DC motor is connected to the step shaft through a coupling, the additional flywheel is connected to the motor stator, the slip ring is fixedly connected to the large shell, and the large shell is fixedly connected to two outer shells for leading out wires, and dividing the wires into two parts, one rotating with the motor and one not rotating. The inertia controllable device stores a part of the vibration energy in the flywheel for low-frequency inertia vibration reduction. The external circuit is used to control electromagnetic damping to achieve inertia controllability.

[0008] The main body of the inertia-controllable hydraulic interconnected suspension system is composed of four integrated devices, and the hydraulic cylinders in the four integrated devices are interconnected by hydraulic pipelines. The upper chambers of the left and right hydraulic cylinders are connected to the lower chambers, and the upper chambers of the front and rear hydraulic cylinders are connected to the upper chambers, and the lower chambers are connected to the lower chambers. Each integrated device contains a hydraulic cylinder, a motion conversion and transmission mechanism, and an inertia-controllable device. The accumulators are installed above the hydraulic pipelines to provide stiffness to the system by adjusting their pre-charge pressure; the damping valves are installed below the hydraulic pipelines to provide damping force when the car vibrates and consume vibration energy.

[0009] The hydraulic interconnection device includes a hydraulic cylinder, a hydraulic pipeline, an accumulator and a damping valve, that is, the hydraulic cylinders in each integrated device are interconnected through hydraulic pipelines to form a hydraulic interconnection device. The hydraulic cylinder body is connected to the vehicle body, the piston rod is connected to the wheel, the inner ring of the hydraulic cylinder nut and the outer ring of the bottom of the hydraulic cylinder body are both threaded, and the two are connected by threads, and there is a seal inside for sealing. At the same time, the hydraulic cylinder nut is connected to the left and right outer shells of the transmission mechanism through a small shell tube and a motion conversion, and the connection method is bolt connection. Each hydraulic cylinder is connected by a hydraulic pipeline, and the connection method is an anti-roll cross hydraulic interconnection. When the car vibrates vertically, the hydraulic cylinder bodies cross-connected on both sides of the suspension system move in the same direction relative to the piston rod. Taking two cross-connected hydraulic cylinders as an example, the oil in the upper chamber of the left hydraulic cylinder flows into the lower chamber of the right hydraulic cylinder through the pipeline, and the oil in the upper chamber of the right hydraulic cylinder flows into the lower chamber of the left hydraulic cylinder. At this time, the oil flows between the two cylinders, and the damping valve provides damping force to consume vibration energy. Due to the existence of the piston rod, the cross-sectional areas of the upper and lower chambers of the hydraulic cylinder are different. Therefore, when the vertical displacements of the piston rods on both sides are the same, the volume difference between the two chambers of the hydraulic cylinder will cause a small amount of oil to flow into the accumulator. Therefore, when the car vibrates vertically, the suspension system can provide a larger vertical damping force while only increasing the vertical stiffness slightly, thereby increasing the smoothness of the car. When the car turns, the body will roll, and the cross-connected hydraulic cylinder bodies on both sides of the suspension system move abnormally relative to the piston rod, and the movement directions of the left and right cylinder bodies are opposite, resulting in a decrease in the volume of the upper chamber of the hydraulic cylinder on one side and the lower chamber of the hydraulic cylinder on the other side. At this time, the oil flows into the accumulator to form a high-pressure chamber, which hinders the continued movement of the hydraulic cylinder body. Therefore, the suspension system can provide a larger anti-roll stiffness to prevent the vehicle from rolling over.

[0010] The motion conversion and transmission mechanism includes a small shell cylinder, a ball nut, a large gear, a small gear, a large bearing, a small bearing, a stepped shaft, a sleeve, a left outer shell and a right outer shell. The mechanism is used for motion conversion and transmission, converting the linear motion of the piston rod into rotational motion and transmitting it to the inertia controllable device.

[0011] The inertia controllable device includes a coupling, a DC motor, an additional flywheel, a slip ring, a large shell and a cover plate. The DC motor is connected to the stepped shaft through a coupling, the additional flywheel is connected to the motor stator, the slip ring is fixedly connected to the large shell, and the large shell is fixedly connected to the two shells of the motion conversion and transmission mechanism, which are used to lead out the wires and divide the wires into two parts, one rotating with the motor and the other not rotating. The inertia controllable device stores a part of the vibration energy in the flywheel for low-frequency inertia vibration reduction, and the external circuit is used to control the electromagnetic damping of the motor to achieve inertia controllability. When the left and right wheels vibrate in different directions due to uneven road surface, the hydraulic interconnection device works in the roll vibration mode. The inertia controllable device plays a major role at this time, increasing the overall inertia of the system by increasing the electromagnetic damping of the motor. According to the natural frequency calculation formula, the increase in inertia is equivalent to the increase in mass. At this time, the natural frequency decreases, which is equivalent to offsetting the additional stiffness generated by the hydraulic interconnection device at this time, significantly improving the low-frequency vibration and impact problems caused by the hydraulic interconnection device, and increasing the smoothness of the vehicle.

[0012] The variable resistor of the external circuit is composed of a constant resistor and a bidirectional switch. The bidirectional switch is composed of two diodes and two metal oxide semiconductor field effect transistor (MOSFET) switches. The two MOSFET switches are controlled by a pulse width modulation (PWM) signal at the same time. By changing the duty cycle of the pulse width modulation signal, the resistance value of the variable resistor can be continuously changed, thereby changing the electromagnetic damping of the motor and realizing controllable inertia.

[0013] Beneficial effects of the present invention:

[0014] (1) The hydraulic interconnected suspension system with controllable inertia provided by the present invention can improve the roll stability without deteriorating the smoothness of the vehicle, thereby increasing the safety and comfort of driving.

[0015] (2) The present invention introduces a controllable inertia device, which can improve the smoothness and roll stability of the vehicle, effectively improve low-frequency vibration and impact problems, and achieve an improvement in overall performance.

[0016] (3) The inertia controllable device provided by the present invention is a new type of energy-saving device that does not require external energy supply. The electromagnetic damping of the device can be continuously changed through a pulse width modulation signal, and the pulse width modulation signal consumes very little energy. Therefore, the suspension can achieve better vibration reduction performance while saving energy.

[0017] (4) The controllable inertia device provided by the present invention can convert vibration energy into kinetic energy of the flywheel and store it. It has the function of storing energy and can realize energy recovery and utilization. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 The overall structure diagram of a hydraulic interconnected suspension system with controllable inertia capacity;

[0019] Figure 2 This is a diagram of the internal structure of the integrated device;

[0020] Figure 3 for Figure 2 The enlarged schematic diagram of the part A in the middle;

[0021] Figure 4 It is a schematic diagram of the vibration model of the integrated device;

[0022] Figure 5 It is a simplified model diagram of the entire suspension system;

[0023] Figure 6 This is the external circuit diagram.

[0024] In the figure: 1. motion conversion and transmission mechanism; 101. left housing; 102. right housing; 103. large bearing; 104. small bearing; 105. small sleeve; 106. stepped shaft; 107. small gear connecting key; 108. small gear; 109. large gear; 110. large gear connecting key; 111. ball nut; 112. large sleeve; 2. small housing; 3. left hydraulic cylinder; 301. piston rod; 302. hydraulic cylinder nut; 303. left hydraulic cylinder body; 4. inertia controllable device; 401. cover plate; 402. slip ring; 403. large housing; 404. additional flywheel; 405. DC motor; 406. coupling; 5. accumulator; 6. damping valve; 7. hydraulic pipeline. DETAILED DESCRIPTION

[0025] The technical solution of the present invention will be further described below in conjunction with the accompanying drawings.

[0026] Combination Figures 1 to 6 The present invention provides a hydraulic interconnection suspension system with controllable inertia capacity, including a hydraulic interconnection device, a motion conversion and transmission mechanism, a controllable inertia capacity device and an external circuit. The hydraulic interconnection device includes a hydraulic cylinder, a small shell, a hydraulic pipeline, an accumulator and a damping valve. The hydraulic cylinder body is connected to the vehicle body, the piston rod is connected to the wheel, the hydraulic cylinder nut is connected to the bottom of the hydraulic cylinder body through a thread, and is connected to the two shells of the motion conversion and transmission mechanism through the small shell. The connection method is bolt connection, and the position of the bolt connection is as follows: Figure 3As shown. Each hydraulic cylinder is connected by a hydraulic pipeline, and the connection method is an anti-roll cross hydraulic interconnection, which is used for decoupling vertical vibration and roll vibration and consuming vibration energy through a damping valve. The motion conversion and transmission mechanism includes a ball nut, a pair of gears, a bearing, a stepped shaft, a sleeve, a housing and a key. The ball nut cooperates with the piston rod, the large gear is installed on the ball nut, and the small gear is installed on the stepped shaft. Both gears are circumferentially positioned with a key. The linear motion of the piston rod is converted into the rotational motion of the gear through the ball nut and the motion is transmitted to the inertia controllable device through the small gear. The inertia controllable device includes a coupling, a DC motor, an additional flywheel, a slip ring, a housing and a cover plate. The DC motor is connected to the stepped shaft through a coupling, the additional flywheel is connected to the motor stator, the slip ring is fixedly connected to the large shell, and the large shell is fixedly connected to the two housings of the motion conversion and transmission mechanism, which is used to lead out the wire, and the wire is divided into two parts that rotate with the motor and do not rotate. The inertia controllable device stores a part of the vibration energy in the flywheel for low-frequency inertial vibration reduction. The external circuit is used to control the electromagnetic damping to achieve controllable inertia.

[0027] The main body of the inertia controllable hydraulic interconnected suspension system is composed of four integrated devices, and the hydraulic cylinders in the four integrated devices are interconnected by a hydraulic pipeline 7. Figure 1 The upper chambers of the hydraulic cylinders on both sides of the suspension system are connected to the lower chambers. The two pipes used to cross-connect the upper chambers and lower chambers of the left and right hydraulic cylinders are not connected at the intersection. The upper chambers of the front and rear hydraulic cylinders are connected to the upper chambers, and the lower chambers are connected to the lower chambers. The left hydraulic cylinder is Figure 1 The hydraulic cylinders in the two integrated devices in the upper left and lower left corners of the middle, and the same applies to the right side and the front and rear sides. Each integrated device contains a hydraulic cylinder 3, a small shell 2, a motion conversion and transmission mechanism 1 and an inertia controllable device 4. The internal structure of the integrated device is shown in the figure below. Figure 2 As shown. The accumulators 5 are installed above the hydraulic pipelines 7 to provide stiffness to the system by adjusting their pre-charge pressure; the damping valves 6 are installed below the hydraulic pipelines 7 to provide damping force and consume vibration energy when the car vibrates.

[0028] The hydraulic interconnection device includes a hydraulic cylinder 3, a hydraulic pipeline 7, an accumulator 5 and a damping valve 6, that is, the hydraulic cylinders 3 in each integrated device are interconnected through the hydraulic pipeline 7 to form a hydraulic interconnection device. The hydraulic cylinder body 303 is connected to the vehicle body, the piston rod 301 is connected to the wheel, and the hydraulic cylinder nut 302 is screwed on the bottom of the hydraulic cylinder body 303 through a thread, and a seal is provided inside for sealing. At the same time, the hydraulic cylinder nut 302 is connected to the left outer shell 101 and the right outer shell 102 of the motion conversion and transmission mechanism 1 through the small shell 2, and the connection method is bolt connection. The connection diagram is shown in FIG. Figure 3As shown. The hydraulic cylinders in the hydraulic interconnection device are connected by hydraulic pipelines 7, and the connection method is anti-roll cross hydraulic interconnection. When the vehicle vibrates vertically, Figure 1 Take the two interconnected hydraulic cylinders on the upper left and upper right as an example. At this time, the hydraulic cylinder bodies 303 cross-connected on both sides of the suspension system move in the same direction relative to the piston rod 301. The left hydraulic cylinder is the hydraulic cylinder on the upper left, and the right hydraulic cylinder is the hydraulic cylinder on the upper right. The oil in the upper chamber of the left hydraulic cylinder flows into the lower chamber of the right hydraulic cylinder through the pipeline. At the same time, the oil in the upper chamber of the right hydraulic cylinder flows into the lower chamber of the left hydraulic cylinder. At this time, the oil flows between the two cylinders, and the damping valve 6 provides damping force to consume vibration energy. Due to the presence of the piston rod 301, the cross-sectional areas of the upper and lower chambers of the hydraulic cylinder are different. Therefore, when the vertical displacements of the piston rods on both sides are the same, the volume difference between the two chambers of the hydraulic cylinder will cause a small amount of oil to flow into the accumulator 5. Therefore, when the car vibrates vertically, the suspension system will provide a larger damping force while only increasing the vertical stiffness slightly, which can increase the smoothness of the car. When the car rolls, the left hydraulic cylinder is still used as the upper left hydraulic cylinder and the right hydraulic cylinder is used as the upper right hydraulic cylinder. At this time, the piston rod 301 connected to the wheel does not move in the vertical direction, and the two cross-connected hydraulic cylinders 3 on the left and right sides move vertically relative to their respective piston rods 301, and the movement directions of the left and right hydraulic cylinders are opposite, resulting in a reduction in the volume of the upper chamber of one of the connected hydraulic cylinders and the lower chamber of the other hydraulic cylinder. At this time, the oil flows into the accumulator 5 to form a high-pressure chamber, which hinders the hydraulic cylinder 3 from continuing to move. Therefore, the suspension system can provide a larger anti-roll stiffness to prevent the vehicle from rolling over.

[0029] The motion conversion and transmission mechanism includes a small shell tube 2, a ball nut 111, a pinion 108, a large gear 109, a large bearing 103, a small bearing 104, a stepped shaft 106, a small sleeve 105, a large sleeve 112, a left shell 101, a right shell 102, a large gear connecting key 110 and a pinion connecting key 107. The ball nut 111 cooperates with the piston rod 301. The large gear 109 is installed on the ball nut 111 and is circumferentially positioned by the large gear connecting key 110. The pinion 108 is installed on the stepped shaft 106 and is circumferentially positioned by the pinion connecting key 107. The large gear 109 is meshed with the pinion 108. The linear motion of the piston rod 301 can be converted into the rotational motion of the large gear 109 through the ball nut 111, and the stepped shaft 106 is driven to rotate by the pinion 108, so that the motion can be transmitted to the inertia controllable device.

[0030] The inertia controllable device includes a coupling 406, a DC motor 405, an additional flywheel 404, a slip ring 402, a large shell 403 and a cover plate 401. The DC motor 405 is connected to the stepped shaft 106 through the coupling 406, and the coupling 406 and the motor stator form a flywheel 1. The additional flywheel 404 is connected to the stator of the DC motor 405 by long bolts, and the two together form a flywheel 2. The mechanical model of the suspension system is as follows: Figure 4 As shown, k is the suspension stiffness, c1 is the suspension damping, b1 is the inertia of flywheel 1, b2 is the inertia of flywheel 2, and c2 is the variable electromagnetic damping. Since the rotational inertia of the flywheel determines the inertia of the suspension system, the inertia controllable device can be achieved by controlling the electromagnetic damping c2 between the stator and the rotor of the motor. When the electromagnetic damping c2 is zero, flywheel 2 is disconnected from flywheel 1, and the equivalent inertia of the device is the inertia b1 of flywheel 1; when the electromagnetic damping c2 is infinite, flywheel 1 and flywheel 2 are fixedly connected, and the equivalent inertia of the device is b1+b2. The actual electromagnetic damping can change continuously between zero and infinity, so the system inertia can also change between b1 and b1+b2. The flywheel in the inertia controllable device can determine the inertia of the device and store energy here, which is used for low-frequency inertial vibration reduction. The electromagnetic damping of the motor is related to the resistance of the external circuit. The smaller the external resistance, the greater the electromagnetic damping. Therefore, by controlling the resistance of the external circuit, the inertia can be controlled. The motor is connected to the external circuit through a slip ring 402. The slip ring 402 is a rotating communication device, which mainly consists of a rotating part and a stationary part. Current can pass between the two parts. The rotating part is connected to the wire led out from the motor and can rotate with the motor, and the stationary part is connected to the external wire. The slip ring 402 is used here to lead out the wire, dividing the wire into two parts: one that rotates with the motor and one that does not rotate. The simplified model of the entire suspension is as follows: Figure 5 As shown, each wheel has a Figure 4 The vibration model shown in the figure realizes the vibration reduction function of the entire suspension system.

[0031] The external circuit diagram is as follows Figure 6 As shown. The e in the external circuit is the induced electromotive force generated by the rotation of the motor. The variable resistor consists of a constant resistor Re and a bidirectional switch. The bidirectional switch consists of two diodes and two metal oxide semiconductor field effect transistor (MOSFET) switches. The two MOSFET switches are controlled by a pulse width modulation (PWM) signal at the same time. When the PWM signal is at a high level, the MOSFET switch is turned on, and the motor external circuit is short-circuited. At this time, the ideal resistance is zero; when the PWM signal is at a low level, the MOSFET switch is turned off, and the external resistor has a fixed value Re. Changing the duty cycle of the PWM signal can change the time when the external resistor is connected to the circuit. This method can control the equivalent resistance of the variable resistor, and then control the change of the electromagnetic damping between the stator and the rotor of the motor, so as to achieve controllable inertia of the device.

Claims

1. A hydraulic interconnected suspension system with controllable inertia capacity, comprising a hydraulic interconnected device, a motion conversion and transmission mechanism, a controllable inertia capacity device and an external circuit. The hydraulic interconnected device is connected to the controllable inertia capacity device through the motion conversion and transmission mechanism. The hydraulic interconnected device is used to realize the decoupling of the two vibration modes of the vehicle, namely, vertical vibration and roll vibration. The nonlinear roll stiffness is greatly increased under the premise of only slightly increasing the vertical modal stiffness, and the roll stability is significantly improved. The motion conversion and transmission device is used to convert the linear motion into rotational motion and transmit it to the controllable inertia capacity device. The controllable inertia capacity device is used to realize the overall controllable inertia capacity of the system, effectively improve the performance of low-frequency vibration reduction and impact resistance, and realize the improvement of comprehensive performance.

2. The inertia-controllable hydraulic interconnected suspension system according to claim 1, characterized in that: The main body of the inertia-controllable hydraulic interconnected suspension system is composed of four integrated devices, and the hydraulic cylinders in the four integrated devices are interconnected by a hydraulic pipeline 7. The positions of the four integrated devices correspond to the four wheels of the car respectively. Each integrated device includes a hydraulic cylinder 3, a small shell tube 2, a motion conversion and transmission mechanism 1 and an inertia-controllable device 4; the accumulator 5 is installed above the hydraulic pipeline 7, and provides stiffness for the system by adjusting its pre-charge pressure. It plays a major role when the car rolls and provides roll stiffness for the suspension system; the damping valve 6 is installed below the hydraulic pipeline 7 to provide damping force and consume vibration energy when the car vibrates; the hydraulic interconnected device includes a hydraulic cylinder 3, a small shell tube 2, a hydraulic pipeline 7, an accumulator 5 and a damping valve 6. The upper chambers of the hydraulic cylinders on the left and right sides of the suspension system are connected to the lower chambers, the upper chambers of the front and rear hydraulic cylinders are connected to the upper chambers, and the lower chambers are connected to the lower chambers. The two pipelines used to cross-connect the upper chambers and lower chambers of the hydraulic cylinders on the left and right sides are not connected at the intersection.

3. The inertia-controllable hydraulic interconnected suspension system according to claim 1, characterized in that: The motion conversion and transmission mechanism includes a ball nut 111, a pinion 108, a large gear 109, a large bearing 103, a small bearing 104, a stepped shaft 106, a small sleeve 105, a large sleeve 112, a left housing 101, a right housing 102, a large gear connecting key 110 and a pinion connecting key 107. The ball nut 111 cooperates with the piston rod 301. The large gear 109 is installed on the ball nut 111 and is circumferentially positioned by the large gear connecting key 110. The pinion 108 is installed on the stepped shaft 106 and is circumferentially positioned by the pinion connecting key 107. The large gear 109 is meshed with the pinion 108. The linear motion of the piston rod 301 can be converted into the rotational motion of the large gear 109 through the ball nut 111, and the stepped shaft 106 is driven to rotate by the pinion 108, so that the motion can be transmitted to the inertia controllable device.

4. The inertia-controllable hydraulic interconnected suspension system according to claim 1, characterized in that: The inertia controllable device includes a coupling 406, a DC motor 405, an additional flywheel 404, a slip ring 402, a large shell 403 and a cover plate 401; the DC motor 405 is connected to the stepped shaft 106 through the coupling 406, and the coupling 406 and the motor stator form a flywheel 1; the additional flywheel 404 and the stator of the DC motor 405 are connected by long bolts, and the two together form a flywheel 2; the motor is connected to the external circuit through the slip ring 402, which is a rotating connection The transmission device is mainly composed of a rotating part and a stationary part. Electric current can pass between the two parts. The rotating part is connected to the wire led out from the motor and can rotate with the motor, and the stationary part is connected to the external wire. The slip ring 402 is used to lead out the wire, and the wire is divided into two parts: one that rotates with the motor and the other that does not rotate. In the suspension mechanics model, k is the suspension stiffness, c1 is the suspension damping, b1 is the inertia of flywheel 1, b2 is the inertia of flywheel 2, and c2 is the variable electromagnetic damping. The moment of inertia determines the inertia of the suspension system. Therefore, the inertia capacity can be controlled by controlling the electromagnetic damping c2 between the motor stator and the rotor. When the electromagnetic damping c2 is zero, the flywheel 2 is disconnected from the flywheel 1. At this time, the equivalent inertia of the device is the inertia b1 of the flywheel 1. When the electromagnetic damping c2 is infinite, the flywheel 1 and the flywheel 2 are fixedly connected. At this time, the equivalent inertia of the device is b1+b2. The actual electromagnetic damping can continuously change between zero and infinity. Therefore, the system inertia can also change between b1 and b1+b2. The flywheel in the inertia capacity controllable device can determine the inertia and stored energy of the device. The electromagnetic damping of the motor is related to the resistance of the external circuit. The smaller the external resistance value, the greater the electromagnetic damping. Therefore, the inertia capacity can be controlled by controlling the resistance value of the external circuit. The inertia capacity controllable device cooperates with the hydraulic interconnection device to greatly improve the anti-roll stiffness of the suspension while solving its low-frequency vibration and impact problems, taking into account both safety and vibration reduction performance.

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