A hydraulic interconnected suspension system with controllable inertia

Abstract

The present invention discloses a hydraulic interconnected suspension system with controllable inertia capacity, which relates to the technical field of vibration reduction and vibration isolation. The present invention includes a hydraulic interconnected device, a motion transmission and conversion mechanism, a controllable inertia capacity device and an external circuit. The hydraulic interconnected device includes a hydraulic cylinder, a piston rod, an accumulator and a damping valve, etc., which can achieve decoupling of vertical vibration and roll vibration, and the vibration energy is consumed by the damping valve; the motion transmission and conversion mechanism includes a ball nut, a gear and a housing, etc., which converts the linear motion of the piston rod into the rotational motion of the gear through the ball nut; the controllable inertia capacity device includes a DC motor, an additional flywheel, a slip ring, and a cover plate, etc., which can store part of the vibration energy in the flywheel for low-frequency inertia vibration reduction, and realizes inertia capacity control by controlling electromagnetic damping through an external circuit. This suspension system significantly increases the nonlinear roll stiffness while only slightly increasing the vertical stiffness, saving energy while taking into account both vibration reduction performance and handling safety.

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 the general term for all force-transmitting connections between a vehicle's frame (or monocoque) and axles (or wheels). Its function is to transmit forces and torque acting between the wheels and frame to ensure vehicle stability during maneuvering. It also cushions impact forces transmitted to the frame or body by uneven road surfaces, reducing vibrations and ensuring a smooth ride. However, achieving both ride comfort and stability is often difficult, a common dilemma in the automotive industry: the "smoothness-stability trade-off." Therefore, developing advanced suspension systems that balance these two challenges is crucial.

[0003] Traditional anti-roll cross-type hydraulically interconnected suspension systems employ a hydraulic cylinder at each wheel, interconnected by piping. This decouples the vehicle's vertical and roll vibration modes, providing low stiffness and appropriately matched damping in the vertical motion mode to enhance ride comfort, while also providing high anti-roll stiffness during cornering to prevent rollover. The advantage of this suspension system is that it significantly increases nonlinear roll stiffness while only slightly increasing vertical modal stiffness, significantly improving roll stability. However, high roll stiffness inevitably negatively impacts ride comfort. For example, during normal driving, when uneven road surfaces cause the left and right wheels to bounce in different directions, the suspension will operate in anti-roll mode, generating high stiffness and causing severe vibration and shock, degrading the driving experience. While damping tuning and control technologies have shown some improvement, the potential for improvement is limited, particularly in the low-frequency range where vibration and shock are less than ideal.

[0004] Therefore, addressing low-frequency vibration and impact issues with hydraulically interconnected suspension is key to comprehensively improving ride comfort and stability. There is an urgent need for a suspension system that combines the advantages of hydraulically interconnected suspension while simultaneously addressing its low-frequency vibration and impact issues, thereby comprehensively improving vehicle ride comfort and stability, ensuring driving safety. Summary of the Invention

[0005] To solve the above-mentioned problems, the present invention proposes a hydraulically interconnected suspension system with controllable inertia, comprising a hydraulic interconnection device, a motion conversion and transmission mechanism, a controllable inertia device, and an external circuit. The hydraulic interconnection device in the suspension system can decouple the two vibration modes of the vehicle, namely vertical vibration and roll vibration, and significantly increase the nonlinear stiffness while only slightly increasing the vertical modal stiffness, thereby significantly improving the roll stability. It 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 system's total inertia, effectively improve the low-frequency vibration reduction and impact resistance performance, and cooperate with the hydraulic interconnection device to achieve an improvement in comprehensive performance.

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

[0007] A hydraulically interconnected 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, hydraulic piping, 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. The hydraulic cylinders are connected by hydraulic piping, and the connection method is an anti-roll cross hydraulic interconnection, which is used to decouple vertical vibration and roll vibration and consume vibration energy through the damping valve. The motion conversion and transmission mechanism includes a small shell, 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 mounted on the ball nut, and the small gear is mounted 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 controllable inertia capacity device includes a coupling, a DC motor, an additional flywheel, a slip ring, a large housing, and a cover. The DC motor is connected to the stepped shaft via a coupling, the additional flywheel is connected to the motor stator, the slip ring is fixedly connected to the large housing, and the large housing is fixedly connected to the two outer shells. Lead wires are used to divide the wires into two parts: one that rotates with the motor and the other that does not. The controllable inertia capacity device stores a portion of the vibration energy in the flywheel for low-frequency inertial vibration reduction. The external circuit is used to control electromagnetic damping to achieve controllable inertia capacity.

[0008] The hydraulically interconnected suspension system with controllable inertia consists of four integrated units, interconnected by hydraulic lines. The upper and lower chambers of the left and right hydraulic cylinders are connected, while the upper and lower chambers of the front and rear hydraulic cylinders are connected. Each integrated unit contains a hydraulic cylinder, a motion conversion and transmission mechanism, and a controllable inertia unit. Accumulators are installed above the hydraulic lines, providing system stiffness by adjusting their pre-charge pressure. Damping valves are installed below the hydraulic lines, providing damping force and dissipating vibration energy when the vehicle vibrates.

[0009] The hydraulic interconnection device comprises hydraulic cylinders, hydraulic piping, an accumulator, and a damping valve. Specifically, the hydraulic cylinders in each integrated device are interconnected via hydraulic piping to form a hydraulic interconnection device. The hydraulic cylinder body is connected to the vehicle body, and the piston rod is connected to the wheel. The inner race of the hydraulic cylinder nut and the outer race of the bottom of the hydraulic cylinder body are both threaded, and the two are connected by a threaded connection and contain an internal seal. The hydraulic cylinder nut is bolted to the left and right outer shells of the motion conversion and transmission mechanism via a small housing. The hydraulic cylinders are connected by hydraulic piping, forming an anti-roll cross-type hydraulic interconnection. When the vehicle experiences vertical vibration, the cross-connected hydraulic cylinder bodies on both sides of the suspension system move in the same direction relative to the piston rods. For example, in two cross-connected hydraulic cylinders, the oil in the upper chamber of the left hydraulic cylinder flows through the pipeline into the lower chamber of the right hydraulic cylinder, while 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 dissipate vibration energy. Due to the presence 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 hydraulic cylinder bodies cross-connected 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 reduction 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, forming 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 at this time to prevent the vehicle from rolling over.

[0010] The motion conversion and transmission mechanism includes a small shell, 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 controllable inertia capacity device includes a coupling, a DC motor, an additional flywheel, a slip ring, a large housing, and a cover. The DC motor is connected to the stepped shaft via a coupling, the additional flywheel is connected to the motor stator, and the slip ring is fixedly connected to the large housing. The large housing is fixedly connected to the two outer shells of the motion conversion and transmission mechanism. The device is used to lead out wires, dividing the wires into two parts: one that rotates with the motor and one that does not. The controllable inertia capacity device stores a portion of the vibration energy in the flywheel for low-frequency inertial vibration reduction. An external circuit controls the electromagnetic damping of the motor to achieve controllable inertia capacity. When the left and right wheels vibrate in opposite directions due to uneven road conditions, the hydraulic interconnection device operates in a roll vibration mode. The controllable inertia capacity device plays a major role in this situation, 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 an increase in mass, and the natural frequency decreases at this time, which effectively offsets the additional stiffness generated by the hydraulic interconnection device. This significantly improves the low-frequency vibration and impact issues caused by the hydraulic interconnection device and improves the vehicle's ride comfort.

[0012] The variable resistor of the external circuit consists of a constant resistor 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 simultaneously controlled by a pulse width modulation (PWM) signal. 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 driving safety and comfort.

[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 recycling. 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 A magnified schematic diagram of the middle part A;

[0021] Figure 4 Schematic diagram of the vibration model of the integrated device;

[0022] Figure 5 This 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. Pinion connecting key; 108. Pinion; 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 with reference to the accompanying drawings.

[0026] Combine Figures 1 to 6 The present invention provides a hydraulic interconnected suspension system with controllable inertia, comprising a hydraulic interconnection device, a motion conversion and transmission mechanism, a controllable inertia device, and an external circuit. The hydraulic interconnection device comprises a hydraulic cylinder, a small shell, hydraulic piping, 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 threadedly connected to the bottom of the hydraulic cylinder body, and is further connected to the two outer shells of the motion conversion and transmission mechanism via 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 hydraulic piping, using an anti-roll cross-type hydraulic interconnection. This decouples vertical and roll vibrations and dissipates vibration energy through a damping valve. The motion conversion and transmission mechanism includes a ball nut, a pair of gears, bearings, a stepped shaft, a sleeve, a housing, and a key. The ball nut cooperates with the piston rod, with the large gear mounted on the ball nut and the small gear mounted on the stepped shaft. Both gears are circumferentially positioned using a key. The ball nut converts the piston rod's linear motion into rotational motion of the gears, which is then transmitted to the inertia controllable device via the small gear. The inertia controllable device includes a coupling, a DC motor, an additional flywheel, a slip ring, a housing, and a cover. The DC motor is connected to the stepped shaft via a coupling, the additional flywheel is connected to the motor stator, and the slip ring is fixed to the large housing. The large housing is fixed to the two housings of the motion conversion and transmission mechanism, which are used to lead out wires and divide the wires into two parts: one that rotates with the motor and the other that does not. The inertia controllable device stores a portion of the vibration energy in the flywheel for low-frequency inertial vibration reduction. The external circuit is used to control 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 hydraulic pipelines 7. Figure 1 As shown, the positions correspond to the four wheels of the car. 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 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 are the same as those on the right and the front and back 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 lines 7 and provide stiffness to the system by adjusting their pre-charge pressure; the damping valves 6 are installed below the hydraulic lines 7 and provide damping force when the car vibrates to consume vibration energy.

[0028] The hydraulic interconnection device includes a hydraulic cylinder 3, a hydraulic line 7, an accumulator 5, and a damping valve 6. That is, the hydraulic cylinders 3 in each integrated device are interconnected via the hydraulic line 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 onto the bottom of the hydraulic cylinder body 303 via a thread and contains a seal for sealing. At the same time, the hydraulic cylinder nut 302 is connected to the left and right housings 101, 102 of the motion conversion and transmission mechanism 1 via a small shell 2. The connection method is bolted, as shown in the connection diagram. Figure 3As shown. The hydraulic cylinders in the hydraulic interconnection device are connected by hydraulic pipes 7, and the connection method is anti-roll cross hydraulic interconnection. When the car vibrates vertically, Figure 1 The two interconnected hydraulic cylinders on the upper left and upper right are used as an example for explanation. 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 the upper left hydraulic cylinder and the right hydraulic cylinder is 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 hydraulic cylinders 3 cross-connected on the left and right sides both 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, forming 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 small gear 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 by the pinion 108 to rotate, 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 housing 403, and a cover 401. The DC motor 405 is connected to the stepped shaft 106 via the coupling 406. The coupling 406 and the motor stator form flywheel 1. The additional flywheel 404 is connected to the stator of the DC motor 405 with long bolts, and the two together form flywheel 2. The mechanical model of the suspension system is as follows: Figure 4 As shown in the figure, 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 flywheel's rotational inertia determines the inertia of the suspension system, inertia control can be achieved by controlling the electromagnetic damping c2 between the motor's stator and rotor. When electromagnetic damping c2 is zero, flywheel 2 is disconnected from flywheel 1, and the equivalent inertia of the device is now the inertia of flywheel 1, b1. When electromagnetic damping c2 is infinite, flywheels 1 and 2 are fixedly connected, and the equivalent inertia of the device is now b1 + b2. The actual electromagnetic damping can be continuously varied between zero and infinity, so the system inertia can also vary between b1 and b1 + b2. The flywheel in the inertia controllable device can determine the device's inertia and store energy, 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 and the external circuit are connected through a slip ring 402. The slip ring 402 is a rotating communication device, which mainly consists of two parts, 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 the other that does not rotate. The simplified model of the entire suspension is as follows: Figure 5 As shown, each wheel has a corresponding Figure 4 The vibration model shown in FIG4 is used to realize the vibration reduction function of the entire suspension system.

[0031] The external circuit diagram is as follows Figure 6 As shown in the figure, e in the external circuit is the induced electromotive force generated by the motor's rotation. 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, both of which are controlled simultaneously by a pulse-width modulation (PWM) signal. When the PWM signal is high, the MOSFET switches are turned on, short-circuiting the motor's external circuit, where the ideal resistance is zero. When the PWM signal is low, the MOSFET switches are turned off, and the external resistor has a fixed value, Re. Changing the PWM signal's duty cycle changes the time the external resistor is connected to the circuit. This method can control the equivalent resistance of the variable resistor, thereby controlling the change in electromagnetic damping between the motor's stator and rotor, achieving 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 and the controllable inertia capacity device are connected via the motion conversion and transmission mechanism, the hydraulic interconnected device is used to achieve decoupling of the two vibration modes of the vehicle, vertical vibration and roll vibration, greatly increasing the nonlinear roll stiffness while only slightly increasing the vertical modal stiffness, and significantly improving the roll stability; the motion conversion and transmission mechanism is used to convert linear motion into rotational motion and transmit it to the controllable inertia capacity device; the controllable inertia capacity device includes a coupling 406, a DC The motor 405, the additional flywheel 404, the slip ring 402, the large shell 403 and the cover 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 the flywheel 1; the additional flywheel 404 and the stator of the DC motor 405 are connected with long bolts, and the two together form the flywheel 2; the motor is connected to the external circuit through the slip ring 402, which is a rotating communication device, mainly composed of a rotating part and a stationary part. Current can pass between the two parts. The rotating part is connected to the wire drawn 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 wires, dividing the wires 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; since the rotational inertia of the flywheel determines the inertia of the suspension system, the inertia can be controlled by controlling the electromagnetic damping c2 between the stator and 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. Then, the equivalent inertia of the device is b1+b2, and the actual electromagnetic damping can vary continuously between zero and infinity, so the system inertia can also vary between b1 and b1+b2; the flywheel in the inertia-controllable device can determine the inertia and stored energy of the device here, and 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, the inertia controllable device can be achieved by controlling the resistance value of the external circuit; the inertia-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.

2. The hydraulic interconnected suspension system with controllable inertia according to claim 1, characterized in that: The main body of the hydraulic interconnected suspension system with controllable inertia is composed of four integrated devices, and the hydraulic cylinders in the four integrated devices are interconnected by hydraulic pipelines 7. The positions of the four integrated devices correspond to the four wheels of the car respectively. 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 accumulators 5 are all installed above the hydraulic pipelines 7, and provide stiffness for the system by adjusting their pre-charge pressure. They play a major role when the car rolls and provide roll stiffness for the suspension system; the damping valves 6 are all installed below the hydraulic pipelines 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 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, 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. 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 hydraulic interconnected suspension system with controllable inertia 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 by the pinion 108 to rotate, so that the motion can be transmitted to the inertia controllable device.

Images