Suspension and steering integrated hydraulic system, control system, vehicle and control method

Abstract

The invention discloses a suspension and steering integrated hydraulic system, a control system, a vehicle and a vehicle control method. The suspension and steering integrated hydraulic system comprises a hydraulic power device. The suspension assembly comprises a shock absorber hydraulic actuating mechanism; the steering assembly comprises a steering gear hydraulic actuating mechanism, and the steering gear hydraulic actuating mechanism and the shock absorber hydraulic actuating mechanism are connected to the hydraulic power device in parallel; a pipeline for connecting the shock absorber hydraulic actuating mechanism and the hydraulic power device is configured to be an on-off pipeline; and a pipeline for connecting the steering gear hydraulic actuating mechanism and the hydraulic power device is configured to be an on-off pipeline. Independent control over the shock absorber hydraulic actuating mechanism and the steering gear hydraulic actuating mechanism is achieved, and the shock absorber hydraulic actuating mechanism and the steering gear hydraulic actuating mechanism can work simultaneously or independently.

Description

Technical Field

[0001] This application belongs to the technical field of vehicles, and particularly relates to a suspension and steering integrated hydraulic system, a control system, a vehicle, and a vehicle control method. Background Art

[0002] The suspension system of a vehicle is an important combination device for transmitting the force and torque between the vehicle frame and the wheels, and can absorb and disperse the sway and roll generated when the vehicle is driving on a bumpy road section. The steering system of a vehicle is a device used to maintain or change the driving direction of the vehicle. Both are of great significance for the safe driving of the vehicle.

[0003] After the suspension system and the steering system in the prior art are integrated, usually the steering system assists the suspension system, and the operations of the two systems are interrelated and cannot operate independently without affecting each other. Summary of the Invention

[0004] The purpose of the embodiments of this application is to provide a suspension and steering integrated hydraulic system, a control system, a vehicle, and a vehicle control method, which can solve the problem that the suspension system and the steering system cannot operate independently.

[0005] To solve the above technical problems, this application is implemented as follows:

[0006] In a first aspect, the embodiments of this application provide a suspension and steering integrated hydraulic system, including:

[0007] A hydraulic power device;

[0008] A suspension assembly, the suspension assembly includes a shock absorber hydraulic actuator;

[0009] A steering assembly, the steering assembly includes a steering gear hydraulic actuator, and the steering gear hydraulic actuator is connected in parallel with the shock absorber hydraulic actuator to the hydraulic power device;

[0010] The pipeline connecting the shock absorber hydraulic actuator and the hydraulic power device is configured as a pipeline that can be switched on and off;

[0011] The pipeline connecting the steering gear hydraulic actuator and the hydraulic power device is configured as a pipeline that can be switched on and off.

[0012] The suspension and steering integrated hydraulic system further includes:

[0013] A first solenoid valve, at least one of the first solenoid valves is provided on the pipeline connecting the shock absorber hydraulic actuator and the hydraulic power device;

[0014] A second solenoid valve, at least one of the second solenoid valves is provided on the pipeline connecting the steering gear hydraulic actuator and the hydraulic power device.

[0015] Optionally, the steering hydraulic actuator includes a plurality of steering hydraulic cylinders, and a first solenoid valve is provided on the pipeline connecting each steering hydraulic cylinder to the hydraulic power unit. The plurality of steering hydraulic cylinders include a left front wheel steering hydraulic cylinder, a right front wheel steering hydraulic cylinder, a left rear wheel steering hydraulic cylinder, and a right rear wheel steering hydraulic cylinder;

[0016] Each steering hydraulic cylinder is connected to a different hydraulic power unit in a one-to-one correspondence; or,

[0017] The left front wheel steering hydraulic cylinder and the right front wheel steering hydraulic cylinder are connected to the same hydraulic power unit, and the left rear wheel steering hydraulic cylinder and the right rear wheel steering hydraulic cylinder are connected to another hydraulic power unit; or,

[0018] Each steering hydraulic cylinder is connected to the same hydraulic power unit.

[0019] Optionally, the shock absorber hydraulic actuator includes a plurality of shock absorber hydraulic cylinders, and a second solenoid valve is provided on the pipeline connecting each shock absorber hydraulic cylinder to the hydraulic power unit. The plurality of shock absorber hydraulic cylinders include a left front wheel shock absorber hydraulic cylinder, a right front wheel shock absorber hydraulic cylinder, a left rear wheel shock absorber hydraulic cylinder, and a right rear wheel shock absorber hydraulic cylinder;

[0020] Each shock absorber hydraulic cylinder is connected to a different hydraulic power unit; or,

[0021] The left front wheel shock absorber hydraulic cylinder and the right front wheel shock absorber hydraulic cylinder are connected to the same hydraulic power unit, and the left rear wheel shock absorber hydraulic cylinder and the right rear wheel shock absorber hydraulic cylinder are connected to another hydraulic power unit; or,

[0022] Each shock absorber hydraulic cylinder is connected to the same hydraulic power unit.

[0023] Optionally, the first solenoid valve or the second solenoid valve is a three-position electromagnetic directional valve.

[0024] Optionally, the first solenoid valve is a four-way solenoid valve;

[0025] When the first solenoid valve closes the two interfaces connected to the hydraulic power unit and opens the two interfaces connected to the shock absorber hydraulic actuator, a circulating oil circuit is formed between the first solenoid valve and the shock absorber hydraulic actuator.

[0026] Optionally, the integrated suspension and steering hydraulic system further includes:

[0027] A hydraulic accumulator;

[0028] On the pipeline connecting the hydraulic actuator of the shock absorber to the hydraulic power unit, and / or, on the pipeline connecting the hydraulic actuator of the steering gear to the hydraulic power unit, the hydraulic accumulator is provided.

[0029] Optionally, the integrated hydraulic system for suspension and steering further includes:

[0030] Throttle valves;

[0031] On the pipeline connecting the hydraulic actuator of the shock absorber to the hydraulic power unit, and / or, on the pipeline connecting the hydraulic actuator of the steering gear to the hydraulic power unit, the throttle valves are provided.

[0032] Optionally, a bypass branch is connected between the throttle valve on the inlet pipeline of the hydraulic actuator of the shock absorber and the throttle valve on the return pipeline of the hydraulic actuator of the shock absorber, and / or, a bypass branch is connected between the throttle valve on the inlet pipeline of the hydraulic actuator of the steering gear and the throttle valve on the return pipeline of the hydraulic actuator of the steering gear.

[0033] Optionally, the throttle valve is arranged on the pipeline between the first solenoid valve and the hydraulic actuator of the shock absorber, and / or, the throttle valve is arranged on the pipeline between the second solenoid valve and the hydraulic actuator of the steering gear.

[0034] In a second aspect, an embodiment of the present application provides a control system, including a controller and the integrated hydraulic system for suspension and steering according to any one of the above embodiments;

[0035] The hydraulic power unit is electrically connected to the controller, and the controller is configured to control the on / off of the pipelines connecting the hydraulic actuator of the shock absorber and the hydraulic actuator of the steering gear to the hydraulic power unit.

[0036] In a third aspect, an embodiment of the present application provides a vehicle, including the control system according to any one of the above embodiments.

[0037] In a fourth aspect, an embodiment of the present application provides a vehicle control method, which is used in the integrated hydraulic system for suspension and steering according to any one of the above embodiments. The vehicle control method includes:

[0038] When the hydraulic actuator of the shock absorber is conducted with the hydraulic power unit and the hydraulic actuator of the steering gear is disconnected from the hydraulic power unit, the hydraulic actuator of the shock absorber operates and the hydraulic actuator of the steering gear remains stationary;

[0039] When the hydraulic actuator of the steering gear is conducted with the hydraulic power unit and the hydraulic actuator of the shock absorber is disconnected from the hydraulic power unit, the hydraulic actuator of the steering gear operates and the hydraulic actuator of the shock absorber remains stationary;

[0040] When both the shock absorber hydraulic actuator and the steering gear hydraulic actuator are connected and communicated with the hydraulic power unit, the shock absorber hydraulic actuator and the steering gear hydraulic actuator operate;

[0041] When both the shock absorber hydraulic actuator and the steering gear hydraulic actuator are disconnected from the hydraulic power unit, the shock absorber hydraulic actuator is in a passive operation state.

[0042] In the embodiment of the present application, the suspension and steering integrated hydraulic system includes a hydraulic power unit, a suspension assembly, and a steering assembly. The operating body of the suspension assembly is the shock absorber hydraulic actuator, and the operating body of the steering assembly is the steering gear hydraulic actuator. The shock absorber hydraulic actuator and the steering gear hydraulic actuator are respectively connected in parallel to the hydraulic power unit. The pipeline connecting the shock absorber hydraulic actuator to the hydraulic power unit is configured as a pipeline that can be switched on and off, and the pipeline connecting the steering gear hydraulic actuator to the hydraulic power unit is configured as a pipeline that can be switched on and off. When the pipeline connecting the shock absorber hydraulic actuator to the hydraulic power unit is switched on and the pipeline connecting the steering gear hydraulic actuator to the hydraulic power unit is switched off, the shock absorber hydraulic actuator operates and the steering gear hydraulic actuator is stationary; when the pipeline connecting the shock absorber hydraulic actuator to the hydraulic power unit is switched off and the pipeline connecting the steering gear hydraulic actuator to the hydraulic power unit is switched on, the steering gear hydraulic actuator operates and the shock absorber hydraulic actuator is stationary; when both the shock absorber hydraulic actuator and the steering gear hydraulic actuator are connected to the hydraulic power unit, the steering gear hydraulic actuator and the shock absorber hydraulic actuator operate simultaneously. Therefore, independent control of the suspension assembly and the steering assembly is achieved, and they can work simultaneously or independently, avoiding the need to separately set up independent control systems for the suspension assembly and the steering assembly, and reducing the manufacturing cost.

[0043] The above description is only an overview of the technical solution of the present application. In order to be able to understand the technical means of the present application more clearly, it can be implemented according to the content of the specification. And in order to make the above and other purposes, features, and advantages of the present application more obvious and understandable, the specific embodiments of the present application are specifically exemplified below. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] The above and / or additional aspects and advantages of the present application will become apparent and easy to understand from the description of the embodiments in conjunction with the following drawings, in which:

[0045] Figure 1 is the schematic diagram of the suspension and steering integrated hydraulic system provided by the embodiment of the present application;

[0046] Figure 2 is the schematic diagram of the positions of each steering hydraulic cylinder and shock absorber hydraulic cylinder in the embodiment of the present application;

[0047] Figure 3 It is the first working mode when only the hydraulic actuator of the steering gear operates in the embodiments of the present application;

[0048] Figure 4 It is the second working mode when only the hydraulic actuator of the steering gear operates in the embodiments of the present application

[0049] Figure 5 It is the first working mode when only the hydraulic actuator of the shock absorber operates in the embodiments of the present application;

[0050] Figure 6 It is the second working mode when only the hydraulic actuator of the shock absorber operates in the embodiments of the present application;

[0051] Figure 7 It is the first working mode when the hydraulic actuators of the steering gear and the shock absorber operate simultaneously in the embodiments of the present application;

[0052] Figure 8 It is the second working mode when the hydraulic actuators of the steering gear and the shock absorber operate simultaneously in the embodiments of the present application;

[0053] Figure 9 It is the third working mode when the hydraulic actuators of the steering gear and the shock absorber operate simultaneously in the embodiments of the present application;

[0054] Figure 10 It is the fourth working mode when the hydraulic actuators of the steering gear and the shock absorber operate simultaneously in the embodiments of the present application;

[0055] Figure 11 It is the first working mode in the steady state of the hydraulic actuators of the steering gear and the shock absorber in the embodiments of the present application;

[0056] Figure 12 It is the second working mode in the steady state of the hydraulic actuators of the steering gear and the shock absorber in the embodiments of the present application.

[0057] Explanation of reference numerals:

[0058] 1 - Controller, 2 - Hydraulic power unit, 3 - Shock absorber hydraulic actuator, 31 - Shock absorber hydraulic cylinder, 31a - Left front wheel shock absorber hydraulic cylinder, 31b - Right front wheel shock absorber hydraulic cylinder, 31c - Left rear wheel shock absorber hydraulic cylinder, 31d - Right rear wheel shock absorber hydraulic cylinder, 4 - Steering gear hydraulic actuator, 41 - Steering hydraulic cylinder, 41a - Left front wheel steering hydraulic cylinder, 41b - Right front wheel steering hydraulic cylinder, 41c - Left rear wheel steering hydraulic cylinder, 41d - Right rear wheel steering hydraulic cylinder, 42 - Ball pin, 43 - Steering tie rod, 51 - First solenoid valve, 52 - Second solenoid valve, 6 - Hydraulic accumulator, 7 - Throttle valve, 71 - First throttle valve, 72 - Second throttle valve, 73 - Third throttle valve, 74 - Fourth throttle valve, 81 - First pipeline, 82 - Second pipeline, 83 - Third pipeline, 84 - Fourth pipeline. Detailed implementation manners

[0059] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Apparently, the described embodiments are some, but not all, of the embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without creative efforts shall fall within the protection scope of the present application.

[0060] The terms "first", "second", etc. in the specification and claims of the present application are used to distinguish similar objects, rather than to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present application can be implemented in an order different from those illustrated or described herein, and the objects distinguished by "first", "second", etc. are generally of the same type and do not limit the number of objects. For example, the first object can be one or multiple. In addition, "and / or" in the specification and claims means at least one of the connected objects, and the character " / " generally represents an "or" relationship between the associated objects before and after.

[0061] The suspension and steering integrated hydraulic system, control system, vehicle and vehicle control method provided by the embodiments of the present application will be described in detail below with reference to the accompanying drawings and specific embodiments and their application scenarios.

[0062] Refer to Figure 1 , the embodiments of the present application provide a suspension and steering integrated hydraulic system, including:

[0063] A hydraulic power unit 2, at least one of the hydraulic power units 2 being electrically connected to the controller 1;

[0064] A suspension assembly, the suspension assembly including a shock absorber hydraulic actuator 3;

[0065] Steering assembly, the steering assembly includes a steering gear hydraulic actuator 4, and the steering gear hydraulic actuator 4 and the shock absorber hydraulic actuator 3 are connected in parallel to the hydraulic power unit 2;

[0066] The pipeline connecting the shock absorber hydraulic actuator 3 and the hydraulic power unit 2 is configured as a pipeline that can be switched on and off;

[0067] The pipeline connecting the steering gear hydraulic actuator 4 and the hydraulic power unit 2 is configured as a pipeline that can be switched on and off.

[0068] Specifically, Figure 1 The schematic diagram of the suspension and steering integrated hydraulic system provided by the embodiment of the present application is shown, including at least one hydraulic power unit 2, a suspension assembly and a steering assembly. Among them, the hydraulic power unit 2 converts the input mechanical energy into the hydraulic energy of the working fluid to provide power for the entire hydraulic system, including but not limited to hydraulic motors and hydraulic pumps. The hydraulic power unit 2 in this embodiment selects a hydraulic pump. The action body of the suspension assembly is the shock absorber hydraulic actuator 3, and the action body of the steering assembly is the steering gear hydraulic actuator 4. The shock absorber hydraulic actuator 3 and the steering gear hydraulic actuator 4 are connected in parallel to the hydraulic power unit 2. The shock absorber hydraulic actuator 3 includes a shock absorber hydraulic cylinder 31, and the steering gear hydraulic actuator 4 includes a steering hydraulic cylinder 41. The hydraulic power unit 2 is connected with two main pipelines, one is an oil outlet pipeline and the other is an oil inlet pipeline. The shock absorber hydraulic cylinder 31 is connected with a first pipeline 81 and a second pipeline 82, and the steering hydraulic cylinder 41 is connected with a third pipeline 83 and a fourth pipeline 84. The first pipeline 81 and the third pipeline 83 are connected in parallel to one main pipeline of the hydraulic power unit 2, and the second pipeline 82 and the fourth pipeline 84 are connected in parallel to the other main pipeline of the hydraulic power unit 2. Therefore, both the shock absorber hydraulic cylinder 31 and the steering hydraulic cylinder 41 are directly connected to the hydraulic power unit 2. The pipeline connecting the shock absorber hydraulic actuator 3 and the hydraulic power unit 2 is configured as a pipeline that can be switched on and off, and at the same time, the pipeline connecting the steering gear hydraulic actuator 4 and the hydraulic power unit 2 is configured as a pipeline that can be switched on and off. Exemplarily, a flow controller, a sequence valve, a solenoid valve or a manual switch device can be set on the pipeline connecting the shock absorber hydraulic actuator 3 or the steering gear hydraulic actuator 4 and the hydraulic power unit 2 to realize the on and off of the pipeline.

[0069] In the suspension and steering integrated hydraulic system provided in the embodiment of the present application, the shock absorber hydraulic actuator 3 and the steering gear hydraulic actuator 4 are connected in parallel to the hydraulic power device 2. When the pipeline connecting the shock absorber hydraulic actuator 3 and the hydraulic power device 2 is connected, and the steering gear hydraulic actuator 4 is disconnected from the hydraulic power device 2, the shock absorber hydraulic actuator 3 is in motion, and the steering gear hydraulic actuator 4 is stationary; when the pipeline connecting the shock absorber hydraulic actuator 3 and the hydraulic power device 2 is disconnected, and the steering gear hydraulic actuator 4 is in motion, and the shock absorber hydraulic actuator 3 is stationary; when the shock absorber hydraulic actuator 3 and the steering gear hydraulic actuator 4 are both in motion with the hydraulic power device 2, the steering gear hydraulic actuator and the shock absorber hydraulic actuator are in motion at the same time. Therefore, the independent operation of the shock absorber hydraulic actuator 3 and the steering gear hydraulic actuator 4 is achieved without affecting each other, thereby avoiding the need to separately set a controller and a drive motor for the shock absorber hydraulic actuator 3 and the steering gear hydraulic actuator 4, achieving vehicle enhancement and expanding the available space in the cabin.

[0070] Optionally, refer to Figure 1 , the suspension and steering integrated hydraulic system also includes:

[0071] A first solenoid valve 51 , at least one first solenoid valve 51 is provided on the pipeline connecting the shock absorber hydraulic actuator 3 and the hydraulic power device 2 ;

[0072] A second solenoid valve 52 , at least one second solenoid valve 52 is provided on the pipeline connecting the steering gear hydraulic actuator 4 and the hydraulic power device 2 .

[0073] Specifically, if Figure 1As shown, a first solenoid valve 51 is provided on the first pipeline and the second pipeline 82 through which the shock-absorbing hydraulic cylinder 31 is connected to the hydraulic power unit 2, and a second solenoid valve 52 is provided on the third pipeline 83 and the fourth pipeline 84 through which the steering hydraulic cylinder 41 is connected to the hydraulic power unit 2. The first solenoid valve 51 controls the shock-absorbing hydraulic cylinder 31 to be in an operating or stationary state by the on-off of the valve body, and the second solenoid valve 52 controls the steering hydraulic cylinder 41 to be in an operating or stationary state by the on-off of the valve body. The first solenoid valve 51 and the second solenoid valve 52 are both set as four-way solenoid valves, that is, they are provided with four interfaces that do not communicate with each other but can be connected to the pipelines. Among them, two interfaces of the first solenoid valve 51 are respectively connected to the hydraulic power unit 2, and the other two interfaces are respectively connected to the shock-absorbing hydraulic cylinder 31; two interfaces of the second solenoid valve 52 are respectively connected to the hydraulic power unit 2, and the other two interfaces are respectively connected to the steering hydraulic cylinder 41. The hydraulic power unit 2, the first solenoid valve 51 and the second solenoid valve 52 are all electrically connected to the controller 1. The action instructions of the hydraulic power unit 2, the first solenoid valve 51 and the second solenoid valve 52 can be controlled by their respective controllers or uniformly controlled by the central controller 1 set on the vehicle to control the shock absorber hydraulic actuator 3 and / or the steering gear hydraulic actuator 4 to be in an operating or stationary state.

[0074] Specifically, in some embodiments, when the hydraulic power unit 2 is powered on, such as Figure 3 and Figure 4 , when the second solenoid valve 52 is turned on and the first solenoid valve 51 is turned off, the shock-absorbing hydraulic cylinder 31 is stationary and the steering hydraulic cylinder 41 is operating; such as Figure 5 and Figure 6 , when the first solenoid valve 51 is turned on and the second solenoid valve 52 is turned off, the shock-absorbing hydraulic cylinder 31 is operating and the steering hydraulic cylinder 41 is stationary; such as Figures 7 to 10 , when both the first solenoid valve 51 and the second solenoid valve 52 are turned on, the shock-absorbing hydraulic cylinder 31 and the steering hydraulic cylinder 41 operate simultaneously. When the motor of the hydraulic power unit 2 is powered off, such as Figures 11 to 12 , the shock-absorbing hydraulic cylinder 31 is in a steady state and will not act actively. The control of the solenoid valve is precise and the response speed is fast, realizing the on-off function of the pipeline between the shock absorber hydraulic actuator 3 and the steering gear hydraulic actuator 4 and the hydraulic power unit 4.

[0075] Optionally, referring to Figure 1 and Figure 2 , the steering gear hydraulic actuator 4 includes a plurality of steering hydraulic cylinders 41, and a first solenoid valve 51 is provided on the pipeline through which each steering hydraulic cylinder 41 is connected to the hydraulic power unit 2. The plurality of steering hydraulic cylinders 41 include a left front wheel steering hydraulic cylinder 41a, a right front wheel steering hydraulic cylinder 41b, a left rear wheel steering hydraulic cylinder 41c and a right rear wheel steering hydraulic cylinder 41d;

[0076] Each of the steering hydraulic cylinders 41 is connected to a different one of the hydraulic power units 2 in a one-to-one correspondence; or,

[0077] The left front wheel steering hydraulic cylinder 41a and the right front wheel steering hydraulic cylinder 41b are connected to the same hydraulic power unit 2, and the left rear wheel steering hydraulic cylinder 41c and the right rear wheel steering hydraulic cylinder 41d are connected to another hydraulic power unit 2; or,

[0078] Each of the steering hydraulic cylinders 41 is connected to the same hydraulic power unit 2.

[0079] Specifically, as Figure 1 and Figure 2 shown, the steering hydraulic actuator 4 includes a left front wheel steering hydraulic cylinder 41a, a right front wheel steering hydraulic cylinder 41b, a left rear wheel steering hydraulic cylinder 41c, and a right rear wheel steering hydraulic cylinder 41d. Each steering hydraulic cylinder 41 is connected to a first solenoid valve 51 to achieve independent control of the steering hydraulic cylinders 41 without mutual influence. The number of hydraulic power units 2 provided can be one, two, or four. Specifically, when each steering hydraulic cylinder 41 is connected to a different hydraulic power unit 2, four hydraulic power units 2 need to be provided for the overall system; the left front wheel steering hydraulic cylinder 41a and the right front wheel steering hydraulic cylinder 41b are connected to the same hydraulic power unit 2, and the left rear wheel steering hydraulic cylinder 41c and the right rear wheel steering hydraulic cylinder 41d are connected to another hydraulic power unit 2, that is, one hydraulic power unit 2 is connected to the front wheel steering hydraulic cylinders, and another hydraulic power unit 2 is connected to the rear wheel steering hydraulic cylinders. Two hydraulic power units 2 need to be provided for the overall system; when each steering hydraulic cylinder 41 is connected to the same hydraulic power unit 2, only one hydraulic power unit 2 needs to be provided for the overall system. At this time, the manufacturing costs of the hydraulic power unit 2 and the motor are reduced, but the complexity of system integration is increased.

[0080] Specifically, the steering hydraulic cylinder 41 is connected to the steering tie rod 43 through a ball pin 42. When the hydraulic power unit 2 and the motor rotate forward, the steering tie rod 43 is in a stretched state, causing the left wheel to turn right and the right wheel to turn left; when the hydraulic power unit 2 and the motor rotate in reverse, the steering tie rod 43 is in a compressed state, causing the left wheel to turn left and the right wheel to turn right. When the front wheels and the rear wheels of the vehicle turn in opposite directions, it is suitable for the turning scenario at high speed; when the four wheels of the vehicle turn in the same direction, at this time the vehicle is in a crab step or wedge step state, which is suitable for the scenario of overtaking at high speed or crossing an obstacle in a roadway; when the four wheels of the vehicle turn differently, the vehicle can achieve in-situ steering, which is suitable for the scenario of turning around on a narrow road. Therefore, by independently controlling the four-wheel steering hydraulic cylinders 41, different driving scenarios are realized.

[0081] Optionally, referring to Figure 1 and Figure 2, the hydraulic actuator 3 of the shock absorber includes a plurality of shock-absorbing hydraulic cylinders 31, and a second solenoid valve 52 is provided on the pipeline connecting each shock-absorbing hydraulic cylinder 31 to the hydraulic power device 2; the plurality of shock-absorbing hydraulic cylinders 31 include a left front wheel shock-absorbing hydraulic cylinder 31a, a right front wheel shock-absorbing hydraulic cylinder 31b, a left rear wheel shock-absorbing hydraulic cylinder 31c, and a right rear wheel shock-absorbing hydraulic cylinder 31d;

[0082] Each shock-absorbing hydraulic cylinder 31 is connected to a different hydraulic power device 2 in a one-to-one correspondence; or,

[0083] The left front wheel shock-absorbing hydraulic cylinder 31a and the right front wheel shock-absorbing hydraulic cylinder 31b are connected to the same hydraulic power device 2, and the left rear wheel shock-absorbing hydraulic cylinder 31c and the right rear wheel shock-absorbing hydraulic cylinder 31d are connected to another hydraulic power device 2; or,

[0084] Each shock-absorbing hydraulic cylinder 31 is connected to the same hydraulic power device 2.

[0085] Specifically, as Figure 1 and Figure 2 shown, the hydraulic actuator 3 of the shock absorber includes a left front wheel shock-absorbing hydraulic cylinder 31a, a right front wheel shock-absorbing hydraulic cylinder 31b, a left rear wheel shock-absorbing hydraulic cylinder 31c, and a right rear wheel shock-absorbing hydraulic cylinder 31d. Each shock-absorbing hydraulic cylinder 31 is connected to a second solenoid valve 52, realizing independent control of the shock-absorbing hydraulic cylinders 31 without mutual influence. Combining with the setting method of the steering hydraulic cylinder 41, when a steering hydraulic cylinder 41 and a shock-absorbing hydraulic cylinder 31 are connected to a hydraulic power device 2, four hydraulic power devices 2 need to be set in the overall system; when the front wheel steering hydraulic cylinder and the front wheel shock-absorbing hydraulic cylinder are connected to a hydraulic power device 2, and the rear wheel steering hydraulic cylinder and the rear wheel shock-absorbing hydraulic cylinder are connected to another hydraulic power device 2, two hydraulic power devices 2 need to be set in the overall system; when all the steering hydraulic cylinders 41 and the shock-absorbing hydraulic cylinders 31 are connected to the same hydraulic power device 2, only one hydraulic power device 2 needs to be set in the overall system.

[0086] Optionally, referring to Figure 1 , the first solenoid valve 51 or the second solenoid valve 52 is a three-position electromagnetic reversing valve.

[0087] Specifically, the spool valve of the first solenoid valve 51 or the second solenoid valve 52 has three working states. One is the normal position, where all four interfaces of the solenoid valve are disconnected from the pipelines, the solenoid valve is off, and the hydraulic cylinder is stationary; one is the forward conduction position, which enables the oil inlet pipeline of the hydraulic cylinder to communicate with the oil outlet pipeline of the hydraulic power unit 2, and the oil outlet pipeline of the hydraulic cylinder to communicate with the oil inlet pipeline of the hydraulic power unit 2. The hydraulic cylinder is connected to the hydraulic power unit 2 and the hydraulic cylinder operates; the other is the cross commutation position, which makes the flow direction of the oil in the pipeline opposite to that in the forward conduction position, changing the working state of the hydraulic cylinder, that is, changing from the compression state to the stretching state, or from the stretching state to the compression state, to adapt to different driving scenarios. The second solenoid valve 5 in this embodiment is set as a three-position electromagnetic directional valve.

[0088] Optionally, referring to Figure 10 and Figure 11 , the first solenoid valve 51 is a four-way solenoid valve;

[0089] When the first solenoid valve 51 closes the two interfaces connected to the hydraulic power unit 2 and opens the two interfaces connected to the hydraulic actuator 3 of the shock absorber, a circulating oil circuit is formed between the first solenoid valve 51 and the hydraulic actuator 3 of the shock absorber.

[0090] Specifically, as shown in Figure 10 and Figure 11 , when the motor and the hydraulic power unit 2 are powered off, the hydraulic actuator 3 of the shock absorber can be in the passive working state. When the spool valve of the first solenoid valve 51 slides to close the two interfaces connected to the hydraulic power unit 2 and opens the two interfaces connected to the hydraulic actuator 3 of the shock absorber, a circulating oil circuit is formed between the first solenoid valve 51 and the hydraulic actuator 3 of the shock absorber. According to the driving road conditions, the first solenoid valve 51 controls the compression or stretching of the shock absorber hydraulic cylinder 31 to change the working state of the suspension assembly.

[0091] In some embodiments, taking the left front wheel as an example, the different working modes of its suspension and steering integrated hydraulic system are as follows, with the arrow indicating the flow direction of the oil in the pipeline:

[0092] When the second solenoid valve 52 is conducting and the first solenoid valve 51 is off, only the hydraulic actuator 4 of the steering gear operates in this system, and the two working modes are as follows:

[0093] The first working mode is that the motor rotates forward, as shown in Figure 3As shown, the hydraulic pressure of the oil flowing into the lower cavity of the steering hydraulic cylinder 41 increases, and the hydraulic pressure of the oil flowing out of the upper cavity decreases. The piston of the steering hydraulic cylinder 41 stretches, causing the steering tie rod 43 to stretch, and the left front wheel turns to the right. In this case, if the right front wheel turns to the right and the rear wheels turn in the opposite direction to the front wheels, the vehicle is suitable for the right-turn scenario under high-speed driving conditions; if all four wheels turn in the same direction, the vehicle is suitable for the scenarios of high-speed overtaking or crossing obstacles in a roadway; if the four wheels turn in different directions, the vehicle can achieve in-situ turning, which is suitable for the U-turn scenario on a narrow road.

[0094] In the second working mode, the motor rotates in the reverse direction. As Figure 4 shown, the hydraulic pressure of the oil flowing into the upper cavity of the steering hydraulic cylinder 41 increases, and the hydraulic pressure of the oil flowing out of the lower cavity decreases. The piston of the steering hydraulic cylinder 41 compresses, causing the steering tie rod 43 to compress, and the left front wheel turns to the left. In this case, if the right front wheel turns to the left and the rear wheels turn in the opposite direction to the front wheels, the vehicle is suitable for the left-turn scenario under high-speed driving conditions. The other two scenarios are the same as those in the first working mode and will not be elaborated here.

[0095] When the first solenoid valve 51 is turned on and the second solenoid valve 52 is turned off, only the shock absorber hydraulic actuator 3 of the system operates. The two working modes are as follows:

[0096] In the first working mode, the motor rotates in the forward direction. As Figure 5 shown, the hydraulic pressure of the oil flowing into the lower cavity of the shock absorber hydraulic cylinder 31 increases, and the hydraulic pressure of the oil flowing out of the upper cavity decreases. The piston of the shock absorber hydraulic cylinder 31 stretches, and the suspension assembly operates, causing the vehicle chassis to rise. This is suitable for the driving scenario of transitioning from a good road surface to a bumpy gravel road without the need for steering, and it can prevent the vehicle chassis from hitting the road surface.

[0097] In the second working mode, the motor rotates in the reverse direction. As Figure 6 shown, the hydraulic pressure of the oil flowing into the upper cavity of the shock absorber hydraulic cylinder 31 increases, and the hydraulic pressure of the oil flowing out of the lower cavity decreases. The piston of the shock absorber hydraulic cylinder 31 compresses, and the suspension assembly operates, causing the vehicle chassis to lower. This is suitable for the driving scenario on a good road surface without the need for steering. It can reduce the aerodynamic drag of the vehicle, reduce the vehicle's energy consumption, and improve the vehicle's acceleration.

[0098] When both the first solenoid valve 51 and the second solenoid valve 52 are turned on, it is necessary to increase the motor power to ensure that the shock absorber hydraulic actuator 3 and the steering gear hydraulic actuator 4 operate simultaneously. The four working modes are as follows:

[0099] In the first working mode, the motor rotates in the reverse direction, and the second solenoid valve 5 is in the forward-conducting position. As Figure 7 shown, the piston of the steering hydraulic cylinder 41 compresses, causing the steering tie rod 43 to compress, the left front wheel turns to the left, the piston of the shock absorber hydraulic cylinder 31 compresses, and the vehicle chassis lowers. The vehicle is in a high-speed turning scenario.

[0100] In the second working mode, the motor rotates forward, and the second solenoid valve 5 is in the forward conduction position. As shown Figure 8 in the figure, the piston of the steering hydraulic cylinder 41 stretches, causing the steering tie rod 43 to stretch, the left front wheel to turn right, the piston of the shock-absorbing hydraulic cylinder 31 to stretch, the vehicle chassis to lift, and the vehicle to turn right or turn in place.

[0101] In the third working mode, the motor rotates in reverse, and the second solenoid valve 5 is in the cross-commutation position. As shown Figure 9 in the figure, the piston of the steering hydraulic cylinder 41 stretches, causing the steering tie rod 43 to stretch, the left front wheel to turn right, the piston of the shock-absorbing hydraulic cylinder 31 to compress, the vehicle chassis to lower, and the vehicle to be in a high-speed turning scenario.

[0102] In the fourth working mode, the motor rotates in reverse, and the second solenoid valve 5 is in the cross-commutation position. As shown Figure 10 in the figure, the piston of the steering hydraulic cylinder 41 compresses, causing the steering tie rod 43 to compress, the left front wheel to turn left, the piston of the shock-absorbing hydraulic cylinder 31 to stretch, the vehicle chassis to lift, and the vehicle to turn left or turn in place.

[0103] When the hydraulic power unit 2 is powered off and stops working, the steering hydraulic actuator 4 is stationary, the upper and lower chambers of the steering hydraulic cylinder 41 are not connected, and the vehicle does not turn. The first solenoid valve 51 closes the two interfaces connected to the hydraulic power unit 2 and opens the two interfaces connected to the shock-absorbing hydraulic actuator 3, enabling the shock-absorbing hydraulic actuator 3 to be in a passive working state and adjust the suspension working state according to the road conditions to ensure the safety of vehicle driving. The two working modes are as follows:

[0104] In the first working mode, the oil pressure in the upper chamber of the shock-absorbing hydraulic cylinder 31 increases as oil flows in, the oil pressure in the lower chamber decreases as the oil flows out, the piston of the shock-absorbing hydraulic cylinder 31 compresses, and the suspension assembly acts to lower the vehicle chassis.

[0105] In the second working mode, by the action of the first solenoid valve 51, the oil flow direction is changed, causing the oil pressure in the lower chamber of the shock-absorbing hydraulic cylinder 31 to increase as oil flows in, the oil pressure in the upper chamber to decrease as the oil flows out, the piston of the shock-absorbing hydraulic cylinder 31 to stretch, and the suspension assembly to act to raise the vehicle chassis.

[0106] Optionally, referring to Figure 1 , the suspension and steering integrated hydraulic system further includes:

[0107] A hydraulic accumulator 6;

[0108] The hydraulic accumulator 6 is provided on the pipeline connecting the shock-absorbing hydraulic actuator 3 and the hydraulic power unit 2, and / or on the pipeline connecting the steering hydraulic actuator 3 and the hydraulic power unit 2.

[0109] Specifically, as Figure 1 shown, the hydraulic accumulator 6 is arranged on the pipeline connecting the shock absorber hydraulic actuator 3 and the hydraulic power unit 2 and / or on the pipeline connecting the steering gear hydraulic actuator 3 and the hydraulic power unit 2. When the system switches from the state of single operation of the suspension assembly or the steering assembly to the co - operation state, the hydraulic accumulator 6 works. Through the pressure change, part of the oil flows from the pipeline of the shock absorber hydraulic actuator 3 into the pipeline of the steering gear hydraulic actuator 3, or from the pipeline of the steering gear hydraulic actuator 3 into the pipeline of the shock absorber hydraulic actuator 3, ensuring sufficient oil supply for each hydraulic actuator and the stable operation of the system.

[0110] Optionally, referring to Figure 1 , the suspension and steering integrated hydraulic system further includes:

[0111] A throttle valve 7;

[0112] The throttle valve 7 is arranged on the pipeline connecting the shock absorber hydraulic actuator 3 and the hydraulic power unit 2 and / or on the pipeline connecting the steering gear hydraulic actuator 4 and the hydraulic power unit 2.

[0113] Optionally, referring to Figure 1 , a bypass branch is connected between the throttle valve 7 on the inlet pipeline of the shock absorber hydraulic actuator 3 and the throttle valve 7 on the return pipeline of the shock absorber hydraulic actuator 3, and / or a bypass branch is connected between the throttle valve 7 on the inlet pipeline of the steering gear hydraulic actuator 4 and the throttle valve 7 on the return pipeline of the steering gear hydraulic actuator 4.

[0114] Specifically, as Figure 1 shown, the throttle valve 7 is arranged on the pipeline connecting the shock absorber hydraulic actuator 3 and the hydraulic power unit 2 and / or on the pipeline connecting the steering gear hydraulic actuator 4 and the hydraulic power unit 2 to control the flow rate. The throttle valve can be arranged near one end of the hydraulic power unit 2 or near one end of the shock absorber hydraulic actuator 3 or the steering gear hydraulic actuator 4. In this embodiment, a throttle valve 7 is arranged on each of the first pipeline 81, the second pipeline 82, the third pipeline 83 and the fourth pipeline 84, which are the first throttle valve 71, the second throttle valve 72, the third throttle valve 73 and the fourth throttle valve 74 respectively. Among them, a bypass branch is arranged between the first throttle valve 71 and the second throttle valve 72 to balance the pipeline pressure.

[0115] Optionally, referring to Figure 1 , the throttle valve 7 is arranged on the pipeline between the first solenoid valve 51 and the shock absorber hydraulic actuator 3 and / or on the pipeline between the second solenoid valve 52 and the steering gear hydraulic actuator 4.

[0116] Specifically, the throttle valve 7 of this embodiment is arranged close to the hydraulic actuator 4, that is, the first throttle valve 71 and the second throttle valve 72 are arranged close to the shock absorber hydraulic actuator 3, and the third throttle valve 73 and the fourth throttle valve 74 are arranged close to the steering gear hydraulic actuator 4, directly controlling the flow rate of the hydraulic cylinder in the hydraulic actuator. Compared with arranging the throttle valve 7 at one end close to the hydraulic power unit 2, the flow rate control effect is more significant.

[0117] The embodiment of the present application also provides a control system, including a controller 1 and the suspension and steering integrated hydraulic system described in any one of the above embodiments;

[0118] The hydraulic power unit 2 is electrically connected to the controller 1, and the controller 1 is used to control the on-off of the pipelines connecting the shock absorber hydraulic actuator 3 and the steering gear hydraulic actuator 4 to the hydraulic power unit 2.

[0119] Specifically, the control system provided by the embodiment of the present application is used to control the suspension and steering integrated hydraulic system. The controller 1 is the central controller of the vehicle, receiving vehicle electrical signals including but not limited to wheel speed sensor signals, EPB (Electrical Park Brake) switch signals, pedal stroke and acceleration signals, suspension sensor signals or driver operation instructions, to control the on-off of the hydraulic power unit 2, the first solenoid valve 51 and the second solenoid valve 52. By setting the central controller, it is avoided to set controllers for the suspension assembly and the steering assembly respectively, reducing the manufacturing cost.

[0120] The embodiment of the present application also provides a vehicle, including the control system described in any one of the above embodiments, realizing the independent operation of the shock absorber hydraulic actuator 3 and the steering gear hydraulic actuator 4 without mutual influence, and avoiding setting controllers and drive motors for the shock absorber hydraulic actuator 3 and the steering gear hydraulic actuator 4 separately, realizing the strong quantization of the whole vehicle and expanding the available space in the cabin.

[0121] The embodiment of the present application also provides a vehicle control method, which is used in the suspension and steering integrated hydraulic system described in any one of the above embodiments, including:

[0122] When the first solenoid valve 51 is turned on and the second solenoid valve 52 is turned off, the shock absorber hydraulic actuator 3 is connected to the hydraulic power unit 2, the steering gear hydraulic actuator 4 is disconnected from the hydraulic power unit 2, the shock absorber hydraulic actuator 3 operates, and the steering gear hydraulic actuator 4 is stationary;

[0123] When the first solenoid valve 51 is disconnected and the second solenoid valve 52 is turned on, the steering hydraulic actuator 4 is connected to the hydraulic power unit 2, the shock absorber hydraulic actuator 3 is disconnected from the hydraulic power unit 2, the steering hydraulic actuator 4 operates, and the shock absorber hydraulic actuator 3 remains stationary;

[0124] When both the first solenoid valve 51 and the second solenoid valve 52 are turned on, both the shock absorber hydraulic actuator 3 and the steering hydraulic actuator 4 are connected to the hydraulic power unit 2, and both the shock absorber hydraulic actuator 3 and the steering hydraulic actuator 4 operate;

[0125] When both the first solenoid valve 51 and the second solenoid valve 52 are disconnected from the hydraulic power unit 2 and the first solenoid valve 51 is turned on to the shock absorber hydraulic actuator 3, the shock absorber hydraulic actuator 3 is in a passive operation state.

[0126] In summary, by the action instructions given by the controller 1 to the hydraulic power unit 2, the first solenoid valve 51 and the second solenoid valve 52, the shock absorber hydraulic actuator 3 and / or the steering hydraulic actuator 4 are independently controlled to be in an operating or stationary state, and different working states are realized to suit different scenario modes.

[0127] It should be noted that in this article, the terms "including", "comprising" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements but also includes other elements not expressly listed, or also includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the phrase "including a..." does not exclude the presence of additional identical elements in the process, method, article or device including such element.

[0128] The embodiments of the present application have been described above in conjunction with the accompanying drawings. However, the present application is not limited to the above specific embodiments. The above specific embodiments are merely illustrative and not restrictive. Under the inspiration of the present application, those of ordinary skill in the art can also make many forms without departing from the purpose of the present application and the scope protected by the claims, and all of them fall within the protection scope of the present application.

Claims

1. A suspension and steering integrated hydraulic system, characterized in that, it includes: a hydraulic power unit; a suspension assembly, the suspension assembly including a shock absorber hydraulic actuator; a steering assembly, the steering assembly including a steering gear hydraulic actuator, the steering gear hydraulic actuator being connected in parallel with the shock absorber hydraulic actuator to the hydraulic power unit; the pipeline connecting the shock absorber hydraulic actuator to the hydraulic power unit is configured as an on-off pipeline; the pipeline connecting the steering gear hydraulic actuator to the hydraulic power unit is configured as an on-off pipeline.

2. The suspension and steering integrated hydraulic system according to claim 1, characterized in that, the suspension and steering integrated hydraulic system further includes: a first solenoid valve, at least one of the first solenoid valves being provided on the pipeline connecting the shock absorber hydraulic actuator to the hydraulic power unit; a second solenoid valve, at least one of the second solenoid valves being provided on the pipeline connecting the steering gear hydraulic actuator to the hydraulic power unit.

3. The suspension and steering integrated hydraulic system according to claim 2, characterized in that, the steering gear hydraulic actuator includes a plurality of steering hydraulic cylinders, and one of the first solenoid valves is provided on the pipeline connecting each of the steering hydraulic cylinders to the hydraulic power unit; the plurality of steering hydraulic cylinders include a left front wheel steering hydraulic cylinder, a right front wheel steering hydraulic cylinder, a left rear wheel steering hydraulic cylinder and a right rear wheel steering hydraulic cylinder; each of the steering hydraulic cylinders is connected to a different hydraulic power unit in a one-to-one correspondence; or, the left front wheel steering hydraulic cylinder and the right front wheel steering hydraulic cylinder are connected to the same hydraulic power unit, and the left rear wheel steering hydraulic cylinder and the right rear wheel steering hydraulic cylinder are connected to another hydraulic power unit; or, each of the steering hydraulic cylinders is connected to the same hydraulic power unit.

4. The suspension and steering integrated hydraulic system according to claim 2, characterized in that, the shock absorber hydraulic actuator includes a plurality of shock absorber hydraulic cylinders, and one of the second solenoid valves is provided on the pipeline connecting each of the shock absorber hydraulic cylinders to the hydraulic power unit; the plurality of shock absorber hydraulic cylinders include a left front wheel shock absorber hydraulic cylinder, a right front wheel shock absorber hydraulic cylinder, a left rear wheel shock absorber hydraulic cylinder and a right rear wheel shock absorber hydraulic cylinder; each of the shock absorber hydraulic cylinders is connected to a different hydraulic power unit in a one-to-one correspondence; or, the left front wheel shock absorber hydraulic cylinder and the right front wheel shock absorber hydraulic cylinder are connected to the same hydraulic power unit, and the left rear wheel shock absorber hydraulic cylinder and the right rear wheel shock absorber hydraulic cylinder are connected to another hydraulic power unit; or, each of the shock absorber hydraulic cylinders is connected to the same hydraulic power unit.

5. The suspension and steering integrated hydraulic system according to claim 2, characterized in that, the first solenoid valve or the second solenoid valve is a three-position electromagnetic reversing valve.

6. The suspension and steering integrated hydraulic system according to claim 2, characterized in that, the first solenoid valve is a four-way solenoid valve; When the first solenoid valve closes the two interfaces connected to the hydraulic power unit and opens the two interfaces connected to the shock absorber hydraulic actuator, a circulating oil circuit is formed between the first solenoid valve and the shock absorber hydraulic actuator.

7. The integrated suspension and steering hydraulic system according to any one of claims 2 to 6, wherein, the integrated suspension and steering hydraulic system further comprises: a hydraulic accumulator; the hydraulic accumulator is provided on the pipeline connecting the shock absorber hydraulic actuator and the hydraulic power unit, and / or on the pipeline connecting the steering gear hydraulic actuator and the hydraulic power unit.

8. The integrated suspension and steering hydraulic system according to claim 7, wherein, the integrated suspension and steering hydraulic system further comprises: a throttle valve; the throttle valve is provided on the pipeline connecting the shock absorber hydraulic actuator and the hydraulic power unit, and / or on the pipeline connecting the steering gear hydraulic actuator and the hydraulic power unit.

9. The integrated suspension and steering hydraulic system according to claim 8, wherein, a bypass branch is connected between the throttle valve on the inlet pipeline of the shock absorber hydraulic actuator and the throttle valve on the return pipeline of the shock absorber actuator, and / or a bypass branch is connected between the throttle valve on the inlet pipeline of the steering gear hydraulic actuator and the throttle valve on the return pipeline of the steering gear hydraulic actuator.

10. The integrated suspension and steering hydraulic system according to claim 8, wherein, the throttle valve is provided on the pipeline between the first solenoid valve and the shock absorber hydraulic actuator, and / or the throttle valve is provided on the pipeline between the second solenoid valve and the steering gear hydraulic actuator.

11. A control system, wherein, comprises a controller and the integrated suspension and steering hydraulic system according to any one of claims 1 to 10; the hydraulic power unit is electrically connected to the controller, and the controller is used to control the on-off of the pipelines connecting the shock absorber hydraulic actuator and the steering gear hydraulic actuator to the hydraulic power unit.

12. A vehicle, wherein, comprises the control system according to claim 11.

13. A vehicle control method, used in the integrated suspension and steering hydraulic system according to any one of claims 1 to 10, wherein, the vehicle control method comprises: when the shock absorber hydraulic actuator is conducted with the hydraulic power unit and the steering gear hydraulic actuator is disconnected from the hydraulic power unit, the shock absorber hydraulic actuator operates and the steering gear hydraulic actuator is stationary; when the steering gear hydraulic actuator is conducted with the hydraulic power unit and the shock absorber hydraulic actuator is disconnected from the hydraulic power unit, the steering gear hydraulic actuator operates and the shock absorber hydraulic actuator is stationary; when both the shock absorber hydraulic actuator and the steering gear hydraulic actuator are conducted with the hydraulic power unit, the shock absorber hydraulic actuator and the steering gear hydraulic actuator operate; When both the hydraulic actuator of the shock absorber and the hydraulic actuator of the steering gear are disconnected from the hydraulic power unit, the hydraulic actuator of the shock absorber is in a passive operation state.

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