Active suspension system

Abstract

The invention relates to the technical field of shock absorbers, in particular to an active suspension system. The inlet end of the high-pressure energy accumulator is connected to the oil tank; the outlet end of the high-pressure energy accumulator is connected with an inlet of a first pressure control valve, an outlet of the first pressure control valve is connected with a first valve port of a first reversing valve and an inlet of a first overflow valve, and an outlet of the first overflow valve and a second valve port of the first reversing valve are converged into a first oil return branch to be connected to an oil tank; a first oil port of the shock absorber is connected to a third valve port of the first reversing valve, and a second oil port of the shock absorber is connected to a fourth valve port of the first reversing valve; the pressure sensing unit comprises a first pressure sensor arranged at the outlet end of the high-pressure energy accumulator, a second pressure sensor arranged at the inlet end of the first overflow valve, a third pressure sensor arranged on an oil way of a first oil port of the shock absorber and a fourth pressure sensor arranged on a right way of a second oil port of the shock absorber. And the electronic controller is connected with each pressure sensor, the first pressure control valve and the vehicle sensor.

Description

Technical Field

[0001] This application relates to the technical field of shock absorbers, and particularly to an active suspension system. Background Art

[0002] The harm caused by the vibration of the vehicle body during vehicle driving to the driver and passengers cannot be ignored. With the increasing demand for material life by people, the comfort of vehicle driving has attracted more and more attention inside and outside the industry.

[0003] When a vehicle is driving, the unevenness of the track surface is one of the main reasons for causing vibration. When the vehicle passes through uneven areas such as track joints and turnouts, vertical impact vibration will be generated, and this vibration will be transmitted to the vehicle body through the wheelset (wheels) and bogie (axle). At the same time, the lateral vibration of the wheelset and the track surface will also be transmitted to the vehicle body through the bogie, resulting in complex vibration responses of the vehicle body. These vibrations not only affect the smoothness of the vehicle, but also cause fatigue damage to the vehicle structure and reduce the service life of the vehicle.

[0004] To attenuate the vibration energy and improve the driving comfort of the vehicle, the currently widely used design is to configure a primary vertical hydraulic shock absorber between the bogie and the wheels. The main function of this shock absorber is to buffer the impact between the wheels and the track, reduce the transmission of high-frequency vibration to the vehicle body, and improve the driving comfort of the vehicle. The currently widely used design is to configure a primary vertical hydraulic shock absorber between the bogie and the wheels, a secondary vertical hydraulic shock absorber between the vehicle body and the bogie, a secondary lateral hydraulic shock absorber between the vehicle body and the bogie, and an anti-hunting hydraulic shock absorber between the vehicle body underframe and the bogie frame.

[0005] The hydraulic shock absorber generates a damping force by using the resistance of the flow of hydraulic oil through the principle of small-hole damping to suppress vibration. However, there are certain limitations in adopting the traditional small-hole damping principle. Since the output of its damping force mainly depends on the flow rate of the hydraulic oil and the size of the small hole, it is difficult to accurately adjust the magnitude of the damping force according to the actual vibration state of the vehicle. Under different driving conditions, the damping force required by the vehicle is different. For example, when driving at low speed, a smaller damping force is required to ensure the comfort of the vehicle; while when driving at high speed, a larger damping force is required to improve the stability of the vehicle. The traditional small-hole damping hydraulic shock absorber cannot meet this dynamic adjustment requirement, so it cannot accurately output the actually required damping force and is difficult to effectively improve the comfort of the vehicle. Especially under special conditions such as complex road conditions and high-speed driving, the deficiencies of its performance are more obvious. Summary of the Invention

[0006] The present invention solves at least one of the technical problems in the related art to some extent, and provides an active suspension system that can more accurately and effectively adjust the shock absorption performance of the shock absorber.

[0007] To achieve the above object, in a first aspect, the present invention provides an active suspension system, comprising:

[0008] It includes an oil tank, a high-pressure accumulator, vehicle sensors, an electronic control unit and a shock-absorbing unit. The oil tank is used to store the working medium; the vehicle sensors are used to detect vehicle vibration data; the inlet end of the high-pressure accumulator is connected to the oil tank via a motor and a gear pump;

[0009] The shock-absorbing unit includes a first pressure control valve, a first reversing valve, a shock absorber, and a pressure sensing unit;

[0010] The outlet end of the high-pressure accumulator is connected to the inlet of the first pressure control valve, the outlet of the first pressure control valve is connected to the first valve port of the first reversing valve, and the inlet of a first overflow valve. The outlet of the first overflow valve and the second valve port of the first reversing valve merge into a first oil return branch and are connected to the oil tank;

[0011] The shock absorber includes a first oil port and a second oil port. The first oil port of the shock absorber is connected to the third valve port of the first reversing valve, and the second oil port of the shock absorber is connected to the fourth valve port of the first reversing valve;

[0012] The pressure sensing unit includes a first pressure sensor arranged at the outlet end of the high-pressure accumulator, a second pressure sensor arranged at the inlet end of the first overflow valve, a third pressure sensor arranged on the oil path of the first oil port of the shock absorber, and a fourth pressure sensor arranged on the right path of the second oil port of the shock absorber;

[0013] The electronic controller is connected to each pressure sensor of the pressure sensing unit, the first pressure control valve and the vehicle sensors;

[0014] The electronic controller is configured to:

[0015] When the detection data of the first pressure sensor exceeds the set value, stop the motor from working;

[0016] Generate opening control data for the first pressure control valve according to the acceleration and amplitude of the external vibration in the vehicle information received by the vehicle sensors, and control the opening of the first pressure control valve according to the detection data of the second pressure sensor;

[0017] Control the passage of the first reversing valve to switch to the oil path where the third pressure sensor or the fourth pressure sensor is located.

[0018] In some implementation manners of the first aspect, the electronic controller is configured to:

[0019] Control the oil filling amount into the shock absorber oil cavity according to the pressure values detected by the third pressure sensor and the fourth pressure sensor, and the vehicle operation data detected by the vehicle sensors.

[0020] In the embodiments of the present application, the vehicle sensor can detect the vibration data of the vehicle in real time, including information such as the acceleration, displacement, and speed of the vehicle body. These data are transmitted to the electronic control unit (ECU). The ECU quickly calculates the required damping force based on the vibration data monitored in real time, and precisely adjusts the hydraulic oil flow and pressure in the shock absorber by controlling the opening degrees of the first pressure control valve and the first reversing valve, thereby achieving real-time suppression of vehicle vibration. Compared with the traditional passive suspension system, this active control method can more accurately respond to vibrations under different road conditions, effectively reduce the bumpiness of the vehicle body, and significantly improve the driving comfort of the vehicle. Since the system can dynamically adjust the damping force according to the actual vibration state of the vehicle, it can maintain the best comfort under different driving conditions. For example, when passing through a bumpy road surface, the system can quickly increase the damping force to rapidly attenuate the vibration of the vehicle body; while on a flat road surface, the system will appropriately reduce the damping force to keep the suspension system of the vehicle flexible and further improve the riding comfort. This dynamic adjustment ability cannot be achieved by the traditional suspension system, greatly improving the passenger riding experience.

[0021] In some implementation manners of the first aspect, it further includes a low-pressure accumulator. The low-pressure accumulator is arranged on the first oil return branch. The electronic control is configured to: control the oil of the low-pressure accumulator to flow back to the shock absorber oil chamber according to the pressure values detected by the third pressure sensor and the fourth pressure sensor.

[0022] In the embodiments of the present application, by arranging a low-pressure accumulator on the oil return branch, the working medium flowing back to the fuel tank can be temporarily stored. When the shock absorber works, the hydraulic oil flows out from the oil port of the shock absorber, passes through the reversing valve and then enters the oil return branch. At this time, the low-pressure accumulator can temporarily store these refluxed hydraulic oils. This temporary storage function can, on the one hand, effectively avoid the impact and pressure fluctuations that may occur when the hydraulic oil directly and quickly flows back to the fuel tank, making the flow of the hydraulic oil more stable; on the other hand, it can supplement the cached working medium to the shock absorber when the shock absorber needs to replenish the hydraulic oil.

[0023] In some implementation manners of the first aspect, it further includes a check valve. The check valve is arranged on the oil path between the low-pressure accumulator and the fuel tank and can be conducted in the direction from the low-pressure accumulator to the fuel tank.

[0024] In the embodiments of the present application, the core function of the check valve is to ensure that the hydraulic oil can only flow from the low-pressure accumulator to the fuel tank and cannot flow reversely. During the operation of the system, the low-pressure accumulator will temporarily store the hydraulic oil refluxed from the shock absorber and release it back to the fuel tank at an appropriate time. The presence of the check valve effectively prevents the hydraulic oil from flowing reversely from the fuel tank into the low-pressure accumulator, avoiding system pressure fluctuations and component damage caused by the reverse flow of the hydraulic oil.

[0025] In certain implementations of the first aspect, the oil outlet end of the high-pressure accumulator is further connected to at least one second oil return pipeline;

[0026] One oil return pipeline is connected to the oil tank via a safety valve;

[0027] And / or,

[0028] One oil return pipeline is connected to the oil tank via a manual unloading valve.

[0029] In the embodiments of the present application, the safety valve is an important protection device in the hydraulic system. When the pressure in the system exceeds the set safety threshold, the safety valve will automatically open, quickly releasing the hydraulic oil in the high-pressure accumulator back to the oil tank, thereby preventing equipment damage caused by excessive system pressure. The manual unloading valve provides a manually controlled unloading mechanism for the system. The structures of the safety valve and the manual unloading valve are redundant to each other, which can improve the reliability of oil return.

[0030] In certain implementations of the first aspect, it further includes a pressure gauge arranged on the oil return pipeline.

[0031] In the embodiments of the present application, the active suspension system further optimizes the monitoring function of the hydraulic system. The pressure gauge is installed on the oil return pipeline and can display the pressure of the hydraulic oil in the oil return pipeline in real time. The operator can intuitively understand the current working state of the system by observing the reading of the pressure gauge. By real-time monitoring the pressure in the oil return pipeline, the pressure gauge can help the operator promptly detect abnormal pressure conditions and make timely handling.

[0032] In certain implementations of the first aspect, it further includes a suction filter arranged between the oil tank and the gear pump.

[0033] In the embodiments of the present application, the main function of the suction filter is to filter impurities and particulate matters in the hydraulic oil. During the operation of the hydraulic system, the hydraulic oil may be mixed with impurities for various reasons, such as metal chips, dust, wear particles, etc. If these impurities enter the gear pump or other key components, it may cause component wear, blockage or failure. The suction filter can effectively intercept these impurities and ensure that the hydraulic oil entering the gear pump maintains a high cleanliness.

[0034] In certain implementations of the first aspect, it further includes a high-pressure filter arranged between the gear pump and the high-pressure accumulator.

[0035] In the embodiments of the present application, the high-pressure filter serves as the second filtration defense line in the hydraulic system to perform secondary filtration on the hydraulic oil. During the process of the hydraulic oil flowing from the gear pump to the high-pressure accumulator, the high-pressure filter can further intercept the impurities and particulate matters that may be mixed in. Even if the suction filter has filtered out most of the impurities, new impurities may still be generated during the flow of the hydraulic oil due to system vibration or component wear. The high-pressure filter can effectively intercept these newly generated impurities to ensure that the hydraulic oil entering the high-pressure accumulator meets a higher cleanliness standard.

[0036] In some implementation manners of the first aspect, it includes multiple groups of vibration damping units arranged on a carriage, and the electronic braking unit is configured to: independently control each group of vibration damping units according to the vehicle operation data collected by the vehicle sensors and the data of each pressure sensor of each group of vibration damping units.

[0037] In some implementation manners of the first aspect, the multiple groups of vibration damping units include vertical vibration damping units and lateral vibration damping units. The shock absorbers in the vertical vibration damping units are arranged perpendicular to the running direction of the vehicle, and the shock absorbers in the lateral vibration damping units are arranged parallel to the running direction of the vehicle.

[0038] In the embodiments of the present application, by setting the vertical vibration damping units and the lateral vibration damping units, the active suspension system of the present invention can comprehensively address the vehicle vibration problem in multiple dimensions. The vertical vibration damping units effectively attenuate the up-and-down vibration of the vehicle body, while the lateral vibration damping units suppress the roll and lateral swing of the vehicle body, thereby improving the vibration damping performance of the vehicle as a whole. In combination with the electronic control unit (ECU) and vehicle sensors, the system can dynamically adjust the damping force of each vibration damping unit according to the actual driving state of the vehicle. For example, when the vehicle passes through a bumpy road surface, the vertical vibration damping units will increase the damping force to quickly attenuate the vibration; when the vehicle turns, the lateral vibration damping units will increase the damping force to suppress the roll. This dynamic adaptability enables the system to always maintain the best vibration damping effect under various complex working conditions.

[0039] Based on the above technical solutions, for the active suspension system provided in the present application, the gear pump, driven by the motor, pumps the hydraulic oil from the fuel tank to the high-pressure accumulator for storage; the internal pressure of the high-pressure accumulator is monitored in real time through the first pressure sensor, and the electronic controller controls the start and stop of the motor according to the detected value to ensure that the pressure is stable within the preset range; when the pressure exceeds the first set value P1, the motor stops to avoid overpressure; based on the acceleration and amplitude in the vehicle-mounted vibration signal, the first pressure control valve opens to a set opening degree to deliver the hydraulic oil with an appropriate pressure to the shock absorber of the execution unit; the oil circuit direction is switched through the servo valve, and when the pressures detected by the second pressure sensor and the third pressure sensor on both sides of the shock absorber exceed the second set value P2, the first throttle valve opens to achieve a small amount of unloading, preventing damage to the shock absorber or the oil circuit due to excessive pressure, maintaining the stability of the system pressure, and achieving a stable vibration damping effect.

[0040] As can be seen from the above technical solutions, the additional aspects and advantages of the present invention will be partially given in the following description, partially become apparent from the following description, or be understood through the practice of the present invention. Brief Description of the Drawings

[0041] Figure 1 is a schematic diagram of the overall structure of the active suspension system according to an embodiment of the present application;

[0042] Figure 2 is a schematic diagram of the control logic of the electronic control unit according to an embodiment of the present application;

[0043] Figure 3 is a schematic diagram of the control logic structure of the active suspension system according to an embodiment of the present application;

[0044] In the above figures:

[0045] 1.1 Oil suction filter; 1.2 Gear pump; 1.3 Motor; 1.4 High-pressure filter; 1.5 High-pressure accumulator; 1.6 Pressure gauge; 1.7.1 First pressure sensor; 1.7.2 Second pressure sensor; 1.7.3 Pressure sensor; 1.7.4 Pressure sensor; 1.8 Safety valve; 1.9 Manual unloading valve; 1.10 Breather cap; 1.12 Pipeline joint; 1.11.1 First pressure control valve; 1.11.2 Second pressure control valve; 1.11.3 Third pressure control valve; 1.13 Oil tank; 1.14.1 First overflow valve; 1.14.2 Second overflow valve; 1.14.3 Third overflow valve; 1.15 Low-pressure accumulator; 1.16 Check valve; 1.17 Pipe joint assembly;

[0046] 2 Execution unit; 2.1 Shock absorber; 2.2.1 Third pressure sensor; 2.2.2 Fourth pressure sensor; 2.2.3 Pressure sensor VII; 2.2.4 Pressure sensor VIII; 2.3.1 First reversing valve; 2.3.2 Second reversing valve;

[0047] 3.1 Lateral shock absorber; 3.2.1 Pressure sensor IX; 3.2.2 Pressure sensor X; 3.3 Third reversing valve. Detailed Embodiments

[0048] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present invention.

[0049] In the present invention, unless otherwise clearly defined and limited, the terms "mounted", "connected", "coupled", "fixed", etc. shall be construed broadly. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection, an electrical connection, or communicable with each other; it may be directly connected, or indirectly connected through an intermediate medium, and it may be the internal communication of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0050] In the present invention, unless otherwise clearly defined and limited, the first feature being "on" or "under" the second feature may be that the first and second features are in direct contact, or the first and second features are indirectly in contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on top of" the second feature may be that the first feature is directly above or obliquely above the second feature, or merely indicates that the first feature has a higher horizontal height than the second feature. The first feature being "under", "beneath" and "underneath" the second feature may be that the first feature is directly below or obliquely below the second feature, or merely indicates that the first feature has a lower horizontal height than the second feature.

[0051] In the present invention, the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples", etc. mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. In addition, without contradiction, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0052] Next, the present invention will be specifically described by way of exemplary embodiments. However, it should be understood that, without further recitation, elements, structures, and features in one embodiment can also be beneficially incorporated into other embodiments.

[0053] In order to solve the technical problem in the prior art that the oil pressure shock absorber cannot accurately control the damping force, which affects the vehicle comfort. This application proposes an active suspension system for energy storage, pressure detection, and control. It can monitor the driving state of the vehicle in real time and dynamically adjust the suspension parameters according to these state information.

[0054] Refer to Figures 1 to 3 。

[0055] Classifying the component units of the active suspension system by structure, the active suspension system includes: oil tank 1.13, high-pressure accumulator 1.5, vehicle sensors, electronic control unit, and shock absorption unit. The shock absorption unit includes a first pressure control valve 1.11.1, a first reversing valve 2.3.1, a shock absorber 2.1, and a pressure sensing unit. According to the configuration requirements of the vehicle, multiple groups of shock absorption units can be configured. In this embodiment, the configuration of a group of shock absorption units is taken as an example to illustrate the structure of the active suspension system.

[0056] Classifying the component units of the active suspension system by function, the active suspension system for energy storage, pressure detection, and control includes: an electronic controller, an oil source unit, and an execution unit; the oil source unit includes a gear pump 1.2, a motor 1.3, a high-pressure accumulator 1.5, a first pressure sensor 1.7.1, a second pressure sensor 1.7.2, a first pressure control valve 1.11.1, a first overflow valve 1.14.1, and an oil tank 1.13.

[0057] The oil tank 1.13 is used to store the working medium; the working medium is a key component for the normal operation of the hydraulic system, and can be hydraulic oil, damping liquid, etc.

[0058] The vehicle sensors are used to detect vehicle vibration data.

[0059] The inlet end of the high-pressure accumulator 1.5 is connected to the oil tank 1.13 via the motor 1.3 and the gear pump 1.2. The motor 1.3 drives the gear pump 1.2 to draw hydraulic oil from the oil tank 1.13 into the high-pressure accumulator 1.5.

[0060] The outlet end of the high-pressure accumulator 1.5 is connected to the inlet of the first pressure control valve 1.11.1, and the outlet of the high-pressure accumulator 1.5 is connected to the inlet of the first reversing valve 2.3.1 through the first pressure control valve 1.11.1; specifically, the first reversing valve 2.3.1 has four valve ports. Among them, the first valve port and the second valve port are located on the side close to the first pressure control valve 1.11.1, and the third valve port and the fourth valve port are located on the side close to the shock absorber. The outlet of the first pressure control valve 1.11.1 is connected to the first valve port of the first reversing valve 2.3.1 and the inlet of the first overflow valve 1.14.1. The outlet of the first overflow valve 1.14.1 and the second valve port of the first reversing valve 2.3.1 merge into a first oil return branch and are connected to the oil tank 1.13.

[0061] The shock absorber 2.1 includes a first oil port and a second oil port. The first oil port of the shock absorber 2.1 is connected to the third valve port of the first reversing valve 2.3.1, and the second oil port of the shock absorber 2.1 is connected to the fourth valve port of the first reversing valve 2.3.1. It should be understood that by controlling the flow of hydraulic oil, the vibration during vehicle driving is attenuated, thereby improving the driving comfort and handling stability of the vehicle. The shock absorber 2.1 includes a first oil port and a second oil port respectively connected to two oil chambers of the shock absorber 2.1. A piston is arranged between the two oil chambers. By respectively filling the working medium into the two oil chambers, the pressure difference between the two oil chambers changes, and then the effect of shock absorption and buffering is generated. In the prior art, the flow of the working medium between the two oil chambers is realized through the damping holes arranged on the piston to adjust the damping force. The embodiment of the present application improves this adjustment method.

[0062] The pressure sensing unit includes a first pressure sensor arranged at the outlet end of the high-pressure accumulator 1.5, a second pressure sensor arranged at the inlet end of the first overflow valve 1.14.1, a third pressure sensor arranged on the oil path of the first oil port of the shock absorber 2.1, and a fourth pressure sensor arranged on the right path of the second oil port of the shock absorber 2.1;

[0063] The electronic controller is connected to each pressure sensor of the pressure sensing unit, the first pressure control valve 1.11.1 and the vehicle sensor.

[0064] In the foregoing embodiment, the first pressure control valve 1.11.1 includes one inlet and two outlets. The two outlets of the first pressure control valve 1.11.1 are respectively connected to the first reversing valve 2.3.1 and the oil tank 1.13; a first overflow valve 1.14.1 and a first reversing valve 2.3.1 are arranged on the return path connecting back to the oil tank 1.13.

[0065] The first pressure sensor 1.7.1 is placed on the pipeline of the high-pressure accumulator 1.5. The first pressure sensor 1.7.1 detects the pressure of the high-pressure accumulator 1.5. The electronic controller is electrically connected to the motor 1.3 and the first pressure sensor 1.7.1. When the pressure of the high-pressure accumulator 1.5 exceeds the first pressure set value P1, it indicates that the charging amount of the working medium in the high-pressure accumulator 1.5 reaches saturation. The electronic controller controls the motor 1.3 to stop, stops filling oil into the high-pressure accumulator 1.5, and relieves the pressure of the high-pressure accumulator 1.5.

[0066] One end of each side of the first reversing valve 2.3.1 is connected to the first pressure control valve 1.11.1 and the fuel tank 1.13, and the other end of each side is connected to the inlet and outlet of the shock absorber 2.1 of the actuator unit 2. Here, the inlet and outlet are defined as relative concepts. In actual applications, both oil ports of the shock absorber 2.1 can be used as both the inlet and the outlet. For example, when the working condition detection requires filling oil into the upper oil cavity to achieve the shock absorption effect, the first oil port located above is used as the inlet. At this time, if the oil volume in the lower oil cavity is too much, it may flow back to the fuel tank through the second oil port via the first oil return pipeline.

[0067] The first overflow valve 1.14.1 and the second pressure sensor 1.7.2 are both connected between the outlet of the first pressure control valve 1.11.1 and the first reversing valve 2.3.1. Specifically, one end of the first overflow valve 1.14.1 is connected to the outlet end of the first pressure control valve 1.11.1 connected to the first reversing valve 2.3.1, and the other end is connected to the inlet of the fuel tank 1.13. The second pressure sensor 1.7.2 is installed in the outlet pipeline of the first pressure control valve 1.11.1 to detect the pressure at this outlet; the electronic controller is electrically connected or communicatively connected to the vehicle sensor, the first pressure sensor 1.7.1, the second pressure sensor 1.7.2, the first pressure control valve 1.11.1, the third pressure sensor 2.2.1, and the fourth pressure sensor 2.2.2. When the pressure detected by the second pressure sensor 1.7.2 exceeds the set value, the first pressure control valve 1.11.1 opens to a set opening degree to maintain the output pressure. Combining the pressure values detected by the third pressure sensor 2.2.1 and the fourth pressure sensor 2.2.2, and the vehicle operation data detected by the vehicle sensor, the oil filling amount into the shock absorber oil cavity is controlled.

[0068] In a possible implementation manner, the electronic controller is further configured to: control the first reversing valve 2.3.1 to switch the conduction direction of the oil circuits on both sides according to the vehicle information. Specifically, the electronic control unit is connected to the first reversing valve 2.3.1 and can control the communication path of the first reversing valve 2.3.1, and further control which fuel tank of the shock absorber is filled with oil. For example, when the second oil port and the third oil port are connected, oil is filled into the upper oil cavity of the shock absorber; when the second oil port and the fourth oil port are connected, oil is filled into the lower oil cavity of the shock absorber.

[0069] In this embodiment, the electronic controller calculates the optimal operating state of the first directional control valve 2.3.1 in real time by receiving and analyzing vibration data, vehicle speed, road conditions, and other external input parameters in the vehicle information. According to the calculation results, the electronic controller issues a control signal to drive the first directional control valve 2.3.1 to switch the conduction direction of the oil circuits on both sides, thereby realizing the adjustment of the working mode of the shock absorber 2.1.

[0070] It should be understood that the electronic controller is electrically connected or communicatively connected to the vehicle sensors, receives vehicle information, generates the opening data of the first pressure control valve 1.11.1 based on the acceleration and amplitude of the external vibration in the vehicle information received by the vehicle sensors, and the first pressure control valve 1.11.1 opens to a set opening based on this opening data to output different pressure values. For example, the vehicle sensors can detect the instantaneous lateral acceleration and vertical acceleration of the vehicle, which can reflect the lateral impact or longitudinal vibration of the vehicle. When an impact or vibration is detected, the opening of the first pressure control valve 1.11.1 can be opened to fill the shock absorber with oil.

[0071] The electronic controller is electrically connected or communicatively connected to the third pressure sensor 2.2.1 and the fourth pressure sensor 2.2.2. When the detected pressure of the third pressure sensor 2.2.1 or the fourth pressure sensor 2.2.2 at the inlet or outlet of the shock absorber 2.1 exceeds the set value, that is, when it is greater than or equal to the second set value P2, the first relief valve 1.14.1 opens to unload a small amount of the pipeline to maintain it at the set oil pressure.

[0072] Through the collaborative work of the electronic controller and multiple sensors, the system can adjust the pressure in real time, precisely control the damping characteristics of the suspension system, and significantly improve the comfort and handling performance of the vehicle. At the same time, the accumulator stores the excess hydraulic energy to maintain the stability of the system pipeline pressure.

[0073] In the embodiments of the present application, the vehicle sensor can detect the vibration data of the vehicle in real time, including information such as the acceleration, displacement, and speed of the vehicle body. These data are transmitted to the electronic control unit (ECU). The ECU quickly calculates the required damping force based on the vibration data monitored in real time, and precisely adjusts the hydraulic oil flow and pressure in the shock absorber 2.1 by controlling the opening degrees of the first pressure control valve 1.11.1 and the first reversing valve 2.3.1, thereby achieving real-time suppression of vehicle vibration. Compared with the traditional passive suspension system, this active control method can more accurately handle vibrations under different road conditions, effectively reduce the bumpiness of the vehicle body, and significantly improve the driving comfort of the vehicle. Since the system can dynamically adjust the damping force according to the actual vibration state of the vehicle, it can maintain the best comfort under different driving conditions. For example, when passing through a bumpy road surface, the system can quickly increase the damping force to rapidly attenuate the vibration of the vehicle body; while on a flat road surface, the system will appropriately reduce the damping force to keep the suspension system of the vehicle flexible, further improving the riding comfort. This dynamic adjustment ability cannot be achieved by the traditional suspension system, greatly improving the passenger's riding experience.

[0074] In some implementation manners of the first aspect, it further includes a low-pressure accumulator 1.15, and the low-pressure accumulator 1.15 is arranged on the first oil return branch.

[0075] In the embodiments of the present application, by arranging the low-pressure accumulator 1.15 on the first oil return branch, the working medium flowing back to the fuel tank 1.13 can be temporarily stored. When the shock absorber 2.1 works, the hydraulic oil flows out from the oil port of the shock absorber 2.1, passes through the reversing valve and then enters the oil return branch. At this time, the low-pressure accumulator can temporarily store the refluxed hydraulic oil. This temporary storage function can, on the one hand, effectively avoid the impact and pressure fluctuations that may occur when the hydraulic oil directly and quickly flows back to the fuel tank 1.13, making the flow of the hydraulic oil more stable; on the other hand, it can supplement the buffered working medium to the shock absorber 2.1 when the shock absorber 2.1 needs to replenish the hydraulic oil.

[0076] In some implementation manners of the first aspect, it further includes a one-way valve, and the one-way valve 1.16 is arranged on the oil path between the low-pressure accumulator and the fuel tank 1.13 and can be conducted in the direction from the low-pressure accumulator 1.15 to the fuel tank 1.13.

[0077] Specifically, the low-pressure accumulator 1.15 is connected to the pipeline where the shock absorber 2.1 accesses the inlet of the fuel tank 1.13; the one-way valve 1.16 is connected between the low-pressure accumulator 1.15 and the inlet of the fuel tank 1.13, and the one-way valve 1.16 is set to be unidirectionally conducted in the direction from the low-pressure accumulator 1.15 to the fuel tank 1.13.

[0078] In this embodiment, the low-pressure accumulator 1.15 is installed on the pipeline from the outlet of the shock absorber 2.1 to the inlet of the oil tank 1.13, and is used to store part of the hydraulic oil when the shock absorber 2.1 returns oil, and provide return support when the system needs it to maintain the pressure balance of the system. The one-way valve 1.16 is arranged between the low-pressure accumulator 1.15 and the oil tank 1.13 to ensure that the hydraulic oil can only flow in one direction, that is, it is conducted from the low-pressure accumulator 1.15 to the oil tank 1.13 direction, thereby preventing the hydraulic oil in the oil tank from flowing back to the low-pressure accumulator 1.15.

[0079] With this configuration, the low-pressure accumulator 1.15 can effectively buffer the return oil pressure fluctuation of the shock absorber 2.1, and at the same time provide additional hydraulic energy support for the system when necessary. The design of the one-way valve 1.16 avoids the reverse interference in the hydraulic oil circulation path, ensuring the stability and reliability of the system operation.

[0080] By adding the low-pressure accumulator 1.15 and the one-way valve 1.16, the pressure fluctuation during the oil return process of the shock absorber 2.1 is buffered, improving the stability of the hydraulic system. The low-pressure accumulator 1.15 can also provide energy storage support when needed, effectively improving the response speed and energy utilization efficiency of the system. The setting of the one-way valve 1.16 avoids the possible hydraulic interference between the oil tank and the low-pressure accumulator, ensuring the consistency and reliability of the system operation.

[0081] In the embodiment of the present application, the core function of the one-way valve 1.16 is to ensure that the hydraulic oil can only flow from the low-pressure accumulator 1.15 to the oil tank 1.13, and cannot flow in the reverse direction. During the operation of the system, the low-pressure accumulator 1.15 will temporarily store the hydraulic oil returned from the shock absorber 2.1 and release it back to the oil tank 1.13 at an appropriate time. The presence of the one-way valve 1.16 effectively prevents the hydraulic oil from flowing back from the oil tank 1.13 into the low-pressure accumulator 1.15, avoiding the system pressure fluctuation and component damage caused by the reverse flow of the hydraulic oil.

[0082] In a possible implementation manner, the electronic controller is configured to control the operation of the low-pressure accumulator 1.15 according to the pressure conditions of the two oil chambers of the shock absorber 2.1. Specifically, the electronic controller detects the pressure values of the third pressure sensor 2.2.1 and the fourth pressure sensor 2.2.2. When the two pressure values feedback that a certain oil chamber of a certain shock absorber needs to replenish oil, if one end of the high-pressure accumulator 1.5 cannot work, it can control the oil of the low-pressure accumulator 1.15 to flow back to the shock absorber oil chamber.

[0083] In some implementation manners of the first aspect, the oil outlet end of the high-pressure accumulator 1.5 is also connected to at least one return oil pipeline;

[0084] One return oil pipeline is connected to the oil tank 1.13 through the safety valve 1.8;

[0085] And / or

[0086] An oil return pipeline is connected to the oil tank 1.13 through a manual unloading valve 1.9.

[0087] In some implementations of the first aspect, it further includes a pressure gauge 1.6 provided on the oil return pipeline.

[0088] In a possible implementation manner, it includes two oil return pipelines, and the oil source unit 1 further includes: a pressure gauge 1.6, a safety valve 1.8, and a manual unloading valve 1.9. Among them, the pressure gauge 1.6 is placed on the outlet pipeline of the high-pressure accumulator 1.5, and the safety valve 1.8 and the manual unloading valve 1.9 are respectively connected to the high-pressure accumulator 1.5 and the oil tank 1.13.

[0089] In this implementation manner, the pressure gauge 1.6 is installed on the outlet pipeline of the high-pressure accumulator 1.5, and is used to display the pressure value in the high-pressure accumulator 1.5 in real time, facilitating the operator to monitor the pressure state of the system. The safety valve 1.8 is used as a protection device, and when the pressure in the high-pressure accumulator 1.5 abnormally rises to the set safety value, it relieves pressure to prevent the system from overloading. The manual unloading valve 1.9 is used for manual pressure relief operations during system maintenance or emergencies. The operator releases the hydraulic oil in the high-pressure accumulator 1.5 to the oil tank 1.13 through the manual unloading valve 1.9 to ensure the safety and operability of the system.

[0090] In the embodiments of the present application, the safety valve 1.8 is an important protection device in the hydraulic system. When the pressure in the system exceeds the set safety threshold, the safety valve 1.8 will automatically open, quickly releasing the hydraulic oil in the high-pressure accumulator 1.5 back to the oil tank 1.13, thereby preventing equipment damage caused by excessive system pressure. The manual unloading valve 1.9 provides a manual control unloading mechanism for the system. The structures of the safety valve 1.8 and the manual unloading valve 1.9 are redundant to each other, which can improve the reliability of the oil return.

[0091] In the embodiments of the present application, the active suspension system further optimizes the monitoring function of the hydraulic system. The pressure gauge 1.6 is installed on the oil return pipeline and can display the hydraulic oil pressure in the oil return pipeline in real time. The operator can intuitively understand the current working state of the system by observing the reading of the pressure gauge. By real-time monitoring the pressure in the oil return pipeline, the pressure gauge can help the operator detect abnormal pressure conditions in time and make timely handling.

[0092] By adding the pressure gauge 1.6, the real-time pressure monitoring ability of the system is enhanced, facilitating the discovery and timely handling of potential problems. The safety valve 1.8 provides an overpressure protection function for the system, ensuring the safety of the hydraulic system under high-pressure working conditions. The manual unloading valve 1.9 provides convenience for system maintenance or emergency operations, improving the reliability and operation efficiency of the system.

[0093] In some implementations of the first aspect, it further includes a suction filter 1.1 disposed between the fuel tank 1.13 and the gear pump 1.2.

[0094] In some implementations of the first aspect, it further includes a high-pressure filter 1.4 disposed between the gear pump 1.2 and the high-pressure accumulator 1.5.

[0095] In a possible implementation, it further includes: a suction filter 1.1 and a high-pressure filter 1.4. Among them, the suction filter 1.1 is placed between the fuel tank 1.13 and the gear pump 1.2; the high-pressure filter 1.4 is placed between the gear pump 1.2 and the high-pressure accumulator 1.5.

[0096] In this implementation, the suction filter 1.1 is installed in the connecting pipeline between the fuel tank 1.13 and the gear pump 1.2, and is used to preliminarily filter the hydraulic oil drawn from the fuel tank 1.13, remove possible impurities and contaminants, ensure the cleanliness of the hydraulic oil entering the gear pump 1.2, and thus prevent the gear pump 1.2 from being worn or blocked due to impurities.

[0097] The high-pressure filter 1.4 is installed in the connecting pipeline between the gear pump 1.2 and the high-pressure accumulator 1.5, and is used to further filter the hydraulic oil pressurized by the gear pump 1.2 in the hydraulic system, remove possible particulate impurities or suspended matters, protect the normal operation of the high-pressure accumulator 1.5 and precision components in the subsequent pipeline, and extend the service life of key components of the system.

[0098] The coordinated action of the suction filter 1.1 and the high-pressure filter 1.4 ensures that the hydraulic oil remains highly clean during the transmission process from the fuel tank 1.13 to the high-pressure accumulator 1.5, thereby improving the operation reliability and stability of the system.

[0099] In the embodiments of this application, the main function of the suction filter 1.1 is to filter impurities and particulate matters in the hydraulic oil. During the operation of the hydraulic system, the hydraulic oil may be mixed with impurities for various reasons, such as metal chips, dust, wear particles, etc. If these impurities enter the gear pump 1.2 or other key components, they may cause component wear, blockage or failure. The suction filter can effectively intercept these impurities and ensure that the hydraulic oil entering the gear pump 1.2 maintains a high level of cleanliness.

[0100] In the embodiments of the present application, the high-pressure filter 1.4 serves as the second filtration defense line in the hydraulic system to perform secondary filtration on the hydraulic oil. During the process of the hydraulic oil flowing from the gear pump 1.2 to the high-pressure accumulator 1.5, the high-pressure filter can further intercept the impurities and particulate matters that may be mixed in. Even if the suction filter has filtered out most of the impurities, new impurities may still be generated during the flow of the hydraulic oil due to system vibration or component wear. The high-pressure filter can effectively intercept these newly generated impurities to ensure that the hydraulic oil entering the high-pressure accumulator 1.5 meets higher cleanliness standards.

[0101] In some implementation manners of the first aspect, it includes multiple groups of vibration damping units.

[0102] In some implementation manners of the first aspect, the multiple groups of vibration damping units include vertical vibration damping units and lateral vibration damping units. The shock absorbers 2.1 in the vertical vibration damping units are arranged perpendicular to the running direction of the vehicle, and the shock absorbers 2.1 in the lateral vibration damping units are arranged parallel to the running direction of the vehicle.

[0103] In a possible implementation manner, the shock absorber 2.1 is a vertical hydraulic shock absorber, which may include one or two groups of vertical hydraulic shock absorbers.

[0104] In this implementation manner, the shock absorber 2.1 adopts the structure of a vertical hydraulic shock absorber, and its working principle is to absorb and attenuate the vibration in the vertical direction of the vehicle through the flow damping of the hydraulic oil. The vertical hydraulic shock absorber generally consists of a cylinder block, a piston, a piston rod, and internal hydraulic oil. When the vehicle generates a vertical impact due to uneven road surfaces during driving, the piston in the shock absorber 2.1 moves relative to the cylinder block, and the hydraulic oil flows through the damping holes or valves on the piston, thereby generating a damping force.

[0105] In a possible implementation manner, the execution unit 2 includes two groups of vertical shock absorbers 2.1 and one group of lateral shock absorbers 3.1 connected in parallel at both ends of the inlet of the fuel tank 1.13 and the outlet of the low-pressure accumulator 1.15.

[0106] The oil circuit of the second group of vertical shock absorbers correspondingly includes: a second pressure control valve 1.11.2 (corresponding to the first pressure control valve 1.11.1 of the first group of oil pressure shock absorbers), a second overflow valve 1.14.2 (corresponding to the first overflow valve 1.14.1 of the first group of oil pressure shock absorbers), a pressure sensor 1.7.3 (corresponding to the second pressure sensor 1.7.2 of the first group of oil pressure shock absorbers), a pressure sensor VII 2.2.3 (corresponding to the third pressure sensor 2.2.1 of the first group of oil pressure shock absorbers), a pressure sensor VIII 2.2.4 (corresponding to the fourth pressure sensor 2.2.2 of the first group of oil pressure shock absorbers), and a second reversing valve 2.3.2 (corresponding to the first reversing valve 2.3.1 of the first group of oil pressure shock absorbers). Its connection method and control logic are the same as the connection relationship and control logic of the first group of shock absorbers 2.1; the oil circuit of the lateral shock absorber 3.1 includes: a third pressure control valve 1.11.3, a third overflow valve 1.14.3, a pressure sensor 1.7.4, a pressure sensor IX 3.2.1, a pressure sensor X 3.2.2, and a third reversing valve 3.3; its connection relationship and control logic are the same as the oil circuits of the aforementioned two shock absorbers.

[0107] In this embodiment, the execution unit 2 includes two groups of shock absorbers 2.1 and one group of lateral shock absorbers 3.1, which are connected in parallel between the inlet of the oil tank 1.13 and the outlet of the low-pressure accumulator 1.15. The vertical shock absorbers 2.1 are mainly used to absorb the vertical vibrations caused by road unevenness during vehicle driving, while the lateral shock absorbers 3.1 are used to cope with lateral impacts or vibrations, such as dynamic stability control under rapid turning or crosswind conditions.

[0108] See Figure 3 , which is the control logic of a single group of oil pressure shock absorbers. For a system with two groups of vertical shock absorbers and one group of lateral shock absorbers, corresponding groups of pressure control valves, overflow valves, reversing valves, and pressure sensors can be added to the oil source unit and the execution unit accordingly.

[0109] The active suspension system for energy storage, pressure detection, and control according to an embodiment of the present invention is described in detail as follows:

[0110] The active suspension system for energy storage, pressure detection and control includes: an electronic controller, an oil source unit 1, and an actuator unit 2. The oil source unit 1 includes: a gear pump 1.2, a motor 1.3, a high-pressure accumulator 1.5, a first pressure sensor 1.7.1, a second pressure sensor 1.7.2, a first pressure control valve 1.11.1, a first overflow valve 1.14.1, and an oil tank 1.13. The motor 1.3 drives the gear pump 1.2 to rotate to pump the hydraulic oil in the oil tank 1.13 into the high-pressure accumulator 1.5. The outlet of the high-pressure accumulator 1.5 is connected to the inlet of a first reversing valve 2.3.1 through the first pressure control valve 1.11.1; one outlet of the first pressure control valve 1.11.1 is connected to the first reversing valve 2.3.1, and the other outlet is connected to the inlet of the oil tank 1.13; the first pressure sensor 1.7.1 is configured to detect the pressure of the high-pressure accumulator 1.5; the electronic controller is configured to control the start or stop of the motor 1.3 according to the pressure of the high-pressure accumulator 1.5 detected by the first pressure sensor 1.7.1; when the pressure of the high-pressure accumulator 1.5 detected by the first pressure sensor 1.7.1 exceeds the first pressure set value P1, the electronic controller controls the motor 1.3 to stop; both ends of one side of the first reversing valve 2.3.1 are respectively connected to the outlet of the first pressure control valve 1.11.1 and the inlet of the oil tank 1.13; both ends of the other side are respectively connected to the inlet and outlet of a shock absorber 2.1 of the actuator unit 2; one end of the first overflow valve 1.14.1 is connected to the outlet end of the first pressure control valve 1.11.1 connected to the first reversing valve 2.3.1, and the other end is connected to the inlet of the oil tank 1.13; the second pressure sensor 1.7.2 is connected to the common connection point of the outlet end of the first pressure control valve 1.11.1 connected to the first reversing valve 2.3.1 and the first overflow valve 1.14.1, and is configured to detect the pressure of the pipeline at the outlet end of the first pressure control valve 1.11.1 connected to the first reversing valve 2.3.1; the electronic controller is further controlled to: receive vehicle information, and control the opening degree of the first pressure control valve 1.11.1 according to the acceleration and amplitude of external vibration in the vehicle information to output different pressure values, control the opening degree of the first pressure control valve 1.11.1 according to the pressure detected by the second pressure sensor 1.7.2; and control the conduction of the first overflow valve 1.14.1 according to the pressure of a pressure sensor III 2.2.1 or a pressure sensor IV 2.2.2 at the inlet or outlet of the shock absorber 2.1; wherein, when the pressure detected by the pressure sensor III 2.2.1 or the pressure sensor IV 2.2.2 is greater than or equal to the second pressure set value P2, control the first overflow valve 1.14.1 to open.

[0111] After the motor 1.3 is powered on, it starts and drives the gear pump 1.2 to rotate. The gear pump extracts the hydraulic oil in the fuel tank 1.13, passes through the filter 1.1 and enters the gear pump 1.2. After passing through the gear pump 1.2, it enters the high-pressure accumulator 1.5 through the high-pressure filter 1.4. The pressure gauge 1.6 displays the pressure value of the accumulator 1.5 in real time. The first pressure sensor 1.7.1 detects the pressure of the high-pressure accumulator 1.5. When the pressure of the high-pressure accumulator 1.5 reaches a certain value, the electronic controller shuts down the motor 1.3. When the pressure of the high-pressure accumulator is too high, pressure relief can be carried out through the safety valve 1.8, and the hydraulic oil flows back to the fuel tank. Pressure relief can also be carried out through the manual unloading valve 1.9, and the hydraulic oil also flows back to the fuel tank.

[0112] When the damping force control is required for the execution unit 2.1 part, the electronic controller controls the pressure of the first pressure control valve 1.11.1 to output the required oil pressure. The second pressure sensor 1.7.2 detects the output oil pressure. The high-pressure oil enters the directional control valve 2.3.1 through the oil pipe. The directional control valve can switch to the oil circuit where the pressure sensor III 2.2.1 or the pressure sensor IV 2.2.2 is located. When the oil pressure enters the side of the pressure sensor III 2.2.1, the pressure sensor III 2.2.1 will display a pressure value. When the management oil pressure exceeds the output value of the controller, the electronic controller will open the first overflow valve 1.14.1 for a small amount of unloading to maintain it at the set oil pressure.

[0113] Only one side of the execution unit can be controlled, and the other side will be connected to the low-pressure accumulator 1.15. The excess or deficiency will be absorbed or supplemented by the low-pressure accumulator 1.15. The one-way valve 1.16 will maintain a certain pressure in the accumulator to prevent the hydraulic oil in the fuel tank from entering.

[0114] In the embodiment of the present application, by setting the vertical vibration damping unit and the lateral vibration damping unit, the active suspension system of the present invention can comprehensively cope with the vibration problems of the vehicle in multiple dimensions. The vertical vibration damping unit effectively attenuates the up-and-down vibration of the vehicle body, while the lateral vibration damping unit suppresses the roll and lateral swing of the vehicle body, thereby improving the vibration damping performance of the vehicle as a whole. Combined with the electronic control unit (ECU) and vehicle sensors, the system can dynamically adjust the damping force of each vibration damping unit according to the actual driving state of the vehicle. For example, when the vehicle passes through a bumpy road surface, the vertical vibration damping unit will increase the damping force to quickly attenuate the vibration; when the vehicle turns, the lateral vibration damping unit will increase the damping force to suppress the roll. This dynamic adaptability enables the system to always maintain the best vibration damping effect under various complex working conditions.

[0115] Although the embodiments of the present invention have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those of ordinary skill in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present invention.

Claims

1. An active suspension system, characterized in that: It includes a fuel tank, a high-pressure accumulator, a vehicle sensor, an electronic control unit and a vibration reduction unit. The fuel tank is used to store working medium; the vehicle sensor is used to detect vehicle vibration data; the inlet end of the high-pressure accumulator is connected to the fuel tank via a motor and a gear pump; The vibration reduction unit includes a first pressure control valve, a first reversing valve, a vibration reducer, and a pressure sensing unit; The outlet end of the high-pressure accumulator is connected to the inlet of the first pressure control valve, the outlet of the first pressure control valve is connected to the first valve port of the first reversing valve and the inlet of the first relief valve, the outlet of the first relief valve and the second valve port of the first reversing valve are combined into a first oil return branch connected to the oil tank; The shock absorber comprises a first oil port and a second oil port, wherein the first oil port of the shock absorber is connected to the third valve port of the first reversing valve, and the second oil port of the shock absorber is connected to the fourth valve port of the first reversing valve; The pressure sensing unit includes a first pressure sensor arranged at the outlet end of the high-pressure accumulator, a second pressure sensor arranged at the inlet end of the first relief valve, a third pressure sensor arranged on the oil path of the first oil port of the shock absorber, and a fourth pressure sensor arranged on the right path of the second oil port of the shock absorber; The electronic controller is connected to each pressure sensor of the pressure sensing unit, the first pressure control valve and the vehicle sensor; The electronic controller is configured to: When the detection data of the first pressure sensor exceeds the set value, the motor stops working; Generate opening control data of the first pressure control valve according to the acceleration and amplitude of the external vibration in the vehicle information received by the vehicle sensor, and control the opening of the first pressure control valve according to the detection data of the second pressure sensor; The passage of the first reversing valve is controlled to switch to the oil circuit where the third pressure sensor or the fourth pressure sensor is located.

2. The active suspension system according to claim 1, characterized in that: It also includes a low-pressure accumulator, which is arranged on the first oil return branch; The electronic control is configured to control the low-pressure accumulator oil to flow back to the shock absorber oil chamber according to the pressure values ​​detected by the third pressure sensor and the fourth pressure sensor.

3. The active suspension system according to claim 2, characterized in that: It also includes a one-way valve, which is arranged on the oil path between the low-pressure accumulator and the oil tank and can conduct electricity from the low-pressure accumulator to the oil tank.

4. The active suspension system according to claim 1, characterized in that: The electronic controller is configured to: The amount of oil charged into the shock absorber oil chamber is controlled according to the pressure values ​​detected by the third pressure sensor and the fourth pressure sensor and the vehicle operation data detected by the vehicle sensor.

5. The active suspension system according to claim 1, characterized in that: The oil outlet end of the high-pressure accumulator is also connected to at least one second oil return pipeline; One oil return line is connected to the oil tank through a safety valve; and / or, The return oil line is connected to the oil tank through a manual unloading valve.

6. The active suspension system according to claim 5, characterized in that: It also includes a pressure gauge arranged on the oil return pipeline.

7. The active suspension system according to claim 1, characterized in that: Also included is an oil suction filter disposed between the oil tank and the gear pump.

8. The active suspension system according to claim 1, characterized in that: Also included is a high-pressure filter disposed between the gear pump and the high-pressure accumulator.

9. The active suspension system according to claim 1, characterized in that: It comprises a plurality of groups of vibration reduction units arranged on a carriage, wherein the electronic brake unit is configured to independently control each group of vibration reduction units according to vehicle operation data collected by vehicle sensors and data of each pressure sensor of each group of vibration reduction units.

10. The active suspension system according to claim 1, characterized in that: The multiple groups of vibration damping units include vertical vibration damping units and lateral vibration damping units. The vibration dampers in the vertical vibration damping units are arranged perpendicular to the running direction of the vehicle, and the vibration dampers in the lateral vibration damping units are arranged parallel to the running direction of the vehicle.

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