Active suspension system

Abstract

The present application relates to the technical field of shock absorber, in particular to an active suspension system. The inlet end of a high-pressure accumulator is connected to an oil tank; the outlet end of the high-pressure accumulator is connected to the inlet of a first pressure control valve, the outlet of the first pressure control valve is connected to the first valve port of a 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 are merged into a first oil return branch connected to the oil tank; the first oil port of a 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; a 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 oil path of the second oil port of the shock absorber; an electronic controller is connected to each pressure sensor, the first pressure control valve and vehicle sensors.

Description

Technical Field

[0001] This application relates to the field of shock absorber technology, and more particularly to an active suspension system. Background Technology

[0002] The harm caused by vehicle vibration during driving to drivers and passengers cannot be ignored. As people's demands for material life increase, the comfort of vehicles during driving is receiving more and more attention from both inside and outside the industry.

[0003] Uneven rail surfaces are a major cause of vibration during vehicle operation. When a vehicle passes over uneven areas such as rail joints and switches, it generates vertical impact vibrations, which are transmitted to the car body via the wheelsets (wheels) and bogies (axles). Simultaneously, lateral vibrations between the wheelsets and the rail surface are also transmitted to the car body through the bogies, resulting in a complex vibration response. These vibrations not only affect the vehicle's stability but also cause fatigue damage to the vehicle structure, reducing its service life.

[0004] To attenuate vibration energy and improve vehicle ride comfort, a widely used design currently employs primary vertical hydraulic dampers between the bogie and wheels. The main function of these dampers is to buffer the impact between the wheels and the rails, reducing the transmission of high-frequency vibrations to the car body and thus improving ride comfort. Currently, a widely used design includes primary vertical hydraulic dampers between the bogie and wheels, secondary vertical hydraulic dampers between the car body and bogie, secondary lateral hydraulic dampers between the car body and bogie, and anti-snake hydraulic dampers between the car body underframe and bogie frame.

[0005] Hydraulic shock absorbers utilize the principle of orifice damping, employing the resistance of hydraulic oil flow to generate damping force and suppress vibration. However, the traditional orifice damping principle has certain limitations. Since the output of the damping force mainly depends on the hydraulic oil flow rate and the orifice size, it is difficult to precisely adjust the damping force according to the actual vibration state of the vehicle. The required damping force varies under different driving conditions. For example, at low speeds, a smaller damping force is needed to ensure vehicle comfort, while at high speeds, a larger damping force is required to improve vehicle stability. Traditional orifice damping hydraulic shock absorbers cannot meet this dynamic adjustment requirement, therefore they cannot accurately output the actual required damping force, making it difficult to effectively improve vehicle comfort, especially under complex road conditions and high-speed driving, where their performance deficiencies become more pronounced. Summary of the Invention

[0006] This invention addresses at least one of the technical problems in the related art by providing an active suspension system that can more accurately and effectively adjust the damping performance of the shock absorber.

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

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

[0009] The vibration damping unit includes a first pressure control valve, a first reversing valve, a vibration damper, and a pressure sensing unit;

[0010] The outlet of the high-voltage 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, and the outlet of the first relief valve and the second valve port of the first reversing valve converge to form the first return oil branch 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 installed at the outlet end of the high-pressure accumulator, a second pressure sensor installed at the inlet end of the first overflow valve, a third pressure sensor installed on the oil line of the first oil port of the shock absorber, and a fourth pressure sensor installed on the right oil line of the second oil port of the shock absorber.

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

[0014] The electronic controller is configured to:

[0015] When the data detected by the first pressure sensor exceeds the set value, the motor stops working;

[0016] The opening control data of the first pressure control valve is generated based on the acceleration and amplitude of external vibrations in the vehicle information received from the vehicle sensors, and the opening of the first pressure control valve is controlled based on the detection data of the second pressure sensor.

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

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

[0019] The amount of oil supplied to the shock absorber's oil chamber is controlled based on the pressure values ​​detected by the third and fourth pressure sensors, as well as the vehicle operation data detected by the vehicle sensors.

[0020] In this embodiment, vehicle sensors can detect vehicle vibration data in real time, including information such as vehicle acceleration, displacement, and velocity. This data is transmitted to the electronic control unit (ECU). Based on the real-time monitored vibration data, the ECU quickly calculates the required damping force and precisely adjusts the hydraulic oil flow and pressure within the shock absorber by controlling the opening of the first pressure control valve and the first directional valve, thereby achieving real-time suppression of vehicle vibration. Compared to traditional passive suspension systems, this active control method can more accurately respond to vibrations under different road conditions, effectively reducing the feeling of bumps in the vehicle body and significantly improving driving comfort. Because the system can dynamically adjust the damping force according to the actual vibration state of the vehicle, it can maintain optimal comfort under different driving conditions. For example, when driving over bumpy roads, the system can quickly increase the damping force to rapidly attenuate vehicle vibration; while on flat roads, the system will appropriately reduce the damping force to maintain a certain degree of flexibility in the vehicle's suspension system, further improving ride comfort. This dynamic adjustment capability is something that traditional suspension systems cannot achieve, greatly improving the passenger riding experience.

[0021] In some implementations of the first aspect, a low-pressure accumulator is also included, the low-pressure accumulator being disposed on the first return oil branch, and the electronic control is configured to control the return flow of oil from the low-pressure accumulator to the damper oil chamber based on the pressure values ​​detected by the third pressure sensor and the fourth pressure sensor.

[0022] In this embodiment, a low-pressure accumulator is installed on the return oil branch to temporarily store the working medium flowing back to the oil tank. When the shock absorber is working, hydraulic oil flows out from the shock absorber's oil port, passes through the reversing valve, and enters the return oil branch. At this time, the low-pressure accumulator can temporarily store this returning hydraulic oil. This temporary storage function effectively avoids the impact and pressure fluctuations that may occur when the hydraulic oil flows directly and quickly back to the oil tank, making the flow of hydraulic oil more stable; on the other hand, it can replenish the shock absorber with the buffered working medium when the shock absorber needs to be replenished with hydraulic oil.

[0023] In some implementations of the first aspect, a one-way valve is also included, which is disposed in the oil line between the low-pressure accumulator and the oil tank and is capable of conducting from the low-pressure accumulator to the oil tank.

[0024] In this embodiment, the core function of the check valve is to ensure that hydraulic oil can only flow from the low-pressure accumulator to the oil tank, and not in the opposite direction. During system operation, the low-pressure accumulator temporarily stores the hydraulic oil returning from the shock absorber and releases it back to the oil tank at appropriate times. The presence of the check valve effectively prevents hydraulic oil from flowing back from the oil tank into the low-pressure accumulator, avoiding system pressure fluctuations and component damage caused by reverse hydraulic oil flow.

[0025] In some implementations of the first aspect, the oil outlet of the high-voltage accumulator is also connected to at least one second return oil line;

[0026] One return oil line connects to the oil tank via a safety valve;

[0027] And / or,

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

[0029] In this embodiment, the safety valve is a crucial protective device in the hydraulic system. When the system pressure exceeds a set safety threshold, the safety valve automatically opens, rapidly releasing the hydraulic oil from 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, improving the reliability of oil return.

[0030] In some implementations of the first aspect, a pressure gauge is also included on the return oil line.

[0031] In this embodiment, the active suspension system further optimizes the monitoring function of the hydraulic system. A pressure gauge is installed on the return oil line, which can display the hydraulic oil pressure in the return oil line in real time. Operators can intuitively understand the current working status of the system by observing the pressure gauge reading. By monitoring the pressure in the return oil line in real time, the pressure gauge can help operators detect abnormal pressure conditions in a timely manner and take appropriate action.

[0032] In some implementations of the first aspect, an oil suction filter is also provided between the oil tank and the gear pump.

[0033] In this embodiment, the primary function of the suction filter is to filter impurities and particulate matter from the hydraulic oil. During the operation of the hydraulic system, impurities such as metal shavings, dust, and wear particles may enter the hydraulic oil for various reasons. If these impurities enter the gear pump or other critical components, they may cause wear, blockage, or malfunction. The suction filter can effectively intercept these impurities, ensuring that the hydraulic oil entering the gear pump maintains a high level of cleanliness.

[0034] In some implementations of the first aspect, a high-pressure filter is also provided between the gear pump and the high-pressure accumulator.

[0035] In this embodiment, the high-pressure filter serves as the second line of defense in the hydraulic system, performing secondary filtration of the hydraulic oil. As the hydraulic oil flows from the gear pump to the high-pressure accumulator, the high-pressure filter further intercepts any impurities and particulate matter that may be introduced. Even if the suction filter has removed most impurities, new impurities may still be generated in the hydraulic oil during its flow due to system vibration or component wear. The high-pressure filter effectively intercepts these newly generated impurities, ensuring that the hydraulic oil entering the high-pressure accumulator meets a higher cleanliness standard.

[0036] In some implementations of the first aspect, multiple sets of damping units are arranged on a carriage, and the electronic braking unit is configured to independently control each set of damping units based on vehicle operation data collected by vehicle sensors and data from each pressure sensor of each set of damping units.

[0037] In some implementations of the first aspect, the plurality of damping units include vertical damping units and lateral damping units, wherein the dampers in the vertical damping units are arranged perpendicular to the vehicle's running direction, and the dampers in the lateral damping units are arranged parallel to the vehicle's running direction.

[0038] In this embodiment, by incorporating vertical and lateral damping units, the active suspension system of the present invention can comprehensively address vehicle vibration issues across multiple dimensions. The vertical damping units effectively attenuate the vertical vibrations of the vehicle body, while the lateral damping units suppress body roll and lateral sway, thereby improving the overall vibration damping performance of the vehicle. Combined with the electronic control unit (ECU) and vehicle sensors, the system can dynamically adjust the damping force of each damping unit according to the actual driving conditions of the vehicle. For example, when the vehicle travels over bumpy roads, the vertical damping units increase their damping force to quickly attenuate vibrations; when the vehicle is turning, the lateral damping units increase their damping force to suppress body roll. This dynamic adaptability allows the system to maintain optimal vibration damping performance under various complex operating conditions.

[0039] Based on the above technical solution, the active suspension system provided in this application uses a gear pump driven by a motor to pump hydraulic oil from the oil tank to a high-pressure accumulator for storage. A first pressure sensor monitors the internal pressure of the high-pressure accumulator in real time, and an electronic controller controls the start and stop of the motor based on the detected values ​​to ensure the pressure remains stable within a preset range. When the pressure exceeds a first set value P1, the motor stops to avoid overpressure. Based on the acceleration and amplitude in the vehicle vibration signal, a first pressure control valve opens to a set opening degree, delivering hydraulic oil of appropriate pressure to the damper of the actuator unit. A servo valve switches the oil circuit direction. When the pressure detected by the second and third pressure sensors on both sides of the damper exceeds a second set value P2, a first throttle valve opens to achieve a small amount of unloading, preventing excessive pressure from damaging the damper or oil circuit, maintaining system pressure stability, and achieving a stable vibration damping effect.

[0040] As can be seen from the above technical solutions, additional aspects and advantages of the present invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0041] Figure 1 This is a schematic diagram of the overall structure of the active suspension system according to the embodiments of this application;

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

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

[0044] In the above figures:

[0045] 1.1 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 cover; 1.12 Pipe fittings; 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 relief valve; 1.14.2 Second relief valve; 1.14.3 Third relief valve; 1.15 Low-pressure accumulator; 1.16 Check valve; 1.17 Pipe fitting assembly;

[0046] 2. Actuation unit; 2.1 Vibration damper; 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 directional valve; 2.3.2 Second directional valve;

[0047] 3.1 Lateral vibration damper; 3.2.1 Pressure sensor IX; 3.2.2 Pressure sensor X; 3.3 Third directional valve. Detailed Implementation

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

[0049] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0050] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0051] In this invention, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0052] The present invention will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0053] To address the technical problem in existing hydraulic shock absorbers where the damping force cannot be precisely controlled, thus affecting vehicle comfort, this application proposes an active suspension system with energy storage and pressure detection and control. This system can monitor the vehicle's driving status in real time and dynamically adjust suspension parameters based on this information.

[0054] refer to Figures 1 to 3 .

[0055] The active suspension system is classified into its components according to their structure. The active suspension system includes: a fuel tank 1.13, a high-pressure accumulator 1.5, vehicle sensors, an electronic control unit, and a damping unit. The damping unit includes a first pressure control valve 1.11.1, a first directional valve 2.3.1, a shock absorber 2.1, and a pressure sensing unit. Depending on the vehicle's configuration requirements, multiple damping units can be configured. This embodiment uses a single damping unit configuration as an example to illustrate the structure of the active suspension system.

[0056] The active suspension system is classified according to its function. The active suspension system for energy storage and pressure detection and control includes: an electronic controller, an oil source unit, and an actuator unit. The oil source unit includes a gear pump 1.2, a motor 1.3, a high-voltage 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 relief 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 fluid, etc.

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

[0059] The inlet of the high-voltage 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-voltage accumulator 1.5.

[0060] The outlet of the high-pressure accumulator 1.5 is connected to the inlet of the first pressure control valve 1.11.1. The outlet of the high-pressure accumulator 1.5 is connected to the inlet of the first directional valve 2.3.1 through the first pressure control valve 1.11.1. Specifically, the first directional valve 2.3.1 has four valve ports, of which the first and second valve ports are located on the side closer to the first pressure control valve 1.11.1, and the third and fourth valve ports are located on the side closer 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 directional valve 2.3.1 and the inlet of the first relief valve 1.14.1. The outlet of the first relief valve 1.14.1 and the second valve port of the first directional valve 2.3.1 converge to form the first return oil branch, which is 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, vibrations during vehicle operation are attenuated, thereby improving the vehicle's driving comfort and handling stability. The shock absorber 2.1 includes a first oil port and a second oil port, which are respectively connected to two oil chambers of the shock absorber 2.1, with a piston positioned between the two oil chambers. By filling the two oil chambers with working medium, the pressure difference between the two oil chambers changes, thereby producing a damping and buffering effect. In the prior art, the flow of the working medium between the two oil chambers is achieved through a damping orifice provided on the piston, thus adjusting the damping force. The embodiments of this application improve upon this adjustment method.

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

[0063] The electronic controller connects to the various pressure sensors of the pressure sensing unit, the first pressure control valve 1.11.1, and the vehicle sensor.

[0064] In the aforementioned 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 directional valve 2.3.1 and the oil tank 1.13. The circuit connecting the first pressure control valve 1.11.1 back to the oil tank 1.13 is provided with a first overflow valve 1.14.1 and a first directional valve 2.3.1.

[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 setting value P1, it indicates that the amount of working medium in the high-pressure accumulator 1.5 has reached saturation. The electronic controller controls the motor 1.3 to stop, stops filling the high-pressure accumulator 1.5 with oil, and depressurizes the high-pressure accumulator 1.5.

[0066] The first directional valve 2.3.1 has two ends connected to the first pressure control valve 1.11.1 and the oil tank 1.13 on one side, and two ends connected to the inlet and outlet of the damper 2.1 of the actuator 2 on the other side. Here, the inlet and outlet are defined as relative concepts. In practical applications, both oil ports of the damper 2.1 can be used as both inlet and outlet. For example, when the working condition detection requires filling the upper oil chamber with oil to achieve the damping effect, the first oil port located at the top is used as the inlet. At this time, if there is too much oil in the lower oil chamber, it may flow back to the oil tank through the second oil port and the first return oil pipeline.

[0067] The first relief 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 directional valve 2.3.1. Specifically, one end of the first relief valve 1.14.1 is connected to the outlet end of the first pressure control valve 1.11.1 that is connected to the first directional 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 that outlet. The electronic controller is electrically or communicatively connected to the vehicle sensors, 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 the set opening degree to maintain the output pressure. The amount of oil supplied to the damper's oil chamber is controlled by combining the pressure values ​​detected by the third pressure sensor 2.2.1 and the fourth pressure sensor 2.2.2, as well as the vehicle operation data detected by the vehicle sensors.

[0068] In one possible implementation, the electronic controller is further configured to control the first directional valve 2.3.1 to switch the conduction direction of the oil circuits on both sides based on vehicle information. Specifically, the electronic control unit is connected to the first directional valve 2.3.1 and can control the connection path of the first directional valve 2.3.1, thereby controlling which oil 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 chamber of the shock absorber; when the second oil port and the fourth oil port are connected, oil is filled into the lower oil chamber of the shock absorber.

[0069] In this embodiment, the electronic controller receives and analyzes vibration data, vehicle speed, road conditions, and other external input parameters from the vehicle information to calculate the optimal operating state of the first directional valve 2.3.1 in real time. Based on the calculation results, the electronic controller sends a control signal to drive the first directional valve 2.3.1 to switch the conduction direction of the oil circuits on both sides, thereby adjusting the operating mode of the shock absorber 2.1.

[0070] It should be understood that the electronic controller is electrically or communicatively connected to the vehicle sensors, receives vehicle information, and generates opening data for the first pressure control valve 1.11.1 based on the acceleration and amplitude of external vibrations in the vehicle information received by the vehicle sensors. The first pressure control valve 1.11.1 opens to a set opening degree based on this opening data to output different pressure values. For example, the vehicle sensors can detect the vehicle's instantaneous lateral and vertical acceleration, and can react to lateral impacts or longitudinal vibrations. When an impact or vibration is detected, the opening degree 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 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 slightly unload the pipeline and maintain it at the set oil pressure.

[0072] Through the coordinated operation of the electronic controller and multiple sensors, this system can adjust pressure in real time and precisely control the damping characteristics of the suspension system, significantly improving vehicle comfort and handling performance. Simultaneously, it stores excess hydraulic energy through an accumulator to maintain stable system pipeline pressure.

[0073] In this embodiment, vehicle sensors can detect vehicle vibration data in real time, including information such as vehicle acceleration, displacement, and velocity. This data is transmitted to the electronic control unit (ECU). Based on the real-time monitored vibration data, the ECU quickly calculates the required damping force and precisely adjusts the hydraulic oil flow and pressure within the shock absorber 2.1 by controlling the opening of the first pressure control valve 1.11.1 and the first directional valve 2.3.1, thereby achieving real-time suppression of vehicle vibration. Compared with traditional passive suspension systems, this active control method can more accurately respond to vibrations under different road conditions, effectively reducing the bumpy feeling of the vehicle body and significantly improving the driving comfort. Because the system can dynamically adjust the damping force according to the actual vibration state of the vehicle, it can maintain optimal comfort under different driving conditions. For example, when driving on bumpy roads, the system can quickly increase the damping force to rapidly attenuate the vibration of the vehicle body; while on flat roads, the system will appropriately reduce the damping force to maintain a certain degree of flexibility in the vehicle's suspension system, further improving ride comfort. This dynamic adjustment capability is something that traditional suspension systems cannot achieve, greatly improving the passenger riding experience.

[0074] In some implementations of the first aspect, a low-pressure accumulator 1.15 is also included, which is disposed on the first return oil branch.

[0075] In this embodiment, a low-pressure accumulator 1.15 is installed on the first return oil branch to temporarily store the working medium flowing back to the oil tank 1.13. When the shock absorber 2.1 is working, hydraulic oil flows out from the oil port of the shock absorber 2.1, passes through the reversing valve, and enters the return oil branch. At this time, the low-pressure accumulator can temporarily store this returning hydraulic oil. This temporary storage function effectively avoids the impact and pressure fluctuations that may occur when the hydraulic oil flows back to the oil tank 1.13 directly and quickly, making the flow of hydraulic oil more stable; on the other hand, it can replenish the buffered working medium to the shock absorber 2.1 when the shock absorber 2.1 needs to be replenished with hydraulic oil.

[0076] In some implementations of the first aspect, a one-way valve is also included, wherein the one-way valve 1.16 is disposed in the oil line between the low-pressure accumulator and the oil tank 1.13, and is capable of conducting from the low-pressure accumulator 1.15 to the oil tank 1.13.

[0077] Specifically, the low-pressure accumulator 1.15 is connected to the pipeline connecting the shock absorber 2.1 to the inlet of the oil tank 1.13; the one-way valve 1.16 is connected between the low-pressure accumulator 1.15 and the inlet of the oil tank 1.13, and the one-way valve 1.16 is set to conduct unidirectionally from the low-pressure accumulator 1.15 to the oil tank 1.13.

[0078] In this embodiment, a 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. It stores a portion of the hydraulic oil during the return flow from the shock absorber 2.1 and provides backflow support when needed to maintain system pressure balance. A one-way valve 1.16 is positioned between the low-pressure accumulator 1.15 and the oil tank 1.13 to ensure that the hydraulic oil flows only in one direction, from the low-pressure accumulator 1.15 to the oil tank 1.13, thereby preventing backflow of hydraulic oil from the oil tank to the low-pressure accumulator 1.15.

[0079] With this configuration, the low-pressure accumulator 1.15 effectively buffers the return oil pressure fluctuations of the damper 2.1, while providing additional hydraulic energy support to the system when necessary. The design of the one-way valve 1.16 avoids reverse interference in the hydraulic oil circulation path, ensuring the stability and reliability of system operation.

[0080] By adding a low-pressure accumulator 1.15 and a one-way valve 1.16, the pressure fluctuations in the system during the return oil process of the damper 2.1 are 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 system's response speed and energy utilization efficiency. The one-way valve 1.16 avoids potential hydraulic interference between the oil tank and the low-pressure accumulator, ensuring the consistency and reliability of system operation.

[0081] In this embodiment, the core function of the one-way valve 1.16 is to ensure that hydraulic oil can only flow from the low-pressure accumulator 1.15 to the oil tank 1.13, and not in the opposite direction. During system operation, the low-pressure accumulator 1.15 temporarily stores the hydraulic oil returning from the shock absorber 2.1 and releases it back to the oil tank 1.13 when appropriate. The presence of the one-way valve 1.16 effectively prevents hydraulic oil from flowing back from the oil tank 1.13 into the low-pressure accumulator 1.15, avoiding system pressure fluctuations and component damage caused by reverse hydraulic oil flow.

[0082] In one possible implementation, the electronic controller is configured to control the operation of the low-pressure accumulator 1.15 based on 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 ​​indicate that a certain oil chamber of a shock absorber needs replenishment of oil, if one end of the high-pressure accumulator 1.5 is not working, the controller can control the oil in the low-pressure accumulator 1.15 to flow back to the oil chamber of the shock absorber.

[0083] In some implementations of the first aspect, the oil outlet of the high-voltage accumulator 1.5 is also connected to at least one return oil line;

[0084] One return oil pipeline connects to the oil tank 1.13 via safety valve 1.8;

[0085] And / or,

[0086] One return oil pipeline is connected to the oil tank 1.13 via the manual unloading valve 1.9.

[0087] In some implementations of the first aspect, a pressure gauge 1.6 is also provided on the return oil line.

[0088] In one possible implementation, the oil source unit 1 includes two return oil lines and further includes a pressure gauge 1.6, a safety valve 1.8, and a manual unloading valve 1.9. The pressure gauge 1.6 is located on the outlet line 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 embodiment, pressure gauge 1.6 is installed on the outlet pipeline of high-pressure accumulator 1.5 to display the pressure value inside high-pressure accumulator 1.5 in real time, facilitating operator monitoring of the system's pressure status. Safety valve 1.8 acts as a protective device, releasing pressure to prevent system overload when the pressure in high-pressure accumulator 1.5 abnormally rises to a set safety value. Manual unloading valve 1.9 is used for manual pressure relief during system maintenance or emergencies. Operators use manual unloading valve 1.9 to release hydraulic oil from high-pressure accumulator 1.5 to oil tank 1.13, ensuring system safety and operability.

[0090] In this embodiment, the safety valve 1.8 is a crucial protective device in the hydraulic system. When the system pressure exceeds a set safety threshold, the safety valve 1.8 automatically opens, rapidly releasing the hydraulic oil from 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 manually controlled unloading mechanism for the system. The structures of the safety valve 1.8 and the manual unloading valve 1.9 are redundant, improving the reliability of oil return.

[0091] In this embodiment, the active suspension system further optimizes the monitoring function of the hydraulic system. A pressure gauge 1.6 is installed on the return oil line, which can display the hydraulic oil pressure in the return oil line in real time. Operators can intuitively understand the current working status of the system by observing the pressure gauge reading. By monitoring the pressure in the return oil line in real time, the pressure gauge can help operators promptly detect abnormal pressure conditions and take timely action.

[0092] The addition of pressure gauge 1.6 enhances the system's real-time pressure monitoring capabilities, facilitating the detection and timely handling of potential problems. Safety valve 1.8 provides overpressure protection, ensuring the safety of the hydraulic system under high-pressure operating conditions. Manual unloading valve 1.9 facilitates system maintenance or emergency operation, improving system reliability and operational efficiency.

[0093] In some implementations of the first aspect, an oil suction filter 1.1 is also provided between the oil tank 1.13 and the gear pump 1.2.

[0094] In some implementations of the first aspect, a high-pressure filter 1.4 is also provided between the gear pump 1.2 and the high-pressure accumulator 1.5.

[0095] In one possible implementation, the system further includes an oil suction filter 1.1 and a high-pressure filter 1.4. The oil suction filter 1.1 is located between the oil tank 1.13 and the gear pump 1.2; the high-pressure filter 1.4 is located between the gear pump 1.2 and the high-pressure accumulator 1.5.

[0096] In this embodiment, the suction filter 1.1 is installed in the connecting pipeline between the oil tank 1.13 and the gear pump 1.2 to perform preliminary filtration on the hydraulic oil drawn from the oil tank 1.13, remove any impurities and contaminants that may be present, and ensure that the hydraulic oil entering the gear pump 1.2 is clean, thereby preventing wear or blockage of the gear pump 1.2 caused by 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. It is used to further filter the hydraulic oil in the hydraulic system after it has been pressurized by the gear pump 1.2, remove possible particulate impurities or suspended matter, protect the normal operation of the high-pressure accumulator 1.5 and the precision components in the subsequent pipeline, and extend the service life of the key components of the system.

[0098] The synergistic effect 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 oil tank 1.13 to the high-pressure accumulator 1.5, thereby improving the operational reliability and stability of the system.

[0099] In this embodiment, the main function of the suction filter 1.1 is to filter impurities and particulate matter from the hydraulic oil. During the operation of the hydraulic system, impurities such as metal shavings, dust, and wear particles may enter the hydraulic oil for various reasons. If these impurities enter the gear pump 1.2 or other critical components, they may cause wear, blockage, or malfunction. The suction filter can effectively intercept these impurities, ensuring that the hydraulic oil entering the gear pump 1.2 maintains a high level of cleanliness.

[0100] In this embodiment, the high-pressure filter 1.4 serves as the second line of filtration in the hydraulic system, performing secondary filtration of the hydraulic oil. During the flow of hydraulic oil from the gear pump 1.2 to the high-pressure accumulator 1.5, the high-pressure filter further intercepts any impurities and particulate matter that may be introduced. Even if the suction filter has removed most impurities, new impurities may still be generated in the hydraulic oil during its flow due to system vibration or component wear. The high-pressure filter effectively intercepts these newly generated impurities, ensuring that the hydraulic oil entering the high-pressure accumulator 1.5 meets a higher cleanliness standard.

[0101] In some implementations of the first aspect, multiple sets of vibration damping units are included.

[0102] In some implementations of the first aspect, the multiple sets of damping units include vertical damping units and lateral damping units, wherein the dampers 2.1 in the vertical damping units are set perpendicular to the vehicle's running direction, and the dampers 2.1 in the lateral damping units are set parallel to the vehicle's running direction.

[0103] In one possible implementation, the damper 2.1 is a vertical hydraulic damper, which may include one or two sets of vertical hydraulic dampers.

[0104] In this embodiment, the shock absorber 2.1 adopts a vertical hydraulic shock absorber structure. Its working principle is to absorb and attenuate the vertical vibration of the vehicle through the flow damping of hydraulic oil. The vertical hydraulic shock absorber is usually composed of a cylinder, piston, piston rod and internal hydraulic oil. When the vehicle is traveling and a vertical impact occurs due to uneven road surface, the piston in the shock absorber 2.1 moves relative to the cylinder, and the hydraulic oil flows through the damping hole or valve on the piston, thereby generating a damping force.

[0105] In one possible implementation, the execution unit 2 includes two sets of vertical dampers 2.1 and one set of lateral dampers 3.1 connected in parallel at both ends of the oil tank 1.13 inlet and the low-pressure accumulator 1.15 outlet.

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

[0107] In this embodiment, the execution unit 2 includes two sets of vertical dampers 2.1 and one set of lateral dampers 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 dampers 2.1 are mainly used to absorb vertical vibrations caused by uneven road surfaces during vehicle operation, while the lateral dampers 3.1 are used to cope with lateral impacts or vibrations, such as dynamic stability control under conditions of rapid cornering or crosswinds.

[0108] See Figure 3 For a single set of hydraulic dampers, the control logic can be modified to include pressure control valves, relief valves, directional valves, and pressure sensor groups in the oil source unit and the execution unit. For systems with two sets of vertical dampers and one set of lateral dampers, corresponding pressure control valves, relief valves, directional valves, and pressure sensor groups can be added to the oil source unit and the execution unit.

[0109] An embodiment of the active suspension system for energy storage and pressure detection and control according to the present invention is described in detail below:

[0110] The active suspension system for energy storage and pressure detection and control includes: an electronic controller, a hydraulic power unit 1, and an execution unit 2. The hydraulic power 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 relief valve 1.14.1, and an oil tank 1.13. The motor 1.3 drives the gear pump 1.2 to rotate, drawing hydraulic oil from the oil tank 1.13 into the high-pressure accumulator 1.5. The outlet of the high-voltage accumulator 1.5 is connected to the inlet of the first directional valve 2.3.1 via a first pressure control valve 1.11.1; one outlet of the first pressure control valve 1.11.1 is connected to the first directional valve 2.3.1, and the other outlet is connected to the inlet of the oil tank 1.13; a first pressure sensor 1.7.1 is configured to detect the pressure of the high-voltage accumulator 1.5; an electronic controller is configured to control the start or stop of the motor 1.3 based on the pressure of the high-voltage accumulator 1.5 detected by the first pressure sensor 1.7.1; when the first pressure sensor 1.11.1 detects the pressure of the high-voltage accumulator 1.5, the electronic controller is configured to control the start or stop of the motor 1.3. When the pressure detected by pressure sensor 1.7.1 in the high-pressure accumulator 1.5 exceeds the first pressure set value P1, the electronic controller controls the motor 1.3 to stop; one end of the first reversing valve 2.3.1 is connected to the outlet of the first pressure control valve 1.11.1 and the inlet of the oil tank 1.13 respectively; the other end is connected to the inlet and outlet of the damper 2.1 of the actuator 2 respectively; one end of the first relief valve 1.14.1 is connected to the outlet end of the first pressure control valve 1.11.1 that is connected to the first reversing valve 2.3.1. The other end is connected to the inlet of the fuel tank 1.13; the second pressure sensor 1.7.2 is connected to the common contact 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 relief 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 also controlled to: receive vehicle information and control the first pressure control valve 1.11.1 according to the acceleration and amplitude of external vibration in the vehicle information. The opening degree is adjusted to output different pressure values. The opening degree of the first pressure control valve 1.11.1 is controlled according to the pressure detected by the second pressure sensor 1.7.2; and the conduction of the first relief valve 1.14.1 is controlled according to the pressure of the pressure sensor Ⅲ 2.2.1 or pressure sensor Ⅳ 2.2.2 at the inlet or outlet of the damper 2.1; wherein, when the pressure detected by the pressure sensor Ⅲ 2.2.1 or pressure sensor Ⅳ 2.2.2 is greater than or equal to the second pressure set value P2, the first relief valve 1.14.1 is controlled to open.

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

[0112] When damping force control is required in the execution unit 2.1, the electronic controller controls 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. High-pressure oil enters the reversing valve 2.3.1 through the oil pipe. The reversing valve can switch to the oil circuit where pressure sensor III 2.2.1 or pressure sensor IV 2.2.2 is located. When oil pressure enters the side of pressure sensor III 2.2.1, pressure sensor III 2.2.1 will display a pressure value. When the managed oil pressure exceeds the controller's output value, the electronic controller will open the first relief valve 1.14.1 to perform a small amount of unloading, maintaining it at the set oil pressure.

[0113] The actuator can only be controlled on one side, while the other side will be connected to the low-pressure accumulator 1.15. Any 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 hydraulic oil from entering the oil tank.

[0114] In this embodiment, by incorporating vertical and lateral damping units, the active suspension system of the present invention can comprehensively address vehicle vibration issues across multiple dimensions. The vertical damping units effectively attenuate the vertical vibrations of the vehicle body, while the lateral damping units suppress body roll and lateral sway, thereby improving the overall vibration damping performance of the vehicle. Combined with the electronic control unit (ECU) and vehicle sensors, the system can dynamically adjust the damping force of each damping unit according to the actual driving conditions of the vehicle. For example, when the vehicle travels over bumpy roads, the vertical damping units increase their damping force to quickly attenuate vibrations; when the vehicle is turning, the lateral damping units increase their damping force to suppress body roll. This dynamic adaptability allows the system to maintain optimal vibration damping performance under various complex operating conditions.

[0115] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled 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-voltage accumulator, vehicle sensors, an electronic control unit, and a vibration damping unit. The fuel tank is used to store the working medium, and the electronic control unit includes an electronic controller. The vehicle sensors are used to detect vehicle vibration data. The inlet of the high-voltage accumulator is connected to the fuel tank via a motor and a gear pump. The vibration damping unit includes a first pressure control valve, a first reversing valve, a vibration damper, and a pressure sensing unit; The outlet of the high-voltage 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, and the outlet of the first relief valve and the second valve port of the first reversing valve converge to form the first return oil branch connected to the oil tank. 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. The pressure sensing unit includes a first pressure sensor installed at the outlet end of the high-pressure accumulator, a second pressure sensor installed at the inlet end of the first overflow valve, a third pressure sensor installed on the oil line of the first oil port of the shock absorber, and a fourth pressure sensor installed on the right oil line of the second oil port of the shock absorber. The electronic controller is connected to the various pressure sensors of the pressure sensing unit, the first pressure control valve, and the vehicle sensor. The electronic controller is configured to: When the data detected by the first pressure sensor exceeds the set value, the motor stops working; The opening control data of the first pressure control valve is generated based on the acceleration and amplitude of external vibrations in the vehicle information received from the vehicle sensors, and the opening of the first pressure control valve is controlled based on the detection data of the second pressure sensor. Control the passage of the first directional valve to switch to the oil circuit where the third or 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 installed on the first return oil branch; The electronic control is configured to control the return flow of low-pressure accumulator oil to the damper oil chamber based on the pressure values ​​detected by the third and fourth pressure sensors.

3. The active suspension system according to claim 2, characterized in that, It also includes a one-way valve, which is installed in the oil line between the low-pressure accumulator and the oil tank, and can conduct 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 supplied to the shock absorber's oil chamber is controlled based on the pressure values ​​detected by the third and fourth pressure sensors, as well as the vehicle operation data detected by the vehicle sensors.

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

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

7. The active suspension system according to claim 1, characterized in that, It also includes an oil suction filter installed between the oil tank and the gear pump.

8. The active suspension system according to claim 1, characterized in that, It also includes a high-pressure filter installed between the gear pump and the high-pressure accumulator.

9. The active suspension system according to claim 1, characterized in that, It includes multiple sets of vibration damping units installed on a carriage. The electronic control unit is configured to independently control each set of vibration damping units based on vehicle operation data collected by vehicle sensors and data from each pressure sensor of each set of vibration damping units.

10. The active suspension system according to claim 9, characterized in that, The multiple sets of vibration damping units include vertical vibration damping units and lateral vibration damping units. The dampers in the vertical vibration damping units are set perpendicular to the vehicle's running direction, and the dampers in the lateral vibration damping units are set parallel to the vehicle's running direction.

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