Pillar assembly based on oil-gas integration

Abstract

The invention relates to the technical field of passenger car suspensions, and provides a strut assembly based on oil-gas integration, which is applied to passenger cars and comprises a cylinder barrel component and a floating piston. Wherein the air pressure cavity is communicated with an air source to form an air spring unit, and a piston rod connected with wheels or a vehicle body of the passenger vehicle is arranged in the hydraulic cavity to form a shock absorber unit. According to the scheme, the air spring and the shock absorber are combined into a whole, so that the overall size of the system is reduced, the system is more suitable for the design requirement of a compact passenger car, meanwhile, the weight of the suspension system is reduced, the lightweight design of the whole vehicle is facilitated, and the energy efficiency of the passenger car is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of passenger car suspensions, and particularly to a strut assembly based on oil-gas integration. Background Art

[0002] With the improvement of the requirements for ride comfort, handling performance and seating comfort of passenger cars, the suspension system has gradually developed from the traditional passive adaptive suspension towards the intelligent direction.

[0003] In the prior art, the development of intelligent suspensions is accompanied by the requirements of lightweight and small structural size. Due to its large volume and weight, the traditional oil-gas suspension is mainly used in commercial vehicles, while passenger cars tend to use air springs as the supporting components. However, the air spring structure of the existing semi-active suspension is relatively complex, and the airbag occupies a large space. Summary of the Invention

[0004] In view of the above-mentioned disadvantages of the prior art, the purpose of the present invention is to provide a strut assembly based on oil-gas integration to improve integration and lightweight.

[0005] To achieve the above purpose and other related purposes, the present invention provides a strut assembly based on oil-gas integration, which is characterized in that it is applied to a passenger car and includes:

[0006] A cylinder assembly;

[0007] A floating piston, which is arranged in the cylinder assembly and divides the inner cavity of the cylinder assembly into a pneumatic chamber and a hydraulic chamber;

[0008] Wherein, the pneumatic chamber is communicated with a gas source to form an air spring unit, and a piston rod connected to the lower control arm or the body of the passenger car is arranged in the hydraulic chamber to form a shock absorber unit.

[0009] The shock absorber unit includes a piston assembly, the piston assembly is arranged in the hydraulic chamber and divides the hydraulic chamber into an upper oil chamber and a lower oil chamber, the piston rod is connected to the piston assembly, the upper oil chamber and the lower oil chamber are communicated through an oil passage, and at least one oil passage is provided with a CDC valve.

[0010] In a specific embodiment of the present invention, the shock absorber unit further includes:

[0011] A first interface, which is communicated with the upper oil chamber;

[0012] A second interface, which is communicated with the lower oil chamber;

[0013] A servo valve is communicated with the first interface and the second interface. The servo valve is configured to be able to switch the first interface and the second interface to be liquid inlet ports or liquid outlet ports, and the servo valve is configured to be able to control the opening degrees of the first interface and the second interface.

[0014] In a specific embodiment of the present invention, a bottom valve is connected in series on the oil path where the CDC valve is located, and two one-way valves with opposite directions are arranged on the bottom valve.

[0015] In a specific embodiment of the present invention, the oil path includes an oil through hole arranged on the piston assembly.

[0016] In a specific embodiment of the present invention, the cylinder block assembly is connected to the body of the passenger car, the piston rod is connected to the lower swing arm of the passenger car, and the pneumatic chamber is located above the hydraulic chamber.

[0017] In a specific embodiment of the present invention, a buffer block assembly is arranged between the upper end of the cylinder block assembly and the body.

[0018] In a specific embodiment of the present invention, a buffer block assembly is arranged at the piston rod.

[0019] In a specific embodiment of the present invention, a dust cover covering the piston rod is arranged between the lower end of the piston rod and the lower end of the cylinder block assembly.

[0020] In a specific embodiment of the present invention, an accumulator is arranged inside the piston rod, and the outside of the accumulator is communicated with the lower oil chamber.

[0021] The present invention provides a strut assembly based on oil and gas integration. In the above solution, the air spring and the shock absorber are combined into one, and the two are integrated together, which not only reduces the overall volume of the system and makes it more suitable for the design requirements of compact passenger cars, but also reduces the weight of the suspension system, thereby contributing to the lightweight design of the whole vehicle and improving the energy efficiency of the passenger car. The rubber bladder in the traditional air spring is usually exposed outside and is easily affected by environmental factors such as temperature change, humidity, corrosive gas, etc., which will accelerate its aging. After canceling the exposed rubber bladder, the new integrated design better protects the inside of the air spring, greatly extends the service life of the components, and reduces the maintenance cost. Description of the Drawings

[0022] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained according to these drawings.

[0023] Figure 1 This is a schematic structural diagram of a strut assembly based on oil-gas integration in an embodiment of the present invention;

[0024] Figure 2 This is a schematic structural principle diagram of a strut assembly based on oil-gas integration in an embodiment of the present invention;

[0025] Figure 3 This is a schematic diagram of the internal valve port through-hole distribution of a strut assembly based on oil-gas integration in an embodiment of the present invention;

[0026] Figure 4 This is a flow diagram of the passive and semi-active control of the oil flow direction of a strut assembly based on oil-gas integration in an embodiment of the present invention;

[0027] Figure 5 This is a flow diagram of the fully active control of the oil flow direction of a strut assembly based on oil-gas integration in an embodiment of the present invention;

[0028] Figure 6 This is a flow diagram of the stiffness adjustment oil flow direction of a strut assembly based on oil-gas integration in an embodiment of the present invention;

[0029] Figure 7 This is a flow diagram of the lifting control mode oil flow direction of a strut assembly based on oil-gas integration in an embodiment of the present invention;

[0030] Figure 8 This is a schematic structural diagram of a strut assembly based on oil-gas integration in another embodiment of the present invention;

[0031] Figure 9 This is a schematic structural principle diagram of a strut assembly based on oil-gas integration in another embodiment of the present invention;

[0032] Figure 10 This is a schematic diagram of the internal valve port through-hole distribution of a strut assembly based on oil-gas integration in another embodiment of the present invention;

[0033] Figure 11 This is a flow diagram of the passive and semi-active control of the oil flow direction of a strut assembly based on oil-gas integration in another embodiment of the present invention;

[0034] Figure 12 This is a flow diagram of the fully active control of the oil flow direction of a strut assembly based on oil-gas integration in another embodiment of the present invention;

[0035] Figure 13 This is a flow diagram of the stiffness adjustment oil flow direction of a strut assembly based on oil-gas integration in another embodiment of the present invention;

[0036] Figure 14This is the hydraulic fluid flow diagram of the lifting control mode of the strut assembly based on oil and gas integration in another embodiment of the present invention.

[0037] Description of reference numerals: 10, cylinder barrel assembly; 20, floating piston; 30, air spring unit; 31, pneumatic chamber; 32, air tank; 33, air pipe; 34, air valve; 40, shock absorber unit; 41, piston rod; 42, piston assembly; 43, bottom valve; 44, upper oil chamber; 45, lower oil chamber; 46, accumulator; 47, dust cover; 51, fuel tank; 52, hydraulic pump; 53, servo valve; 54, first oil pipe; 55, second oil pipe; 56, third oil pipe; 57, fourth oil pipe; 60, vibration isolation block; 70, CDC valve; 80, buffer block assembly. Detailed implementation manners

[0038] The following uses specific specific examples to illustrate the implementation manners of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific implementation manners. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that, without conflict, the following embodiments and the features in the embodiments can be combined with each other.

[0039] It should be noted that the diagrams provided in the following embodiments only illustrate the basic concept of the present invention in a schematic manner. Therefore, only the components related to the present invention are shown in the diagrams, rather than being drawn according to the number, shape, and size of the components in actual implementation. The type, quantity, and ratio of each component in actual implementation can be arbitrarily changed, and the component layout type may also be more complex.

[0040] The current mainstream passenger car suspensions are divided into two categories: traditional passive adaptive suspensions and semi-active control suspensions. The traditional passive adaptive suspension is limited by its fixed damping characteristics and cannot be adjusted in real time according to changes in road conditions or driving conditions. Therefore, its optimization effect on the driving stability and comfort of passenger cars is limited. The semi-active suspension realizes partial adaptive adjustment through the combination of variable damping CDC adjustment and air springs. Its damping force can be adjusted according to road conditions, thereby providing better handling and comfort. However, this semi-active suspension system still follows the logic of "perception - control - execution", that is, the road conditions are sensed by sensors, and the damping is adjusted through a controller to achieve the dynamic response of the suspension. Although this method can partially optimize the performance of passenger cars, it still has limitations in the face of special usage conditions.

[0041] In the development path of intelligent suspensions, the suspension forms have gradually transitioned from passive and semi-active to more advanced fully active control. Compared with semi-active suspensions, fully active suspensions possess higher responsiveness and predictive capabilities. Through the active control method of "sensing - pre-control - pre-execution", they can respond before road conditions change, further enhancing the ride comfort and handling safety of passenger vehicles. Therefore, fully active suspensions are considered the future trend of intelligent suspensions, but their current application scale is small and mainly used in a few high-end models. With the increasing demand for intelligent suspensions, the large-scale application of fully active suspensions will become an inevitable path for the development of suspension systems.

[0042] In addition, the development of intelligent suspensions is accompanied by the requirements of lightweight and structural miniaturization.

[0043] As Figures 1-14 shown, the present invention proposes a strut assembly based on oil-gas integration, which is applied to a passenger vehicle and includes a cylinder block assembly 10 and a floating piston 20.

[0044] The floating piston 20 is disposed within the cylinder block assembly 10 and divides the inner cavity of the cylinder block assembly 10 into a pneumatic chamber 31 and a hydraulic chamber. The floating piston 20 separates the oil and gas. Among them, the pneumatic chamber 31 is communicated with a gas source to form an air spring unit 30, and a piston rod 41 connected to the lower control arm or the vehicle body of the passenger vehicle is disposed within the hydraulic chamber to form a shock absorber unit 40. The gas source includes a gas tank 32, a gas pipe 33, and a gas valve 34 provided on the gas pipe 33.

[0045] Due to the pressure of the charged gas, the floating piston 20 is pushed downward, thereby pressing the oil to eject the piston rod 41 to form a supporting force for supporting the sprung mass. Through design and verification, the air spring part and the shock absorber part of the existing strut assembly are deeply integrated into a whole, effectively reducing the volume of the air chamber and simplifying the parts. The gas filled into the upper part of the shock absorber in the pneumatic chamber 31 is nitrogen with pressure and relatively stable performance.

[0046] Combining the pneumatic chamber 31 and the hydraulic chamber within a cylinder block assembly 10, and separating the oil and gas by the floating piston 20 not only reduces the volume of the air chamber but also deeply integrates the air spring and the shock absorber into an overall structure. Compared with the traditional strut assembly, the structure of the assembly is greatly simplified, the number of parts is reduced, which helps to improve the manufacturing and assembly efficiency. The lightweight effect brought by the simplified structure and reduced parts can effectively reduce the weight of the whole vehicle, thereby improving the fuel economy or the endurance of electric vehicles. Since the pneumatic chamber 31 is filled with nitrogen with pressure, the floating piston 20 can continuously push out the oil, thereby pushing out the piston rod 41 to form a stable supporting force. This design not only meets the supporting requirements for the sprung mass on the vehicle body but also improves the supporting stability and response speed of the suspension system under different road conditions.

[0047] AsFigure 1 As shown, the shock absorber unit 40 further includes a first interface ( Figure 3 port A1 in), a second interface ( Figure 3 port A2 in), and a servo valve 53, and further includes a liquid supply unit. The liquid supply unit includes an oil tank 51, a hydraulic pump 52, a first oil pipe 54, a second oil pipe 55, a third oil pipe 56, and a fourth oil pipe 57.

[0048] In the solution of the present application, a passive control mode can also be adopted. The oil flow direction is as Figure 4 、 11 shown. The servo valve 53 remains normally closed in the middle position (both ports A1 and A2 are blocked), the air port of the air valve 34 remains normally closed (port Q is blocked), the CDC valve 70 remains fully open (the coil is not energized and maintains the maximum opening), and both ports B1 and B2 are open.

[0049] When the piston moves upward (compresses), the oil pressure in the upper oil chamber 44 increases. Part of the oil flows from the upper oil chamber 44 to the lower oil chamber 45 through the g and h valve ports of the piston assembly 42, and part of the oil flows from the upper oil chamber 44 through port E, through the CDC valve 70, and through the through hole C to the lower oil chamber 45, and then flows to the inside of the piston rod 41 through the through hole D, and the energy accumulator 46 realizes energy storage. In addition, according to the size of the upper valve port of the bottom valve 43 and the number and stiffness of the combined valve plates used, part of the oil will flow from the upper oil chamber 44 to the floating lower oil chamber 45 through the a and b valve ports of the bottom valve 43. Since the air pressure chamber 31 in the upper chamber of the floating piston 20 is filled with pressurized nitrogen, the floating piston 20 moves up and down according to the pressure difference between its upper and lower sides.

[0050] Conversely, when the piston moves downward (returns), the oil pressure in the lower chamber increases. Part of the oil flows from the lower oil chamber 45 to the upper oil chamber 44 through the e and f valve ports of the piston assembly 42, and part of the oil flows from the lower oil chamber 45 through the through hole C, through the CDC valve 70, and then back to the upper oil chamber 44 through port E. Since the piston rod 41 occupies a certain volume, a certain vacuum will be formed in the upper oil chamber 44. Part of the oil enters the lower oil chamber 45 through the through hole D, and then flows back to the upper oil chamber 44 through the CDC valve 70 and port E, and the energy accumulator 46 instantaneously replenishes the oil. At the same time, according to the size of the upper valve port of the bottom valve 43 and the number and stiffness of the combined valve plates used, part of the oil flows from the lower chamber of the floating piston 20 to the upper oil chamber 44 through the c and d valve ports of the bottom valve 43.

[0051] During calibration, by adjusting the sizes of the valve ports on the piston assembly 42 and the bottom valve 43, the different combined valve plates, as well as the sizes of the clearance oil port E, the through hole C, and the through hole D, the required damping force can be achieved. After calibration, the damping force remains unchanged in the passive mode.

[0052] In a specific embodiment of the present invention, the shock absorber unit 40 includes a piston assembly 42. The piston assembly 42 is disposed in the hydraulic chamber and divides the hydraulic chamber into an upper oil chamber 44 and a lower oil chamber 45. The piston rod 41 is connected to the piston assembly 42. The upper oil chamber 44 and the lower oil chamber 45 are communicated through the working cylinder, the oil storage cylinder in the cylinder block assembly 10, and the oil passages at corresponding positions on the working cylinder. At least one oil passage is provided with a CDC valve 70, so that the damping characteristics of the shock absorber can be adjusted according to road conditions and driving requirements. This configuration of the CDC valve 70 enables the suspension system to achieve real-time adjustment during the dynamic process, thereby improving the handling performance and comfort of the passenger car. The CDC valve 70 can adjust the valve opening according to information such as vehicle speed and vibration feedback by sensors, so as to optimize the damping performance under different road conditions. When the road conditions are smooth, the damping is small to enhance comfort; while under bumpy road conditions, the damping is increased to improve vehicle body stability. This design of adaptive damping adjustment significantly improves the adaptability and comfort of the passenger car. By setting the hydraulic chamber as the upper oil chamber 44 and the lower oil chamber 45 and connecting it to the oil passage system, the system can effectively control the flow path of the oil during the shock absorption process. This design avoids possible fluid shocks in the hydraulic system, helps to smooth the shock absorption effect, and thus improves the stability of the system.

[0053] The CDC valve 70 can be used for shock absorption in the semi-active control mode. When switched to this mode, the oil flow direction is as Figure 4 shown.

[0054] In the semi-active mode, the vehicle-mounted sensors (such as lidar, camera or ultrasonic sensor) are used to scan the road surface ahead in real time to identify road conditions such as bumps, potholes or undulations. The scanned data is transmitted to the control unit (ECU). The CDC valve 70 changes the valve core opening by receiving the current signal from the ECU and adjusts the oil flow velocity in the damper. For example:

[0055] Bumpy road surface: reduce the damping force (large valve opening), and the suspension becomes softer to absorb shocks;

[0056] Flat road: increase the damping force (small valve opening), and the suspension becomes harder to enhance support.

[0057] Among them, the CDC valve 70 remains normally closed in the middle position (both ports A1 and A2 are blocked), the air valve 34 port remains normally closed (Q is blocked), the CDC valve 70 inputs different currents according to the required damping force, maintains the required opening, and both ports B1 and B2 are open. The oil flow directions in the compression and recovery states in the semi-active control mode are the same as those in the passive control mode.

[0058] Such as Figures 1-7As shown in the figure, in the first embodiment, a foot valve 43 is connected in series on the oil path where the CDC valve 70 is located. Two check valves with opposite directions are arranged on the foot valve 43. The piston assembly 42, the foot valve 43 and the cylinder block assembly 10 form an upper oil cavity 44; the piston assembly 42, the piston rod 41, the cylinder block assembly 10 and the guide assembly form a lower oil cavity 45. Between the upper and lower chambers of the piston are two check valves and the CDC valve 70 configured on the piston assembly 42 and the foot valve 43. This design ensures that the oil can flow through different paths during compression and rebound, thus achieving more precise damping control. The combined structure of the piston assembly 42 and the foot valve 43 ensures that the fluid passage between the upper oil cavity 44 and the lower oil cavity 45 is controllable, enabling the shock absorption system to pass through different oil paths during rebound and compression respectively. This can achieve higher damping control during compression, and at the same time provide an appropriate buffering effect during rebound, improving the dynamic response of the passenger car suspension system.

[0059] As Figures 8-14 shown, in the second embodiment, the foot valve 43 is cancelled, the two check valves on the piston assembly 42 are cancelled, and the working cylinders at the upper and lower ends of the cylinder block assembly 10 and the oil storage cylinder are both welded and provided with oil passing ports. By cancelling the foot valve 43 and the check valves, the oil path structure of the system is greatly simplified, reducing the number of components. This simplification not only reduces the production and assembly costs, but also makes the system more compact and saves space. Adopting the structure form of welding the working cylinders at the upper and lower ends of the cylinder block assembly 10 and the oil storage cylinder and providing oil passing ports enables the oil to flow more quickly between the upper oil cavity 44 and the lower oil cavity 45. This valve-less design reduces the hydraulic resistance and the retention in the oil path, improving the dynamic response ability of the system, enabling the shock absorber to adapt to road surface changes more quickly, and bringing a better driving experience.

[0060] The fuel tank 51 is used to store oil, and the fuel tank 51 is of a fully enclosed structure.

[0061] The hydraulic pump 52 is communicated with the fuel tank 51 for pumping oil. The hydraulic pump 52 is responsible for pumping oil from the fuel tank 51, and an oil filter is configured at its oil inlet end to ensure the cleanliness of the oil entering the shock absorber and prevent the system from being blocked or worn due to impurities. The hydraulic pump 52 is driven by an electric motor to provide the required pressure source to ensure the stable operation of the system.

[0062] The servo valve 53 is used to switch the connection and opening degree of each interface thereon. The servo valve 53 is communicated with the first interface and the second interface, and the servo valve 53 is configured to be able to switch the first interface and the second interface as the liquid inlet or the liquid outlet.

[0063] The servo valve 53 using servo control can precisely control the injection and discharge of hydraulic oil. The connection relationship and opening degree between the various interfaces of the servo valve 53 are adjustable, so as to realize the flow control of hydraulic oil between different oil cavities. By controlling the position of the piston assembly 42 through the servo valve 53, the system can achieve pre-adjustable damping force control within the stroke, enabling the shock absorber to have the active control ability of an intelligent suspension.

[0064] The first oil pipe 54 is connected to the servo valve 53 and the hydraulic pump 52.

[0065] The second oil pipe 55 is connected to the servo valve 53 and the fuel tank 51.

[0066] The third oil pipe 56 is connected to the servo valve 53 and the first interface.

[0067] The fourth oil pipe 57 is connected to the servo valve 53 and the second interface.

[0068] On the other side corresponding to the CDC valve 70, there is a parallel oil circuit with active control, which can realize more active control of the inlet and outlet of hydraulic oil when needed.

[0069] In the active mode, the vehicle-mounted sensors (such as lidar, camera or ultrasonic sensor) are used to scan the road surface ahead in real time to identify road conditions such as bumps, potholes or undulations. The scanned data is transmitted to the control unit (ECU), and the algorithm is used to predict the amplitude and timing of the suspension adjustment. The hydraulic pump 52 injects or releases hydraulic oil into the suspension strut assembly according to the instruction to dynamically adjust the suspension. For example:

[0070] When encountering bumps, the hydraulic pump quickly raises the suspension to reduce the impact transmitted to the vehicle body;

[0071] When cornering at high speed, actively increase the stiffness of the outer suspension to suppress roll.

[0072] The above solution greatly improves the comfort, handling limit and vehicle body stability, especially outstanding in complex road conditions.

[0073] The active mode can dynamically adjust the suspension stiffness according to road conditions, providing optimal comfort and vehicle body stability. On flat roads, the suspension can remain soft, offering a better sense of comfort; while on uneven roads, the suspension can quickly adjust to reduce impacts, minimize jolts, and enhance overall comfort. In the autonomous driving system, the active mode, in conjunction with the intelligent control system, can provide more accurate road feedback and vehicle dynamic adjustment. Through the integration of on-vehicle sensors and the autonomous driving system, the active mode can be adjusted in real time in the autonomous driving mode to adapt to different driving environments and complex situations. It can perform suspension adjustments in advance through predictive algorithms, enhancing the stability and comfort of the vehicle in the autonomous driving state. The active mode can adjust the suspension stiffness according to changes in vehicle load, avoiding excessive body sag or instability caused by heavy loads. This not only improves driving comfort but also maintains higher stability during turning, reduces cargo swaying, and enhances safety. In the intelligent transportation system, the active mode can exchange data with traffic flow, vehicle speed, road conditions, etc. in real time, adjust the suspension according to road conditions, keep the vehicle body stable, reduce the driver's burden, and enhance safety. For example, on highways, the system can automatically adjust the suspension to cope with changes in the distance between the vehicle and the vehicle ahead, ensuring a smooth vehicle body.

[0074] Among them, the hydraulic pump 52 supplies pressure oil to this oil circuit to apply higher control force under specific circumstances and achieve fine adjustment during the stroke. This design enables the shock absorber to have more refined dynamic control when dealing with complex road conditions, enhancing the ride comfort and stability of the passenger car. The servo valve 53 with servo control and the multi-oil circuit configuration enable the system to perform fully active damping adjustment when external conditions such as vehicle speed and road conditions change. The system can not only provide more refined suspension adjustment but also optimize the comfort during driving and the handling stability of the passenger car. This fully active control system meets the intelligent and fast-response suspension control requirements, providing higher safety and comfort for the passenger car.

[0075] As Figure 1 shown, the oil circuit includes an oil passage hole provided on the piston assembly 42. There is an oil port gap between the working cylinder and the oil storage cylinder of the cylinder block assembly 10. When the piston moves, the oil can flow between the working cylinder and the oil storage cylinder. This enhances the adaptability of the passenger car under various driving conditions. This design not only meets the requirement of fast response but also performs fine adjustment through the servo control servo valve 53, enabling the shock absorber to have an intelligent suspension control function and bringing a more comfortable and stable driving experience for the passenger car.

[0076] In a specific embodiment of the present invention, the cylinder block assembly 10 is connected to the body of the passenger car, the piston rod 41 is connected to the lower swing arm of the passenger car, and the pneumatic chamber 31 is located above the hydraulic chamber. With such a structure, most of the mass is connected to the body, and only the piston rod 41 is connected to the lower control arm of the vehicle, thus greatly reducing the unsprung mass and improving the performance of the passenger car. A buffer block assembly mounting bracket at the lower end of the piston rod 41 is sleeved with a buffer block assembly 80, which can limit and buffer the suspension compression stroke. The shock absorber guide assembly and the piston assembly 42 are connected by a spring, which can limit and buffer the suspension recovery stroke.

[0077] In a specific embodiment of the present invention, a vibration isolation block 60 is provided between the upper end of the cylinder block assembly 10 and the body. The cylinder block assembly 10 at the upper end of the shock absorber and the vibration isolation block 60 are connected by a stud assembly with a boss and are installed in the vibration isolation block mounting bracket. The vibration isolation block mounting bracket is connected to the body by a body connecting piece bolt. Through this preferred design, the shock absorber can isolate the vibration of the body and can slightly swing within a certain angle, which can meet the requirements of the suspension movement characteristics.

[0078] In a specific embodiment of the present invention, a buffer block assembly 80 is provided at the piston rod. The main function of the buffer block assembly 80 is to absorb and consume the instantaneous impact or severe vibration from the movement of the piston rod. When the shock absorber works, the movement of the piston rod may generate sudden impact forces. If these impact forces are not effectively relieved, they will be transmitted to other system components, causing damage or affecting the use effect. By providing a buffer block at the piston rod, these impact forces can be effectively absorbed, reducing the transmission of vibration, thereby protecting other components of the system from damage.

[0079] As Figure 1 shown, a dust cover 47 covering the piston rod 41 is provided between the lower end of the piston rod 41 and the lower end of the cylinder block assembly 10. The lower end of the dust cover 47 and the mounting accessories are fixed to the buffer block assembly mounting bracket, and the upper end is fixed to the lower end of the cylinder block assembly 10 and fixed with a clamp to isolate the dust outside the buffer block assembly 80 and the cylinder block assembly 10.

[0080] As Figure 1 shown, an accumulator 46 communicating with the lower oil chamber 45 is provided inside the piston rod 41. The piston rod 41 is designed as a hollow structure, and the accumulator 46 is designed inside the piston rod 41. There is an oil port on the piston rod 41, which is communicated with the oil in the cylinder block, and it plays a role in energy storage when the pressure difference changes. Conversely, it can also instantaneously supplement the oil volume. At the same time, the upper pneumatic chamber 31 and the floating piston 20 also play the role of the accumulator 46.

[0081] The present invention provides a strut assembly based on oil and gas integration. In the above solution, the air spring and the shock absorber are combined into one, integrating the two together, which not only reduces the overall volume of the system, making it more suitable for the design requirements of compact passenger cars, but also reduces the weight of the suspension system, thus contributing to the lightweight design of the whole vehicle and improving the energy efficiency of the passenger car. The rubber bladder in the traditional air spring is usually exposed, making it vulnerable to environmental factors such as temperature changes, humidity, corrosive gases, etc., which will accelerate its aging. After canceling the exposed rubber bladder, the new integrated design better protects the inside of the air spring, greatly extending the service life of the component and reducing the maintenance cost. Compared with the traditional structure, an additional layer of air is added at the upper end of the shock absorber to isolate vibration, and vibration isolation blocks are also added at the upper end of the air spring for filtering and vibration isolation. It filters the small high-frequency vibrations of the road surface better. Most of the mass of the structure of the present invention is connected to the vehicle body, and only the piston rod 41 is connected to the lower control arm of the vehicle, thus greatly reducing the unsprung mass. The performance of the passenger car is improved. The air spring shock absorber can be switched arbitrarily between passive, semi-active, and fully active to adapt to more usage scenarios. Active control maximally solves the contradiction between the ride comfort and handling safety of passenger cars. The integration of active control and autonomous driving provides a broader design space for autonomous driving. Currently, for the fully active control of the models on the market, the active force is provided by the forward and reverse rotation of the oil pump, and its disadvantage is that the motor drives the oil pump to rotate forward and backward, which requires a large amount of energy to overcome the rotational inertia force during forward and reverse rotation, and the response frequency is not high. However, in the present invention, the motor and the oil pump rotate in the same direction to provide a pressure oil source, and the direction is changed through the CDC valve 70, with a higher response frequency and lower energy consumption required. In the active mode, some oil circuits of the CDC can be completely shut off, and the active mode is completely decoupled from the semi-active / passive mode, without affecting each other, while the existing products cannot meet this requirement.

[0082] The above embodiments are merely illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Any person familiar with this technology can modify or change the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or changes completed by those with ordinary knowledge in the technical field without departing from the spirit and technical ideas disclosed by the present invention should still be covered by the claims of the present invention.

[0083] In the description herein, numerous specific details are provided, such as examples of components and / or methods, to provide a complete understanding of the embodiments of the present invention. However, those skilled in the art will recognize that the embodiments of the present invention can be practiced without one or more of the specific details or by using other devices, systems, components, methods, parts, materials, parts, etc. In other cases, well-known structures, materials, or operations are not specifically shown or described in detail to avoid obscuring aspects of the embodiments of the present invention.

[0084] References throughout this specification to "one embodiment", "an embodiment", or "a specific embodiment" mean that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention and not necessarily in all embodiments. Thus, appearances of the phrases "in one embodiment", "in an embodiment", or "in a specific embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics of any specific embodiment of the present invention may be combined in any suitable manner with one or more other embodiments. It is to be understood that other variations and modifications of the embodiments of the invention described and shown herein may be made in accordance with the teachings herein and will be considered part of the spirit and scope of the present invention.

[0085] It should also be understood that one or more of the elements shown in the figures may also be implemented in a more separated or more integrated manner, or even removed in some cases where they are inoperable or provided because they may be useful for a particular application.

[0086] In addition, unless otherwise explicitly indicated, any marked arrows in the figures should be considered merely exemplary and not restrictive. Furthermore, unless otherwise indicated, the term "or" as used herein generally intends to mean "and / or". Where separation or combination capabilities are not clear due to the terms being foreseen, the combination of components or steps will also be considered to have been specified.

[0087] As used in the description herein and throughout the claims below, unless otherwise indicated, "a", "an", and "the" include plural references. Also, as used in the description herein and throughout the claims below, unless otherwise indicated, the meaning of "in" includes "in" and "on".

[0088] The foregoing description of the embodiments shown in the present invention (including what is described in the abstract of the specification) is not intended to be exhaustive or to limit the invention to the precise forms disclosed herein. Although specific embodiments of the invention and examples of the invention have been described herein for illustrative purposes only, various equivalent modifications will be within the spirit and scope of the invention as will be recognized and understood by those skilled in the art. As noted, these modifications to the invention may be made in accordance with the foregoing description of the embodiments of the invention and these modifications will be within the spirit and scope of the invention.

[0089] The present document has described systems and methods in general to facilitate an understanding of the details of the present invention. In addition, various specific details have been given to provide a general understanding of embodiments of the present invention. However, those skilled in the relevant art will recognize that embodiments of the present invention may be practiced without one or more of the specific details, or with other devices, systems, components, methods, assemblies, materials, parts, etc. In other instances, well-known structures, materials, and / or operations have not been shown or described in detail to avoid obscuring aspects of the embodiments of the present invention.

[0090] Accordingly, while the present invention has been described herein with reference to its specific embodiments, modifications, various changes, and substitutions are also within the above disclosure, and it should be understood that in some instances, some features of the present invention may be employed without corresponding use of other features without departing from the scope and spirit of the claimed invention. Therefore, many modifications may be made to adapt a particular environment or material to the essential scope and spirit of the present invention. The present invention is not intended to be limited to the specific terms and / or specific embodiments disclosed as the best mode contemplated for carrying out the present invention, but the present invention will include any and all embodiments and equivalents falling within the scope of the appended claims. Accordingly, the scope of the present invention will be determined only by the appended claims.

Claims

1. A pillar assembly based on oil and gas integration, characterized in that, Applied to a passenger car, including: Cylinder block assembly; A floating piston, arranged inside the cylinder block assembly and separating the inner cavity of the cylinder block assembly into a pneumatic chamber and a hydraulic chamber; Wherein, the pneumatic chamber is communicated with a gas source to form an air spring unit, and a piston rod connected to the lower control arm or the body of the passenger car is arranged in the hydraulic chamber to form a shock absorber unit.

2. The strut assembly based on oil and gas integration according to claim 1, characterized in that, The shock absorber unit includes a piston assembly, the piston assembly is arranged in the hydraulic chamber and separates the hydraulic chamber into an upper oil chamber and a lower oil chamber, the piston rod is connected to the piston assembly, the upper oil chamber and the lower oil chamber are communicated through an oil passage, and at least one oil passage is provided with a CDC valve.

3. The strut assembly based on integrated oil and gas according to claim 2, wherein, The shock absorber unit further includes: A first interface, communicated with the upper oil chamber; A second interface, communicated with the lower oil chamber; A servo valve, communicated with the first interface and the second interface, the servo valve is configured to be able to switch the first interface and the second interface to be liquid inlet or liquid outlet, and the servo valve is configured to be able to control the opening degrees of the first interface and the second interface.

4. The strut assembly based on integrated oil and gas according to claim 2 or 3, characterized in that, A bottom valve is connected in series on the oil passage where the CDC valve is located, and two check valves with opposite directions are arranged on the bottom valve.

5. The strut assembly based on oil and gas integration according to claim 2 or 3, characterized in that, The oil passage includes an oil through hole arranged on the piston assembly.

6. The pillar assembly based on oil and gas integration according to claim 1, characterized in that, The cylinder block assembly is connected to the body of the passenger car, the piston rod is connected to the lower control arm of the passenger car, and the pneumatic chamber is located above the hydraulic chamber.

7. The strut assembly based on integrated oil and gas according to claim 6, characterized in that, A buffer block assembly is arranged between the upper end of the cylinder block assembly and the body.

8. The pillar assembly based on integrated oil and gas according to claim 6, wherein A buffer block assembly is arranged at the piston rod.

9. The pillar assembly based on oil and gas integration according to claim 7, wherein A dust cover covering the piston rod is arranged between the lower end of the piston rod and the lower end of the cylinder block assembly.

10. The strut assembly based on oil and gas integration according to claim 2 or 3, characterized in that An accumulator is arranged inside the piston rod, and the outside of the accumulator is communicated with the lower oil chamber.

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