Suspension system, suspension assembly and vehicle

Abstract

The invention discloses a suspension system, a suspension assembly and a vehicle, the suspension system has a plurality of working modes, the suspension system comprises a hydraulic unit, the hydraulic unit is provided with a first hydraulic cavity and a second hydraulic cavity; the power unit is respectively connected with the first hydraulic cavity and the second hydraulic cavity; and the rectifying unit is arranged between the hydraulic unit and the power unit, and the rectifying unit is used for adjusting switching among the multiple working modes. According to the suspension system, the functions are complete, the multiple working modes can be switched to meet different requirements, the use flexibility is improved, the stability and the comfort degree are improved, and the suspension system is simple and compact in structure, convenient to arrange and easy to control.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a suspension system, a suspension assembly and a vehicle. Background Art

[0002] In related technologies, suspension components play a vital role in the vehicle's driving process and have a significant impact on the vehicle's stability, handling, and ride comfort. Due to road roughness and vehicle acceleration, deceleration, steering, and other operations, the suspension travel will continue to change. However, the suspension components have a single function and cannot meet the diverse needs of different road conditions and driving styles, which reduces their performance. Summary of the Invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one object of the present invention is to provide a suspension system that is fully functional, switchable between multiple operating modes to meet different needs, and has increased flexibility, stability, and comfort. It also has a simple and compact structure, is easy to arrange, and is simple to control.

[0004] Another object of the present invention is to provide a suspension assembly using the above suspension system.

[0005] Another object of the present invention is to provide a vehicle using the above suspension system or suspension assembly.

[0006] According to the suspension system of the first aspect embodiment of the present invention, the suspension system has multiple working modes, and the suspension system includes: a hydraulic unit, the hydraulic unit having a first hydraulic chamber and a second hydraulic chamber; a power unit, the power unit being connected to the first hydraulic chamber and the second hydraulic chamber respectively; a rectifier unit, the rectifier unit being arranged between the hydraulic unit and the power unit, and the rectifier unit being used to adjust the switching between the multiple working modes.

[0007] The suspension system of the present invention utilizes a rectifier unit, a hydraulic unit, and a power unit to switch between multiple operating modes. The system's comprehensive functionality allows for flexible adjustment of the suspension system's operating mode based on varying needs, enabling the vehicle to maintain stability and comfort under various road conditions, improving the driving experience and operational stability. Furthermore, the system's simple and compact structure facilitates deployment, simple operation, and ease of implementation, improving the operating efficiency of the suspension system.

[0008] According to some embodiments of the present invention, the rectifier unit includes: an on-off assembly, which is connected between the hydraulic unit and the power unit; and a rectifier bridge, which is respectively connected to the first hydraulic chamber, the second hydraulic chamber and the on-off assembly.

[0009] According to some embodiments of the present invention, the on-off assembly includes: a first on-off piece, one end of which is connected to the power unit, and the other end of the first on-off piece is selectively connected to the first hydraulic chamber and the second hydraulic chamber; a second on-off piece, one end of which is connected to the power unit, and the other end of the second on-off piece is selectively connected to the first hydraulic chamber and the second hydraulic chamber, and when the first on-off piece is connected to one of the first hydraulic chamber and the second hydraulic chamber, the second on-off piece is connected to the other of the first hydraulic chamber and the second hydraulic chamber.

[0010] According to some embodiments of the present invention, the multiple working modes include a first mode, a second mode, a third mode and a fourth mode. When the suspension system is in one of the first mode, the second mode and the third mode, the first hydraulic chamber is connected to the second hydraulic chamber through the rectifier bridge, the first on-off piece and the second on-off piece; when the suspension system is in the fourth mode, the first hydraulic chamber is connected to the second hydraulic chamber through the first on-off piece and the second on-off piece.

[0011] According to some embodiments of the present invention, the first on-off member has a first port, a second port and a third port, the first port is connected to the first hydraulic chamber, the second port is selectively connected to the first hydraulic chamber and the second hydraulic chamber through the rectifier bridge, and the third port is connected to the power unit, and the third port is selectively connected to the first port and the second port.

[0012] According to some embodiments of the present invention, the second on-off member has a fourth port, a fifth port and a sixth port, the fourth port is connected to the second hydraulic chamber, the fifth port is selectively connected to the first hydraulic chamber and the second hydraulic chamber through the rectifier bridge, the sixth port is connected to the power unit, and the sixth port is selectively connected to the fourth port and the fifth port.

[0013] According to some embodiments of the present invention, when the suspension system is in one of the first mode, the second mode, and the third mode, the third port is connected to the second port, and the sixth port is connected to the fifth port; when the suspension system is in the fourth mode, the third port is connected to the first port, and the sixth port is connected to the fourth port.

[0014] According to some embodiments of the present invention, the rectifier bridge has: a first interface, which is connected to the first hydraulic chamber; a second interface, which is connected to the second hydraulic chamber; a third interface, which is connected to the second port, and the third interface is selectively connected to the first interface and the second interface; a fourth interface, which is connected to the fifth port, and the fourth interface is selectively connected to the first interface and the second interface.

[0015] According to some embodiments of the present invention, the rectifier bridge includes: a first one-way conducting member, the first one-way conducting member is arranged between the first interface and the third interface, and the first one-way conducting member unidirectionally conducts fluid from the first hydraulic chamber to the second port; a second one-way conducting member, the second one-way conducting member is arranged between the third interface and the second interface, and the second one-way conducting member unidirectionally conducts fluid from the second hydraulic chamber to the second port; a third one-way conducting member, the third one-way conducting member is arranged between the second interface and the fourth interface, and the third one-way conducting member unidirectionally conducts fluid from the fifth port to the second hydraulic chamber; a fourth one-way conducting member, the fourth one-way conducting member is arranged between the first interface and the fourth interface, and the fourth one-way conducting member unidirectionally conducts fluid from the fifth port to the first hydraulic chamber.

[0016] According to some embodiments of the present invention, the rectifier unit further includes: a throttling member, which is arranged between the rectifier bridge and the first on-off member, and the fluid in the first hydraulic chamber and / or the second hydraulic chamber is suitable for flowing to the first on-off member through the rectifier bridge and the throttling member.

[0017] According to some embodiments of the present invention, the throttling element is a throttle valve.

[0018] According to some embodiments of the present invention, the suspension system further comprises: an accumulator, wherein the accumulator is provided between the power unit and the hydraulic unit.

[0019] According to some embodiments of the present invention, the power unit includes: a hydraulic component, which is arranged between the first on-off component and the second on-off component; a motor, which is connected to the output shaft of the hydraulic component; and a power feeding circuit, which is connected to the motor.

[0020] According to some embodiments of the present invention, the hydraulic component is a bidirectional hydraulic motor.

[0021] According to some embodiments of the present invention, the first on-off member is a three-way valve; and / or the second on-off member is a three-way valve.

[0022] According to some embodiments of the present invention, the suspension system further comprises: a control unit, wherein the control unit communicates with the rectifier unit and the power unit respectively.

[0023] A suspension assembly according to an embodiment of the second aspect of the present invention includes the suspension system according to the embodiment of the first aspect of the present invention.

[0024] According to some embodiments of the present invention, there are multiple suspension systems, and the suspension assembly further includes: a master controller, which communicates with the control units of the multiple suspension systems respectively.

[0025] The vehicle according to the third embodiment of the present invention includes the suspension system according to the first embodiment of the present invention, or the suspension assembly according to the second embodiment of the present invention.

[0026] 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 which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments with reference to the following drawings, in which: Figure 1 is a schematic diagram of a suspension system according to an embodiment of the present invention; Figure 2 is a schematic diagram of the working state of the suspension system according to an embodiment of the present invention, wherein the suspension system is in a compression stroke in a first mode, a second mode, or a third mode; Figure 3 is a schematic diagram of the working state of the suspension system according to an embodiment of the present invention, wherein the suspension system is in the restoring stroke of the first mode, the second mode or the third mode; Figure 4 is a schematic diagram of the operating state of a suspension system according to an embodiment of the present invention, wherein the motor provides a positive torque when the suspension system is in a fourth mode; Figure 5 3 is a schematic diagram of the working state of the suspension system according to an embodiment of the present invention, wherein the motor of the suspension system provides a negative torque when the suspension system is in the fourth mode.

[0028] Reference numerals: 100. Suspension system; 1. Hydraulic unit; 11. First hydraulic chamber; 12. Second hydraulic chamber; 13. Piston rod; 2. Power unit; 21. Hydraulic components; 22. Motor; 23. Energy feeding circuit; 3. Rectifier unit; 30. Switch assembly; 31. First switch; 311. First port; 312, second port; 313, third port; 32. Second switch; 321. Fourth port; 322, fifth port; 323, sixth port; 33. Rectifier bridge; 331. First interface; 332. Second interface; 333, third interface; 334, fourth interface; 335, first one-way conducting member; 336, second one-way conducting member; 337, third one-way conducting member; 338, fourth one-way conducting member; 34. Throttle device; 4. Accumulator; 5. Control unit. DETAILED DESCRIPTION

[0029] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. Figure 1-Figure 5 A suspension system 100 according to a first aspect of an embodiment of the present invention is described. The suspension system 100 can be used in a vehicle (not shown). In the following description of this application, the suspension system 100 is used in a suspension assembly (not shown) of a vehicle as an example for detailed description.

[0030] like Figure 1 As shown, according to the suspension system 100 of the first embodiment of the present invention, the suspension system 100 has multiple working modes, and the suspension system 100 includes a hydraulic unit 1, a power unit 2 and a rectifier unit 3.

[0031] Specifically, the hydraulic unit 1 has a first hydraulic chamber 11 and a second hydraulic chamber 12. The power unit 2 is connected to the first and second hydraulic chambers 11, 12, respectively. A rectifier unit 3 is located between the hydraulic unit 1 and the power unit 2 and is used to coordinate switching between multiple operating modes. In other words, the suspension system 100 switches between multiple operating modes through the rectifier unit 3. By switching between different channels within the rectifier unit 3, the direction and flow rate of the fluid are adjusted, providing the foundation for the suspension system 100 to achieve multiple operating modes.

[0032] For example, in Figure 1 In the example shown, the first hydraulic chamber 11 and the second hydraulic chamber 12 of the hydraulic unit 1 are arranged in a vertical direction, with the first hydraulic chamber 11 located above the second hydraulic chamber 12. Both ends of the power unit 2 are connected to the first hydraulic chamber 11 and the second hydraulic chamber 12, respectively. The rectifier unit 3 can be connected to the first hydraulic chamber 11 and the power unit 2, and the rectifier unit 3 can also be connected to the second hydraulic chamber 12 and the power unit 2.

[0033] When the rectifier unit 3 is connected, the rectifier unit 3 can place the suspension system 100 in the first mode, the second mode or the third mode among multiple working modes, and switch these three modes. In the first mode, the second mode and the third mode, the flow path of the fluid (such as oil) in the suspension system 100 is the same. The first mode can be a semi-active mode, the second mode can be a feedback mode, and the third mode can be a failure mode (that is, a component in the vehicle fails).

[0034] When rectifier unit 3 is disconnected, the fluid within suspension system 100 does not pass through rectifier unit 3, and suspension system 100 is in the fourth of multiple operating modes, the active mode. The oil within suspension system 100 is pumped from first hydraulic chamber 11 by power unit 2 and then pumped into second hydraulic chamber 12, or alternatively, power unit 2 pumps fluid from second hydraulic chamber 12 and then pumps it into first hydraulic chamber 11, enabling reciprocating fluid flow between hydraulic unit 1 and power unit 2. This actively adjusts the damping of suspension system 100, effectively filtering out road bumps and improving vehicle handling stability and comfort.

[0035] With this arrangement, the rectifier unit 3, in conjunction with the hydraulic unit 1 and the power unit 2, can adjust the suspension system 100 between multiple operating modes (e.g., the first mode, the second mode, the third mode, and the fourth mode). This allows for flexible adjustment of the suspension system 100's operating mode to meet diverse needs, enabling the vehicle to maintain stability and comfort under various road conditions. This improves the performance of the suspension system 100, as well as the driving experience and operational stability. Furthermore, the rectifier unit 3 improves energy recovery efficiency. Furthermore, the structure is simple and compact, making it easy to deploy. Furthermore, adjustment via the rectifier unit 3 is simple and easy to implement, improving the operating efficiency of the suspension system 100. Furthermore, the suspension system 100 is fully functional. During use, it can provide damping force at medium and high frequencies, enhancing driving smoothness, and recover energy at low frequencies, improving energy utilization. It also provides active power to regulate the movement of the piston rod 13 of the hydraulic unit 1. Furthermore, it can provide maximum damping in the event of a vehicle component failure, ensuring safety and achieving more efficient, stable, and comfortable suspension adjustment. The combination of energy-feedback control, semi-active control, and active control enables the vehicle to maintain stability and comfort under various road conditions, improving overall vehicle performance and driving experience while also saving energy. Furthermore, compared to conventional technologies, this solves the problem of semi-active shock absorbers being able to adjust damping but unable to feed energy, the problem of energy-feedback shock absorbers being able to feed energy but unable to provide mid- and high-frequency damping forces or active power, and the problem of active shock absorbers being able to provide active power but experiencing low energy-feedback efficiency in the forward and reverse rotation of the motor in energy-feedback mode, thereby improving the performance of the suspension system 100.

[0036] According to the suspension system 100 of the present invention, the coordination of the rectifier unit 3 with the hydraulic unit 1 and the power unit 2 enables switching between multiple operating modes of the suspension system 100. This fully functional system allows for flexible adjustment of the operating mode of the suspension system 100 according to varying requirements, enabling the vehicle to maintain stability and comfort under various road conditions, improving the driving experience and operational stability. Furthermore, the simple and compact structure facilitates deployment, simple operation, and easy implementation, thereby improving the operating efficiency of the suspension system 100.

[0037] According to some embodiments of the present invention, referring to Figure 1 The rectifier unit 3 includes an on-off assembly 30 and a rectifier bridge 33. The on-off assembly 30 is connected between the hydraulic unit 1 and the power unit 2. The rectifier bridge 33 is connected to the first hydraulic chamber 11, the second hydraulic chamber 12 and the on-off assembly 30 respectively. Figure 1 In the example shown, the on / off assembly 30 is connected to the hydraulic unit 1, the power unit 2, and the rectifier bridge 33, respectively. This arrangement, through the cooperation between the on / off assembly 30 and the rectifier bridge 33, can adjust the flow of fluid within the suspension system 100 along different paths, thereby enabling switching between multiple operating modes of the suspension system 100. This improves the flexibility of the suspension system 100 and facilitates its flexible use according to actual usage.

[0038] According to some embodiments of the present invention, referring to Figure 1 The switch assembly 30 includes a first switch piece 31 and a second switch piece 32 .

[0039] Specifically, one end of the first on-off member 31 is in communication with the power unit 2, and the other end of the first on-off member 31 is selectively in communication with the first hydraulic chamber 11 and the second hydraulic chamber 12. One end of the second on-off member 32 is in communication with the power unit 2, and the other end of the second on-off member 32 is selectively in communication with the first hydraulic chamber 11 and the second hydraulic chamber 12. When the first on-off member 31 is in communication with one of the first and second hydraulic chambers 11, 12, the second on-off member 32 is in communication with the other of the first and second hydraulic chambers 11, 12.

[0040] For example, in Figure 1In the schematic example, the first on-off member 31 can connect the power unit 2 with the first hydraulic chamber 11, and the other end of the first on-off member 31 can be directly connected to the first hydraulic chamber 11, or the other end of the first on-off member 31 can be selectively connected to the first hydraulic chamber 11 and the second hydraulic chamber 12 through a rectifier bridge 33. The second on-off member 32 can connect the power unit 2 with the second hydraulic chamber 12, and the other end of the second on-off member 32 can be directly connected to the first hydraulic chamber 11, or the other end of the second on-off member 32 can be selectively connected to the first hydraulic chamber 11 and the second hydraulic chamber 12 through a rectifier bridge 33. When the other end of the first on-off member 31 is connected to the first hydraulic chamber 11, the other end of the second on-off member 32 is connected to the second hydraulic chamber 12. Or when the other end of the first on-off member 31 is connected to the second hydraulic chamber 12, the other end of the second on-off member 32 is connected to the first hydraulic chamber 11.

[0041] With such a configuration, whether the oil passes through the rectifier bridge 33 can be controlled by cooperating with the first on-off piece 31 and the second on-off piece 32. When the fluid does not pass through the rectifier bridge 33, the suspension system 100 is in the fourth mode. When the fluid passes through the rectifier bridge 33, with the cooperation of the rectifier bridge 33, the fluid switches between the first mode, the second mode and the third mode to meet the requirements of different working conditions when the vehicle passes through different road conditions to improve the stability and safety of the vehicle.

[0042] According to some embodiments of the present invention, referring to Figure 2-Figure 5 In the example, the multiple working modes include a first mode, a second mode, a third mode and a fourth mode. When the suspension system 100 is in one of the first mode, the second mode and the third mode, the first hydraulic chamber 11 is connected to the second hydraulic chamber 12 through the rectifier bridge 33, the first on-off piece 31 and the second on-off piece 32; when the suspension system 100 is in the fourth mode, the first hydraulic chamber 11 is connected to the second hydraulic chamber 12 through the first on-off piece 31 and the second on-off piece 32.

[0043] For example, in Figure 2 and Figure 3 In this example, when the hydraulic unit 1 is in the recovery stroke, the fluid in the first hydraulic chamber 11 flows to the power unit 2 through the rectifier bridge 33 and the first switch 31 in sequence, and then flows out of the power unit 2 along the second switch 32 and the rectifier bridge 33 and flows into the second hydraulic chamber 12 (as shown in FIG. Figure 3 When the hydraulic unit 1 is in the compression stroke, the fluid in the second hydraulic chamber 12 flows to the power unit 2 through the rectifier bridge 33 and the first switch 31 in sequence. After flowing out of the power unit 2, it flows into the first hydraulic chamber 11 along the second switch 32 and the rectifier bridge 33 in sequence (as shown in FIG. Figure 2 ), so that the suspension system 100 is in one of the first mode, the second mode and the third mode.

[0044] exist Figure 4 and Figure 5 In the example, the power unit 2 extracts the fluid in the first hydraulic chamber 11, so that the fluid in the first hydraulic chamber 11 flows to the power unit 2 through the first on-off member 31, and then flows out of the power unit 2 and is pumped into the second hydraulic chamber 12 along the second on-off member 32 (as shown in FIG. Figure 5 The power unit 2 extracts the fluid in the second hydraulic chamber 12, and the fluid in the second hydraulic chamber 12 flows to the power unit 2 through the second on-off member 32. After flowing out of the power unit 2, the fluid is pumped into the first hydraulic chamber 11 along the first on-off member 31 (as shown in FIG. Figure 4 ), so that the suspension system 100 is in the fourth mode.

[0045] This configuration enables the suspension system 100 to function normally in the first, second, third, and fourth modes, ensuring long-term, normal use of the suspension system 100. Furthermore, it enables both active control and energy feedback and damping control, achieving more efficient, stable, and comfortable suspension adjustment. Furthermore, in different modes, the fluid in the first hydraulic chamber 11 can flow into the second hydraulic chamber 12, and vice versa, to switch between compression and recovery of the hydraulic unit 1, facilitating the use of the suspension system 100.

[0046] According to some embodiments of the present invention, referring to Figure 1 The first on-off member 31 has a first port 311, a second port 312 and a third port 313. The first port 311 is connected to the first hydraulic chamber 11, the second port 312 can be selectively connected to the first hydraulic chamber 11 and the second hydraulic chamber 12 through the rectifier bridge 33, and the third port 313 is connected to the power unit 2. The third port 313 can be selectively connected to the first port 311 and the second port 312.

[0047] For example, in the fourth mode (such as Figure 4 and Figure 5 As shown by the dashed line, the first port 311 is connected to the first hydraulic chamber 11, the third port 313 is connected to the power unit 2, and the third port 313 is connected to the first port 311. In the first mode, the second mode and the third mode, the third port 313 is connected to the second port 312. When the hydraulic unit 1 is in the recovery stroke (as shown in FIG. Figure 3 As shown by the middle dotted line, the second port 312 is connected to the first hydraulic chamber 11. When the hydraulic unit 1 is in the compression stroke (as shown in FIG. Figure 2(shown by the dashed line in the middle), the second port 312 is connected to the second hydraulic chamber 12. This arrangement allows the second port 312 and the third port 313 of the first on-off member 31 to selectively connect, enabling the suspension system 100 to have multiple modes and functions. Furthermore, by selectively connecting two of the first port 311, the second port 312, and the third port 313 of the first on-off member 31, switching between the first mode, the second mode, the third mode, and the fourth mode can be achieved, meeting the varying needs of the vehicle.

[0048] According to some embodiments of the present invention, referring to Figure 1 The second on-off member 32 has a fourth port 321, a fifth port 322 and a sixth port 323. The fourth port 321 is connected to the second hydraulic chamber 12, and the fifth port 322 can be selectively connected to the first hydraulic chamber 11 and the second hydraulic chamber 12 through the rectifier bridge 33. The sixth port 323 is connected to the power unit 2, and the sixth port 323 can be selectively connected to the fourth port 321 and the fifth port 322.

[0049] For example, in the fourth mode (such as Figure 4 and Figure 5 As shown by the middle dotted line, the fourth port 321 is connected to the second hydraulic chamber 12, the sixth port 323 is connected to the power unit 2, and the sixth port 323 is connected to the fourth port 321. In the first mode, the second mode and the third mode, the sixth port 323 is connected to the fifth port 322. When the hydraulic unit 1 is in the recovery stroke (as shown in FIG. Figure 3 As shown by the middle dotted line, the fifth port 322 is connected to the second hydraulic chamber 12. When the hydraulic unit 1 is in the compression stroke (as shown in FIG. Figure 2 (shown by the dashed line in the middle), the fifth port 322 is connected to the first hydraulic chamber 11. With this arrangement, the fifth port 322 and the sixth port 323 of the second on-off member 32 can be selectively connected, enabling the suspension system 100 to have multiple modes and multifunctionality. Furthermore, by selectively connecting two of the fourth port 321, the fifth port 322, and the sixth port 323 of the second on-off member 32, switching between the first mode, the second mode, the third mode, and the fourth mode can be achieved to meet the varying needs of the vehicle. Furthermore, this allows the suspension system 100 to adjust damping in real time, effectively recovering vibration energy generated by road excitation, and actively controlling the suspension system 100, thereby improving performance.

[0050] According to some embodiments of the present invention, referring to Figure 1When the suspension system 100 is in one of the first mode, the second mode, and the third mode, the third port 313 is in communication with the second port 312, and the sixth port 323 is in communication with the fifth port 322. When the suspension system 100 is in the fourth mode, the third port 313 is in communication with the first port 311, and the sixth port 323 is in communication with the fourth port 321.

[0051] For example, combined with Figure 2 and Figure 3 When the suspension system 100 is in one of the first mode, the second mode, and the third mode, the third port 313 communicates with the second port 312, and the sixth port 323 communicates with the fifth port 322, so that the fluid in the first hydraulic chamber 11 flows into the second hydraulic chamber 12, or the fluid in the second hydraulic chamber 12 flows into the first hydraulic chamber 11. When the suspension system 100 is in the fourth mode, the third port 313 communicates with the first port 311, and the sixth port 323 communicates with the fourth port 321, so that the power unit 2 can extract fluid from the first hydraulic chamber 11 and pump it into the second hydraulic chamber 12, or extract fluid from the second hydraulic chamber 12 and pump it into the first hydraulic chamber 11, thereby achieving active adjustment of the suspension system 100. According to some embodiments of the present invention, referring to Figure 1 The rectifier bridge 33 has a first interface 331 , a second interface 332 , a third interface 333 and a fourth interface 334 .

[0052] Specifically, the first interface 331 is connected to the first hydraulic chamber 11, the second interface 332 is connected to the second hydraulic chamber 12, the third interface 333 is connected to the second port 312, the third interface 333 is selectively connected to the first interface 331 and the second interface 332, the fourth interface 334 is connected to the fifth port 322, and the fourth interface 334 is selectively connected to the first interface 331 and the second interface 332.

[0053] For example, in Figure 1In the example shown in FIG, the first interface 331 is formed at the upper end of the rectifier bridge 33, the second interface 332 is formed at the lower end of the rectifier bridge 33, the third interface 333 is formed at the right end of the rectifier bridge 33, and the fourth interface 334 is formed at the left end of the rectifier bridge 33. One side of the third interface 333 is connected to the second interface 332, and the other side of the third interface 333 can selectively be connected to the first interface 331 and the second interface 332. For example, in one of the first mode, the second mode, and the third mode, when the hydraulic unit 1 is in the recovery stroke, the third interface 333 is connected to the first interface 331, and when the hydraulic unit 1 is in the compression stroke, the third interface 333 is connected to the second interface 332. One end of the fourth port 334 communicates with the fifth port 322, and the other end of the fourth port 334 selectively communicates with the first port 331 and the second port 332. For example, in any of the first, second, and third modes, when the hydraulic unit 1 is in the return stroke, the fourth port 334 communicates with the second port 332, and when the hydraulic unit 1 is in the compression stroke, the fourth port 334 communicates with the first port 331. With this arrangement, the suspension system 100 avoids overlap between the fluid flow paths during the return stroke and the compression stroke of the hydraulic unit 1 when in the first, second, or third mode, thereby effectively ensuring normal operation of the first, second, and third modes and enabling the suspension system 100 to function normally for extended periods of time.

[0054] Further, refer to Figure 1 The rectifier bridge 33 includes a first one-way conductive member 335 , a second one-way conductive member 336 , a third one-way conductive member 337 and a fourth one-way conductive member 338 .

[0055] Specifically, a first one-way member 335 is disposed between the first port 331 and the third port 333. The first one-way member 335 unidirectionally guides fluid flow from the first hydraulic chamber 11 to the second port 312. A second one-way member 336 is disposed between the third port 333 and the second port 332. The second one-way member 336 unidirectionally guides fluid flow from the second hydraulic chamber 12 to the second port 312. A third one-way member 337 is disposed between the second port 332 and the fourth port 334. The third one-way member 337 unidirectionally guides fluid flow from the fifth port 322 to the second hydraulic chamber 12. A fourth one-way member 338 is disposed between the first port 331 and the fourth port 334. The fourth one-way member 338 unidirectionally guides fluid flow from the fifth port 322 to the first hydraulic chamber 11.

[0056] For example, combined with Figure 1 and Figure 3The inlet of the first one-way conducting member 335 is in communication with the first port 331, and the outlet of the first one-way conducting member 335 is in communication with the third port 333. In the restored state in the first mode, the second mode, or the third mode, the first one-way conducting member 335 unidirectionally conducts fluid from the first hydraulic chamber 11 to the second port 312. The inlet of the third one-way conducting member 337 is in communication with the fourth port 334, and the outlet of the third one-way conducting member 337 is in communication with the second port 332. In the restored state in the first mode, the second mode, or the third mode, the third one-way conducting member 337 unidirectionally conducts fluid from the fifth port 322 to the second hydraulic chamber 12.

[0057] Combine Figure 1 and Figure 2 The inlet of the second one-way communicating member 336 is in communication with the second port 332, and the outlet of the first one-way communicating member 335 is in communication with the third port 333. In the compression state in the first mode, the second mode, or the third mode, the second one-way communicating member 336 unidirectionally conducts fluid from the second hydraulic chamber 12 to the second port 312. The inlet of the fourth one-way communicating member 338 is in communication with the fourth port 334, and the outlet of the fourth one-way communicating member 338 is in communication with the first port 331. In the compression state in the first mode, the second mode, or the third mode, the fourth one-way communicating member 338 unidirectionally conducts fluid from the fifth port 322 to the first hydraulic chamber 11.

[0058] With such a configuration, when the fluid passes through the rectifier bridge 33, unidirectional flow of the fluid is effectively guaranteed, thereby avoiding flow errors of the fluid under corresponding conditions, thereby ensuring normal use of the suspension system 100 in the first mode, the second mode or the third mode, and improving the performance of the suspension system 100.

[0059] According to some embodiments of the present invention, referring to Figure 1 The rectifier unit 3 also includes a throttle 34, which is arranged between the rectifier bridge 33 and the first on-off piece 31. The fluid in the first hydraulic chamber 11 and / or the second hydraulic chamber 12 is suitable for flowing to the first on-off piece 31 through the rectifier bridge 33 and the throttle 34.

[0060] For example, combined with Figure 1 and Figure 2 In the first mode, the second mode or the third mode, the hydraulic unit 1 is in a compressed state, and the fluid in the second hydraulic chamber 12 is suitable for flowing to the first on-off member 31 through the rectifier bridge 33 and the throttle member 34. Figure 1 and Figure 3When the hydraulic pressure is restored, the fluid in the first hydraulic chamber 11 is adapted to flow to the first on-off member 31 via the rectifier bridge 33 and the throttle member 34. The hydraulic unit 1 includes a piston rod 13 located within the hydraulic unit 1. The piston rod 13 divides the interior of the hydraulic unit 1 into a first hydraulic chamber 11 and a second hydraulic chamber 12. The first hydraulic chamber 11 is located above the piston rod 13, and the second hydraulic chamber 12 is located below the piston rod 13. The hydraulic unit 1 may be a hydraulic cylinder.

[0061] When the first mode, the second mode or the third mode is adopted, the second port 312 and the third port 313 of the first switch 31 are connected, and the fifth port 322 and the sixth port 323 of the second switch 32 are connected. Figure 2 and Figure 3 In the example, the dotted line is the flow path of the fluid, and the directions indicated by arrows A and B are the flow directions of the fluid.

[0062] In the first mode (i.e., semi-active mode), the control unit 5 issues a pre-drive shutdown instruction to the motor 22 of the power unit 2, and the motor 22 rotates freely at this time. Figure 1 and Figure 2 When the hydraulic unit 1 is in the compression stroke, the piston rod 13 in the hydraulic unit 1 moves from top to bottom, and the fluid flows out of the second hydraulic chamber 12 through the second interface 332, the second one-way guide member 336, the third interface 333, the throttling member 34, the second port 312, the third port 313, the hydraulic component 21 of the power unit 2, the sixth port 323, the fifth port 322, the fourth interface 334, the fourth one-way guide member 338, and the first interface 331, and flows into the first hydraulic chamber 11.

[0063] Combine Figure 1 and Figure 3 When the hydraulic unit 1 is in the recovery stroke, the piston rod 13 in the hydraulic unit 1 moves from bottom to top, and the fluid flows out of the first hydraulic chamber 11, the first interface 331, the first one-way guide member 335, the third interface 333, the throttling member 34, the second port 312, the third port 313, the hydraulic component 21 of the power unit 2, the sixth port 323, the fifth port 322, the third interface 333, the third one-way guide member 337, and the second interface 332, and flows into the second hydraulic chamber 12.

[0064] During vehicle travel, the opening of the throttle member 34 is adjusted in real time according to road conditions to provide low-frequency, medium-frequency, and high-frequency semi-active control damping forces to achieve optimal handling stability and ride comfort. For example, on low-frequency sections, i.e., sections with less bumps, the opening of the throttle member 34 is smaller, resulting in a greater damping force. On medium-frequency sections, i.e., sections with greater bumps, the opening of the throttle member 34 is larger, resulting in a smaller damping force, to adapt to different road conditions.

[0065] In the second mode (i.e., energy recovery mode), the fluid flow path in the second mode is consistent with the fluid flow path in the first mode. The throttle member 34 is opened to its maximum opening, and the hydraulic component 21 in the power unit 2 rotates unidirectionally, driving the motor 22 to generate electricity (in this case, the motor 22 functions as a generator). By adjusting the torque of the motor 22, the low-frequency damping force and energy recovery power are adjusted to achieve optimal handling stability, ride comfort, and energy recovery characteristics. For example, when the torque of the motor 22 is higher, the low-frequency damping force and energy recovery power are higher, thereby recovering more functional energy. During the energy recovery process, the mechanical energy generated by the upward and downward movement of the piston rod 13 of the hydraulic unit 1 is converted into and stored as electrical energy.

[0066] In the third mode (i.e., the vehicle enters the failure mode due to a component failure), the fluid flow path in the third mode is consistent with the fluid flow paths in the first and second modes. The first on / off member 31, the second on / off member 32, and the throttle member 34 are all de-energized, and the motor 22 of the power unit 2 is in an active short-circuit control state. The throttle member 34 is opened to its minimum, and the entire suspension system 100 provides maximum damping to ensure driving safety.

[0067] It should be noted that, in the first mode (semi-active), the second mode (energy feeding) and the third mode (failure), the fluid in the suspension system 100 is supplied from one end of the hydraulic component 21 (eg Figure 2 and Figure 3 The other end of the hydraulic component 21 (e.g. Figure 2 and Figure 3 The fluid flows out from the hydraulic component 21, thereby driving the motor 22 to rotate in one direction (for example, forward rotation). In the second mode, the torque provided by the motor 22 is a negative torque, which hinders the hydraulic component 21 from driving the motor 22 to rotate. In the fourth mode (active), the fluid in the suspension system 100 can flow into the hydraulic component 21 from one end and flow out from the other end (for example, Figure 5 As shown, the motor 22 provides a negative torque. Alternatively, the fluid in the suspension system 100 can flow into the other end of the hydraulic component 21 and out of one end of the hydraulic component 21 (as shown). Figure 4 As shown), the motor 22 provides positive torque.

[0068] According to some embodiments of the present invention, throttle member 34 is a throttle valve. When throttle member 34 is a throttle valve, it can regulate flow and pressure with precise control and a simple structure, thereby improving the controllability of throttle member 34 and facilitating operation, thereby enhancing the performance of throttle member 34. In normal operation (i.e., power off), throttle member 34 has its smallest orifice, i.e., its smallest opening.

[0069] According to some embodiments of the present invention, referring to Figure 1 The suspension system 100 further includes an accumulator 4, which is provided between the power unit 2 and the hydraulic unit 1. Figure 1 In the example, the accumulator 4 is arranged between the second hydraulic chamber 12 and the fourth port 321 of the second switch 32. The accumulator 4 is connected to the second hydraulic chamber 12. The accumulator 4 is pre-filled with high-pressure gas. The gas and oil are separated by the oil-gas diaphragm in the accumulator 4 for storing or compensating the oil. For example, when the first mode, the second mode or the third mode is adopted, in the state of the compression stroke, the accumulator 4 stores the oil volume difference caused by the effective area difference between the second hydraulic chamber 12 and the first hydraulic chamber 11. In the state of the recovery stroke, the accumulator 4 compensates for the oil volume difference caused by the effective area difference between the second hydraulic chamber 12 and the first hydraulic chamber 11. As a result, the pressure in the first hydraulic chamber 11 and the second hydraulic chamber 12 remains consistent in different modes, which is convenient for subsequent use. However, it is not limited to this. It should be noted that the setting position of the accumulator 4 can be specifically set according to actual usage to meet actual needs.

[0070] According to some embodiments of the present invention, referring to Figure 1 The power unit 2 includes a hydraulic component 21, a motor 22 and a feed circuit 23. The hydraulic component 21 is arranged between the first on-off component 31 and the second on-off component 32. The motor 22 is connected to the output shaft of the hydraulic component 21, and the feed circuit 23 is connected to the motor 22.

[0071] For example, in Figure 1 In the example, the hydraulic component 21 is arranged between the third port 313 and the sixth port 323, and the output shaft of the hydraulic component 21 is rigidly connected to the rotor of the motor 22. In this arrangement, the motor 22 drives the hydraulic component 21 to rotate and pump oil, generating the main force, causing the piston rod 13 to move up and down, realizing the fourth mode. In addition, the energy feeding circuit 23 can store the energy layer generated by the motor 22, thereby effectively avoiding energy waste and saving resources. It should be noted that in the first mode and the fourth mode, the motor 22 is used as an electric motor, and in the second mode and the third mode, the motor 22 is used as a generator.

[0072] According to some embodiments of the present invention, the hydraulic component 21 is a bidirectional hydraulic motor. This bidirectional hydraulic motor can provide power output in both forward and reverse directions, enabling flexible steering control based on actual operating requirements without requiring additional complex mechanical reversing devices, thus simplifying the structure of the hydraulic component 21. Furthermore, the bidirectional hydraulic motor maintains high efficiency in both forward and reverse rotation, thereby improving the operating efficiency of the hydraulic component 21 within the suspension system 100 and, consequently, the overall operating efficiency of the suspension system 100.

[0073] According to some embodiments of the present invention, the first on-off member 31 is a three-way valve; and / or the second on-off member 32 is a three-way valve. For example, the configuration of the first on-off member 31 and the second on-off member 32 includes the following situations: First, the first on-off member 31 is a three-way valve. Second, the second on-off member 32 is a three-way valve. Third, the first on-off member 31 is a three-way valve, and the second on-off member 32 is a three-way valve. As a result, the three-way valve has a simple and compact structure and is easy to install and maintain, thereby facilitating the installation of the first on-off member 31 and the second on-off member 32, improving installation efficiency, facilitating subsequent maintenance, and extending service life. Moreover, it is flexible in operation and has diverse functions.

[0074] According to some embodiments of the present invention, referring to Figure 1 The suspension system 100 further includes a control unit 5, which communicates with the rectifier unit 3 and the power unit 2. Figure 1 In the example shown in FIG, the first on-off member 31, the second on-off member 32, and the throttle member 34 of the rectifier unit 3 communicate with the control unit 5, respectively, and the motor 22 of the power unit 2 communicates with the control unit 5. With this configuration, the control unit 5 controls the on-off status of the first on-off member 31 and the second on-off member 32. For example, in the first mode, the second mode, or the third mode, the control unit 5 controls the second port 312 and the third port 313 of the first on-off member 31 to be connected, and controls the fifth port 322 and the sixth port 323 of the second on-off member 32 to be connected. In the fourth mode, the control unit 5 controls the first port 311 and the third port 313 of the first on-off member 31 to be connected, and controls the fourth port 321 and the sixth port 323 of the second on-off member 32 to be connected, to achieve different modes. In addition, in the first mode, the control unit 5 adjusts the opening of the throttle member 34 in real time according to the road conditions to control the damping force and achieve optimal handling stability and smoothness. In the second mode, the control unit 5 controls the opening of the throttle member 34 to be maximum.

[0075] In addition, in the fourth mode, the control unit 5 controls the motor 22 to provide active torque to drive the hydraulic component 21 to rotate and pump oil. Figure 4 and Figure 5 In the example, the dotted line is the flow path of the fluid, and the directions indicated by arrows C and D are the flow directions of the fluid.

[0076] The control unit 5 controls the first port 311 and the third port 313 of the first on-off member 31 to be connected, controls the fourth port 321 and the sixth port 323 of the second on-off member 32 to be connected, and the throttle member 34 is powered off, and the opening of the throttle member 34 is minimum. When the positive torque of the motor 22 is provided (such as Figure 4As shown in the figure, the hydraulic component 21 draws the oil from the second hydraulic chamber 12 through the fifth port 322 and the sixth port 323 of the second on-off component 32, and then pumps it into the first hydraulic chamber 11 through the third port 313 and the second port 312 of the first on-off component 31, generating the main force to move the piston rod 13 downward. When the motor 22 provides a negative torque (as shown in the figure), the hydraulic component 21 draws the oil from the second hydraulic chamber 12 through the fifth port 322 and the sixth port 323 of the second on-off component 32, and then pumps it into the first hydraulic chamber 11 through the third port 313 and the second port 312 of the first on-off component 31, generating the main force to move the piston rod 13 downward. Figure 5 When the motor 22 is in the open position (as shown), the hydraulic component 21 draws oil from the first hydraulic chamber 11 through the second port 312 and third port 313 of the first on-off member 31. The oil is then pumped into the second hydraulic chamber 12 through the sixth port 323 and fifth port 3228 of the second on-off member 32, generating active force that moves the piston rod 13 upward. By controlling the magnitude and direction of the active torque of the motor 22, the piston rod 13 generates active force, improving vehicle comfort and handling stability.

[0077] A suspension assembly (not shown) according to an embodiment of the second aspect of the present invention includes the suspension system 100 according to the embodiment of the first aspect of the present invention.

[0078] According to the suspension assembly of the present invention, by adopting the above-mentioned suspension system 100, the suspension system 100 is fully functional and easy to use, which improves the flexibility of use and also facilitates the installation of the suspension assembly.

[0079] According to some embodiments of the present invention, there are multiple suspension systems 100, and the suspension assembly further includes a master controller that communicates with the control units 5 of the multiple suspension systems 100. In the description of the present invention, "multiple" means two or more. For example, there are four suspension systems 100, and the four suspension systems 100 are controlled by the master controller so that the four suspension systems 100 are in the same operating mode for use by the suspension assembly. It should be noted that the four suspension systems 100 have the same structure, and the suspension systems 100 in this application are described in detail using the suspension system 100 on the left as an example.

[0080] A vehicle (not shown) according to an embodiment of the third aspect of the present invention includes the suspension system 100 according to the embodiment of the first aspect of the present invention, or the suspension assembly according to the embodiment of the second aspect of the present invention.

[0081] The vehicle according to the present invention adopts the above-mentioned suspension system 100 or suspension assembly, so that the vehicle has complete functions, improves the flexibility of the vehicle according to the road conditions, improves the performance, and facilitates the installation of the vehicle.

[0082] The suspension system 100 , the suspension assembly, and other components and operations of the vehicle according to the embodiment of the present invention are well known to those skilled in the art and will not be described in detail herein.

[0083] In the description of the present invention, it should be understood that the terms "up", "down", "front", "back", "left", "right", "inside", "outside", "clockwise", "counterclockwise", etc., indicating directions or positional relationships, are based on the directions or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, they should not be understood as limiting the present invention.

[0084] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0085] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. A suspension system, characterized in that: The suspension system has multiple working modes, including: a hydraulic unit having a first hydraulic chamber and a second hydraulic chamber; a power unit, the power unit being connected to the first hydraulic chamber and the second hydraulic chamber respectively; A rectifier unit is provided between the hydraulic unit and the power unit, and is used to adjust the switching between the multiple working modes.

2. The suspension system according to claim 1, wherein: The rectifier unit includes: an on-off assembly connected between the hydraulic unit and the power unit; A rectifier bridge is connected to the first hydraulic chamber, the second hydraulic chamber and the on-off assembly respectively.

3. The suspension system according to claim 2, characterized in that The switch assembly includes: a first on-off member, one end of which is in communication with the power unit, and the other end of which is selectively in communication with the first hydraulic chamber and the second hydraulic chamber; A second on-off piece, one end of which is connected to the power unit, and the other end of which is selectively connected to the first hydraulic chamber and the second hydraulic chamber. When the first on-off piece is connected to one of the first hydraulic chamber and the second hydraulic chamber, the second on-off piece is connected to the other of the first hydraulic chamber and the second hydraulic chamber.

4. The suspension system according to claim 3, characterized in that The plurality of operating modes include a first mode, a second mode, a third mode, and a fourth mode. When the suspension system is in one of the first mode, the second mode, and the third mode, the first hydraulic chamber is connected to the second hydraulic chamber via the rectifier bridge, the first on-off member, and the second on-off member. When the suspension system is in the fourth mode, the first hydraulic chamber is communicated with the second hydraulic chamber through the first on-off member and the second on-off member.

5. The suspension system according to claim 4, characterized in that The first on-off member has a first port, a second port and a third port. The first port is connected to the first hydraulic chamber, the second port is selectively connected to the first hydraulic chamber and the second hydraulic chamber through the rectifier bridge, and the third port is connected to the power unit, and the third port is selectively connected to the first port and the second port.

6. The suspension system according to claim 5, characterized in that The second on-off member has a fourth port, a fifth port and a sixth port, the fourth port is connected to the second hydraulic chamber, the fifth port is selectively connected to the first hydraulic chamber and the second hydraulic chamber through the rectifier bridge, the sixth port is connected to the power unit, and the sixth port is selectively connected to the fourth port and the fifth port.

7. The suspension system according to claim 6, characterized in that When the suspension system is in one of the first mode, the second mode, and the third mode, the third port is in communication with the second port, and the sixth port is in communication with the fifth port; When the suspension system is in the fourth mode, the third port is in communication with the first port, and the sixth port is in communication with the fourth port.

8. The suspension system according to claim 6, wherein: The rectifier bridge has: a first interface, the first interface being in communication with the first hydraulic chamber; a second interface, the second interface being in communication with the second hydraulic chamber; a third interface, the third interface being in communication with the second port, the third interface being selectively in communication with the first interface and the second interface; A fourth interface is connected to the fifth port, and the fourth interface can be selectively connected to the first interface and the second interface.

9. The suspension system according to claim 8, wherein: The rectifier bridge comprises: a first one-way conducting member, the first one-way conducting member being disposed between the first port and the third port, and configured to conduct fluid from the first hydraulic chamber to the second port in a one-way manner; a second one-way conducting member, the second one-way conducting member being disposed between the third interface and the second interface, and configured to conduct fluid from the second hydraulic chamber to the second port in a one-way manner; a third one-way conducting member, the third one-way conducting member being provided between the second interface and the fourth interface, and the third one-way conducting member being configured to conduct fluid from the fifth port to the second hydraulic chamber in a one-way manner; A fourth one-way conducting member is provided between the first interface and the fourth interface, and the fourth one-way conducting member unilaterally conducts fluid from the fifth port to the first hydraulic chamber.

10. The suspension system according to claim 3, wherein: The rectifier unit further includes: A throttling member is provided between the rectifier bridge and the first on-off member, and the fluid in the first hydraulic chamber and / or the second hydraulic chamber is suitable for flowing to the first on-off member through the rectifier bridge and the throttling member.

11. The suspension system according to claim 10, wherein: The throttling element is a throttle valve.

12. The suspension system according to claim 1, wherein: Also includes: An accumulator is provided between the power unit and the hydraulic unit.

13. The suspension system according to claim 3, wherein: The power unit comprises: a hydraulic component, the hydraulic component being provided between the first on-off component and the second on-off component; a motor connected to an output shaft of the hydraulic component; An energy feeding circuit is connected to the motor.

14. The suspension system according to claim 13, wherein: The hydraulic component is a bidirectional hydraulic motor.

15. The suspension system according to claim 3, wherein: The first on-off member is a three-way valve; and / or The second on-off member is a three-way valve.

16. The suspension system according to any one of claims 1 to 15, characterized in that: Also includes: A control unit communicates with the rectifier unit and the power unit respectively.

17. A suspension assembly, characterized in that: Comprising a suspension system according to any one of claims 1-16.

18. The suspension assembly according to claim 17, characterized in that There are multiple suspension systems, and the suspension assembly further includes: A master controller is configured to communicate with the control units of the plurality of suspension systems.

19. A vehicle, characterized in that: The invention comprises a suspension system according to any one of claims 1 to 16, or a suspension assembly according to claim 17 or 18.

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