Double-shaft hydraulic suspension integrated unit and control method

Abstract

The invention relates to the field of vehicle hydraulic suspensions, in particular to a double-shaft hydraulic suspension integrated unit and a control method.A one-way hydraulic pump, an electromagnetic valve and other parts are integrated together and matched with an electric control double-valve shock absorber, eight control modes are provided for a double-shaft hydraulic suspension, and the control mode of the double-shaft hydraulic suspension is optimized. According to the double-shaft hydraulic suspension, the requirements of a whole vehicle for high maneuverability and comfort of the double-shaft hydraulic suspension can be met, meanwhile, pipelines of the hydraulic suspension are simplified, the number of parts of the whole system is reduced, and cost is reduced.

Description

Technical Field

[0001] The present invention relates to the field of vehicle hydraulic suspension, and in particular to a dual-axle hydraulic suspension integrated unit and a control method. Background Art

[0002] A dual-axle hydraulic suspension is a suspension system that utilizes hydraulic transmission technology to provide elastic support and dynamic control for dual-axle vehicles (such as passenger cars, trucks, trailers, or special vehicles). However, as the automotive industry evolves toward intelligence, comfort, and high performance, dual-axle hydraulic suspensions are required to offer enhanced comfort and maneuverability, such as continuously adjustable damping, adjustable suspension height, and roll and pitch control. To meet these complex performance requirements, traditional dual-axle hydraulic suspensions typically employ a decentralized design, independently distributing components such as hydraulic pumps, solenoid valves, and high-pressure accumulators. These systems also construct a corresponding network of hydraulic or pneumatic piping and high-precision signal transmission lines to provide precise control of the vehicle's two axles.

[0003] Although this decentralized design can give the vehicle better handling stability and ride comfort, it will also cause the number of parts in the hydraulic suspension to increase sharply, resulting in an exponential increase in the structural complexity of the hydraulic suspension, increasing the purchase cost of parts and the difficulty of assembly, and ultimately causing a significant increase in the R&D, production and maintenance costs of the suspension system.

[0004] For example, the publication number CN118833004A, “A Multi-Mode Variable Configuration Suspension System and Control Method Thereof,” has the following deficiencies:

[0005] ① The number of components is large and complex: The dual-axis module of the suspension system includes four servo valves (51-54), three reversing valves (41-43), eight damping valves (21-28), eight accumulators (31-38), 28 solenoid valves, as well as additional check valves, sensors (such as pressure sensors 61-69), and controllable power sources (motor 1, hydraulic pump 2, etc.);

[0006] ② The number of pipelines is large and complex: In order to achieve parallel interconnection, cross interconnection, pitch interconnection and other configuration switching, the suspension system lays a large number of parallel or cross pipelines (a total of 44 pipelines). Its dual-axis module needs to connect the upper / lower chambers of the left and right hydraulic cylinders in the cross-connection configuration. The pipeline direction is complex and the oil circuit needs to be switched through the reversing valve (such as 41-43), resulting in many pipeline branches. In addition, in the sensor and power source pipelines, the connecting pipelines of the pressure sensor (61-69), accumulator (31-38) and hydraulic pump (2) need to be arranged independently, further increasing the number of pipelines;

[0007] ③ High installation and maintenance costs of the hydraulic suspension system: The suspension system contains a large number of reversing valves, servo valves, damping valves and accumulators, resulting in high procurement costs. The complex pipelines and a large number of parts make the assembly of the hydraulic suspension difficult and time-consuming. Fault troubleshooting during later maintenance is difficult (such as many pipeline leaks), and the maintenance cost is high.

[0008] For example, the publication number CN118833004A, “A Multi-Mode Variable Configuration Suspension System and Control Method Thereof,” has the following deficiencies:

[0009] (1) The number of multi-axis parts is large: the single-axis module of the suspension system includes two shock absorbers (11, 12), and the upper and lower chambers of each shock absorber are equipped with independent solenoid valves (such as DF04, DF05, DF09, and DF10). The hydraulic pump is equipped with DF02 and DF03 solenoid valves at both ends, and the connecting pipe is equipped with DF06, DF07, and DF08 solenoid valves. A single-axis device requires at least 10 solenoid valves, a dual-axis system requires more than 20 solenoid valves, and a multi-axis system requires additional cross-tube solenoid valves. The number of parts increases linearly with the number of axes;

[0010] (2) The oil pipelines have many branches and serious crossovers: The oil pipeline system of the single-axis module includes 6 main pipelines, and each pipeline needs to be connected to the upper and lower chambers of the shock absorber and the hydraulic pump, resulting in complex pipeline branches. The dual-axis module not only includes the oil pipelines of the two single-axis modules, but also includes a crossover pipe set between the two sets of single-axis modules. Each crossover pipe is also equipped with an electronically controlled valve (such as DF21-DF27), further increasing the number of pipelines. The number of crossover pipes in the multi-axis system is even more complex, resulting in a cumbersome pipeline network (the total number of pipelines is 59);

[0011] (3) High installation and maintenance costs for hydraulic suspension systems: Hydraulic suspension systems require numerous hydraulic pumps, solenoid valves, and pipelines, and require independent sensors and controllers, resulting in high procurement costs. Furthermore, the complex pipelines and dispersed components require more man-hours and manpower for installation, and subsequent maintenance requires troubleshooting of numerous solenoid valves and pipeline interfaces, resulting in high maintenance costs.

[0012] Therefore, how to simplify the hydraulic suspension piping and reduce the number of components in the entire system to reduce costs while meeting the vehicle's requirements for high maneuverability and comfort of the dual-axle hydraulic suspension has always been an urgent problem to be solved by technicians in this field. Summary of the Invention

[0013] The purpose of the present invention is to address the corresponding deficiencies in the existing technology and provide a dual-axle hydraulic suspension integrated unit and control method. By integrating components such as a one-way hydraulic pump and a solenoid valve, and cooperating with an electronically controlled dual-valve shock absorber, eight control modes are provided for the dual-axle hydraulic suspension. While meeting the vehicle's requirements for high maneuverability and comfort of the dual-axle hydraulic suspension, the hydraulic suspension's piping can be simplified, the number of components in the entire system can be reduced, and costs can be reduced.

[0014] The purpose of the present invention is to adopt the following scheme to achieve:

[0015] A dual-axis hydraulic suspension integrated unit includes an oil pot, a one-way rotating motor, a one-way hydraulic pump, a first solenoid valve, a second solenoid valve, a pressure sensor, a third solenoid valve, a fourth solenoid valve, a fifth solenoid valve, a sixth solenoid valve, and a first oil port, a second oil port, a third oil port, and a fourth oil port. The oil outlet of the oil pot is connected to the oil inlet of the one-way hydraulic pump, and the oil outlet of the one-way hydraulic pump is connected to one end of the second solenoid valve. The one-way hydraulic pump is powered by the one-way rotating motor, the first solenoid valve is connected in parallel at both ends of the one-way hydraulic pump, the pressure sensor is connected to the other end of the one-way hydraulic pump, the first oil port is connected to the other end of the one-way hydraulic pump through the third solenoid valve, the second oil port is connected to the other end of the one-way hydraulic pump through the fourth solenoid valve, the third oil port is connected to the other end of the one-way hydraulic pump through the fifth solenoid valve, and the fourth oil port is connected to the other end of the one-way hydraulic pump through the sixth solenoid valve.

[0016] Preferably, an electronically controlled dual-valve shock absorber is further provided, and the electronically controlled dual-valve shock absorber is connected to the dual-axle hydraulic suspension integrated unit through the first oil port, the second oil port, the third oil port, and the fourth oil port.

[0017] Preferably, the electronically controlled dual-valve shock absorber includes a front left dual-valve shock absorber, a front right dual-valve shock absorber, a rear left dual-valve shock absorber, and a rear right dual-valve shock absorber, wherein:

[0018] The front left dual-valve shock absorber includes a first hydraulic cylinder, a first electromagnetic proportional valve, a first non-return valve, a first buffer, a second electromagnetic proportional valve, and a second non-return valve. The fifth oil port of the first hydraulic cylinder is connected to the first oil port through the first electromagnetic proportional valve and the first non-return valve connected in parallel. The sixth oil port of the first hydraulic cylinder is connected to the second oil port through the second electromagnetic proportional valve and the second non-return valve connected in parallel. The first buffer is connected to the first oil port.

[0019] The front right dual-valve shock absorber includes a second hydraulic cylinder, a third electromagnetic proportional valve, a third one-way valve, a second buffer, a fourth electromagnetic proportional valve, and a fourth one-way valve. The seventh oil port of the second hydraulic cylinder is connected to the second oil port through the third electromagnetic proportional valve and the third one-way valve connected in parallel. The eighth oil port of the second hydraulic cylinder is connected to the second oil port through the fourth electromagnetic proportional valve and the fourth one-way valve connected in parallel. The second buffer is connected to the second oil port.

[0020] The rear left dual-valve shock absorber includes a third hydraulic cylinder, a fifth electromagnetic proportional valve, a fifth one-way valve, a third buffer, a sixth electromagnetic proportional valve, and a sixth one-way valve. The ninth oil port of the third hydraulic cylinder is connected to the third oil port via the fifth electromagnetic proportional valve and the fifth one-way valve connected in parallel. The tenth oil port of the third hydraulic cylinder is connected to the third oil port via the sixth electromagnetic proportional valve and the sixth one-way valve connected in parallel. The third buffer is connected to the third oil port.

[0021] The rear right double-valve shock absorber includes a fourth hydraulic cylinder, a seventh electromagnetic proportional valve, a seventh one-way valve, a fourth buffer, an eighth electromagnetic proportional valve, and an eighth one-way valve. The eleventh oil port of the fourth hydraulic cylinder is connected to the fourth oil port through the seventh electromagnetic proportional valve and the seventh one-way valve in parallel. The twelfth oil port of the fourth hydraulic cylinder is connected to the fourth oil port through the eighth electromagnetic proportional valve and the eighth one-way valve in parallel. The fourth buffer is connected to the fourth oil port.

[0022] Preferably, a pressure-limiting safety valve is also provided, the oil inlet of the pressure-limiting safety valve is connected to the oil outlet of the one-way hydraulic pump, and the oil outlet of the pressure-limiting safety valve is connected to the oil inlet of the one-way hydraulic pump, which is used to form a pressure relief circuit for pressure relief when the pressure of the hydraulic circuit is higher than the set value to ensure that the components in the system are not damaged.

[0023] Preferably, a high-pressure accumulator is further provided, which is connected to the oil outlet of the second solenoid valve and is used for storing and releasing high-pressure oil.

[0024] The method of controlling the hydraulic suspension using the above-mentioned dual-axle hydraulic suspension integrated unit includes front / rear single-axle normal rising control mode, front / rear single-axle rapid rising control mode, front / rear single-axle descending control mode, single-wheel normal rising control mode, single-wheel rapid rising control mode, single-wheel descending control mode, and continuous damping control mode.

[0025] Preferably, the front / rear single-axis common lifting control mode includes a front single-axis common lifting mode and a rear single-axis common lifting mode. The front single-axis common lifting mode specifically includes: opening the one-way rotating motor, the third solenoid valve, and the fourth solenoid valve to raise the front axle to a specified position, and then closing the one-way rotating motor and the third solenoid valve and the fourth solenoid valve; the rear single-axis common lifting mode specifically includes: opening the one-way rotating motor, the fifth solenoid valve, and the sixth solenoid valve to raise the rear axle to a specified position, and then closing the one-way rotating motor, the fifth solenoid valve, and the sixth solenoid valve.

[0026] The front / rear single-axle rapid rise control mode includes a front single-axle rapid rise and a rear single-axle rapid rise. The front single-axle rapid rise specifically includes: opening the second solenoid valve, the third solenoid valve, and the fourth solenoid valve to quickly rise the front axle to a specified position, and then closing the second solenoid valve, the third solenoid valve, and the fourth solenoid valve; the rear single-axle rapid rise specifically includes: opening the second solenoid valve, the fifth solenoid valve, and the sixth solenoid valve to quickly rise the rear axle to a specified position, and then closing the second solenoid valve, the fifth solenoid valve, and the sixth solenoid valve;

[0027] The front / rear single-axis descent control mode includes front single-axis descent and rear single-axis descent. The front single-axis descent specifically includes: opening the first solenoid valve, the third solenoid valve, and the fourth solenoid valve, so that the front axle is lowered to the specified position, and then closing the first solenoid valve, the third solenoid valve, and the fourth solenoid valve; the rear single-axis descent specifically includes: opening the first solenoid valve, the fifth solenoid valve, and the sixth solenoid valve, so that the rear axle is lowered to the specified position, and then closing the first solenoid valve, the fifth solenoid valve, and the sixth solenoid valve.

[0028] Preferably, the single-wheel normal lifting control mode specifically includes: turning on the one-way rotating motor and any one of the third solenoid valve, the fourth solenoid valve, the fifth solenoid valve, and the sixth solenoid valve to raise the corresponding single wheel in the front left, front right, rear left, and rear right to a specified position, and turning off the one-way rotating motor and the solenoid valve;

[0029] The single-wheel rapid rise control mode specifically includes: opening the second solenoid valve, and opening any one of the third, fourth, fifth, and sixth solenoid valves, so that the corresponding single wheel in the front left, front right, rear left, and rear right quickly rises to the specified position, and then closing all the solenoid valves;

[0030] The single-wheel descent control mode specifically includes: opening the first solenoid valve, and opening any one of the third solenoid valve, fourth solenoid valve, fifth solenoid valve, and sixth solenoid valve, so that the corresponding single wheel among the front left, front right, rear left, and rear right descends to the specified position, and then closing all two-position two-way solenoid valves.

[0031] Preferably, the continuous damping control mode specifically includes: closing the unidirectional rotating motor, the first solenoid valve, the second solenoid valve, the third solenoid valve, the fourth solenoid valve, the fifth solenoid valve, and the sixth solenoid valve; opening the first solenoid proportional valve, the second solenoid proportional valve, the third solenoid proportional valve, the fourth solenoid proportional valve, the fifth solenoid proportional valve, the sixth solenoid proportional valve, the seventh solenoid proportional valve, and the eighth solenoid proportional valve; and controlling the opening of each solenoid proportional valve.

[0032] Preferably, it also involves a system overpressure control mode, specifically including: when the hydraulic circuit pressure is higher than the set value, opening the pressure limiting safety valve, connecting the pressure limiting safety valve with the one-way hydraulic pump to form a pressure relief circuit.

[0033] The beneficial effects of the present invention are as follows:

[0034] A dual-axis hydraulic suspension integrated unit includes an oil pot, a one-way rotating motor, a one-way hydraulic pump, a first solenoid valve, a second solenoid valve, a pressure sensor, a third solenoid valve, a fourth solenoid valve, a fifth solenoid valve, a sixth solenoid valve, and a first oil port, a second oil port, a third oil port, and a fourth oil port. The oil outlet of the oil pot is connected to the oil inlet of the one-way hydraulic pump, and the oil outlet of the one-way hydraulic pump is connected to one end of the second solenoid valve. The one-way hydraulic pump is powered by the one-way rotating motor, the first solenoid valve is connected in parallel at both ends of the one-way hydraulic pump, the pressure sensor is connected to the other end of the one-way hydraulic pump, the first oil port is connected to the other end of the one-way hydraulic pump through the third solenoid valve, the second oil port is connected to the other end of the one-way hydraulic pump through the fourth solenoid valve, the third oil port is connected to the other end of the one-way hydraulic pump through the fifth solenoid valve, and the fourth oil port is connected to the other end of the one-way hydraulic pump through the sixth solenoid valve.

[0035] In the present invention, the dual-axle hydraulic suspension integrated unit includes 6 solenoid valves and 5 oil pipelines. The number of parts and pipelines is relatively small, which can greatly reduce the complexity of the hydraulic suspension system, thereby avoiding complex pipeline layout and multi-valve control logic, and making the hydraulic suspension system more integrated.

[0036] Preferably, an electronically controlled dual-valve shock absorber is further provided, and the electronically controlled dual-valve shock absorber is connected to the dual-axle hydraulic suspension integrated unit through the first oil port, the second oil port, the third oil port, and the fourth oil port.

[0037] Preferably, the electronically controlled dual-valve shock absorber includes a front left dual-valve shock absorber, a front right dual-valve shock absorber, a rear left dual-valve shock absorber, and a rear right dual-valve shock absorber, wherein:

[0038] The front left dual-valve shock absorber includes a first hydraulic cylinder, a first electromagnetic proportional valve, a first non-return valve, a first buffer, a second electromagnetic proportional valve, and a second non-return valve. The fifth oil port of the first hydraulic cylinder is connected to the first oil port through the first electromagnetic proportional valve and the first non-return valve connected in parallel. The sixth oil port of the first hydraulic cylinder is connected to the second oil port through the second electromagnetic proportional valve and the second non-return valve connected in parallel. The first buffer is connected to the first oil port.

[0039] The front right dual-valve shock absorber includes a second hydraulic cylinder, a third electromagnetic proportional valve, a third one-way valve, a second buffer, a fourth electromagnetic proportional valve, and a fourth one-way valve. The seventh oil port of the second hydraulic cylinder is connected to the second oil port through the third electromagnetic proportional valve and the third one-way valve connected in parallel. The eighth oil port of the second hydraulic cylinder is connected to the second oil port through the fourth electromagnetic proportional valve and the fourth one-way valve connected in parallel. The second buffer is connected to the second oil port.

[0040] The rear left dual-valve shock absorber includes a third hydraulic cylinder, a fifth electromagnetic proportional valve, a fifth one-way valve, a third buffer, a sixth electromagnetic proportional valve, and a sixth one-way valve. The ninth oil port of the third hydraulic cylinder is connected to the third oil port via the fifth electromagnetic proportional valve and the fifth one-way valve connected in parallel. The tenth oil port of the third hydraulic cylinder is connected to the third oil port via the sixth electromagnetic proportional valve and the sixth one-way valve connected in parallel. The third buffer is connected to the third oil port.

[0041] The rear right double-valve shock absorber includes a fourth hydraulic cylinder, a seventh electromagnetic proportional valve, a seventh one-way valve, a fourth buffer, an eighth electromagnetic proportional valve, and an eighth one-way valve. The eleventh oil port of the fourth hydraulic cylinder is connected to the fourth oil port through the seventh electromagnetic proportional valve and the seventh one-way valve in parallel. The twelfth oil port of the fourth hydraulic cylinder is connected to the fourth oil port through the eighth electromagnetic proportional valve and the eighth one-way valve in parallel. The fourth buffer is connected to the fourth oil port.

[0042] In the present invention, the front left double-valve shock absorber, the front right double-valve shock absorber, the rear left double-valve shock absorber, and the rear right double-valve shock absorber all follow the integrated design of "height adjustment + damping control". By working in coordination with the various solenoid valves, hydraulic pumps and other components of the integrated unit, when the oil flows into the shock absorber from the dual-axis hydraulic suspension integrated unit, the different lateral areas of the upper and lower chambers of the hydraulic cylinder in the shock absorber and the different thrusts received are utilized to achieve independent height adjustment of the front left, front right, rear left, and rear right single wheels or the front / rear axles.

[0043] Preferably, a high-pressure accumulator is further provided, which is connected to the oil outlet of the second solenoid valve and is used for storing and releasing high-pressure oil.

[0044] The present invention provides a high-pressure accumulator for storing and releasing high-pressure oil, and uses a second solenoid valve to control the shutdown of the high-pressure accumulator. It can not only assist the dual-axle hydraulic suspension integrated unit in performing rapid ascent control of a single axle or a single wheel, and meet the vehicle's requirements for suspension response speed under specific working conditions, but also absorb system pressure fluctuations. During the operation of the hydraulic pump, it stores excess pressure energy, keeps the system pressure relatively stable, and helps to improve the accuracy and stability of suspension control, thereby improving the vehicle's handling performance and comfort.

[0045] The method of controlling the hydraulic suspension using the above-mentioned dual-axle hydraulic suspension integrated unit includes front / rear single-axle normal rising control mode, front / rear single-axle rapid rising control mode, front / rear single-axle descending control mode, single-wheel normal rising control mode, single-wheel rapid rising control mode, single-wheel descending control mode, and continuous damping control mode.

[0046] Preferably, the front / rear single-axis common lifting control mode includes a front single-axis common lifting mode and a rear single-axis common lifting mode. The front single-axis common lifting mode specifically includes: opening the one-way rotating motor, the third solenoid valve, and the fourth solenoid valve to raise the front axle to a specified position, and then closing the one-way rotating motor and the third solenoid valve and the fourth solenoid valve; the rear single-axis common lifting mode specifically includes: opening the one-way rotating motor, the fifth solenoid valve, and the sixth solenoid valve to raise the rear axle to a specified position, and then closing the one-way rotating motor, the fifth solenoid valve, and the sixth solenoid valve.

[0047] The front / rear single-axle rapid rise control mode includes a front single-axle rapid rise and a rear single-axle rapid rise. The front single-axle rapid rise specifically includes: opening the second solenoid valve, the third solenoid valve, and the fourth solenoid valve to quickly rise the front axle to a specified position, and then closing the second solenoid valve, the third solenoid valve, and the fourth solenoid valve; the rear single-axle rapid rise specifically includes: opening the second solenoid valve, the fifth solenoid valve, and the sixth solenoid valve to quickly rise the rear axle to a specified position, and then closing the second solenoid valve, the fifth solenoid valve, and the sixth solenoid valve;

[0048] The front / rear single-axis descent control mode includes front single-axis descent and rear single-axis descent. The front single-axis descent specifically includes: opening the first solenoid valve, the third solenoid valve, and the fourth solenoid valve, so that the front axle is lowered to the specified position, and then closing the first solenoid valve, the third solenoid valve, and the fourth solenoid valve; the rear single-axis descent specifically includes: opening the first solenoid valve, the fifth solenoid valve, and the sixth solenoid valve, so that the rear axle is lowered to the specified position, and then closing the first solenoid valve, the fifth solenoid valve, and the sixth solenoid valve.

[0049] Preferably, the single-wheel normal lifting control mode specifically includes: turning on the one-way rotating motor and any one of the third solenoid valve, the fourth solenoid valve, the fifth solenoid valve, and the sixth solenoid valve to raise the corresponding single wheel in the front left, front right, rear left, and rear right to a specified position, and turning off the one-way rotating motor and the solenoid valve;

[0050] The single-wheel rapid rise control mode specifically includes: opening the second solenoid valve, and opening any one of the third, fourth, fifth, and sixth solenoid valves, so that the corresponding single wheel in the front left, front right, rear left, and rear right quickly rises to the specified position, and then closing all the solenoid valves;

[0051] The single-wheel descent control mode specifically includes: opening the first solenoid valve, and opening any one of the third solenoid valve, fourth solenoid valve, fifth solenoid valve, and sixth solenoid valve, so that the corresponding single wheel among the front left, front right, rear left, and rear right descends to the specified position, and then closing all two-position two-way solenoid valves.

[0052] Preferably, the continuous damping control mode specifically includes: closing the unidirectional rotating motor, the first solenoid valve, the second solenoid valve, the third solenoid valve, the fourth solenoid valve, the fifth solenoid valve, and the sixth solenoid valve; opening the first solenoid proportional valve, the second solenoid proportional valve, the third solenoid proportional valve, the fourth solenoid proportional valve, the fifth solenoid proportional valve, the sixth solenoid proportional valve, the seventh solenoid proportional valve, and the eighth solenoid proportional valve; and controlling the opening of each solenoid proportional valve.

[0053] Preferably, it also involves a system overpressure control mode, specifically including: when the hydraulic circuit pressure is higher than the set value, opening the pressure limiting safety valve, connecting the pressure limiting safety valve with the one-way hydraulic pump to form a pressure relief circuit.

[0054] The present invention can accurately adapt to various working conditions by setting multiple control modes: the normal lifting of the front / rear single axle can meet the needs of daily fine-tuning and emergency lifting, and is suitable for daily load balancing or vehicle height fine-tuning (such as lifting the vehicle body after loading cargo), and the motor and the corresponding solenoid valve cooperate to supply oil to achieve stable and energy-saving height adjustment, thus avoiding energy waste; the rapid lifting of the front / rear single axle, combined with the rapid release of energy by the high-pressure accumulator, can quickly lift the vehicle body when the vehicle starts, climbs a slope or avoids obstacles in an emergency, shortening the response time (such as quickly increasing the ground clearance in an off-road scene) and improving the passability; the front / rear single axle descent is used to lower the center of gravity of the vehicle body, and the oil tank is connected to the solenoid valve 5 to release pressure, so as to achieve a smooth descent and avoid vehicle body impact; the normal / rapid lifting of a single wheel is for unilateral When the road surface is uneven or the wheel is loaded on one side, the height of the single wheel is adjusted independently to maintain the level of the vehicle body, prevent roll, and improve driving stability and tire ground contact; single-wheel descent is used to lower the height of a single wheel when passing over bumpy roads to avoid scratching the chassis, or to level the single wheel when parking to improve parking convenience; continuous damping control adjusts the oil flow through the electromagnetic proportional valve to adapt to different road conditions in real time: increasing damping to suppress roll at high speeds, and reducing damping to absorb impact on bumpy roads, taking into account both handling stability and ride comfort, and breaking through the performance limitations of traditional passive suspension; system overpressure control, when the hydraulic system is abnormally pressurized (such as component failure or external impact), the pressure-limiting safety valve automatically opens to relieve pressure to prevent overload and damage to components such as the hydraulic pump and solenoid valve, ensuring system safety and extending service life.

[0055] The advantages of the present invention are as follows:

[0056] ① Existing dual-axle hydraulic suspensions have a large variety of parts and a large number of complex oil pipelines (e.g., more than 20 solenoid valves and more than 40 pipelines), resulting in high procurement costs and high assembly difficulty. However, the present invention significantly reduces the number of parts and pipelines through integrated design (e.g., the number of solenoid valves is reduced to 6, and the number of pipelines is reduced to 5), thereby reducing the purchase cost of parts, assembly cost, and subsequent maintenance cost;

[0057] ② By simplifying the design of the number of components and oil pipelines, this invention not only optimizes the space occupied by the dual-axle hydraulic suspension to adapt to the compact layout requirements of the vehicle chassis and provide greater convenience for vehicle design layout, but also reduces the flow resistance of oil by reducing the number of pipelines, which can further improve the response speed and energy transfer efficiency of the hydraulic system, achieving precise control of suspension height and damping while taking into account economy and reliability;

[0058] ③ The present invention features multi-mode precise control, capable of meeting diverse performance requirements. In terms of height adjustment, it supports normal raising, rapid raising, and lowering control of the front / rear single axle, as well as normal raising, rapid raising, and lowering adjustment of a single wheel. It can effectively adapt to complex road conditions such as unilateral bumps and high-speed cornering, and achieves graded and precise adjustment of suspension height, which can significantly improve vehicle passability and ride comfort.

[0059] ④ Traditional active hydraulic suspensions usually have an oil inlet and outlet set in the upper chamber flow area of the shock absorber hydraulic cylinder, and an oil inlet and outlet also set in the lower chamber flow area of the shock absorber hydraulic cylinder. In other words, a shock absorber usually has two oil inlets and outlets. This design will lead to an extremely complex piping system. There are many distribution valves and solenoid valves in the system, which is not only not conducive to production and maintenance, but also adds a lot of extra costs, so that the overall cost often exceeds the design allowable range. The shock absorber designed in the present invention has only one oil inlet and outlet, and only needs one solenoid valve to control it. While simplifying the piping, it greatly reduces the number of solenoid valves and keeps the cost within the allowable range. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] Figure 1 This is a schematic diagram of the dual-axle hydraulic suspension integrated unit of the present invention;

[0061] Figure 2 The hydraulic circuit system of the dual-axle hydraulic suspension of the present invention;

[0062] Figure 3 It is the hydraulic circuit for controlling the normal lifting of the front axle;

[0063] Figure 4 It is the hydraulic circuit for controlling the normal lifting of the rear axle;

[0064] Figure 5 Control the hydraulic circuit for the rapid rise of the front axle;

[0065] Figure 6 Control the hydraulic circuit for the rapid rise of the rear axle;

[0066] Figure 7 Control the hydraulic circuit for the front axle lowering;

[0067] Figure 8 Control the hydraulic circuit for rear axle lowering;

[0068] Figure 9 It is the hydraulic circuit for controlling the normal lifting of the front left single wheel;

[0069] Figure 10 It is the hydraulic circuit for controlling the normal lifting of the front right single wheel;

[0070] Figure 11 It is the hydraulic circuit for controlling the normal lifting of the rear left single wheel;

[0071] Figure 12 It is the hydraulic circuit for controlling the normal lifting of the rear right single wheel;

[0072] Figure 13 Control the hydraulic circuit for the rapid rise of the front left single wheel;

[0073] Figure 14 Control the hydraulic circuit for the rapid rise of the front right single wheel;

[0074] Figure 15 Control the hydraulic circuit for the rapid rise of the rear left single wheel;

[0075] Figure 16 Control the hydraulic circuit for the rapid rise of the rear right single wheel;

[0076] Figure 17 Control the hydraulic circuit for the front left single wheel descent;

[0077] Figure 18 Control the hydraulic circuit for the front right single wheel descent;

[0078] Figure 19 Control the hydraulic circuit for lowering the rear left single wheel;

[0079] Figure 20 Control the hydraulic circuit for the descent of the rear right single wheel;

[0080] Figure 21 Continuous damping control hydraulic circuit for hydraulic suspension;

[0081] Figure 22 It is the hydraulic suspension pressure relief circuit. DETAILED DESCRIPTION

[0082] like Figure 2 As shown, a dual-axis hydraulic suspension integrated unit includes an oil pot 1, a one-way rotary motor 2, a one-way hydraulic pump 3, a first solenoid valve 5, a second solenoid valve 6, a pressure sensor 7, a third solenoid valve 8, a fourth solenoid valve 9, a fifth solenoid valve 10, a sixth solenoid valve 11, and a first oil port 111, a second oil port 112, a third oil port 113, and a fourth oil port 114. The oil outlet of the oil pot 1 is connected to the oil inlet of the one-way hydraulic pump 3, and the oil outlet of the one-way hydraulic pump 3 is connected to one end of the second solenoid valve 6. The one-way hydraulic pump 3 is connected to the one-way hydraulic pump 3 by a one-way rotary motor 2. To provide power to the rotating motor 2, the first solenoid valve 5 is connected in parallel to both ends of the one-way hydraulic pump 3, the pressure sensor 7 is connected to the other end of the one-way hydraulic pump 3, the first oil port 111 is connected to the other end of the one-way hydraulic pump 3 through the third solenoid valve 8, the second oil port 112 is connected to the other end of the one-way hydraulic pump 3 through the fourth solenoid valve 9, the third oil port 113 is connected to the other end of the one-way hydraulic pump 3 through the fifth solenoid valve 10, and the fourth oil port 114 is connected to the other end of the one-way hydraulic pump 3 through the sixth solenoid valve 11.

[0083] In this embodiment, the oil tank 1 stores and provides oil for the dual-axis hydraulic suspension system; the unidirectional rotary motor 2 has a rated power of 3kW and a rated speed of 3000r / min, and rotates only in one direction, providing source power for the unidirectional hydraulic pump 3; the maximum displacement of the unidirectional hydraulic pump 3 is 8mL / r, and the maximum working pressure is 20MPa. By converting mechanical energy into the pressure energy of the oil, it can provide the energy and pressure required for the active hydraulic suspension; the first solenoid valve 5, the second solenoid valve 6, the pressure sensor 7, the third solenoid valve 8, the fourth solenoid valve 9, the fifth solenoid valve 10, and the sixth solenoid valve 11 are all two-position two-way solenoid valves with a maximum working pressure of 30MPa and a coil rated voltage of 12V, and are responsible for controlling the on and off of the hydraulic branch.

[0084] The dual-axle hydraulic suspension integrated unit has a small number of components (including only 6 solenoid valves) and a small number of pipelines (including only 5 pipelines), which can significantly reduce system complexity and reduce the probability of failure due to component wear or pipeline leakage. In order to adjust the height, stiffness and damping of the vehicle suspension, the dual-axle hydraulic suspension integrated unit is also connected to an electronically controlled dual-valve shock absorber through the first oil port 111, the second oil port 112, the third oil port 113, and the fourth oil port 114. The electronically controlled dual-valve shock absorber includes a front left dual-valve shock absorber, a front right dual-valve shock absorber, a rear left dual-valve shock absorber, and a rear right dual-valve shock absorber, wherein:

[0085] The front left dual-valve shock absorber includes a first hydraulic cylinder 17, a first electromagnetic proportional valve 12, a first non-return valve 13, a first buffer 14, a second electromagnetic proportional valve 15, and a second non-return valve 16. The fifth oil port 115 of the first hydraulic cylinder 17 is connected to the first oil port 111 through the first electromagnetic proportional valve 12 and the first non-return valve 13 connected in parallel. The sixth oil port 116 of the first hydraulic cylinder 17 is connected to the second oil port 112 through the second electromagnetic proportional valve 15 and the second non-return valve 16 connected in parallel. The first buffer 14 is connected to the first oil port 111.

[0086] The front right dual-valve shock absorber includes a second hydraulic cylinder 23, a third electromagnetic proportional valve 18, a third non-return valve 19, a second buffer 20, a fourth electromagnetic proportional valve 21, and a fourth non-return valve 22. The seventh oil port of the second hydraulic cylinder 23 is connected to the second oil port 112 through the third electromagnetic proportional valve 18 and the third non-return valve 19 connected in parallel. The eighth oil port of the second hydraulic cylinder 23 is connected to the second oil port through the fourth electromagnetic proportional valve 21 and the fourth non-return valve 22 connected in parallel. The second buffer 20 is connected to the second oil port 112.

[0087] The rear left dual-valve shock absorber includes a third hydraulic cylinder 29, a fifth electromagnetic proportional valve 24, a fifth one-way valve 25, a third buffer 26, a sixth electromagnetic proportional valve 27, and a sixth one-way valve 28. The ninth oil port 119 of the third hydraulic cylinder 29 is connected to the third oil port 113 via the fifth electromagnetic proportional valve 24 and the fifth one-way valve 25 connected in parallel. The tenth oil port 120 of the third hydraulic cylinder 29 is connected to the third oil port 113 via the sixth electromagnetic proportional valve 27 and the sixth one-way valve 28 connected in parallel. The third buffer 26 is connected to the third oil port 113.

[0088] The rear right dual-valve shock absorber includes a fourth hydraulic cylinder 35, a seventh electromagnetic proportional valve 30, a seventh one-way valve 31, a fourth buffer 32, an eighth electromagnetic proportional valve 33, and an eighth one-way valve 34. The eleventh oil port 121 of the fourth hydraulic cylinder 35 is connected to the fourth oil port 114 through the seventh electromagnetic proportional valve 30 and the seventh one-way valve 31 connected in parallel, and the twelfth oil port 122 of the fourth hydraulic cylinder 35 is connected to the fourth oil port 114 through the eighth electromagnetic proportional valve 33 and the eighth one-way valve 34 connected in parallel. The fourth buffer 32 is connected to the fourth oil port 114.

[0089] The internal hydraulic cylinders, electromagnetic proportional valves and one-way valves of the above four dual-valve shock absorbers form a closed circuit. The opening of the proportional valves is controlled by the ECU to achieve continuous adjustment of the damping force in the compression and extension strokes. The damping is reduced on bumpy roads to absorb vibrations, and the damping is increased to suppress roll during high-speed cornering, taking into account both comfort and controllability. The dual-valve structure and integrated unit design reduce the number of system pipelines and components, reducing costs while improving reliability. Overpressure protection can also be achieved through pressure-limiting safety valves to ensure system safety.

[0090] To store excess pressurized oil and release it when system pressure drops, a high-pressure accumulator 36 is provided. Its maximum operating pressure is 20 MPa and its capacity is 8 L. This accumulator 36 is connected to the oil outlet of the second solenoid valve 6. In other words, in the dual-axle hydraulic suspension system, the high-pressure accumulator 36 primarily serves the dual functions of "rapid power replenishment" and "pressure stabilization." Firstly, by storing and releasing pressurized oil, it cushions system shocks and stabilizes oil pressure, ensuring smooth and reliable suspension movement. Secondly, by coordinating oil supply with the hydraulic pump, it improves the responsiveness of rapid suspension adjustments.

[0091] like Figure 1As shown, this embodiment also includes a valve block 43, which provides mounting locations for the hydraulic branch circuit and solenoid valves. It measures 110 mm × 95 mm × 45 mm and is made of aluminum alloy. The first, second, third, fourth, fifth, and sixth solenoid valves 5, 6, 8, 9, 10, and 11 are all installed on the hydraulic pipeline within the valve block 43 (to achieve high integration). The coils at the bottom of each solenoid valve are connected to a circuit board 41, a custom-made PCB with an operating voltage of 12V. This circuit board 41 connects to the external circuit via a plug-in port 42. Upon receiving control signals from the ECU, it controls the operating state of the motor and the opening and closing of the solenoid valves, thereby controlling the raising and lowering of the dual-valve shock absorber and, in turn, the height and stiffness of the suspension. Also located above the valve block 43 is an oil pipe connection port 40, which serves as the system's inlet and outlet ports, connecting the high-pressure accumulator 36 and the front left, front right, rear left, and rear right dual-valve shock absorbers, respectively.

[0092] It is worth noting that the valve block 43 is also connected to the oil outlet and oil inlet of the one-way hydraulic pump 3. The first solenoid valve 5 controls the on-off of the oil tank and the oil outlet of the hydraulic pump. The second solenoid valve 6 controls the on-off of the high-pressure accumulator and the oil outlet of the hydraulic pump. The third solenoid valve 8, the fourth solenoid valve 9, the fifth solenoid valve 10, and the sixth solenoid valve 11 respectively control the on-off of the front left, front right, rear left, and rear right double-valve shock absorbers of the electronically controlled double-valve shock absorber. A protective branch is also provided in the internal pipeline of the valve block 43 between the oil outlet and the oil inlet of the one-way hydraulic pump 3, that is, a pressure-limiting safety valve 4 is connected between the oil outlet and the oil inlet, and its opening pressure is 20MPa. After the system pipeline pressure exceeds the threshold, the pressure-limiting safety valve 4 will be opened to form a pressure relief circuit with the one-way hydraulic pump 3 to relieve pressure (such as Figure 22 to reduce the pipeline pressure and prevent damage to components in the system.

[0093] This integrated design significantly simplifies the system architecture and reduces the number of external piping connections, requiring only five oil line connections. This effectively avoids the oil leakage risks and high maintenance costs associated with complex piping in traditional suspension systems, significantly improving system reliability. Furthermore, the integrated valve block design integrates multi-branch control functions, reducing the number of independent valve bodies, pipe connectors, and other components. This not only reduces manufacturing and assembly costs, but also reduces the overall system size, improving vehicle space utilization and providing greater convenience for vehicle design and layout.

[0094] The method of controlling the hydraulic suspension using the above-mentioned dual-axle hydraulic suspension integrated unit includes the following modes: front / rear single-axle normal raising control mode, front / rear single-axle rapid raising control mode, front / rear single-axle descending control mode, single-wheel normal raising control mode, single-wheel rapid raising control mode, single-wheel descending control mode, continuous damping control mode, and system overpressure control mode, wherein

[0095] 1) Front / rear single-axis normal rise control mode, including front single-axis normal rise and rear single-axis normal rise:

[0096] ① The front single axle normal rise specifically includes: ECU sends a control signal to adjust the front axle height normally (such as Figure 3 As shown, first, the one-way rotary motor 2, the third solenoid valve 8, and the fourth solenoid valve 9 are opened, and the one-way rotary motor 2 is used to drive the one-way hydraulic pump 3 to operate to extract oil from the oil pot 1. After the oil passes through the one-way hydraulic pump 3 from the oil pot 1, it passes through the third solenoid valve 8 and the fourth solenoid valve 9 respectively, and enters the upper and lower chambers of the first hydraulic cylinder 17, the upper and lower chambers of the second hydraulic cylinder 23, and the first buffer 14 and the second buffer 20 at the same time. As the oil increases, the pressure of the oil inside the first buffer 14 and the second buffer 20 increases to form high-pressure oil, which acts on the first hydraulic cylinder 17 and the second hydraulic cylinder 23. The second hydraulic cylinder 23 acts to increase the pressure in the upper and lower chambers of the first hydraulic cylinder 17 and the upper and lower chambers of the second hydraulic cylinder 23, respectively. Since the upper and lower chambers of the first hydraulic cylinder 17 and the upper and lower chambers of the second hydraulic cylinder 23 have different force-bearing areas (the upper chamber has a piston rod with a larger diameter and a smaller transverse area than the lower chamber), the thrust received by the lower chamber is greater than the thrust received by the upper chamber, thereby causing the pistons and piston rods of the first hydraulic cylinder 17 and the second hydraulic cylinder 23 to rise. After the front axle rises to the specified position, the one-way rotary motor 2 and the third and fourth solenoid valves 8 and 9 are closed to maintain the height of the front axle.

[0097] ② The rear axle normal rise specifically includes: ECU sends a control signal to adjust the rear axle height normally (such as Figure 4 As shown, first open the one-way rotary motor 2, the fifth solenoid valve 10, and the sixth solenoid valve 11, and use the one-way rotary motor 2 to drive the one-way hydraulic pump 3 to operate, so as to extract oil from the oil pot 1. After the oil passes through the one-way hydraulic pump 3 from the oil pot 1, it passes through the fifth solenoid valve 10 and the sixth solenoid valve 11 respectively, and enters the upper and lower chambers of the third hydraulic cylinder 29 and the upper and lower chambers of the fourth hydraulic cylinder 35 at the same time, with the third buffer 26 and the fourth buffer 32. As the oil increases, the pressure of the oil in the third buffer 26 and the fourth buffer 32 increases to form high-pressure oil, which has an impact on the third hydraulic cylinder 29. The action of the cylinder 29 and the fourth hydraulic cylinder 35 increases the pressure in the upper and lower chambers of the third hydraulic cylinder 29 and the upper and lower chambers of the fourth hydraulic cylinder 35. Since the upper and lower chambers of the third hydraulic cylinder 29 and the upper and lower chambers of the fourth hydraulic cylinder 35 have different force-bearing areas (the upper chamber has a piston rod with a larger diameter and a smaller transverse area than the lower chamber), the thrust received by the lower chamber is greater than the thrust received by the upper chamber, thereby causing the pistons and piston rods of the third hydraulic cylinder 29 and the fourth hydraulic cylinder 35 to rise. After the rear axle rises to the specified position, the one-way rotary motor 2, the fifth solenoid valve 10, and the sixth solenoid valve 11 are closed to maintain the height of the rear axle.

[0098] 2) Front / rear single-axis rapid rise control mode, including front single-axis rapid rise and rear single-axis rapid rise:

[0099] ① The rapid rise of the front single axle specifically includes: the ECU sends a rapid rise control signal to quickly adjust the height of the front axle (such as Figure 5 As shown, first open the second solenoid valve 6, the third solenoid valve 8, and the fourth solenoid valve 9, and use the high-pressure accumulator 36 to directly release the stored oil. After the oil passes through the second solenoid valve 6, it passes through the third solenoid valve 8 and the fourth solenoid valve 9 respectively, and enters the upper and lower chambers of the first hydraulic cylinder 17, the upper and lower chambers of the second hydraulic cylinder 23, and the first buffer 14 and the second buffer 20 at the same time. As the oil increases, the pressure of the oil inside the first buffer 14 and the second buffer 20 increases to form high-pressure oil, which acts on the first hydraulic cylinder 17 and the second hydraulic cylinder 23. 3 acts to increase the pressure in the upper and lower chambers of the first hydraulic cylinder 17 and the upper and lower chambers of the second hydraulic cylinder 23. Since the upper and lower chambers of the first hydraulic cylinder 17 and the upper and lower chambers of the second hydraulic cylinder 23 have different force-bearing areas (the upper chamber has a piston rod with a larger diameter and a smaller transverse area than the lower chamber), the thrust applied to the lower chamber is greater than the thrust applied to the upper chamber, thereby causing the pistons and piston rods of the first hydraulic cylinder 17 and the second hydraulic cylinder 23 to rise, causing the front axle to quickly rise to the specified position. The second solenoid valve 6, the third solenoid valve 8, and the fourth solenoid valve 9 are then closed to maintain the height of the front axle.

[0100] ② The rear axle rapid rise specifically includes: ECU sends a rapid rise control signal to quickly adjust the height of the rear axle (such as Figure 6 As shown), the second solenoid valve 6, the fifth solenoid valve 10, and the sixth solenoid valve 11 are opened, and the stored oil is directly released by the high-pressure accumulator 36. After the oil passes through the second solenoid valve 6, it passes through the fifth solenoid valve 10 and the sixth solenoid valve 11 respectively, and enters the upper and lower chambers of the third hydraulic cylinder 29, the upper and lower chambers of the fourth hydraulic cylinder 35, and the third buffer 26 and the fourth buffer 32 at the same time. As the oil increases, the pressure of the oil inside the third buffer 26 and the fourth buffer 32 increases to form high-pressure oil, which acts on the third hydraulic cylinder 29 and the fourth hydraulic cylinder. 35 acts to increase the pressure in the upper and lower chambers of the third hydraulic cylinder 29 and the upper and lower chambers of the fourth hydraulic cylinder 35. Since the upper and lower chambers of the third hydraulic cylinder 29 and the upper and lower chambers of the fourth hydraulic cylinder 35 have different force-bearing areas (the upper chamber has a piston rod with a larger diameter and a smaller transverse area than the lower chamber), the thrust applied to the lower chamber is greater than the thrust applied to the upper chamber, thereby causing the pistons and piston rods of the third hydraulic cylinder 29 and the fourth hydraulic cylinder 35 to rise, causing the rear axle to quickly rise to the specified position. The second solenoid valve 6, the fifth solenoid valve 10, and the sixth solenoid valve 11 are then closed to maintain the height of the rear axle.

[0101] 3) Front / rear single-axle descent control mode, including front single-axle descent and rear single-axle descent:

[0102] ① The front single axle is lowered (i.e. the front axle is lowered, such as Figure 7 (as shown) specifically includes: after the ECU sends a front axle lowering signal, the first solenoid valve 5, the third solenoid valve 8, and the fourth solenoid valve 9 are opened. Subsequently, the high-pressure oil in the upper and lower chambers of the first hydraulic cylinder 17, the upper and lower chambers of the second hydraulic cylinder 23, and the first buffer 14 and the second buffer 20 passes through the third solenoid valve 8 and the fourth solenoid valve 9, and then flows back to the oil pot 1 through the first solenoid valve 5, so that the pressure in the upper and lower chambers of the first hydraulic cylinder 17 and the upper and lower chambers of the second hydraulic cylinder 23 is reduced. Under the action of vehicle gravity, the pistons and piston rods of the first hydraulic cylinder 17 and the second hydraulic cylinder 23 descend, driving the front axle to descend to the specified position, and then closing the first solenoid valve 5, the third solenoid valve 8, and the fourth solenoid valve 9 to achieve height maintenance. During this process, the unidirectional rotary motor does not work, and gravity drives the oil backflow, and the pressure limiting safety valve opens to relieve pressure when the system is overpressured to ensure component safety;

[0103] ② The rear axle drops (i.e. the rear axle drops, such as Figure 8 (as shown) specifically includes: opening the first solenoid valve 5, the fifth solenoid valve 10, and the sixth solenoid valve 11, and then the upper and lower chambers of the third hydraulic cylinder 29 and the upper and lower chambers of the fourth hydraulic cylinder 35, with the high-pressure oil in the third buffer 26 and the fourth buffer 32, after passing through the fifth solenoid valve 10 and the sixth solenoid valve 11, and then flowing back to the oil pot 1 through the first solenoid valve 5, so that the pressure in the upper and lower chambers of the third hydraulic cylinder 29 and the upper and lower chambers of the fourth hydraulic cylinder 35 is reduced, and under the action of vehicle gravity, the pistons and piston rods of the third hydraulic cylinder 29 and the fourth hydraulic cylinder 35 descend, driving the rear axle to descend to the specified position, and then closing the first solenoid valve 5, the fifth solenoid valve 10, and the sixth solenoid valve 11 to achieve height maintenance. During this process, the unidirectional rotary motor does not work, relying on gravity to drive the oil backflow, and the pressure limiting safety valve opens to release pressure when the system is overpressured to ensure component safety;

[0104] 4) Single wheel normal rising control mode (such as Figures 9-12As shown) specifically includes: ECU sends a control signal to open the one-way rotary motor 2, and any one of the third solenoid valve 8, the fourth solenoid valve 9, the fifth solenoid valve 10, and the sixth solenoid valve 11 (i.e., the target solenoid valve), and uses the one-way rotary motor 2 to drive the one-way hydraulic pump 3 to operate to extract oil from the oil pot 1. After the oil passes through the one-way hydraulic pump 3 from the oil pot 1, it enters the upper and lower chambers of the corresponding hydraulic cylinder (i.e., the target hydraulic cylinder) and the corresponding buffer (i.e., the target buffer) through the target solenoid valve. As the oil increases , the oil pressure inside the target buffer increases to form high-pressure oil, which acts on the target hydraulic cylinder, increasing the pressure in the upper and lower chambers of the target hydraulic cylinder. Since the upper and lower chambers of the target hydraulic cylinder have different force-bearing areas (the upper chamber has a piston rod with a larger diameter and a smaller lateral area than the lower chamber), the thrust received by the lower chamber is greater than the thrust received by the upper chamber, thereby causing the piston and piston rod to rise. After the corresponding single wheel in the front left, front right, rear left, and rear right rises to the specified position, the one-way rotary motor 2 and the target solenoid valve are turned off to achieve single wheel height maintenance;

[0105] 5) Single wheel rapid rise control mode (such as Figures 13-16 (as shown) specifically includes: the ECU sends a control signal to open the second solenoid valve 6, and opens any one of the third solenoid valve 8, the fourth solenoid valve 9, the fifth solenoid valve 10, and the sixth solenoid valve 11 (i.e., the target solenoid valve), and uses the high-pressure accumulator 36 to directly release the stored oil. After the oil passes through the second solenoid valve 6, it passes through the target solenoid valve and enters the upper and lower chambers of the corresponding hydraulic cylinder (i.e., the target hydraulic cylinder), which has already reached the corresponding buffer (i.e., the target buffer). As the oil increases, the pressure of the oil inside the target buffer increases to form high-pressure oil. The high-pressure oil acts on the target hydraulic cylinder, causing the pressures of the upper and lower chambers of the target hydraulic cylinder to increase. Due to the different force-bearing areas of the upper and lower chambers of the target hydraulic cylinder (the upper chamber has a piston rod with a larger diameter and a smaller transverse area than the lower chamber), the thrust received by the lower chamber is greater than the thrust received by the upper chamber, thereby causing the piston and the piston rod to rise. After the corresponding single wheel in the front left, front right, rear left, and rear right quickly rises to the specified position, all solenoid valves are closed to achieve single-wheel height maintenance;

[0106] 6) Single wheel descent control mode (such as Figures 17-20(as shown) specifically includes: opening the first solenoid valve 5, and opening any one of the third solenoid valve 8, the fourth solenoid valve 9, the fifth solenoid valve 10, and the sixth solenoid valve 11 (i.e., the target solenoid valve); the high-pressure oil in the hydraulic cylinder (i.e., the target hydraulic cylinder) and the corresponding buffer (target buffer) corresponding to the target solenoid valve passes through the target solenoid valve and then flows back to the oil pot 1 through the first solenoid valve 5, so that the pressure in the upper and lower chambers of the target hydraulic cylinder is reduced; under the action of the gravity of the vehicle, the piston and piston rod of the target hydraulic cylinder descend, driving the corresponding single wheel of the front left, front right, rear left, and rear right to descend to the specified position, and then closing all the solenoid valves; during this process, the one-way rotary motor does not work, and the oil is driven to return by gravity, and the pressure-limiting safety valve opens to relieve pressure when the system is over-pressured to ensure the safety of the components;

[0107] 7) Continuous damping control mode (such as Figure 21 The control system (as shown in FIG5 ) specifically includes: closing the one-way rotary motor 2, the first solenoid valve 5, the second solenoid valve 6, the third solenoid valve 8, the fourth solenoid valve 9, the fifth solenoid valve 10, and the sixth solenoid valve 11; opening the first solenoid proportional valve 12, the second solenoid proportional valve 15, the third solenoid proportional valve 18, the fourth solenoid proportional valve 21, the fifth solenoid proportional valve 24, the sixth solenoid proportional valve 27, the seventh solenoid proportional valve 30, and the eighth solenoid proportional valve 33; and using the ECU to control the opening of each solenoid proportional valve to form a closed loop inside each dual-valve shock absorber. The specific flow direction is as follows: upper chamber of hydraulic cylinder → solenoid proportional valve → one-way valve → lower chamber of hydraulic cylinder, lower chamber of hydraulic cylinder → solenoid proportional valve → one-way valve → upper chamber of hydraulic cylinder, so as to realize continuous damping control of hydraulic suspension.

[0108] 8) System overpressure control mode (such as Figure 22 As shown) specifically includes: when the hydraulic circuit pressure is higher than the set value, opening the pressure limiting safety valve 4, so that the pressure limiting safety valve 4 is connected to the one-way hydraulic pump 3 to form a pressure relief circuit.

[0109] In this embodiment, the single-axis / single-wheel rise / descent control mode is set to achieve multi-scenario height adaptive adjustment. The normal rise mode is suitable for scenarios such as load changes to accurately adjust the height. The fast rise mode uses a high-pressure accumulator to shorten the response time. The descent mode relies on gravity to drive energy saving. The independent control of a single wheel can solve the problems of uneven road surface and uneven load on one side. In addition, the multi-mode shared core components (such as high-pressure accumulator 36, pressure-limiting safety valve 4, one-way rotary motor 2, one-way hydraulic pump 3, oil pot 1, first solenoid valve 5, etc.) can reduce the number of pipelines and reduce Cost; the continuous damping control mode adjusts the damping force in real time through the electromagnetic proportional valve, taking into account both comfort and controllability in a closed-loop oil circuit, with low energy consumption and the ability to adaptively switch damping parameters according to working conditions; the system overpressure control uses the pressure-limiting safety valve 4 to release pressure when the pressure exceeds the threshold, ensuring component safety and fault tolerance; overall, these control modes, through functional integration, energy consumption optimization, safety protection and other designs, not only meet the vehicle's high requirements for control and comfort, but also reduce costs and improve reliability through integrated design, and can be extended to a variety of vehicle models and suspension systems.

[0110] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications made to the present invention by those skilled in the art without departing from the spirit of the present invention shall fall within the scope of protection of the present invention.

Claims

1. A dual-axle hydraulic suspension integrated unit, characterized in that: The invention comprises an oil pot (1), a one-way rotating motor (2), a one-way hydraulic pump (3), a first electromagnetic valve (5), a second electromagnetic valve (6), a pressure sensor (7), a third electromagnetic valve (8), a fourth electromagnetic valve (9), a fifth electromagnetic valve (10), a sixth electromagnetic valve (11), and a first oil port (111), a second oil port (112), a third oil port (113), and a fourth oil port (114). The oil outlet of the oil pot (1) is connected to the oil inlet of the one-way hydraulic pump (3), the oil outlet of the one-way hydraulic pump (3) is connected to one end of the second electromagnetic valve (6), and the one-way hydraulic pump (3) is driven by the one-way rotating motor ( 2) provides power, the first solenoid valve (5) is connected in parallel to both ends of the one-way hydraulic pump (3), the pressure sensor (7) is connected to the other end of the one-way hydraulic pump (3), the first oil port (111) is connected to the other end of the one-way hydraulic pump (3) through the third solenoid valve (8), the second oil port (112) is connected to the other end of the one-way hydraulic pump (3) through the fourth solenoid valve (9), the third oil port (113) is connected to the other end of the one-way hydraulic pump (3) through the fifth solenoid valve (10), and the fourth oil port (114) is connected to the other end of the one-way hydraulic pump (3) through the sixth solenoid valve (11).

2. The dual-axle hydraulic suspension integrated unit according to claim 1, characterized in that: An electrically controlled double-valve shock absorber is also provided, and the electrically controlled double-valve shock absorber is connected to the dual-axle hydraulic suspension integrated unit via a first oil port (111), a second oil port (112), a third oil port (113), and a fourth oil port (114).

3. The dual-axle hydraulic suspension integrated unit according to claim 2, characterized in that: The electronically controlled dual-valve shock absorber includes a front left dual-valve shock absorber, a front right dual-valve shock absorber, a rear left dual-valve shock absorber, and a rear right dual-valve shock absorber, wherein: The front left dual-valve shock absorber comprises a first hydraulic cylinder (17), a first electromagnetic proportional valve (12), a first one-way valve (13), a first buffer (14), a second electromagnetic proportional valve (15), and a second one-way valve (16); the fifth oil port (115) of the first hydraulic cylinder (17) is connected to the first oil port (111) through the first electromagnetic proportional valve (12) and the first one-way valve (13) connected in parallel; the sixth oil port (116) of the first hydraulic cylinder (17) is connected to the second oil port (112) through the second electromagnetic proportional valve (15) and the second one-way valve (16) connected in parallel; and the first buffer (14) is connected to the first oil port (111); The front right dual-valve shock absorber comprises a second hydraulic cylinder (23), a third electromagnetic proportional valve (18), a third one-way valve (19), a second buffer (20), a fourth electromagnetic proportional valve (21), and a fourth one-way valve (22); the seventh oil port of the second hydraulic cylinder (23) is connected to the second oil port (112) through the third electromagnetic proportional valve (18) and the third one-way valve (19) connected in parallel; the eighth oil port of the second hydraulic cylinder (23) is connected to the second oil port through the fourth electromagnetic proportional valve (21) and the fourth one-way valve (22) connected in parallel; and the second buffer (20) is connected to the second oil port (112); The rear left double-valve shock absorber comprises a third hydraulic cylinder (29), a fifth electromagnetic proportional valve (24), a fifth one-way valve (25), a third buffer (26), a sixth electromagnetic proportional valve (27), and a sixth one-way valve (28); the ninth oil port (119) of the third hydraulic cylinder (29) is connected to the third oil port (113) via the fifth electromagnetic proportional valve (24) and the fifth one-way valve (25) connected in parallel; the tenth oil port (120) of the third hydraulic cylinder (29) is connected to the third oil port (113) via the sixth electromagnetic proportional valve (27) and the sixth one-way valve (28) connected in parallel; and the third buffer (26) is connected to the third oil port (113); The rear right double-valve shock absorber comprises a fourth hydraulic cylinder (35), a seventh electromagnetic proportional valve (30), a seventh one-way valve (31), a fourth buffer (32), an eighth electromagnetic proportional valve (33), and an eighth one-way valve (34); the eleventh oil port (121) of the fourth hydraulic cylinder (35) is connected to the fourth oil port (114) through the seventh electromagnetic proportional valve (30) and the seventh one-way valve (31) connected in parallel; the twelfth oil port (122) of the fourth hydraulic cylinder (35) is connected to the fourth oil port (114) through the eighth electromagnetic proportional valve (33) and the eighth one-way valve (34) connected in parallel; and the fourth buffer (32) is connected to the fourth oil port (114).

4. The dual-axle hydraulic suspension integrated unit according to claim 1, characterized in that: A pressure-limiting safety valve (4) is also provided, wherein the oil inlet of the pressure-limiting safety valve (4) is communicated with the oil outlet of the one-way hydraulic pump (3), and the oil outlet of the pressure-limiting safety valve (4) is communicated with the oil inlet of the one-way hydraulic pump (3), and is used to form a pressure relief circuit for pressure relief when the pressure of the hydraulic circuit is higher than a set value, so as to ensure that the components in the system are not damaged.

5. The dual-axle hydraulic suspension integrated unit according to claim 1, characterized in that: A high-pressure accumulator (36) is also provided, and the high-pressure accumulator (36) is connected to the oil outlet of the second solenoid valve (6) and is used for storing and releasing high-pressure oil.

6. A method for controlling a hydraulic suspension using the dual-axle hydraulic suspension integrated unit according to claim 1, characterized in that: Including front / rear single-axis normal rising control mode, front / rear single-axis rapid rising control mode, front / rear single-axis descending control mode, single-wheel normal rising control mode, single-wheel rapid rising control mode, single-wheel descending control mode, and continuous damping control mode.

7. A method for controlling a hydraulic suspension using the dual-axle hydraulic suspension integrated unit according to claim 6, characterized in that: The front / rear single-axis common lifting control mode includes a front single-axis common lifting and a rear single-axis common lifting. The front single-axis common lifting specifically includes: opening a one-way rotating motor (2), a third solenoid valve (8), and a fourth solenoid valve (9), so that the front axle rises to a specified position, and then closing the one-way rotating motor (2), the third solenoid valve (8), and the fourth solenoid valve (9); the rear single-axis common lifting specifically includes: opening a one-way rotating motor (2), a fifth solenoid valve (10), and a sixth solenoid valve (11), so that the rear axle rises to a specified position, and then closing the one-way rotating motor (2), the fifth solenoid valve (10), and the sixth solenoid valve (11); The front / rear single-axis rapid rise control mode includes a front single-axis rapid rise and a rear single-axis rapid rise. The front single-axis rapid rise specifically includes: opening the second solenoid valve (6), the third solenoid valve (8), and the fourth solenoid valve (9), so that the front axle is rapidly raised to a specified position, and then closing the second solenoid valve (6), the third solenoid valve (8), and the fourth solenoid valve (9); the rear single-axis rapid rise specifically includes: opening the second solenoid valve (6), the fifth solenoid valve (10), and the sixth solenoid valve (11), so that the rear axle is rapidly raised to a specified position, and then closing the second solenoid valve (6), the fifth solenoid valve (10), and the sixth solenoid valve (11); The front / rear single-axle descent control mode includes front single-axle descent and rear single-axle descent. The front single-axle descent specifically includes: opening the first solenoid valve (5), the third solenoid valve (8), and the fourth solenoid valve (9), so that the front axle is lowered to a specified position, and then closing the first solenoid valve (5), the third solenoid valve (8), and the fourth solenoid valve (9); the rear single-axle descent specifically includes: opening the first solenoid valve (5), the fifth solenoid valve (10), and the sixth solenoid valve (11), so that the rear axle is lowered to a specified position, and then closing the first solenoid valve (5), the fifth solenoid valve (10), and the sixth solenoid valve (11).

8. A method for controlling a hydraulic suspension using the dual-axle hydraulic suspension integrated unit according to claim 6, characterized in that: The single-wheel ordinary lifting control mode specifically includes: turning on the one-way rotating motor (2) and any one of the third solenoid valve (8), the fourth solenoid valve (9), the fifth solenoid valve (10), and the sixth solenoid valve (11), so that the corresponding single wheel in the front left, front right, rear left, and rear right center rises to a designated position, and then turning off the one-way rotating motor (2) and the solenoid valve; The single-wheel rapid rise control mode specifically includes: opening the second solenoid valve (6), and opening any one of the third solenoid valve (8), the fourth solenoid valve (9), the fifth solenoid valve (10), and the sixth solenoid valve (11), so that the corresponding single wheel in the front left, front right, rear left, and rear right quickly rises to a designated position, and then closing all the solenoid valves; The single-wheel descending control mode specifically includes: opening the first solenoid valve (5), and opening any one of the third solenoid valve (8), the fourth solenoid valve (9), the fifth solenoid valve (10), and the sixth solenoid valve (11), so that the corresponding single wheel among the front left, front right, rear left, and rear right descends to the specified position, and then closing all the two-position two-way solenoid valves.

9. A method for controlling a hydraulic suspension using the dual-axle hydraulic suspension integrated unit according to claim 6, characterized in that: The continuous damping control mode specifically includes: closing the unidirectional rotating motor (2), the first solenoid valve (5), the second solenoid valve (6), the third solenoid valve (8), the fourth solenoid valve (9), the fifth solenoid valve (10), and the sixth solenoid valve (11); opening the first solenoid proportional valve (12), the second solenoid proportional valve (15), the third solenoid proportional valve (18), the fourth solenoid proportional valve (21), the fifth solenoid proportional valve (24), the sixth solenoid proportional valve (27), the seventh solenoid proportional valve (30), and the eighth solenoid proportional valve (33); and controlling the opening degree of each solenoid proportional valve.

10. A method for controlling a hydraulic suspension using the dual-axle hydraulic suspension integrated unit according to claim 6, characterized in that: It also relates to a system overpressure control mode, specifically comprising: when the pressure of the hydraulic circuit is higher than a set value, opening the pressure limiting safety valve (4), so that the pressure limiting safety valve (4) is connected to the one-way hydraulic pump (3) to form a pressure relief circuit.

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