Integrated hydraulic control system of automobile drive-by-wire chassis

Abstract

An integrated hydraulic control system of an automobile drive-by-wire chassis comprises a first chassis control system and a second chassis control system, and the first chassis control system and the second chassis control system comprise a steering subsystem, an active suspension subsystem and a braking subsystem. The steering subsystem comprises a steering gear, left and right steering oil ports of the steering gear are provided with tee joints connected with steering high-pressure and steering low-pressure control valves, the steering high-pressure and steering low-pressure control valves are connected with an oil outlet and an oil inlet of an electric pump through high and low-pressure oil ways, and the low-pressure oil way is communicated with an oil can; the active suspension subsystem comprises a left shock absorber and a right shock absorber, oil ports of two oil cavities of the left shock absorber and the right shock absorber are provided with tee joints to be connected with a shock-absorbing high-pressure control valve and a shock-absorbing low-pressure control valve, and the shock-absorbing high-pressure control valve and the shock-absorbing low-pressure control valve are connected with a high-pressure The braking subsystem comprises a left brake and a right brake, oil ports of oil cavities of the left brake and the right brake are provided with tee joints to be connected with a braking high-pressure control valve and a braking low-pressure control valve, and the braking high-pressure control valve and the braking low-pressure control valve are connected with a high-pressure oil way and a low- The low-pressure oil way and the high-pressure oil way are filled with oil to form a closed circulating oil way.

Description

Technical Field

[0001] The present invention relates to the field of automobile chassis, and in particular to an integrated hydraulic control system of an automobile wire-controlled chassis. Background Art

[0002] Existing automotive drive-by-wire chassis include three types of actuators: fully active suspension, steer-by-wire, and brake-by-wire. While prior art has extensively studied the integration of controllers for these three types of actuators, relatively little research has been conducted on the integration of the three types of actuators themselves. Specifically, prior art has each actuator type has a corresponding drive device, each operating independently and solely driving the corresponding actuator. By integrating these three drive devices into a single controller, the control of the three actuators is controlled. Consequently, cost reductions are limited to controller hardware. Furthermore, due to the significant differences in the characteristics of the three types of actuators (primarily the different types of drive devices corresponding to each actuator), achieving a sufficiently deep level of integration within the controller's algorithms for controlling the three actuators is difficult. This results in complex control algorithms and limited optimization of chassis performance.

[0003] Patent application publication number CN118457541A, "A Hydraulic Wire-Control Chassis System Based on Electro-Hydraulic Control, Automobile Chassis, and Automobile," provides a chassis that uses an electric pump to supply energy to an accumulator, which in turn provides hydraulic pressure to the active suspension, steering, and brakes via solenoid valves and pressure-regulating valves. The system also features hydraulic redundancy, allowing manual driver control of the hydraulic system in the event of electronic control failure. However, the patent has the following deficiencies: 1) The patent does not specify how the suspension, steering, and brake actuators achieve their functions. Based on the pressure-regulating valve disclosed in the patent, it is difficult to achieve the up and down stroke actuation of the suspension and the active actuation of the steering stroke.

[0004] 2) The redundant mechanism of this patent has not yet achieved complete wire-control and cannot adapt to the chassis technology required for future autonomous driving.

[0005] 3) The patent does not take into account that active suspension requires high-pressure and high-flow liquid. At the same time, the front-to-back span distance is large. An electric pump needs a long pipeline to power the front and rear suspension, which will bring about large energy loss and is not conducive to cost control.

[0006] 4) The patent contains an energy accumulator, which will continuously maintain a high pressure in the hydraulic pipeline, which may easily cause reliability problems in the hydraulic system. Summary of the Invention

[0007] In response to the above-mentioned problems, the present invention provides an integrated hydraulic control system for a wire-controlled chassis of an automobile. By integrating the front and rear steering gears, front and rear active suspensions and four-wheel brakes into one hydraulic control system, the cost is greatly reduced and the deep integration of the three control algorithms is facilitated.

[0008] The technical solution of the present invention is: an integrated hydraulic control system of a wire-controlled chassis of an automobile, comprising a first chassis control system and a second chassis control system of the wire-controlled chassis of the automobile, wherein the first and second chassis control systems respectively comprise a wire-controlled hydraulic steering subsystem, a wire-controlled hydraulic active suspension subsystem, and a wire-controlled hydraulic braking subsystem; the wire-controlled hydraulic steering subsystem comprises a hydraulic steering gear, wherein the left steering oil port and the right steering oil port of the hydraulic steering gear are respectively provided with three-way connections, and are respectively connected to a steering high-pressure control valve and a steering low-pressure control valve through the three-way connections, the steering high-pressure control valve is connected to the oil outlet of an electric pump through a high-pressure oil circuit, the steering low-pressure control valve is connected to the oil inlet of the electric pump through a low-pressure oil circuit, and the low-pressure oil circuit is connected to a hydraulic oil tank Connected; the wire-controlled hydraulic active suspension subsystem includes a left shock absorber and a right shock absorber, and the oil ports of the two oil chambers of the left and right shock absorbers are respectively provided with a tee, and are respectively connected to the shock absorber high-pressure control valve and the shock absorber low-pressure control valve through the tee, the shock absorber high-pressure control valve is connected to the high-pressure oil circuit, and the shock absorber low-pressure control valve is connected to the low-pressure oil circuit; the wire-controlled hydraulic braking subsystem includes a left brake and a right brake, and the oil ports of the two oil chambers of the left and right brakes are respectively provided with a tee, and are respectively connected to the brake high-pressure control valve and the brake low-pressure control valve through the tee, the brake high-pressure control valve is connected to the high-pressure oil circuit, and the brake low-pressure control valve is connected to the low-pressure oil circuit; the low-pressure oil circuit and the high-pressure oil circuit are filled with hydraulic oil to form a closed circulation oil circuit.

[0009] Preferably, in the first chassis control system, the hydraulic steering gear of the wire-controlled hydraulic steering subsystem is a front wheel hydraulic steering gear, the left shock absorber and the right shock absorber of the wire-controlled hydraulic active suspension subsystem are respectively the left shock absorber of the front active suspension and the right shock absorber of the front active suspension, the left brake and the right brake of the wire-controlled hydraulic braking subsystem are respectively the front left wheel brake and the rear right wheel brake, the high-pressure oil circuit is a first high-pressure oil circuit, and the electric pump is a first electric pump.

[0010] Preferably, the front wheel hydraulic steering gear of the wire-controlled hydraulic steering subsystem of the first chassis control system is connected to a wire-controlled motor.

[0011] Preferably, the wire-controlled motor drives the rack via a ball screw to drive the front wheel hydraulic steering gear.

[0012] Preferably, in the second chassis control system, the hydraulic steering gear of the wire-controlled hydraulic steering subsystem is a rear wheel hydraulic steering gear, the left shock absorber and the right shock absorber of the wire-controlled hydraulic active suspension subsystem are respectively the left shock absorber of the rear active suspension and the right shock absorber of the rear active suspension, the left brake and the right brake of the wire-controlled hydraulic braking subsystem are respectively the front right wheel brake and the rear left wheel brake, the high-pressure oil circuit is the second high-pressure oil circuit, and the electric pump is the second electric pump.

[0013] Preferably, a pressure sensor is provided on the high-pressure oil circuit.

[0014] Preferably, a pressure relief valve is provided between the high-pressure oil circuit and the low-pressure oil circuit.

[0015] The advantages of the present invention are: 1. The present invention uses two electric pumps to provide high-pressure and high-flow hydraulic oil to the first and second chassis control systems respectively, thereby controlling the entire wire-controlled chassis, which greatly reduces the cost compared with the existing technology.

[0016] 2. The two high-pressure oil circuits and one low-pressure oil circuit of the present invention respectively form two hydraulic circulation systems, ensuring sufficient safety redundancy.

[0017] 3. Compared with the existing technology, the present invention requires a shorter high-pressure oil circuit, so the present invention has low energy consumption and low cost.

[0018] 4. The three types of actuators of the active suspension, steering gear and brake of the present invention are all hydraulically driven, which is conducive to the deep integration of the control algorithms of the controller for controlling the three types of actuators.

[0019] 5. The hydraulic control system of the present invention does not require constant high pressure, does not cause sustained damage to the hydraulic control system, and has low reliability risk. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a structural schematic diagram of the present invention. DETAILED DESCRIPTION

[0021] See also Figure 1 An integrated hydraulic control system for a wire-controlled chassis of an automobile, comprising a first chassis control system and a second chassis control system of the wire-controlled chassis of the automobile, wherein the first and second chassis control systems respectively include a wire-controlled hydraulic steering subsystem, a wire-controlled hydraulic active suspension subsystem, and a wire-controlled hydraulic braking subsystem; The wire-controlled hydraulic steering subsystem of the first chassis control system includes a front-wheel steering gear 1. The left steering oil port of the front-wheel steering gear 1 is provided with a three-way connection, which is respectively connected to the first steering high-pressure control valve 11 and the first steering low-pressure control valve 9 through the three-way connection. The first steering high-pressure control valve 11 is connected to the first high-pressure oil circuit 17, and the first steering low-pressure control valve 9 is connected to the low-pressure oil circuit 18. The first high-pressure oil circuit 17 is connected to the oil outlet of the first electric pump 6, and the low-pressure oil circuit 18 is connected to the oil inlet of the first electric pump 6. The low-pressure oil circuit 18 is connected to the hydraulic oil tank 19; the right steering oil port of the front-wheel steering gear 1 is provided with a three-way connection, which is respectively connected to the second steering high-pressure control valve 12 and the second steering low-pressure control valve 10 through the three-way connection. The second steering high-pressure control valve 12 is connected to the first high-pressure oil circuit 17, and the second steering low-pressure control valve 10 is connected to the low-pressure oil circuit 18.

[0022] The wire-controlled hydraulic active suspension subsystem of the first chassis control system includes a front active suspension left shock absorber 2 and a front active suspension right shock absorber 3. The first oil port of the front active suspension left shock absorber 2 is provided with a tee, which is respectively connected to the first vibration damping high-pressure control valve 14 and the first vibration damping low-pressure control valve 13 through the tee. The first vibration damping high-pressure control valve 14 is connected to the first high-pressure oil circuit 17, and the first vibration damping low-pressure control valve 13 is connected to the low-pressure oil circuit 18. The second oil port of the front active suspension left shock absorber 2 is provided with a tee, which is respectively connected to the second vibration damping high-pressure control valve 16 and the second vibration damping low-pressure control valve 15 through the tee. The second vibration damping high-pressure control valve 16 is connected to the first high-pressure oil circuit 17, and the second vibration damping low-pressure control valve 15 is connected to the low-pressure oil circuit 18. The first oil port of the front active suspension right shock absorber 3 is provided with a three-way connection, which is respectively connected to the third vibration damping high-pressure control valve 22 and the third vibration damping low-pressure control valve 21 through the three-way connection. The third vibration damping high-pressure control valve 22 is connected to the first high-pressure oil circuit 17, and the third vibration damping low-pressure control valve 21 is connected to the low-pressure oil circuit 18. The second oil port of the front active suspension right shock absorber 3 is provided with a three-way connection, which is respectively connected to the fourth vibration damping high-pressure control valve 24 and the fourth vibration damping low-pressure control valve 23 through the three-way connection. The fourth vibration damping high-pressure control valve 24 is connected to the first high-pressure oil circuit 17, and the fourth vibration damping low-pressure control valve 23 is connected to the low-pressure oil circuit 18.

[0023] The wire-controlled hydraulic brake subsystem of the first chassis control system includes a front left brake 4 and a rear right brake 5. The oil port of the front left brake 4 is provided with a three-way connection, which is respectively connected to a first brake high-pressure control valve 25 and a first brake low-pressure control valve 26 through the three-way connection. The first brake high-pressure control valve 25 is connected to the first high-pressure oil circuit 17, and the first brake low-pressure control valve 26 is connected to the low-pressure oil circuit 18; the oil port of the rear right brake 5 is provided with a three-way connection, which is respectively connected to a second brake high-pressure control valve 27 and a second brake low-pressure control valve 28 through the three-way connection. The second brake high-pressure control valve 27 is connected to the first high-pressure oil circuit 17, and the second brake low-pressure control valve 28 is connected to the low-pressure oil circuit 18.

[0024] The wire-controlled hydraulic steering subsystem of the second chassis control system includes a rear-wheel steering gear 29. The left steering oil port of the rear-wheel steering gear 29 is provided with a three-way connection, which is respectively connected to the third steering high-pressure control valve 39 and the third steering low-pressure control valve 37 through the three-way connection. The third steering high-pressure control valve 39 is connected to the second high-pressure oil circuit 45, and the third steering low-pressure control valve 37 is connected to the low-pressure oil circuit 18. The second high-pressure oil circuit 45 is connected to the oil outlet of the second electric pump 34, and the low-pressure oil circuit 18 is connected to the oil inlet of the second electric pump 34. The low-pressure oil circuit 18 is connected to the hydraulic oil tank 19; the right steering oil port of the rear-wheel steering gear 29 is provided with a three-way connection, which is respectively connected to the fourth steering high-pressure control valve 40 and the fourth steering low-pressure control valve 38 through the three-way connection. The fourth steering high-pressure control valve 40 is connected to the second high-pressure oil circuit 45, and the fourth steering low-pressure control valve 38 is connected to the low-pressure oil circuit 18.

[0025] The wire-controlled hydraulic active suspension subsystem of the second chassis control system includes a rear active suspension left shock absorber 30 and a rear active suspension right shock absorber 31. The first oil port of the rear active suspension left shock absorber 30 is provided with a three-way connection, which is respectively connected to a fifth vibration damping high-pressure control valve 42 and a fifth vibration damping low-pressure control valve 41 through the three-way connection. The fifth vibration damping high-pressure control valve 42 is connected to the second high-pressure oil circuit 45, and the fifth vibration damping low-pressure control valve 41 is connected to the low-pressure oil circuit 18. The second oil port of the rear active suspension left shock absorber 30 is provided with a three-way connection, which is respectively connected to a sixth vibration damping high-pressure control valve 44 and a sixth vibration damping low-pressure control valve 43 through the three-way connection. The sixth vibration damping high-pressure control valve 44 is connected to the second high-pressure oil circuit 45. 5. The sixth vibration damping low-pressure control valve 43 is connected to the low-pressure oil circuit 18; the first oil port of the rear active suspension right shock absorber 31 is provided with a tee, which is respectively connected to the seventh vibration damping high-pressure control valve 47 and the seventh vibration damping low-pressure control valve 46 through the tee, the seventh vibration damping high-pressure control valve 47 is connected to the second high-pressure oil circuit 45, and the seventh vibration damping low-pressure control valve 46 is connected to the low-pressure oil circuit 18; the second oil port of the rear active suspension right shock absorber 31 is provided with a tee, which is respectively connected to the eighth vibration damping high-pressure control valve 49 and the eighth vibration damping low-pressure control valve 48 through the tee, the eighth vibration damping high-pressure control valve 49 is connected to the second high-pressure oil circuit 45, and the eighth vibration damping low-pressure control valve 48 is connected to the low-pressure oil circuit 18.

[0026] The wire-controlled hydraulic brake subsystem of the second chassis control system includes a front right brake 32 and a rear left brake 33. The oil port of the front right brake 33 is provided with a three-way connection, which is respectively connected to the third brake high-pressure control valve 50 and the third brake low-pressure control valve 51 through the three-way connection. The third brake high-pressure control valve 50 is connected to the second high-pressure oil circuit 45, and the third brake low-pressure control valve 51 is connected to the low-pressure oil circuit 18; the oil port of the rear left brake 33 is provided with a three-way connection, which is respectively connected to the fourth brake high-pressure control valve 52 and the fourth brake low-pressure control valve 53 through the three-way connection. The fourth brake high-pressure control valve 52 is connected to the second high-pressure oil circuit 45, and the fourth brake low-pressure control valve 53 is connected to the low-pressure oil circuit 18.

[0027] The first high-pressure oil circuit 17 , the second high-pressure circuit 45 , and the low-pressure oil circuit 18 are all filled with hydraulic oil to form a closed circulation oil circuit.

[0028] In the present invention, a first pressure sensor 8 is provided on the first high-pressure oil circuit 17, and a second pressure sensor 45 is provided on the second high-pressure oil circuit 45. The first and second pressure sensors respectively monitor the pressure values ​​of the first and second high-pressure oil circuits in real time, thereby determining whether there is a fault in the hydraulic system. If the pressure detection value is consistently too low, it may be caused by problems such as electric pump failure, pipeline leakage, or abnormal pressure relief from the valve group. If the pressure detection value is consistently too high, it may be caused by problems such as valve group sticking or pressure relief channel blockage. Furthermore, the first and second pressure sensors are used for signal feedback, facilitating precise control and adjustment of braking, suspension, and steering.

[0029] In the present invention, a first pressure relief valve 7 is provided between the first high-pressure oil circuit 17 and the low-pressure oil circuit 18, and a second pressure relief valve 35 is provided between the second high-pressure oil circuit 45 and the low-pressure oil circuit 18. By providing the first and second pressure relief valves, it is ensured that when the pressure in the first and second high-pressure oil circuits is too high, the pressure in the first and second high-pressure oil circuits can be released through the first and second pressure relief valves, thereby avoiding continuous damage to the hydraulic control system by high pressure, resulting in a decrease in system reliability.

[0030] In the present invention, the front wheel hydraulic steering gear 1 of the wire-controlled hydraulic steering subsystem of the first chassis control system is connected to the wire-controlled motor 20, and the wire-controlled motor 20 drives the rack through the ball screw to drive the front wheel hydraulic steering gear 1 to cope with the situation when the first high-pressure oil circuit 17 fails, thereby ensuring sufficient safety redundancy.

[0031] In the present invention, all control valves are solenoid valves. The first, second, third, fourth, fifth, sixth, seventh, and eighth control valves 13, 15, 21, 23, 41, 43, 46, and 48 of the wire-controlled hydraulic active suspension subsystems of the first and second chassis control systems are all normally open solenoid valves, ensuring that the active suspension maintains a certain degree of vibration damping adjustment capability even when not actively controlled. The first and second electric pumps 6, 6, both operate in one direction, offering fast response, simple control, and low cost.

[0032] The working principle of the present invention is: In the present invention, the working principles of the first chassis control system and the second chassis control system are the same. Therefore, in this embodiment, the working principle of the present invention is described using the first chassis control system.

[0033] ①Turning working condition: when the front wheel steering gear 1 needs to move to the left, the first steering low pressure control valve 9 opens to communicate with the low pressure oil way 18, the first steering high pressure control valve 11 closes, the second steering low pressure control valve 10 closes, and the second steering high pressure control valve 12 opens to communicate with the first high pressure oil way 17 and linearly adjusts. The first electric pump 6 works to provide high pressure and high flow hydraulic oil for the first high pressure oil way 17 in real time, so that the hydraulic oil enters the right oil chamber of the front wheel steering gear 1 through the second steering high pressure control valve 12, the hydraulic oil in the left oil chamber of the front wheel steering gear 1 returns to the low pressure oil way 18 and the hydraulic oil tank 19 through the first steering low pressure control valve 9, a closed circulation oil way is formed, and the front wheel steering gear 1 moves to the left; when the front wheel steering gear 1 needs to move to the right, the first steering low pressure control valve 9 closes, the first steering high pressure control valve 11 opens to communicate with the first high pressure oil way 17 and linearly adjusts, the second steering low pressure control valve 10 opens to communicate with the low pressure oil way 18, the second steering high pressure control valve 12 closes, and the first electric pump 6 works to provide high pressure and high flow hydraulic oil for the first high pressure oil way 17 in real time, so that the hydraulic oil enters the left oil chamber of the front wheel steering gear 1 through the first steering high pressure control valve 11, the hydraulic oil in the right oil chamber of the front wheel steering gear 1 returns to the low pressure oil way 18 and the hydraulic oil tank 19 through the second steering low pressure control valve 10, a closed circulation oil way is formed, and the front wheel steering gear 1 moves to the right.

[0034] ②Suspension working condition: a. Passive working: the first, second, third and fourth damping low pressure control valves are always open as passive valve system, and the full active suspension works passively to realize the basic damper function; b. Active operation: When the front active suspension left shock absorber 2 needs to move upward, the first shock absorber low-pressure control valve 13 is opened and connected to the low-pressure oil circuit 18, the first shock absorber high-pressure control valve 14 is closed, the second shock absorber low-pressure control valve 15 is closed, the second shock absorber high-pressure control valve 16 is opened and connected to the first pressure oil circuit 17 and linearly adjusted, and the first electric pump 6 works to provide high-pressure and high-flow hydraulic oil to the first high-pressure oil circuit 17 in real time, so that the hydraulic oil enters the upper oil chamber of the front active suspension left shock absorber 2 through the second shock absorber high-pressure control valve 16, and the hydraulic oil in the lower oil chamber of the front active suspension left shock absorber 2 returns to the low-pressure oil circuit 18 and the hydraulic oil pot 19 through the first shock absorber low-pressure control valve 13, forming a closed circulation oil circuit, so that the front active suspension left shock absorber 2 can move upward. Upward movement; when the front active suspension left shock absorber 2 needs to move downward, the first shock absorber low-pressure control valve 13 is closed, the first shock absorber high-pressure control valve 14 is opened and connected to the first pressure oil circuit 17 and linearly adjusted, the second shock absorber low-pressure control valve 15 is opened and connected to the low-pressure oil circuit 18, the second shock absorber high-pressure control valve 16 is closed, and the first electric pump 6 works to provide high-pressure, high-flow hydraulic oil to the first high-pressure oil circuit 17 in real time, so that these hydraulic oils enter the lower oil chamber of the front active suspension left shock absorber 2 through the first shock absorber high-pressure control valve 14, and the hydraulic oil in the upper oil chamber of the front active suspension left shock absorber 2 returns to the low-pressure oil circuit 18 and the hydraulic oil pot 19 through the second shock absorber low-pressure control valve 15, forming a closed circulation oil circuit, so that the front active suspension left shock absorber 2 can move downward. The working principle of the front active suspension right shock absorber 3 is the same as that of the front active suspension left shock absorber 2, which will not be repeated here.

[0035] ③ Braking conditions: During normal braking, the first, second, third and fourth brake high-pressure control valves are opened, the first, second, third and fourth brake low-pressure control valves are closed, and the first and second electric pumps are working to achieve four-wheel braking; when braking functions such as ABS need to be achieved, the first, second, third and fourth brake high-pressure control valves and the first, second, third and fourth brake low-pressure control valves are dynamically adjusted, and the first and second electric pumps are working to achieve braking functions such as ABS.

[0036] ④ Composite working condition: When any two or three of the suspension, steering and braking are required to work simultaneously, the first electric pump 6 provides high-pressure, high-flow hydraulic oil to the first high-pressure oil circuit 17 in real time, adjusts the opening and closing of the corresponding control valve, and realizes the required hydraulic control.

[0037] Regarding the redundant safety of the present invention, the two high-pressure oil circuits in the present invention work simultaneously. For the braking system, the four-wheel brake is arranged in an X-shape, that is, the front left wheel brake 4 and the rear right wheel brake 5 are both controlled by the first high-pressure oil circuit 17, and the front right wheel brake 32 and the rear left wheel brake 33 are both controlled by the second high-pressure oil circuit 45, thereby realizing braking redundant safety; for the steering system, the front wheel hydraulic steering gear 1 of the present invention is connected to a wire-controlled motor 20. In the event of failure of the first high-pressure oil circuit 17, the front wheel steering can still be driven by the wire-controlled motor 20, thereby realizing steering redundant safety; for the suspension system, the first, second, third, and fourth vibration-damping low-pressure control valves of the present application are normally open, and the fully active suspension works passively, realizing the basic shock absorber function and achieving suspension redundant safety.

[0038] 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. An integrated hydraulic control system for a wire-controlled chassis of an automobile, characterized by: The invention comprises a first chassis control system and a second chassis control system of a wire-controlled chassis of an automobile, wherein the first and second chassis control systems respectively comprise a wire-controlled hydraulic steering subsystem, a wire-controlled hydraulic active suspension subsystem, and a wire-controlled hydraulic brake subsystem; the wire-controlled hydraulic steering subsystem comprises a hydraulic steering gear, the left steering oil port and the right steering oil port of the hydraulic steering gear are respectively provided with three-way connections, and are respectively connected to a steering high-pressure control valve and a steering low-pressure control valve through the three-way connections, the steering high-pressure control valve is connected to an oil outlet of an electric pump through a high-pressure oil circuit, the steering low-pressure control valve is connected to an oil inlet of an electric pump through a low-pressure oil circuit, and the low-pressure oil circuit is connected to a hydraulic oil pot; the wire-controlled hydraulic active suspension subsystem comprises ... The system includes a left shock absorber and a right shock absorber. The oil ports of the two oil chambers of the left and right shock absorbers are respectively provided with tees, and are respectively connected to the shock absorber high-pressure control valve and the shock absorber low-pressure control valve through the tees. The shock absorber high-pressure control valve is connected to the high-pressure oil circuit, and the shock absorber low-pressure control valve is connected to the low-pressure oil circuit; the wire-controlled hydraulic brake subsystem includes a left brake and a right brake. The oil ports of the oil chambers of the left and right brakes are respectively provided with tees, and are respectively connected to the brake high-pressure control valve and the brake low-pressure control valve through the tees. The brake high-pressure control valve is connected to the high-pressure oil circuit, and the brake low-pressure control valve is connected to the low-pressure oil circuit; the low-pressure oil circuit and the high-pressure oil circuit are both filled with hydraulic oil to form a closed circulation oil circuit.

2. The integrated hydraulic control system for a vehicle-by-wire chassis according to claim 1, characterized in that: In the first chassis control system, the hydraulic steering gear of the wire-controlled hydraulic steering subsystem is a front wheel hydraulic steering gear (1), the left shock absorber and the right shock absorber of the wire-controlled hydraulic active suspension subsystem are respectively the front active suspension left shock absorber (2) and the front active suspension right shock absorber (3), the left brake and the right brake of the wire-controlled hydraulic braking subsystem are respectively the front left wheel brake (4) and the rear right wheel brake (5), the high-pressure oil circuit is a first high-pressure oil circuit (18), and the electric pump is a first electric pump (6).

3. The integrated hydraulic control system for a vehicle-by-wire chassis according to claim 2, characterized in that: The front wheel hydraulic steering gear (1) of the wire-controlled hydraulic steering subsystem of the first chassis control system is connected to a wire-controlled motor (20).

4. The integrated hydraulic control system for a vehicle-by-wire chassis according to claim 3, characterized in that: The wire-controlled motor (20) drives the rack via the ball screw to drive the front wheel hydraulic steering gear (1).

5. The integrated hydraulic control system for a vehicle-by-wire chassis according to claim 1, characterized in that: In the second chassis control system, the hydraulic steering gear of the wire-controlled hydraulic steering subsystem is a rear wheel hydraulic steering gear (29), the left shock absorber and the right shock absorber of the wire-controlled hydraulic active suspension subsystem are respectively the left shock absorber (30) of the rear active suspension and the right shock absorber (31) of the rear active suspension, the left brake and the right brake of the wire-controlled hydraulic braking subsystem are respectively the front right wheel brake (32) and the rear left wheel brake (33), the high-pressure oil circuit is a second high-pressure oil circuit (45), and the electric pump is a second electric pump (34).

6. The integrated hydraulic control system for a vehicle-by-wire chassis according to claim 1, characterized in that: A pressure sensor is provided on the high-pressure oil circuit.

7. The integrated hydraulic control system for a vehicle-by-wire chassis according to claim 1, characterized in that: A pressure relief valve is provided between the high-pressure oil circuit and the low-pressure oil circuit.

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