Hydraulic suspension system and vehicle

Abstract

The application discloses a hydraulic suspension system and a vehicle, the hydraulic suspension system comprising at least three sets of pressure building modules, a master control module and a plurality of wheel end control modules corresponding to wheels of the vehicle, each set of pressure building modules comprising a liquid storage device for storing oil, each set of pressure building modules being connected to at least one set of wheel end control modules through the corresponding master control module, each set of wheel end control modules being connected to a corresponding shock absorber, the oil in the liquid storage device flowing to the shock absorber through the master control module and the wheel end control module, and / or the oil of the shock absorber flowing to the liquid storage device through the master control module and the wheel end control module. Through the at least three sets of pressure building modules, the master control module and the plurality of wheel end control modules corresponding to the wheels of the vehicle, the oil flow to the rod chamber and the rodless chamber of the shock absorber can be more accurately controlled according to the actual road conditions and load conditions of different wheels, fine adjustment of different wheels is realized, and the control stability and ride comfort of the vehicle are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a hydraulic suspension system and vehicle. Background Technology

[0002] With the rapid development of new energy vehicles worldwide, major companies are deploying new technologies. Among them, the suspension system, as one of the core components of electric vehicles, is a key component affecting the driving performance of vehicles.

[0003] The suspension system connects the vehicle frame (i.e., the body) and the wheels, serving as a crucial combination of devices for transmitting forces and torques acting between the frame and wheels. Shock absorbers in the suspension system buffer the impact forces transmitted to the frame from uneven road surfaces, reducing the resulting vibrations and ensuring a smooth ride. Therefore, the suspension system is of significant research value.

[0004] In related technologies, hydraulic suspension systems include pressure-building modules, main control modules, and wheel-end control modules. As the road conditions and loads faced by the wheels during vehicle operation are often complex, the pressure-building module cannot accurately adjust the pressure according to the specific conditions of the wheels when supplying oil to them. This results in the hydraulic suspension system of the wheels not being in the optimal working state, affecting the vehicle's handling stability and ride comfort. Summary of the Invention

[0005] This application aims to address at least one of the technical problems existing in the prior art. To this end, one objective of this application is to provide a hydraulic suspension system capable of precise adjustment of each wheel, thereby improving vehicle handling stability and ride comfort.

[0006] This application also proposes a vehicle having the aforementioned hydraulic suspension system.

[0007] The hydraulic suspension system according to an embodiment of this application includes at least three pressure-building modules, a main control module, and multiple wheel-end control modules corresponding to the wheels of the vehicle. Each pressure-building module includes a reservoir for storing oil. Each pressure-building module is connected to one of the main control modules. Each pressure-building module is connected to at least one of the wheel-end control modules through the corresponding main control module. Each wheel-end control module is connected to a corresponding shock absorber. The shock absorber includes mutually isolated rod chambers and rodless chambers. The oil in the reservoir flows through the main control module and the wheel-end control modules to at least one of the rod chambers and the rodless chambers, and / or, the oil in at least one of the rod chambers and the rodless chambers flows through the main control module and the wheel-end control modules to the reservoir.

[0008] According to the hydraulic suspension system of this application embodiment, through at least three pressure-building modules, a main control module, and multiple wheel-end control modules corresponding to the vehicle's wheels, it can more accurately control the flow of oil to the rod-side and rodless chambers of the shock absorber based on the actual road conditions and load of different wheels, thereby achieving fine adjustment of different wheels and improving the vehicle's handling stability and ride comfort.

[0009] In some embodiments of this application, the hydraulic suspension system further includes at least one oil chamber passage, each oil chamber passage being used to connect two sets of pressure-building modules, and an oil chamber connecting valve being provided on the oil chamber passage for controlling the on / off state of the two pressure-building modules connected to the oil chamber passage.

[0010] In some embodiments of this application, the hydraulic suspension system further includes a central control cylinder connected to multiple wheel-end control modules, the central control cylinder being adapted to balance the pressure of the multiple wheel-end control modules.

[0011] In some embodiments of this application, the wheel-end control module includes a first branch and a second branch, wherein the first branch is connected between the liquid storage device and the rod chamber; and the second branch is connected between the liquid storage device and the rodless chamber.

[0012] In some embodiments of this application, the wheel end control module further includes a first oil inlet branch and a first oil return branch, the first oil inlet branch and the first oil return branch are arranged in parallel and connected between the first branch and the liquid storage device, the first oil inlet branch is provided with a first oil inlet valve, and the first oil return branch is provided with a first oil return valve.

[0013] In some embodiments of this application, the wheel end control module further includes a second oil inlet branch and a second oil return branch. The second oil inlet branch and the second oil return branch are arranged in parallel and connected between the second branch and the liquid storage device. The second oil inlet branch is provided with a second oil inlet valve, which is used to allow the oil in the liquid storage device to flow into the rodless chamber through the second oil inlet valve. The second oil return branch is provided with a second oil return valve, which is used to allow the oil in the rodless chamber to flow into the liquid storage device through the second oil return valve.

[0014] In some embodiments of this application, the wheel end control module further includes a second switching valve, which is connected between the first branch and the liquid storage device. The second switching valve is adapted to connect or block the flow path between the liquid storage device and the first branch.

[0015] In some embodiments of this application, the wheel-end control module further includes a third switching valve, which is connected between the second branch and the liquid storage device, and is adapted to connect or block the flow path between the liquid storage device and the second branch.

[0016] In some embodiments of this application, the wheel end control module further includes a first regulating valve and a first check valve disposed on the first branch. The first check valve is disposed in parallel with the first regulating valve. The first regulating valve is adapted to regulate the damping of the first branch, and the first check valve is adapted to allow the oil on the first branch to flow into the rod chamber through the first check valve.

[0017] In some embodiments of this application, the wheel end control module further includes a second regulating valve and a second check valve disposed on the second branch. The second check valve is disposed in parallel with the second regulating valve. The second regulating valve is adapted to regulate the damping of the second branch, and the second check valve is adapted to allow the oil on the second branch to flow into the rodless chamber through the second check valve.

[0018] In some embodiments of this application, the wheel-end control module further includes an energy storage assembly, which is disposed on the first branch and / or the second branch, and the energy storage assembly is adapted to adjust the damping or stiffness of the shock absorber.

[0019] In some embodiments of this application, the energy storage assembly includes a first energy storage unit and a second energy storage unit, the first energy storage unit and the second energy storage unit are disposed on the second branch, and the first energy storage unit is connected between the second energy storage unit and the rodless chamber.

[0020] In some embodiments of this application, a first energy storage control valve is further provided on the second branch. The first energy storage control valve is connected between the first energy storage device and the rodless chamber, and is used to connect or block the flow path between the first energy storage device and the rodless chamber.

[0021] In some embodiments of this application, the second branch is provided with a second energy storage control valve, which is connected between the second energy accumulator and the rodless chamber, and is used to connect or block the flow path between the second energy accumulator and the rodless chamber.

[0022] In some embodiments of this application, the accumulator assembly further includes a fourth switching valve connected between the first accumulator and the second accumulator, the fourth switching valve being adapted to connect or block the flow path between the first accumulator and the second accumulator.

[0023] In some embodiments of this application, the accumulator assembly further includes a first depressurized accumulator connected between the rodless chamber and the first accumulator.

[0024] In some embodiments of this application, the energy storage assembly includes a third energy storage unit disposed on the first branch.

[0025] In some embodiments of this application, the first branch is provided with a third energy storage control valve, which is connected between the third energy storage device and the rod chamber, and is used to connect or block the flow path between the third energy storage device and the rod chamber.

[0026] In some embodiments of this application, the wheel end control module further includes a first switching valve, a first end of which is connected to the first branch, and a second end of which is connected to the second branch. The first switching valve is used to connect or block the flow path between the first branch and the second branch.

[0027] In some embodiments of this application, the main control module includes a third branch and a fourth branch. The first end of the third branch is connected to the liquid storage device, and the second end of the third branch is adapted to be connected to the first branch and / or the second branch. The first end of the fourth branch is connected to the liquid storage device, and the second end of the fourth branch is adapted to be connected to the first branch and / or the second branch.

[0028] In some embodiments of this application, the main control module further includes a fifth switching valve connected between the third branch and the fourth branch, the fifth switching valve being adapted to connect or block the flow path between the third branch and the fourth branch.

[0029] In some embodiments of this application, the main control module further includes a sixth switching valve, one end of which is connected to the second end of the third branch and the other end of which is connected to the first end of the fourth branch. The sixth switching valve is adapted to connect or block the flow path between the second end of the third branch and the first end of the fourth branch.

[0030] In some embodiments of this application, the main control module further includes a seventh switching valve, which is disposed between the first end and the second end of the third branch.

[0031] In some embodiments of this application, the main control module further includes an eighth switching valve, which is disposed between the first and second ends of the fourth branch.

[0032] In some embodiments of this application, the main control module further includes a pressure detection device, which is disposed in the third branch and is adapted to detect the pressure of the oil flowing out of the liquid storage device.

[0033] In some embodiments of this application, the main control module further includes a shuttle valve, which includes a first input port connected to the first end of the third branch, a second input port connected to the second end of the third branch, and an output port connected to the pressure detection device.

[0034] In some embodiments of this application, the pressure building module includes an oil pump, a fifth branch, and a third check valve. The third check valve is connected between the third branch and the oil pump and is adapted to prevent the oil in the third branch from flowing back to the oil pump. One end of the fifth branch is connected between the third branch and the third check valve, and the other end is connected to the liquid storage device.

[0035] In some embodiments of this application, the pressure building module further includes a second pressure-reducing accumulator, which is connected between the third branch and the third one-way valve.

[0036] In some embodiments of this application, the pressure building module further includes a seventh branch, a control accumulator, and a control valve. The control valve is connected to the seventh branch, one end of which is connected to the third branch, and the other end is connected to the control accumulator. The control valve is adapted to allow high-pressure oil from the control accumulator to flow into the third branch when it is open.

[0037] In some embodiments of this application, the pressure building module includes an eighth branch and an overpressure protection valve. The overpressure protection valve is connected to the eighth branch, one end of which is connected to the third branch and the other end is connected to the liquid storage device. The overpressure protection valve is adapted to allow high-pressure oil from the third branch to flow into the liquid storage device when it is opened.

[0038] In some embodiments of this application, the pressure building module further includes an oil temperature detection device, which is disposed on the liquid storage device and is used to detect the oil temperature in the liquid storage device.

[0039] Vehicles according to other embodiments of this application include the hydraulic suspension system described above.

[0040] According to other embodiments of the present application, the hydraulic suspension system of the vehicle, through at least three pressure-building modules, a main control module, and multiple wheel-end control modules corresponding to the vehicle's wheels, can more precisely control the flow of oil to the rod-side and rodless chambers of the shock absorber according to the actual road conditions and load conditions of different wheels, thereby achieving fine adjustment of different wheels and improving the vehicle's handling stability and ride comfort.

[0041] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0042] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0043] Figure 1 A schematic diagram of the structure of a vehicle provided in an embodiment of this application;

[0044] Figure 2 A schematic diagram of the connection structure of a hydraulic suspension system for the left front wheel provided in the first aspect embodiment of this application;

[0045] Figure 3 A schematic diagram of the connection structure of another hydraulic suspension system for the left front wheel provided in the first aspect embodiment of this application;

[0046] Figure 4 A schematic diagram of the connection structure of a hydraulic suspension system with three pressure-building modules provided in the first aspect embodiment of this application;

[0047] Figure 5 A schematic diagram of the connection structure of another hydraulic suspension system with three pressure-building modules provided in the first aspect embodiment of this application;

[0048] Figure 6 A schematic diagram of the connection structure for adjusting the pressure in each hydraulic suspension system by a central control cylinder, provided in the first aspect embodiment of this application;

[0049] Figure 7 This is a schematic diagram of the connection structure of a hydraulic suspension system provided in the second aspect of this application;

[0050] Figure 8 for Figure 7 The enlarged view shown below;

[0051] Figure 9 A schematic diagram of the connection structure of another hydraulic suspension system provided in the second aspect of this application;

[0052] Figure 10A schematic diagram of the connection structure for adjusting the pressure in each hydraulic suspension system by a central control cylinder, provided in the second aspect embodiment of this application;

[0053] Figure 11 A schematic diagram of the connection structure of a hydraulic suspension system provided in the third aspect embodiment of this application;

[0054] Figure 12 for Figure 11 The enlarged view shown below;

[0055] Figure 13 A schematic diagram of the connection structure of another hydraulic suspension system provided in the third aspect embodiment of this application;

[0056] Figure 14 A schematic diagram of a connection structure for adjusting the pressure within each hydraulic suspension system by a central control cylinder, provided in a third aspect embodiment of this application;

[0057] Figure 15 A time diagram showing the operating states of various valves and pump devices during manual lifting control as provided in the first aspect embodiment of this application;

[0058] Figure 16 A time diagram showing the operating states of each valve and pump device during manual descent control provided in the first aspect embodiment of this application;

[0059] Figure 17 A flowchart of the ECU processing during automatic adjustment and lifting control provided in the first aspect embodiment of this application;

[0060] Figure 18 A flowchart of the ECU's processing during automatic adjustment and descent control provided in the first aspect of this application;

[0061] Figure 19 A time diagram showing the operating states of various valves and pumps during automatic lifting control provided in the first aspect embodiment of this application;

[0062] Figure 20 A time diagram showing the operating states of each valve and pump device during automatic adjustment and descent control provided in the first aspect embodiment of this application;

[0063] Figure 21 A flowchart illustrating the execution of stiffness switching during rapid acceleration and deceleration, provided in the first aspect of this application.

[0064] Figure 22 A flowchart illustrating the stiffness switching process under turning conditions provided in the first aspect of this application;

[0065] Figure 23 This is a flowchart illustrating the stiffness switching process for speed bump / drop conditions provided in the first aspect of this application.

[0066] Figure 24 A time diagram showing the operating states of each valve and pump device during manual lifting control provided in the second aspect embodiment of this application;

[0067] Figure 25 A time diagram showing the operating states of each valve and pump device during manual descent control, as provided in the second aspect embodiment of this application;

[0068] Figure 26 A flowchart of the ECU processing during automatic adjustment and lifting control provided in the second aspect of this application;

[0069] Figure 27 A flowchart of the ECU's processing during automatic adjustment and descent control provided in the second aspect of this application;

[0070] Figure 28 A time diagram showing the operating states of each valve and pump device during automatic adjustment lifting control provided in the second aspect embodiment of this application;

[0071] Figure 29 A time diagram showing the operating states of each valve and pump device during automatic adjustment and descent control provided in the second aspect embodiment of this application;

[0072] Figure 30 A flowchart illustrating the execution of rapid acceleration and deceleration stiffness switching is provided for the second aspect of this application.

[0073] Figure 31 A flowchart illustrating the stiffness switching process under turning conditions provided in the second aspect of this application;

[0074] Figure 32 This is a flowchart illustrating the stiffness switching process for speed bump / drop conditions, provided in the second aspect of this application.

[0075] Figure 33 A flowchart illustrating the execution of stiffness switching under cross-axis conditions provided in the second aspect of this application;

[0076] Figure 34 A time diagram showing the operating states of each valve and pump device during manual lifting control provided in the third aspect embodiment of this application;

[0077] Figure 35 A time diagram showing the operating states of each valve and pump device during manual descent control, as provided in the third aspect embodiment of this application;

[0078] Figure 36 A flowchart of the ECU processing during automatic adjustment and lifting control provided in the third aspect embodiment of this application;

[0079] Figure 37A flowchart of the ECU's processing during automatic adjustment and descent control provided in the third aspect of this application;

[0080] Figure 38 A flowchart illustrating the execution of rapid acceleration and deceleration stiffness switching is provided for an embodiment of the third aspect of this application.

[0081] Figure 39 A flowchart illustrating the stiffness switching process under turning conditions provided in the third aspect of this application;

[0082] Figure 40 This is a flowchart illustrating the stiffness switching process for speed bump / drop conditions, provided in a third aspect embodiment of this application.

[0083] Attached image reference numerals: 1000, Vehicle;

[0084] 100. Body; 200. Wheels; 300. Hydraulic suspension system;

[0085] 10. Wheel end control module; 10A. First wheel end control module; 10B. Second wheel end control module; 10C. Third wheel end control module; 10D. Fourth wheel end control module; 101. First branch; 102. Second branch; 103. First oil inlet branch; 104. First oil return branch; 105. Second oil inlet branch; 106. Second oil return branch; 11. Shock absorber; 111. Shock absorber body; 111A. (The last part is incomplete and likely refers to a different component or part of the module.) 111B Rodless chamber; 112 Piston assembly; 12 First switching valve; 13 Second switching valve; 14 Third switching valve; 15 Accumulator assembly; 151 First accumulator; 152 Second accumulator; 153 Fourth switching valve; 154 First pressure-reducing accumulator valve; 155 First accumulator control valve; 156 Second accumulator control valve; 157 Third accumulator; 158 Third accumulator control valve;

[0086] 16. Exhaust component; 171. First regulating valve; 172. First check valve; 181. Second regulating valve; 182. Second check valve; 191. First oil inlet valve; 192. First oil return valve; 193. Second oil inlet valve; 194. Second oil return valve;

[0087] 20. Pressure building module; 201. Fifth branch; 202. Sixth branch; 203. Seventh branch; 204. Eighth branch; 21. Liquid storage device; 22. Oil pump; 23. Third check valve; 24. Return oil valve; 25. Second pressure reducing accumulator; 26. Throttle valve; 27. Filter element; 271. First filter element; 272. Second filter element; 273. Third filter element; 28. Oil temperature detection device; 29. ​​Control accumulator; 291. Control valve; 292. Overpressure protection valve;

[0088] 30. Main control module; 301. Third branch; 302. Fourth branch; 31. Fifth switching valve; 32. Sixth switching valve; 33. Seventh switching valve; 34. Eighth switching valve; 35. Pressure detection device; 36. Shuttle valve; 361. First input port; 362. Second input port; 363. Output port;

[0089] 40. Central control cylinder;

[0090] 50. Oil chamber connecting valve; 501. Oil chamber passage. Detailed Implementation

[0091] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0092] It should be noted that all directional indicators (such as up, down, left, right, front, back, etc.) in the embodiments of this application are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicator will also change accordingly.

[0093] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0094] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "connected" and "linked" should be interpreted broadly, for example, as a fixed connection, a detachable connection, or an integral connection. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. Furthermore, when describing pipelines, the terms "connected" and "linked" as used in this application have the meaning of establishing electrical connection. The specific meaning needs to be understood in conjunction with the context.

[0095] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0096] In the description of this specification, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0097] The following is combined with Figures 1-40 This application provides a detailed description of a hydraulic suspension system 300 and a vehicle 1000 having the hydraulic suspension system 300, according to embodiments thereof.

[0098] Among them, vehicle 1000 can be a pure electric vehicle, a hybrid electric vehicle, a plug-in hybrid electric vehicle, a gasoline vehicle, etc. Vehicle 1000 can also be a sedan, a truck, a bus, a lorry, a trailer, etc.

[0099] like Figure 1 As shown, Figure 1 This is a schematic diagram of a vehicle structure provided in an embodiment of this application. The vehicle 1000 includes a body 100 and wheels 200. The body 100 is used for passengers and for carrying goods, and the wheels 200 are installed under the body 100 to support the body 100 and to roll on the road surface so that the vehicle 1000 can move.

[0100] For example, the wheel 200 may include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel.

[0101] See Figures 2-14 As shown, the hydraulic suspension system 300 according to an embodiment of this application includes at least three pressure-building modules 20, a main control module 30, and multiple wheel-end control modules 10 corresponding to the wheels 200 of the vehicle 1000. Each pressure-building module 20 includes a reservoir 21 for storing hydraulic fluid. Each pressure-building module 20 is connected to a main control module 30, and each pressure-building module 20 is connected to at least one wheel-end control module 10 through the corresponding main control module 30. 10 connects to the corresponding shock absorber 11. The shock absorber 11 includes a rod chamber 111A and a rodless chamber 111B that are isolated from each other. The oil in the reservoir 21 flows through the main control module 30 and the wheel end control module 10 to at least one of the rod chamber 111A and the rodless chamber 111B, and / or, so that the oil in at least one of the rod chamber 111A and the rodless chamber 111B flows through the main control module 30 and the wheel end control module 10 to the reservoir 21.

[0102] Specifically, the hydraulic suspension system 300 employs at least three pressure-building modules 20, a main control module 30, and multiple wheel-end control modules 10 corresponding to the vehicle's wheels. Even if one pressure-building module 20 fails, the others can still function normally, ensuring the basic driving and suspension functions of the vehicle 1000. This reduces the risk of the entire suspension system failing due to a single pressure-building module 20 failure, thus improving the reliability and fault tolerance of the hydraulic suspension system 300. Furthermore, by employing at least three pressure-building modules 20, a main control module 30, and multiple wheel-end control modules 10, the system can more precisely control the flow of hydraulic fluid to the rod-side chamber 111A and rodless chamber 111B of the shock absorber 11, adapting to the actual road conditions and load of different wheels 200. This enables fine-tuning of different wheels 200, improving the handling stability and ride comfort of the vehicle 1000.

[0103] Optionally, the number of wheels 200 of the vehicle 1000 can be one, two, three, four, or more; similarly, the number of wheel-end control modules 10 can be the same as the number of wheels 200. For example... Figures 4-7 , Figures 9-11 , Figure 13 , Figure 14 As shown, there are four wheels 200. Similarly, there are four sets of wheel end control modules 10, namely the first wheel end control module 10A, the second wheel end control module 10B, the third wheel end control module 10C, and the fourth wheel end control module 10D.

[0104] For example Figure 4 , Figure 5 As shown, the vehicle 1000 has four wheels 200. The vehicle 1000 has three pressure-reducing modules 20, three main control modules 30, and four wheel-end control modules 10. The number of main control modules 30 and pressure-building modules 20 is the same and they are connected one-to-one. Two wheel-end control modules 10 are connected to the same main control module 30, and the other two wheel-end control modules 10 are each connected to one main control module 30. In some embodiments, see... Figure 4As shown, the vehicle 1000 has three pressure-reducing modules 20, three main control modules 30, and four wheel-end control modules 10, the same number as the wheels 200. The two wheel-end control modules 10 corresponding to the two front wheels are connected to one main control module 30 via one pressure-building module 20. The two wheel-end control modules 10 corresponding to the two rear wheels are connected to the corresponding pressure-building modules 20 via their respective main control modules 30. The four wheel-end control modules 10 include a first wheel-end control module 10A connected to the left front wheel, a second wheel-end control module 10B connected to the right front wheel, a third wheel-end control module 10C connected to the left rear wheel, and a fourth wheel-end control module 10D connected to the right rear wheel. The first wheel-end control module 10A and the second wheel-end control module 10B are connected to the same main control module 30 and pressure-building module 20; the third wheel-end control module 10C is connected to the same main control module 30 and pressure-building module 20; and the fourth wheel-end control module 10D is connected to the same main control module 30 and pressure-building module 20. That is, the left front wheel and the right front wheel share a set of pressure building modules 20, and the left rear wheel and the right rear wheel are each connected to a set of pressure building modules 20.

[0105] In some embodiments, see Figure 5 As shown, the vehicle 1000 has three pressure-reducing modules 20, three main control modules 30, and four wheel-end control modules 10, the same number as the wheels 200. The two wheel-end control modules 10 corresponding to the two rear wheels are connected to one of the main control modules 30 via one of the pressure-building modules 20. The two wheel-end control modules 10 corresponding to the two front wheels are connected to the corresponding pressure-building modules 20 via their respective main control modules 30. The four wheel-end control modules 10 include a first wheel-end control module 10A connected to the left front wheel, a second wheel-end control module 10B connected to the right front wheel, a third wheel-end control module 10C connected to the left rear wheel, and a fourth wheel-end control module 10D connected to the right rear wheel. The third wheel-end control module 10C and the fourth wheel-end control module 10D are connected to the same main control module 30 and pressure-building module 20. The first wheel-end control module 10A is connected to one main control module 30 and pressure-building module 20, and the second wheel-end control module 10B is connected to one main control module 30 and pressure-building module 20. That is, the left rear wheel and the right rear wheel share a set of pressure building modules 20, and the left front wheel and the right front wheel are each connected to a set of pressure building modules 20.

[0106] In some embodiments, see Figure 6As shown, the vehicle 1000 has four pressure-reducing modules 20, four main control modules 30, and four wheel-end control modules 10, the same number as the wheels 200. Each pressure-building module 20 is connected to its corresponding wheel-end control module 10 via a corresponding main control module 30. The four wheel-end control modules 10 include a first wheel-end control module 10A connected to the left front wheel, a second wheel-end control module 10B connected to the right front wheel, a third wheel-end control module 10C connected to the left rear wheel, and a fourth wheel-end control module 10D connected to the right rear wheel. The first wheel-end control module 10A connects to one set of main control modules 30 and pressure-building modules 20; the second wheel-end control module 10B connects to one set of main control modules 30 and pressure-building modules 20; the third wheel-end control module 10C connects to one set of main control modules 30 and pressure-building modules 20; and the fourth wheel-end control module 10D connects to one set of main control modules 30 and pressure-building modules 20. That is, each of the left front wheel, right front wheel, left rear wheel, and right rear wheel is connected to a pressure building module 20.

[0107] Specifically, the overall weight distribution of vehicle 1000 is not uniform, that is, the loads on the front and rear axles of vehicle 1000 are different, and the center of gravity of different types of vehicle 1000 is not fixed, resulting in different loads on the left and right front wheels of the front axle and the left and right rear wheels of the rear axle. The number and arrangement of pressure-building modules 20 can be adjusted according to the center of gravity position of different vehicles 1000. While meeting the oil pressure of the shock absorbers 11 of the corresponding wheels 200, the structural redundancy of the hydraulic suspension system 300 is reduced. At the same time, the versatility and selectivity of the hydraulic suspension system 300 are also improved.

[0108] For example, the center of gravity of vehicle 1000 is located at the front side of the body 100 in the length direction, that is, the front axle load is larger than the rear axle load. When adjusting the height of the shock absorber 11, the front axle requires a larger hydraulic pressure. Therefore, the left and right rear wheels of the rear axle can share a pressure building module 20 to meet the height adjustment of the shock absorber 11. The left and right front wheels of the front axle are each connected to a pressure building module 20 for the height adjustment of the shock absorber 11 at the corresponding wheel ends.

[0109] For example, the center of gravity of vehicle 1000 is located at the rear of the body 100 in the length direction, that is, the load on the rear axle is larger than the load on the front axle. When adjusting the height of the shock absorber 11, the hydraulic pressure required by the rear axle is greater. Therefore, the left and right front wheels of the front axle can share a pressure building module 20 to meet the height adjustment of the shock absorber 11. The left and right rear wheels of the rear axle are each connected to a pressure building module 20 for the height adjustment of the shock absorber 11 at the corresponding wheel ends.

[0110] For example, if the center of gravity of vehicle 1000 is located in the middle of the front and rear axles, meaning the load on the front axle is the same as the load on the rear axle, the required hydraulic pressure for the front and rear axles is the same when adjusting the height of the shock absorber 11. Therefore, each of the left and right front wheels on the front axle is connected to a pressure-building module 20 for adjusting the height of the corresponding shock absorber 11. Similarly, each of the left and right rear wheels on the rear axle is connected to a pressure-building module 20 for adjusting the height of the corresponding shock absorber 11. Alternatively, the left and right front wheels on the front axle can share a single pressure-building module 20 to achieve the same height adjustment, as can the left and right rear wheels on the rear axle. In some embodiments, such as... Figure 6 , Figure 9 , Figure 13 As shown, the vehicle 1000 has four sets of wheels 200, and the vehicle 1000 has four sets of decompression modules 20, four sets of main control modules 30, and four sets of wheel-end control modules 10. Multiple wheel-end control modules 10 are independently connected to their respective main control modules 30, enabling the hydraulic suspension system 300 to perform more precise control over the suspension of each wheel 200. This provides an independent hydraulic path for each wheel-end shock absorber 11. For example, when the vehicle 1000 turns, the outer wheel 200 and the inner wheel 200 require different suspension support forces. The multiple wheel-end control modules 10 can adjust the hydraulic state of the rod-mounted chamber 111A and the rodless chamber 111B of the inner and outer wheels 200 respectively, thereby providing different support forces to the outer and inner wheels 200, effectively reducing vehicle roll and improving the handling stability of the vehicle 1000.

[0111] In some embodiments, the oil in the reservoir 21 flows through the main control module 30 and the wheel end control module 10 to at least one of the rod chamber 111A and the rodless chamber 111B. The oil in the reservoir 21 may flow to the rod chamber 111A, to the rodless chamber 111B, or to both the rod chamber 111A and the rodless chamber 111B.

[0112] In some embodiments, the oil in at least one of the rod chamber 111A and the rodless chamber 111B flows to the reservoir 21 via the main control module 30 and the wheel end control module 10. The oil may flow from the rod chamber 111A to the reservoir 21, or from the rodless chamber 111B to the reservoir 21, or from both the rod chambers 111A and 111B to the reservoir 21.

[0113] In some embodiments, the oil in the reservoir 21 flows through the main control module 30 and the wheel end control module 10 to at least one of the rod chamber 111A and the rodless chamber 111B, and the oil in at least one of the rod chamber 111A and the rodless chamber 111B flows to the reservoir 21 through the main control module 30 and the wheel end control module 10. Alternatively, the oil in the reservoir 21 may flow to the rod chamber 111A, and the oil in the rodless chamber 111B may flow to the reservoir 21. Another possibility is that the oil in the reservoir 21 flows to the rodless chamber 111B, and the oil in the rod chamber 111A flows to the reservoir 21.

[0114] Therefore, when the vehicle 1000 encounters road bumps while driving, the wheel-end control module 10 can quickly control the flow of oil between the reservoir 21 and the rod-mounted chamber 111A and rodless chamber 111B of the shock absorber 11 according to the road conditions and the vehicle 1000's driving posture. This allows for automatic adjustment of the internal oil distribution, providing more comfortable support for the vehicle body 100, and effectively reducing the transmission of vehicle 1000 vibrations to the vehicle body 100 and passengers, thus improving ride comfort.

[0115] Optionally, the liquid storage device 21 can be installed on the vehicle body 100. The liquid storage device 21 is suitable for storing oil. For example, the liquid storage device 21 can be an oil can.

[0116] In related technologies, hydraulic suspension systems include pressure-building modules, main control modules, and wheel-end control modules. As the road conditions and loads faced by the wheels during vehicle operation are often complex, the pressure-building module cannot accurately adjust the pressure according to the specific conditions of the wheels when supplying oil to them. This results in the hydraulic suspension system of the wheels not being in the optimal working state, affecting the vehicle's handling stability and ride comfort.

[0117] According to the embodiment of this application, the hydraulic suspension system 300, through at least three pressure-building modules 20, a main control module 30, and multiple wheel-end control modules 10 corresponding to the wheels 200 of the vehicle 1000, can more accurately control the flow of oil to the rod chamber 111A and the rodless chamber 111B of the shock absorber 11 according to the actual road conditions and load conditions of different wheels 200, thereby achieving fine adjustment of different wheels 200 and improving the handling stability and ride comfort of the vehicle 1000.

[0118] In some examples, the shock absorber 11 includes a shock absorber body 111 and a piston assembly 112, with a chamber defined within the shock absorber body 111. The shock absorber body 111 is adapted to be connected to one of the vehicle body 100 and the wheel 200, and the piston assembly 112 is adapted to be connected to the other of the vehicle body 100 and the wheel 200. That is, when the shock absorber body 111 is connected to the vehicle body 100, the piston assembly 112 is connected to the wheel 200. When the shock absorber body 111 is connected to the wheel 200, the piston assembly is connected to the vehicle body 100. For ease of description, this application embodiment is described using the example of the shock absorber body 111 being connected to the wheel 200 and the piston assembly being connected to the vehicle body 100.

[0119] In some embodiments of this application, the piston assembly 112 is at least partially disposed within the damper body 111 and divides the damper body 111 into independent rod chamber 111A and rodless chamber 111B, both of which are capable of communicating with the liquid storage device 21.

[0120] In one possible structural design, the piston assembly 112 includes a piston body and a piston rod. The piston body is disposed within a chamber and divides the chamber into two independent rod-type chambers 111A and 111B. The piston rod is connected to the piston body and is adapted to be connected to the vehicle body 100.

[0121] For example, a portion of the piston rod may be located in the rod chamber 111A. That is, one end of the piston rod may extend into the rod chamber 111A and connect to the piston body, while the other end may extend out of the rod chamber 111A and connect to the vehicle body 100. The rod chamber 111A can be a chamber with a piston rod, while the rodless chamber 111B is a chamber without a piston rod.

[0122] Furthermore, when the hydraulic suspension system 300 is operating, hydraulic fluid flows between the rod chamber 111A, the rodless chamber 111B, and the reservoir 21, while the piston assembly 112 moves axially along the shock absorber body 111. Thus, when the vehicle 1000 travels on bumpy roads, the axial movement of the piston assembly 112 causes the hydraulic fluid to flow between the different chambers and the reservoir 21. This flow effectively buffers the impact from the road surface. The flow resistance of the hydraulic fluid absorbs and dissipates energy, reducing the impact force transmitted to the vehicle body 100 and improving the driving experience for passengers.

[0123] In this embodiment, the piston assembly 112 is at least partially disposed within the shock absorber body 111, dividing the shock absorber body 111 into a rod chamber 111A and a rodless chamber 111B. The rod chamber 111A has an oil passage allowing oil to flow between the reservoir 21 and the rod chamber 111A, and the rodless chamber 111A has an oil passage allowing oil to flow between the reservoir 21 and the rodless chamber 111B. Thus, when the vehicle 1000 travels on an uneven road surface, the undulating motion of the wheels 200 causes the piston assembly 112 to move axially along the shock absorber body 111. The movement of the piston assembly 112 causes changes in the volume of the rod chamber 111A and the rodless chamber 111B, thereby allowing oil to flow between these two chambers and the reservoir 21. Because oil is incompressible and generates resistance during its flow, this resistance can effectively absorb and dissipate the impact energy from the road surface. Whether it is a high-frequency micro-vibration or a low-frequency large-amplitude bump, it can provide precise buffering and a smooth and comfortable ride for drivers and passengers.

[0124] Furthermore, the hydraulic suspension system 300 provided in this application embodiment can automatically adjust the height of the vehicle body 100 according to the vehicle's speed and road conditions. At high speeds, lowering the vehicle body 100 reduces air resistance, improving fuel economy and driving stability. On off-road terrain or when traversing obstacles, raising the vehicle body 100 increases ground clearance, preventing chassis scraping and improving the vehicle's passability. In emergency situations, such as a tire blowout, the hydraulic suspension system 300 can control the flow of fluid into the rod chamber 111A to move the piston assembly 112, thereby lifting the tire and facilitating three-wheeled driving. If the vehicle's tires slip, the hydraulic suspension system 300 can also control the flow of fluid into the rod chamber 111A to lift the tire. Hard objects or traction boards can then be placed under the tire to facilitate wheel lift and improve the user experience.

[0125] Furthermore, because the hydraulic pressure is evenly distributed on the surface of the piston assembly 112 and the inner wall of the chamber during the piston assembly 112's movement, local stress concentration is reduced, lowering the risk of component wear and fatigue damage. Compared to traditional mechanical spring suspensions, the hydraulic suspension system 300 of this embodiment has a longer component service life and lower maintenance costs.

[0126] In addition, the piston assembly includes a piston rod and a piston. The piston divides the inner cavity of the damper body 111 into two chambers. It is easy to understand that the chamber containing the piston rod is the rod chamber 111A, and the chamber on the other side that does not contain the piston rod is the rodless chamber 111B.

[0127] In some embodiments of this application, the hydraulic suspension system includes at least one of the following operating modes: a first operating mode, a second operating mode, a third operating mode, a fourth operating mode, and a fifth operating mode; the first operating mode, the second operating mode, and the third operating mode are all used to lift the vehicle body 100; the time taken to lift the vehicle body 100 to the target height in the first operating mode is less than or equal to the time taken to lift the vehicle body 100 to the target height in the second operating mode; the weight supported for lifting in the third operating mode is greater than the weight supported for lifting in the second operating mode; the fourth operating mode is used to lower the height of the vehicle body 100; and the fifth operating mode is used to raise the height of at least a portion of the wheels 200.

[0128] In some embodiments of this application, the rod chamber 111A and the rodless chamber 111B are isolated from each other within the damper body 111. In conventional hydraulic dampers, the piston has a through hole for connecting the upper and lower chambers of the damper to allow oil flow between them. In some embodiments of this application, the piston does not have a through hole for connecting the rod chamber 111A and the rodless chamber 111B, thus keeping the rod chamber 111A and the rodless chamber 111B isolated from each other. Thus, in the third working mode, the oil in both the rod chamber 111A and the rodless chamber 111B is connected to the pressure building module, while the rod chamber 111A and the rodless chamber 111B are not connected. As a result, the pressure difference between the rod chamber 111A and the rodless chamber 111B increases, resulting in a larger supporting force of the shock absorber 11. Consequently, the hydraulic suspension system 300 can push a heavier vehicle 1000 to achieve the corresponding lifting function, thereby realizing the third working mode, namely the Hercules mode.

[0129] In addition, in the fifth working mode, the oil flowing out of the pressure building module 20 enters the rod chamber 111A, and the oil in the rodless chamber 111B flows back to the reservoir 21. The rod chamber 111A and the rodless chamber 111B are not connected. As a result, the pressure difference between the rod chamber 111A and the rodless chamber 111B increases, causing the piston assembly 112 and the shock absorber body 111 to move closer to each other. The length of the shock absorber 11 along the movement direction of the piston assembly 112 decreases, thereby achieving single-wheel lifting of the vehicle 1000.

[0130] In some embodiments of this application, see Figures 7-14As shown, the hydraulic suspension system 300 also includes at least one oil chamber passage 501. Each oil chamber passage 501 is used to connect two pressure-building modules 20. An oil chamber connecting valve 50 is provided on the oil chamber passage 501 to control the on / off state of the two pressure-building modules 20 connected to the oil chamber passage 501. Specifically, by setting the oil chamber passage 501 and the oil chamber connecting valve 50, the pressure-building modules 20 corresponding to each wheel 200 can be interconnected and thus mutually used. In particular, the fluid storage devices 21 of the pressure-building modules 20 can be interconnected.

[0131] For example Figure 7 , Figure 10 , Figure 11 , Figure 14 As shown, the oil chamber connecting valve 50 is a normally closed electromagnetic on / off valve. At this time, the vehicle 1000 has four system components. Each system component includes a pressure-building module 20, a main control module 30, and a wheel-end control module 10. The four wheel-end control modules 10 control the four wheels 200 of the vehicle 1000 respectively. All system components are independent of each other. At this time, the length of the shock absorber 11 of any system component can be controlled to achieve single-wheel control. Based on this, independent control of the front and rear axles, independent control of one or both front and rear axles, single-wheel control, three-wheel control, and four-wheel combined control can be achieved.

[0132] For example Figure 4 , Figure 5 As shown, the oil chamber connecting valve 50 is a normally closed electromagnetic on / off valve. At this time, the vehicle 1000 has three pressure-reducing modules 20, three main control modules 30, and four wheel-end control modules 10. The number of main control modules 30 and pressure-building modules 20 is the same and they are connected one-to-one. Two wheel-end control modules 10 are connected to the same main control module 30, and the other two wheel-end control modules 10 are each connected to a separate main control module 30. Therefore, one pressure-building module 20 can control the height of two wheels 200 through the main control module 30 (this can be on one side, such as the left front wheel and left rear wheel, or the right front wheel and right rear wheel; or on one side, such as the left front wheel and right front wheel, or the left rear wheel and right rear wheel, etc.), thus achieving single-wheel control or dual-wheel control. Based on this, independent control of the front and rear axles, independent control of one side at the front and rear, single-wheel control, three-wheel control, and four-wheel joint control can be achieved.

[0133] Specifically, the lifting (or lowering) strategies for different wheels 200 are all executed based on a single-axle, single-side control strategy. When one set of pressure-building modules 20 fails, the oil chamber connection valve 50 is opened, activating the pressure-building module 20 of another system component. This allows the other pressure-building module 20 to supply its shock absorber 11 chamber, achieving oil circuit connection and thus enabling wheel lifting or vehicle lifting or lowering. For example, when the pressure-building module 20 of the left front wheel fails, the oil chamber connection valve 50 between the left and right front wheels is opened, activating the pressure-building module 20 of the right front wheel. This allows the pressure-building module 20 of the right front wheel to supply the shock absorber 11 chamber of the left front wheel.

[0134] In some embodiments of this application, see Figure 6 , Figure 10 , Figure 14 As shown, the hydraulic suspension system 300 also includes a central control cylinder 40, which is connected to multiple wheel-end control modules 10. The central control cylinder 40 is adapted to balance the pressure of the multiple wheel-end control modules 10.

[0135] Specifically, during vehicle operation, due to differences in road conditions (e.g., one wheel is on a raised surface while the other is on a flat surface) or dynamic vehicle operations (e.g., turning, accelerating, braking), the pressure on each wheel is different, which leads to uneven pressure on the control modules at each wheel end.

[0136] In some embodiments of this application, by connecting the central control cylinder 40 to multiple wheel-end control modules 10, the central control cylinder 40 can sense pressure differences and balance the pressure by adjusting the distribution of hydraulic fluid. For example, when the vehicle 1000 turns, the outer wheel 200 experiences greater pressure, while the inner wheel 200 experiences less pressure. The central control cylinder 40 can guide hydraulic fluid from the outer wheel-end control module 10 with higher pressure to the inner wheel-end control module 10 with lower pressure, thereby reducing the body roll of the vehicle 100 and maintaining a more stable posture during driving. When the vehicle 1000 travels on uneven roads, the different wheels 200 experience different degrees of bumps, and the pressure fluctuations of each wheel-end control module 10 also differ. By balancing these pressures, the central control cylinder 40 can reduce the overall sway of the vehicle 100. For example, when traversing twisted or other complex road surfaces, the central control cylinder 40 intervenes to achieve four-wheel linkage, thereby navigating twisted or complex road conditions.

[0137] For example, such as Figure 6 , Figure 10 , Figure 14As shown, the central control cylinder 40 is connected to the first wheel-end control module 10A, the second wheel-end control module 10B, the third wheel-end control module 10C, and the fourth wheel-end control module 10D. These four wheel-end control modules 10 are respectively configured to correspond to the left front wheel, right front wheel, left rear wheel, and right rear wheel. That is, the first wheel-end control module 10A corresponds to the left front wheel, the second wheel-end control module 10B corresponds to the right front wheel, the third wheel-end control module 10C corresponds to the left rear wheel, and the fourth wheel-end control module 10D corresponds to the right rear wheel.

[0138] In some embodiments of this application, see Figures 2-14 As shown, the wheel end control module 10 includes a first branch 101 and a second branch 102. The first branch 101 is connected between the liquid storage device 21 and the rod chamber 111A; the second branch 102 is connected between the liquid storage device 21 and the rodless chamber 111B. Specifically, by setting a first branch 101 connecting the reservoir 21 and the rod chamber 111A and a second branch 102 connecting the reservoir 21 and the rodless chamber 111B, the wheel end control module 10 can independently and precisely control the oil flow of the rod chamber 111A and the rodless chamber 111B. Compared to setting only a branch connected to the rod chamber 111A or the rodless chamber 111B, this embodiment can achieve more precise adjustment of the position of the piston assembly 112 by adjusting the oil in the two chambers (i.e., the rod chamber 111A and the rodless chamber 111B), that is, it can more precisely adjust the height of the wheel 200 relative to the vehicle body 100.

[0139] In one possible structural design, the wheel-end control module 10 may include a first pipeline and a second pipeline, both of which have channels formed within them. The channels in the first pipeline form at least a portion of a first branch 101, and the channels in the second pipeline form at least a portion of a second branch 102. The first pipeline is provided with a first inlet and a first outlet communicating with the channels of the first pipeline. The first inlet can communicate with the liquid storage device 21, and the first outlet can communicate with the rod-type chamber 111A. The second pipeline is also provided with a second inlet and a second outlet communicating with the channels of the second pipeline. The second outlet can communicate with the liquid storage device 21, and the first inlet can communicate with the rodless chamber 111B.

[0140] For example, the first and second pipes can be made of plastic, such as acrylonitrile butadiene styrene (ABS), high-impact polystyrene (HIPS), polycarbonate (PC), or polyethylene glycol terephthalate (PET). This allows the first and second pipes to be integrally molded using injection molding, improving production efficiency and reducing production costs.

[0141] For example, the first and second pipes can also be made of metal, such as stainless steel, aluminum alloy, or zinc-containing steel plate. This gives the first and second pipes a certain strength, reducing deformation when they collide with other objects and extending their service life.

[0142] In another possible structural design, the wheel end control module 10 may include a housing, in which a first flow channel and a second flow channel may be formed. The first flow channel forms at least a portion of the first branch 101, and the second flow channel forms at least a portion of the second branch 102.

[0143] In some embodiments of this application, see Figures 7-10 As shown, the wheel end control module 10 also includes a first oil inlet branch 103 and a first oil return branch 104, which are connected in parallel. The first oil inlet branch 103 and the first oil return branch 104 are connected between the first branch 101 and the liquid storage device 21. The first oil inlet branch 103 is provided with a first oil inlet valve 191, and the first oil return branch 104 is provided with a first oil return valve 192. Specifically, the first oil inlet valve 191 allows the oil in the liquid storage device 21 to flow into the rod chamber 111A, and the first oil return valve 192 allows the oil in the rod chamber 111A to flow into the liquid storage device 21. During the operation of vehicle 1000, in response to different road conditions and driving conditions, by opening the first oil inlet valve 191 and adjusting its opening, oil in the reservoir 21 flows into the rod chamber 111A, increasing the pressure in the rod chamber 111A. This causes the shock absorber 11 to generate a larger damping force, effectively buffering the impact on the wheels 200, reducing the bumps of the vehicle body 100, and improving ride comfort. Similarly, by opening the first oil return valve 192 and adjusting its opening, oil in the rod chamber 111A flows into the reservoir 21, reducing the pressure in the rod chamber 111A. This allows the shock absorber 11 to quickly return to a suitable working state, ensuring the handling stability of vehicle 1000.

[0144] In some embodiments of this application, see Figures 7-10 As shown, the wheel end control module 10 also includes a second oil inlet branch 105 and a second oil return branch 106. The second oil inlet branch 105 and the second oil return branch 106 are arranged in parallel. The second oil inlet branch 105 and the second oil return branch 106 are connected between the second branch 102 and the liquid storage device 21. The second oil inlet branch 105 is provided with a second oil inlet valve 193. The second oil inlet valve 193 is used to allow the oil in the liquid storage device 21 to flow into the rodless chamber 111B through the second oil inlet valve 193. The second oil return branch 106 is provided with a second oil return valve 194. The second oil return valve 194 is used to allow the oil in the rodless chamber 111B to flow into the liquid storage device 21 through the second oil return valve 194. Specifically, the second inlet valve 193 allows oil from the reservoir 21 to flow into the rodless chamber 111B, and the second return valve 194 allows oil from the rodless chamber 111B to flow into the reservoir 21 via the second inlet valve 193. By adjusting the opening degree and timing of the second inlet valve 193 and the second return valve 194, the oil pressure in the rodless chamber 111B can be changed in real time according to different road conditions and driving conditions, thereby flexibly adjusting the damping force of the shock absorber 11. For example, when driving on rough roads, appropriately increasing the oil pressure in the rodless chamber 111B can enhance the damping capacity of the shock absorber 11 and improve ride comfort; when driving at high speeds or aggressively, reducing the oil pressure can reduce the damping of the shock absorber 11 and improve the vehicle's handling stability.

[0145] In some embodiments of this application, see Figures 2-6 , Figures 11-14 As shown, the wheel end control module 10 also includes a second switching valve 13, which is connected between the first branch 101 and the liquid storage device 21. The second switching valve 13 is adapted to connect or block the flow path between the liquid storage device 21 and the first branch 101. Specifically, when the second switching valve 13 is open, the liquid storage device 21 is connected to the first branch 101, allowing the rod chamber 111A to freely exchange oil with the liquid storage device 21. When the second switching valve 13 is closed, the liquid storage device 21 is blocked from the first branch 101, preventing the rod chamber 111A from exchanging oil with the liquid storage device 21. By controlling the opening and closing of the second switching valve 13, the oil pressure in the rod chamber 111A can be adjusted to enable the shock absorber 11 to achieve different working modes.

[0146] Optionally, the second switching valve 13 can be a shut-off valve, which is suitable for shutting off fluid. For example, the shut-off valve can be a gate valve, globe valve, butterfly valve, etc. Optionally, the second switching valve 13 can also be a regulating valve, which can precisely regulate parameters such as fluid flow rate and pressure. For example, the regulating valve can be a throttle valve, etc. This application does not limit the scope of the application in this regard.

[0147] In some embodiments of this application, see Figures 2-6 , Figures 11-14 As shown, the wheel-end control module 10 also includes a third switching valve 14, which is connected between the second branch 102 and the liquid storage device 21. The third switching valve 14 is adapted to connect or block the flow path between the liquid storage device 21 and the second branch 102. Specifically, when the third switching valve 14 is open, the liquid storage device 21 is connected to the second branch 102, allowing the rodless chamber 111B to freely exchange oil with the liquid storage device 21. When the third switching valve 14 is closed, the liquid storage device 21 is blocked from the second branch 102, preventing the rodless chamber 111B from exchanging oil with the liquid storage device 21. By controlling the opening and closing of the third switching valve 14, the oil pressure in the rodless chamber 111B can be adjusted, so that the shock absorber 11 can achieve different working modes.

[0148] It should be noted that the second switching valve 13 and the third switching valve 14 may be of the same type or different types, and this application does not limit this. The third switching valve 14 can be referred to the description of the second switching valve 13 above, and this application will not repeat it again.

[0149] Thus, the presence of the second switching valve 13 and the third switching valve 14 allows a single wheel-end control module 10 to be independently adjusted relative to the other wheel-end control modules 10. For example, when the left front tire of the vehicle 1000 blows out and needs to be lifted to achieve three-wheeled driving, the second switching valve 13 and the third switching valve 14 of the wheel-end control module 10 of the left front wheel can be controlled to open, while the second switching valve 13 and the third switching valve 14 of the wheel-end control modules of the other wheels are closed. This allows the wheel-end control module 10 of the left front wheel to connect with the reservoir 21 through the main control module 30, thereby allowing the oil in the reservoir 21 to flow into the rod chamber 111A and the oil in the rodless chamber 111B to enter the reservoir 21. The oil difference between the rod chamber 111A and the rodless chamber 111B drives the piston assembly 112 closer to the shock absorber body 111, thereby achieving independent lifting of the left front wheel.

[0150] In some embodiments of this application, see Figures 3-14 As shown, the wheel end control module 10 also includes a first regulating valve 171 and a first check valve 172 disposed on the first branch 101. The first check valve 172 is disposed in parallel with the first regulating valve 171. The first regulating valve 171 is adapted to regulate the damping of the first branch 101, and the first check valve 172 is adapted to allow the oil on the first branch 101 to flow into the rod chamber 111A through the first check valve 172.

[0151] Specifically, the first regulating valve 171 can finely regulate the flow rate of oil to the rod chamber 111A. When the hydraulic suspension system 300 is operating, based on the vehicle 1000's driving status, road conditions, and driving needs, the first regulating valve 171, in conjunction with other components, can precisely adjust the oil flow rate, change the damping of the hydraulic suspension system 300, and improve the comfort and handling of the vehicle 1000. During normal operation of the hydraulic suspension system 300, the oil passing through the second switching valve 13 can flow to the rod chamber 111A via the first one-way valve 172 and the first regulating valve 171 to achieve the suspension adjustment function. Furthermore, by adding the first one-way valve 172, it can be ensured that the oil flows into the rod chamber 111A at a relatively fast speed, thereby enabling the piston assembly 112 to move quickly, improving the response speed of the piston assembly 112, and avoiding idle phenomenon. In addition, when the oil flows out of the rod chamber 111A, it cannot flow out from the first check valve 172, but can only flow out from the first regulating valve 171. The first regulating valve 171 can adjust the outlet size, thereby achieving the function of regulating the flow of oil.

[0152] In some embodiments of this application, see Figures 3-14 As shown, the wheel end control module 10 also includes a second regulating valve 181 and a second check valve 182 disposed on the second branch 102. The second check valve 182 is disposed in parallel with the second regulating valve 181. The second regulating valve 181 is adapted to regulate the damping of the second branch 102, and the second check valve 182 is adapted to allow the oil on the second branch 102 to flow into the rodless chamber 111B through the second check valve 172.

[0153] Specifically, when the oil flows from the second branch 102 to the rodless chamber 111B, the second regulating valve 181 can precisely regulate the flow rate of the oil to the rodless chamber 111B. When the vehicle 1000 is traveling under different road conditions, such as flat highways and rugged mountain roads, the second regulating valve 181 can precisely adjust the oil flow rate on the second branch 102, changing the damping of the hydraulic suspension system 300 and improving the comfort and handling of the vehicle 1000.

[0154] By adding a second check valve 182, when the oil flows through the third switch valve 14 to the rodless chamber 111B, it can be ensured that the oil flows into the rodless chamber 111B at a faster speed, thereby enabling the piston assembly 112 to move quickly away from the damper body 111 and improving the response speed of the piston assembly 112.

[0155] In some embodiments of this application, the wheel end control module 10 further includes an energy storage assembly 15, which is adapted to adjust the damping or stiffness of the shock absorber 11.

[0156] In some embodiments not shown in the figures, the energy storage assembly 15 is disposed on the first branch 101.

[0157] In some embodiments, see Figure 2 As shown, the energy storage assembly 15 is located on the second branch 102.

[0158] In some embodiments, see Figures 3-14 As shown, the energy storage assembly 15 is installed on the first branch 101 and the second branch 102.

[0159] Specifically, the accumulator assembly 15 can be installed in the first branch 101 and the second branch 102 and connected to the liquid storage device 21. The accumulator assembly 15 can store energy, that is, the oil can flow into the accumulator assembly 15 to store energy. When the hydraulic suspension system 300 needs it, the oil in the accumulator assembly 15 can flow out for replenishment.

[0160] For example, when the accumulator assembly 15 is used to adjust the stiffness of the damper 11, the connection between the accumulator assembly 15 and the rod chamber 111A or the rodless chamber 111B can be selected to adjust the stiffness of the damper 11.

[0161] This embodiment of the application, by providing an accumulator assembly 15 suitable for adjusting the stiffness of the shock absorber 11, can prevent excessive stiffness, which would make the hydraulic suspension system 300 of the vehicle 1000 too rigid and unable to effectively filter road vibrations. Furthermore, through the adjustment of the accumulator assembly 15, the vehicle 1000 can maintain a more suitable stiffness under different road conditions, improving the smoothness of the ride.

[0162] In some embodiments of this application, see Figures 2-14 As shown, the accumulator assembly 15 includes a first accumulator 151 and a second accumulator 152, which are disposed on the second branch 102. The first accumulator 151 is connected between the second accumulator 152 and the rodless chamber 111B. The second accumulator 152 is connected between the first accumulator 151 and the third switching valve 14.

[0163] The first accumulator 151 primarily utilizes the compressibility of gas and the incompressibility of oil to operate. The first accumulator 151 may include a first accumulator body, which comprises a gas-filled chamber and a chamber in contact with oil. The two chambers are separated by an elastic element (such as an air bladder or piston). When oil enters the first accumulator body, it compresses the gas, converting hydraulic energy into the elastic potential energy of the gas and storing it. When the hydraulic suspension system 300 requires energy, the gas expands, releasing the stored energy back into the hydraulic suspension system 300.

[0164] Thus, when the hydraulic pressure in the hydraulic suspension system 300 fluctuates, for example, when the vehicle 1000 encounters frequent road bumps during operation, the oil in the rodless chamber 111B is connected to the first accumulator 151. The first accumulator 151 can then regulate the hydraulic pressure in the rodless chamber 111B. When the pressure increases, the oil enters the first accumulator 151, compressing the internal gas, storing energy, and reducing the oil pressure. When the pressure decreases, the gas in the first accumulator 151 expands, releasing the stored oil back into the system to replenish the hydraulic pressure in the rodless chamber 111B. During this process, due to the presence of the first accumulator 151, the oil flow is smoother, and the movement of the piston assembly 112 within the shock absorber body 111 is also more gentle. This can effectively reduce the vibration and bumps of the vehicle body 100, improve the ride comfort of the vehicle 1000, and ensure that the components of the hydraulic suspension system 300 can work under appropriate pressure conditions, thereby improving the stability of the vehicle 1000 under complex working conditions.

[0165] Similarly, the second accumulator 152 is suitable for changing the stiffness of the hydraulic suspension system 300. The second accumulator 152 operates by utilizing the compressibility of gas. The second accumulator 152 includes a second accumulator body, which contains a gas chamber and an oil chamber that contacts the hydraulic fluid, separated by a partition structure (such as a piston or bladder). When hydraulic fluid enters the oil chamber of the second accumulator 152, it exerts pressure on the gas in the gas chamber, compressing the gas. Due to the compressibility of gas, the equivalent stiffness of the system can be adjusted according to different pressure and gas volume changes.

[0166] It should be noted that the second accumulator 152 primarily focuses on altering the stiffness characteristics of the hydraulic suspension system 300. The second accumulator 152 controls the stiffness of the hydraulic suspension system 300 by adjusting the compression level of the internal gas, thereby changing the system's resistance to external deformation. For example, when the vehicle 1000 is traveling at high speed, increasing the compression of the gas in the second accumulator 152 stiffens the suspension, reducing body roll and improving handling performance. The first accumulator 151, as described above, mainly absorbs and dissipates energy and regulates the stability of hydraulic pressure. When the hydraulic suspension system 300 is impacted, such as when the wheels 200 travel over a bumpy road surface, the first accumulator 151 absorbs excess oil and energy, preventing rapid pressure changes. The first accumulator 151 acts like a "buffer," converting the energy generated by the impact into the elastic potential energy of the gas, which is then slowly released, reducing vibration and bumps in the vehicle body 100.

[0167] Thus, when vehicle 1000 travels under different road conditions or driving conditions, the fluid can flow from the first accumulator 151 to the second accumulator 152 and then to the third switching valve 14. During this process, the first accumulator 151 absorbs and buffers pressure fluctuations and impact energy of the fluid, reducing vibration of the vehicle body 100. Subsequently, the second accumulator 152 adjusts the suspension stiffness by regulating the compression of the internal gas according to the vehicle 1000's posture and road conditions. When vehicle 1000 encounters small bumps at high speeds, the first accumulator 151 absorbs the vibration, making the ride more comfortable, while the second accumulator 152 maintains appropriate stiffness, ensuring the stability and handling of vehicle 1000.

[0168] Optionally, the first accumulator 151 can be a bellows type, an airbag type, a piston type, etc., and this application does not limit this. Similarly, the second accumulator 152 can be a bellows type, an airbag type, a piston type, etc., and this application does not limit this.

[0169] In some embodiments of this application, see Figures 7-10 As shown, the second branch 102 is also provided with a first energy storage control valve 155, which is connected between the first energy storage device 151 and the rodless chamber 111B, and is used to connect or block the flow path between the first energy storage device 151 and the rodless chamber 111B.

[0170] Specifically, by reasonably controlling the opening and closing of the first energy storage control valve 155, the first energy storage unit 151 can provide additional oil pressure support or absorb excess pressure to the rodless chamber 111B in a timely manner according to the road conditions and the driving status of the vehicle 1000. This helps the shock absorber 11 to more effectively buffer and absorb road impacts, reduce the vibration and bumps of the vehicle body 100, and further improve ride comfort and vehicle handling stability.

[0171] In some embodiments of this application, see Figures 7-10 As shown, the second branch 102 is provided with a second energy storage control valve 156, which is connected between the second energy storage device 152 and the rodless chamber 111B, and is used to connect or block the flow path between the second energy storage device 152 and the rodless chamber 111B.

[0172] Specifically, the second energy storage control valve 156 can control the second energy storage unit 152 to further optimize the vibration reduction effect. When the vehicle 1000 encounters a large impact or vibration, the second energy storage unit 152 can quickly absorb or release oil under the control of the second energy storage control valve 156, and work together with the first energy storage unit 151 to more effectively buffer the road impact, making the vehicle body 100 vibrate less and improving the smoothness and comfort of the vehicle 1000 under various road conditions.

[0173] In some examples, both the first accumulator 151 and the second accumulator 152 can be passively regulated accumulators, meaning that when the oil pressure in the second branch 102 is greater than a threshold, the first accumulator and the second accumulator are connected to the oil in the second branch. The intervention pressures of the first accumulator 151 and the second accumulator 152 may be different. Optionally, the intervention pressure of the first accumulator 151 may be greater than the intervention pressure of the second accumulator 152, and alternatively, the intervention pressure of the second accumulator 152 may be less than the intervention pressure of the first accumulator. This application does not limit this.

[0174] In some embodiments of this application, see figures Figures 2-6 , Figures 11-14 As shown, the accumulator assembly 15 also includes a fourth switching valve 153, which is connected between the first accumulator 151 and the second accumulator 152. The fourth switching valve 153 is adapted to connect or block the flow path between the first accumulator 151 and the second accumulator 152.

[0175] Specifically, different driving conditions of the vehicle 1000 require different amounts of energy. The fourth switching valve 153 can flexibly adjust the working state of the first accumulator 151 and the second accumulator 152 according to the actual working conditions. When the vehicle 1000 is heavily loaded or traveling on rough roads, more damping force may be needed to maintain the stable operation of the hydraulic suspension system 300. At this time, the fourth switching valve 153 can be opened to allow the first accumulator 151 and the second accumulator 152 to work together and provide more sufficient damping force support. When the vehicle is lightly loaded or traveling on flat roads, the fourth switching valve 153 can be closed to allow the first accumulator 151 to work independently, thereby reducing unnecessary energy loss.

[0176] Optionally, the fourth switching valve 153 can be described with reference to the above description of the second switching valve 13, which will not be repeated here.

[0177] In some embodiments of this application, see Figures 3-14 As shown, the accumulator assembly 15 also includes a first depressurized accumulator 154, which is connected between the rodless chamber 111B and the first accumulator 151. Optionally, the first depressurized accumulator 154 can be a bellows accumulator, or it can be a pneumatic accumulator, a piston accumulator, etc., which are not limited in this application.

[0178] A pressure-reducing accumulator is a hydraulic component used to reduce peak hydraulic pressure and maintain stable system pressure. The working principle of a pressure-reducing accumulator is based on the compression and storage of energy from gas. When the pressure of the hydraulic oil is higher than the pressure of the gas inside the accumulator, the hydraulic oil enters the accumulator, compresses the gas, and stores energy. When the pressure of the hydraulic oil drops, the gas releases the stored energy, pushing the hydraulic oil out of the accumulator, thereby stabilizing the system pressure.

[0179] Thus, when a wheel 200 of the vehicle 1000 is subjected to a large impact, the oil pressure in the rodless chamber 111B of the shock absorber 11 corresponding to that wheel 200 will rise sharply. The first pressure-reducing accumulator 154 of the wheel end control module 10 will immediately work to absorb this pressure and prevent the pressure wave from impacting other parts of the system along the oil path, thereby preventing possible pipe rupture, valve damage, and other situations, and ensuring that the hydraulic suspension system 300 can continue to operate normally.

[0180] In some embodiments of this application, see Figures 7-14 As shown, the energy storage assembly 15 includes a third energy storage unit 157, which is disposed on the first branch 101. The third energy storage unit 157 can be a bellows type, an airbag type, a piston type, etc., which are not limited in this application.

[0181] When the vehicle 1000 equipped with the hydraulic suspension system 300 is driving on the road, it will not be subjected to impacts under normal conditions. When the vehicle 1000 passes over speed bumps or potholes, the hydraulic suspension system 300 will be subjected to impact loads. At this time, the third accumulator 157 can absorb the oil in the rod chamber 111A to reduce pressure. When the rodless chamber 111B is subjected to a large impact, the first accumulator 151 and the second accumulator 152 can absorb oil to a certain extent to reduce pressure.

[0182] In some embodiments of this application, see Figures 7-10 As shown, the first branch 101 is equipped with a third energy storage control valve 158, which is connected between the third accumulator 157 and the rod chamber 111A. This valve is used to connect or block the flow path between the third accumulator 157 and the rod chamber 111A. Thus, the third accumulator 157 is controlled by the third energy storage control valve 158. When the hydraulic suspension system 300 is subjected to an impact load, the third energy storage control valve 158 controls the flow path between the third accumulator 157 and the rod chamber 111A to connect, allowing the third accumulator 157 to absorb the oil in the rod chamber 111A, thereby reducing pressure.

[0183] It is understandable that by setting multiple energy storage control valves, the different stiffnesses of the shock absorber 11 can be controlled through the interaction of the multiple energy storage control valves.

[0184] In addition, by setting multiple energy storage control valves, a locking function can also be achieved. For example, when the vehicle is stationary at a campsite or on other ground, the control will switch the first energy storage control valve 155, the second energy storage control valve 156, and the third energy storage control valve 158 to the closed state. At this time, all energy storage control valves are closed, the oil circuit is cut off, and the shock absorber 11 is not compressed or stretched. At this time, the vehicle 1000 does not rise or fall. If the external load is too large, some oil can be allowed to flow into the first pressure-reducing accumulator 154 to achieve a certain protection function.

[0185] In some embodiments of this application, see Figures 2-6 , Figures 11-14 As shown, the wheel end control module 10 also includes a first switching valve 12. The first end of the first switching valve 12 is connected to the first branch 101, and the second end of the first switching valve 12 is connected to the second branch 102. The first switching valve 12 is used to connect or block the flow path between the first branch 101 and the second branch 102.

[0186] Optionally, the first switching valve 12 can also be a shut-off valve, which is suitable for shutting off fluid. For example, the shut-off valve can be a gate valve, globe valve, butterfly valve, etc. Optionally, the first switching valve 12 can also be a regulating valve, which can precisely regulate parameters such as fluid flow rate and pressure. For example, the regulating valve can be a throttle valve, etc. This application does not limit the scope of the application in this regard.

[0187] Thus, the first switching valve 12 can connect or block the flow path between the first branch 101 and the second branch 102, thereby realizing multi-path flow of oil in the hydraulic suspension system 300, increasing the ability of the hydraulic suspension system 300 to cope with different working conditions, and improving the functionality of the hydraulic suspension system 300.

[0188] Specifically, refer to Figures 2-6 As shown, since the fourth switching valve 153 can connect or block the flow path between the first accumulator 151 and the second accumulator 152, when it is necessary to quickly lift the vehicle body 100, the third switching valve 14 can be closed, so that the oil flows through the first branch 101 and the first switching valve 12 to the second branch 102 in sequence. Since the fourth switching valve 153 disconnects the flow path between the first accumulator 151 and the second accumulator 152, the oil flowing into the second branch 102 will not flow into the second accumulator 152, thereby ensuring that most of the oil is supplied to the rodless chamber 111B to achieve rapid lifting of the vehicle body 100.

[0189] See Figures 11-14As shown, since the fourth switching valve 153 can connect or block the flow path between the first accumulator 151 and the second accumulator 152, when it is necessary to quickly lift the vehicle body 100, the first switching valve 12 can be closed, so that the oil flows through the third switching valve 14 and the fourth switching valve 153 to the rodless chamber 111B in sequence, thereby achieving rapid lifting of the vehicle body 100.

[0190] In some embodiments of this application, the second regulating valve 181 is connected between the second end of the first switching valve 12 and the first accumulator 151.

[0191] In some embodiments of this application, a second one-way valve 182 is connected between the second end of the first switching valve 12 and the first accumulator 151.

[0192] In the hydraulic suspension system 300, the presence of gas in the hydraulic fluid is a significant disadvantage. When the hydraulic fluid flows in the first branch 101 or the second branch 102, if it contains gas, the compressibility of the gas will cause a change in the effective volume of the hydraulic fluid, thereby affecting the precision of adjusting the stiffness, damping, and other characteristics of the hydraulic suspension system 300.

[0193] Based on this, in some embodiments of this application, the wheel end control module 10 further includes an exhaust component 16 disposed on the first branch 101 or the second branch 102, the exhaust component 16 being adapted to discharge gas in the oil.

[0194] For example, the exhaust element 16 can be disposed on the first branch, for instance, the exhaust element 16 can be connected between the first end of the first switching valve 12 and the rod chamber 111A. For example, the exhaust element 16 can also be disposed on the second branch, and this application does not limit it in this way.

[0195] In some examples, the venting element 16 can be a vent plug disposed on the first branch 101, which can be located between the first end of the first switching valve 12 and the rod chamber 111A. In this way, when air bubbles are present in the branch, they can be vented through the vent plug.

[0196] In this embodiment, the venting component 16 is located in the first branch 101, between the first end of the first switching valve 12 and the rod chamber 111A, which allows for timely discharge of gas from the hydraulic fluid. For example, after the vehicle 1000 has been running for a long time or has experienced a large temperature change, gas is easily released from the hydraulic fluid. The venting component 16 can discharge these gases, making the physical properties of the hydraulic fluid more stable. This ensures that the amount and pressure of the hydraulic fluid delivered from the first branch 101 to the rod chamber 111A can be precisely controlled as expected, thereby ensuring the stable performance of the hydraulic suspension system 300 and maintaining good handling and comfort of the vehicle 1000.

[0197] In some embodiments of this application, a first regulating valve 171 is connected between the first end of the first switching valve 12 and the exhaust component 16, and a first one-way valve 172 is connected between the first end of the first switching valve 12 and the exhaust component 16.

[0198] In some embodiments of this application, the main control module 30 is connected between the shock absorber 11 and the liquid storage device 21. The main control module 30 is adapted to control the flow of oil from the liquid storage device 21 to at least one of the first branch 101 and the second branch 102, and / or control the return flow of oil from at least one of the first branch 101 and the second branch 102 to the liquid storage device 21.

[0199] In this way, the main control module 30 can precisely control the flow of oil in the first branch 101 and the second branch 102 according to the road conditions and the driving status of the vehicle 1000, so as to reduce the slight vibration of the vehicle body 100, provide a smooth and comfortable ride for the driver and passengers, and avoid the discomfort caused by the fixed damping setting of the traditional suspension system.

[0200] Furthermore, precise control of the fluid allows for adjustment of the vehicle's height (100), ensuring that each wheel (200) maintains appropriate ground pressure and contact area under different driving conditions. For example, when driving on bumpy roads, it prevents any wheel (200) from momentarily losing traction due to vehicle body (100) bouncing, ensuring that the vehicle (1000) always maintains good traction and braking force, further enhancing handling stability and driving safety.

[0201] In some embodiments of this application, see Figures 2-14 As shown, the main control module 30 includes a third branch 301 and a fourth branch 302. The first end 301A of the third branch 301 is connected to the liquid storage device 21, and the second end 301B of the third branch 301 is adapted to be connected to the first branch 101 and / or the second branch 102. The first end 302A of the fourth branch 302 is connected to the liquid storage device 21, and the second end 302B of the fourth branch 302 is adapted to be connected to the first branch 101 and / or the second branch 102.

[0202] It is possible that the second end 301B of the third branch 301 is connected to the first branch 101, or that the second end 301B of the third branch 301 is connected to the second branch 102, or that the second end 301B of the third branch 301 is adapted to be connected to both the first branch 101 and the second branch 102.

[0203] The second end 302B of the fourth branch 302 can be connected to the first branch 101, the second end 302B of the fourth branch 302 can be connected to the second branch 102, or the second end 302B of the fourth branch 302 can be adapted to be connected to both the first branch 101 and the second branch 102.

[0204] The third branch road 301 and the fourth branch road 302 can be referred to the description of the first branch road 101 and the second branch road 102 mentioned above, and will not be repeated here.

[0205] Thus, the third branch 301 connects the liquid storage device 21 to the first branch 101 and / or the second branch 102, and the fourth branch 302 connects the liquid storage device 21 to the first branch 101 and / or the second branch 102. This design enables the liquid storage device 21 to independently supply liquid to the third branch 301 and the fourth branch 302, as well as to supply liquid selectively.

[0206] In some embodiments of this application, see Figure 2 , Figure 3 As shown, the main control module 30 also includes a fifth switching valve 31 connected between the third branch 301 and the fourth branch 302. The fifth switching valve 31 is adapted to connect or block the flow path between the third branch 301 and the fourth branch 302.

[0207] Specifically, one end of the fifth switching valve 31 can be connected to the first end 301A of the third branch 301, and the other end of the fifth switching valve 31 can be connected to the second end 302B of the fourth branch 302. The fifth switching valve 31 is adapted to connect or block the flow path between the first end 301A of the third branch 301 and the second end 302B of the fourth branch 302. The fifth switching valve 31 is a device for controlling the flow of fluids (liquid, gas, steam, etc.) in pipelines or equipment. Since the fifth switching valve 31 is connected between the first end 301A of the third branch 301 and the second end 302B of the fourth branch 302, the presence of the fifth switching valve 31 can increase the flexibility of the hydraulic suspension system 300. The fifth switching valve 31 can connect or block the flow path between the third branch 301 and the fourth branch 302 according to the needs of the hydraulic suspension system 300.

[0208] Optionally, the fifth switching valve 31 can be an accumulator valve, which is suitable for regulating the flow and pressure of a fluid (liquid or gas) during the energy storage and release process. The accumulator valve is suitable for applications requiring high stability of system pressure and flow, and where frequent and precise adjustments to the energy storage and release process are necessary. In this embodiment, the use of an accumulator valve can improve the control accuracy of the hydraulic suspension system 300 and the stability of system pressure and flow.

[0209] Optionally, the fifth switching valve 31 can also be a shut-off valve, which is suitable for shutting off fluid. For example, the shut-off valve can be a gate valve, globe valve, butterfly valve, etc. Optionally, the fifth switching valve 31 can also be a regulating valve, which can precisely regulate parameters such as fluid flow rate and pressure. For example, the regulating valve can be a throttle valve, etc.

[0210] In some embodiments of this application, see Figure 3 As shown, the main control module 30 also includes a sixth switching valve 32. One end of the sixth switching valve 32 is connected to the second end 301B of the third branch 301, and the other end is connected to the first end 302A of the fourth branch 302. The sixth switching valve 32 is adapted to connect or block the flow path between the second end 301B of the third branch 301 and the first end 302A of the fourth branch 302. Specifically, the sixth switching valve 32 is a device for controlling the flow of fluids (liquid, gas, steam, etc.) in pipelines or equipment. Since the sixth switching valve 32 is connected between the second end 301B of the third branch 301 and the first end 302A of the fourth branch 302, the presence of the sixth switching valve 32 can increase the flexibility of the hydraulic suspension system 300. The sixth switching valve 32 can connect or block the flow path between the third branch 301 and the fourth branch 302 according to the needs of the hydraulic suspension system 300.

[0211] In summary, this connection method allows the oil from the first end 301A of the third branch 301 to flow to the second end 302B of the fourth branch 302 by controlling the opening and closing of the fifth switching valve 31 and the sixth switching valve 32. Conversely, the oil from the second end 301B of the third branch 301 can flow to the first end 302A of the fourth branch 302. This enables multi-path flow of the oil within the hydraulic suspension system 300, increasing the system's ability to cope with different operating conditions and avoiding the limitations of single-valve control.

[0212] Furthermore, the fifth switching valve 31 and the sixth switching valve 32 can more precisely regulate the flow of oil between the third branch 301 and the fourth branch 302, so that the pressure and energy of each part of the hydraulic suspension system 300 are within a reasonable range, thereby improving the overall stability, reliability and adaptability of the hydraulic suspension system 300 to the road surface, and ultimately providing better protection for the driving experience of the vehicle 1000.

[0213] Optionally, the sixth switching valve 32 can also be an energy storage valve. The description of the sixth switching valve 32 can be referred to the description of the fifth switching valve 31 above, and will not be repeated here.

[0214] In some embodiments of this application, see Figure 3 , Figure 7 , Figure 8 , Figure 11 , Figure 12 As shown, the main control module 30 also includes a seventh switching valve 33, which is located between the first end 301A and the second end 301B of the third branch 301.

[0215] Specifically, by setting a seventh switching valve 33, the second switching valve 13 and the third switching valve 14 are prevented from being opened by the oil under high pressure, thereby achieving a dual protection function.

[0216] In some embodiments of this application, see Figure 3 , Figure 7 , Figure 8 , Figure 11 , Figure 12 As shown, the main control module 30 also includes an eighth switching valve 34, which is located between the first end 302A and the second end 302B of the fourth branch 302.

[0217] Specifically, by setting an eighth switching valve 34, the second switching valve 13 and the third switching valve 14 are prevented from being opened by oil under high pressure, thereby achieving a dual protection function.

[0218] It should be noted that the seventh switching valve 33 and the eighth switching valve 34 may be of the same or different types, and this application does not limit them in this regard. Optionally, the seventh switching valve 33 and the eighth switching valve 34 may be the energy storage valves described above; alternatively, the seventh switching valve 33 and the eighth switching valve 34 may be the shut-off valves described above; alternatively, the seventh switching valve 33 and the eighth switching valve 34 may also be the regulating valves described above, and this application does not limit them in this regard.

[0219] Thus, the seventh switch valve 33 is located between the first end 301A and the second end 301B of the third branch 301, and the eighth switch valve 34 is located between the first end 302A and the second end 301B of the fourth branch 302. The seventh switch valve 33 and the eighth switch valve 34 can independently control the on / off state of the third branch 301 and the fourth branch 302.

[0220] Furthermore, various operating modes can be achieved through different combinations of opening and closing operations of the seventh switching valve 33, the eighth switching valve 34, the fifth switching valve 31, and the sixth switching valve 32. For example, when the seventh switching valve 33 and the eighth switching valve 34 are open, while the fifth switching valve 31 and the sixth switching valve 32 are closed, the two branches operate independently, providing independent hydraulic support to different parts of the hydraulic suspension system 300. When the seventh switching valve 33 and the eighth switching valve 34 are closed, and the fifth switching valve 31 and the sixth switching valve 32 are also open, the oil at the first end 301A of the third branch 301 can flow into the second end 302B of the fourth branch 302, and the oil at the second end 301B of the third branch 301 can flow into the first end 302A of the fourth branch 302. This achieves multi-path flow of oil within the hydraulic suspension system 300, increasing the system's ability to cope with different operating conditions and improving the user experience.

[0221] In some embodiments, the eighth switching valve 34 can be a constant flow valve. During the lifting or lowering of the vehicle, a branch passes through the constant flow valve 4. The liquid passing through the constant flow valve can maintain the pressure difference between the two sides within a certain range, thereby achieving a constant flow rate and ensuring that the lifting or lowering rate is constant, that is, achieving constant speed regulation.

[0222] In some embodiments of this application, see Figure 3 , Figure 7 , Figure 8 , Figure 11 , Figure 12 As shown, the main control module 30 also includes a pressure detection device 35 disposed on the third branch 301, which is adapted to detect the pressure of the oil flowing out of the liquid storage device 21.

[0223] For example, the pressure detection device 35 can be a pressure sensor. A pressure sensor (Pressure Transducer) is a device or apparatus that can sense pressure signals and convert them into usable electrical signals according to a certain rule. Pressure sensors typically consist of a pressure-sensitive element and a signal processing unit. Their working principle is mainly based on various physical effects to convert pressure into electrical signals. These physical effects include, but are not limited to, strain gauge principles, resonant frequency principles, and piezoelectric effects, etc., which are not limited in this application.

[0224] In this way, the pressure detection device 35 can obtain the pressure data of the third branch 301, thereby facilitating the vehicle's machine to perform precise control of the hydraulic suspension system 300.

[0225] In some embodiments of this application, see Figure 3 As shown, the main control module 30 also includes a shuttle valve 36, which includes a first input port 361 connected to the first end 301A of the third branch 301, a second input port 362 connected to the second end 301B of the third branch 301, and an output port 363 connected to the pressure detection device 35.

[0226] Specifically, the shuttle valve 36 is adapted to connect a first input port 361 and an output port 363, or to connect a second input port 362 and an output port 363. The shuttle valve 36 may consist of a valve body, a valve core, and a spring. The valve body is provided with a first input port 361, a second input port 362, and an output port 363. The valve body is provided with a first input channel communicating with the first input port 361, a second input channel communicating with the second input port 362, and an output channel. Both the first and second input channels are connected to the output channel. The valve core is movable within the valve body (i.e., within the first and second input channels), and its position can be changed according to the pressure difference between the two input ports (i.e., the first input port 361 and the second input port 362).

[0227] For example, when the pressure at the first end 301A of the third branch 301 is greater than the pressure at the second end 301B of the third branch 301, that is, when the pressure at the first input port 361 is greater than the pressure at the second input port 362, the high-pressure oil will push the valve core to move towards the low-pressure side, so that the valve core is located in the second input channel. In this way, the first input port 361 is connected to the output port 363, and the pressure detection device 35 can detect the pressure value of the first input port 361 through the shuttle valve 36.

[0228] For example, when the pressure value at the second end 301B of the third branch 301 is greater than the pressure value at the first end 301A of the third branch 301, that is, when the pressure value at the second input port 362 is greater than the pressure value at the first input port 361, the high-pressure oil will push the valve core to move towards the low-pressure side, so that the valve core is located in the first input channel. In this way, the second input port 362 is connected to the output port 363, and the pressure detection device 35 can detect the pressure value at the second input port 362 through the shuttle valve 36.

[0229] In this embodiment, a shuttle valve 36 is connected between the two ends of the third branch 301 and the pressure detection device 35, enabling the shuttle valve 36 to select an appropriate pressure signal to transmit to the pressure detection device 35 based on the pressure conditions at both ends of the third branch 301. For example, when the pressure at the first end 301A of the third branch 301 is higher than that at the second end 301B, the shuttle valve 36 connects the first input port 361 and the output port 363, transmitting the pressure signal from the first end 301A of the third branch 301 to the pressure detection device 35; conversely, when the pressure at the second end 301B of the third branch 301 is higher, it connects the second input port 362 and the output port 363, transmitting the pressure signal from the second end 301B of the third branch 301. This ensures that the pressure detection device 35 receives the relatively higher pressure signal from the third branch 301.

[0230] In this way, the pressure detection device 35 can obtain the maximum pressure value of the third branch 301 under different operating conditions. This allows for more comprehensive monitoring of the pressure status of the third branch 301, which helps to more accurately determine the operating status of the hydraulic suspension system 300.

[0231] In some embodiments of this application, see Figures 2-14 As shown, the pressure building module 20 includes an oil pump 22, a fifth branch 201, and a third check valve 23. The third check valve 23 is connected between the third branch 301 and the oil pump 22, and is adapted to prevent the oil in the third branch 301 from flowing back to the oil pump 22. One end of the fifth branch 201 is connected between the third branch 301 and the third check valve 23, and the other end is connected to the liquid storage device 21.

[0232] Specifically, the oil pump 22 is adapted to draw oil from the reservoir 21 to the wheel-end control module 10. The oil pump 22 can be connected to a motor or other drive unit. When the vehicle 1000 starts or needs suspension adjustment during driving, the oil pump 22 can promptly provide sufficient pressure oil, enabling the wheel-end control module 10 to effectively control the flow of oil between the various chambers of the shock absorber 11 and the reservoir 21, ensuring stable pressure and normal operation of the hydraulic suspension system 300. Furthermore, by installing the oil pump 22, the response speed of the hydraulic suspension system 300 can be improved. For example, when the vehicle 1000 encounters sudden road conditions or driving operations (such as emergency braking or rapid turning), the oil pump 22 can supply sufficient oil to the wheel-end control module 10 in a short time, allowing the hydraulic suspension system 300 to quickly adjust the stiffness and damping of the shock absorber 11, reducing vibration and attitude changes of the vehicle body 100, and improving the dynamic response performance of the hydraulic suspension system 300.

[0233] When the oil pump 22 is working, it can provide driving force for the oil. Therefore, the oil in the third branch 301 connected to the oil pump 22 is high-pressure oil, while the oil in the fourth branch 304 is low-pressure oil. For example, when the first oil inlet branch 103 is connected to the third branch 301 and the first oil return branch 104 is connected to the fourth branch 304, the oil in the first oil inlet branch 103 is high-pressure oil, while the oil in the first oil return branch 104 is low-pressure oil.

[0234] During the operation of the hydraulic suspension system 300, the hydraulic fluid flows in specific directions between various branches and components to achieve corresponding functions. For example, it is output from the oil pump 22 and reaches the wheel end control module 10 and other parts through various branches (such as the third branch 301 and / or the fourth branch 302). When pressure fluctuations occur, such as when the vehicle 1000 encounters a sudden strong impact while driving, causing a momentary change in the hydraulic pressure of the third branch 301, without the third check valve 23, the hydraulic fluid may flow back to the oil pump 22. This would not only interfere with the normal pumping and delivery rhythm of the oil pump 22, but also potentially damage the oil pump 22, affecting its performance and lifespan. In this embodiment, by setting the third check valve 23, the hydraulic fluid is ensured to flow only unidirectionally from the oil pump 22 to the third branch 301, maintaining the normal order of hydraulic fluid flow in the system and ensuring the stable operation of the hydraulic suspension system 300.

[0235] In addition, one end of the fifth branch 201 is connected between the third branch 301 and the third check valve 23, and the other end is connected to the liquid storage device 21, which provides an additional return channel for the oil. Under certain operating conditions, the oil can also flow back to the liquid storage device 21 through the third branch 301 and the fifth branch 201; or when the oil pressure in the third branch 301 is too high, some oil can flow back to the liquid storage device 21 through the fifth branch 201, thereby regulating the oil pressure and balancing the system pressure distribution.

[0236] Optional, see below Figure 3 As shown, the pressure-building module 20 may further include a sixth branch 202 and a return valve 24. The sixth branch 202 is connected to the third branch 301, and the connection point is located between the third branch 301 and the seventh switching valve 33. The return valve 24 is installed on the sixth branch 202, so that during the return process, the oil can flow into the liquid storage device 21 through the return valve 24, realizing a rapid return process.

[0237] The return valve 24 here can also be an overpressure protection valve. When the oil pressure in the system is greater than the set pressure of the protection valve, the oil can be automatically depressurized from here to protect the system, thereby enabling the hydraulic suspension system to achieve overpressure protection.

[0238] In some embodiments of this application, see Figure 3 , Figure 7 , Figure 8 , Figure 11 , Figure 12 As shown, the pressure-building module 20 also includes a second pressure-reducing accumulator 25, which is connected between the third branch 301 and the third check valve 23. Therefore, when the vehicle body 100 is being lifted, after the oil pump 22 pumps out oil, the oil pressure in the third branch 301 will rise sharply. The second accumulator can absorb some of the pressure, effectively preventing excessive pressure from directly impacting components such as the third check valve 23 and the oil pump 22, greatly enhancing the shock resistance of the entire hydraulic suspension system 300 and protecting the integrity and stability of the system.

[0239] In some embodiments of this application, the pressure building module 20 further includes a throttle valve 26, one end of which is connected between the third check valve 23 and the oil pump 22, and the other end of which is connected to the fifth branch 201.

[0240] It is understandable that during the operation of the hydraulic suspension system 300, different operating conditions and vehicle 1000 attitudes require different hydraulic fluid flow rates to achieve accurate suspension adjustment. In this embodiment, the throttle valve 26 can appropriately limit the hydraulic fluid flow, avoiding unnecessary energy consumption and excessively high hydraulic pressure. When the vehicle 1000 needs to lower, the hydraulic fluid flow through the throttle valve can be increased as needed, allowing the wheel-end control module 10 and other components to quickly obtain sufficient hydraulic fluid to adjust the stiffness, height, and other characteristics of the hydraulic suspension system 300, thereby better responding to road surface changes and maintaining vehicle 100 stability.

[0241] In the hydraulic suspension system 300, the hydraulic fluid needs to continuously circulate between various components to achieve the suspension adjustment function. However, during long-term use or during storage and extraction, impurities such as dust and metal shavings may be introduced into the hydraulic fluid. These impurities, once introduced into the system along with the hydraulic fluid, can damage the precision components within the system. Therefore, in some embodiments of this application, the pressure-building module 20 may further include a filter element 27, which is adapted to filter the hydraulic fluid. For example, the filter element 27 may be a filter screen.

[0242] In one possible structural design, the filter element 27 includes a first filter element 271, which is disposed between the oil pump 22 and the liquid storage device 21. Thus, the first filter element 271 can filter the oil flowing from the liquid storage device 21 into the oil pump 22, preventing impurities from flowing into the oil pump 22 and reducing its service life.

[0243] In another possible structural design, the filter element 27 may also include a second filter element 272, which is disposed between the third check valve 23 and the oil pump 22. In this way, the second filter element 272 can filter the oil flowing out of the oil pump 22 and prevent impurities from flowing into the third check valve 23 and the wheel end control module 10.

[0244] In another possible structural design, the filter element 27 may further include a third filter element 273, which is disposed in the fourth branch 302 and connected between the eighth switch valve 34 and the liquid storage device 21, and is suitable for filtering the flowing oil. In this way, the third filter element can filter the oil flowing back to the liquid storage device 21 through the third branch 301, preventing impurities from flowing into the liquid storage device 21.

[0245] In this way, by filtering the oil through the filter element 27, it can be ensured that the components of the hydraulic suspension system 300 work in a relatively pure oil environment, extending their service life and ensuring the stable and reliable operation of the hydraulic suspension system 300.

[0246] In some embodiments of this application, see Figure 7 , Figure 8 As shown, the pressure-building module 20 also includes a seventh branch 203, a control accumulator 29, and a control valve 291 connected to the seventh branch 203. One end of the seventh branch 203 is connected to the third branch 301, and the other end is connected to the control accumulator 29. The control valve 291 is adapted to allow the high-pressure oil in the control accumulator 29 to flow into the third branch 301 when it is open. Specifically, when the control valve 291 is opened, the high-pressure oil stored in the control accumulator 29 can be quickly supplied to the third branch 301, which can quickly replenish the pressure of the third branch 301 and prevent the performance of the hydraulic suspension system 300 from deteriorating due to insufficient pressure, thus ensuring the driving stability and handling of the vehicle 1000. For example, when the hydraulic suspension system 300 needs to be lifted quickly, the control valve 291 is opened, so that the oil in the control accumulator 29 is connected to the third branch 301. Since the pre-charge pressure in the control accumulator 29 is large, the shock absorber 11 can be lifted quickly.

[0247] In some embodiments of this application, see Figure 7 , Figure 8 As shown, the pressure-building module 20 includes an eighth branch 204 and an overpressure protection valve 292. The overpressure protection valve 292 is connected to the eighth branch 204, one end of which is connected to the third branch 301, and the other end is connected to the reservoir 21. The overpressure protection valve 292 is adapted to allow high-pressure oil from the third branch 301 to flow into the reservoir 21 when it is open. Specifically, during the operation of the hydraulic suspension system 300, various reasons (such as oil pump 22 failure, valve jamming, system blockage, etc.) may cause the oil pressure in the third branch 301 to rise abnormally. When the overpressure protection valve 292 detects that the pressure exceeds the set value, it will automatically open to allow high-pressure oil from the third branch 301 to flow into the reservoir 21, thereby quickly reducing the system pressure. This effectively avoids damage to the seals, pipelines, valves, shock absorbers 11, and other components in the hydraulic suspension system 300 caused by excessive pressure, extends the service life of these components, and reduces maintenance costs and vehicle downtime caused by component damage.

[0248] In some embodiments of this application, see Figures 3-14 As shown, the pressure building module also includes an oil temperature detection device 28, which is located on the liquid storage device 21 and is used to detect the oil temperature in the liquid storage device 21.

[0249] It is important to note that oil temperature has a crucial impact on the performance of the hydraulic suspension system 300. The viscosity of the hydraulic fluid changes with temperature; at lower temperatures, the viscosity increases, reducing its fluidity. In this situation, the oil pump 22 struggles to draw the fluid, requiring more energy to overcome the viscous resistance. Furthermore, the fluid's flow rate in the lines and components slows down, affecting the system's response speed. For example, when starting the vehicle 1000 in cold weather, the low oil temperature may prevent the hydraulic suspension system 300 from responding promptly to road bumps. Conversely, when the oil temperature is too high, the viscosity decreases, increasing the risk of leaks. Simultaneously, the accelerated oxidation rate of the oil can cause impurities to clog the system's lines and valves.

[0250] This embodiment of the application sets up an oil temperature detection device 28 to monitor the temperature of the oil in the reservoir 21 in real time, so as to ensure that the hydraulic suspension system 300 can take measures in advance, such as preheating the oil when the oil temperature is low, or taking cooling measures when the oil temperature is too high, so as to protect the performance of the oil and thus ensure the stable performance of the hydraulic suspension system 300.

[0251] The above description describes the structure of the hydraulic suspension system 300 provided in the embodiments of this application. The following description, in conjunction with... Figures 15-23 The following embodiments of this application describe some operating modes of the hydraulic suspension system 300. For ease of description, this application embodiment uses a wheel end control module 10 (i.e., the wheel end control module 10 of the left front wheel) as an example.

[0252] In some embodiments of this application, the hydraulic suspension system 300 may include a first operating mode for manually lifting the vehicle body 100. Figure 3 A schematic diagram of the connection structure of a hydraulic suspension system suitable for a first operating mode according to an embodiment of this application is shown.

[0253] In one possible structural design, before adjustment begins, the fourth switch valve 153 and the first switch valve 12 are in the open state, the seventh switch valve 33, the fifth switch valve 31, the sixth switch valve 32, the eighth switch valve 34, the third switch valve 14, and the second switch valve 13 are all in the closed state, and the pressure building module 20 is in the non-operating state.

[0254] like Figure 15As shown, when the ECU receives the manual increase signal, i.e. at time t1, the pressure build-up module 20 switches to the open state, the seventh switch valve 33 switches to the open state, the second switch valve 13 switches to the open state, and the fourth switch valve 153 switches to the closed state. At this time, the suspension height is rising, and the oil pressure of the first accumulator 151 is increasing. The oil pressure of the first accumulator 151 is equal to the oil pressure of the rodless chamber 111B. The pressure detection device 35 detects the oil pressure at the inlet (301A) and outlet (301B) of the seventh switch valve 33. The suspension height is gradually raised until the target height is reached, i.e., at time t2. At this time, the manual vehicle height control ends. At this time, the second switch valve 13 and the seventh switch valve 33 are switched to the closed state, and the third switch valve 14 and the fifth switch valve 31 are switched to the open state. At this time, the oil pressure of the second accumulator 152 increases, realizing the energy storage of the second accumulator 152. Until the oil pressure of the second accumulator 152 is equal to the oil pressure of the rodless chamber 111B, i.e., at time t3, the third switch valve 14 and the fifth switch valve 31 are both switched to the closed state, the fourth switch valve 153 is switched to the open state, and the pressure building module 20 is switched to the closed state. At this time, the manual lifting of the vehicle body 100 ends.

[0255] In some embodiments of this application, the hydraulic suspension system 300 may include a second operating mode for automatically lifting the vehicle body 100. Figure 3 A schematic diagram of the connection structure of a hydraulic suspension system suitable for a second operating mode according to an embodiment of this application is shown.

[0256] like Figure 17 This is a flowchart of the ECU's processing during automatic lifting control. First, it determines whether the actual vehicle height is less than the target vehicle height but greater than a threshold for a sustained period. If so, the seventh switch valve 33 and the second switch valve 13 switch to the open state, and the pressure building module 20 switches from closed to open, at which point the vehicle height increases. Next, it determines whether the difference between the actual vehicle height and the target vehicle height is less than or equal to the threshold for a sustained period. If so, the seventh switch valve 33 switches to the closed state, the second switch valve 13 switches to the closed state, and the pressure building module 20 switches to the closed state, ending the lifting control process.

[0257] In other words, the manual lifting mode and the automatic lifting control mode have the same logic, and the adjustment time for both can be the same.

[0258] In some embodiments of this application, the hydraulic suspension system 300 may include a third operating mode. Figure 3 A schematic diagram of the connection structure of a hydraulic suspension system suitable for a third operating mode according to an embodiment of this application is shown.

[0259] In some embodiments, when the vehicle is overloaded or there is an overpressure problem, a third working mode can be activated to achieve a high-lift function, such as a Hercules mode. In the third working mode, opening the fifth switch valve 31 allows oil to enter directly through the lower chamber. At this time, the third switch valve 14, the fourth switch valve 153, the second switch valve 13, and the sixth switch valve 32 are all open, while the seventh switch valve 33, the eighth switch valve 34, and the first switch valve 12 are closed. This allows oil to enter the lower chamber of the shock absorber 11 and return oil to the upper chamber, thereby achieving the lifting function of the Hercules mode.

[0260] In some embodiments of this application, the hydraulic suspension system 300 may include a fifth operating mode. Figure 3 A schematic diagram of the connection structure of a hydraulic suspension system applicable to the fifth operating mode according to an embodiment of this application is shown.

[0261] In some embodiments, when the vehicle 1000 slips or is otherwise unable to move, oil is supplied through the pressure building module 20. By supplying oil to the rod chamber 111A and allowing the rodless chamber 111B to return oil, the vehicle 1000 is lifted by a single wheel, thereby realizing the fifth working mode. The fifth working mode can be the wheel lifting mode.

[0262] like Figure 3 As shown, in the fifth working mode, the seventh switch valve 33, the eighth switch valve 34, the third switch valve 14, the fourth switch valve 153, and the second switch valve 13 are all in the open state, while the fifth switch valve 31, the sixth switch valve 32, and the first switch valve 12 are in the closed state. This supplies oil to the rod chamber 111A of the shock absorber 11, increasing the pressure in the rod chamber 111A and pushing the piston assembly 112 of the shock absorber 11 towards the rodless chamber 111B. After moving a certain distance, the second switch valve 13 is closed, and the third switch valve 14, the seventh switch valve 33, and the eighth switch valve 34 are opened, thus achieving a wheel lift of a certain distance. Repeating this operation multiple times achieves the wheel lift mode.

[0263] It's important to understand that the fifth working mode's wheel-lifting mode can also be used for three-wheeled travel. When one wheel 200 completes wheel lifting, the other three wheels 200 can achieve three-wheeled travel. The fifth working mode's wheel-lifting mode can also be used for quick maintenance. When problems occur with the vehicle 1000's tires or control arms, quick maintenance can be achieved through the wheel-lifting mode, allowing for the maintenance of tires, control arms, and other related structural components.

[0264] In some embodiments of this application, the hydraulic suspension system 300 may include a fourth operating mode, the first operating mode being used to lower the vehicle body 100. Figure 3 A schematic diagram of the connection structure of a hydraulic suspension system suitable for a fourth operating mode according to an embodiment of this application is shown.

[0265] like Figure 16 As shown, in one possible structural design, before the adjustment begins, the eighth switch valve 34, the third switch valve 14, the second switch valve 13, the fourth switch valve 153, and the first switch valve 12 are all in the closed state.

[0266] When the ECU receives the manual lowering signal, i.e. at time t4, the eighth switch valve 34 switches to the open state and the third switch valve 14 switches to the open state until the suspension height reaches the target height, i.e. at time t5. At this time, the eighth switch valve 34 switches to the closed state and the third switch valve 14 switches to the closed state, and the manual lowering control ends.

[0267] like Figure 18 This is a flowchart of the ECU's processing during automatic descent control. First, it determines whether the actual vehicle height is greater than the target vehicle height and exceeds a threshold for a sustained period. If so, both the third switch valve 14 and the eighth switch valve 34 are switched to the open state, and the vehicle height decreases. Next, it determines whether the difference between the actual vehicle height and the target vehicle height is less than or equal to the threshold for a sustained period. If so, both the third switch valve 14 and the eighth switch valve 34 are switched to the closed state, and the descent control process ends.

[0268] In some embodiments of this application, when the hydraulic suspension system 300 is in a non-operating mode, the first switching valve 12 is in the open state, the fourth switching valve 153 is in the open state, the second switching valve 13 is in the closed state, the third switching valve 14 is in the closed state, the fifth switching valve 31 is in the closed state, the sixth switching valve 32 is in the closed state, the seventh switching valve 33 is in the closed state, and the eighth switching valve 34 is in the closed state. The non-operating mode can be understood as a mode in which the hydraulic suspension system 300 does not perform any of the above-mentioned first, second, third, fourth, and fifth operating modes.

[0269] Thus, in the non-operating mode, the first switching valve 12 is open, allowing the oil to have a certain natural flow channel between the rod chamber 111A and the rodless chamber 111B. This balances the oil pressure between the different chambers of the shock absorber 11, preventing the oil pressure difference caused by prolonged vehicle 1000 idling from adversely affecting system components. The opening of the fourth switching valve 153 keeps the accumulators connected to the chambers of the shock absorber 11 (e.g., the first accumulator 151 and the second accumulator 152) connected, helping to maintain the pressure balance of the wheel-end control module 10. By closing the second switching valve 13, the third switching valve 14, the fifth switching valve 31, the sixth switching valve 32, the seventh switching valve 33, and the eighth switching valve 34, oil flow is effectively stopped, isolating the wheel-end control module 10 from other wheel-end control modules 10 and the reservoir 21.

[0270] To reduce the number of control commands required for the hydraulic suspension system 300, the first switching valve 12 and the fourth switching valve 153 described above can be normally open switching valves; for example, these normally open switching valves can be normally open solenoid valves. Furthermore, the second switching valve 13, the third switching valve 14, the fifth switching valve 31, the sixth switching valve 32, the seventh switching valve 33, and the eighth switching valve 34 can all be normally closed switching valves. For example, these normally closed switching valves can be normally closed solenoid valves. This simplifies the control logic of the hydraulic suspension system 300 and improves its service life.

[0271] See Figure 3 , Figure 15 As shown, in some embodiments of this application, the hydraulic suspension system 300 may include a first operating mode for rapidly lifting the vehicle body 100.

[0272] In one possible structural design, the first working mode has a first working stage, a second working stage and a third working stage. The first working stage is used to lift the vehicle body 100 to a target height, the second working stage is used to store energy in the second energy accumulator 152, and the third working stage is adapted to connect the rodless chamber 111B to the second energy accumulator 152 and maintain the vehicle body 100 at the target height.

[0273] In one possible design, during the first working stage, the pressure building module 20 is in the open state, the first switching valve 12 is in the open state, the second switching valve 13 is in the open state, the third switching valve 14 is in the closed state, the fourth switching valve 153 is in the closed state, the fifth switching valve 31 is in the closed state, the sixth switching valve 32 is in the closed state, the seventh switching valve 33 is in the open state, and the eighth switching valve 34 is in the closed state, so that after the oil flows out of the oil pump 22, it flows through the seventh switching valve 33, the second switching valve 13, and the first switching valve 12 and then splits, one path of oil flows into the rodless chamber 111B, and the other path of oil flows into the first accumulator 151.

[0274] Specifically, when the electronic control unit (ECU) receives the first height adjustment signal, the pressure-building module 20 switches to the open state, meaning the oil pump 22 starts working; the seventh switching valve 33 and the second switching valve 13 switch to the open state, and the fourth switching valve 153 switches to the closed state. Thus, the oil pumped by the oil pump 22 sequentially flows through the third check valve 23, the third branch 301, the seventh switching valve 33, the second switching valve 13, and the first switching valve 12, and then flows into the rodless chamber 111B through the second branch 102. At this time, as the hydraulic pressure in the rodless chamber 111B increases, the suspension height gradually rises. Since the shuttle valve 36 is connected between the pressure detection device 35 and the inlet and outlet of the seventh switching valve 33, the pressure detection device 35 can detect the oil pressure at the inlet and outlet of the seventh switching valve 33. (The inlet of the seventh switching valve 33 is connected to the pressure-building module 20, and the outlet of the seventh switching valve 33 is connected to the second switching valve 13.)

[0275] It should be noted that after the oil flows through the second switching valve 13, it splits into two paths. One path flows into the rodless chamber 111B through the first switching valve 12, and the other path flows into the rod chamber 111A through the first one-way valve 172 or the first regulating valve 171. In this embodiment, one end of the piston rod can extend into the rod chamber 111A and connect to the piston body, while the other end extends out of the rod chamber 111A and connects to the vehicle body 100. Thus, the piston rod occupies a portion of the area of ​​the piston body acting on the rod chamber 111A. Therefore, the area of ​​the piston body acting on the rod chamber 111A is smaller than the area acting on the rodless chamber 111B. Consequently, as the hydraulic pressure in the rodless chamber 111B increases, the suspension height gradually rises. During this process, some oil in the rod chamber 111A may flow into the rodless chamber 111B or the first accumulator 151 through the first regulating valve 171 or the first switching valve 12.

[0276] Optionally, the first height adjustment signal can be sent to the ECU by manual operation by the user. For example, the manual operation can be the user clicking the in-vehicle display screen or the user pressing the in-vehicle height adjustment button. Optionally, the first height adjustment signal can also be automatically sent by the control components of the vehicle 1000 according to the driving conditions or driving posture, which is not limited in this application.

[0277] In the second working stage, the pressure building module 20 is in the open state, the first switch valve 12 is in the open state, the second switch valve 13 is in the closed state, the third switch valve 14 is in the open state, the fourth switch valve 153 is in the closed state, the fifth switch valve 31 is in the open state, the sixth switch valve 32 is in the closed state, the seventh switch valve 33 is in the closed state, and the eighth switch valve 34 is in the closed state, so that the oil flows out of the oil pump 22 and flows through the fifth switch valve 31 and the third switch valve 14 to the second accumulator 152.

[0278] Specifically, when the hydraulic suspension height reaches the target height (i.e., the vehicle height of 1000 reaches the target height), the second switching valve 13 switches to the closed state, the seventh switching valve 33 switches to the closed state, and the fifth switching valve 31 and the third switching valve 14 switch to the open state, while the pressure building module 20 remains open. Thus, the oil pumped by the oil pump 22 can pass through the third check valve 23, the fifth switching valve 31, and the third switching valve 14 to the second accumulator 152. At this time, the oil pressure in the second accumulator 152 increases, achieving energy storage in the second accumulator 152.

[0279] In the third working phase, the pressure-building module 20 is in the closed state, the first switching valve 12 is in the open state, the second switching valve 13 is in the closed state, the third switching valve 14 is in the closed state, the fourth switching valve 153 is in the open state, the fifth switching valve 31 is in the closed state, the sixth switching valve 32 is in the closed state, the seventh switching valve 33 is in the closed state, and the eighth switching valve 34 is in the closed state, so that the oil in the second accumulator 152 is connected to the rodless chamber 111B. That is, this third working phase is a return to the non-working mode.

[0280] Specifically, when the pressure in the second accumulator 152 equals the oil pressure near the shock absorber 11, the third switching valve 14 and the fifth switching valve 31 both switch to the closed state, the fourth switching valve 153 switches to the open state, and the pressure-building module 20 switches to the closed state. In this way, the second accumulator 152 is connected to the rodless chamber 111B, and the second accumulator 152 can store oil energy within the wheel-end control module 10.

[0281] Based on the aforementioned first, second, and third working stages, the first working mode of this embodiment allows the oil in the reservoir 21 to quickly flow into the rodless chamber 111B after flowing into the second branch 102, thereby ensuring that most of the oil is supplied to the rodless chamber 111B to achieve rapid lifting of the vehicle body 100. In the subsequent second working stage, energy is stored in the second accumulator 152. In the subsequent third stage, the rodless chamber 111B is connected to the second accumulator 152 to enable the second accumulator 152 to operate normally.

[0282] In some embodiments of this application, the hydraulic suspension system 300 further includes a second operating mode, which is also used to lift the vehicle body 100. Figure 3 This illustration shows the opening and closing state of a valve in a second operating mode according to an embodiment of this application.

[0283] The time taken to lift the vehicle body to the target height by 100 degrees in the first working mode is less than the time taken to lift the vehicle body to the target height by 100 degrees in the second working mode.

[0284] See Figure 3 , Figure 17 , Figure 19 As shown, in one possible design, when the hydraulic suspension system 300 is in the second working mode, the pressure build-up module 20 is in the open state, the first switch valve 12 is in the open state, the second switch valve 13 is in the open state, the third switch valve 14 is in the closed state, the fourth switch valve 153 is in the open state, the fifth switch valve 31 is in the closed state, the sixth switch valve 32 is in the closed state, the seventh switch valve 33 is in the open state, and the eighth switch valve 34 is in the closed state, so that the oil flows out of the oil pump 22 and flows through the seventh switch valve 33, the second switch valve 13, and the first switch valve 12 before being split. One path of the oil flows into the rodless chamber 111B, and the other path of the oil flows into the first accumulator 151 and then flows into the second accumulator 152 through the fourth switch valve 153.

[0285] The exit condition for the second working mode may include: the duration for which the vehicle body 100 reaches the preset lifting state reaches a first preset duration, where the preset lifting state is the difference between the height of the vehicle body 100 and the target height is less than a first preset height threshold.

[0286] The first preset duration is a pre-set duration, which can be, for example, 3 seconds or 5 seconds, etc., and this application does not limit it. The target height is the height that the vehicle needs to reach with a 1000-degree lift; the first height threshold is also a pre-set value, which can be, for example, 5mm or 8mm, etc., and this application does not limit it.

[0287] Specifically, when the ECU receives the second height adjustment signal, it first determines whether the actual vehicle height 100 is less than the target vehicle height and greater than the first height threshold for a period of time. If so, it controls the pressure building module 20 to switch to the open state, the seventh switch valve 33 to switch to the open state, and the second switch valve 13 to switch to the open state. The first switch valve 12 and the fourth switch valve 153 remain open, while the third switch valve 14, the fifth switch valve 31, the sixth switch valve 32, and the eighth switch valve 34 remain closed. In this way, the oil pumped by the oil pump 22 flows through the third one-way valve 23, the seventh switch valve 33, the second switch valve 13, and the first switch valve 12 to the second branch 102. Afterward, part of the oil flows into the second accumulator 152 through the fourth switch valve 153, and the other part flows into the rodless chamber 111B to achieve the lifting of the vehicle body 100. Subsequently, if the difference between the actual vehicle height 100 and the target vehicle height is less than or equal to a first height threshold and remains so for a first preset duration, then if so, the seventh switch valve 33 and the second switch valve 13 switch to the closed state, the pressure building module 20 switches to the closed state, and the second working mode ends. Thus, compared to the first working mode, the control logic of the second working mode is simpler, thereby ensuring the stable operation of the hydraulic suspension system 300 and improving its service life.

[0288] Optionally, the second height adjustment signal can be sent to the ECU in response to a user's manual operation. For example, the manual operation can be the user clicking the in-vehicle display screen or the user pressing the in-vehicle height adjustment button. Optionally, the second height adjustment signal can also be automatically sent by the control components of the vehicle 1000 according to driving conditions or driving posture, which is not limited in this application.

[0289] In some embodiments of this application, the hydraulic suspension system 300 further includes a third operating mode, which is also used to lift the vehicle body 100. The third operating mode supports a lifting weight greater than that supported by the second operating mode. Figure 3 This illustration shows a schematic diagram of the flow of oil in a hydraulic suspension system under a third operating mode provided in an embodiment of this application.

[0290] like Figure 3As shown, in one possible design, when the hydraulic suspension system 300 is in the third working mode, the first switching valve 12 is closed, the second switching valve 13 is open, the third switching valve 14 is open, the fourth switching valve 153 is open, the fifth switching valve 31 is open, the sixth switching valve 32 is open, the seventh switching valve 33 is closed, and the eighth switching valve 34 is closed. This allows the oil to flow out of the oil pump 22 and then sequentially flow into the rodless chamber 111B through the fifth switching valve 31, the third switching valve 14, and the fourth switching valve 153. Meanwhile, the oil in the rod chamber 111A flows back to the reservoir 21 sequentially through the second switching valve 13 and the sixth switching valve 32.

[0291] Specifically, when the vehicle 1000 is overloaded or experiences overpressure, the pressure-building module 20 can be activated, the fifth switch valve 31 can be activated, the third switch valve 14 can be activated, the fourth switch valve 153 can remain open, and the first switch valve 12 can be closed. This allows the oil in the reservoir 21 to flow into the fourth branch 302 via the fifth switch valve 31, and then into the rodless chamber 111B via the third switch valve 14 and the fourth switch valve 153, thus pushing the piston assembly 112 upward. During the flow of oil into the fifth switch valve 31, a portion of the oil passes through the pressure detection device 35 of the shuttle valve 36, allowing the hydraulic pressure to be detected via the pressure detection device 35.

[0292] Additionally, the oil in the rod chamber 111A flows out under the pushing action of the piston assembly 112. Since the second switching valve 13 and the sixth switching valve 32 are opened, the oil in the rod chamber 111A can flow back to the reservoir 21 through the second switching valve 13 and the sixth switching valve 32.

[0293] Thus, the oil in the rod chamber 111A can flow directly into the reservoir 21, where the pressure is relatively low. Meanwhile, the pressure in the rodless chamber 111B is higher due to the continuous oil supply from the pressure-building module 20. The supporting force provided to the vehicle 1000 at this time is the difference between the product of the pressure in the rodless chamber 111B and its effective area, and the product of the pressure in the rod chamber 111A and its effective area. This higher supporting force allows the hydraulic suspension system 300 to lift heavier vehicles 1000, achieving a "Hercules" mode.

[0294] Please see Figure 3 , Figure 16 , Figure 18 , Figure 20 In some embodiments of this application, the hydraulic suspension system 300 further includes a fourth operating mode for lowering the vehicle body 100 height.

[0295] In one possible structural design, when the hydraulic suspension system 300 is in the fourth working mode, the third switching valve 14 is in the open state and the eighth switching valve 34 is in the open state, so that the rodless chamber 111B flows back to the reservoir 21 through the third switching valve 14 and the eighth switching valve 34 in sequence.

[0296] The exit condition for the fourth working mode may include: the duration for which the vehicle body 100 remains in a preset descent state reaches a first preset duration, where the preset descent state is defined as the difference between the height of the vehicle body 100 and the target height being less than a second preset height threshold. This second height threshold may be the same as or different from the first stiffness threshold; this application does not impose any limitation on this.

[0297] Specifically, when the ECU receives the first lowering signal, it first determines whether the actual vehicle height 100 is greater than the target vehicle height and greater than the second height threshold for a period of time. If so, it controls the third switching valve 14 to be in the open state, the eighth switching valve 34 to be in the open state, the first switching valve 12 and the fourth switching valve 153 to remain in the open state, and the second switching valve 13 and the fifth switching valve 31 to remain in the closed state. In this way, the oil in the rodless chamber 111B can flow back to the reservoir 21 through the second branch 102 and the fourth branch 302. Then the pressure in the rodless chamber 111B decreases, and the piston assembly 112 moves down. Afterward, it determines whether the difference between the actual vehicle height 100 and the target vehicle height is less than or equal to the second height threshold for a first preset time. If so, the third switching valve 14 switches to the closed state, the eighth switching valve 34 switches to the closed state, and the descent of the vehicle 100 is completed.

[0298] Optionally, the first lowering signal can be sent to the ECU by manual operation by the user. For example, the manual operation can be the user clicking the in-vehicle display screen or the user pressing the in-vehicle height adjustment button. Optionally, the first lowering signal can also be automatically sent by the control components of the vehicle 1000 according to driving conditions or driving posture, which is not limited in this application.

[0299] Thus, when a problem occurs with the tires or control arms of the vehicle 1000, the tires can be lifted using this fourth working mode for quick repair.

[0300] In some embodiments of this application, the hydraulic suspension system 300 further includes a fifth operating mode for raising the height of at least a portion of the wheels 200.

[0301] In one possible structural design, when the hydraulic suspension system 300 is in the fifth working mode, the first switching valve 12 is closed, the second switching valve 13 is open, the third switching valve 14 is open, the fourth switching valve 153 is open, the fifth switching valve 31 is closed, the sixth switching valve 32 is closed, the seventh switching valve 33 is open, and the eighth switching valve 34 is open. This allows the oil to flow out of the oil pump 22 and sequentially pass through the seventh switching valve 33 and the second switching valve 13 to the rod chamber 111A. The oil in the rodless chamber 111B flows back to the reservoir 21 through the fourth switching valve 153, the third switching valve 14, and the eighth switching valve 34.

[0302] For example, when the ECU receives a left front wheel lift signal, the seventh switch valve 33 and the eighth switch valve 34 of the wheel end control module controlling the left front wheel open, and the second switch valve 13, the third switch valve 14, and the fourth switch valve 153 of the wheel end control module 10 controlling the left front wheel also open, while the first switch valve 12 closes. The valves of the wheel end control modules 10 of the other wheels remain unchanged. In this way, oil can flow into the rod chamber 111A of the shock absorber 11 of the left front wheel. As oil continuously flows into the rod chamber 111A, the piston assembly 112 moves downward (towards the rodless chamber 111B). Then, the oil in the rodless chamber 111B flows back to the reservoir 21 through the fourth switch valve 153, the third switch valve 14, and the eighth switch valve 34. In this way, the piston rod gradually extends into the chamber, and the height of the shock absorber assembly gradually decreases, thereby achieving single-wheel lift of the left front wheel of the vehicle 1000.

[0303] It is understandable that when the vehicle needs to be lifted in multiple rounds, the fifth working mode described above can be executed by controlling the wheel end control module 10 of multiple wheels 200 that urgently need to be lifted, while the valves of the wheel end control module 10 of other wheels 200 that do not need to be lifted remain unchanged. In this way, the multi-round lifting of the vehicle 1000 can be achieved.

[0304] In some embodiments of this application, the stiffness level of the wheel-end control module 10 includes at least one of the following: primary stiffness, secondary stiffness, and tertiary stiffness. Table 1 below shows the stiffness levels of the wheel-end control module 10 provided in some embodiments of this application and their corresponding operating states of the energy storage assembly 15. Table 1 uses the left front wheel of vehicle 1000 as an example for illustration.

[0305] Table 1

[0306]

[0307] As shown in Table 1, when the wheel-end control module 10 is at first-level stiffness, the first accumulator 151 in the wheel-end control module 10 is in working condition. Thus, when the wheel-end control module 10 is at first-level stiffness, only the first accumulator 151 is active. The first accumulator 151 is mainly used to absorb and dissipate vibration energy. In this case, the hydraulic suspension system 300 focuses more on providing basic shock absorption. The first accumulator 151 can buffer vibrations based on the vibration conditions during vehicle 1000's operation, through the flow of hydraulic fluid inside and the deformation of its elastic elements (such as bladders or pistons), enabling the vehicle 1000 to maintain a certain level of comfort when driving on relatively flat roads and reducing the impact of road bumps on the vehicle body 100.

[0308] When the wheel-end control module 10 is in a secondary stiffness state, both the first accumulator 151 and the second accumulator 152 in the wheel-end control module 10 are operational. In the secondary stiffness state, both the first accumulator 151 and the second accumulator 152 operate simultaneously. The addition of the second accumulator 152 increases the elastic support force of the hydraulic suspension system 300. The second accumulator 152 alters the stiffness characteristics of the hydraulic suspension system 300 by storing and releasing energy, working in conjunction with the first accumulator 151. When the vehicle 1000 encounters a slightly larger road impact or undergoes more complex attitude changes during driving (such as turning, acceleration, or deceleration), the second accumulator 152 can adjust the suspension stiffness according to the situation, working in conjunction with the first accumulator 151 to better control the movement of the vehicle body 100.

[0309] When the wheel end control module 10 is in the third stiffness state, the first accumulator 151, the second accumulator 152, and the first depressurization accumulator 154 in the wheel end control module 10 are in the working state.

[0310] When the wheel-end control module 10 is at level three stiffness, the first accumulator 151, the second accumulator 152, and the first pressure-reducing accumulator 154 all operate. The main function of the first pressure-reducing accumulator 154 is to absorb excess pressure when the hydraulic suspension system 300 is under excessive pressure, protecting the system from damage and further optimizing pressure regulation. The first pressure-reducing accumulator 154 can handle pressure peaks caused by severe road impacts or frequent suspension movements, ensuring stable system pressure. Under this stable pressure environment, the second accumulator 152 and the first accumulator 151 can more effectively perform their functions of adjusting suspension stiffness and damping, comprehensively controlling the vehicle body 100 attitude, and improving the handling and ride comfort of the vehicle 1000.

[0311] In this way, by designing multi-level stiffness, the vehicle 1000 can be provided with all-round suspension performance support, so that the vehicle 1000 can remain stable, comfortable and precise in handling under various driving operations, and meet the performance requirements of different drivers in different driving scenarios.

[0312] In one possible design, the wheel-end control module 10 applies primary or secondary stiffness for turning, rapid acceleration, or rapid deceleration conditions; and applies secondary or tertiary stiffness for driving over speed bumps or falling conditions.

[0313] Since only the first accumulator 151 is active in the first-stage stiffness test, its control over the attitude of the vehicle 1000 mainly relies on the suspension structure and damping force of the vehicle 1000 itself. For some simple driving operations and low-speed conditions, the vehicle 1000 can absorb vibrations through the first accumulator 151 to maintain a certain tire contact with the ground, thus making the handling of the vehicle 1000 basically stable.

[0314] At the secondary stiffness level, the second accumulator 152 and the first accumulator 151 work together to significantly enhance the handling of the vehicle 1000. During cornering, the second accumulator 152 automatically adjusts the stiffness of the outer wheel 200 suspension based on the steering angle and speed of the vehicle 1000, reducing body roll and allowing the vehicle 1000 to move more precisely according to the driver's intentions. During rapid acceleration and deceleration of the vehicle 1000, the second accumulator 152 adjusts the stiffness of the front and rear suspensions to maintain the balance of the vehicle 1000's posture, ensuring good tire contact with the ground, improving the power transmission efficiency and braking stability of the vehicle 1000, and enhancing its handling performance.

[0315] In some embodiments, see Figure 21 As shown, for rapid acceleration or deceleration conditions, the switching conditions from primary stiffness to secondary stiffness include: the acceleration of vehicle 1000 along a first direction is less than a first acceleration threshold, and the height difference between the two sides of vehicle body 100 is less than a third height threshold, where the first direction is the length direction of vehicle body 100. The switching conditions from secondary stiffness to primary stiffness include: the acceleration of vehicle 1000 along a first direction is greater than a first acceleration threshold, and the height difference between the two sides of vehicle body 100 is less than a third height threshold.

[0316] The first acceleration threshold and the third height threshold can both be preset values, and this application does not limit them.

[0317] When switching from primary stiffness to secondary stiffness, the switching condition is based on the acceleration of vehicle 1000 along the length direction of body 100 (first direction) and the height difference between the sides of body 100. If the acceleration is less than the first acceleration threshold and the height difference between the sides of body 100 is within an acceptable range (less than the third height threshold), it indicates that the attitude change of vehicle 1000 is relatively small and tends to be stable. At this time, switching to secondary stiffness occurs, and the second accumulator 152 starts to work. The second accumulator 152 can prevent excessive lifting of the front of the vehicle during rapid acceleration and excessive lifting of the rear of the vehicle during rapid deceleration, based on subtle changes in the attitude of vehicle 1000, further optimizing the attitude control of vehicle 1000. For example, during rapid acceleration of vehicle 1000, when the acceleration gradually decreases and the switching condition is met, the activation of secondary stiffness can precisely adjust the stiffness of the front suspension of vehicle 1000, allowing vehicle 1000 to smoothly transition to a more stable driving attitude and reducing the decrease in handling and comfort caused by front lifting.

[0318] In some embodiments, see Figure 22 As shown, for the turning condition, the switching conditions from first-level stiffness to second-level stiffness include: the acceleration of vehicle 1000 along the second direction is less than the second acceleration threshold, and the height difference between the two sides of the vehicle body 100 is less than the fourth height threshold, where the second direction is the width direction of the vehicle body 100; the switching conditions from second-level stiffness to first-level stiffness include: the acceleration of vehicle 1000 along the second direction is greater than the second acceleration threshold, and the height difference between the two sides of the vehicle body 100 is less than the fourth height threshold.

[0319] The second acceleration threshold and the fourth height threshold can both be preset values, and this application does not limit them.

[0320] When switching from primary stiffness to secondary stiffness, the switching condition is based on the acceleration of vehicle 1000 along the width direction (second direction) of body 100 and the height difference between the two sides of body 100. If the acceleration is less than the first acceleration threshold and the height difference between the two sides of body 100 is within an acceptable range (less than the fourth height threshold), it indicates that the attitude change of vehicle 1000 is relatively small and tends to be stable. At this time, the vehicle switches to secondary stiffness, and the second accumulator 152 starts to work. The second accumulator 152 can automatically adjust the stiffness of the outer wheel 200 suspension according to the steering angle and speed of vehicle 1000, reduce body roll of body 100, and enable vehicle 1000 to drive more accurately according to the driver's intention. During rapid acceleration and deceleration of vehicle 1000, the second accumulator 152 can adjust the stiffness of the front and rear suspensions to maintain the balance of vehicle 1000 attitude, ensure good contact between the tires and the ground, improve the power transmission efficiency and braking stability of vehicle 1000, and improve the handling performance of vehicle 1000.

[0321] In some embodiments, see Figure 23 As shown, for driving over speed bumps or falling, the switching conditions from level two stiffness to level three stiffness include: the acceleration of vehicle 1000 along a third direction is less than the third acceleration threshold, the height difference between the two sides of vehicle body 100 is less than the fifth height threshold, and the pressure value of hydraulic suspension system 300 is greater than the preset pressure value. The third direction refers to the height direction of vehicle body 100. The switching conditions from level three stiffness to level two stiffness include: the acceleration of vehicle 1000 along a third direction is greater than the third acceleration threshold, and the height difference between the two sides of vehicle body 100 is less than the fifth height threshold.

[0322] When the acceleration of vehicle 1000 along its height is less than the third acceleration threshold, it means that vehicle 1000's vertical movement is relatively stable, without significant bumps, impacts, or sudden undulations causing drastic acceleration changes. In this situation, switching to third-level stiffness provides better support and comfort during relatively stable vertical movement. For example, when vehicle 1000 slowly passes over speed bumps or experiences gentle road undulations and drops, switching to third-level stiffness allows for more precise adjustment of the suspension's support for vehicle 100, preventing excessive sagging or swaying and improving the driving experience.

[0323] It is understood that the vehicle 1000 in this embodiment can be a four-wheeled vehicle with symmetrical left and right wheels and identical front and rear axles. The above description is only exemplarily described for a certain wheel 200 (such as the left front wheel). In the front and rear axle control scheme of the vehicle 1000, the left and right sides of the vehicle 1000 on a single axle can be adjusted in height or stiffness using the same control strategy until the target height or stiffness is reached. For example, when controlling the front axle, the left front wheel and the right front wheel can be adjusted in height or stiffness using the same control strategy until the target height or stiffness is reached, while the wheel end control modules 10 of the left and right rear wheels remain unchanged.

[0324] In the independent front and rear single-side control scheme of vehicle 1000, for example, taking the left side as an example for single-side control description, according to the above control strategy, the wheel end control module 10 on the left side (i.e., the left front wheel and the left rear wheel) is adjusted according to the above control strategy, while the wheel end control module 10 on the right side (the right front wheel and the right rear wheel) remains unchanged. Only the left side follows the above control strategy until it is adjusted to the required height.

[0325] When the four wheels of the 200 are independently controlled, the left front wheel, left rear wheel, right front wheel, and right rear wheel all execute the above control strategy, which can achieve the lifting or lowering of the four wheels until the required height is achieved.

[0326] The following is combined Figures 7-10 , Figures 24-33The following embodiments of this application describe some of the operating modes of the hydraulic suspension system 300. For ease of description, this application embodiment uses a wheel end control module 10 (i.e., the wheel end control module 10 of the left front wheel) as an example.

[0327] Figure 24 The diagram shows the timeline of the operating states of each valve and pump device in the first operating mode in some embodiments. The first operating mode can be manual vehicle height control. Before the adjustment begins, the third energy storage control valve 158, the second energy storage control valve 156, and the first energy storage control valve 155 are all in the open state, the seventh switch valve 33 and the eighth switch valve 34 are in the closed state, the first oil inlet valve 191, the first oil return valve 192, the second oil inlet valve 193, and the second oil return valve 194 are all in the closed state, and the pressure building module 20 is not in operation.

[0328] When the ECU receives a manual height adjustment signal, the pressure build-up module 20 switches to the open state, the seventh switch valve 33 and the eighth switch valve 34 switch to the open state, the second oil inlet valve 193 switches to the open state, the first oil return valve 192 switches to the open state, and the third energy storage control valve 158, the second energy storage control valve 156, and the first energy storage control valve 155 all switch to the closed state. At this time, the suspension height is increasing, the oil pressure is increasing, and the pressure sensor measures the oil pressure at the shock absorber 11.

[0329] When the suspension height reaches the target height, i.e., at time t2, the third energy storage control valve 158, the second energy storage control valve 156, and the first energy storage control valve 155 are all switched to the open state, while other valves remain unchanged. The pressure building module 20 remains open. At this time, the oil pressure of the first energy storage device 151, the second energy storage device 152, and the third energy storage device 157 increases, thereby achieving energy storage in the first energy storage device 151, the second energy storage device 152, and the third energy storage device 157 until the pressure of the energy storage device is equal to the oil pressure value near the shock absorber 11.

[0330] When the pressure of the first accumulator 151, the second accumulator 152, and the third accumulator 157 equals the oil pressure near the shock absorber 11, i.e. at time t3, the third accumulator control valve 158, the second accumulator control valve 156, and the first accumulator control valve 155 remain open, the first return valve 192 switches to the closed state, the second inlet valve 193 switches to the closed state, the seventh switch valve 33 and the eighth switch valve 34 switch to the closed state, and the pressure building module switches to the closed state. At this time, the manual vehicle height control ends.

[0331] Figure 25The diagram shows the timeline of the operating states of various valves and pumps in the fourth operating mode in some embodiments. The fourth operating mode can be manually adjusted. Before adjustment begins, the third energy storage control valve 158, the second energy storage control valve 156, and the first energy storage control valve 155 are all open, the seventh switch valve 33 and the eighth switch valve 34 are closed, the first oil inlet valve 191, the first oil return valve 192, the second oil inlet valve 193, and the second oil return valve 194 are all closed, and the pressure building module 20 is not in operation.

[0332] When the ECU receives a manual lowering signal, the pressure build-up module 20 switches to the open state, the seventh switch valve 33 and the eighth switch valve 34 switch to the open state, the first oil inlet valve 191 switches to the open state, and the second oil return valve 194 switches to the open state until the suspension height reaches the target height, i.e., at time t5. At this time, the seventh switch valve 33 and the eighth switch valve 34 switch to the closed state, the first oil inlet valve 191 and the second oil return valve 194 switch to the closed state, the pressure build-up module 20 switches to the non-working state, and the manual lowering control ends.

[0333] Figure 26 The flowcharts illustrating the ECU's processing in the second operating mode in some embodiments are shown. Here, the second operating module can be an automatic adjustment lifting control. First, it determines whether the actual vehicle height is less than the target vehicle height but greater than a threshold for a sustained period. If so, the seventh switching valve 33 and the eighth switching valve 34 are switched to the open state, the second oil inlet valve 193 is switched to the open state, the first oil return valve 192 is switched to the open state, and the pressure building module 20 is switched from closed to open, at which point the vehicle height rises. Then, it determines whether the difference between the actual vehicle height and the target vehicle height is less than or equal to the threshold for a sustained period. If so, the seventh switching valve 33 and the eighth switching valve 34 are switched to the closed state, the second oil inlet valve 193 is switched to the closed state, the first oil return valve 192 is switched to the closed state, and the pressure building module 20 is switched to the closed state, ending the lifting control process.

[0334] Figure 28The diagram shows the timeline of the operating states of various valves and pumps in the second operating mode in some embodiments. Initially, the third energy storage control valve 158, the first energy storage control valve 155, and the second energy storage control valve 156 are all open; the seventh switch valve 33 and the eighth switch valve 34 are closed; the first return oil valve 192 and the second inlet oil valve 193 are both closed; and the pressure building module 20 is not operating. When lifting begins, the seventh switch valve 33 and the eighth switch valve 34 are switched to the open state, the first return oil valve 192 and the second inlet oil valve 193 are both switched to the open state, and the pressure building module 20 is switched from closed to open. Height lifting then proceeds until the target height is reached (time t7). At this point, the seventh switch valve 33 and the eighth switch valve 34 are switched to the closed state, the first return oil valve 192 and the second inlet oil valve 193 are both switched to the closed state, and the pressure building module 20 is switched to the non-operating state, ending the lifting control process.

[0335] In this mode, since the third energy storage control valve 158, the second energy storage control valve 156, and the first energy storage control valve 155 are all switched to the closed state after the first working mode is started, the oil can quickly enter the chamber of the shock absorber, thereby increasing the adjustment speed. This makes the time taken to lift the vehicle body 100 to the target height in the first working mode less than the time taken to lift the vehicle body 100 to the target height in the second working mode.

[0336] Figure 27 The diagram illustrates a flowchart of the ECU's processing in the fourth operating mode in some embodiments. This fourth operating module can be an automatic adjustment descent control. First, it determines whether the actual vehicle height is greater than the target vehicle height and exceeds a threshold for a sustained period. If so, the seventh and eighth switching valves 33 and 34, the first oil inlet valve 191, and the second oil return valve 194 are switched to the open state, and the pressure building module 20 is switched from closed to open, at which point the vehicle height increases. Next, it determines whether the difference between the actual vehicle height and the target vehicle height is less than or equal to a threshold for a sustained period. If so, the seventh and eighth switching valves 33 and 34 are switched to the closed state, the first oil inlet valve 191 is switched to the closed state, the second oil return valve 194 is switched to the closed state, and the pressure building module 20 is switched to the closed state, ending the descent control process.

[0337] Figure 29The diagram shows the timeline of the operating states of various valves and pumps in the fourth operating mode in some embodiments. Initially, the third energy storage control valve 158, the first energy storage control valve 155, and the second energy storage control valve 156 are all open; the seventh switch valve 33 and the eighth switch valve 34 are closed; the first oil inlet valve 191 and the second oil return valve 194 are both closed; and the pressure building module 20 is not operating. When descent begins, the seventh switch valve 33 and the eighth switch valve 34 are switched to the open state, the first oil inlet valve 191 and the second oil return valve 194 are both switched to the open state, and the pressure building module 20 is switched from closed to open. At this time, descent continues until the target height is reached (time t9). Then, the seventh switch valve 33 and the eighth switch valve 34 are switched to the closed state, the first oil inlet valve 191 and the second oil return valve 194 are both switched to the closed state, and the pressure building module 20 is switched to the non-operating state, ending the descent control process.

[0338] In some embodiments, when the hydraulic suspension system 300 is in the third working mode, the seventh switching valve 33, the eighth switching valve 34, the second inlet valve 193, and the first return valve 192 are switched to the open state. When the vehicle 1000 is overloaded or an overpressure problem occurs, the pressure building module 20 can be controlled to open to ensure the inflow of oil. At this time, the oil flows through the seventh switching valve 33, through the second inlet valve 193, and then through the second energy storage control valve 156. Part of it enters the lower second energy storage 152, flows through the first energy storage control valve 155, and then flows into the first energy storage 151. The other part flows into the rodless chamber 111B of the shock absorber 11. Due to the pushing action of the oil in the rodless chamber 111B, the oil in the rod chamber 111A flows out. It passes through the first return valve 192 and then through the eighth switching valve 34, and then enters the reservoir 100.

[0339] Thus, the oil in the rod chamber 111A can flow directly into the reservoir 21, where the pressure is relatively low. Meanwhile, the pressure in the rodless chamber 111B is higher due to the continuous oil supply from the pressure-building module 20. The supporting force provided to the vehicle 1000 at this time is the difference between the product of the pressure in the rodless chamber 111B and its effective area, and the product of the pressure in the rod chamber 111A and its effective area. This higher supporting force allows the hydraulic suspension system 300 to lift heavier vehicles 1000, achieving a "Hercules" mode.

[0340] In some embodiments of this application, the hydraulic suspension system 300 further includes a fifth operating mode for raising the height of at least a portion of the wheels 200.

[0341] In one possible structural design, when the hydraulic suspension system 300 is in the fifth operating mode, the oil chamber connecting valve 50 remains closed. When the ECU receives a wheel lift signal, the pressure building module 20 switches to the open state, the seventh switching valve 33 and the eighth switching valve 34 switch to the open state, the first inlet valve 191 and the second return valve 194 switch to the open state, and the third energy storage control valve 158, the second energy storage control valve 156, and the first energy storage control valve 155 all switch to the closed state. The valves of the wheel end control modules 10 of the other wheels remain unchanged. In this way, the oil can flow into the rod chamber 111A of the shock absorber 11 of the left front wheel. As the oil continuously flows into the rod chamber 111A, the piston assembly 112 moves downward (towards the rodless chamber 111B). Then, the oil in the rodless chamber 111B flows back to the reservoir 21 through the fourth switching valve 153, the second return valve 194, and the eighth switching valve 34. As a result, the piston rod gradually extends into the chamber, and the height of the shock absorber assembly gradually decreases, thereby achieving a single-wheel lift of the left front wheel of the vehicle.

[0342] It is understandable that when the vehicle needs to be lifted in multiple rounds, the fifth working mode described above can be executed by controlling the wheel end control module 10 of multiple wheels 200 that urgently need to be lifted, while the valves of the wheel end control module 10 of other wheels 200 that do not need to be lifted remain unchanged. In this way, the multi-round lifting of the vehicle 1000 can be achieved.

[0343] In some embodiments of this application, the stiffness level of the wheel-end control module 10 includes at least one of the following: first-level stiffness, second-level stiffness, third-level stiffness, fourth-level stiffness, fifth-level stiffness, sixth-level stiffness, seventh-level stiffness, and eighth-level stiffness. Table 2 below shows the stiffness level of the wheel-end control module 10 provided in the embodiments of this application and the corresponding operating state of the energy storage assembly 15. Table 2 is used as an example of the left front wheel of the vehicle 1000 for illustration.

[0344] Table 2

[0345]

[0346] Furthermore, it should be noted that in some embodiments of this application, the stiffness level of the wheel-end control module 10 may also include at least one of the following: level nine stiffness, level ten stiffness, and any combination of energy accumulators in the energy accumulator assemblies of the four wheel-end control modules of the vehicle to form a multi-level stiffness constitutes a limitation of this application, which will not be elaborated further here. Thus, by designing multi-level stiffness, comprehensive suspension performance support can be provided for the vehicle 1000. Under normal driving conditions, the lower level of stiffness ensures comfort and basic handling, while under special driving conditions, the higher level of stiffness can quickly adjust the suspension characteristics according to the dynamic changes of the vehicle 1000, enabling the vehicle 1000 to maintain stability, comfort, and precise handling under various driving operations, meeting the performance requirements of different drivers for the vehicle 1000 in different driving scenarios.

[0347] As shown in Table 2, when the wheel end control module 10 is in the first-level stiffness condition, the shock absorber 11 in the wheel end control module 10 is in the working state. Specifically, under the first-level stiffness condition, only the shock absorber and the pressure-reducing accumulator are connected. Due to the non-high pressure state, the pressure-reducing accumulator does not intervene in the operation, and the oil does not flow. At this time, the seventh on / off valve 33 is closed, and the oil in the reservoir 21 and the pipeline are not interconnected. The second oil inlet valve controlled by both sides is in the closed state, and the oil on both sides of the front axle cannot flow, that is, the left front wheel side and the right front wheel side are independent of each other. The second energy storage control valve is in the closed state, and the second energy storage accumulator 151 is in the non-working state. The first energy storage control valve is in the closed state, and the first energy storage accumulator 151 is in the non-working state. This state is the first-level stiffness condition. The descriptions of the other seven stiffness conditions are similar and will not be repeated. Thus, by designing multiple stiffness levels, the vehicle 1000 can be provided with comprehensive suspension performance support. The increase in stiffness levels can further meet the performance requirements of different drivers in different driving scenarios.

[0348] In one possible design, the wheel-end control module 10 applies a first-level or fourth-level stiffness for turning, rapid acceleration, or rapid deceleration conditions; and applies a fourth-level or eighth-level stiffness for driving over speed bumps or falling conditions.

[0349] In some embodiments, see Figure 30 As shown, for rapid acceleration or deceleration conditions, the switching conditions from level one stiffness to level four stiffness include: the acceleration of vehicle 1000 along the first direction is less than the fourth acceleration threshold, and the height difference between the two sides of vehicle body 100 is less than the sixth height threshold. The first direction is the length direction of vehicle body 100. The switching conditions from level four stiffness to level one stiffness include: the acceleration of vehicle 1000 along the first direction is greater than the fourth acceleration threshold, and the height difference between the two sides of vehicle body 100 is less than the sixth height threshold.

[0350] The fourth acceleration threshold and the sixth height threshold can both be preset values, and this application does not limit them.

[0351] In some embodiments, see Figure 31 As shown, for the turning condition, the switching conditions from level one stiffness to level four stiffness include: the acceleration of vehicle 1000 along the second direction is less than the fifth acceleration threshold, and the height difference between the two sides of vehicle body 100 is less than the seventh height threshold, where the second direction is the width direction of vehicle body 100; the switching conditions from level four stiffness to level one stiffness include: the acceleration of vehicle 1000 along the second direction is greater than the fifth acceleration threshold, and the height difference between the two sides of vehicle body 100 is greater than the seventh height threshold.

[0352] The fifth acceleration threshold and the seventh height threshold can both be preset values, and this application does not limit them.

[0353] In some embodiments, see Figure 32 As shown, for driving over speed bumps or falling, the switching conditions from level eight stiffness to level four stiffness include: the acceleration of vehicle 1000 along a third direction is less than the sixth acceleration threshold, and the height difference between the two sides of body 100 is less than the eighth height threshold, where the third direction is the height direction of body 100; the switching conditions from level four stiffness to level eight stiffness include: the acceleration of vehicle 1000 along a third direction is greater than the sixth acceleration threshold, and the height difference between the two sides of body 100 is less than the eighth height threshold, and the pressure value of hydraulic suspension system 300 is greater than the preset pressure value.

[0354] like Figure 33As shown, the corresponding stiffness states differ under different working conditions. Under the cross-axle condition, it is necessary to determine that the acceleration of vehicle 1000 along a third direction is less than the third acceleration threshold, and the height difference between the sides of body 100 is less than the fifth height threshold, at which point the stiffness can be switched from level eight to level four. If the acceleration of vehicle 1000 along a third direction is greater than the third acceleration threshold, and the height difference between the sides of body 100 is greater than the fifth height threshold, and the pressure value of the hydraulic suspension system 300 is greater than the preset pressure value, the stiffness can be switched from level four to level eight. However, in the hydraulic... When the pressure value of the suspension system 300 is less than or equal to the preset pressure value, if the height difference between the two sides of the vehicle body 100 is less than or equal to the fifth height threshold, switch back to the fourth stiffness; if the height difference between the two sides of the vehicle body 100 is greater than the fifth height threshold and less than or equal to the sixth height threshold, switch to the fifth stiffness; if the height difference between the two sides of the vehicle body 100 is greater than the sixth height threshold and less than or equal to the seventh height threshold, switch to the sixth stiffness; if the height difference between the two sides of the vehicle body 100 is greater than the seventh height threshold, switch to the seventh stiffness.

[0355] The following is combined Figures 11-14 , Figures 34-40 The following embodiments of this application describe some of the operating modes of the hydraulic suspension system 300. For ease of description, this application embodiment uses a wheel end control module 10 (i.e., the wheel end control module 10 of the left front wheel) as an example.

[0356] In some embodiments, such as Figure 34 The diagram shows the timeline of the operating states of each valve and pump device in the first operating mode in some embodiments. The first operating mode can be manual vehicle height control. Before the adjustment begins, the third switch valve 14, the second switch valve 13, and the seventh switch valve 33 are all in the closed state, the fourth switch valve 153 and the first switch valve 12 are in the open state, and the pressure building module 20 is in the non-operating state.

[0357] When the ECU receives a manual height adjustment signal, the pressure build-up module 20 switches to the open state, the seventh switching valve 33 switches to the open state, and the second switching valve 13 and the third switching valve 14 switch to the open state. At this time, the suspension height is increasing, the hydraulic pressure is increasing, and the pressure detection device 35 (pressure sensor) measures the hydraulic pressure at the outlet of the seventh switching valve 33 before it is diverted (the inlet of the seventh switching valve 33 is connected to the pressure build-up module 20, and the outlet of the seventh switching valve 33 is connected to the third switching valve 14 and the first switching valve 12).

[0358] It should be noted that after the oil flows through the seventh switching valve 33, it splits into two paths. One path flows into the rod chamber 111A via the first switching valve 12 and the second switching valve 13, while the other path flows into the rodless chamber 111B via the third switching valve 14 and the fourth switching valve 153. In this embodiment, one end of the piston rod can extend into the rod chamber 111A and connect to the piston body, while the other end extends out of the rod chamber 111A and connects to the vehicle body 100. Thus, the piston rod occupies a portion of the area of ​​the piston body acting on the rod chamber 111A. Therefore, the area of ​​the piston body acting on the rod chamber 111A is smaller than the area acting on the rodless chamber 111B. Consequently, as the hydraulic pressure in the rodless chamber 111B increases, the suspension height gradually rises.

[0359] When the suspension height reaches the target height, i.e. at time t2, the second switch valve 13, the third switch valve 14, and the seventh switch valve 33 are all switched to the closed state, and the manual vehicle height control ends.

[0360] In some embodiments not shown in the figure, the first working mode can be manual vehicle height control. Before the adjustment begins, the first switch valve 12, the third switch valve 14, the second switch valve 13, the seventh switch valve 33, and the eighth switch valve 34 are all in the closed state, the fourth switch valve 153 is in the open state, and the pressure building module 20 is in the non-working state.

[0361] When the ECU receives a manual height adjustment signal, the pressure build-up module 20 switches to the open state, the seventh switch valve 33 and the eighth switch valve 34 switch to the open state, and the second switch valve 13 and the third switch valve 14 switch to the open state. At this time, oil enters the rodless chamber 111B and oil exits the rod chamber 111A. The suspension height is rising, the oil pressure is increasing, and the pressure sensor measures the oil pressure at the connection between the seventh switch valve 33 and the third switch valve 14.

[0362] Figure 35 The diagram shows the timeline of the operating states of each valve and pump device in the fourth operating mode in some embodiments. The fourth operating mode can be manually reduced control. Before the adjustment starts, the eighth switch valve 34, the second switch valve 13, and the third switch valve 14 are all in the closed state, and the pressure building module 20 is in the non-operating state.

[0363] When the ECU receives a manual lowering signal, i.e. at time t3, the pressure build-up module 20 switches to the open state, the eighth switch valve 34 switches to the open state, the second switch valve 13 switches to the open state, and the third switch valve 14 switches to the open state until the suspension height reaches the target height, i.e. at time t4. At this time, the eighth switch valve 34 switches to the closed state, the second switch valve 13 switches to the closed state, and the third switch valve 14 switches to the closed state, and the manual lowering control ends.

[0364] Figure 36 The flowcharts illustrating the ECU's processing in the second operating mode in some embodiments are shown. The operating module here can be an automatic lifting control module. First, it determines whether the actual vehicle height is less than the target vehicle height but greater than a threshold for a sustained period. If so, the seventh switch valve 33, the third switch valve 14, and the second switch valve 13 are switched to the open state, and the pressure building module 20 switches from closed to open, at which point the vehicle height rises. Then, it determines whether the difference between the actual vehicle height and the target vehicle height is less than or equal to the threshold for a sustained period. If so, the seventh switch valve 33, the third switch valve 14, and the second switch valve 13 are switched to the closed state, and the pressure building module 20 switches to the closed state, ending the lifting control process. The manual lifting mode follows the same logic as the automatic lifting control module.

[0365] Figure 37 The diagram illustrates a flowchart of the ECU's processing in the fourth operating mode in some embodiments. This module can be an automatic adjustment descent control. First, it determines whether the actual vehicle height is greater than the target vehicle height and exceeds a threshold for a sustained period. If so, the second switching valve 13, the third switching valve 14, and the eighth switching valve 34 are all switched to the open state, causing the vehicle height to rise. Then, it determines whether the difference between the actual vehicle height and the target vehicle height is less than or equal to the threshold for a sustained period. If so, the second switching valve 13, the third switching valve 14, and the eighth switching valve 34 are all switched to the closed state, ending the descent control process.

[0366] In one possible design, when the hydraulic suspension system 300 is in the third working mode, if the vehicle 1000 is overloaded or experiences overpressure, the first switching valve 12 is closed, while the seventh switching valve 33, the second switching valve 13, the fourth switching valve 153, the third switching valve 14, and the eighth switching valve 34 are all open. At this time, the oil in the reservoir 21 flows into the rodless chamber 111B through the seventh switching valve 33 and the third switching valve 14, and the oil in the rod chamber 111A flows into the reservoir 21 through the second switching valve 13 and the eighth switching valve 34. This allows the shock absorber 11 to receive oil in the rodless chamber 111B and return oil to the rod chamber 111A, thereby achieving the lifting function in the Hercules mode.

[0367] Thus, the oil in the rod chamber 111A can flow directly into the reservoir 21, where the pressure is relatively low. Meanwhile, the pressure in the rodless chamber 111B is higher due to the continuous oil supply from the pressure-building module 20. The supporting force provided to the vehicle 1000 at this time is the difference between the product of the pressure in the rodless chamber 111B and its effective area, and the product of the pressure in the rod chamber 111A and its effective area. This higher supporting force allows the hydraulic suspension system 300 to lift heavier vehicles 1000, achieving a "Hercules" mode.

[0368] In some embodiments of this application, the hydraulic suspension system 300 further includes a fifth operating mode for raising the height of at least a portion of the wheels 200.

[0369] In one possible structural design, when the hydraulic suspension system 300 is in the fifth operating mode, the oil chamber connecting valve 50 remains closed. When the ECU receives a wheel lifting signal, the pressure building module 20 switches to the open state, the seventh switching valve 33 switches to the open state, and the third switching valve 12 and the second switching valve 13 switch to the open state. The valves of the wheel end control modules 10 of other wheels remain unchanged. In this way, the oil in the reservoir 21 can enter the rod chamber 111A of the shock absorber 11 through the seventh switching valve 33, the third switching valve 12, and the second switching valve 13. The pressure in the rod chamber 111A is greater than the pressure in the rodless chamber 111B, thereby pushing the piston assembly 112 to move towards the shock absorber body 111. After moving a certain distance, the third switching valve 12 and the second switching valve 13 are closed, and the second switching valve 13 and the eighth switching valve 34 are opened, thereby achieving a wheel lift of a certain distance. By repeatedly performing the above operations, the left front wheel of the vehicle 1000 can be lifted individually.

[0370] It is understandable that when the vehicle needs to be lifted in multiple rounds, the fifth working mode described above can be executed by controlling the wheel end control module 10 of multiple wheels 200 that urgently need to be lifted, while the valves of the wheel end control module 10 of other wheels 200 that do not need to be lifted remain unchanged. In this way, the multi-round lifting of the vehicle 1000 can be achieved.

[0371] In some embodiments of this application, the stiffness level of the wheel-end control module 10 includes at least one of the following: first-level stiffness, second-level stiffness, third-level stiffness, fourth-level stiffness, and fifth-level stiffness. Table 3 below shows the stiffness level of the wheel-end control module 10 provided in the embodiments of this application and the corresponding working state of the energy storage assembly 15. Table 3 is used as an example of the left front wheel of the vehicle 1000 for illustration.

[0372] Table 3

[0373]

[0374] Furthermore, it should be noted that in some embodiments of this application, the stiffness level of the wheel-end control module 10 may also include at least one of the following: level six stiffness, level seven stiffness, level eight stiffness, level nine stiffness, and level ten stiffness. Any combination of energy accumulators in the energy accumulator assemblies of the four wheel-end control modules of the vehicle constituting a multi-level stiffness is a limitation of this application, and will not be elaborated further here. Thus, by designing multi-level stiffness, comprehensive suspension performance support can be provided for the vehicle 1000. Under normal driving conditions, lower-level stiffness ensures comfort and basic handling, while under special driving conditions, higher-level stiffness can quickly adjust the suspension characteristics according to the dynamic changes of the vehicle 1000, enabling the vehicle 1000 to maintain stability, comfort, and precise handling under various driving operations, meeting the performance requirements of different drivers in different driving scenarios.

[0375] As shown in Table 3, when the wheel end control module 10 is in the first-level stiffness condition, the shock absorber 11 in the wheel end control module 10 is in the working state. Specifically, under the first-level stiffness condition, only the shock absorber 11, the first accumulator 151, and the first pressure-reducing accumulator valve 154 are connected. Due to the non-high pressure condition, the first pressure-reducing accumulator valve 154 does not engage, and the oil does not flow. At this time, the seventh and eighth opening valves 33 and 34 are closed, and the oil in the reservoir 21 and the pipeline are not interconnected. The third and second switching valves 14 and 13 controlled by both sides are both in the closed state. At this time, the oil on both sides of the front axle cannot flow, that is, the left front wheel side and the right front wheel side are independent of each other. At this time, the first accumulator 151 is in the working state. Since the fourth switching valve 153 is in the closed state, the second accumulator 151 is in the non-working state. This state is the first-level stiffness condition. In the second-level stiffness condition, the first accumulator 151 is in operation. Since the fourth switching valve 153 is open, the second accumulator 152 is also in operation. This is the second-level stiffness condition. In the third-level stiffness condition, due to higher pressure, the first pressure-reducing accumulator valve 154 engages. Other conditions are the same as in the second-level stiffness condition. This is the third-level stiffness condition. In the fourth-level stiffness condition, the first accumulator 151 is in operation. Since the fourth switching valve 153 of the left front wheel is open, the second accumulator 152 of the left front wheel is in operation. Since the second switching valves 13 of the left and right front wheels are open, and the fourth switching valve 153 of the right front wheel is closed, the second accumulator 152 of the right front wheel is in operation. This is the fourth-level stiffness condition. In the fifth-level stiffness condition, due to higher pressure, the first pressure-reducing accumulator valve 154 engages. Other conditions are the same as in the fourth-level stiffness condition. This is the fifth-level stiffness condition.

[0376] Other stiffness descriptions are similar and will not be elaborated upon. Thus, by designing multiple stiffness levels, the vehicle 1000 can be provided with comprehensive suspension performance support. The increase in stiffness levels can further meet the performance requirements of different drivers in different driving scenarios.

[0377] In one possible design, the wheel-end control module 10 applies first-level or second-level stiffness for turning, rapid acceleration, or rapid deceleration conditions; and applies fourth-level or eighth-level stiffness for driving over speed bumps or falling conditions.

[0378] In some embodiments, see Figure 38 As shown, for rapid acceleration or deceleration conditions, the switching conditions from Level 1 stiffness to Level 2 stiffness include: the acceleration of vehicle 1000 along the first direction is less than the seventh acceleration threshold, and the height difference between the two sides of vehicle body 100 is less than the ninth height threshold. The first direction is the length direction of vehicle body 100. The switching conditions from Level 2 stiffness to Level 1 stiffness include: the acceleration of vehicle 1000 along the first direction is greater than the seventh acceleration threshold, and the height difference between the two sides of vehicle body 100 is less than the ninth height threshold.

[0379] The seventh acceleration threshold and the ninth height threshold can both be preset values, and this application does not limit them.

[0380] In some embodiments, see Figure 39 As shown, for the turning condition, the switching conditions from first-level stiffness to second-level stiffness include: the acceleration of vehicle 1000 along the second direction is less than the eighth acceleration threshold, and the height difference between the two sides of vehicle body 100 is less than the tenth height threshold, where the second direction is the width direction of vehicle body 100; the switching conditions from second-level stiffness to first-level stiffness include: the acceleration of vehicle 1000 along the second direction is greater than the eighth acceleration threshold, and the height difference between the two sides of vehicle body 100 is less than the tenth height threshold.

[0381] The eighth acceleration threshold and the tenth height threshold can both be preset values, and this application does not limit them.

[0382] In some embodiments, see Figure 40As shown, for driving over speed bumps or falling, the switching conditions from level three stiffness to level two stiffness include: the acceleration of vehicle 1000 along the third direction is less than the ninth acceleration threshold, the height difference between the two sides of vehicle body 100 is less than the eleventh height threshold, and the pressure value of hydraulic suspension system 300 is greater than the preset pressure value, where the third direction is the height direction of vehicle body 100; the switching conditions from level two stiffness to level three stiffness include: the acceleration of vehicle 1000 along the third direction is greater than the ninth acceleration threshold, and the height difference between the two sides of vehicle body 100 is less than the ninth height threshold.

[0383] The ninth acceleration threshold, the eleventh height threshold, and the preset pressure value can all be pre-set values, and this application does not limit them.

[0384] See Figure 1 As shown, a vehicle 1000 according to other embodiments of this application includes the hydraulic suspension system 300 described above.

[0385] According to other embodiments of the present application, the hydraulic suspension system 300 of the vehicle 1000, through at least three pressure-building modules 20, a main control module 30, and multiple wheel-end control modules 10 corresponding to the wheels 200 of the vehicle 1000, can more precisely control the flow of oil to the rod chamber 111A and the rodless chamber 111B of the shock absorber 11 according to the actual road conditions and load conditions of different wheels 200, so as to achieve fine adjustment of different wheels 200 and improve the handling stability and ride comfort of the vehicle 1000.

[0386] In some embodiments of this application, see Figure 1 As shown, the vehicle 1000 also includes a body 100 and wheels 200. The hydraulic suspension system 300 is located between the body 100 and the wheels 200 to transmit the forces and torques acting between the body 100 and the wheels 200, and to buffer the impact forces on the body 100 during the driving of the vehicle 1000, so as to ensure that the vehicle 1000 drives smoothly.

[0387] In understanding the scope of this application, the term "comprising" and its derivatives, as used herein, are intended to be open-ended terms that specify the presence of a described feature, element, component, group, whole, and / or step, but do not exclude the presence of other undescribed features, elements, components, groups, wholes, and / or steps. This concept also applies to words with similar meanings, such as the terms "comprising," "having," and their derivatives.

[0388] The term "attached" or "joined" as used herein includes: a construction in which one element is directly fixed to another element by fixing it directly to another element; a construction in which one element is indirectly fixed to another element by fixing it to an intermediate member, which in turn is fixed to another element; and a construction in which one element is integral with another element, that is, one element is substantially part of another element. This definition also applies to words with similar meanings, such as "connect," "joint," "couple," "install," "adhere," "fix," and their derivatives. Finally, degree terms such as "substantially," "approximately," and "approximately" as used herein indicate the amount of deviation from which modifications to the terminology do not significantly alter the final result.

[0389] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used herein is for descriptive purposes only and is not intended to limit the scope of this application. Features described in one embodiment may be applied, alone or in combination with other features, to another embodiment, unless that feature is not applicable in that other embodiment or is otherwise stated.

[0390] The invention has been described through the above embodiments; however, it should be understood that the above embodiments are for illustrative purposes only and are not intended to limit this application to the described embodiments. Furthermore, those skilled in the art will understand that this application is not limited to the above embodiments, and many more variations and modifications can be made based on the teachings of this application, all of which fall within the scope of protection claimed in this application.

Claims

1. A hydraulic suspension system (300), characterized in that, include: At least three pressure-building modules (20), each of the pressure-building modules (20) including a reservoir (21) for storing oil; Main control module (30), each set of pressure building modules (20) is connected to one set of main control modules (30); and Multiple wheel-end control modules (10) corresponding to the wheels of the vehicle, each pressure-building module (20) is connected to at least one wheel-end control module (10) through the corresponding main control module (30), each wheel-end control module (10) is connected to a corresponding shock absorber (11), the shock absorber (11) includes a rod chamber (111A) and a rodless chamber (111B) that are isolated from each other, the oil in the reservoir (21) flows through the main control module (30) and the wheel-end control module (10) to at least one of the rod chamber (111A) and the rodless chamber (111B), and / or, the oil in at least one of the rod chamber (111A) and the rodless chamber (111B) flows through the main control module (30) and the wheel-end control module (10) to the reservoir (21).

2. The hydraulic suspension system (300) according to claim 1, characterized in that, The hydraulic suspension system (300) further includes: at least one oil chamber passage (501), each of the oil chamber passages (501) is used to connect two sets of pressure building modules (20), and an oil chamber connecting valve (50) is provided on the oil chamber passage (501), the oil chamber connecting valve (50) is used to control the on / off of the two pressure building modules (20) connected to the oil chamber passage (501).

3. The hydraulic suspension system (300) according to claim 1, characterized in that, The hydraulic suspension system (300) further includes a central control cylinder (40), which is connected to multiple sets of wheel end control modules (10) and is adapted to balance the pressure of the multiple sets of wheel end control modules (10).

4. The hydraulic suspension system (300) according to claim 1, characterized in that, The wheel end control module (10) includes a first branch (101) and a second branch (102); the first branch (101) is connected between the liquid storage device (21) and the rod chamber (111A); the second branch (102) is connected between the liquid storage device (21) and the rodless chamber (111B).

5. The hydraulic suspension system (300) according to claim 4, characterized in that, The wheel end control module (10) further includes a first oil inlet branch (103) and a first oil return branch (104). The first oil inlet branch (103) and the first oil return branch (104) are arranged in parallel and connected between the first branch (101) and the liquid storage device (21). The first oil inlet branch (103) is provided with a first oil inlet valve (191). The first oil inlet valve (191) is used to allow the oil in the liquid storage device (21) to flow into the rod chamber (111A) through the first oil inlet valve (191). The first oil return branch (104) is provided with a first oil return valve (192). The first oil return valve (192) is used to allow the oil in the rod chamber (111A) to flow into the liquid storage device (21) through the first oil return valve (192).

6. The hydraulic suspension system (300) according to claim 4, characterized in that, The wheel end control module (10) further includes a second oil inlet branch (105) and a second oil return branch (106). The second oil inlet branch (105) and the second oil return branch (106) are arranged in parallel and connected between the second branch (102) and the liquid storage device (21). The second oil inlet branch (105) is provided with a second oil inlet valve (193). The second oil inlet valve (193) is used to allow the oil in the liquid storage device (21) to flow into the rodless chamber (111B) through the second oil inlet valve (193). The second oil return branch (106) is provided with a second oil return valve (194). The second oil return valve (194) is used to allow the oil in the rodless chamber (111B) to flow into the liquid storage device (21) through the second oil return valve (194).

7. The hydraulic suspension system (300) according to claim 4, characterized in that, The wheel end control module (10) further includes a second switching valve (13) connected between the first branch (101) and the liquid storage device (21), the second switching valve (13) being adapted to connect or block the flow path between the liquid storage device (21) and the first branch (101).

8. The hydraulic suspension system (300) according to claim 4, characterized in that, The wheel end control module (10) further includes a third switching valve (14) connected between the second branch (102) and the liquid storage device (21), the third switching valve (14) being adapted to connect or block the flow path between the liquid storage device (21) and the second branch (102).

9. The hydraulic suspension system (300) according to claim 4, characterized in that, The wheel end control module (10) further includes a first regulating valve (171) and a first check valve (172) disposed on the first branch (101), wherein the first check valve (172) and the first regulating valve (171) are disposed in parallel. The first regulating valve (171) is adapted to regulate the damping of the first branch (101), and the first check valve (172) is adapted to allow the oil on the first branch (101) to flow into the rod chamber (111A) through the first check valve (172).

10. The hydraulic suspension system (300) according to claim 4, characterized in that, The wheel end control module (10) further includes a second regulating valve (181) and a second check valve (182) disposed on the second branch (102), wherein the second check valve (182) and the second regulating valve (181) are disposed in parallel. The second regulating valve (181) is adapted to regulate the damping of the second branch (102), and the second check valve (182) is adapted to allow the oil on the second branch (102) to flow into the rodless chamber (111B) through the second check valve (172).

11. The hydraulic suspension system (300) according to claim 4, characterized in that, The wheel end control module (10) further includes an energy storage assembly (15), which is disposed on the first branch (101) and / or the second branch (102), and the energy storage assembly (15) is adapted to adjust the damping or stiffness of the shock absorber (11).

12. The hydraulic suspension system (300) according to claim 11, characterized in that, The accumulator assembly (15) includes a first accumulator (151) and a second accumulator (152), the first accumulator (151) and the second accumulator (152) are disposed on the second branch (102), and the first accumulator (151) is connected between the second accumulator (152) and the rodless chamber (111B).

13. The hydraulic suspension system (300) according to claim 12, characterized in that, The second branch (102) is also provided with a first energy storage control valve (155), which is connected between the first energy storage device (151) and the rodless chamber (111B) and is used to connect or block the flow path between the first energy storage device (151) and the rodless chamber (111B).

14. The hydraulic suspension system (300) according to claim 12, characterized in that, The second branch (102) is provided with a second energy storage control valve (156), which is connected between the second energy storage device (152) and the rodless chamber (111B) and is used to connect or block the flow path between the second energy storage device (152) and the rodless chamber (111B).

15. The hydraulic suspension system (300) according to claim 12, characterized in that, The accumulator assembly (15) further includes a fourth switching valve (153) connected between the first accumulator (151) and the second accumulator (152), and the fourth switching valve (153) is adapted to connect or block the flow path between the first accumulator (151) and the second accumulator (152).

16. The hydraulic suspension system (300) according to claim 12, characterized in that, The accumulator assembly (15) further includes a first depressurized accumulator (154), which is connected between the rodless chamber (111B) and the first accumulator (151).

17. The hydraulic suspension system (300) according to claim 12, characterized in that, The energy storage assembly (15) includes a third energy storage unit (157) disposed on the first branch (101).

18. The hydraulic suspension system (300) according to claim 17, characterized in that, The first branch (101) is provided with a third energy storage control valve (158), which is connected between the third energy storage device (157) and the rod chamber (111A) and is used to connect or block the flow path between the third energy storage device (157) and the rod chamber (111A).

19. The hydraulic suspension system (300) according to any one of claims 4-18, characterized in that, The wheel end control module (10) further includes a first switching valve (12), the first end of the first switching valve (12) is connected to the first branch (101), the second end of the first switching valve (12) is connected to the second branch (102), and the first switching valve (12) is used to connect or block the flow path between the first branch (101) and the second branch (102).

20. The hydraulic suspension system (300) according to claim 19, characterized in that, The main control module (30) includes a third branch (301) and a fourth branch (302). The first end (301A) of the third branch (301) is connected to the liquid storage device (21), and the second end (301B) of the third branch (301) is adapted to be connected to the first branch (101) and / or the second branch (102). The first end (302A) of the fourth branch (302) is connected to the liquid storage device (21), and the second end (302B) of the fourth branch (302) is adapted to be connected to the first branch (101) and / or the second branch (102).

21. The hydraulic suspension system (300) according to claim 20, characterized in that, The main control module (30) further includes a fifth switching valve (31) connected between the third branch (301) and the fourth branch (302), the fifth switching valve (31) being adapted to connect or block the flow path between the third branch (301) and the fourth branch (302).

22. The hydraulic suspension system (300) according to claim 20, characterized in that, The main control module (30) further includes a sixth switching valve (32), one end of which is connected to the second end (301B) of the third branch (301) and the other end of which is connected to the first end (302A) of the fourth branch (302). The sixth switching valve (32) is adapted to connect or block the flow path between the second end (301B) of the third branch (301) and the first end (302A) of the fourth branch (302).

23. The hydraulic suspension system (300) according to claim 20, characterized in that, The main control module (30) also includes a seventh switching valve (33) disposed between the first end (301A) and the second end (301B) of the third branch (301).

24. The hydraulic suspension system (300) according to claim 23, characterized in that, The main control module (30) also includes an eighth switching valve (34) disposed between the first end (302A) and the second end (302B) of the fourth branch (302).

25. The hydraulic suspension system (300) according to claim 20, characterized in that, The main control module (30) also includes a pressure detection device (35) disposed on the third branch (301), the pressure detection device (35) being adapted to detect the pressure of the oil flowing out of the liquid storage device (21).

26. The hydraulic suspension system (300) according to claim 25, characterized in that, The main control module (30) also includes a shuttle valve (36), which includes a first input port (361) connected to the first end (301A) of the third branch (301), a second input port (362) connected to the second end (301B) of the third branch (301), and an output port (363) connected to the pressure detection device (35).

27. The hydraulic suspension system (300) according to claim 20, characterized in that, The pressure building module (20) includes an oil pump (22), a fifth branch (201), and a third check valve (23) connected between the third branch (301) and the oil pump (22). The third check valve (23) is adapted to prevent the oil in the third branch (301) from flowing back to the oil pump (22). One end of the fifth branch (201) is connected between the third branch (301) and the third check valve (23), and the other end is connected to the liquid storage device (21).

28. The hydraulic suspension system (300) according to claim 27, characterized in that, The pressure building module (20) also includes a second pressure-reducing accumulator (25) connected between the third branch (301) and the third one-way valve (23).

29. The hydraulic suspension system (300) according to claim 27, characterized in that, The pressure building module (20) also includes a seventh branch (203), a control accumulator (29), and a control valve (291) connected to the seventh branch (203). One end of the seventh branch (203) is connected to the third branch (301), and the other end is connected to the control accumulator (29). The control valve (291) is adapted to introduce the high-pressure oil in the control accumulator (29) into the third branch (301) when it is opened.

30. The hydraulic suspension system (300) according to claim 27, characterized in that, The pressure building module (20) includes an eighth branch (204) and an overpressure protection valve (292). The overpressure protection valve (292) is connected to the eighth branch (204). One end of the eighth branch (204) is connected to the third branch (301), and the other end is connected to the liquid storage device (21). The overpressure protection valve (292) is adapted to allow the high-pressure oil in the third branch (301) to flow into the liquid storage device (21) when it is opened.

31. The hydraulic suspension system (300) according to claim 27, characterized in that, The pressure building module (20) also includes an oil temperature detection device (28), which is installed on the liquid storage device (21) and is used to detect the oil temperature in the liquid storage device (21).

32. The hydraulic suspension system (300) according to claim 1, characterized in that, There are four sets of the pressure building module (20), the main control module (30) and the wheel end control module (10). Each set of the pressure building module (20) is connected to the corresponding wheel end control module (10) through the corresponding main control module (30).

33. The hydraulic suspension system (300) according to claim 1, characterized in that, There are three sets of pressure-building modules (20) and three sets of main control modules (30), and four sets of wheel-end control modules (10). The two sets of wheel-end control modules (10) corresponding to the two front wheels of the vehicle are connected to one set of main control modules (30) through one set of pressure-building modules (20), and the two sets of wheel-end control modules (10) corresponding to the two rear wheels of the vehicle are connected to the corresponding pressure-building modules (20) through the corresponding main control modules (30).

34. The hydraulic suspension system (300) according to claim 1, characterized in that, There are three sets of pressure-building modules (20) and three sets of main control modules (30), and four sets of wheel-end control modules (10). The two sets of wheel-end control modules (10) corresponding to the two rear wheels of the vehicle are connected to one set of main control modules (30) through one set of pressure-building modules (20), and the two sets of wheel-end control modules (10) corresponding to the two front wheels of the vehicle are connected to the corresponding pressure-building modules (20) through the corresponding main control modules (30).

35. A vehicle (1000), characterized in that, Includes the hydraulic suspension system (300) as described in any one of claims 1-34.

Images