Full-active suspension system based on servo electromagnetic valve switching

Abstract

The utility model relates to a full-active suspension system based on servo electromagnetic valve switching. The full-active suspension system comprises an oil damper, a sensor, a servo electromagnetic valve, a pressure reducing valve, an unloading valve, an oil pump, an oil tank, a pressure sensor I and a pressure control electromagnetic valve. The oil pump is connected with all the assemblies through pipelines, the flow direction of hydraulic oil is determined by switching of different potentials of the servo electromagnetic valve, and therefore the damping effect of the oil damper is controlled. The vehicle-mounted system determines that the oil damper is in a stretching or compression stage according to the actual speed, detected by the sensor, of the oil damper, controls the servo electromagnetic valve to be switched, and meanwhile adjusts the pressure of hydraulic oil through the pressure control electromagnetic valve. The oil damper solves the technical problem that in the prior art, damping force of an oil damper cannot be accurately controlled, and comfort of a vehicle is affected.

Description

Technical Field

[0001] The utility model belongs to the technical field of shock absorbers, and particularly relates to a fully active suspension system based on servo solenoid valve switching. Background Art

[0002] The harm caused by the vibration of the vehicle body during vehicle driving to the driver and passengers cannot be ignored. With the increasing demand for material life, the comfort of vehicle driving has attracted more and more attention inside and outside the industry.

[0003] During vehicle driving, the vertical impact vibration caused by the unevenness of the rail surface is transmitted to the vehicle body through the wheelset (wheel) and the bogie (axle). The lateral vibration between the wheelset and the rail surface will also be transmitted to the vehicle body through the bogie. To attenuate the vibration energy and improve the driving comfort of the vehicle, the currently widely used design is to configure a primary vertical hydraulic shock absorber between the bogie and the wheel, a secondary vertical hydraulic shock absorber between the vehicle body and the bogie, a secondary lateral hydraulic shock absorber between the vehicle body and the bogie, and an anti-hunting hydraulic shock absorber between the vehicle body underframe and the bogie frame.

[0004] The hydraulic shock absorber generates a damping force by using the resistance of the flow of hydraulic oil through the principle of small-hole damping to suppress vibration. Using the traditional small-hole damping principle, the actual required damping force cannot be accurately output, and it is difficult to improve the comfort of the vehicle. Summary of the Utility Model

[0005] Aiming at the deficiencies in the related technologies, to solve the technical problem that the damping force of the hydraulic shock absorber in the prior art cannot be accurately controlled, affecting the comfort of the vehicle. The utility model provides a fully active suspension system based on servo solenoid valve switching.

[0006] In a possible implementation, a fully active suspension system based on servo solenoid valve switching is provided, including: an oil pressure shock absorber, sensors, a servo solenoid valve, a pressure reducing valve, a pressure relief valve, an oil pump, a fuel tank, a pressure sensor I, and a pressure control solenoid valve; the inlet of the oil pump is connected to the outlet of the fuel tank, and the outlet of the oil pump is sequentially connected to the inlets of the pressure relief valve and the pressure reducing valve through a pipeline, and the outlet of the pressure reducing valve is connected to the inlet of the pressure control solenoid valve; the outlet of the pressure control solenoid valve is connected to the E port of the servo solenoid valve through the pressure sensor I, the F port of the servo solenoid valve is connected to the fuel tank, and the C port and the D port of the servo solenoid valve are respectively connected to the A port and the B port of the oil pressure shock absorber, and the sensors are arranged on the oil pressure shock absorber for detecting the actual speed of the oil pressure shock absorber; the servo solenoid valve has a first potential a and a second potential b, and when at the first potential a and the second potential b, the connecting pipelines of the two inlets and the two outlets intersect, so that when at the first potential a, the F port and the C port of the servo solenoid valve are conducted, and the D port and the E port are conducted; when at the second potential b, the E port and the C port of the servo solenoid valve are conducted, and the F port and the D port are conducted; when at the first potential a, the hydraulic oil flows out from the A port of the oil pressure shock absorber and flows into the fuel tank through the servo solenoid valve; when at the second potential b, the hydraulic oil flows out from the B port of the oil pressure shock absorber and flows into the fuel tank through the servo solenoid valve; wherein, there are two or more sets of the oil pressure shock absorber, sensors, servo solenoid valve, pressure sensor I, and pressure control solenoid valve, and the inlets of two or more pressure control solenoid valves are commonly connected to the outlet of the pressure reducing valve; it further includes: a vehicle-mounted system configured to determine whether the oil pressure shock absorber is in the stretching stage or the compression stage according to the actual speed of the oil pressure shock absorber detected by the sensors, and control the servo solenoid valve to switch to the first potential a or the second potential b according to the stage of the oil pressure shock absorber; the vehicle-mounted system is further configured to: control the opening degree of the pressure control solenoid valve according to the pressure of the hydraulic oil in the pipeline detected by the pressure sensor I to adjust the pressure of the hydraulic oil in the pipeline.

[0007] In a possible implementation, the overflow port of the pressure relief valve is connected to the inlet of the fuel tank.

[0008] In a possible implementation, the vehicle-mounted system is further configured to: control the opening degree of the servo solenoid valve according to the vibration data imported externally to adjust the flow rate of the hydraulic oil in the pipeline.

[0009] In a possible implementation, it further includes: a pressure sensor II connected between the pressure reducing valve and the pressure relief valve for detecting the pressure of the pipeline; the vehicle-mounted system is further configured to: control the opening degree of the pressure control solenoid valve according to the pressure of the hydraulic oil in the pipeline detected by the pressure sensor II to adjust the pressure of the hydraulic oil in the pipeline.

[0010] In a possible implementation, the return port of the pressure reducing valve is connected to the inlet of the fuel tank.

[0011] In a possible implementation, it further includes: an accumulator connected between the pressure reducing valve and the unloading valve, and is used for storing and releasing hydraulic energy in the full active suspension system.

[0012] In a possible implementation, it further includes: a filter connected between the oil pump and the fuel tank.

[0013] Based on the above technical solution, for the full active suspension system based on servo solenoid valve switching of the present utility model, through the coordinated operation of the oil pressure shock absorber, sensors, servo solenoid valve, pressure sensor I, pressure controller, pressure reducing valve, unloading valve, oil pump and fuel tank, it solves the problem of real-time adjustment of the shock absorption effect of the suspension system under different road conditions, and improves the stability and comfort of the vehicle; the on-vehicle system judges whether the shock absorber is in the stretching or compressing stage according to the actual speed of the oil pressure shock absorber detected by the sensor, and controls the servo solenoid valve to switch to the corresponding potential to change the flow direction of the hydraulic oil in the shock absorber; when the servo solenoid valve is at the first potential a, the hydraulic oil flows through the E port and D port of the servo solenoid valve and the B port of the oil pressure shock absorber according to the set path and enters the shock absorber cylinder. At this time, the hydraulic oil on the other side of the oil pressure shock absorber flows into the fuel tank through the A port, C port and F port of the servo solenoid valve, thereby realizing the stretching control of the shock absorber; when at the second potential b, the hydraulic oil flows into the fuel tank through the servo solenoid valve, shock absorber A port and shock absorber B port, realizing the compression / retraction control of the shock absorber; when the servo solenoid valve is at the second potential b, the oil circuit is switched reversely, realizing the precise adjustment of the suspension system. Description of the Drawings

[0014] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The schematic embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation to the present invention. In the drawings:

[0015] Figure 1 is the oil circuit connection diagram of the full active suspension system based on servo solenoid valve switching according to an embodiment of the present utility model;

[0016] Figure 2 is the control system connection diagram of the full active suspension system based on servo solenoid valve switching according to an embodiment of the present utility model;

[0017] Figure 3 is the control system connection diagram of the full active suspension system based on servo solenoid valve switching according to another embodiment of the present utility model.

[0018] In the figure:

[0019] 1. Hydraulic shock absorber; 2. Sensor; 31. Servo solenoid valve; 5. Pressure reducing valve; 6. Unloading valve; 7. Oil pump; 8. Fuel tank; 9. Pressure sensor I; 10. Pressure control solenoid valve; 11. Pressure sensor II; 12. Accumulator; 13. Filter. Detailed implementation manners

[0020] The following will clearly and completely describe the technical solutions in the embodiments in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0021] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "center", "transverse", "longitudinal", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation of the present invention.

[0022] The terms "first", "second", "third" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first", "second", "third" may explicitly or implicitly include one or more of such features.

[0023] In the description of the present invention, it should be noted that unless otherwise clearly specified and limited, the terms "installed", "connected", "connected" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be directly connected, or indirectly connected through an intermediate medium, and it may be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0024] In order to solve the technical problem in the prior art that the damping force of the hydraulic shock absorber cannot be accurately controlled, affecting the comfort of the vehicle. This application proposes a fully active suspension system based on the switching of the servo solenoid valve.

[0025] See Figure 1 and Figure 2, in a possible implementation, a fully active suspension system based on servo solenoid valve switching includes: an oil pressure shock absorber 1, a sensor 2, a servo solenoid valve 31, a pressure reducing valve 5, a relief valve 6, an oil pump 7, a fuel tank 8, a pressure sensor I 9, and a pressure control solenoid valve 10; the inlet of the oil pump 7 is connected to the outlet of the fuel tank 8, and the outlet of the oil pump 7 is sequentially connected to the inlet of the relief valve 6 and the inlet of the pressure reducing valve 5 through a pipeline, and the outlet of the pressure reducing valve 5 is connected to the inlet of the pressure control solenoid valve 10; the outlet of the pressure control solenoid valve 10 is connected to the E port of the servo solenoid valve 31 through the pressure sensor I 9, the F port of the servo solenoid valve 31 is connected to the fuel tank 8, and the C port and D port of the servo solenoid valve 31 are respectively connected to the A port and B port of the oil pressure shock absorber 1; the sensor 2 is installed on the oil pressure shock absorber 1 for detecting the actual speed of the oil pressure shock absorber 1; the servo solenoid valve 31 has a first potential a and a second potential b, the F port and C port of the servo solenoid valve 31 are conducting, and the D port and E port are conducting; at the second potential b, the E port and C port of the servo solenoid valve 31 are conducting, and the F port and D port are conducting;

[0026] At the first potential a, the hydraulic oil flows through the E port and D port of the servo solenoid valve 31 from the outlet of the pressure control solenoid valve 10 and enters the B port of the oil pressure shock absorber 1, and enters the shock absorber cylinder. At this time, the hydraulic oil on the other side of the oil pressure shock absorber 1 flows through the A port, the C port and F port of the servo solenoid valve 31 and into the fuel tank 8; at the second potential b, the hydraulic oil flows through the E port and C port of the servo solenoid valve 31 from the outlet of the pressure control solenoid valve 10 and enters the A port of the oil pressure shock absorber 1 through the A port, and enters the shock absorber cylinder. At this time, the hydraulic oil on the other side of the oil pressure shock absorber 1 flows through the B port, the D port and F port of the servo solenoid valve 31 and into the fuel tank 8; there are two or more sets of the oil pressure shock absorber 1, the sensor 2, the servo solenoid valve 31, the pressure sensor I 9 and the pressure control solenoid valve 10, and the inlets of multiple pressure control solenoid valves 10 are commonly connected to the outlet of the pressure reducing valve 5; the system further includes a vehicle-mounted system, which determines whether the oil pressure shock absorber 1 is in the stretching stage or the compression stage according to the actual speed of the oil pressure shock absorber 1 detected by the sensor 2, and controls the servo solenoid valve 31 to switch to the first potential a or the second potential b according to the stage of the oil pressure shock absorber 1; the vehicle-mounted system also controls the opening degree of the pressure control solenoid valve 10 according to the pressure of the hydraulic oil in the pipeline detected by the pressure sensor I 9 to adjust the pressure of the hydraulic oil in the pipeline.

[0027] When the servo solenoid valve 31 is at the first potential a, the oil pressure shock absorber 1 stretches, and the liquid on the back of the oil pressure shock absorber 1 flows out through the A port, enters the servo solenoid valve 31, and flows into the fuel tank 8.

[0028] When the servo solenoid valve 31 is at the first potential b, the oil pressure shock absorber 1 contracts, and the liquid on the back of the oil pressure shock absorber 1 flows out through the B port, enters the servo solenoid valve 31, and flows into the fuel tank 8.

[0029] Through the real-time control of the vehicle-mounted system, according to the different working stages (tension or compression / retraction) of the hydraulic shock absorber, the position of the servo solenoid valve is switched, thereby controlling the flow direction and pressure of the hydraulic oil to achieve dynamic adjustment of the shock absorber. The switching of the servo solenoid valve enables the hydraulic oil to switch the flow direction between port A and port B of the shock absorber to adapt to different driving conditions and vehicle states. Through the coordinated control of multiple pressure control solenoid valves and sensors, the system can adjust the hydraulic oil pressure in the pipeline in real time to ensure the stability and responsiveness of the suspension system.

[0030] Through the dynamic switching and pressure control of the servo solenoid valve, the system achieves precise control of the fully active suspension system, improving the vehicle's handling and comfort. The system can respond to road surface changes and driving demands in real time, optimizing the shock absorption effect of the vehicle. At the same time, the multi-group configuration of the system improves its reliability and adaptability, enabling it to meet the needs of different vehicles.

[0031] In a possible implementation, the overflow port of the unloading valve 6 is connected to the inlet of the fuel tank 8.

[0032] When the system pressure is too high, the unloading valve 6 will divert the excess hydraulic oil into the fuel tank, thereby protecting other components in the system from overpressure damage. Through the connection with the fuel tank 8, the unloading valve can store the excess hydraulic energy in the fuel tank for subsequent use. This enhances the safety and stability of the system, ensuring timely pressure relief under high-pressure conditions to prevent system overload. In addition, the connection between the overflow port and the fuel tank makes the return flow of the hydraulic oil smoother, reducing the pressure fluctuations in the system.

[0033] In a possible implementation, the vehicle-mounted system controls the opening degree of the servo solenoid valve 31 according to the vibration data imported externally to adjust the hydraulic oil flow in the pipeline.

[0034] The system detects the vibration condition of the hydraulic shock absorber through sensors and transmits the real-time data to the vehicle-mounted system. The vehicle-mounted system adjusts the opening degree of the servo solenoid valve according to the vibration intensity and frequency, thereby dynamically adjusting the hydraulic oil flow and optimizing the shock absorption effect.

[0035] In a possible implementation, the system further includes a pressure sensor II 11, which is connected between the pressure reducing valve 5 and the unloading valve 6 and is used to detect the pipeline pressure. The vehicle-mounted system controls the opening degree of the pressure control solenoid valve 10 according to the hydraulic oil pressure detected by the pressure sensor II 11 to adjust the hydraulic oil pressure in the pipeline.

[0036] By setting the pressure sensor II 11 between the pressure reducing valve 5 and the unloading valve 6, the hydraulic oil pressure in the pipeline is monitored in real time. The vehicle-mounted system dynamically adjusts the opening degree of the pressure control solenoid valve according to this pressure data to ensure that the system maintains an appropriate hydraulic pressure under different working conditions.

[0037] After adding pressure detection points, the system can more precisely control the hydraulic oil pressure, avoiding the decline in damping effect caused by pressure fluctuations. At the same time, this multi-point monitoring method improves the safety and stability of the system.

[0038] In a possible implementation, the return port of the pressure reducing valve 5 is connected to the inlet of the oil tank 8.

[0039] When the pressure reducing valve 5 adjusts the system pressure, the excess hydraulic oil returns to the oil tank 8 through the return port, ensuring that the system pressure can remain stable within a safe range. The oil tank plays a buffering and storage role in this process.

[0040] This setting enables the system to more effectively manage the flow of hydraulic oil, reduces the oil fluid fluctuations caused by pressure regulation, and improves the overall stability and efficiency of the system.

[0041] In a possible implementation, the system further includes an accumulator 12, which is connected between the pressure reducing valve 5 and the unloading valve 6 and is used to store and release hydraulic energy in the fully active suspension system.

[0042] The accumulator 12 ensures that the system can provide additional hydraulic energy when needed and maintain the stability of the system pressure by storing the excess hydraulic oil in the system and releasing it when necessary.

[0043] The setting of the accumulator 12 enhances the energy management ability of the system, improves the response speed and efficiency of the suspension system. The system can provide stable hydraulic support during instantaneous load changes, improving the dynamic performance of the vehicle.

[0044] In a possible implementation, the system further includes a filter 13, which is connected between the oil pump 7 and the oil tank 8.

[0045] The filter 13 is used to remove impurities in the oil circuit, ensure the cleanliness of the hydraulic system, and prevent impurities from damaging the system components.

[0046] A fully active suspension system based on servo solenoid valve switching according to an embodiment of the present invention is described in detail as follows;

[0047] The fully active suspension system based on servo solenoid valve switching of the present invention includes an oil pressure shock absorber 1, a sensor 2, a servo solenoid valve 31, a pressure reducing valve 5, an unloading valve 6, an oil pump 7, an oil tank 8, etc., and each component is connected through a pipeline.

[0048] The oil pressure shock absorber 1, the sensor 2, and the servo solenoid valve 31 constitute a set of shock absorption units, and this active suspension system can control multiple sets of shock absorption units; the sensor 2 is integrated on the oil pressure shock absorber 1; the pressure reducing valve 5, the unloading valve 6, the oil pump 7, and the oil tank 8 form an oil source device.

[0049] The oil pump 7 extracts the hydraulic oil from the fuel tank 8, conveys high-pressure liquid, and the unloading valve 6 prevents damage to the management due to excessive pressure. The high-pressure liquid becomes pressure-stable pressure liquid after passing through the pressure reducing valve 5.

[0050] The vehicle-mounted system calculates and determines the actual speed of the oil pressure shock absorber 1 and whether the oil pressure shock absorber 1 is in the stretching stage or the compression stage based on the position change of the oil pressure shock absorber 1, and sends a signal to the servo solenoid valve 31 to control the opening of the oil circuit.

[0051] At the same time, the vehicle-mounted system outputs the required voltage or current signal to the servo solenoid valve 31 according to the vibration data imported externally to control the flow rate.

[0052] At the first potential a, the pressure liquid output by the pressure control solenoid valve 10 passes through the E port of the servo solenoid valve, through the D port, and enters the B port of the shock absorber. The piston of the cylinder of the oil pressure shock absorber 1 is pushed out. At the same time, the liquid at the back of the cylinder of the oil pressure shock absorber 1 flows out through the A port, enters the C port of the servo solenoid valve 31, and flows into the fuel tank 8 through the F port.

[0053] At the second potential b, the pressure liquid output by the pressure control solenoid valve 10 passes through the E port of the servo solenoid valve 31, through the C port, and enters the A port of the shock absorber. The piston of the cylinder of the oil pressure shock absorber 1 is pushed out. At the same time, the liquid at the back of the cylinder of the oil pressure shock absorber 1 flows out through the B port, enters the D port of the servo solenoid valve 31, and flows into the fuel tank 8 through the F port.

[0054] The fuel tank 8 is connected to the inlet of the oil pump 7, the F port of the servo solenoid valve 31, the unloading valve 6, the pressure reducing valve 5, and the overflow port of the pressure control solenoid valve 10 through pipelines.

[0055] The outlet of the oil pump 7 is connected to the inlets of the unloading valve 6 and the pressure reducing valve 5.

[0056] The outlet of the pressure reducing valve 5 is connected to the inlet of the pressure control solenoid valve 10.

[0057] The outlet of the pressure control solenoid valve 10 is connected to the E port of the servo solenoid valve 31 through the pressure sensor I 9.

[0058] The C port and the D port of the servo solenoid valve 31 are respectively connected to the A port and the B port of the oil pressure shock absorber 1. The servo solenoid valve 31 has a first potential a and a second potential b, and the connection relationship between the first potential a and the second potential b is opposite. The servo solenoid valve 31 is disconnected when it loses power in the middle.

[0059] The sensor 2 is integrated on the oil pressure shock absorber 1.

[0060] Multiple sets of shock absorption units can be connected in parallel between the outlet of the pressure reducing valve 5 and the fuel tank 8.

[0061] Such as Figure 1As shown, when the servo electromagnetic valve is at the first potential a, the pressure liquid output from the pressure control electromagnetic valve 10 passes through the servo electromagnetic valve 31 and enters port B of the oil pressure shock absorber 1. The piston of the oil pressure shock absorber 1 is pushed out, and the oil pressure shock absorber stretches. At the same time, the liquid at the back of the oil pressure shock absorber 1 flows out through port A, passes through the servo electromagnetic valve 31 and flows into the fuel tank 8.

[0062] When the servo electromagnetic valve 31 is at the second potential b, the conduction direction is opposite to the above process. The pressure liquid output from the pressure control electromagnetic valve 10 passes through the servo electromagnetic valve 31 and enters port A of the oil pressure shock absorber 1. The oil pressure shock absorber 1 contracts, and the liquid at the back of the oil pressure shock absorber 1 flows out through port B, passes through the servo electromagnetic valve 31 and flows into the fuel tank 8.

[0063] See Figure 2 and Figure 3 In the above solution, multiple groups of shock absorption units are set, for example, it can be N, N≥1. Each group includes: an oil pressure shock absorber 1, a sensor 2, a servo electromagnetic valve 31, a pressure sensor I 9, and a pressure control electromagnetic valve 10. The vehicle-mounted system controls the conduction direction of the servo electromagnetic valves 31 of each branch according to the vibration data imported externally, the speed of the oil pressure shock absorber detected by the sensor 2 on the shock absorber 1, the pressure of the branch oil circuit detected by the pressure sensor I of each branch (the Nth branch), and the pressure of the total oil circuit detected by the pressure sensor II, controls the opening or closing of the oil pump, and controls the opening degree of the pressure control electromagnetic valve 10 and the servo electromagnetic valve 31 to adjust the flow rate and pressure of the oil circuit and adjust the stretching or contraction of the oil pressure shock absorber.

[0064] The full active suspension system based on the switching of the servo electromagnetic valve of the present utility model adopts an actively controlled suspension system. According to the actual vibration requirements of the vehicle, it actively controls the magnitude of the damping force to suppress the vibration of the vehicle and achieve the goal of improving comfort.

[0065] The above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit them; although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that: still can modify the specific implementation manners of the present invention or perform equivalent replacements for some technical features; without departing from the spirit of the technical solutions of the present invention, they should all be covered within the scope of the technical solutions claimed by the present invention.

Claims

1. A fully active suspension system based on servo solenoid valve switching, characterized in that: include: Oil pressure shock absorber (1), sensor (2), servo solenoid valve (31), pressure reducing valve (5), unloading valve (6), oil pump (7), oil tank (8), pressure sensor I (9) and pressure control solenoid valve (10); The inlet of the oil pump (7) is connected to the outlet of the oil tank (8), the outlet of the oil pump (7) is connected to the inlets of the unloading valve (6) and the pressure reducing valve (5) in sequence through pipelines, and the outlet of the pressure reducing valve (5) is connected to the inlet of the pressure control solenoid valve (10); The outlet of the pressure control solenoid valve (10) is connected to the E port of the servo solenoid valve (31) via the pressure sensor I (9), the F port of the servo solenoid valve (31) is connected to the oil tank (8), the C port and the D port of the servo solenoid valve (31) are respectively connected to the A port and the B port of the oil pressure shock absorber (1), and the sensor (2) is arranged on the oil pressure shock absorber (1) to detect the actual speed of the oil pressure shock absorber (1); The servo solenoid valve (31) has a first potential a and a second potential b. When the first potential a is on, the F port and the C port of the servo solenoid valve (31) are connected, and the D port and the E port are connected. When the second potential b is on, the E port and the C port of the servo solenoid valve (31) are connected, and the F port and the D port are connected. At a first potential a, the hydraulic oil flows out from the port A of the oil pressure shock absorber (1) through the servo solenoid valve (31) and flows into the oil tank (8); at a second potential b, the hydraulic oil flows out from the port B of the oil pressure shock absorber (1) through the servo solenoid valve (31) and flows into the oil tank (8); The oil pressure shock absorber (1), the sensor (2), the servo solenoid valve (31), the pressure sensor I (9) and the pressure control solenoid valve (10) are arranged in two or more groups, and the inlets of the two or more pressure control solenoid valves (10) are connected to the outlet of the pressure reducing valve (5); It also includes: an on-vehicle system configured to determine whether the oil pressure shock absorber (1) is in a tension stage or a compression stage according to an actual speed of the oil pressure shock absorber (1) detected by the sensor (2), and control the servo solenoid valve (31) to switch to a first potential a or a second potential b according to the stage of the oil pressure shock absorber (1); The vehicle-mounted system is also configured to: control the opening of the pressure control solenoid valve (10) according to the pressure of the hydraulic oil in the pipeline detected by the pressure sensor I (9) to adjust the pressure of the hydraulic oil in the pipeline.

2. The fully active suspension system based on servo solenoid valve switching according to claim 1 is characterized in that: The overflow port of the unloading valve (6) is connected to the inlet of the oil tank (8).

3. The fully active suspension system based on servo solenoid valve switching according to claim 2 is characterized in that: The vehicle-mounted system is also configured to: control the opening degree of the servo solenoid valve (31) according to vibration data imported from the outside, so as to adjust the flow rate of the hydraulic oil in the pipeline.

4. The fully active suspension system based on servo solenoid valve switching according to claim 3 is characterized in that: Also includes: A pressure sensor II (11) is connected between the pressure reducing valve (5) and the unloading valve (6) and is used to detect the pressure of the pipeline; The vehicle-mounted system is also configured to control the opening of the pressure control solenoid valve (10) according to the pressure of the hydraulic oil in the pipeline detected by the pressure sensor II (11) to adjust the pressure of the hydraulic oil in the pipeline.

5. The fully active suspension system based on servo solenoid valve switching according to claim 4 is characterized in that: The return port of the pressure reducing valve (5) is connected to the inlet of the oil tank (8).

6. The fully active suspension system based on servo solenoid valve switching according to claim 5 is characterized in that: Also includes: The accumulator (12) is connected between the pressure reducing valve (5) and the unloading valve (6) and is used to store and release hydraulic energy in the fully active suspension system.

7. The fully active suspension system based on servo solenoid valve switching according to claim 6 is characterized in that: Also includes: The filter (13) is connected between the oil pump (7) and the oil tank (8).

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