Suspension system and vehicle

Abstract

The utility model relates to a suspension system and a vehicle, and the suspension system comprises an energy accumulator which is used for providing system pressure required by the suspension system; the oil reservoir is used for storing a pressure working medium of the suspension system; the first pump is at least used for pumping the pressure working medium into or out of the oil reservoir; and the attitude control valve is configured to enable the first pump to pump the pressure working medium into or out of the energy accumulator according to the suspension height setting of the suspension system. The suspension system and the vehicle have the beneficial effects that height adjustment and main power adjustment are relatively independently achieved so as to improve the adaptability of the height adjustment and the main power adjustment.

Description

Technical Field

[0001] This application relates to the technical field of vehicle suspension systems, and particularly to a suspension system and a vehicle. Background Art

[0002] A suspension system is a mechanism that connects the wheels to the vehicle body, and its main function is to support the smooth driving of the vehicle body and reduce the impact from the road surface.

[0003] The suspension system mainly adjusts the height of the suspension directly through an oil pumping device. For road conditions with highly variable road surface heights, it is difficult to achieve buffering of bumps from the road surface, which affects the overall lifespan of the suspension. Summary of the Utility Model

[0004] The embodiments of this application provide a suspension system and a vehicle, which improve the adaptability of the suspension system to height adjustment and active force regulation to at least partially solve the above technical problems.

[0005] To achieve the above objective, according to the first aspect of this application, a suspension system is provided, including:

[0006] An accumulator for providing the system pressure required by the suspension system;

[0007] An oil reservoir for storing the pressurized working fluid of the suspension system;

[0008] A first pump for at least pumping the pressurized working fluid into or out of the oil reservoir;

[0009] An attitude control valve for enabling the first pump to pump the pressurized working fluid into or out of the accumulator.

[0010] Optionally, the suspension system further includes:

[0011] A return check valve for forming a one-way conduction between the attitude control valve and the oil reservoir and / or the pump inlet of the first pump.

[0012] Optionally, the pump inlet of the first pump is connected to the oil reservoir; the pump outlet of the first pump is connected to the attitude control valve.

[0013] Optionally, the attitude control valve is connected to the oil reservoir. The attitude control valve includes a first valve state, a second valve state, and a third valve state; when the attitude control valve is in the first valve state; the accumulator is disconnected from both the inlet of the return check valve and the pump inlet of the first pump.

[0014] Optionally, when the attitude control valve is in the first valve state; the oil reservoir is disconnected from both the outlet of the return check valve and the pump inlet of the first pump.

[0015] Optionally, when the attitude control valve is in the second valve state, the accumulator is only communicated with the pump outlet of the first pump.

[0016] Optionally, when the attitude control valve is in the second valve state, the accumulator is only communicated with the outlet of the check valve for return flow.

[0017] Optionally, the attitude control valve is configured to cause the first pump to pump the pressurized working fluid into or out of the accumulator according to the suspension height setting of the suspension system.

[0018] Optionally, the suspension system further includes:

[0019] A piston rod including a piston portion;

[0020] A cylinder block for accommodating the piston portion and divided into a first chamber and a second chamber by the piston portion;

[0021] A first check valve for providing a one-way communication between the accumulator and the first chamber;

[0022] A second check valve for providing a one-way communication between the accumulator and the second chamber.

[0023] Optionally, the suspension system further includes:

[0024] A first damping valve for providing a damped communication between the accumulator and the first chamber;

[0025] A second damping valve for providing a damped communication between the accumulator and the second chamber.

[0026] Optionally, the suspension system further includes:

[0027] A second pump configured as a two-way pump respectively communicated with the first chamber and the second chamber.

[0028] According to a second aspect of the present application, there is also provided a vehicle including the aforementioned suspension system.

[0029] The beneficial effects of the present application are as follows: A suspension system, a suspension assembly and a vehicle are provided, in which height adjustment and active force adjustment are relatively independently realized to improve the adaptability between the two.

[0030] More specifically, some embodiments of the present application may produce the following specific beneficial effects:

[0031] In the suspension system, a first pump and an attitude control valve cooperating with an accumulator are additionally configured. By controlling the first pump and the attitude control valve to supply oil to the oil end of the accumulator or drain oil to an oil reservoir, the vehicle body height is adjusted, so that when driving on bumpy road conditions, the vehicle body height adjustment can actively and flexibly adapt to the road conditions, the vehicle body height adjustment and the road conditions can be mutually adapted, and the suspension system can be adapted to more complex road conditions to improve the passing performance, handling performance and comfort of the vehicle.

[0032] Other features and advantages of the present application will be described in detail in the subsequent specific implementation section. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of the present application, and those skilled in the art can obtain other drawings based on these drawings without creative efforts.

[0034] In order to more fully understand the present application and its beneficial effects, the following will be described in conjunction with the drawings, where the same reference numerals represent the same parts in the following description.

[0035] Figure 1 is a schematic diagram of the overall structure of the suspension system provided in the exemplary embodiment of the present application;

[0036] Figure 2 is Figure 1 a schematic diagram of the usage state of the attitude control valve in the shown suspension system;

[0037] Figure 3 is a main step diagram of the control method of the suspension system provided in the exemplary embodiment of the present application;

[0038] Figure 4 is a schematic diagram of the principle of active force adjustment and damping force adjustment of the suspension system provided in the exemplary embodiment of the present application;

[0039] Figure 5 is a schematic diagram of the principle of maintaining the upward height of the vehicle body of the suspension system provided in the exemplary embodiment of the present application;

[0040] Figure 6 is a schematic diagram of the principle of downward height adjustment of the suspension of the suspension system provided in the exemplary embodiment of the present application;

[0041] Figure 7 is a schematic diagram of the principle of maintaining the downward height of the suspension of the suspension system provided in the exemplary embodiment of the present application;

[0042] Figure 8It is the schematic diagram of the body upward height adjustment of the suspension system provided in the exemplary embodiment of the present application;

[0043] Figure 9 It is the schematic diagram of the overall structure of the vehicle provided in the exemplary embodiment of the present application.

[0044] Explanation of reference numerals:

[0045] 1. Piston rod; 2. First chamber; 3. Piston part; 4. Second chamber; 5. Second pump; 6. Bidirectional motor; 7. First check valve; 8. First damping valve; 9. Second check valve; 10. Second damping valve; 11. Accumulator; 12. Attitude control valve; 13. First pump; 14. Return check valve; 15. Oil reservoir; 100. Vehicle. Specific embodiments

[0046] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without creative efforts belong to the protection scope of the present application.

[0047] According to the first aspect of the present application, referring to Figure 1 and Figure 2 as shown, the present application provides a suspension system, including: an accumulator 11, an oil reservoir 15, a first pump 13 and an attitude control valve 12.

[0048] Among them, the accumulator 11 is used to provide the system pressure required by the suspension system. The oil reservoir 15 is used to store the pressure working medium of the suspension system. The first pump 13 is at least used to pump the pressure working medium into or out of the oil reservoir 15. The attitude control valve 12 is used to make the first pump 13 pump the pressure working medium into or out of the accumulator 11.

[0049] Adopting the above solution, a first pump 13 and an attitude control valve 12 that cooperate with the accumulator 11 are additionally configured in the suspension system. By controlling the first pump 13 and the attitude control valve 12 to supply oil to the oil end of the accumulator 11 or drain oil to the oil reservoir, the body height adjustment is realized, so that when driving on bumpy road conditions, the body height adjustment can actively and flexibly adapt to the road conditions, and the body height adjustment and the road conditions can be mutually adapted, so that the suspension system can be adapted to more complex road conditions and improve the passing performance, handling performance and comfort of the vehicle.

[0050] In some embodiments, the attitude control valve 12 is configured to cause the first pump 13 to pump a pressurized working fluid into or out of the accumulator 11 according to the suspension height of the suspension system. That is, when the suspension height of the suspension system needs to be adjusted, the first pump 13 is used to control the inflow or outflow of the pressurized working fluid at the accumulator 11, so that when facing complex road conditions with road bumps and frequent undulations in road conditions, the suspension height is adjusted by the flow of the pressurized working fluid, enabling the suspension height of the suspension system to adapt to use under complex road conditions.

[0051] In some embodiments, the suspension system further includes: a check valve 14 for return flow. Among them, the check valve 14 for return flow is used to form a one-way conduction between the attitude control valve 12 and the oil reservoir 15 and / or the pump inlet of the first pump 13. The setting of the check valve 14 for return flow can limit the flow direction of the oil circuit between the accumulator 11 and the oil reservoir, so as to achieve the technical purpose desired by the present application, that is, to use the accumulator 11, the oil reservoir 15, the first pump 13 and the attitude control valve 12 to form control of the vehicle body height, and the configured check valve 14 for return flow ensures the correct flow direction of the oil circuit.

[0052] In a specific solution, referring to Figure 1 and Figure 2 As shown, by switching the state of the attitude control valve 12, the first pump 13 can be caused to pump a pressurized working fluid into the accumulator when operating, or the pressurized working fluid in the accumulator 11 can flow back to the oil reservoir 15 through the check valve 14 for return flow.

[0053] In some embodiments, the pump inlet of the first pump 13 is connected to the oil reservoir 15. The pump outlet of the first pump 13 is connected to the attitude control valve 12, that is, the first pump 13 is arranged between the oil reservoir 15 and the attitude control valve 12.

[0054] In some embodiments, the attitude control valve 12 is connected to the oil reservoir 15. The attitude control valve 12 includes a first valve state, a second valve state, and a third valve state. When the attitude control valve 12 is in the first valve state. The accumulator 11 is disconnected from both the inlet of the check valve 14 for return flow and the pump inlet of the first pump 13.

[0055] In some embodiments, the attitude control valve 12 includes a first valve state. When the attitude control valve 12 is in the first valve state. The oil reservoir is disconnected from both the outlet of the check valve 14 for return flow and the pump inlet of the first pump 13.

[0056] In some embodiments, the attitude control valve 12 includes a second valve state. When the attitude control valve 12 is in the second valve state. The accumulator 11 is only connected to the pump outlet of the first pump 13.

[0057] In some embodiments, the attitude control valve 12 includes a third valve state. When the attitude control valve 12 is in the second valve state, the accumulator 11 is only in communication with the outlet of the check valve 14 for return flow.

[0058] By switching the attitude control valve 12 between the first valve state, the second valve state, and the third valve state, the switching adjustment of the oil flow direction between the accumulator 11 and the oil reservoir can be satisfied, so as to specifically realize the adjustment of the vehicle body height.

[0059] In some embodiments, the suspension system further includes: a piston rod 1, a cylinder block, a first check valve 7, and a second check valve 9.

[0060] Wherein, the piston rod 1 includes a piston portion 3. The cylinder block is used to accommodate the piston portion 3 and is divided into a first chamber 2 and a second chamber 4 by the piston portion 3. The first check valve 7 is used to form a one-way connection between the accumulator 11 and the first chamber 2. The second check valve 9 is used to form a one-way connection between the accumulator 11 and the second chamber 4, so that the first chamber 2 and the second chamber 4 can accommodate hydraulic oil.

[0061] The piston rod 1 is used to connect to corresponding parts on the vehicle, such as the vehicle body, wheels, etc., and provide buffering for the vehicle through hydraulic pressure during vehicle driving to achieve shock absorption of external impacts. In some specific implementation schemes, the piston rod 1 can be connected to the wheel axle, so that when the wheel bounces, the piston rod 1 can move relative to the cylinder block along with the wheel bounce. For example, when the wheel moves downward, the hydraulic oil in the first chamber 2 is squeezed. When the wheel moves upward, the hydraulic oil in the second chamber 4 is squeezed.

[0062] In some embodiments, the suspension system further includes: a first damping valve 8 and a second damping valve 10. Wherein, the first damping valve 8 is used to form a damping connection between the accumulator 11 and the first chamber 2. The second damping valve 10 is used to form a damping connection between the accumulator 11 and the second chamber 4. By using the first damping valve 8 and the second damping valve 10, the rigidity of the suspension system can be adjusted, that is, the degree of the buffer stroke of the piston rod 1 when coping with external force impacts.

[0063] In some embodiments, the suspension system further includes: a second pump 5. Wherein, the second pump 5 is configured as a two-way pump respectively connected to the first chamber 2 and the second chamber 4. In a specific scheme, the second pump 5 is further connected to a two-way motor 6 and operates by being driven by the two-way motor 6 to supply oil to the first chamber 2 or the second chamber 4 to achieve the active force adjustment of the suspension system.

[0064] According to the second aspect of the present application, referring to Figure 3 as shown, a control method for a suspension system is provided, including:

[0065] S100. According to the setting of the suspension height of the suspension system, pump in or pump out the pressurized working fluid of the accumulator of the suspension system.

[0066] The following is an exemplary description of the specific implementation of the suspension system of the present application and the control method of the suspension system adapted to the suspension system in conjunction with the accompanying drawings, so as to specifically elaborate the inventive concept of the present application. In the following specific implementation, the suspension system is integrated on a vehicle, and the suspension of the suspension system is provided between the wheel and the vehicle body to provide a buffering and shock-absorbing effect, and the control method of the suspension system is used to adjust the height of the suspension and thus adjust the relative position between the wheel and the vehicle body.

[0067] Through various configurations of the present application, it is possible to actively adjust the vehicle body height, thereby forming multiple adjustment modes.

[0068] Refer to Figures 4 to 9 As shown, the active force adjustment mode implemented according to the suspension system of the present application is described as follows:

[0069] The suspension controller (taking the suspension system integrated on the vehicle as an example, the suspension controller can be a vehicle-mounted controller, that is, the suspension controller can be specifically configured as a vehicle-mounted ECU) analyzes the collected signals to determine that the system should be in the active force adjustment mode.

[0070] Refer to Figure 4 and Figure 5 As shown, when the suspension controller determines that it is necessary to execute the tire to jump up or the vehicle body to descend, the bidirectional motor 6 drives the second pump 5 to pump oil. A part of the oil pushes the piston part 3 to move downward, and the oil in the second chamber 4 is squeezed and flows back into the second pump 5; another part of the oil flows through the first damping valve 8 and enters the accumulator 11 until the system pressure balance is reached.

[0071] Refer to Figure 6 and Figure 7 As shown, when the suspension controller determines that it is necessary to execute the tire to press down or the vehicle body to rise, the bidirectional motor 6 drives the second pump 5 to pump oil. A part of the oil pushes the piston part 3 to move upward, and the oil in the first chamber 2 is squeezed and flows back into the second pump 5; another part of the oil flows through the second damping valve 10, and the oil of the accumulator 11 flows through the first one-way valve 7 and is supplemented into the second pump 5 until the system pressure balance is reached.

[0072] Refer to Figures 4 to 8 As shown, the damping adjustment mode implemented according to the present application is described as follows:

[0073] The suspension controller analyzes the collected signals to determine that the system should be in the damping adjustment mode.

[0074] In the damping adjustment mode, the second pump 5 is in the off state, that is, the second pump 5 does not pump oil into the cylinder body.

[0075] When the wheel rebounds, the oil in the second chamber 4 is squeezed. After flowing through the second damping valve 10, part of it enters the accumulator 11, and the other part flows through the first one-way valve 7 and enters the first chamber 2. By changing the magnitude of the input current to adjust the opening degree of the second damping valve 10, the compression damping force can be adjusted.

[0076] When the wheel jounces, the oil in the first chamber 2 is squeezed. After flowing through the first damping valve 8, under the pressure of the accumulator 11, the oil flows through the second one-way valve 9 and enters the second chamber 4. By changing the magnitude of the input current to adjust the opening degree of the first damping valve 8, the rebound damping force can be adjusted.

[0077] In a specific implementation, the adjustment of the rising height according to the present application is described as follows:

[0078] The suspension controller analyzes the collected signals to determine the target height position that the system should execute.

[0079] When the suspension controller determines that the suspension needs to be adjusted upward in height, the attitude control valve 12 switches to Figure 8 the position shown. The oil in the oil reservoir 15 flows through the attitude control valve 12. Part of it is discharged into the accumulator 11 to increase the system pressure, and the other part flows through the second one-way valve 9 to the second chamber 4, pushing the piston rod 1 upward. The oil in the first chamber 2 is squeezed and flows through the first damping valve 8 to form a closed-loop circuit.

[0080] It should be noted that the descriptions of the "up" and "down" directions mentioned in the present application are for the purpose of elaborating the inventive concept of the present application, relative to the up and down directions of the corresponding drawings, rather than limiting the specific relative position relationship between each component.

[0081] When the suspension controller determines that the suspension has risen to the target height x1 based on the height signal detected by the sensors (such as displacement sensors) integrated on the vehicle, it switches the attitude control valve 12 to Figure 5 the position shown and closes the first pump 13. The vehicle body maintains its position after rising to the target height x1 and holds it. At this time, the system parameters of the suspension system satisfy:

[0082] (P1 - P0)(A2 - A1)η = (k1η 2 + k2)x1 (1)

[0083] In the formula, P0 is the system pressure of the suspension system corresponding to the design height position of the suspension. It can be understood that the design height position mentioned in this application is used as a reference when determining the target height for the suspension to rise or fall, and can be specifically configured according to actual usage conditions. This application does not limit it here. P1 is the system pressure of the suspension system corresponding to the target height x1 for rising. A1 is the cross-sectional area of the first chamber 2, A2 is the cross-sectional area of the second chamber 4, k1 is the spring stiffness, k2 is the bushing stiffness, η is the lever ratio, m is the weight of the single-wheel vehicle (that is, the weight of the vehicle borne by a single wheel equipped with a suspension. As a reference, for example, when the vehicle is a four-wheel vehicle, the weight of the single-wheel vehicle is generally 1 / 4 of the total vehicle weight), and g is the acceleration due to gravity.

[0084] It should be noted that the system pressure of the suspension system mentioned in this application can specifically refer to the pressure of the first pressure medium used to provide a buffering effect in the suspension system. In a specific implementation, for example, when the first pressure medium is hydraulic oil, the system pressure of the suspension system can refer to the hydraulic pressure of the first pressure medium in the cylinder.

[0085] The spring mentioned in this application is specifically a spring configured between the wheel and the vehicle body on the suspension to provide buffering and shock absorption.

[0086] Generally speaking, considering that the inner walls of the first chamber 2 and the second chamber 4 formed on the cylinder are generally cylindrical, at this time, the cross-sectional area of the first chamber 2 is configured as the area enclosed by the projection of the inner wall enclosing the first chamber 2 on the projection plane with the central axis of the cylinder as the normal line, and the cross-sectional area of the second chamber 4 is configured as the area enclosed by the projection of the inner wall enclosing the second chamber 4 on the projection plane with the central axis of the cylinder as the normal line.

[0087] As another solution, accessories such as a piston part 3 are often slidably arranged between the first chamber 2 and the second chamber 4 to make the volumes of the first chamber 2 and the second chamber 4 variable. At this time, the cross-sectional area of the first chamber 2 can be configured as the area enclosed by the projection of the inner wall enclosing the first chamber 2 on the projection plane with the straight line / tangent line in the sliding direction of the piston part 3 as the normal line, and the cross-sectional area of the second chamber 4 can be configured as the area enclosed by the projection of the inner wall enclosing the second chamber on the projection plane with the straight line / tangent line in the sliding direction of the piston part 3 as the normal line.

[0088] The description of the lowering height adjustment implemented according to this application is as follows:

[0089] The suspension controller analyzes the collected signals to determine the target height position that the system should execute.

[0090] When the suspension controller determines that the suspension needs to be adjusted downward in height, the attitude control valve 12 switches to Figure 6At the position shown, the oil in the accumulator 11 flows through the return check valve 14 into the oil reservoir 15, resulting in a decrease in the system pressure. The decrease in the system pressure pushes the piston rod 1 downward. The oil in the second chamber 4 flows through the second damping valve 10. Part of the oil flows through the return check valve 14 into the oil reservoir 15, and the other part of the oil flows through the first check valve 7 into the first chamber 2, forming a closed loop.

[0091] When the suspension controller height signal detects that the target height x2 has been reached, switch the attitude control valve 12 to Figure 7 the position shown, and the vehicle body maintains and holds at the position after descending to the height x2. The system parameters satisfy:

[0092] (P0 - P2)(A2 - A1)η = (k1η 2 + k2)x2 (2)

[0093] In the formula, P2 is the system pressure of the suspension system corresponding to the target height x2 during descent.

[0094] In this application, the active force is adjusted by controlling the rotation speeds of the second pump 5 and the bidirectional motor 6, the damping force is adjusted by controlling the currents of the first damping valve 8 and the second damping valve 10, and the vehicle body height is adjusted by controlling the first pump 13 and the attitude control valve 12 to supply oil to the oil end of the accumulator 11 and the system to drain oil into the oil reservoir 15. After the system is adjusted to the target height, the damping and active force can still be adjusted. This system enables the active suspension system to adjust and maintain at any height state, further improving the passing performance, handling performance and comfort of the vehicle.

[0095] It should be noted that for the suspension controller's judgment to execute tire upward jump, vehicle body descent, etc. mentioned above, this application does not involve improvements in the specific implementation methods, so they are not mentioned in the text and are not limited and elaborated here.

[0096] According to the third aspect of this application, referring to Figure 9 , a vehicle 100 is further provided, including the aforementioned suspension system or for implementing the aforementioned control method. The vehicle 100 has all the beneficial effects of the above suspension system or the control method of the suspension system, and will not be elaborated here.

[0097] The vehicle 100 can be a fuel vehicle, a plug-in hybrid vehicle or a new energy vehicle, etc., and this application does not make specific limitations in this regard.

[0098] In the description of the present application, the terms "first" and "second" are used only for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more features. In the description of the present application, "a plurality of" means two or more, unless otherwise specifically defined.

[0099] In the above embodiments, the descriptions of the respective embodiments have their own emphases. For parts not detailed in a certain embodiment, reference may be made to the relevant descriptions of other embodiments.

[0100] The embodiments, implementation manners and related technical features of the present application can be combined and replaced with each other without conflict.

[0101] The above are only the preferred embodiments of the present application and do not impose any form of limitation on the present application. However, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application still fall within the scope of the technical solution of the present application.

Claims

1. A suspension system, characterized in that: include: an accumulator, used for providing the system pressure required by the suspension system; An oil reservoir, used for storing a pressurized working fluid of the suspension system; a first pump, at least for pumping a pressurized working medium into or out of the oil reservoir; The attitude control valve is used to enable the first pump to pump the pressurized working medium into or out of the accumulator.

2. The suspension system according to claim 1, characterized in that: The suspension system further comprises: A return check valve is used to form a one-way connection between the attitude control valve and the oil reservoir and / or the pump inlet of the first pump.

3. The suspension system according to claim 2, characterized in that: A pump inlet of the first pump is connected to the oil reservoir; and a pump outlet of the first pump is connected to the attitude control valve.

4. The suspension system according to claim 3, characterized in that: The attitude control valve is connected to the oil reservoir; the attitude control valve includes a first valve state, a second valve state and a third valve state; when the attitude control valve is in the first valve state; the accumulator is disconnected from the inlet of the return check valve and the pump inlet of the first pump.

5. The suspension system according to claim 4, characterized in that: When the attitude control valve is in the first valve state, the oil reservoir is disconnected from the outlet of the return check valve and the pump inlet of the first pump.

6. The suspension system according to claim 5, characterized in that: When the attitude control valve is in the second valve state, the accumulator is communicated with the pump outlet of the first pump only.

7. The suspension system according to claim 6, characterized in that: When the attitude control valve is in the second valve state, the accumulator is only connected to the outlet of the return check valve.

8. The suspension system according to claim 1, characterized in that: The attitude control valve is configured to cause the first pump to pump a pressurized working medium into or out of the accumulator according to a suspension height setting of the suspension system.

9. The suspension system according to any one of claims 1 to 8, characterized in that: The suspension system further comprises: A piston rod including a piston portion; a cylinder body, used to accommodate the piston portion and divided by the piston portion into a first chamber and a second chamber; a first one-way valve, used for establishing one-way communication between the accumulator and the first chamber; The second one-way valve is used to establish one-way communication between the accumulator and the second chamber.

10. The suspension system according to claim 9, characterized in that The suspension system further comprises: a first damping valve, used for establishing a damping communication between the accumulator and the first chamber; A second damping valve is used to establish a damping connection between the accumulator and the second chamber.

11. The suspension system according to claim 10, characterized in that The suspension system further comprises: The second pump is configured as a bidirectional pump connected to the first chamber and the second chamber respectively.

12. A vehicle, characterized in that: Comprising the suspension system of claims 1 to 10.

Images