Full-active suspension system

Abstract

The utility model relates to a full-active suspension system which comprises an oil damper, a sensor, a reversing electromagnetic valve, a flow control electromagnetic valve, a pressure control electromagnetic valve, a pressure reducing valve, an unloading valve, an oil pump and an oil tank. An inlet of the oil pump is connected with an outlet of the oil tank, an outlet of the oil pump is sequentially connected to inlets of the unloading valve and the pressure reducing valve through pipelines, and an outlet of the pressure reducing valve is connected to an inlet of the pressure control electromagnetic valve. An outlet of the pressure control electromagnetic valve is connected to an inlet of the flow control electromagnetic valve; an outlet of the flow control electromagnetic valve is connected to an inlet of the reversing electromagnetic valve, an outlet of the reversing electromagnetic valve is connected to two ports of the oil damper, and the sensor is used for detecting the actual speed of the oil damper. The vehicle-mounted system controls switching of the reversing solenoid valve according to the actual speed, detected by the sensor, of the oil damper. 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 present invention belongs to the technical field of shock absorbers, and particularly relates to a fully active suspension system. 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 in and out of 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 underframe of the vehicle body 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, it is impossible to accurately output the actual required damping force, and it is difficult to improve the comfort of the vehicle. Utility Model Content

[0005] Aiming at the deficiencies existing 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, which affects the comfort of the vehicle. The present utility model provides a fully active suspension system.

[0006] In a possible implementation, a fully active suspension system is provided, including: an oil pressure shock absorber, a sensor, a reversing solenoid valve, a flow control solenoid valve, a pressure reducing valve, a unloading valve, an oil pump, and an oil tank; the inlet of the oil pump is connected to the outlet of the oil tank, and the outlet of the oil pump is sequentially connected to the inlet of the unloading valve and the pressure reducing valve through a pipeline, and the outlet of the pressure reducing valve is connected to the inlet of the flow control solenoid valve; the outlet of the flow control solenoid valve is connected to the F port of the reversing solenoid valve, and the C port and D port of the reversing solenoid valve are respectively connected to the A port and B port of the oil pressure shock absorber, and the sensor is arranged on the oil pressure shock absorber for detecting the actual speed of the oil pressure shock absorber; the inlet of the oil tank is connected to the G port of the reversing solenoid valve through a pipeline; when the reversing solenoid valve is at a de-energized position, the G port is communicated with the C port and the F port is communicated with the D port; when the reversing solenoid valve is at an energized position, the F port is communicated with the C port, and the E port is communicated with the D port, and the E port and the G port are commonly connected; wherein, there are two or more sets of the oil pressure shock absorber, the sensor, the reversing solenoid valve, and the flow control solenoid valve, and they are connected in parallel between the inlet of the oil tank and the outlet of the pressure reducing valve through the G port and E port of the reversing solenoid valve and the inlet of the flow control solenoid valve; it further includes: a vehicle-mounted system configured to determine whether the oil pressure shock absorber is in a stretching stage or a compression stage according to the actual speed of the oil pressure shock absorber detected by the sensor, and control the reversing solenoid valve to switch to the de-energized position or the energized position according to the stage of the oil pressure shock absorber.

[0007] In a possible implementation, the overflow ports of the unloading valve and the pressure reducing valve are respectively connected to the inlet of the oil tank.

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

[0009] In a possible implementation, it further includes: a pressure sensor I and a pressure control solenoid valve; the pressure sensor I is connected between the reversing solenoid valve and the flow control solenoid valve for detecting the pressure of the hydraulic oil in the pipeline; the pressure control solenoid valve is connected between the pressure reducing valve and the flow control solenoid valve; 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.

[0010] In a possible implementation, it further includes: a pressure sensor II, connected between the pressure reducing valve and the unloading 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.

[0011] In a possible implementation, it further includes: an accumulator, connected between the pressure reducing valve and the unloading valve, for storing and releasing hydraulic energy in the fully 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 fully active suspension system of the present utility model, through the coordinated operation of the hydraulic shock absorber, sensors, reversing solenoid valve, flow control solenoid valve, pressure reducing valve, unloading valve, oil pump and fuel tank, the problem of real-time adjustment of the shock absorption effect of the suspension system under different road conditions is solved, and the stability and comfort of the vehicle are improved. When the vehicle-mounted system detects the actual speed of the hydraulic shock absorber and determines that it is in the stretching stage or the compression stage, the system will control the reversing solenoid valve to switch to the corresponding off potential or on potential to achieve the switching of the oil circuit. In the stretching stage, the oil fluid is conducted from port F of the reversing solenoid valve to port D, and then enters port B of the hydraulic shock absorber; at the same time, port A of the hydraulic shock absorber is conducted to port D and port G of the reversing solenoid valve, and the oil fluid in the back cylinder of the hydraulic shock absorber flows through port A to the fuel tank. In the compression stage, the oil circuit is switched in the reverse direction. By controlling the opening degree of the flow control solenoid valve and the opening degree of the pressure control solenoid valve, the flow rate and pressure of the hydraulic oil are adjusted to optimize the shock absorption effect. Description of the Drawings

[0014] The drawings described herein are used to provide a further understanding of the present invention, form a part of this application, and 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 fully active suspension system in one implementation of the present utility model;

[0016] Figure 2 is the oil circuit connection diagram of the fully active suspension system in another implementation of the present utility model;

[0017] Figure 3 is the control system connection diagram of the fully active suspension system in one implementation of the present utility model;

[0018] Figure 4 is the control system connection diagram of the fully active suspension system in another implementation of the present utility model.

[0019] In the figures:

[0020] 1, hydraulic shock absorber; 2, sensor; 3, reversing solenoid valve; 4, flow control 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 Embodiments

[0021] The following will clearly and completely describe the technical solutions in the embodiments of the present invention 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. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the scope of protection of the present invention.

[0022] In the description of the present invention, it should be understood that the terms "center", "horizontal", "longitudinal", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. It 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 thus should not be construed as a limitation of the present invention.

[0023] The terms "first", "second", "third" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying 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.

[0024] In the description of the present invention, it should be noted that unless otherwise clearly defined 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.

[0025] In order to solve the technical problem in the prior art that the oil pressure shock absorber cannot accurately control the damping force and affects the vehicle comfort. The present application proposes a fully active suspension system.

[0026] See Figure 1 and Figure 3In a possible implementation, a fully active suspension system includes: an oil pressure shock absorber 1, a sensor 2, a reversing solenoid valve 3, a flow control solenoid valve 4, a pressure reducing valve 5, an unloading valve 6, an oil pump 7 and an oil tank 8; 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 inlet of the unloading valve 6 and the pressure reducing valve 5 in sequence through a pipeline, and the outlet of the pressure reducing valve 5 is connected to the inlet of the flow control solenoid valve 4; the outlet of the flow control solenoid valve 4 is connected to the F port of the reversing solenoid valve 3, and the C port and the D port of the reversing solenoid valve 3 are respectively connected to the A port and the 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 inlet of the oil tank 8 is connected to the G port; when the reversing solenoid valve 3 is at the off-potential, the G port is connected to the C port, and the F port is connected to the D port; when the reversing solenoid valve 3 is at the on-potential, the F port is connected to the C port, and the E port is connected to the D port, and the E port is connected to the G port; the oil pressure shock absorber 1, the sensor 2, the reversing solenoid valve 3 and the flow control solenoid valve 4 are arranged in two or more groups, and the G port and the E port of the reversing solenoid valve 3 and the inlet of the flow control solenoid valve 4 are connected in parallel between the inlet of the oil tank 8 and the outlet of the pressure reducing valve 5; it also includes a vehicle-mounted system, which is configured to determine 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 control the reversing solenoid valve 3 to switch to the off-potential or the on-potential according to the stage of the oil pressure shock absorber 1.

[0027] When the reversing solenoid valve 3 is at the upper potential, CF and DE are connected, 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 D port of the reversing solenoid valve, and flows into the oil tank 8 through the E port.

[0028] When the reversing solenoid valve 3 is at the off-state, CG and DF are connected, the oil pressure shock absorber 1 is stretched, and the liquid on the back of the oil pressure shock absorber 1 flows out through the A port, enters the C port of the reversing solenoid valve, and flows into the oil tank 8 through the G port.

[0029] In this embodiment, the fully active suspension system realizes real-time control of the vehicle suspension system through the cooperation of the oil pressure shock absorber 1, the sensor 2, the reversing solenoid valve 3, the flow control solenoid valve 4 and the vehicle-mounted system. The vehicle-mounted system determines whether the vehicle is currently in the extension stage or the compression stage of the suspension according to the actual speed of the oil pressure shock absorber 1 detected by the sensor 2, and then adjusts the flow path of the hydraulic oil of the oil pressure shock absorber 1 by controlling the switching state of the reversing solenoid valve 3, thereby achieving the effect of optimizing the performance of the vehicle suspension system.

[0030] The system can adjust the working state of the suspension system in real time according to the actual road conditions, thereby improving the driving stability and comfort of the vehicle. Through the dynamic adjustment of the hydraulic shock absorber 1, the system can effectively reduce the vibration generated during vehicle driving, enhancing the vehicle's handling performance and riding comfort. In addition, the design of this system enables it to have good scalability and adaptability, and can be adjusted according to different application requirements.

[0031] In a possible implementation, the overflow ports of the unloading valve 6 and the pressure reducing valve 5 are respectively connected to the inlet of the fuel tank 8.

[0032] In this implementation, by respectively connecting the overflow ports of the unloading valve 6 and the pressure reducing valve 5 to the inlet of the fuel tank 8, the pressure of the hydraulic system is effectively regulated, avoiding the risk of system failure caused by excessive hydraulic pressure. Through this configuration, the optimal control of the hydraulic oil flow path can be achieved on the premise of ensuring system stability.

[0033] This implementation further improves the safety and stability of the system, ensuring that the system can operate stably under different working conditions. Especially under complex road conditions, the vehicle's handling performance and comfort can be improved by adjusting the pressure of the hydraulic system.

[0034] In a possible implementation, the vehicle-mounted system is further configured to: control the opening degree of the flow control solenoid valve 4 according to the externally imported vibration data to adjust the flow rate of the hydraulic oil in the pipeline.

[0035] In this implementation, the vehicle-mounted system analyzes the externally imported vibration data, judges the impact of the current road conditions on the vehicle suspension system, and accordingly adjusts the opening degree of the flow control solenoid valve 4; through the precise control of the hydraulic oil flow rate, the system can effectively suppress unnecessary vibrations, thereby improving the smoothness and comfort of the vehicle.

[0036] This implementation enhances the response ability of the fully active suspension system to road surface changes. Through the real-time monitoring and analysis of the externally imported vibration data, the system can adjust the damping characteristics of the suspension more quickly and accurately, improve the overall handling performance of the vehicle, and reduce the discomfort of passengers on uneven road surfaces. In addition, this dynamic adjustment method based on externally imported vibration data can also extend the service life of the suspension system and reduce wear.

[0037] See Figure 2, in a possible implementation, it further includes: pressure sensor I 9 and pressure control solenoid valve 10; pressure sensor I 9 is connected between the directional control solenoid valve 3 and the flow control solenoid valve 4, and is used to detect the pressure of the hydraulic oil in the pipeline; the pressure control solenoid valve 10 is connected between the pressure reducing valve 5 and the flow control solenoid valve 4. The vehicle-mounted system is further configured to: control 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, so as to adjust the pressure of the hydraulic oil in the pipeline.

[0038] In this implementation, by introducing pressure sensor I 9 and pressure control solenoid valve 10 into the system, precise monitoring and adjustment of the hydraulic system pressure are realized. The pressure sensor 9 detects the pressure of the hydraulic oil in real time and transmits the data to the vehicle-mounted system. The vehicle-mounted system dynamically adjusts the opening degree of the pressure control solenoid valve 10 according to the pressure data to ensure that the hydraulic system operates within the optimal pressure range. This configuration can prevent system failure or performance degradation caused by too high or too low pressure, and further improve the stability and response speed of the suspension system.

[0039] By increasing the monitoring and control of the hydraulic oil pressure, this implementation significantly improves the safety and reliability of the system, ensuring that the vehicle suspension system can work stably under various working conditions. In addition, precise pressure control can also optimize the energy efficiency of the system, reduce unnecessary energy consumption, and thus reduce the operating cost of the vehicle.

[0040] In a possible implementation, it further includes: pressure sensor II 11, which 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 further configured to: control 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 II 11, so as to adjust the pressure of the hydraulic oil in the pipeline.

[0041] In this implementation, by adding the configuration of pressure sensor II 11, the system can more comprehensively monitor the pressure changes of the hydraulic pipeline. The pressure sensor II 11 detects the pressure between the pressure reducing valve 5 and the unloading valve 6 and transmits the data to the vehicle-mounted system. The vehicle-mounted system adjusts the opening degree of the pressure control solenoid valve 10 according to the detected pressure data, thereby realizing precise regulation of the pressure of the entire hydraulic system.

[0042] This implementation further enhances the safety and stability of the hydraulic system, ensuring that the pipeline pressure is always within the optimal range under different working conditions. Through the dual pressure monitoring mechanism, the system can more flexibly respond to complex road conditions, reduce system performance fluctuations or failures caused by pressure fluctuations, and thus improve the overall reliability of the vehicle.

[0043] In a possible implementation, it further includes: 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 full active suspension system.

[0044] In this embodiment, the accumulator 12 is integrated into the hydraulic system and connected between the pressure reducing valve 5 and the unloading valve 6. Its main function is to absorb the excess hydraulic oil when the system pressure is too high, prevent the pressure in the system from being too large, and quickly release the stored hydraulic oil when the system needs it to maintain the stable operation of the system. The accumulator 12 stores and releases energy through the compression and expansion of gas and hydraulic oil, and this process can effectively balance the pressure fluctuations in the hydraulic system, thereby improving the response speed and stability of the fully active suspension system.

[0045] By introducing the accumulator 12, the pressure fluctuations of the fully active suspension system are effectively buffered, the reliability of the system is improved, and the response ability of the system in the face of sudden road condition changes is enhanced.

[0046] In a possible embodiment, it further includes: a filter 13, which is connected between the oil pump 7 and the fuel tank 8.

[0047] In this embodiment, the filter 13 is installed between the oil pump 7 and the fuel tank 8 and is used to filter impurities and particles in the hydraulic oil to prevent these impurities from entering the interior of the hydraulic system, thereby protecting the oil pressure shock absorber 1, the reversing solenoid valve 3 and other hydraulic components from damage.

[0048] By introducing the filter 13, the reliability and durability of the hydraulic system are improved. The filter 13 can effectively prevent system wear or failure caused by impurities, extend the maintenance cycle of the system, and reduce the operating cost. At the same time, maintaining the cleanliness of the hydraulic oil can also ensure the stability of the system's performance indicators and further improve the overall performance of the vehicle.

[0049] A fully active suspension system according to an embodiment of the present invention will be described in detail as follows;

[0050] The fully active suspension system of the present invention includes an oil pressure shock absorber 1, a sensor 2, a reversing solenoid valve 3, a flow control proportional valve / flow control solenoid valve 4, a pressure reducing valve 5, an unloading valve 6, an oil pump 7, a fuel tank 8, etc., and each component is connected through pipelines.

[0051] The oil pressure shock absorber 1, the sensor 2, the reversing solenoid valve 3, and the flow control proportional valve / flow control solenoid valve 4 constitute a set of shock absorption units, and the present active suspension system can control multiple sets of shock absorption units; its sensor is integrated on the oil pressure shock absorber; its pressure reducing valve 5, unloading valve 6, oil pump 7, and fuel tank 8 form an oil source device.

[0052] The oil pump 7 pumps the hydraulic oil from the fuel tank 8 and delivers high-pressure liquid. The unloading valve 6 prevents the pressure from being too high to damage the pipeline, and the high-pressure liquid becomes pressure-stable pressure liquid after passing through the pressure reducing valve 5.

[0053] The vehicle-mounted system calculates and determines whether the actual speed of the hydraulic shock absorber 1 is in the tensile stage or the compression stage by detecting the position change of the hydraulic shock absorber 1, and sends a signal to the reversing solenoid valve 3 to control the opening of the oil circuit.

[0054] At the same time, the vehicle-mounted system outputs the required voltage or current signal to the flow control proportional valve / flow control solenoid valve 4 according to the vibration data imported externally to control the flow rate.

[0055] The fuel tank 8 is connected to the inlet of the oil pump 7, the EG port of the reversing solenoid valve 3, the relief valve 6 and the overflow ports of the pressure reducing valve 5 through pipelines.

[0056] The outlet of the oil pump 7 is connected to the inlets of the relief valve 6 and the pressure reducing valve 5.

[0057] The outlet of the pressure reducing valve 5 is connected to the inlet of the flow control solenoid valve 4.

[0058] The outlet of the flow control solenoid valve 4 is connected to the F port of the reversing solenoid valve 3.

[0059] The C port and D port of the reversing solenoid valve 3 are respectively connected to the A port and B port of the hydraulic shock absorber 1.

[0060] The sensor 2 is integrated on the hydraulic shock absorber 1.

[0061] Multiple groups of shock absorption units can be connected in parallel between the outlet of the pressure reducing valve 5 and the EG port of the reversing solenoid valve 3.

[0062] As shown in the figure, the pressure liquid output from the flow control proportional valve / flow control solenoid valve 4 passes through the F port of the reversing solenoid valve 3, enters the B port of the hydraulic shock absorber 1 through the D port, and the piston of the hydraulic shock absorber 1 is pushed out. At the same time, the liquid at the back of the cylinder of the hydraulic shock absorber 1 flows out through the A port, enters the C port of the reversing solenoid valve 3, and flows into the fuel tank 8 through the G port.

[0063] When the reversing solenoid valve 3 is at the upper potential, the CF and DE are conducted, the hydraulic shock absorber 1 contracts, and the liquid at the back of the cylinder of the hydraulic shock absorber 1 flows out through the B port, enters the D port of the reversing solenoid valve, and flows into the fuel tank 8 through the E port.

[0064] See Figure 3 and Figure 4, in the above solution, multiple sets of vibration damping units are provided. For example, it can be N, where N≥1. Each set includes: an oil pressure shock absorber 1, a sensor 2, a reversing solenoid valve 3, a flow control solenoid valve 4, a pressure sensor I 9, and a pressure control solenoid valve 10; the vehicle-mounted system controls the conduction direction of the reversing solenoid valve 3 of each branch, controls the opening or closing of the oil pump, and controls the opening degrees of the pressure control solenoid valve 10 and the flow control solenoid valve 4 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, and the pressure of the total oil circuit detected by the pressure sensor II, so as to adjust the flow rate and pressure of the oil circuit and adjust the stretching or contraction of the oil pressure shock absorber.

[0065] The fully active suspension system of the present utility model adopts an actively controlled suspension system, actively controls the magnitude of the damping force according to the actual vibration requirements of the vehicle, suppresses the vibration of the vehicle, and achieves the goal of improving comfort.

[0066] The above embodiments are only used to illustrate the technical solutions of the present invention rather than 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 modifications can be made to the specific embodiments of the present invention or equivalent replacements can be made to 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, characterized in that: include: Oil pressure shock absorber (1), sensor (2), reversing solenoid valve (3), flow control solenoid valve (4), pressure reducing valve (5), unloading valve (6), oil pump (7) and oil tank (8); 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 flow control solenoid valve (4); The outlet of the flow control solenoid valve (4) is connected to the F port of the reversing solenoid valve (3), the C port and the D port of the reversing solenoid valve (3) 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) for detecting the actual speed of the oil pressure shock absorber (1); The inlet of the oil tank (8) is connected to the G port of the reversing solenoid valve (3) via a pipeline; When the reversing solenoid valve (3) is at an off-state, the G port is connected to the C port and the F port is connected to the D port; when the reversing solenoid valve (3) is at an on-state, the F port is connected to the C port and the E port is connected to the D port, and the E port is connected to the G port; The oil pressure shock absorber (1), the sensor (2), the reversing solenoid valve (3) and the flow control solenoid valve (4) are provided in two or more groups, and are connected in parallel between the inlet of the oil tank (8) and the outlet of the pressure reducing valve (5) through the G port and the E port of the reversing solenoid valve (3) and the inlet of the flow control solenoid valve (4); The invention also comprises: 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 the actual speed of the oil pressure shock absorber (1) detected by the sensor (2), and to control the reversing solenoid valve (3) to switch to an off potential or an on potential according to the stage of the oil pressure shock absorber (1).

2. The fully active suspension system according to claim 1, characterized in that: The overflow ports of the unloading valve (6) and the pressure reducing valve (5) are respectively connected to the inlet of the oil tank (8).

3. The fully active suspension system according to claim 2, characterized in that: The vehicle-mounted system is also configured to: control the opening degree of the flow control solenoid valve (4) according to externally imported vibration data, so as to adjust the flow of hydraulic oil in the pipeline.

4. The fully active suspension system according to claim 3, characterized in that: Also includes: Pressure sensor I (9) and pressure control solenoid valve (10); The pressure sensor I (9) is connected between the reversing solenoid valve (3) and the flow control solenoid valve (4) and is used to detect the pressure of the hydraulic oil in the pipeline; The pressure control solenoid valve (10) is connected between the pressure reducing valve (5) and the flow control solenoid valve (4); 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.

5. The fully active suspension system according to claim 4, 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.

6. The fully active suspension system according to claim 5, 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 according to claim 6, characterized in that: Also includes: The filter (13) is connected between the oil pump (7) and the oil tank (8).

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