Suspension system and vehicle

Abstract

The utility model discloses a suspension system and a vehicle. The suspension system comprises a hydraulic pump; the shock absorbers comprise two front shock absorbers and two rear shock absorbers, the two front shock absorbers are suitable for being connected with a left front wheel and a right front wheel of the vehicle respectively, and the two rear shock absorbers are suitable for being connected with a left rear wheel and a right rear wheel of the vehicle respectively; the first electromagnetic valve is arranged between the hydraulic pump and each shock absorber; and the second electromagnetic valve is arranged between the two front shock absorbers, and / or the second electromagnetic valve is arranged between the two rear shock absorbers. Therefore, through reasonable layout of the hydraulic pump, the shock absorber, the first electromagnetic valve and the second electromagnetic valve in the suspension system, shock absorption control over the four wheels of the vehicle is achieved, on the premise that normal work of the suspension system is guaranteed, the structure of the suspension system is simpler, and therefore the cost and the weight of the vehicle can be reduced, and the service life of the vehicle is prolonged. And the light-weight arrangement of the whole vehicle is facilitated.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a suspension system and a vehicle. Background Art

[0002] With the development of technology, vehicles are more and more widely used. To meet specific requirements, such as increasing off-road ability and adapting to larger tire sizes, it is necessary to increase the ground clearance of the vehicle chassis through the vehicle's suspension system. That is: the suspension system needs to have a lifting function.

[0003] In the related art, the structure of the suspension system is complex, and there are many components in the suspension system, which will not only increase the volume of the suspension system, but also make the cost of the suspension system relatively high, which is not conducive to installation. In addition, some components in the suspension system are likely to increase the vehicle tilt angle and affect vehicle controllability, thus reducing the vehicle performance. Summary of the Utility Model

[0004] The utility model aims to at least solve one of the technical problems existing in the prior art. For this purpose, the utility model provides a suspension system, which has a simple structure, is light in weight and low in cost.

[0005] The utility model further provides a vehicle.

[0006] According to the suspension system of the embodiment of the utility model, it includes: a hydraulic pump; shock absorbers, the shock absorbers include two front shock absorbers and two rear shock absorbers, the two front shock absorbers are respectively adapted to be connected to the left and right front wheels of the vehicle, and the two rear shock absorbers are respectively adapted to be connected to the left and right rear wheels of the vehicle; a first solenoid valve, the first solenoid valve is arranged between the hydraulic pump and each shock absorber; a second solenoid valve, the second solenoid valve is arranged between the two front shock absorbers, and / or the second solenoid valve is arranged between the two rear shock absorbers.

[0007] Thus, through a reasonable layout of the hydraulic pump, shock absorbers, first solenoid valve and second solenoid valve in the suspension system to achieve shock absorption control of the four wheels of the vehicle, the structure of the suspension system can be made more concise on the premise of ensuring the normal operation of the suspension system, thereby reducing the cost and weight of the vehicle and being conducive to the lightweight layout of the whole vehicle.

[0008] According to some embodiments of the utility model, there are two second solenoid valves, one of the two second solenoid valves is arranged between the two front shock absorbers, the other of the two second solenoid valves is arranged between the two rear shock absorbers, and the two second solenoid valves and the four first solenoid valves are integrally arranged to form an attitude regulating valve.

[0009] According to some embodiments of the present utility model, at least one first accumulator is provided between the attitude regulating valve and each of the shock absorbers.

[0010] According to some embodiments of the present utility model, at least one damping valve is provided between the attitude regulating valve and each of the shock absorbers.

[0011] According to some embodiments of the present utility model, the suspension system further includes a central interconnection cylinder, in which two front cavities and two rear cavities are provided. One end of each of the front cavities and the rear cavities is connected to the hydraulic pump in communication. The other ends of the two front cavities are respectively connected to the two front shock absorbers in communication. The other ends of the two rear cavities are respectively connected to the two rear shock absorbers in communication. The two rear cavities are separated from each other. The two front cavities are respectively located on both sides of the two rear cavities and are separated from the two rear cavities.

[0012] According to some embodiments of the present utility model, a separating member movable in a first direction is provided in the central interconnection cylinder. The separating member includes a first partition plate, a second partition plate, a third partition plate and a connecting rod. The second partition plate is provided in the middle of the connecting rod. The first partition plate and the third partition plate are respectively provided at both ends of the connecting rod in the first direction. A rear cavity is defined in the central interconnection cylinder between the first partition plate and the second partition plate. A rear cavity is defined in the central interconnection cylinder between the third partition plate and the second partition plate. A front cavity is jointly defined by the first partition plate and the side wall of the central interconnection cylinder. A front cavity is jointly defined by the third partition plate and the side wall of the central interconnection cylinder. Elastic members are respectively provided between both ends of the separating member in the first direction and the side wall of the central interconnection cylinder.

[0013] According to some embodiments of the present utility model, a stiffness adjusting device is respectively provided between the attitude regulating valve and the two front shock absorbers; and / or a stiffness adjusting device is respectively provided between the attitude regulating valve and the two rear shock absorbers.

[0014] According to some embodiments of the present utility model, the stiffness adjusting device includes a second accumulator and a third solenoid valve connected to each other.

[0015] According to some embodiments of the present utility model, an auxiliary lifting device is provided between the hydraulic pump and the attitude regulating valve. The auxiliary lifting device includes a third accumulator and a fourth solenoid valve connected to each other.

[0016] The vehicle according to the present utility model includes the suspension system described above.

[0017] Additional aspects and advantages of the present utility model will be given in part in the following description, become apparent in part from the following description, or be understood through the practice of the present utility model. Brief Description of the Drawings

[0018] The above and / or additional aspects and advantages of the present utility model will become apparent and be readily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0019] Figure 1 is a schematic diagram of a suspension system according to some embodiments of the present utility model;

[0020] Figure 2 is a schematic diagram of a suspension system according to other embodiments of the present utility model;

[0021] Figure 3 is a schematic diagram of a suspension system according to still other embodiments of the present utility model.

[0022] Reference Signs:

[0023] 100, suspension system; 200, front wheels; 300, rear wheels;

[0024] 10, hydraulic pump;

[0025] 20, shock absorber; 21, front shock absorber; 22, rear shock absorber;

[0026] 30, attitude regulating valve; 31, first solenoid valve; 32, second solenoid valve;

[0027] 50, first accumulator; 60, damping valve;

[0028] 70, central interconnecting cylinder; 71, front cavity; 72, rear cavity;

[0029] 80, partition member; 81, first partition; 82, second partition; 83, third partition; 84, connecting rod; 85, elastic member;

[0030] 90, stiffness regulating device; 110, second accumulator; 120, third solenoid valve. Detailed Description of the Embodiments

[0031] Embodiments of the present utility model will be described in detail below. The embodiments described with reference to the drawings are exemplary. Embodiments of the present utility model will be described in detail below.

[0032] Reference will be made below to Figures 1-3 describe the suspension system 100 according to embodiments of the present utility model. The suspension system 100 according to embodiments of the present utility model can be applied to a vehicle.

[0033] In conjunction with Figures 1-3As shown, the suspension system 100 according to an embodiment of the present invention may mainly include: a hydraulic pump 10, shock absorbers 20, a first solenoid valve 31, and a second solenoid valve 32. Among them, the shock absorbers 20 include two front shock absorbers 21 and two rear shock absorbers 22. The two front shock absorbers 21 are adapted to be connected to the left and right front wheels 200 of the vehicle. In this way, the suspension system 100 can damp the left and right front wheels 200 and the left and right rear wheels 300 of the vehicle respectively, thereby reducing the body vibration caused by road excitation, which is beneficial to improving the riding comfort.

[0034] Further, the hydraulic pump 10 can provide power for the flow of oil in the suspension system 100, so that the oil pumped out by the hydraulic pump 10 flows to the shock absorbers 20. The shock absorbers 20 can reduce the transmission of road excitation to the body, thereby improving the riding comfort.

[0035] Further, a first solenoid valve 31 is provided between the hydraulic pump 10 and each shock absorber 20 to respectively control the flow of oil in the hydraulic pump 10 to each shock absorber 20, and the stiffness of each shock absorber 20 can be independently adjusted, and then the damping capacity of each shock absorber 20 can be adjusted.

[0036] According to some embodiments of the present invention, a second solenoid valve 32 is provided between the two front shock absorbers 21. The second solenoid valve 32 includes but is not limited to a pressure equalizing solenoid valve. When the vehicle is driving, if one of the two front shock absorbers 21 is suddenly subjected to a large impact, the pressure equalizing solenoid valve opens, so that the oil in the impacted front shock absorber 21 flows to the other front shock absorber 21, thereby reducing the stiffness of the impacted front shock absorber 21 to absorb more vibration, and increasing the stiffness of the other front shock absorber 21, which can improve the body stability and vehicle controllability.

[0037] According to other embodiments of the present invention, a second solenoid valve 32 is provided between the two rear shock absorbers 22. The second solenoid valve 32 includes but is not limited to a pressure equalizing solenoid valve. When the vehicle is driving, if one of the two rear shock absorbers 22 is suddenly subjected to a large impact, the pressure equalizing solenoid valve opens, so that the oil in the impacted rear shock absorber 22 flows to the other rear shock absorber 22, thereby reducing the stiffness of the impacted rear shock absorber 22 to absorb more vibration, and increasing the stiffness of the other rear shock absorber 22, which can improve the body stability and vehicle controllability.

[0038] According to some further embodiments of the present utility model, a second solenoid valve 32 is provided between two front shock absorbers 21, and a second solenoid valve 32 is provided between two rear shock absorbers 22. Among them, the second solenoid valve 32 includes, but is not limited to, a pressure leveling electromagnetic switch valve. Specifically, when the vehicle is driving, if one of the two front shock absorbers 21 is suddenly subjected to a large impact, the pressure leveling electromagnetic switch valve opens, so that the oil in the impacted front shock absorber 21 flows to the other front shock absorber 21, thereby reducing the stiffness of the impacted front shock absorber 21 to absorb more vibrations, and increasing the stiffness of the other front shock absorber 21, which can improve the ride smoothness of the vehicle body and the controllability of the vehicle.

[0039] Further, when the vehicle is driving, if one of the two rear shock absorbers 22 is suddenly subjected to a large impact, the pressure leveling electromagnetic switch valve opens, so that the oil in the impacted rear shock absorber 22 flows to the other rear shock absorber 22, thereby reducing the stiffness of the impacted rear shock absorber 22 to absorb more vibrations, and increasing the stiffness of the other rear shock absorber 22, which can improve the ride smoothness of the vehicle body and the controllability of the vehicle.

[0040] In the embodiment of the present utility model, the suspension system 100 only includes a hydraulic pump 10, shock absorbers 20, a first solenoid valve 31 and a second solenoid valve 32. The hydraulic pump 10 pumps oil to the shock absorbers 20. By controlling the opening and closing of the corresponding first solenoid valve 31 between each shock absorber 20 and the hydraulic pump 10, the stiffness of each shock absorber 20 can be adjusted respectively, and further the shock absorption capacity of each shock absorber 20 on the vehicle can be controlled to be suitable for the vehicle to drive under different working conditions.

[0041] By providing a second solenoid valve 32 between two front shock absorbers 21 and a second solenoid valve 32 between two rear shock absorbers 22, the ride smoothness of the vehicle body and the controllability of the vehicle can be improved.

[0042] The drive motor of the hydraulic pump 10 in the embodiment of the present utility model is a high-power drive motor. In this way, when the vehicle is lifted continuously for multiple times, the high-power drive motor can drive the hydraulic pump 10 to continuously pump high-pressure oil into the shock absorbers 20. On the one hand, it can make the vehicle have sufficient power when lifted for the first time. On the other hand, the lifting speed of the vehicle will not be affected during continuous lifting, and the lifting speed of the vehicle can be made more stable.

[0043] Compared with the prior art, in the present utility model, by replacing the drive motor of the hydraulic pump 10 with a high-power drive motor and canceling the existing auxiliary lifting device, the weight and cost increased in the present utility model are much lower than those of the auxiliary lifting device, so that the overall vehicle cost can be effectively reduced, which is beneficial to the lightweight layout of the whole vehicle.

[0044] Combined withFigures 1-3 As shown, in an embodiment of the present invention, there are two second solenoid valves 32. One of the two second solenoid valves 32 is disposed between two front shock absorbers 21, and the other of the two second solenoid valves 32 is disposed between two rear shock absorbers 22. The two second solenoid valves 32 and the four first solenoid valves 31 are integrally arranged to form an attitude regulating valve 30.

[0045] Specifically, in an embodiment of the present invention, there are two second solenoid valves 32, which are respectively disposed between two front shock absorbers 21 and between two rear shock absorbers 22. Thus, when the vehicle is in motion, if one of the two front shock absorbers 21 is suddenly subjected to a large impact, the pressure leveling electromagnetic switch valve opens, enabling the hydraulic oil in the impacted front shock absorber 21 to flow to the other front shock absorber 21. Thereby, the stiffness of the impacted front shock absorber 21 can be reduced to absorb more vibrations, and the stiffness of the other front shock absorber 21 increases, which can improve the ride smoothness of the vehicle body and the controllability of the vehicle.

[0046] When the vehicle is in motion, if one of the two rear shock absorbers 22 is suddenly subjected to a large impact, the pressure leveling electromagnetic switch valve opens, enabling the hydraulic oil in the impacted rear shock absorber 22 to flow to the other rear shock absorber 22. Thereby, the stiffness of the impacted rear shock absorber 22 can be reduced to absorb more vibrations, and the stiffness of the other rear shock absorber 22 increases, which can improve the ride smoothness of the vehicle body and the controllability of the vehicle.

[0047] Furthermore, the two second solenoid valves 32 and the four first solenoid valves 31 are integrated into an attitude regulating valve 30. In this way, multiple solenoid valves can be integrally arranged, which not only prevents the components in the suspension system 100 from being scattered, facilitating the arrangement of multiple solenoid valves in the suspension system 100, but also ensures the safety of the solenoid valves.

[0048] According to some embodiments of the present invention, in combination with Figures 1-3 As shown, at least one first accumulator 50 is provided between the attitude regulating valve 30 and each shock absorber 20. Specifically, in an embodiment of the present invention, the first accumulator 50 can be a high-pressure accumulator or a low-pressure accumulator. Among them, when the suspension system 100 is in a non-operating state, the high-pressure accumulator can store the hydraulic oil from the hydraulic pump 10 or other power sources. When the vehicle encounters an impact or requires additional pressure during driving, the high-pressure accumulator can quickly release the stored energy to compensate for the pressure drop in the suspension system 100, thereby improving the stability of the suspension system 100.

[0049] Furthermore, when the first accumulator 50 is a low-pressure accumulator, the low-pressure accumulator can supplement the fluid loss caused by system leakage, thereby maintaining the normal operation of the suspension system 100. Moreover, the low-pressure accumulator can alleviate small fluctuations of the suspension system 100 caused by the external environment under low-pressure conditions, and can be used to compensate for the expansion or contraction of the fluid volume caused by temperature changes, thus contributing to maintaining the stability of the suspension system 100.

[0050] In an embodiment of the present invention, a high-pressure accumulator and a low-pressure accumulator are provided between the attitude regulating valve 30 and each shock absorber 20.

[0051] According to some other embodiments of the present invention, in combination with Figures 1-3 As shown, at least one damping valve 60 is provided between the attitude regulating valve 30 and each shock absorber 20. Specifically, when the vehicle is subjected to road surface excitation, the damping valve 60 can adjust the damping force on the shock absorber 20, and the magnitude of the damping force directly affects the comfort and handling stability of the vehicle. For example, when the vehicle passes through a bumpy road surface, the damping valve 60 is adjusted to appropriately increase the damping force to reduce the stiffness of the shock absorber 20, thereby reducing body bounce. For example, when the vehicle is turning or traveling at a high speed, the damping force in the suspension system 100 is adjusted through the damping valve 60, and an appropriate damping force helps to reduce body roll.

[0052] According to still some other embodiments of the present invention, in combination with Figures 1-2 As shown, the suspension system 100 includes a central interconnected cylinder 70. Two front cavities 71 and two rear cavities 72 are provided in the central interconnected cylinder 70. One end of each of the front cavities 71 and the rear cavities 72 is in communication with the hydraulic pump 10, so that the oil in the hydraulic pump 10 can enter the front cavities 71 and the rear cavities 72 to connect the central interconnected cylinder 70 to the suspension system 100.

[0053] Furthermore, the other ends of the two front cavities 71 are respectively in communication with the two front shock absorbers 21, and the other ends of the two rear cavities 72 are respectively in communication with the two rear shock absorbers 22. The two rear cavities 72 are separated from each other, and the two front cavities 71 are respectively located on both sides of the two rear cavities 72 and are separated from the two rear cavities 72. Such an arrangement can enable each shock absorber 20 in the vehicle to be connected to a cavity in the central interconnected cylinder 70, and in the oil flow path from the hydraulic pump 10 to the central interconnected cylinder 70 and then to the shock absorber 20, the oil in each flow path is separated from each other, thus ensuring the control accuracy of the damping of each shock absorber 20 in the suspension system 100.

[0054] In an embodiment of the present utility model, a partition member 80 that is movable in a first direction is provided inside the central interconnection cylinder 70. The partition member 80 includes a first partition plate 81, a second partition plate 82, a third partition plate 83, and a connecting rod 84. The second partition plate 82 is disposed in the middle of the connecting rod 84. The first partition plate 81 and the third partition plate 83 are respectively disposed at two ends of the connecting rod 84 in the first direction. A rear cavity 72 is defined in the central interconnection cylinder 70 between the first partition plate 81 and the second partition plate 82. A rear cavity 72 is defined in the central interconnection cylinder 70 between the third partition plate 83 and the second partition plate 82. A front cavity 71 is jointly defined by the first partition plate 81 and the side wall of the central interconnection cylinder 70. A front cavity 71 is jointly defined by the third partition plate 83 and the side wall of the central interconnection cylinder 70. Elastic members 85 are respectively disposed between two ends of the partition member 80 in the first direction and the side wall of the central interconnection cylinder 70.

[0055] With such an arrangement, on the one hand, the oil in the four cavities in the central interconnection cylinder 70 can be separated from each other to prevent the oil in different cavities from surging. On the other hand, the volume of each cavity in the central interconnection cylinder 70 can be changed, so that the volume of the oil in each cavity in the central interconnection cylinder 70 can be correspondingly changed.

[0056] With such an arrangement, when one of the four wheels of the vehicle encounters a load or impact, the volume of the oil in the cavity connected to the shock absorber 20 on that wheel changes. This can drive the partition member 80 in the central interconnection cylinder 70 to move in the first direction, and then the volume of the oil in other cavities in the central interconnection cylinder 70 can be correspondingly changed. Further, the damping force on the shock absorbers 20 other than the shock absorber 20 subjected to the load or impact can be changed to reduce the tilting or shaking of the vehicle body, thereby being beneficial to improving the controllability and comfort of the vehicle.

[0057] According to some other embodiments of the present utility model, in combination with Figure 1 As shown, stiffness adjustment devices 90 are respectively disposed between the attitude adjustment valve 30 and the two front shock absorbers 21. Specifically, the stiffness adjustment device 90 can adjust the stiffness of the two front shock absorbers 21 in the suspension system 100. When the vehicle is in a high-speed driving condition, the stiffness adjustment device 90 can increase the stiffness of the two front shock absorbers 21 in the suspension system 100, so that the vehicle is more stable when driving at high speed. When the vehicle is driving on an uneven road surface, the stiffness adjustment device 90 can reduce the stiffness of the two front shock absorbers 21 in the suspension system 100, so that the two front shock absorbers 21 can absorb road excitations to improve the comfort of the vehicle.

[0058] According to some other embodiments of the present utility model, in combination with Figure 1As shown, a stiffness adjustment device 90 is respectively arranged between the attitude adjustment valve 30 and the two rear shock absorbers 22. Specifically, the stiffness adjustment device 90 can adjust the stiffness of the two rear shock absorbers 22 in the suspension system 100. When the vehicle is in a high-speed driving condition, the stiffness adjustment device 90 can increase the stiffness of the two rear shock absorbers 22 in the suspension system 100, so that the vehicle can be more stable when driving at high speed. When the vehicle is driving on an uneven road surface, the stiffness adjustment device 90 can reduce the stiffness of the two rear shock absorbers 22 in the suspension system 100, so that the two rear shock absorbers 22 can absorb road excitations to improve the comfort of the vehicle.

[0059] According to some further embodiments of the present invention, in combination with Figure 1 As shown, a stiffness adjustment device 90 is respectively arranged between the attitude adjustment valve 30 and the two front shock absorbers 21, and a stiffness adjustment device 90 is respectively arranged between the attitude adjustment valve 30 and the two rear shock absorbers 22. In this way, the stiffness adjustment device 90 can adjust the stiffness of the four shock absorbers 20 in the suspension system 100. When the vehicle is in a high-speed driving condition, the stiffness adjustment device 90 can increase the stiffness of the four shock absorbers 20 in the suspension system 100, so that the vehicle can be more stable when driving at high speed. When the vehicle is driving on an uneven road surface, the stiffness adjustment device 90 can reduce the stiffness of the four shock absorbers 20 in the suspension system 100, so that the four shock absorbers 20 can absorb road excitations to improve the comfort of the vehicle.

[0060] In an embodiment of the present invention, the stiffness adjustment device 90 includes a second accumulator 110 and a third solenoid valve 120 which are connected to each other. The second accumulator 110 is connected between the attitude adjustment valve 30 and the shock absorber 20. The second accumulator 110 can store and release oil. The third solenoid valve 120 can control the oil pumped out by the hydraulic pump 10 to selectively flow into the second accumulator 110. When the vehicle is driving at high speed, the third solenoid valve 120 is closed, and the oil in the hydraulic pump 10 flows to the shock absorber 20, and the stiffness of the shock absorber 20 increases, thereby improving the smoothness of the vehicle during driving. When the vehicle is driving on an uneven road surface, the third solenoid valve 120 is opened, and the oil in the hydraulic pump 10 flows into the second accumulator 110, so that the oil flowing to the shock absorber 20 is reduced, the stiffness of the shock absorber 20 is reduced, and the shock absorption performance is better, thereby improving the riding comfort of the vehicle.

[0061] According to some further embodiments of the present utility model, an auxiliary lifting device is provided between the hydraulic pump 10 and the attitude regulating valve 30. The auxiliary lifting device includes a third accumulator and a fourth solenoid valve connected to each other. Specifically, the auxiliary lifting device can provide high pressure when the vehicle needs to be lifted, so that the shock absorber 20 provides lifting power to the vehicle body. When the vehicle is not lifted, the oil fluid of the hydraulic pump 10 flows into the third accumulator to accumulate high pressure in the third accumulator. When the vehicle needs to be lifted, the fourth solenoid valve is opened. At this time, the high-pressure oil in the third accumulator is instantly pumped into the shock absorber 20 to realize the rapid lifting of the initial stage of the vehicle body.

[0062] After the high-pressure oil in the third accumulator is released, the hydraulic pump 10 continues to pump oil fluid into the shock absorber 20 to continue lifting the vehicle. The auxiliary lifting device is mainly used to accelerate the lifting speed of the initial stage and shorten the lifting time.

[0063] According to an embodiment of the present utility model, the suspension system 100 can be applied to a vehicle.

[0064] In the prior art, the suspension system of a vehicle further includes an auxiliary lifting device, a central interconnection cylinder, and a stiffness adjustment device. Among them, the working principle of the auxiliary lifting device is that when the vehicle is not lifted, the hydraulic pump stores high pressure in the accumulator of the auxiliary lifting device. When the vehicle needs to be lifted, the electromagnetic switch valve in the auxiliary lifting device is opened. At this time, the high-pressure oil in the accumulator is instantly pumped into the shock absorber to realize the rapid lifting of the initial stage. After the high-pressure oil in the accumulator is released, the hydraulic pump continues to pump oil fluid into the shock absorber to continue lifting the vehicle. The role of the auxiliary lifting device is to accelerate the lifting speed of the initial stage.

[0065] However, the auxiliary lifting device has certain drawbacks. One is that the accumulator in the auxiliary lifting device is relatively large in volume, generally about 1L, with a weight of up to about 5kg and a relatively high cost. Therefore, it is not conducive to the lightweight and layout of the whole vehicle. The other is that the auxiliary lifting device can only play a role in the first lift. Since the high-pressure oil fluid in the accumulator has been released during the first lift, when lifting continuously, the auxiliary lifting device does not participate in the work. Therefore, starting from the second lift during continuous lifting, the lifting speed will decrease. Thus, the setting effect of the auxiliary lifting device in the prior art is limited, and it will increase more costs and weight for the vehicle.

[0066] In the prior art, the role of the stiffness adjustment device is to connect or disconnect the accumulator from the suspension system by opening and closing the electromagnetic switch valve, so as to adjust the suspension stiffness of the suspension system. When the electromagnetic switch valve is opened, the accumulator is connected to the system and the suspension stiffness decreases. When the electromagnetic switch valve is closed, the accumulator is disconnected from the system and the suspension stiffness increases. However, the stiffness adjustment device also has problems such as large volume, high cost, and being not conducive to layout.

[0067] In the prior art, a central interconnected cylinder improves the grounding performance. For example, when an impact is applied only to the right front wheel during road driving, the piston in the central interconnected cylinder moves leftward according to the increase in wheel pressure, and this movement causes other shock absorbers to expand or contract, thereby improving the grounding performance.

[0068] However, when the vehicle is turning, the central interconnected cylinder will have a side effect. For example, when the vehicle turns left, due to the centrifugal force, the right side of the vehicle is pressurized, the right front shock absorber is compressed (the vehicle tilts to the right side), the oil enters the chamber of the central interconnected cylinder, and then pushes the piston to move leftward, causing the oil in the chamber to be pressed into the left front shock absorber, resulting in the left front shock absorber stretching and the wheel moving downward, and further causing the left front attitude to rise and exacerbating the tilting angle of the vehicle to the right side, which will reduce the vehicle handling stability.

[0069] To solve the problems of weight, cost, and layout caused by the auxiliary lifting device, central interconnected cylinder, and stiffness adjustment device in the prior art, the embodiments of the present utility model selectively cut at least one of the auxiliary lifting device, central interconnected cylinder, and stiffness adjustment device in the prior art.

[0070] In the first embodiment of the present utility model, the suspension system 100 includes a hydraulic pump 10, a shock absorber 20, a first solenoid valve 31, a second solenoid valve 32, an auxiliary lifting device, and a central interconnected cylinder 70.

[0071] In the second embodiment of the present utility model, the suspension system 100 includes a hydraulic pump 10, a shock absorber 20, a first solenoid valve 31, a second solenoid valve 32, an auxiliary lifting device, and a stiffness adjustment device 90.

[0072] In the third embodiment of the present utility model, the suspension system 100 includes a hydraulic pump 10, a shock absorber 20, a first solenoid valve 31, a second solenoid valve 32, a central interconnected cylinder 70, and a stiffness adjustment device 90.

[0073] In the fourth embodiment of the present utility model, the suspension system 100 includes a hydraulic pump 10, a shock absorber 20, a first solenoid valve 31, a second solenoid valve 32, and an auxiliary lifting device.

[0074] In the fifth embodiment of the present utility model, the suspension system 100 includes a hydraulic pump 10, a shock absorber 20, a first solenoid valve 31, a second solenoid valve 32, and a central interconnected cylinder 70.

[0075] In the sixth embodiment of the present utility model, the suspension system 100 includes a hydraulic pump 10, a shock absorber 20, a first solenoid valve 31, a second solenoid valve 32, and a stiffness adjustment device 90.

[0076] Based on the above six embodiments, compared with the prior art, the suspension system 100 in the present utility model can effectively reduce the weight of the suspension system 100, reduce the layout volume of the suspension system 100, and can reduce the cost of the suspension system 100 by selectively trimming the auxiliary lifting device, the central interconnection cylinder, and the stiffness adjustment device in the prior art.

[0077] In the description of this specification, the descriptions referring to terms such as "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples", etc., mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present utility model. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example.

[0078] Although the embodiments of the present utility model have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and purposes of the present utility model, and the scope of the present utility model is defined by the claims and their equivalents.

Claims

1. A suspension system, characterized in that: include: Hydraulic pumps; Shock absorbers, the shock absorbers comprising two front shock absorbers and two rear shock absorbers, the two front shock absorbers are respectively suitable for being connected to the left and right front wheels of the vehicle, and the two rear shock absorbers are respectively suitable for being connected to the left and right rear wheels of the vehicle; A first solenoid valve, wherein the first solenoid valve is disposed between the hydraulic pump and each of the shock absorbers; A second solenoid valve, wherein the second solenoid valve is arranged between the two front shock absorbers, and / or the second solenoid valve is arranged between the two rear shock absorbers.

2. The suspension system according to claim 1, characterized in that: There are two second solenoid valves, one of which is arranged between the two front shock absorbers, and the other of which is arranged between the two rear shock absorbers. The two second solenoid valves and the four first solenoid valves are integrated to form a posture adjustment valve.

3. The suspension system according to claim 2, characterized in that: At least one first accumulator is arranged between the attitude adjustment valve and each of the shock absorbers.

4. The suspension system according to claim 2, characterized in that: At least one damping valve is arranged between the attitude adjustment valve and each of the shock absorbers.

5. The suspension system according to claim 2, characterized in that: It also includes a central interconnected cylinder, in which two front cavities and two rear cavities are arranged, one end of the front cavity and the rear cavity are both connected to the hydraulic pump, the other ends of the two front cavities are respectively connected to the two front shock absorbers, the other ends of the two rear cavities are respectively connected to the two rear shock absorbers, the two rear cavities are separated from each other, and the two front cavities are respectively located on both sides of the two rear cavities and separated from the two rear cavities.

6. The suspension system according to claim 5, characterized in that: A partition movable in the first direction is arranged in the central interconnected cylinder, and the partition includes a first partition plate, a second partition plate, a third partition plate and a connecting rod. The second partition plate is arranged in the middle of the connecting rod, and the first partition plate and the third partition plate are respectively arranged at the two ends of the connecting rod in the first direction. The rear cavity is defined in the central interconnected cylinder between the first partition plate and the second partition plate, and the rear cavity is defined in the central interconnected cylinder between the third partition plate and the second partition plate. The first partition plate and the side wall of the central interconnected cylinder jointly define the front cavity, and the third partition plate and the side wall of the central interconnected cylinder jointly define the front cavity. Elastic parts are respectively arranged between the two ends of the partition in the first direction and the side wall of the central interconnected cylinder.

7. The suspension system according to claim 2, characterized in that: A stiffness adjusting device is provided between the posture adjusting valve and the two front shock absorbers respectively; and / or a stiffness adjusting device is provided between the posture adjusting valve and the two rear shock absorbers respectively.

8. The suspension system according to claim 7, characterized in that The stiffness adjusting device includes a second accumulator and a third solenoid valve which are connected to each other.

9. The suspension system according to claim 2, characterized in that: An auxiliary lifting device is arranged between the hydraulic pump and the attitude regulating valve, and the auxiliary lifting device includes a third accumulator and a fourth solenoid valve which are connected to each other.

10. A vehicle, characterized in that: A suspension system comprising any one of claims 1-9.

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