Suspension adjusting and driving integrated device, control system and vehicle

Abstract

The utility model discloses a suspension adjusting and driving integrated device, a control system and a vehicle, and relates to the technical field of electric automobiles, the control system is provided with a first driving end and a second driving end, and the device comprises a hydraulic assembly, an adjusting assembly, a first joint assembly and a second joint assembly; the input end of the adjusting assembly is connected with the output end of the hydraulic assembly, and the adjusting assembly is used for adjusting the height of the vehicle suspension according to the liquid pressure output by the hydraulic assembly. The first connecting assembly is used for connecting the hydraulic assembly and the first driving end when receiving a suspension starting signal and disconnecting the hydraulic assembly and the first driving end when receiving a suspension stopping signal; and the second joint assembly is used for jointing the second driving end and the wheel when receiving the wheel connection signal, and disconnecting the second driving end and the wheel when receiving the wheel disconnection signal. According to the technical scheme, the size of the suspension adjusting and driving integrated control system can be reduced, and arrangement and whole vehicle integration are easy.

Description

Technical Field

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

[0002] The existing vehicle drive suspension control system generally includes an active suspension system and a drive system, such as Figure 1 and Figure 2 As shown, the motor, pump, suspension, tires, and accessory devices form the primary actuators of the active suspension system, responsible for connecting the left and right wheels and adjusting the preload at both ends to enhance handling performance. The first and second suspension adjustment devices form a system that enhances comfort performance. A motor and hydraulic pump are installed for each wheel as the power source for the drive system. The active suspension system and drive system operate independently, resulting in numerous components, low integration, large mass and volume, complex vehicle integration, layout, and adjustment, high energy consumption, low scalability, and inconvenient installation and maintenance. Utility Model Content

[0003] The main purpose of the utility model is to propose a suspension adjustment and drive integrated device, control system and vehicle, aiming to reduce the volume of the suspension adjustment and drive integrated control system and facilitate layout, expansion, maintenance and vehicle integration.

[0004] To achieve the above-mentioned objectives, the present invention proposes a suspension adjustment and drive integrated device for use in a suspension adjustment and drive integrated control system. The suspension adjustment and drive integrated control system has a first drive end and a second drive end. The suspension adjustment and drive integrated device includes:

[0005] Hydraulic components, used to generate and output liquid pressure;

[0006] an adjusting component, the input end of the adjusting component being connected to the output end of the hydraulic component and being used to adjust the height of the vehicle suspension according to the liquid pressure output by the hydraulic component;

[0007] a first engagement assembly for engaging the hydraulic assembly and the first drive end upon receiving a suspension enable signal and disengaging the hydraulic assembly and the first drive end upon receiving a suspension disable signal;

[0008] The second engagement assembly is used to engage the second drive end and the wheel when a wheel connection signal is received, and to disconnect the second drive end and the wheel when a wheel disconnection signal is received.

[0009] In one embodiment, the first engagement component comprises:

[0010] a first power source, configured to generate and output a first power upon receiving a suspension activation signal, and to generate and output a second power upon receiving a suspension deactivation signal;

[0011] A first coupling member, the input end of which is connected to the output end of the first power source, is used to couple the hydraulic component and the first drive end when the first power is received, and to disconnect the hydraulic component and the first drive end when the second power is received.

[0012] In one embodiment, the second engagement component comprises:

[0013] The second power source is configured to generate and output a third power upon receiving a wheel connection signal, and to generate and output a fourth power upon receiving a wheel disconnection signal;

[0014] Drive shaft, used for transmission connection to wheels;

[0015] A second coupling member, the input end of which is connected to the output end of the second power source, is used to couple the transmission shaft and the second drive end when the third power is received, and to disconnect the coupling between the transmission shaft and the second drive end when the fourth power is received.

[0016] In one embodiment, the first engagement member of the first engagement assembly or the second engagement member of the second engagement assembly includes at least one of a speed reducer, a transmission, and a differential.

[0017] In addition, to achieve the above objectives, the present invention also proposes a suspension adjustment and drive integrated control system, comprising:

[0018] A drive device having a first drive end and a second drive end;

[0019] a control device, the control device being electrically connected to the drive device;

[0020] The suspension adjustment and drive integrated device as described above, wherein the first engagement assembly and the second engagement assembly are electrically connected to the control device respectively;

[0021] the control device being configured to output a suspension enabling signal to the first engagement assembly, so that the first engagement assembly engages the hydraulic assembly and the first drive end according to the suspension enabling signal; and

[0022] outputting a suspension deactivation signal to the first engagement assembly so that the first engagement assembly disconnects the hydraulic assembly from the first drive end according to the suspension deactivation signal; and

[0023] outputting a wheel connection signal to the second engagement component so that the second engagement component engages the second drive end and the wheel according to the wheel connection signal; and

[0024] A wheel disconnection signal is output to the second engagement component, so that the second engagement component disconnects the second drive end from the wheel according to the wheel disconnection signal.

[0025] In one embodiment, when the vehicle enters a stopped state, the control device is used to output a suspension enabling signal to the first engaging component so that the first engaging component engages the hydraulic component and the first drive end according to the suspension enabling signal, and to output a wheel disconnecting signal to the second engaging component so that the second engaging component disconnects the second drive end and the wheel according to the wheel disconnecting signal.

[0026] In one embodiment, when the vehicle enters a low-medium speed driving state, the control device is used to output a suspension enabling signal to the first engaging component so that the first engaging component engages the hydraulic component and the first drive end according to the suspension enabling signal, and to output a wheel connection signal to the second engaging component so that the second engaging component engages the second drive end and the wheel according to the wheel connection signal.

[0027] In one embodiment, when the vehicle enters a high-speed driving state, the control device is used to output a suspension deactivation signal to the first engagement component so that the first engagement component disconnects the hydraulic component and the first drive end according to the suspension deactivation signal, and output a wheel connection signal to the second engagement component so that the second engagement component connects the second drive end and the wheel according to the wheel connection signal.

[0028] In one embodiment, there are multiple first drive ends, multiple second drive ends, multiple suspension adjustment and drive integrated devices, multiple first coupling components are connected one-to-one to multiple first drive ends, and multiple second coupling components are connected one-to-one to multiple second drive ends.

[0029] In addition, to achieve the above-mentioned purpose, the present invention also proposes a vehicle, including the suspension adjustment and drive integrated control system as described above.

[0030] The technical solution of the present invention is to set up a suspension adjustment and drive integrated device for a suspension adjustment and drive integrated control system. The suspension adjustment and drive integrated control system has a first drive end and a second drive end. The suspension adjustment and drive integrated device includes a hydraulic component, an adjustment component, a first coupling component and a second coupling component; the input end of the adjustment component is connected to the output end of the hydraulic component, and is used to adjust the height of the vehicle suspension according to the liquid pressure output by the hydraulic component; the first coupling component is used to engage the hydraulic component and the first drive end when a suspension enable signal is received, and to disconnect the hydraulic component and the first drive end when a suspension disable signal is received; the second coupling component is used to engage the second drive end and the wheel when a wheel connection signal is received, and to disconnect the second drive end and the wheel when a wheel disconnection signal is received. This technical solution features an integrated structure. The designed suspension adjustment and drive integrated control system combines the functions of both existing suspension adjustment and drive systems, actively adjusting handling performance and suspension comfort, connecting, collecting, distributing, and transmitting energy. It also offers expanded functionality, such as 3D gaming, escape, magic balance, and enhanced support. To minimize the difficulty of vehicle integration, this suspension adjustment and drive integrated control system utilizes a drive unit and a control device to adjust the motion state and pattern of each wheel, achieving a balance between handling stability and comfort. The system features a simple structure with few components, a small mass and volume, and is easy to integrate, arrange, and adjust, without requiring modifications to suspension hardpoints. It also boasts high power density, low energy consumption, responsiveness, fast wheel adjustment, partial energy collection and recovery, and high scalability. Combined with special devices, each wheel can be actively and independently adjusted for up and down bounce and coordinated between the front, back, left and right. It is easy to install and requires little maintenance. At the same time, by adjusting the working characteristics of the drive device, personalized comfort, controllability, strong energy recovery, etc. can be achieved. This technical solution solves the shortcomings of the current drive suspension control system and fully utilizes the power source of the original drive suspension control system. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The accompanying drawings are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present invention, and together with the description, serve to explain the principles of the present invention.

[0032] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0033] Figure 1 It is a structural diagram of the active suspension system in the prior art;

[0034] Figure 2 It is a structural diagram of the prior art drive system;

[0035] Figure 3 This is a schematic structural diagram of an embodiment of the vehicle suspension adjustment and drive integrated control system of the present utility model;

[0036] Figure 4 This is a schematic structural diagram of another embodiment of the vehicle suspension adjustment and drive integrated control system of the present utility model;

[0037] Figure 5 This is a structural diagram of another embodiment of the vehicle suspension adjustment and drive integrated control system of the present utility model.

[0038] Description of Figure Numbers:

[0039] 100. Suspension adjustment and drive integrated control system; 1. Suspension adjustment and drive integrated device; 11. Hydraulic assembly; 12. Adjustment assembly; 13. First coupling assembly; 131. First power source; 132. First coupling member; 14. Second coupling assembly; 141. Second power source; 142. Drive shaft; 143. Second coupling member; 2. Drive device; 21. First drive end; 22. Second drive end; 3. Control device.

[0040] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0041] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0042] It's understandable that in vehicle-driven suspension control systems, to improve handling and maintain a connection between the left and right wheels, a separate, adjustable electronic device is used to coordinate the different wheel hops caused by different road surfaces. Furthermore, an adjustable suspension adjustment device is used to enhance comfort, and a distributed drive system is employed to improve power and handling. The electronic device and suspension adjustment system are arranged relatively independently from the drive system, each performing its own function, and this is the mainstream technology used in current vehicles.

[0043] The structure of existing vehicle drive suspension control system is mainly in the following forms, see Figure 1 and Figure 2 . Figure 1 It is an active suspension system for vehicles, in which the motor, pump, tires and accessory devices constitute the main executive components of the suspension control, which are responsible for connecting the left and right wheels and adjusting the preload at both ends to improve handling performance. The suspension adjustment device is used to improve comfort. Figure 2 The vehicle's drive system consists of a motor and a hydraulic pump for each wheel. These two systems operate independently, resulting in numerous components, low integration, high mass and volume, complex vehicle integration, layout, and adjustment, high energy consumption, limited scalability, and inconvenient installation and maintenance.

[0044] To this end, the present invention proposes a suspension adjustment and drive integrated device 1, which aims to reduce the volume of the suspension adjustment and drive integrated control system 100 and facilitate layout, expansion, maintenance and vehicle integration.

[0045] Reference Figure 3 In one embodiment of the present invention, the suspension adjustment and drive integrated device 1 is used in a suspension adjustment and drive integrated control system 100. The suspension adjustment and drive integrated control system 100 has a first drive end 21 and a second drive end 22. The suspension adjustment and drive integrated device 1 includes:

[0046] Hydraulic assembly 11, used to generate and output liquid pressure;

[0047] an adjusting component 12 , the input end of the adjusting component 12 being connected to the output end of the hydraulic component 11 and being used to adjust the height of the vehicle suspension according to the liquid pressure output by the hydraulic component 11 ;

[0048] a first engagement assembly 13 for engaging the hydraulic assembly 11 and the first drive end 21 upon receiving a suspension enabling signal, and for disengaging the hydraulic assembly 11 and the first drive end 21 upon receiving a suspension disabling signal;

[0049] The second engagement assembly 14 is configured to engage the second drive end 22 and the wheel upon receiving a wheel connection signal, and to disconnect the second drive end 22 and the wheel upon receiving a wheel disconnection signal.

[0050] In this embodiment, the suspension adjustment and drive integrated control system 100 may include but is not limited to a suspension adjustment and drive integrated device 1, a control device 3, and a drive device 2 electrically connected to the control device 3. The drive device 2 has a first drive end 21 and a second drive end 22. The first drive end 21 is used to drive the suspension adjustment and drive integrated device 1 to move, and the second drive end 22 is used to drive the wheels of the vehicle to move.

[0051] The suspension adjustment and drive integrated device 1 includes a hydraulic component 11 and an adjustment component 12. The hydraulic component 11 can be implemented by a first hydraulic pump, and the first hydraulic pump can be a manual pump, a gear pump, a plunger pump, a vane pump, a screw pump, etc., and there is no specific limitation here. The first hydraulic pump is used to generate liquid pressure during operation and output it to the adjustment component 12. The adjustment component 12 is used to connect the suspension of the vehicle, and the input end of the adjustment component 12 is connected to the output end of the first hydraulic pump, for receiving the liquid pressure output by the first hydraulic pump, and adjusting the height of the suspension of the vehicle according to the received liquid pressure to meet the user's driving comfort.

[0052] To achieve synchronous control of suspension adjustment and drive, the integrated suspension adjustment and drive device 1 further includes a first engagement assembly 13 and a second engagement assembly 14, each of which is electrically connected to the control device 3. The first engagement assembly 13 is used to engage the first hydraulic pump and the first drive end 21, or to disconnect the first hydraulic pump and the first drive end 21. When the first engagement component 13 receives a suspension activation signal output by the control device 3, it indicates that the vehicle may enter a stopped state or a low-speed driving state, and the user has a need to improve comfort. The first engagement component 13 engages the first hydraulic pump and the first drive end 21 according to the received suspension activation signal, so that the first drive end 21 can drive the piston in the first hydraulic pump through the first engagement component 13 to move, so that the liquid enters and flows out of the pump body, thereby transmitting the liquid pressure to the adjustment component 12. The adjustment component 12 adjusts the height of the vehicle's suspension according to the liquid pressure to meet the user's driving comfort; when the first engagement component 13 receives a suspension deactivation signal output by the control device 3, it indicates that the vehicle may enter a high-speed driving state. At this time, according to the control strategy, the suspension adjustment function is disabled. The first engagement component 13 disconnects the first hydraulic pump and the first drive end 21 according to the received suspension deactivation signal, so that the first drive end 21 cannot drive the piston of the first hydraulic pump through the first engagement component 13, thereby stopping the adjustment component 12 from adjusting the vehicle's suspension.

[0053] The second engagement assembly 14 is used to engage or disengage the second drive end 22 from the wheel. When the second engagement assembly 14 receives a wheel engagement signal from the control device 3, indicating that the vehicle is about to enter a low-speed driving state or a high-speed driving state, the second engagement assembly 14 engages the second drive end 22 with the wheel based on the received wheel engagement signal, so that the control device 3 controls the second drive end 22 to drive the wheel to rotate according to the control strategy, and the wheel now has driving force output. When the second engagement assembly 14 receives a wheel disengagement signal from the control device 3, indicating that the vehicle is about to enter a shutdown state, the second engagement assembly 14 disengages the second drive end 22 from the wheel based on the received wheel disengagement signal, so that the second drive end 22 can no longer drive the wheel to rotate, and the wheel no longer has driving force output.

[0054] In combination with the above content, it can be seen that, on the one hand, compared with the respective functions of the original split-drive suspension control system, the technical solution of the utility model uses a control device 3 and two drive ends to realize the combination and division of suspension adjustment function and drive function in driving and parking conditions; on the other hand, compared with the separate arrangement and configuration of the various systems of the original vehicle, the volume of the suspension adjustment and drive integrated control system 100 is reduced, and it is easy to arrange and integrate with the whole vehicle, with excellent performance. Moreover, since the power level of the drive device 2 is much greater than the power level required by the suspension adjustment and drive integrated device 1, the auxiliary control strategy is easy to realize more new functions, such as turning on the spot, enhancing vehicle stability and other common functions of distributed drive, which are easy to realize under the suspension adjustment and drive integrated control system 100.

[0055] The technical solution of the present invention is to set up a suspension adjustment and drive integrated device 1 for a suspension adjustment and drive integrated control system 100, and the suspension adjustment and drive integrated control system 100 has a first drive end 21 and a second drive end 22. The suspension adjustment and drive integrated device 1 includes a hydraulic component 11, an adjustment component 12, a first coupling component 13 and a second coupling component 14; the input end of the adjustment component 12 is connected to the output end of the hydraulic component 11, and is used to adjust the height of the vehicle suspension according to the liquid pressure output by the hydraulic component 11; the first coupling component 13 is used to engage the hydraulic component 11 and the first drive end 21 when receiving a suspension enable signal, and disconnect the engagement of the hydraulic component 11 and the first drive end 21 when receiving a suspension disable signal; the second coupling component 14 is used to engage the second drive end 22 and the wheel when receiving a wheel connection signal, and disconnect the engagement of the second drive end 22 and the wheel when receiving a wheel disconnection signal. This technical solution features an integrated structure. The designed suspension adjustment and drive integrated control system 100 combines the functions of both existing suspension adjustment and drive systems, namely, actively adjusting handling performance and suspension comfort, connecting, collecting, distributing, and transmitting energy. It also offers expanded functionality, such as 3D gaming, escape, magic balance, and enhanced support. To minimize the difficulty of vehicle integration, this suspension adjustment and drive integrated control system 100 utilizes a drive device 2 and a control device 3 to regulate the motion state and behavior of each wheel, achieving a balance between handling stability and comfort. The system features a simple structure with few components, a small mass and volume, and is easy to integrate, deploy, and adjust, without requiring modifications to suspension hardpoints. It also offers high power density, low energy consumption, responsiveness, fast wheel adjustment, partial energy collection and recovery, and high scalability. Combined with special devices, each wheel can be actively and independently adjusted for up and down movement and coordinated between the front, back, left and right. It is easy to install and requires little maintenance. At the same time, by adjusting the working characteristics of the drive device 2, personalized comfort, controllability, strong energy recovery, etc. can be achieved. This technical solution solves the shortcomings of the current drive suspension control system 100 and makes full use of the power source of the original drive suspension control system 100.

[0056] Reference Figure 4 In one embodiment of the present invention, the first joining component 13 includes:

[0057] The first power source 131 is configured to generate and output a first power when receiving a suspension activation signal, and to generate and output a second power when receiving a suspension deactivation signal;

[0058] The first coupling member 132 has an input end connected to an output end of the first power source 131 and is used to couple the hydraulic assembly 11 and the first drive end 21 when the first power is received, and to disconnect the hydraulic assembly 11 and the first drive end 21 when the second power is received.

[0059] In this embodiment, the first power source 131 can be implemented by a second hydraulic pump, and the second hydraulic pump can be a manual pump, a gear pump, a plunger pump, a vane pump, a screw pump, etc. The second hydraulic pump is electrically connected to the control device 3. The second hydraulic pump is configured to generate a first power and output it to the first engaging member 132 upon receiving a suspension activation signal output by the control device 3, or to generate a second power and output it to the first engaging member 132 upon receiving a suspension deactivation signal output by the control device 3.

[0060] The first coupling member 132 can be implemented by at least one of a reducer, a transmission, and a differential. Taking the first coupling member 132 as a first reducer as an example, the input end of the first reducer is connected to the output end of the second hydraulic pump. The first reducer is used to connect the hydraulic component 11 and the first drive end 21 when receiving the first power output by the second hydraulic pump, so that the first drive end 21 can drive the hydraulic component 11 to move through the first reducer, so that the hydraulic component 11 generates liquid pressure and transmits it to the adjustment component 11, and the adjustment component 11 adjusts the height of the vehicle's suspension according to the liquid pressure; or, when receiving the second power output by the second hydraulic pump, disconnect the hydraulic component 11 and the first drive end 21, so that the first drive end 21 cannot drive the hydraulic component 11 to move through the first reducer, thereby stopping the adjustment of the vehicle's suspension.

[0061] Reference Figure 4 In one embodiment of the present invention, the second joining component 14 includes:

[0062] The second power source 141 is configured to generate and output a third power upon receiving a wheel connection signal, and to generate and output a fourth power upon receiving a wheel disconnection signal;

[0063] A transmission shaft 142 is used for transmission connection to the wheels;

[0064] The second coupling member 143 has its input end connected to the output end of the second power source 141, and is used to couple the transmission shaft 142 and the second drive end 22 when the third power is received, and to disconnect the coupling between the transmission shaft 142 and the second drive end 22 when the fourth power is received.

[0065] In this embodiment, the second power source 141 can be implemented using a third hydraulic pump. The model of the third hydraulic pump refers to the model of the first and second hydraulic pumps in the above embodiment and is not repeated here. The third hydraulic pump is electrically connected to the control device 3. The third hydraulic pump is configured to generate a third power and output it to the second coupling member 143 upon receiving a wheel connection signal from the control device 3, or to generate a fourth power and output it to the second coupling member 143 upon receiving a suspension deactivation signal from the control device 3.

[0066] The second coupling member 143 can also be implemented by at least one of a speed reducer, a transmission, and a differential. For example, the second coupling member 143 is a second speed reducer, and the input end of the second speed reducer is connected to the output end of the third hydraulic pump. The second speed reducer is configured to, upon receiving the third power outputted by the third hydraulic pump, engage the transmission shaft 142 with the second drive end 22, i.e., engage the wheel and the second drive end 22, so that the control device 3 controls the second drive end 22 to drive the wheel to rotate via the second speed reducer and the transmission shaft 142 according to the control strategy, at which point the wheel has a driving force output; or, upon receiving the fourth power outputted by the third hydraulic pump, disconnect the transmission shaft 142 from the second drive end 22, i.e., disconnect the wheel and the second drive end 22, so that the second drive end 22 can no longer drive the wheel to rotate, at which point the wheel no longer has a driving force output.

[0067] The present invention also proposes a suspension adjustment and drive integrated control system 100, referring to Figures 3 to 5 The suspension adjustment and drive integrated control system 100 includes a drive device 2, a control device 3 and a suspension adjustment and drive integrated device 1. The specific structure of the suspension adjustment and drive integrated device 1 refers to the above embodiment. Since the suspension adjustment and drive integrated control system 100 adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought by the technical solutions of the above embodiments, which will not be repeated here.

[0068] Among them, the suspension adjustment and drive integrated device 1 is used to be installed on a wheel of the vehicle; the drive device 2 is electrically connected to the control device 3, and the drive device 2 has a first drive end 21 and a second drive end 22. The first drive end 21 is used to drive the suspension adjustment and drive integrated device 1 to adjust the height of the suspension on the wheel, and the second drive end 22 is used to drive the wheel to rotate so that the wheel has driving force output.

[0069] The control device 3 serves as the control center of the suspension adjustment and drive integrated control system 100, and is electrically connected to the first engagement component 13 and the second engagement component 14 of the suspension adjustment and drive integrated device 1, respectively. The control component is used to output a suspension activation signal to the first engagement component 13 when receiving the first control signal output by the vehicle controller, so that the first engagement component 13 engages the hydraulic component 11 and the first drive end 21 according to the received suspension activation signal. At this time, the first drive end 21 can drive the hydraulic component 11 to move through the first engagement component 13, so that the hydraulic component 11 generates liquid pressure and outputs it to the adjustment component 12, and the adjustment component 12 adjusts the height of the suspension of the wheel according to the liquid pressure; or, when receiving the second control signal output by the vehicle controller, output a suspension deactivation signal to the first engagement component 13, so that the first engagement component 13 disconnects the engagement between the hydraulic component 11 and the first drive end 21 according to the received suspension deactivation signal. At this time, the first drive end 21 can no longer drive the hydraulic pressure through the first engagement component 13. Component 11 is active, so that the adjustment component 12 stops adjusting the height of the suspension of the wheel; or, when receiving the third control signal output by the vehicle controller, the wheel connection signal is output to the second coupling component 14, so that the second coupling component 14 couples the second drive end 22 and the wheel according to the received wheel connection signal, at which time the second drive end 22 can drive the wheel to rotate through the second coupling component 14, so that the wheel has a driving force output; or, when receiving the fourth control signal output by the vehicle controller, the wheel disconnection signal is output to the second coupling component 14, so that the second coupling component 14 disconnects the second drive end 22 from the wheel according to the received wheel disconnection signal, at which time the second drive end 22 can no longer drive the wheel to rotate through the second coupling component 14, so that the wheel has no driving force output.

[0070] Reference Figure 3 In one embodiment of the present invention, when the vehicle enters a stopped state, the control device 3 is used to output a suspension activation signal to the first engagement component 13, so that the first engagement component 13 engages the hydraulic component 11 and the first drive end 21 according to the suspension activation signal, and output a wheel disconnection signal to the second engagement component 14, so that the second engagement component 14 disconnects the engagement between the second drive end 22 and the wheel according to the wheel disconnection signal.

[0071] In this embodiment, upon receiving the fourth control signal from the vehicle controller, the control device 3 outputs a wheel disconnect signal to the second engagement component 14, causing the second engagement component 14 to disconnect the second drive end 22 from the wheel in response to the received wheel disconnect signal. At this point, the second drive end 22 can no longer drive the wheel to rotate via the second engagement component 14, resulting in the wheel having no driving force output, and the vehicle may enter a stationary state. In this situation, if the user requires suspension height adjustment, a trigger component such as the vehicle's touchscreen can output a first trigger signal to the vehicle controller, causing the vehicle controller to output a first control signal to the control device 3 in response to the first trigger signal. Based on the received first control signal, the control device 3 outputs a suspension enable signal to the first engagement component 13, causing the first engagement component 13 to engage the hydraulic assembly 11 and the first drive end 21 in response to the received suspension enable signal. The first drive end 21 can then drive the hydraulic assembly 11 through the first engagement component 13, causing the hydraulic assembly 11 to generate hydraulic pressure and output it to the adjustment component 12. The adjustment component 12 then adjusts the wheel suspension height based on the hydraulic pressure, satisfying the user's suspension adjustment needs.

[0072] Reference Figure 3 In one embodiment of the present invention, when the vehicle enters a low-medium speed driving state, the control device 3 is used to output a suspension enabling signal to the first engagement component 13, so that the first engagement component 13 engages the hydraulic component 11 and the first drive end 21 according to the suspension enabling signal, and output a wheel connection signal to the second engagement component 14, so that the second engagement component 14 engages the second drive end 22 and the wheel according to the wheel connection signal.

[0073] In this embodiment, upon receiving the third control signal from the vehicle controller, the control device 3 outputs a wheel connection signal to the second engagement component 14, causing the second engagement component 14 to engage the second drive end 22 with the wheel in accordance with the received wheel connection signal. At this point, the second drive end 22 can drive the wheel to rotate via the second engagement component 14, resulting in a driving force output from the wheel, and the vehicle may enter a low-medium speed driving state. In this situation, if the user requires suspension height adjustment, a trigger component such as the vehicle's touchscreen can output a first trigger signal to the vehicle controller, causing the vehicle controller to output a first control signal to the control device 3 in accordance with the first trigger signal. Based on the received first control signal, the control device 3 outputs a suspension activation signal to the first engagement component 13, causing the first engagement component 13 to engage the hydraulic assembly 11 with the first drive end 21 in accordance with the received suspension activation signal. At this point, the first drive end 21 can activate the hydraulic assembly 11 via the first engagement component 13, causing the hydraulic assembly 11 to generate liquid pressure and output it to the adjustment component 12. The adjustment component 12 then adjusts the wheel suspension height based on the liquid pressure, satisfying the user's suspension adjustment needs.

[0074] Reference Figure 3 In one embodiment of the present invention, when the vehicle enters a high-speed driving state, the control device 3 is used to output a suspension deactivation signal to the first engagement component 13, so that the first engagement component 13 disconnects the engagement between the hydraulic component 11 and the first drive end 21 according to the suspension deactivation signal, and output a wheel connection signal to the second engagement component 14, so that the second engagement component 14 connects the second drive end 22 and the wheel according to the wheel connection signal.

[0075] In this embodiment, upon receiving the third control signal from the vehicle controller, the control device 3 outputs a wheel connection signal to the second engagement component 14, causing the second engagement component 14 to engage the second drive end 22 with the wheel in accordance with the received wheel connection signal. At this point, the second drive end 22 can drive the wheel to rotate via the second engagement component 14, resulting in a driving force output from the wheel, and the vehicle may be entering a high-speed driving state. In this situation, the suspension adjustment function should be disabled because the suspension has already been adjusted according to the control strategy during the previous medium- and high-speed driving. A second trigger signal can be output to the vehicle controller via a trigger component such as the vehicle's touchscreen, causing the vehicle controller to output a second control signal to the control device 3 in accordance with the second trigger signal. Based on the received second control signal, the control device 3 outputs a suspension deactivation signal to the second engagement component 14, causing the first engagement component 13 to disconnect the hydraulic assembly 11 from the first drive end 21 in accordance with the received suspension deactivation signal. At this point, the first drive end 21 can no longer drive the hydraulic assembly 11 via the first engagement component 13, causing the adjustment component 12 to cease adjusting the height of the wheel suspension.

[0076] Reference Figure 5 In one embodiment of the present invention, the number of the first driving ends 21 is multiple, the number of the second driving ends 22 is multiple, the number of the suspension adjustment and drive integrated devices 1 is multiple, the multiple first coupling components 13 are connected one-to-one to the multiple first driving ends 21, and the multiple second coupling components 14 are connected one-to-one to the multiple second driving ends 22.

[0077] In this embodiment, for ease of understanding, taking the example of two first drive ends 21, two second drive ends 22, and two suspension adjustment and drive integrated devices 1, the two first coupling assemblies 13 are connected one-to-one to the two first drive ends 21, and the two second coupling assemblies 14 are connected one-to-one to the two second drive ends 22. The two first drive ends 21 can adjust the height of the suspension on the two wheels through the corresponding first coupling assemblies 13, thereby meeting the user's comfort to a greater extent. The two second drive ends 22 can drive the two wheels through the corresponding second coupling assemblies 14, thereby enhancing the driving force of the entire vehicle and meeting driving requirements. Moreover, if one of the first drive ends 21 or the second drive end 22 is damaged, the other first drive end 21 or the second drive end 22 can still operate normally, meeting the suspension adjustment or drive requirements and improving the adaptability of the entire vehicle.

[0078] The present utility model also proposes a vehicle, which includes a suspension adjustment and drive integrated control system 100. The specific structure of the suspension adjustment and drive integrated control system 100 refers to the above-mentioned embodiment. Since this vehicle adopts all the technical solutions of all the above-mentioned embodiments, it has at least all the beneficial effects brought by the technical solutions of the above-mentioned embodiments, which will not be repeated here one by one.

[0079] The above description is only a preferred embodiment of the present invention and does not limit the patent scope of the present invention. All equivalent structural transformations made by using the contents of the present invention specification and drawings under the inventive concept of the present invention, or direct / indirect application in other related technical fields are included in the patent protection scope of the present invention.

Claims

1. A suspension adjustment and drive integrated device, characterized in that: Used for a suspension adjustment and drive integrated control system, the suspension adjustment and drive integrated control system has a first drive end and a second drive end, the suspension adjustment and drive integrated device includes: Hydraulic components, used to generate and output liquid pressure; an adjusting component, the input end of the adjusting component being connected to the output end of the hydraulic component and being used to adjust the height of the vehicle suspension according to the liquid pressure output by the hydraulic component; a first engagement assembly for engaging the hydraulic assembly and the first drive end upon receiving a suspension enable signal and disengaging the hydraulic assembly and the first drive end upon receiving a suspension disable signal; The second engagement assembly is used to engage the second drive end and the wheel when a wheel connection signal is received, and to disconnect the second drive end and the wheel when a wheel disconnection signal is received.

2. The integrated suspension adjustment and drive device according to claim 1, characterized in that: The first engagement assembly comprises: a first power source, configured to generate and output a first power upon receiving a suspension activation signal, and to generate and output a second power upon receiving a suspension deactivation signal; A first coupling member, the input end of which is connected to the output end of the first power source, is used to couple the hydraulic component and the first drive end when the first power is received, and to disconnect the hydraulic component and the first drive end when the second power is received.

3. The integrated suspension adjustment and drive device according to claim 1, characterized in that: The second engagement assembly comprises: The second power source is configured to generate and output a third power upon receiving a wheel connection signal, and to generate and output a fourth power upon receiving a wheel disconnection signal; Drive shaft, used for transmission connection to wheels; A second coupling member, the input end of which is connected to the output end of the second power source, is used to couple the transmission shaft and the second drive end when the third power is received, and to disconnect the coupling between the transmission shaft and the second drive end when the fourth power is received.

4. The integrated suspension adjustment and drive device according to claim 1, characterized in that: The first engagement member of the first engagement assembly or the second engagement member of the second engagement assembly includes at least one of a speed reducer, a transmission, and a differential.

5. A suspension adjustment and drive integrated control system, characterized in that: include: A drive device having a first drive end and a second drive end; a control device, the control device being electrically connected to the drive device; The suspension adjustment and drive integrated device according to any one of claims 1 to 4, wherein the first engagement assembly and the second engagement assembly are electrically connected to the control device respectively; the control device being configured to output a suspension enabling signal to the first engagement assembly so as to cause the first engagement assembly to engage the hydraulic assembly and the first drive end in accordance with the suspension enabling signal; as well as outputting a suspension deactivation signal to the first engagement assembly so that the first engagement assembly disconnects the hydraulic assembly from the first drive end according to the suspension deactivation signal; as well as outputting a wheel connection signal to the second engagement component so that the second engagement component engages the second drive end and the wheel according to the wheel connection signal; as well as A wheel disconnection signal is output to the second engagement component, so that the second engagement component disconnects the second drive end from the wheel according to the wheel disconnection signal.

6. The integrated control system for suspension adjustment and driving according to claim 5, characterized in that: When the vehicle enters a stopped state, the control device is used to output a suspension enabling signal to the first engaging component so that the first engaging component engages the hydraulic component and the first drive end according to the suspension enabling signal, and to output a wheel disconnecting signal to the second engaging component so that the second engaging component disconnects the second drive end and the wheel according to the wheel disconnecting signal.

7. The integrated control system for suspension adjustment and driving according to claim 5, characterized in that: When the vehicle enters a low-medium speed driving state, the control device is used to output a suspension enabling signal to the first engaging component so that the first engaging component engages the hydraulic component and the first drive end according to the suspension enabling signal, and to output a wheel connection signal to the second engaging component so that the second engaging component engages the second drive end and the wheel according to the wheel connection signal.

8. The integrated control system for suspension adjustment and driving according to claim 5, characterized in that: When the vehicle enters a high-speed driving state, the control device is used to output a suspension deactivation signal to the first engagement component so that the first engagement component disconnects the hydraulic component and the first drive end according to the suspension deactivation signal, and output a wheel connection signal to the second engagement component so that the second engagement component connects the second drive end and the wheel according to the wheel connection signal.

9. The integrated control system for suspension adjustment and driving according to claim 5, characterized in that: There are multiple first drive ends, multiple second drive ends, multiple suspension adjustment and drive integrated devices, multiple first coupling components are connected one-to-one to multiple first drive ends, and multiple second coupling components are connected one-to-one to multiple second drive ends.

10. A vehicle, characterized in that: It comprises the suspension adjustment and drive integrated control system according to any one of claims 5 to 9.

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