Double-valve control type full-active automobile suspension system

Abstract

The utility model relates to the technical field of automobiles, in particular to a double-valve control type full-active automobile suspension system which comprises a shock absorber assembly, a hydraulic pump assembly, a compression electromagnetic valve and a recovery electromagnetic valve. A piston rod dividing the working cavity into an upper working cavity and a lower working cavity is arranged in the working cavity, the working cylinder is sleeved with the middle cylinder, a middle cavity is formed between the working cylinder and the middle cylinder, the middle cavity is communicated with the upper working cavity, the middle cylinder is sleeved with the oil storage cylinder, and an oil storage cavity is formed between the oil storage cylinder and the middle cylinder. An inlet and an outlet of the restoring electromagnetic valve are respectively communicated with the middle cavity and the oil storage cavity, the compression electromagnetic valve is fixed on the oil storage cylinder, and an inlet and an outlet of the compression electromagnetic valve are respectively communicated with the working lower cavity and the oil storage cavity. And a first oil port and a second oil port of the hydraulic pump assembly are respectively communicated with the middle cavity and the working lower cavity. The passive damping adjusting mode and the full-active damping adjusting mode are both considered, and the posture of an automobile body can be actively adjusted.

Description

Technical Field

[0001] The utility model relates to the technical field of automobiles, in particular to a dual-valve controlled fully active automobile suspension system. Background Art

[0002] The automobile suspension system is a key factor in determining its ride smoothness and handling stability. A good suspension system must be able to effectively attenuate vibrations from different road surfaces while also improving the vehicle's operational stability.

[0003] Currently, patent publication number CN117108673A discloses a dual-valve controlled semi-active shock absorber. This system continuously adjusts the restoring damping force of the shock absorber by varying the input current of the restoring solenoid valve, thereby changing the solenoid valve's throttling area for the oil. It also continuously adjusts the compression damping force of the shock absorber by varying the input current of the compression solenoid valve, thereby changing the solenoid valve's throttling area for the oil. However, this dual-valve control system achieves passive or semi-active damping adjustment, failing to achieve fully active damping adjustment, and thus failing to actively adjust the vehicle's body posture. Utility Model Content

[0004] One of the purposes of the present utility model is to provide a dual-valve controlled fully active automobile suspension system, which aims to solve the technical problem that the existing automobile suspension system adopts dual-valve control to realize damping adjustment in passive or semi-active damping adjustment mode, and cannot take into account the fully active damping adjustment mode, thereby being unable to actively adjust the automobile body posture.

[0005] In order to achieve the above-mentioned purpose, the utility model provides a dual-valve controlled fully active automobile suspension system, including a shock absorber assembly, a hydraulic pump assembly, a hydraulic oil circuit, a compression solenoid valve and a restoration solenoid valve. The shock absorber assembly includes an intermediate cylinder, a working cylinder and an oil storage cylinder. The inner cavity of the working cylinder is a working cavity. A piston rod for adjusting the posture of the automobile is provided in the working cavity. The piston rod divides the working cavity into a working upper cavity and a working lower cavity. The intermediate cylinder sleeve is arranged outside the working cylinder, and an intermediate cavity is formed between the inner wall of the intermediate cylinder and the outer wall of the working cylinder. The intermediate cavity is connected to the working upper cavity. The oil storage cylinder sleeve is arranged outside the intermediate cylinder, and the inner wall of the oil storage cylinder is connected to the intermediate cavity. An oil storage chamber is formed between the outer walls of the cylinder, the restoration solenoid valve is fixed on the oil storage cylinder, the oil inlet and oil outlet of the restoration solenoid valve are communicated with the intermediate chamber and the oil storage chamber respectively, the compression solenoid valve is fixed on the oil storage cylinder, the oil inlet and oil outlet of the compression solenoid valve are communicated with the working lower chamber and the oil storage chamber respectively; the hydraulic pump assembly includes a bidirectional hydraulic pump and a drive unit, and the drive unit serves as a power unit of the bidirectional hydraulic pump; the hydraulic oil circuit includes a first oil circuit and a second oil circuit, the two ends of the first oil circuit are communicated with the intermediate chamber and the first oil port of the bidirectional hydraulic pump respectively, and the two ends of the second oil circuit are communicated with the working lower chamber and the second oil port of the bidirectional hydraulic pump respectively.

[0006] Furthermore, an accumulator is connected in parallel between the oil outlet of the restoration solenoid valve and the oil outlet of the compression solenoid valve.

[0007] Furthermore, the accumulator is fixed on the oil storage cylinder, and the accumulator is arranged in the oil storage cavity or outside the oil storage cavity.

[0008] Furthermore, when the accumulator is arranged in the oil storage chamber, the accumulator is an air bag accumulator.

[0009] Furthermore, when the accumulator is arranged outside the oil storage chamber, the accumulator is a bladder accumulator, a piston accumulator, or a bellows accumulator.

[0010] Furthermore, a first pressure sensor is provided in the first oil circuit for detecting the oil pressure in the first oil circuit.

[0011] Furthermore, a second pressure sensor is provided in the second oil circuit for detecting the oil pressure in the second oil circuit.

[0012] Furthermore, the present invention further includes a first safety valve, an oil inlet of the first safety valve is communicated with the first oil circuit, and an oil outlet of the first safety valve is communicated with the second oil circuit.

[0013] Furthermore, the present invention further comprises a second safety valve, an oil inlet of the second safety valve is communicated with the second oil circuit, and an oil outlet of the second safety valve is communicated with the first oil circuit.

[0014] Furthermore, one hydraulic pump assembly corresponds to one shock absorber assembly and one set of the hydraulic oil circuits.

[0015] Compared with the prior art, the present invention has the following beneficial effects:

[0016] During use of the present invention, first, if the piston rod of the shock absorber is passively damped and adjusted, that is, the damping of the piston rod of the shock absorber is passively compressed or restored due to the bumps of the road while the car is driving (the process of the piston rod rising or the process of the piston rod returning to its original position after the compression process), the two-way hydraulic pump does not work, and the restoration solenoid valve and the compression solenoid valve are energized to work. When the piston rod is passively compressed, the hydraulic oil in the working lower chamber enters the compression solenoid valve and then enters the oil storage chamber. A part of the oil enters the accumulator, and then enters the middle chamber through the restoration solenoid valve, and finally enters the working upper chamber; when the piston rod is restored, the hydraulic oil in the working upper chamber enters the middle chamber and then enters the restoration solenoid valve, and then enters the oil storage chamber, and finally enters the working lower chamber through the compression solenoid valve. This cycle can realize the passive damping adjustment function of the piston rod of the shock absorber.

[0017] Second, if the shock absorber's piston rod is actively adjusted and the bidirectional hydraulic pump is operating, under this operating condition, when the shock absorber's piston rod is actively lowered, hydraulic oil from the bidirectional hydraulic pump enters the middle chamber through the first oil circuit and then enters the upper working chamber. Part of the hydraulic oil in the lower working chamber flows back to the bidirectional hydraulic pump through the second oil circuit, and part enters the accumulator through the compression solenoid valve. When the shock absorber's piston rod is actively raised, hydraulic oil from the bidirectional hydraulic pump directly enters the lower working chamber through the second oil circuit, while the hydraulic oil in the upper working chamber flows back to the bidirectional hydraulic pump through the first oil circuit. Under the influence of the pressure difference, some of the oil in the accumulator enters the middle chamber through the recovery solenoid valve and finally flows back to the bidirectional hydraulic pump, achieving active lifting of the vehicle's body posture. This cycle can actively adjust the vehicle's body posture, thereby realizing the fully active damping adjustment function of the shock absorber's piston rod.

[0018] In summary, the dual-valve controlled fully active automobile suspension system of the present invention integrates the compression solenoid valve and the restoring solenoid valve into the shock absorber assembly, and can take into account both passive and fully active damping adjustment modes, and can actively adjust the posture of the automobile body, overcoming the technical defects of the existing automobile suspension system that adopts dual-valve control to realize damping adjustment in passive or semi-active damping adjustment mode, cannot take into account the fully active damping adjustment mode, and thus cannot actively adjust the posture of the automobile body. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a schematic diagram showing the compression process principle of the dual-valve controlled fully active automobile suspension system of the utility model;

[0020] Figure 2 This is a schematic diagram showing the principle structure of the restoration process of the dual-valve controlled fully active automobile suspension system of the present utility model;

[0021] Figure 3 This is a structural diagram of an embodiment of the present utility model involving two shock absorber assemblies connected to two sets of hydraulic oil circuits and two bidirectional hydraulic pumps respectively.

[0022] Reference numerals in the accompanying drawings:

[0023] 1. Shock absorber assembly; 11. Working cylinder; 110. Working upper chamber; 111. Working lower chamber; 112. Connecting hole; 12. Intermediate cylinder; 120. Intermediate chamber; 13. Oil storage cylinder; 130. Oil storage chamber; 14. Piston rod; 2. Compression solenoid valve; 3. Restoration solenoid valve; 4. First oil circuit; 41. Second oil circuit; 5. Bidirectional hydraulic pump; 50. Drive unit; 6. First pressure sensor; 61. Second pressure sensor; 7. First safety valve; 70. Second safety valve; 8. Accumulator. DETAILED DESCRIPTION

[0024] It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0025] In the description of the present invention, it should be understood that the terms "width", "up", "down", "front", "back", "top", "bottom", etc. indicating the orientation or position relationship are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0026] In the description of this utility model, it should be noted that, unless otherwise expressly specified or limited, the terms "installed," "connected," "connected," and "set" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integral connections; they may refer to mechanical connections, direct connections, or indirect connections through an intermediate medium; they may refer to internal communication between two components or the interaction between two components. Those skilled in the art will be able to understand the specific meanings of the above terms in this utility model based on specific circumstances.

[0027] In the present invention, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Moreover, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0028] Please refer to Figure 1 - Figure 3 The utility model provides a dual-valve controlled fully active automobile suspension system, including a shock absorber assembly 1, a hydraulic pump assembly, a hydraulic oil circuit and a solenoid valve assembly.

[0029] Among them, the shock absorber assembly 1 includes a working cylinder 11, an intermediate cylinder 12 and an oil storage cylinder 13. The inner cavity of the working cylinder 11 is a working cavity, and a piston rod 14 for adjusting the posture of the vehicle is provided in the working cavity. The piston rod 14 divides the working cavity into a working upper cavity 110 and a working lower cavity 111. The intermediate cylinder 12 is sleeved outside the working cylinder 11, and an intermediate cavity 120 is formed between the inner wall of the intermediate cylinder 12 and the outer wall of the working cylinder 11. A connecting hole 112 is opened on the outer wall of the working upper cavity 110, and the connecting hole 112 connects the working upper cavity 110 with the intermediate cavity 120, thereby realizing the connection between the intermediate cavity 120 and the working upper cavity 110; the oil storage cylinder 13 is sleeved outside the intermediate cylinder 12, and an oil storage cavity 130 is formed between the inner wall of the oil storage cylinder 13 and the outer wall of the intermediate cylinder 12.

[0030] The solenoid valve assembly includes a compression solenoid valve 2 and a restoration solenoid valve 3. The restoration solenoid valve 3 is fixed on the oil storage cylinder 13. The oil inlet and oil outlet of the restoration solenoid valve 3 are communicated with the intermediate cavity 120 and the oil storage cavity 130 respectively. The compression solenoid valve 2 is fixed on the oil storage cylinder 13. The oil inlet and oil outlet of the compression solenoid valve 2 are communicated with the working lower cavity 111 and the oil storage cavity 130 respectively; an accumulator 8 is connected in parallel between the oil outlet of the restoration solenoid valve 3 and the oil outlet of the compression solenoid valve 2.

[0031] The hydraulic pump assembly includes a bidirectional hydraulic pump 5 and a drive unit 50. The drive unit 50 includes a drive motor and a driver. The drive motor is controlled by the driver, and the drive unit 50 serves as the power unit of the bidirectional hydraulic pump 5. A set of hydraulic oil circuits includes a first oil circuit 4 and a second oil circuit 41. The two ends of the first oil circuit 4 are connected to the intermediate chamber 120 and the first oil port of the bidirectional hydraulic pump 5, respectively. The two ends of the second oil circuit 41 are connected to the lower working chamber 111 and the second oil port of the bidirectional hydraulic pump 5, respectively.

[0032] During the use of the dual-valve controlled fully active automobile suspension system of the present invention, in the first working condition (pure damping mode), if the piston rod 14 of the shock absorber is passively damped, that is, the piston rod 14 of the shock absorber is passively compressed or restored due to the bumps of the road while the car is driving (the restoration process refers to the process in which the piston rod 14 rises or the process in which the piston rod 14 returns to its original position after the compression process), the two-way hydraulic pump 5 does not work, the restoration solenoid valve 3 and the compression solenoid valve 2 are energized and work, and when the piston rod 14 is passively compressed, the hydraulic pressure in the working lower chamber 111 is adjusted. After the oil enters the compression solenoid valve 2, part of the oil enters the accumulator 8 to store energy, and part of the oil enters the oil storage chamber 130, then enters the intermediate chamber 120 through the restoration solenoid valve 3, and finally enters the working upper chamber 110; when the piston rod 14 is restored, the hydraulic oil in the working upper chamber 110 enters the intermediate chamber 120 and then enters the restoration solenoid valve 3, and then enters the oil storage chamber 130. Part of the oil in the accumulator 8 is discharged into the oil storage chamber 130, and finally enters the working lower chamber 111 through the compression solenoid valve 2. This cycle can realize the passive damping adjustment function of the piston rod 14 of the shock absorber.

[0033] In the second operating condition (purely active mode), if the shock absorber's piston rod 14 is actively adjusted, the bidirectional hydraulic pump 5 operates. In this condition, when the shock absorber's piston rod 14 is actively lowered, hydraulic oil flows from the bidirectional hydraulic pump 5 through the first oil passage 4 into the intermediate chamber 120 and then into the upper working chamber 110. Part of the hydraulic oil in the lower working chamber 111 enters the accumulator 8 through the compression solenoid valve 2 for storage, while part flows back to the bidirectional hydraulic pump 5 through the second oil passage 41. When the shock absorber's piston rod 14 is actively raised, hydraulic oil flows from the bidirectional hydraulic pump 5 directly into the lower working chamber 111 through the second oil passage 41. The hydraulic oil in the upper working chamber 110 flows back to the bidirectional hydraulic pump 5 through the first oil passage 4. The oil in the accumulator 8 enters the intermediate chamber 120 through the return solenoid valve 3, compensating for the oil pressure in the first oil passage 4, thereby achieving active lifting of the vehicle's body posture. This cycle allows for active adjustment of the vehicle's body posture, thereby achieving full active damping adjustment of the shock absorber's piston rod 14.

[0034] In the third working condition (damping + full active mode), when the car is driving, if the piston rod 14 of the shock absorber is actively adjusted, the two-way hydraulic pump 5 works. When the piston rod 14 of the shock absorber is actively lowered, the hydraulic oil enters the first oil circuit 4 from the two-way hydraulic pump 5, enters the middle chamber 120, and then enters the working upper chamber 110; the hydraulic oil in the working lower chamber 111 is divided into two refluxes, one is returned to the two-way hydraulic pump 5 through the second oil circuit 41, and the other is returned to the compression solenoid valve through the oil inlet of the compression solenoid valve 2. 2 and then enters the oil storage chamber 130, and then enters the accumulator 8 to store energy, thereby realizing the active descent of the vehicle body posture; when the piston rod 14 of the shock absorber is restored, the hydraulic oil enters the working lower chamber 111 from the two-way hydraulic pump 5 through the second oil circuit 41, and the hydraulic oil in the working upper chamber 110 flows back to the two-way hydraulic pump 5 through the first oil circuit 4, and the hydraulic oil stored in the accumulator 8 enters the middle chamber 120 through the restoration solenoid valve 3, thereby compensating the oil pressure in the first oil circuit 4, thereby realizing the active restoration of the vehicle body posture.

[0035] Under the third working condition, by adjusting the opening degree of the valve port of the restoration solenoid valve 3 (the opening degree of the valve port of the compression solenoid valve 2 is controlled by the current size of the compression solenoid valve 2), the damping force of the compression process of the piston rod 14 is adjusted; by adjusting the opening degree of the valve port of the compression solenoid valve 2 (the opening degree of the valve port of the restoration solenoid valve 3 is controlled by the current size of the restoration solenoid valve 3), the damping force of the restoration process of the piston rod 14 is adjusted. Specifically, during the compression process of the piston rod 14, if the vibration velocity of the vehicle body is low, the damping force of the shock absorber required by the vehicle suspension is small, and the shock absorber needs to provide a small damping force to achieve better comfort. In this case, the valve opening of the restoring solenoid valve 3 is increased to reduce the oil pressure of the hydraulic oil entering the upper working chamber 110, so that the damping during the descent process of the piston rod 14 is small, thereby making the vehicle suspension softer and achieving good vehicle comfort. When the amplitude of the vehicle body is large, the damping force of the shock absorber required by the vehicle suspension is large, and the shock absorber needs to provide a large damping force to achieve good handling stability. In this case, the valve opening of the restoring solenoid valve 3 is reduced or closed, and the oil pressure of the hydraulic oil entering the upper working chamber 110 is increased, so that the damping during the compression process of the piston rod 14 is large, thereby making the vehicle suspension stiffer and enabling the shock absorber to provide a large damping value. In this way, the vibration of the vehicle can be quickly attenuated, improving the vehicle's stability in cornering, maneuverability in narrow roads, or stability when reversing on a slope. Similarly, during the recovery process of the piston rod 14, if the vibration speed of the vehicle body is small, the valve opening of the compression solenoid valve 2 is increased, so that the damping of the recovery process of the piston rod 14 is smaller, thereby making the suspension of the vehicle softer, so that the vehicle can obtain good comfort; when the amplitude of the vehicle body is large, the valve opening of the compression solenoid valve 2 is reduced or closed, and the oil pressure in the working lower chamber 111 is increased, so that the damping of the recovery process of the piston rod 14 is larger, so that the shock absorber can provide a larger damping value, which can quickly attenuate the vibration of the car and improve the car's turning stability, narrow road maneuverability or stability of reversing on a slope.

[0036] In the fourth working condition (active lifting mode), when the car is not moving, if the piston rod 14 of the shock absorber is actively adjusted, the two-way hydraulic pump 5 works. When the piston rod 14 of the shock absorber is actively lowered, the hydraulic oil enters the working upper chamber 110 from the two-way hydraulic pump 5 through the first oil circuit 4, and at the same time opens the compression solenoid valve 2. At this time, the oil inlet of the compression solenoid valve 2 is connected to the working lower chamber 111, so that the hydraulic oil in the working lower chamber 111 enters the second oil circuit 41 in one way and enters the compression solenoid valve 2 in the other way before entering the accumulator 8 to store energy, thereby realizing the active lowering of the car body posture; when the piston rod 1 During active lifting, the compression solenoid valve 2 and the return solenoid valve 3 are de-energized. The hydraulic oil flows from the two-way hydraulic pump 5 into the second oil circuit 41 and then into the lower working chamber 111. The hydraulic oil in the upper working chamber 110 flows back to the two-way hydraulic pump 5 through the first oil circuit 4. Since the oil pressure of the stored oil in the accumulator 8 is greater than the oil pressure from the upper working chamber 110, the oil from the accumulator 8 forces the one-way valve port of the return solenoid valve 3 to open. At this time, the oil from the accumulator 8 enters the first oil circuit 4 to compensate for the oil pressure in the first oil circuit 4, thus achieving active lifting of the vehicle body posture.

[0037] In summary, the dual-valve controlled fully active automobile suspension system of the present invention integrates the compression solenoid valve 2 and the restoring solenoid valve 3 on the shock absorber assembly, and can take into account both passive and fully active damping adjustment modes, and can actively adjust the posture of the automobile body, overcoming the technical defects of the existing automobile suspension system that adopts dual-valve control to realize damping adjustment in passive or semi-active damping adjustment mode, cannot take into account the fully active damping adjustment mode, and thus cannot actively adjust the posture of the automobile body.

[0038] In this embodiment, the accumulator 8 is fixed to the oil storage cylinder 13, and the accumulator 8 is arranged in the oil storage cavity 130 or outside the oil storage cavity 130. Specifically, the accumulator 8 can be located in the oil storage cavity 130 or outside the oil storage cavity 130. When the accumulator 8 is arranged in the oil storage cavity 130, the accumulator 8 is an air bag type accumulator 8; Figure 1 As shown in , when the energy storage is arranged outside the oil storage chamber 130, the accumulator 8 is a bladder accumulator 8 or a piston accumulator 8 or a bellows accumulator 8. The specific configuration can be reasonably changed according to the application scenario and is not limited here.

[0039] In this embodiment, a first pressure sensor 6 is further provided on the first oil circuit 4, and the first pressure sensor 6 is used to detect the oil pressure in the first oil circuit 4; a second pressure sensor 61 is further provided on the second oil circuit 41, and the second pressure sensor 61 is used to detect the oil pressure in the second oil circuit 41. In addition, the present invention also includes a first safety valve 7 and a second safety valve 70, the oil inlet of the first safety valve 7 being connected to the first oil circuit 4, and the oil outlet of the first safety valve 7 being connected to the second oil circuit 41. Specifically, the oil inlet of the first safety valve 7 is connected to the first oil circuit 4, and the oil outlet of the first safety valve 7 is connected to the second oil circuit 41; the oil inlet of the second safety valve 70 is connected to the second oil circuit 41, and the oil outlet of the second safety valve 70 is connected to the first oil circuit 4. When the oil pressure of the hydraulic oil entering the working upper chamber 110 from the first oil circuit 4 is greater than the preset threshold, the first safety valve 7 is activated to release the pressure of the oil in the first oil circuit 4, thereby playing a role of safety protection; when the oil pressure of the hydraulic oil entering the working lower chamber 111 from the second oil circuit 41 is greater than the preset threshold, the second safety valve 70 is activated to release the pressure of the oil in the second oil circuit 41, thereby playing a role of safety protection.

[0040] In this embodiment, the second safety valve 70 corresponds to one hydraulic pump assembly corresponding to one shock absorber assembly 1 and one set of hydraulic oil circuits; that is, it can be understood that one hydraulic pump assembly corresponds to one shock absorber assembly and one set of hydraulic oil circuits, which means that the present invention adopts an independent-type suspension system, and the independent-type suspension system means that each drive motor and hydraulic pump independently provide flow and pressure to the shock absorber assembly 1 of each wheel.

[0041] The above description is only a preferred embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made by using the contents of the description and drawings of the present invention, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A dual-valve controlled fully active automobile suspension system, characterized in that: The utility model comprises a shock absorber assembly, a hydraulic pump assembly, a hydraulic oil circuit, a compression solenoid valve and a restoration solenoid valve. The shock absorber assembly comprises an intermediate cylinder, a working cylinder and an oil storage cylinder. The inner cavity of the working cylinder is a working cavity. A piston rod for adjusting the posture of the vehicle is provided in the working cavity. The piston rod divides the working cavity into an upper working cavity and a lower working cavity. The intermediate cylinder sleeve is arranged outside the working cylinder. An intermediate cavity is formed between the inner wall of the intermediate cylinder and the outer wall of the working cylinder. The intermediate cavity is communicated with the upper working cavity. The oil storage cylinder sleeve is arranged outside the intermediate cylinder. An oil storage cavity is formed between the inner wall of the oil storage cylinder and the outer wall of the intermediate cylinder. The solenoid valve is fixed on the oil storage cylinder, and the oil inlet and oil outlet of the restoration solenoid valve are communicated with the intermediate chamber and the oil storage chamber respectively. The compression solenoid valve is fixed on the oil storage cylinder, and the oil inlet and oil outlet of the compression solenoid valve are communicated with the working lower chamber and the oil storage chamber respectively; the hydraulic pump assembly includes a bidirectional hydraulic pump and a drive unit, and the drive unit serves as a power unit of the bidirectional hydraulic pump; the hydraulic oil circuit includes a first oil circuit and a second oil circuit, and the two ends of the first oil circuit are communicated with the intermediate chamber and the first oil port of the bidirectional hydraulic pump respectively, and the two ends of the second oil circuit are communicated with the working lower chamber and the second oil port of the bidirectional hydraulic pump respectively.

2. The dual-valve controlled fully active automobile suspension system according to claim 1, characterized in that: An accumulator is connected in parallel between the oil outlet of the restoration solenoid valve and the oil outlet of the compression solenoid valve.

3. The dual-valve controlled fully active automobile suspension system according to claim 2, characterized in that: The accumulator is fixed on the oil storage cylinder, and the accumulator is arranged in the oil storage cavity or outside the oil storage cavity.

4. The dual-valve controlled fully active automobile suspension system according to claim 3, characterized in that: When the accumulator is arranged in the oil storage chamber, the accumulator is an air bag type accumulator.

5. The dual-valve controlled fully active automobile suspension system according to claim 3, characterized in that: When the accumulator is arranged outside the oil storage chamber, the accumulator is a bladder accumulator, a piston accumulator or a bellows accumulator.

6. The dual-valve controlled fully active automobile suspension system according to claim 1, characterized in that: The first oil circuit is further provided with a first pressure sensor for detecting the oil pressure in the first oil circuit.

7. The dual-valve controlled fully active automobile suspension system according to claim 1, characterized in that: The second oil circuit is further provided with a second pressure sensor for detecting the oil pressure in the second oil circuit.

8. The dual-valve controlled fully active automobile suspension system according to claim 1, characterized in that: The oil inlet of the first safety valve is connected to the first oil circuit, and the oil outlet of the first safety valve is connected to the second oil circuit.

9. The dual-valve controlled fully active automobile suspension system according to claim 1, characterized in that: A second safety valve is further included, wherein the oil inlet of the second safety valve is communicated with the second oil circuit, and the oil outlet of the second safety valve is communicated with the first oil circuit.

10. The dual-valve controlled fully active automobile suspension system according to claim 1, characterized in that: One hydraulic pump assembly corresponds to one shock absorber assembly and one set of hydraulic oil circuits.

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