Hydraulic control system for angle module and vehicle

Abstract

The utility model provides a hydraulic control system for a corner module and a vehicle. The hydraulic control system comprises a front actuator assembly provided with a left front actuator and a right front actuator, a rear actuator assembly provided with a left rear actuator and a right rear actuator and electromagnetic valve sets, and the electromagnetic valve sets comprise a fourth electromagnetic valve, a front electromagnetic valve set provided with a first electromagnetic valve and a second electromagnetic valve and a rear electromagnetic valve set provided with a fifth electromagnetic valve and a sixth electromagnetic valve. The first electromagnetic valve and the second electromagnetic valve are arranged between the left front actuator and the right front actuator, the first electromagnetic valve is in fluid communication with the left front actuator, the second electromagnetic valve is in fluid communication with the right front actuator, the fifth electromagnetic valve and the sixth electromagnetic valve are arranged between the left rear actuator and the right rear actuator, the fifth electromagnetic valve is in fluid communication with the left rear actuator, and the sixth electromagnetic valve is in fluid communication with the right rear actuator. The fourth electromagnetic valve is arranged between the front electromagnetic valve set and the rear electromagnetic valve set and can be switched between the parallel opening state and the parallel closing state. According to the utility model, real-time flexible control of the posture of the vehicle body is realized, and the design of a hydraulic control system is simplified.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and more specifically, to a hydraulic control system for corner modules and a vehicle including the hydraulic control system. Background Technology

[0002] With the rapid development of vehicle technology, the requirements for mechanical vehicle attitude control systems are also increasing. However, conventional mechanical vehicle attitude control systems, which typically employ stabilizer bars or hydraulic control systems, still have many shortcomings. For example, stabilizer bars can only control body roll, not pitch control, and cannot meet the needs of real-time and rapid dynamic adjustments of the vehicle body. Furthermore, the rigid connection of steel stabilizer bars not only occupies a large amount of space but also cannot accommodate the 90° steering requirements of modular vehicle architectures. Additionally, the connecting rod ball joints and rubber bushings are prone to performance degradation due to wear or fatigue. As for hydraulic control systems, existing technologies have low integration, numerous independent solenoid valves, complex connection interfaces, and are prone to leakage or oil seepage problems. Moreover, the piping design lacks anti-pitch functionality.

[0003] Therefore, there is a need to provide an improved hydraulic control system for corner modules and a vehicle having such a hydraulic control system in order to at least partially solve the problems existing in the prior art. Utility Model Content

[0004] To solve the above-mentioned technical problems, according to one aspect of this utility model, a hydraulic control system for a corner module is provided. The hydraulic control system includes a front actuator assembly, a rear actuator assembly, and a solenoid valve group. The front actuator assembly includes a left front actuator and a right front actuator; the rear actuator assembly includes a left rear actuator and a right rear actuator; the solenoid valve group includes a front solenoid valve group, a rear solenoid valve group, and a fourth solenoid valve. The front solenoid valve group includes a first solenoid valve and a second solenoid valve, the first solenoid valve and the second solenoid valve being disposed between the left front actuator and the right front actuator, and the first solenoid valve being in fluid communication with the left front actuator, and the second solenoid valve being in fluid communication with the right front actuator. The actuators are fluidly connected, the first solenoid valve is fluidly connected to the second solenoid valve, the rear solenoid valve group includes a fifth solenoid valve and a sixth solenoid valve, the fifth solenoid valve and the sixth solenoid valve are disposed between the left rear actuator and the right rear actuator, and the fifth solenoid valve is fluidly connected to the left rear actuator, the sixth solenoid valve is fluidly connected to the right rear actuator, the fifth solenoid valve and the sixth solenoid valve are fluidly connected, and the fourth solenoid valve is disposed between the front solenoid valve group and the rear solenoid valve group, and can switch between a parallel open state and a closed state.

[0005] Optionally, the first, second, fifth, and sixth solenoid valves can switch between a parallel open state, a cross-directional state, and a closed state.

[0006] Optionally, the hydraulic control system is further provided with a low-pressure accumulator assembly, which is connected to the fourth solenoid valve.

[0007] Optionally, the solenoid valve group is further provided with a third solenoid valve and a seventh solenoid valve, the third solenoid valve being disposed between the front solenoid valve group and the fourth solenoid valve, and the seventh solenoid valve being disposed between the rear solenoid valve group and the fourth solenoid valve.

[0008] Optionally, the hydraulic control system further includes a high-pressure accumulator, an eighth solenoid valve, and a high-pressure oil pump connected to the eighth solenoid valve. The eighth solenoid valve is located between the rear solenoid valve group and the high-pressure oil pump, and the high-pressure accumulator is in fluid communication with the high-pressure oil pump.

[0009] Optionally, the solenoid valve assembly may further include a ninth solenoid valve, which is located between the high-pressure oil pump and the eighth solenoid valve.

[0010] Optionally, the fluid passages between the front actuator assembly and the rear actuator assembly, between the front actuator assembly and the solenoid valve assembly, and between the front actuator assembly and the solenoid valve assembly are connected by rubber tubing.

[0011] Optionally, any one of the first solenoid valve, the second solenoid valve, the fifth solenoid valve, and the sixth solenoid valve has a neutral position, a two-position position, and a three-position position. The neutral position of the first and fifth solenoid valves is a parallel open state, the two-position position is a cross-directional switching state, and the three-position position is a closed state. The neutral position of the second and sixth solenoid valves is a cross-directional switching state, the two-position position is a parallel open state, and the three-position position is a closed state.

[0012] According to another aspect of the present invention, a vehicle is provided. The vehicle includes any of the aforementioned hydraulic control systems for corner modules.

[0013] According to the present invention, by replacing the traditional steel rod with a hydraulic pipeline force transmission structure, an integrated corner module can be obtained, thereby effectively freeing up the central space of the vehicle. Simultaneously, the use of rubber hoses to connect the wheel-side actuators allows for flexible adaptation to the large-angle steering requirements of the wheels, overcoming the shortcomings of traditional lateral stabilizer bar structures that cannot adapt to the large-angle steering needs of corner modules. Furthermore, the application of modular electromagnetic control valves significantly improves the integration level of the vehicle posture hydraulic control system, achieving real-time and flexible control of the vehicle posture while reducing the number of independent electromagnetic valve assemblies and pipelines, thus simplifying the design of the hydraulic control system. Attached Figure Description

[0014] The features, advantages, and exemplary embodiments of the present invention will now be described with reference to the accompanying drawings, in which the same reference numerals indicate the same elements, and wherein:

[0015] Figure 1 This is a schematic diagram of a hydraulic control system for a corner module according to an embodiment of the present invention, wherein the hydraulic control system is in anti-tilt mode;

[0016] Figure 2 yes Figure 1 A magnified view of detail A shown in the image;

[0017] Figure 3 yes Figure 1 A magnified view of detail B shown in the image;

[0018] Figure 4 This is a schematic diagram of a hydraulic control system in anti-roll failure mode;

[0019] Figure 5 This is a schematic diagram of the hydraulic control system in anti-tilt mode;

[0020] Figure 6 This is a schematic diagram of the hydraulic control system in single left wheel upward jump mode;

[0021] Figure 7 This is a schematic diagram of the hydraulic control system in single left wheel downward jump mode;

[0022] Figure 8 This is a schematic diagram of the hydraulic control system in four-wheel jump mode;

[0023] Figure 9 This is a schematic diagram of the hydraulic control system in four-wheel drop mode; and

[0024] Figure 10 This is a schematic structural diagram of a hydraulic control system for an angle module according to an embodiment of the present invention.

[0025] The attached figures are labeled as follows:

[0026] 1. Hydraulic control system; 100. Left front actuator; 100'. Right front actuator; 200. Left rear actuator; 200'. Right rear actuator; 300. Solenoid valve assembly; 310. First solenoid valve; 320. Second solenoid valve; 340. Fourth solenoid valve; 310'. Fifth solenoid valve; 320'. Sixth solenoid valve; 400. First front axle low-pressure accumulator; 500. First rear axle low-pressure accumulator; 400'. Second front axle low-pressure accumulator; 500'. Second rear axle low-pressure accumulator; 330, third solenoid valve; 330', seventh solenoid valve; 340', eighth solenoid valve; 700, high-pressure oil pump unit; 600, high-pressure accumulator; 130, left front actuator housing; 120, left front actuator piston; 110, left front actuator piston rod; 101, left front actuator upper cavity; 102, left front actuator lower cavity; 112, left front actuator through hole; 111, left front actuator axial channel; 11, first external pipeline; 12. Second external conduit; 11′. Third external conduit; 12′. Fourth external conduit; 230. Left rear actuator housing; 220. Left rear actuator piston; 210. Left rear actuator piston rod; 201. Left rear actuator upper cavity; 202. Left rear actuator lower cavity; 212. Left rear actuator through hole; 211. Left rear actuator axial channel; 21. Fifth external conduit; 22. Sixth external conduit; 21′. Seventh external conduit; 22′. Eighth external conduit ; 311, First transverse channel; 312, Second transverse channel; 321, Third transverse channel; 322, Fourth transverse channel; 311a, First longitudinal channel; 312a, Second longitudinal channel; 321a, Third longitudinal channel; 322a, Fourth longitudinal channel; 321b, Fifth longitudinal channel; 322b, Sixth longitudinal channel; 330″, Ninth solenoid valve; 710, Check valve; 720, Oil pump body; 730, Throttle valve; 740, Oil reservoir. Detailed Implementation

[0027] In the description of this application, it should be understood that the use of terms such as "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" to indicate orientation or positional relationship, unless otherwise specified, is understood to be based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0028] The exemplary embodiments of the present invention will now be described in more detail with reference to the accompanying drawings. The description of the exemplary embodiments is merely illustrative and is by no means a limitation of the present invention or its applications or uses. Furthermore, the dimensions and proportions of the components in the drawings are merely schematic and do not strictly correspond to actual products.

[0029] In a first aspect of this invention, a hydraulic control system 1 for an angle module is provided. For example... Figures 1 to 10 As shown, the hydraulic control system 1 includes a front actuator assembly, a rear actuator assembly, and a solenoid valve group 300. The front actuator assembly includes a left front actuator 100 and a right front actuator 100', and the rear actuator assembly includes a left rear actuator 200 and a right rear actuator 200'. The solenoid valve group 300 includes a front solenoid valve group, a rear solenoid valve group, and a fourth solenoid valve 340. The front solenoid valve group includes a first solenoid valve 310 and a second solenoid valve 320. The first solenoid valve 310 and the second solenoid valve 320 are disposed between the left front actuator 100 and the right front actuator 100', and the first solenoid valve 310 is in fluid communication with the left front actuator 100, and the second solenoid valve 320 is in fluid communication with the right front actuator 100'. Actuator 100' is fluidly connected, first solenoid valve 310 is fluidly connected to second solenoid valve 320, rear solenoid valve group includes fifth solenoid valve 310' and sixth solenoid valve 320', fifth solenoid valve 310' and sixth solenoid valve 320' are disposed between left rear actuator 200 and right rear actuator 200', and fifth solenoid valve 310' is fluidly connected to left rear actuator 200, sixth solenoid valve 320' is fluidly connected to right rear actuator 200', fifth solenoid valve 310' and sixth solenoid valve 320' are fluidly connected, fourth solenoid valve 340 is disposed between front solenoid valve group and rear solenoid valve group, and can switch between parallel open state and closed state.

[0030] Specifically, in this embodiment, such as Figures 1 to 3As shown, the left front actuator 100 has a left front actuator housing 130, a left front actuator piston 120, and a hollow left front actuator piston rod 110. The left front actuator piston rod 110 is connected to the vehicle body. The left front actuator piston 120 divides the internal space of the left front actuator housing 130 into a left front actuator upper cavity 101 and a left front actuator lower cavity 102. The hollow left front actuator piston rod 110 has a left front actuator through hole 112 near the left front actuator piston 120, so that the left front actuator axial channel 111 inside the left front actuator piston rod 110 is in fluid communication with the left front actuator upper cavity 101 through the left front actuator through hole 112. Furthermore, the left front actuator axial passage 111 inside the left front actuator piston rod 110 of the left front actuator 100 is fluidly connected to the first solenoid valve 310 via a first external pipe 11, and the lower chamber 102 of the left front actuator 100 is fluidly connected to the first solenoid valve 310 via a second external pipe 12. The right front actuator 100' has the same structure as the left front actuator 100, and the axial passage inside the piston rod of the right front actuator 100' is fluidly connected to the second solenoid valve 320 via a third external pipe 11', and the lower chamber of the right front actuator 100' is fluidly connected to the second solenoid valve 320 via a fourth external pipe 12'. Similarly, the left rear actuator 200 has a left rear actuator housing 230, a left rear actuator piston 220, and a hollow left rear actuator piston rod 210. The left rear actuator piston rod 210 is connected to the vehicle body. The left rear actuator piston 220 divides the internal space of the left rear actuator housing 230 into a left rear actuator upper cavity 201 and a left rear actuator lower cavity 202. The hollow left rear actuator piston rod 210 is provided with a left rear actuator through hole 212, so that the left rear actuator axial channel 211 inside the left rear actuator piston rod 210 is in fluid communication with the left rear actuator upper cavity 201 through the left rear actuator through hole 212. Furthermore, the axial passage 211 inside the piston rod 210 of the left rear actuator 200 is fluidly connected to the fifth solenoid valve 310' via the fifth external pipe 21, and the lower chamber 202 of the left rear actuator 200 is fluidly connected to the fifth solenoid valve 310' via the sixth external pipe 22. The right rear actuator 200' has the same structure as the left rear actuator 200, and the axial passage inside the piston rod of the right rear actuator 200' is fluidly connected to the sixth solenoid valve 320' via the seventh external pipe 21', and the lower chamber of the left rear actuator 200' is fluidly connected to the sixth solenoid valve 320' via the eighth external pipe 22'.The first solenoid valve 310 is in fluid communication with the second solenoid valve 320 via the first transverse channel 311 and the second transverse channel 312, and the fifth solenoid valve 310' is in fluid communication with the sixth solenoid valve 320' via the third transverse channel 321 and the fourth transverse channel 322. The first external pipe 11, the third external pipe 11' and the first transverse channel 311 are coaxially arranged with each other, the second external pipe 12, the fourth external pipe 12' and the second transverse channel 312 are coaxially arranged with each other, the fifth external pipe 21, the seventh external pipe 21' and the third transverse channel 321 are coaxially arranged with each other, and the sixth external pipe 22, the eighth external pipe 22' and the fourth transverse channel 322 are coaxially arranged with each other.

[0031] Furthermore, a first longitudinal channel 311a and a second longitudinal channel 312a are provided between the fourth solenoid valve 340 and the first transverse channel 311 and the second transverse channel 312. The fourth solenoid valve 340 can be fluidly connected to the first transverse channel 311 via the first longitudinal channel 311a and to the second transverse channel 312 via the second longitudinal channel 312a. In addition, a third longitudinal channel 321a and a fourth longitudinal channel 322a are also provided between the fourth solenoid valve 340 and the third transverse channel 321 and the fourth transverse channel 322. The fourth solenoid valve 340 can be fluidly connected to the third transverse channel 321 via the third longitudinal channel 321a and to the fourth transverse channel 322 via the fourth longitudinal channel 322a. The fourth solenoid valve 340 is disposed between the front and rear solenoid valve groups and can switch between a parallel open state and a closed state. In the parallel open state, the first longitudinal channel 311a and the fourth longitudinal channel 322a are fluidly connected, and the second longitudinal channel 312a and the third longitudinal channel 321a are fluidly connected. In the closed state, the first longitudinal channel 311a is not fluidly connected to the fourth longitudinal channel 322a, and the second longitudinal channel 312a is not fluidly connected to the third longitudinal channel 321a. This configuration allows the fourth solenoid valve 340 to selectively connect or disconnect the front and rear solenoid valve groups, enabling the vehicle posture hydraulic control system of this invention to achieve four-wheel motion interconnection, resulting in a faster response to road surface changes and suitability for implementing active suspension functions.

[0032] According to the design of this utility model, by adopting a hydraulic pipeline force transmission structure instead of the traditional steel lateral stabilizer bar, not only is more layout space freed up, but an integrated corner module design is also realized, making the powertrain layout more flexible and convenient. This effectively expands the central space and can flexibly adapt to the large-angle steering requirements of the wheels. Furthermore, the application of modular electromagnetic control valves significantly improves the integration level of the vehicle attitude hydraulic control system, reducing the number of independent electromagnetic valve assemblies and pipelines, thereby simplifying the hydraulic system design. In addition, the hydraulic control system of this utility model can match pistons of appropriate diameters according to different vehicle weights, ensuring that the hydraulic pipelines maintain reasonable pressure, thereby extending the system's service life. In contrast, existing electromagnetic active suspension systems require more coil turns and larger currents to generate sufficient actuation force, resulting in a significant increase in system weight and energy consumption. Moreover, compared to traditional mechanically connected roll stabilizer bar mechanisms, the hydraulic control system of this utility model eliminates the need for ball joint pins and rubber bushings. The hydraulic oil can also absorb the heat generated by the shock absorbers and dissipate it through metal pipelines arranged on the vehicle body, thereby improving the system's durability. The hydraulic control system of this utility model has a high degree of integration, integrating multiple solenoid valves into a solenoid valve group, and further improving the simplicity and reliability of the system by centrally setting pipeline interfaces.

[0033] like Figure 1 as well as Figures 4 to 9 As shown, the first solenoid valve 310, the second solenoid valve 320, the fifth solenoid valve 310' and the sixth solenoid valve 320' can all switch between parallel open state, cross-directional state and closed state, so that the hydraulic control system 1 of this utility model can operate in anti-roll mode, stabilizer bar failure mode, anti-tumble mode, single left wheel up jump mode, single left wheel down jump mode, four-wheel up jump mode or four-wheel down jump mode.

[0034] Figure 1The hydraulic control system 1 of this invention is shown in anti-roll mode. In anti-roll mode, the first solenoid valve 310 is in a parallel open state, allowing fluid communication between the first external pipeline 11 and the first transverse channel 311, and between the second external pipeline 12 and the second transverse channel 312; the second solenoid valve 320 is in a cross-switching state, allowing fluid communication between the first transverse channel 311 and the fourth external pipeline 12', and between the second transverse channel 312 and the third external pipeline 11'; the fifth solenoid valve 310' is in a parallel open state, allowing fluid communication between the fifth external pipeline 21 and the third transverse channel 321, and between the sixth external pipeline 22 and the fourth transverse channel 322; the sixth solenoid valve 320' is in a cross-switching state, allowing fluid communication between the third transverse channel 321 and the eighth external pipeline 22', and between the fourth transverse channel 322 and the seventh external pipeline 21'; and the fourth solenoid valve 340 is in a closed state. At this time, the upper cavity 101 and lower cavity 102 of the left front actuator are interconnected with the lower cavity of the right front actuator and the upper cavity of the right front actuator (not shown), respectively; the upper cavity 201 and lower cavity 202 of the left rear actuator are interconnected with the lower cavity of the right rear actuator and the upper cavity of the right rear actuator (not shown), respectively.

[0035] Here, the anti-roll principle of the hydraulic control system 1 of this utility model is explained using the example of a vehicle turning left. When the vehicle turns left, the vehicle body tilts to the right. The right front actuator piston of the right front actuator 100' is driven by the right front actuator piston rod connected to the vehicle body, moving downwards relative to the outer casing of the right front actuator 100'. This compresses the fluid medium in the lower chamber of the right front actuator, causing it to tend to flow along the fourth external pipe 12', the first transverse channel 311, and the first external pipe 11 into the upper chamber 101 of the left front actuator. Simultaneously, due to the vehicle body tilting to the right, the left front actuator piston rod 110 is also driven by the left front actuator piston 120 connected to the vehicle body, moving upwards relative to the left front actuator outer casing 130. This compresses the fluid medium in the upper chamber 101 of the left front actuator, causing it to tend to flow along the first external pipe 11, the first transverse channel 311, and the fourth external pipe 12' into the lower chamber of the right front actuator. Because the fluid medium in the same fluid channel is simultaneously subjected to pressure from two opposite directions, the fluid medium in that fluid channel... The fluid will not accumulate in the left front actuator 100 or the right front actuator 100'; similarly, the fluid medium in the fifth external pipe 21, the third lateral channel 321, and the eighth external pipe 22' will also not accumulate in the left rear actuator 200 or the right rear actuator 200'. The upper and lower pressure difference between the left front actuator piston 120 and the right front actuator piston will generate resistance to the downward movement of the right front actuator piston and the upward movement of the left front actuator piston, that is, to generate a reaction couple effect on the rightward tilt of the vehicle body. Simultaneously, the extension movement of the left rear actuator 200 and the compression movement of the right rear actuator 200' are also hindered by the fluid medium in the corresponding fluid channels being subjected to pressure in two opposite directions. The four actuators, namely the left front actuator 100, the right front actuator 100', the left rear actuator 200, and the right rear actuator 200', generate a counter-torque that tilts the vehicle body to the right, thereby controlling the vehicle body roll angle and forming the anti-roll mode of the hydraulic control system 1 of this utility model. The anti-roll principle during the process of the vehicle tilting to the left due to a right turn can be found in the above example regarding left turns of the vehicle, and will not be repeated here.

[0036] Figure 5The hydraulic control system 1 of this utility model is shown in anti-tilt mode. In anti-tilt mode, the first solenoid valve 310, the second solenoid valve 320, the fifth solenoid valve 310', the sixth solenoid valve 320', and the fourth solenoid valve 340 are all in a parallel open state. At this time, the upper chamber 101 and the lower chamber 102 of the left front actuator are interconnected with the upper chamber and the lower chamber of the right front actuator, respectively; the upper chamber 201 and the lower chamber 202 of the left rear actuator are interconnected with the upper chamber and the lower chamber of the right rear actuator, respectively; while the upper chamber 101 and the upper chamber of the left front actuator are interconnected with the lower chamber 202 and the lower chamber of the right rear actuator; and the lower chamber 102 and the lower chamber of the left front actuator are interconnected with the upper chamber 201 and the upper chamber of the right rear actuator.

[0037] Here, the anti-tilt principle of the hydraulic control system 1 of this utility model is explained using forward braking as an example. During forward braking, the vehicle body tilts forward. The left front actuator piston 120 and the right front actuator piston are driven by the left front actuator piston rod 110 and the right front actuator piston rod, respectively, which are connected to the vehicle body, and move downwards relative to the outer shells of the left front actuator 100 and the right front actuator 100'. The fluid medium in the lower chambers 102 and 102 of the left and right front actuators is compressed and tends to flow along the second external pipe 12, the fourth external pipe 12', the second transverse channel 312, the second longitudinal channel 312a, the third longitudinal channel 321a, and the third transverse channel 312'. Channel 321 extends left and right along the fifth external pipe 21 and the seventh external pipe 21' respectively into the upper chamber 201 of the left rear actuator and the upper chamber of the right rear actuator. Simultaneously, the piston rods 210 and 220 of the left and right rear actuators, connected to the vehicle body, are driven upwards relative to the outer casings 230 and 230 of the left and right rear actuators, respectively. This compresses the fluid medium within the upper chambers 201 and 21' of the left and right rear actuators along the fifth external pipe 21, the seventh external pipe 21', the third transverse channel 321, and the third longitudinal channel. Channel 321a, the second longitudinal channel 312a, and then along the second transverse channel 312 to the left and right respectively along the second external pipe 12 and the fourth external pipe 12' into the lower cavity 102 of the left front actuator and the lower cavity of the right front actuator. Since the fluid medium in the same fluid channel is simultaneously subjected to pressure from two opposite directions, the fluid medium in the fluid channel will not accumulate in any component of the front actuator assembly and the rear actuator assembly; similarly, the first external pipe 11, the third external pipe 11', the first transverse channel 311, the first longitudinal channel 311a, and the fourth longitudinal channel 321a... 2a. The fluid medium in the fourth transverse channel 322, the sixth external pipe 22, and the eighth external pipe 22′ will not accumulate in any component of the front actuator assembly or the rear actuator assembly. The upper and lower pressure difference of the left front actuator piston 120, the right front actuator piston, the left rear actuator piston 220, and the right rear actuator piston will generate resistance to the downward movement of the piston in the front actuator assembly and the upward movement of the piston in the rear actuator assembly, that is, to generate a reaction couple effect on the forward tilt of the vehicle body, thereby realizing the control of the vehicle body pitch angle and thus forming the anti-pitch mode of the hydraulic control system 1 of this utility model. The anti-pitch principle during the process of the vehicle body tilting backward due to reverse braking can be referred to the above example of the vehicle forward braking, and will not be repeated here.

[0038] like Figures 1 to 9As shown, the hydraulic control system 1 is further provided with a low-pressure accumulator assembly, which is connected to the fourth solenoid valve 340. Specifically, in this embodiment, the low-pressure accumulator assembly includes a first front axle low-pressure accumulator 400, a second front axle low-pressure accumulator 400', a first rear axle low-pressure accumulator 500, and a second rear axle low-pressure accumulator 500'. The first front axle low-pressure accumulator 400 is in fluid communication with the second longitudinal channel 312a, the second front axle low-pressure accumulator 400' is in fluid communication with the first longitudinal channel 311a, the first rear axle low-pressure accumulator 500 is in fluid communication with the third longitudinal channel 321a, and the second rear axle low-pressure accumulator 500' is in fluid communication with the fourth longitudinal channel 322a. This configuration allows the fluid medium in the second transverse channel 312, which is fluidly connected to the second longitudinal channel 312a, to flow into the first front axle low-pressure accumulator 400 when the fluid pressure increases; conversely, when the fluid pressure in the second transverse channel 312, which is fluidly connected to the second longitudinal channel 312a, decreases, the fluid medium can flow from the first front axle low-pressure accumulator 400 into the second transverse channel 312. The working principles of the second front axle low-pressure accumulator 400', the first rear axle low-pressure accumulator 500, and the second rear axle low-pressure accumulator 500' are similar to those of the first front axle low-pressure accumulator 400, and will not be described again here. The low-pressure accumulator assembly of this invention can be flexibly arranged on the underbody or frame, no longer limited to the front and rear engine compartments, significantly improving the overall vehicle space utilization and optimizing the structural layout.

[0039] like Figures 1 to 9 As shown, the solenoid valve assembly 300 also includes a third solenoid valve 330 and a seventh solenoid valve 330'. The third solenoid valve 330 is located between the front solenoid valve assembly and the fourth solenoid valve 340, and the seventh solenoid valve 330' is located between the rear solenoid valve assembly and the fourth solenoid valve 340. Both the third solenoid valve 330 and the seventh solenoid valve 330' can switch between a two-position open state and a closed state. Specifically, in this embodiment, the third solenoid valve 330 is located between the first longitudinal channel 311a and the second longitudinal channel 312a, and the seventh solenoid valve 330' is located between the third longitudinal channel 321a and the fourth longitudinal channel 322a. This allows for selective fluid connection or disconnection between the first longitudinal channel 311a and the second longitudinal channel 312a, and also allows for selective fluid connection or disconnection between the third longitudinal channel 321a and the fourth longitudinal channel 322a.

[0040] Figure 4The hydraulic control system 1 of this invention is shown in an anti-roll failure mode, which corresponds to off-road single-wheel bounce or cross-axle road conditions, and can reduce the resistance to independent wheel bounce caused by the anti-roll mode. In the anti-roll failure mode, the third solenoid valve 330 and the seventh solenoid valve 330' of the solenoid valve group 300 are in the open state, and the fourth solenoid valve 340 is in the closed state, so that the upper chambers of the left front actuator 100 and the right front actuator 100' are connected to the lower chambers of the left front actuator 100 and the right front actuator 100', and the upper chambers of the left rear actuator 200 and the right rear actuator 200' are connected to the lower chambers of the left rear actuator 200 and the right rear actuator 200'. Thus, the volume change of the fluid medium in the upper chamber can complement the volume change of the fluid medium in the lower chamber, so it does not produce a significant resistance to the movement of the pistons of the four actuators. It should be noted that, since the piston rod has a certain volume, the volume change of the upper chamber is not exactly equal to the volume change of the lower chamber when the piston moves. In addition, the low-pressure accumulator assembly can absorb the volume change of the fluid medium, and the resistance generated on the piston can be ignored. That is, at this time, the hydraulic control system 1 is in the anti-roll failure mode.

[0041] like Figures 1 to 9As shown, the hydraulic control system also includes a high-pressure accumulator 600, an eighth solenoid valve 340', and a high-pressure oil pump device 700 connected to the eighth solenoid valve 340'. The eighth solenoid valve 340' is positioned between the rear solenoid valve group and the high-pressure oil pump device 700, and the high-pressure accumulator 600 is in fluid communication with the high-pressure oil pump device 700. Specifically, in this embodiment, the eighth solenoid valve 340' is connected to the third transverse channel 321 and the fourth transverse channel 322, thereby enabling fluid communication with the fifth solenoid valve 310' and the sixth solenoid valve 320' via the third transverse channel 321 and the fourth transverse channel 322. Furthermore, the eighth solenoid valve 340' is in fluid communication with the high-pressure oil pump device 700 via the fifth longitudinal channel 321b and the sixth longitudinal channel 322b. The high-pressure oil pump unit 700 includes a check valve 710, an oil pump body 720, a throttle valve 730, and an oil reservoir 740. The fifth longitudinal channel 321b is connected to the check valve 710 of the high-pressure oil pump unit 700, and the sixth longitudinal channel 322b is connected to the throttle valve 730 of the high-pressure oil pump unit 700. When the eighth solenoid valve 340' is closed, the high-pressure oil pump unit 700 pressurizes the fluid medium in the oil reservoir 740 and then forces it through the check valve 710 along the fifth longitudinal channel 321b into the high-pressure accumulator 600. When the eighth solenoid valve 340' is open, the high-pressure fluid medium in the high-pressure accumulator 600 can flow into the front actuator assembly and the rear actuator assembly as needed. This configuration enables vehicle height adjustment and active suspension functions. The oil in the reservoir is pressurized by the high-pressure oil pump and enters the high-pressure accumulator through a one-way valve. With the cooperation of the corresponding solenoid valves inside the integrated solenoid valve group, the independent height of the four wheels can be adjusted quickly. When the vehicle does not need to adjust its height, the high-pressure oil in the high-pressure accumulator can also be kept pressurized, avoiding frequent operation of the high-pressure oil pump.

[0042] Figure 6The hydraulic control system 1 of this utility model is shown in a single left wheel upward jump mode. In the single left wheel upward jump mode, the second solenoid valve 320, the fifth solenoid valve 310', and the sixth solenoid valve 320' of the solenoid valve group 300 are in the closed state, the first solenoid valve 310 is in the cross-directional state, the third solenoid valve 330 and the seventh solenoid valve 330' are both in the closed state, and the fourth solenoid valve 340 and the eighth solenoid valve 340' are in the parallel open state. At this time, the high-pressure fluid medium in the high-pressure accumulator 600 will enter the upper chamber 101 of the left front actuator along the fifth longitudinal channel 321b, the third longitudinal channel 321a, the second longitudinal channel 312a, and the second transverse channel 312, and after being reversed by the first solenoid valve 310. It will act on the piston 120 of the left front actuator and react on the top of the housing 130 of the left front actuator. Assuming that the vehicle body is not moving at this time, the left front wheel of the vehicle will be driven upward by the housing 130 of the left front actuator. The fluid medium in the lower chamber 102 of the left front actuator will be squeezed and enter the first transverse channel 311 along the second external pipeline 12 after being reversed by the first solenoid valve 310. It will then return to the oil tank 740 along the first longitudinal channel 311a, the fourth longitudinal channel 322a, the eighth solenoid valve 340' in the parallel open state, the sixth longitudinal channel 322b, and the throttle valve 730.

[0043] Figure 7 The hydraulic control system 1 of this utility model is shown in the single left wheel downward jump mode. In the single left wheel downward jump mode, except that the first solenoid valve 310 is in the parallel open state, the operating state of the other solenoid valves is the same as that of these solenoid valves in the single left wheel upward jump mode, and their operating principle will not be described in detail here.

[0044] Figure 8The hydraulic control system 1 of this utility model is shown in a four-wheel up-jump mode. In the four-wheel up-jump mode, the first solenoid valve 310 and the second solenoid valve 320 of the solenoid valve group 300 are in a cross-directional state, and the fifth solenoid valve 310' and the sixth solenoid valve 320' are in a parallel open state, the third solenoid valve 330 and the seventh solenoid valve 330' are both in a closed state, and the fourth solenoid valve 340 and the eighth solenoid valve 340' are in a parallel open state. At this time, the high-pressure fluid medium in the high-pressure accumulator 600 will enter the upper chambers of the left rear actuator 201, right rear actuator 201, left front actuator 101, and right front actuator 11 along the fifth longitudinal channel 321b, the third transverse channel 321, the third longitudinal channel 321a, the second longitudinal channel 312a, the fifth external pipe 21, the seventh external pipe 21′, the second transverse channel 312, the first external pipe 11, and the third external pipe 11′. This fluid will act on the pistons of the front actuator assembly and the rear actuator assembly, respectively, and react on the tops of the outer shells of the front actuator assembly and the rear actuator assembly. Assuming the vehicle body is stationary at this time, the vehicle... The front and rear wheels are driven upward by the outer shells of the front actuator assembly and the rear actuator assembly, respectively. The fluid medium in the lower cavity of the rear actuator assembly is squeezed and flows along the sixth external pipe 22, the eighth external pipe 22', and the fourth lateral channel 322 to the sixth longitudinal channel 322b. Meanwhile, the fluid medium in the lower cavity of the front actuator assembly is squeezed and flows along the second external pipe 12, the fourth external pipe 12', the first lateral channel 311, the first longitudinal channel 311a, and the fourth longitudinal channel 322a to the sixth longitudinal channel 322b. Together with the fluid medium in the lower cavity of the rear actuator assembly, it returns to the oil reservoir 740 through the throttle valve 730.

[0045] Figure 9 The hydraulic control system 1 of this utility model is shown in four-wheel down-jump mode. In four-wheel down-jump mode, the first solenoid valve 310 and the second solenoid valve 320 of the solenoid valve group 300 are in a parallel open state, and the fifth solenoid valve 310' and the sixth solenoid valve 320' are in a cross-directional switching state. The operating state of the other solenoid valves is the same as that of these solenoid valves in four-wheel up-jump mode, and their operating principle will not be described in detail here.

[0046] Based on the principles of various vehicle posture control modes and the integrated control of solenoid valves by the vehicle's VCU, the hydraulic control system of this invention can achieve dynamic real-time control of vehicle posture, including roll, pitch, and vertical height. This allows the vehicle to meet both handling stability and driving comfort requirements, improving overall vehicle performance. For example, in off-road conditions, the limitation of four-wheel interconnection on suspension movement can be removed, allowing each wheel to independently move during its large suspension travel, improving tire contact performance. The configuration of pipeline interfaces and high / low pressure accumulator connection ports greatly simplifies the pipeline layout of the hydraulic control system, reduces the number of interfaces, and improves system reliability. Furthermore, the pressure fluctuations in the pipelines caused by the independent movement of each wheel can be absorbed by the low-pressure accumulator, reducing motion interference between wheels and enabling independent movement of all four wheels.

[0047] Optionally, the solenoid valve assembly 300 is further provided with a ninth solenoid valve 330″, which is disposed between the high-pressure oil pump device 700 and the eighth solenoid valve 340′. Specifically, in this embodiment, the ninth solenoid valve 330″ is connected to the fifth longitudinal channel 321b and the sixth longitudinal channel 322b, and the ninth solenoid valve 330″ can switch between an on state and a closed state.

[0048] Optionally, at least a portion of the fluid passages between the front and rear actuator assemblies, between the front actuator assembly and the solenoid valve assembly, and between the front actuator assembly and the solenoid valve assembly are connected via rubber hoses. This configuration, by connecting the wheel-side actuators to the hydraulic rigid pipes mounted on the vehicle body using rubber hoses, can accommodate the 90° steering requirements of vehicles with a modular chassis architecture. The hydraulic control system's piping on the vehicle body uses steel rigid pipes, which are connected to the wheel-side actuators via rubber hoses, whose flexibility can adapt to wheel steering requirements. Simultaneously, using rubber hoses to connect the wheel-side actuators allows for flexible adaptation to large-angle wheel steering requirements, overcoming the shortcomings of traditional lateral stabilizer bar structures that cannot adapt to the large-angle steering requirements of modular chassis.

[0049] like Figures 1 to 9 As shown, any one of the first solenoid valve 310, the second solenoid valve 320, the fifth solenoid valve 310', and the sixth solenoid valve 320' has a neutral position, a two-position position, and a three-position position. The neutral position of the first solenoid valve 310 and the fifth solenoid valve 310' is a parallel open state, the two-position is a cross-directional reversing state, and the three-position is a closed state. The neutral position of the second solenoid valve 320 and the sixth solenoid valve 320' is a cross-directional reversing state, the two-position is a parallel open state, and the three-position is a closed state.

[0050] In a second aspect of this invention, a vehicle is also provided, which is equipped with any of the aforementioned hydraulic control systems for corner modules. For the sake of brevity, further details are omitted here.

[0051] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "one example," "some embodiments," or "preferred embodiment," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0052] The embodiments of this utility model have been described in detail above. However, aspects of this utility model are not limited to the embodiments described above. Various modifications and substitutions can be applied to the above embodiments without departing from the scope of this utility model.

Claims

1. A hydraulic control system for an angle module, characterized in that, The hydraulic control system includes: A front actuator assembly, the front actuator assembly including a left front actuator and a right front actuator; Rear actuator assembly, the rear actuator assembly including a left rear actuator and a right rear actuator; and The solenoid valve assembly includes a front solenoid valve assembly, a rear solenoid valve assembly, and a fourth solenoid valve, wherein... The front solenoid valve assembly includes a first solenoid valve and a second solenoid valve. The first solenoid valve and the second solenoid valve are disposed between the left front actuator and the right front actuator. The first solenoid valve is in fluid communication with the left front actuator, and the second solenoid valve is in fluid communication with the right front actuator. The first solenoid valve is also in fluid communication with the second solenoid valve. The rear solenoid valve assembly includes a fifth solenoid valve and a sixth solenoid valve, which are disposed between the left rear actuator and the right rear actuator. The fifth solenoid valve is in fluid communication with the left rear actuator, and the sixth solenoid valve is in fluid communication with the right rear actuator. The fourth solenoid valve is located between the front solenoid valve group and the rear solenoid valve group, and can switch between a parallel open state and a closed state.

2. The hydraulic control system for an angle module according to claim 1, characterized in that, The first, second, fifth, and sixth solenoid valves can all switch between parallel open, cross-directional, and closed states.

3. The hydraulic control system for the corner module according to claim 2, characterized in that, The hydraulic control system is also equipped with a low-pressure accumulator assembly, which is connected to the fourth solenoid valve.

4. The hydraulic control system for the corner module according to claim 3, characterized in that, The solenoid valve group is further provided with a third solenoid valve and a seventh solenoid valve. The third solenoid valve is located between the front solenoid valve group and the fourth solenoid valve, and the seventh solenoid valve is located between the rear solenoid valve group and the fourth solenoid valve.

5. The hydraulic control system for the corner module according to claim 3, characterized in that, The hydraulic control system is further provided with a high-pressure accumulator, an eighth solenoid valve, and a high-pressure oil pump device connected to the eighth solenoid valve. The eighth solenoid valve is located between the rear solenoid valve group and the high-pressure oil pump device, and the high-pressure accumulator is in fluid communication with the high-pressure oil pump device.

6. The hydraulic control system for an angle module according to claim 5, characterized in that, The solenoid valve assembly is further provided with a ninth solenoid valve, which is located between the high-pressure oil pump device and the eighth solenoid valve.

7. The hydraulic control system for an angle module according to any one of claims 1 to 6, characterized in that, At least a portion of the fluid passages between the front actuator assembly and the rear actuator assembly, between the front actuator assembly and the solenoid valve assembly, and between the front actuator assembly and the solenoid valve assembly are connected by rubber tubing.

8. The hydraulic control system for an angle module according to any one of claims 1 to 6, characterized in that, Each of the first, second, fifth, and sixth solenoid valves has a neutral position, a two-position position, and a three-position position. The neutral position of the first and fifth solenoid valves is a parallel open state, the two-position position is a cross-directional switching state, and the three-position position is a closed state. The neutral position of the second and sixth solenoid valves is a cross-directional switching state, the two-position position is a parallel open state, and the three-position position is a closed state.

9. A vehicle, characterized in that, The vehicle includes a hydraulic control system for the corner module as described in any one of claims 1 to 8.

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