Quasi-zero-stiffness two-stage damping hydro-pneumatic suspension with four inertial elements
By quasi-zero stiffness four-inertia element two-stage damping hydro-pneumatic suspension, combined with inertial capacitance hydro-pneumatic springs and wheel dynamic shock absorbers, the problem of unstable vehicle posture when the suspension is far from the equilibrium position is solved, achieving a high-frequency vibration damping effect with simple structure and low cost.
Patent Information
- Application Number
- CN202520394371.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-07
- Publication Date
- 2025-12-23
- Estimated Expiration
- 2035-03-07
AI Technical Summary
Existing automotive suspension technology cannot provide high stiffness when the suspension is far from the balance position, resulting in unstable vehicle posture, and is also complex and costly.
The system employs a quasi-zero stiffness four-inertia element two-stage damping hydro-pneumatic suspension, combined with inertial capacitance hydro-pneumatic springs and wheel dynamic vibration absorbers. By adjusting the solenoid valves and flow valves through a height sensor and suspension controller, the suspension provides low stiffness at the equilibrium position and high stiffness away from the equilibrium position. The small and large hydro-pneumatic chambers work together to provide inertial capacitance and damping, achieving low stiffness vibration isolation, anti-resonance, and wheel dynamic vibration absorption.
It provides stable body posture and good vibration damping effect when the vehicle body vibrates at high frequency, while reducing manufacturing difficulty and cost.
Smart Images
Figure CN223702209U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model belongs to the technical field of automobile, and relates to automobile suspension structure, concretely is automobile quasi zero stiffness four inertia element secondary damping oil gas suspension. BACKGROUND
[0002] Suspension is an important structure and functional part of automobile, mainly attenuates the vibration transmitted to the vehicle body from the wheels when the automobile runs on bad roads, so that the passengers obtain good ride comfort. In order to obtain good high-frequency vibration suppression effect of the vehicle body, the document with the patent application number CN2023106406357 and the name "suspension structure and parameter design method for suppressing high-frequency vibration of vehicle body by three measures" provided by the applicant provides a suspension composed of an existing stiffness damping inertia autonomous controllable suspension and a wheel high-frequency dynamic vibration absorber to suppress the high-frequency vibration of the vehicle body, so as to improve the high-frequency vibration suppression effect of the vehicle body. However, the problem is that when the suspension is far away from the equilibrium position, it cannot automatically provide large stiffness, and thus cannot automatically ensure the stability of the vehicle body posture.
[0003] In order to simultaneously provide good low-frequency and high-frequency vibration suppression effect of the vehicle body, the document with the patent application number CN2024113213353 and the name "multi-section incremental variable stiffness spring for automobile suspension and working method thereof" provided by the applicant provides a multi-section incremental variable stiffness spring taking air spring as the basic component, which automatically provides small stiffness near the equilibrium position of the suspension and automatically provides large stiffness when far away from the equilibrium position. The multi-section incremental variable stiffness spring cooperates with a damper outputting large damping to obtain good low-frequency suppression effect of the vehicle body, and cooperates with a damper outputting small damping and a wheel dynamic vibration absorber to obtain good high-frequency suppression effect of the vehicle body, and automatically provides large stiffness when the suspension is far away from the equilibrium position, and automatically ensures the stability of the vehicle body posture. However, the problem is that it cannot provide inertia, and cannot produce anti-resonance function with small stiffness when the suspension is at the equilibrium position, and thus cannot obtain optimal high-frequency vibration suppression effect of the vehicle body.
[0004] In order to push the wheel dynamic vibration absorber from concept to practice, the document with the patent application number CN2023112961812 and the name "modular compact high-frequency vibration suppression wheel dynamic vibration absorber and using method thereof" provided by the applicant provides a vibration absorber arranged on a double-head shock absorber housing, which limits the vibration absorbing mass to move in the space between the upper and lower baffles and the upper and lower springs on the shock absorber piston rod, so that the vibration absorbing mass can work normally with more than one gravity acceleration. However, the problem is that it is necessary to take a double-head shock absorber as the installation basic component, so that its structure is relatively complex, resulting in large price cost. SUMMARY
[0005] The utility model discloses a purpose at solving above-mentioned prior art's problem, the suspension related technology of above-mentioned applicant is fused improvement, propose a kind of quasi zero stiffness four inertia element secondary damping oil gas suspension, using the compact wheel power vibration absorber of simpler structure, when suspension is in the vicinity of equilibrium position, automatically provide small stiffness, automatically provide large stiffness when far from equilibrium position, when high frequency vibration damping of vehicle body, using three kinds of measures of small stiffness vibration isolation / anti-resonance / wheel power vibration absorber, under the condition of ensuring further improve high frequency vibration damping effect of vehicle body, further reduce manufacturing difficulty and cost.
[0006] To realize above-mentioned purpose, the utility model quasi zero stiffness four inertia element secondary damping oil gas suspension adopts following technical scheme: including oil cylinder, the upper end of the cylinder body of oil cylinder is connected with vehicle body fixedly through upper coupling device, the lower end of the cylinder body of oil cylinder is fixedly connected with the upper end of force transmission cylinder, the inside of force transmission cylinder is equipped with force transmission plate and first buffer block, force transmission plate is above first buffer block, and the distance is left between the upper end surface of first buffer block and the lower end surface of force transmission plate;The inside of oil cylinder is equipped with plunger rod, the rod end of plunger rod is stretched out outside the lower end surface of force transmission cylinder after being passed through the center through-hole of force transmission plate and first buffer block downwardly through force transmission cylinder, and force transmission plate is fixedly connected with plunger rod, the lower end of plunger rod is fixedly connected with vehicle wheel through third coupling device and lower coupling device in proper order with second buffer block being fixedly covered on the lower end;Oil cylinder is connected with inertance tube, adjustable flow valve, normally open first electromagnetic valve and big oil gas chamber in proper order through oil pipe, and two branches are connected to small oil gas chamber and hydraulic pump station through normally closed second electromagnetic valve in parallel on the pipeline between adjustable flow valve and first electromagnetic valve;Height sensor is equipped between vehicle body and vehicle wheel, and suspension controller is connected with height sensor through signal line, and is connected with adjustable flow valve, normally open first electromagnetic valve, normally closed second electromagnetic valve and hydraulic pump station through control line respectively.
[0007] Further, the third coupling device is fixedly connected with the wheel power vibration absorber above.
[0008] Further, the wheel power vibration absorber is centrally fixedly connected with the vibration-absorbing mass, and the overall structure is symmetric about the center of the vibration-absorbing mass, the vibration-absorbing mass is coaxially and slidably sleeved on the middle part of the force transmission rod, the vibration-absorbing mass is fixedly connected with the upper nut, the upper baffle and the third buffer block from top to bottom in proper order and coaxially above the force transmission rod, and the vibration-absorbing mass is fixedly connected with the lower nut, the lower baffle and the fourth buffer block from bottom to top in proper order and coaxially below the force transmission rod.
[0009] The utility model has the beneficial effects after adopting the above technical scheme:
[0010] (1) The utility model discloses three measures to suppress the high-frequency vibration of the vehicle body compared with the suspension provided in the document with patent application number CN2023106406357, when the high-frequency vibration of the vehicle body is suppressed, the suspension automatically provides large stiffness far away from the balance position, and the stability of the vehicle body posture is automatically ensured.
[0011] (2) The utility model discloses a multi-section incremental type variable stiffness spring compared with the document with patent application number CN2024113213353, when the high-frequency vibration of the vehicle body is suppressed, the suspension automatically provides large stiffness far away from the balance position, and the stability of the vehicle body posture is automatically ensured.
[0012] (3) The utility model discloses a compact wheel power vibration absorber compared with the document with patent application number CN2023112961812, the structure is simpler, and the processing cost is lower. BRIEF DESCRIPTION OF DRAWINGS
[0013] Figure 1 is the structure diagram of the utility model proposed quasi-zero stiffness four inertia element two-stage damping oil gas suspension;
[0014] Figure 2 is Figure 1 structure enlarged diagram of the wheel power vibration absorber in
[0015] In the drawing: 1. Vehicle body;2. Oil cylinder;3. Plunger rod;4. First buffer block;5. Wheel power vibration absorber;6. Second buffer block;7 Third connecting device;8. Lower connecting device;9. Wheel;10. Force transmission plate;11. Height sensor;12. Second electromagnetic valve;13. Hydraulic pump station;14. First electromagnetic valve;15. Small oil gas chamber;16. Suspension controller;17. Large oil gas chamber;18. Adjustable flow valve;19. Inerter pipe;20. Upper connecting device;21. Upper nut;22. Upper baffle;23. Third buffer block;24. Force transmission rod;25. Vibration absorbing mass;26. Fourth buffer block;27. Lower baffle;28. Lower nut;29. Force transmission cylinder. DETAILED DESCRIPTION
[0016] Referring to Figure 1The utility model discloses a quasi-zero stiffness four inertia element secondary damping oil gas suspension, which is composed of a quasi-zero stiffness inertial oil gas spring and a wheel dynamic vibration absorber 5. The quasi-zero stiffness inertial oil gas spring comprises a cylinder 2, the upper end of the cylinder body of the cylinder 2 is fixedly connected to a vehicle body 1 through an upper connecting device 20, the lower end of the cylinder body of the cylinder 2 is fixedly connected to the upper end of a force transmission cylinder 29, the force transmission cylinder 29 is internally provided with a force transmission plate 10 and a first buffer block 4, the force transmission plate 10 is above the first buffer block 4, and a distance is left between the upper end face of the first buffer block 4 and the lower end face of the force transmission plate 10. The cylinder 2 is internally provided with a plunger rod 3, the upper end of the plunger rod 3 is a piston end, the piston end extends into the cylinder 2, is sealingly and slidingly connected to the cylinder 2, the rod end of the plunger rod 3 is downwardly connected to the force transmission cylinder 29, and extends out of the lower end face of the force transmission cylinder 29 after passing through the central through hole of the force transmission plate 10 and the first buffer block 4, and the force transmission plate 10 is fixedly connected to the plunger rod 3. A second buffer block 6 is fixedly sleeved to the lower end of the plunger rod 3, and the lower end of the plunger rod 3 is fixedly connected to a wheel 9 in sequence through a third connecting device 7 and a lower connecting device 8. In this way, the cylinder 2 and the plunger rod 3 are installed between the vehicle body 1 and the wheel 9 from top to bottom through the upper connecting device 20 and the lower connecting device 8.
[0017] A distance is left between the upper end face of the second buffer block 6 and the lower end face of the force transmission cylinder 29, and a height sensor 11 is additionally arranged between the vehicle body 1 and the wheel 9.
[0018] The central axes of the cylinder 2, the plunger rod 3, the force transmission cylinder 29, the force transmission plate 10, the first buffer block 4 and the second buffer block 6 are collinear.
[0019] Oil liquid is additionally arranged in the cavity of the cylinder 2 except the plunger rod 3, and the cylinder 2 is connected in sequence to an inertance tube 19, an adjustable flow valve 18, a normally open first electromagnetic valve 14 and a large oil gas chamber 17 through an oil pipe. Two branches are connected in parallel on the pipeline between the adjustable flow valve 18 and the normally open first electromagnetic valve 14, the first branch is connected to the small oil gas chamber 17, and the second branch is connected to a hydraulic pump station 13 through a normally closed second electromagnetic valve 12.
[0020] The suspension controller 16 is connected to the height sensor 11 through a signal line, and is connected to the adjustable flow valve 18, the normally open first electromagnetic valve 14, the normally closed second electromagnetic valve 12 and the hydraulic pump station 13 through control lines respectively.
[0021] The wheel dynamic vibration absorber 5 is fixedly connected above the third connecting device 7, and the wheel dynamic vibration absorber 5 is fixedly connected to the wheel 9 through the third connecting device 7 and the lower connecting device 8. Figure 2The wheel-powered vibration absorber 5 has a vibration-absorbing mass 25 at its center, and the overall structure is symmetrical about the center of the vibration-absorbing mass 25. The force transmission rod 24 is a round rod structure with threads on the upper and lower sections and a smooth middle section. The lower end of the force transmission rod 24 is fixedly connected to the third connecting device 7, and the vibration-absorbing mass 25 is coaxially slidably sleeved outside the middle part of the force transmission rod 24. Above the vibration-absorbing mass 25 are an upper nut 21, an upper baffle 22, and a third buffer block 23. The upper nut 21, upper baffle 22, and third buffer block 23 are arranged tightly from top to bottom and are all fixedly connected to the upper section of the force transmission rod 24 by threads. Below the vibration-absorbing mass 25 are a lower nut 28, a lower baffle 27, and a fourth buffer block 26. The lower nut 28, lower baffle 27, and fourth buffer block 26 are arranged tightly from bottom to top and are all fixedly connected to the lower section of the force transmission rod 24 by threads. In this way, the upper nut 21 fixes the upper baffle 22 to the upper end of the force transmission rod 24 through the thread at the upper end of the force transmission rod 24, and the lower nut 28 fixes the lower baffle 27 to the upper end of the force transmission rod 24 through the thread at the lower end of the force transmission rod 24.
[0022] The middle section of the vibration-absorbing mass 25 is a cylindrical metal block. A cylindrical structure extends upwards from the upper circumference of the vibration-absorbing mass 25, and another cylindrical structure extends downwards from the lower circumference. The third buffer block 23 and the fourth buffer block 26 are both variable cross-section conical structures, with the large ends of the cones located inside the corresponding cylindrical structures. Using cylindrical structures at both ends of the vibration-absorbing mass maximizes the use of the space in the height of the vibration absorber, reducing the radial dimension of the vibration absorber while maintaining the same vibration-absorbing mass. Using two buffer blocks instead of the two springs and dampers in the document with patent application number CN2023112961812 significantly reduces processing difficulty and cost.
[0023] The suspension system provided by this utility model has four inertial elements: the sprung mass of the vehicle body 1, the unsprung mass of the wheel 9, the shock-absorbing mass 25 of the wheel dynamic shock absorber 5, and the inertial capacity provided by the inertial capacity tube 19. Therefore, it belongs to a four-inertial-element two-stage damping hydro-pneumatic suspension.
[0024] If the existing single-chamber gas spring (refer to "Cheng Xiangrui, Gao Qinhe, Liu Zhihao, et al. Simulation analysis of stiffness and frequency characteristics of single-chamber gas spring [J]. Computer Simulation, 2016, 33(11): 120-124.") Figure 1 The rated volume of the oil and gas chamber shown is V0. The rated volume of the small oil and gas chamber 15 is designed to be between 0.4V0 and 0.6V0, and the rated volume of the large oil and gas chamber 17 is designed to be between 1.6V0 and 4.6V0.
[0025] The mass of the vibration-absorbing mass 25 is designed according to the method of designing the mass of the wheel dynamic vibration absorber provided in the document with the patent application number CN2023112961812 of the applicant, and the first segment stiffness of the third buffer block 23 and the fourth buffer block 26 is twice the stiffness of the low-stiffness segment identified in the document with the patent application number CN2023112961812. Figure 1 as shown in the document with the patent application number CN2023112961812. Figure 1 The stiffness of the third buffer block 23 and the fourth buffer block 26 is twice the stiffness of the low-stiffness segment identified in the document with the patent application number CN2023112961812.
[0026] The stiffness of the third buffer block 23 and the fourth buffer block 26 is twice the stiffness of the low-stiffness segment identified in the document with the patent application number CN2023112961812.
[0027] Before the vehicle starts driving, the suspension controller 16 receives the expected height of the vehicle body input by the chassis system controller and the real-time height of the vehicle body input by the height sensor 11, and compares the two. When the real-time height of the vehicle body is less than the expected height of the vehicle body, the suspension controller 16 controls the hydraulic pump station 13 to work and opens the second electromagnetic valve 12 until the real-time height of the vehicle body is equal to the expected height of the vehicle body, and then controls the second electromagnetic valve 12 to close and the hydraulic pump station 13 to stop working. Conversely, when the real-time height of the vehicle body is greater than the expected height of the vehicle body, the suspension controller 16 controls the second electromagnetic valve 12 to open until the real-time height of the vehicle body is equal to the expected height of the vehicle body, and then closes the second electromagnetic valve 12.
[0028] When the suspension controller 16 receives the good road high-speed driving mode instruction signal input by the chassis system controller or the driver, the suspension controller 16 controls the normally open first electromagnetic valve 14 to close and controls the adjustable flow valve 16 to output larger damping, so that the entire suspension system outputs larger stiffness and larger damping, thereby making the vehicle obtain good road high-speed driving safety.
[0029] When the suspension controller 16 receives the vehicle body low frequency vibration suppression mode instruction signal from the chassis system controller or the driver, the suspension controller 16 controls the first electromagnetic valve 14 to open, and controls the adjustable flow valve 16 to output a larger damping. When the vehicle wheel 1 contacts the protruding road surface during the vehicle running, the protruding road surface pushes the vehicle wheel 9 to move towards the vehicle body 1, so that the vehicle wheel 9 is brought to the second buffer block 6 through the third connecting device 7 and the plunger rod 3 to move towards the transmission cylinder 29 fixed to the vehicle body 1 through the upper connecting device 20 and the oil cylinder 2, when the upper part of the second buffer block 6 does not contact the lower end surface of the transmission cylinder 29, or when the vehicle wheel 1 contacts the concave road surface during the vehicle running, the protruding road surface pushes the vehicle wheel 9 to move away from the vehicle body 1 under the action of gravity, so that the vehicle wheel 9 is brought to the second buffer block 6 through the third connecting device 7 and the plunger rod 3 to move away from the transmission cylinder 29 fixed to the vehicle body 1 through the upper connecting device 20 and the oil cylinder 2, when the lower end surface of the transmission plate 10 does not contact the first buffer block 4, the second buffer block 6 or the first buffer block 4 is not compressed, only the small oil chamber 15 works together with the large oil chamber 17 to provide a smaller stiffness, and cooperates with the larger damping output by the adjustable flow valve 16, so that the vehicle obtains good vehicle body low frequency vibration suppression effect. When the vehicle wheel 1 contacts the protruding road surface during the vehicle running, the protruding road surface pushes the vehicle wheel 9 to move towards the vehicle body 1, so that the vehicle wheel 9 is brought to the second buffer block 6 through the third connecting device 7 and the plunger rod 3 to move towards the transmission cylinder 29 fixed to the vehicle body 1 through the upper connecting device 20 and the oil cylinder 2, when the upper part of the second buffer block 6 contacts the lower end surface of the transmission cylinder 29, or when the vehicle wheel 1 contacts the concave road surface during the vehicle running, the protruding road surface pushes the vehicle wheel 9 to move away from the vehicle body 1 under the action of gravity, so that the vehicle wheel 9 is brought to the second buffer block 6 through the third connecting device 7 and the plunger rod 3 to move away from the transmission cylinder 29 fixed to the vehicle body 1 through the upper connecting device 20 and the oil cylinder 2, when the lower end surface of the transmission plate 10 contacts the first buffer block 4 fixedly installed on the lower end surface inside the transmission cylinder 29, the second buffer block 6 or the first buffer block 4 is compressed to provide a buffer block compression stiffness, and at this time the small oil chamber 15 works together with the large oil chamber 17 to provide a smaller gas elastic stiffness, the sum of the above buffer block compression stiffness and the smaller gas elastic stiffness together constrain the suspension dynamic stroke, and good vehicle body stability is obtained.
[0030] When the suspension controller 16 receives the body high frequency vibration suppression mode instruction signal input by the chassis system controller or the driver, the suspension controller 16 controls the first electromagnetic valve 14 to open, controls the adjustable throttle valve 16 to output small damping, so that the whole suspension system outputs small stiffness and small damping, when the vehicle wheel 1 contacts the convex road surface during the vehicle driving, the convex road surface pushes the vehicle wheel 9 to move towards the vehicle body 1, so that the vehicle wheel 9 moves the second buffer block 6 to move towards the force transmission cylinder 29 through the third connecting device 7 and the plunger rod 3, when the upper part of the second buffer block 6 does not contact the lower end surface of the force transmission cylinder 29, or when the vehicle wheel 1 contacts the concave road surface during the vehicle driving, pushes the vehicle wheel 9 to move away from the vehicle body 1 under the action of gravity, so that the vehicle wheel 9 moves the second buffer block 6 to move away from the force transmission cylinder 29 through the third connecting device 7 and the plunger rod 3, when the lower end surface of the force transmission plate 10 does not contact the first buffer block 4, the second buffer block 6 or the first buffer block 4 is not compressed, only the small oil chamber 15 works together with the large oil chamber 17 to provide small stiffness, and cooperates with the small damping output by the adjustable throttle valve 16 and the vehicle wheel dynamic vibration absorber 5 to realize the use of small stiffness isolation / anti-resonance / vehicle wheel dynamic vibration absorber three measures for body high frequency vibration suppression, so that the vehicle obtains good body high frequency vibration suppression effect. When the vehicle wheel 1 contacts the convex road surface during the vehicle driving, the convex road surface pushes the vehicle wheel 9 to move towards the vehicle body 1, so that the vehicle wheel 9 moves the second buffer block 6 to move towards the force transmission cylinder 29 through the third connecting device 7 and the plunger rod 3, when the upper part of the second buffer block 6 contacts the convex end surface of the force transmission cylinder 29, or when the vehicle wheel 1 contacts the concave road surface during the vehicle driving, pushes the vehicle wheel 9 to move away from the vehicle body 1 under the action of gravity, so that the vehicle wheel 9 moves the second buffer block 6 to move away from the force transmission cylinder 29 through the third connecting device 7 and the plunger rod 3, when the lower end surface of the force transmission plate 10 contacts the first buffer block 4 fixedly installed in the force transmission cylinder 29, the second buffer block 6 or the first buffer block 4 is compressed to provide a buffer block compression stiffness, and the small oil chamber 15 and the large oil chamber 17 work together to provide a small gas elastic stiffness, the sum of the above buffer block compression stiffness and small gas elastic stiffness together constrain the suspension dynamic travel to obtain good body stability.
[0031] When the rated volume of the small oil-gas chamber 15 and the large oil-gas chamber 17 is respectively between 0.4-0.6Vo and 1.6-4.6Vo, the small rigidity provided by the small oil-gas chamber 15 and the large oil-gas chamber 17 together is about 1 / 6 of the rigidity provided by the small oil-gas chamber 15 alone, and the large rigidity provided by the first buffer block 4 or the second buffer block 6 is about 1.5 times of the rigidity provided by the small oil-gas chamber 15 alone, therefore, the rigidity of the suspension at the equilibrium position is minimum, that is, when the upper part of the second buffer block 6 does not contact the lower end surface of the force transmission cylinder 29 or the lower end surface of the force transmission plate 10 does not contact the first buffer block 4, only the small rigidity provided by the small oil-gas chamber 15 and the large oil-gas chamber 17 together works, which is similar to quasi-zero rigidity, and far away from the equilibrium position, that is, when the upper part of the second buffer block 6 contacts the lower end surface of the force transmission cylinder 29 or the lower end surface of the force transmission plate 10 contacts the first buffer block 4, the rigidity of the suspension system is the sum of the buffer compression rigidity and the small gas elastic rigidity, therefore, the rigidity characteristic of the suspension provided by the utility model is named as quasi-quasi-zero rigidity.
Claims
1. A quasi-zero-stiffness four-inertial-element secondary vibration reduction hydro-pneumatic suspension comprising a cylinder (2), the upper end of the cylinder body of the cylinder (2) being fixedly connected to the vehicle body through an upper connecting device (20), characterized in that: the lower end of the cylinder body of the cylinder (2) is fixedly connected to the upper end of a force transmission cylinder (29), a force transmission plate (10) and a first buffer block (4) are arranged inside the force transmission cylinder (29), the force transmission plate (10) is above the first buffer block (4), and a distance is left between the upper end face of the first buffer block (4) and the lower end face of the force transmission plate (10); a plunger rod (3) is arranged inside the cylinder (2), the rod end of the plunger rod (3) extends out of the lower end face of the force transmission cylinder (29) after passing through the central through hole of the force transmission plate (10) and the first buffer block (4) downwardly, the force transmission plate (10) is fixedly connected to the plunger rod (3), a second buffer block (6) is fixedly sleeved on the lower end of the plunger rod (3) outwardly, a distance is left between the upper end face of the second buffer block (6) and the lower end face of the force transmission cylinder (29), and the lower end of the plunger rod (3) is fixedly connected to a wheel through a third connecting device (7) and a lower connecting device (8) in sequence; the cylinder (2) is connected to an inertance tube (19), an adjustable flow valve (18), a normally open first electromagnetic valve (14) and a large oil-gas chamber (17) in sequence through oil pipes, two branches are connected in parallel on the pipeline between the adjustable flow valve (18) and the first electromagnetic valve (14), the first branch is connected to a small oil-gas chamber (17), and the second branch is connected to a hydraulic pump station (13) through a normally closed second electromagnetic valve (12); a height sensor (11) is arranged between the vehicle body and the wheel, a suspension controller (16) is connected to the height sensor (11) through a signal line, and is connected to the adjustable flow valve (18), the normally open first electromagnetic valve (14), the normally closed second electromagnetic valve (12) and the hydraulic pump station (13) through control lines respectively. The upper part of the third connecting device (7) is fixedly connected to a wheel power vibration absorber (5).
2. The quasi-zero stiffness four-inertial-element secondary vibration damping hydro-pneumatic suspension according to claim 1, characterized in that: The wheel power vibration absorber (5) is a vibration absorbing mass (25) in the middle, the overall structure is symmetrical upward and downward with the center of the vibration absorbing mass (25), the vibration absorbing mass (25) is coaxially and slidably sleeved on the middle part of a force transmission rod (24) outwardly, and the lower end of the force transmission rod (24) is fixedly connected to the third connecting device (7).
3. The quasi-zero stiffness four-inertial-element secondary vibration damper hydrogas suspension according to claim 2, characterized in that: The upper part of the vibration absorbing mass (25) is an upper nut (21), an upper baffle (22) and a third buffer block (23) which are tightly and coaxially fixedly connected to the upper segment of the force transmission rod (24) from top to bottom in sequence, and the lower part of the vibration absorbing mass (25) is a lower nut (28), a lower baffle (27) and a fourth buffer block (26) which are tightly and coaxially fixedly connected to the lower segment of the force transmission rod (24) from bottom to top in sequence.
4. The quasi-zero stiffness four-inertial-element secondary vibration damper hydrogas suspension according to claim 3, characterized in that: The middle segment of the vibration absorbing mass (25) is a cylindrical metal block, the upper edge circumference of the vibration absorbing mass (25) extends outwardly to a cylinder structure upwardly, the lower edge circumference of the vibration absorbing mass (25) extends outwardly to a cylinder structure downwardly, the third buffer block (23) and the fourth buffer block (26) are both variable cross-section conical structures, and the large ends of the conical structures are fixedly installed inside the corresponding cylinder structures.
5. The quasi-zero stiffness four-inertial-element secondary vibration damper hydrogas suspension according to claim 4, characterized in that: 6. The quasi-zero stiffness four inertial elements secondary vibration reduction hydro-pneumatic suspension according to claim 1, characterized in that: The center axes of the oil cylinder (2), the plunger rod (3), the force transmission cylinder (29), the force transmission plate (10), the first buffer block (4) and the second buffer block (6) are collinear.