Active suspension system

Abstract

The utility model relates to the technical field of shock absorbers, in particular to an active suspension system. The inlet end of the high-pressure energy accumulator is connected to the oil tank; the outlet end of the high-pressure energy accumulator is connected with an inlet of a first pressure control valve, an outlet of the first pressure control valve is connected with a first valve port of a first reversing valve and an inlet of a first overflow valve, and an outlet of the first overflow valve and a second valve port of the first reversing valve are converged into a first oil return branch to be connected to an oil tank; a first oil port of the shock absorber is connected to a third valve port of the first reversing valve, and a second oil port of the shock absorber is connected to a fourth valve port of the first reversing valve; the pressure sensing unit comprises a first pressure sensor arranged at the outlet end of the high-pressure energy accumulator, a second pressure sensor arranged at the inlet end of the first overflow valve, a third pressure sensor arranged on an oil way of a first oil port of the shock absorber and a fourth pressure sensor arranged on a right way of a second oil port of the shock absorber. And the electronic controller is connected with each pressure sensor, the first pressure control valve and the vehicle sensor.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of shock absorber, in particular to an active suspension system. BACKGROUND

[0002] The harm caused by the vehicle body vibration to the driver and passengers when the vehicle is running cannot be ignored, and with the increasing demand for material life, the comfort of the vehicle when running is more and more concerned by the industry and the outside.

[0003] When the vehicle is running, track irregularity is one of the main reasons for causing vibration. When the vehicle passes through the irregular area such as track joint and turnout, vertical impact vibration will be generated, and this vibration will be transmitted to the vehicle body through the wheel set (wheel) and bogie (vehicle bridge). At the same time, the lateral vibration of the wheel set and the track will also be transmitted to the vehicle body through the bogie, resulting in complex vibration response of the vehicle body. These vibrations not only affect the stability of the vehicle, but also cause fatigue damage to the vehicle structure and reduce the service life of the vehicle.

[0004] In order to attenuate vibration energy and improve the comfort of the vehicle when running, the current widely used design is to configure a vertical primary oil pressure shock absorber between the bogie and the wheel. The main function of this shock absorber is to buffer the impact between the wheel and the track, reduce the transmission of high-frequency vibration to the vehicle body, and improve the comfort of the vehicle when running. The current widely used design is to configure a vertical primary oil pressure shock absorber between the bogie and the wheel, a vertical secondary oil pressure shock absorber between the vehicle body and the bogie, a lateral secondary oil pressure shock absorber between the vehicle body and the bogie, and an anti-snaking oil pressure shock absorber between the vehicle body chassis and the bogie frame.

[0005] The oil pressure shock absorber generates damping force by using the resistance of hydraulic oil flow through small hole damping principle to suppress vibration. However, there are certain limitations in using the traditional small hole damping principle. Since the output of the damping force mainly depends on the flow rate of the hydraulic oil and the size of the small hole, it is difficult to accurately adjust the size of the damping force according to the actual vibration state of the vehicle. In different driving conditions, the damping force required by the vehicle is different, for example, in low-speed driving, smaller damping force is required to ensure the comfort of the vehicle; while in high-speed driving, larger damping force is required to improve the stability of the vehicle. The traditional small hole damping oil pressure shock absorber cannot meet the demand of dynamic adjustment, so it cannot accurately output the actual required damping force, and it is difficult to effectively improve the comfort of the vehicle, especially in special conditions such as complex road conditions and high-speed driving, the performance deficiency is more obvious. CONTENT OF THE UTILITY MODEL

[0006] The utility model at least solves one of the technical problems in the related art to a certain extent, and provides an active suspension system which can more accurately and effectively adjust the damping performance of the shock absorber.

[0007] To achieve the above object, the utility model provides a kind of initiative suspension system, comprising:

[0008] Oil tank, high pressure accumulator, vehicle sensor, electronic control unit and damping unit, the oil tank is used to store working medium;The vehicle sensor is used to detect vehicle vibration data;The inlet end of the high pressure accumulator is connected to the oil tank by motor and gear pump

[0009] The damping unit includes first pressure control valve, first reversing valve, shock absorber, pressure sensing unit;

[0010] The outlet end of the high pressure accumulator is connected to the inlet of the first pressure control valve, the outlet of the first pressure control valve is connected to the first valve port of the first reversing valve, and the inlet of the first overflow valve, the outlet of the first overflow valve and the second valve port of the first reversing valve are connected to the oil tank as a first oil return branch;

[0011] The shock absorber includes a first oil port and a second oil port, the first oil port of the shock absorber is connected to the third valve port of the first reversing valve, and the second oil port of the shock absorber is connected to the fourth valve port of the first reversing valve;

[0012] The pressure sensing unit includes a first pressure sensor arranged at the outlet end of the high pressure accumulator, a second pressure sensor arranged at the inlet end of the first overflow valve, a third pressure sensor arranged on the oil path of the first oil port of the shock absorber, and a fourth pressure sensor arranged on the oil path of the second oil port of the shock absorber;

[0013] The electronic controller is connected to each pressure sensor of the pressure sensing unit, the first pressure control valve and the vehicle sensor.

[0014] In the embodiment, the vehicle sensor can detect the vibration data of the vehicle in real time, including the acceleration, displacement and speed of the vehicle body, etc. These data are transmitted to the electronic control unit (ECU), and the ECU quickly calculates the required damping force according to the real-time monitored vibration data, and accurately adjusts the hydraulic oil flow and pressure in the shock absorber by controlling the opening of the first pressure control valve and the first reversing valve, so as to realize real-time suppression of vehicle vibration. Compared with the traditional passive suspension system, this active control method can more accurately cope with vibration under different road conditions, effectively reduce the bumping feeling of the vehicle body, and significantly improve the driving comfort of the vehicle. Since the system can dynamically adjust the damping force according to the actual vibration state of the vehicle, the best comfort can be maintained under different driving conditions. For example, when passing through a bumpy road, the system can quickly increase the damping force to quickly attenuate the vibration of the vehicle body;While on a flat road, the system will appropriately reduce the damping force, so that the suspension system of the vehicle remains a certain flexibility, further improving the comfort of the ride. This dynamic adjustment capability cannot be achieved by traditional suspension systems, greatly improving the riding experience of passengers.

[0015] In some implementations of the first aspect, a low-pressure accumulator is further included, and the low-pressure accumulator is arranged on the first oil return branch.

[0016] In the embodiments of the present application, the low-pressure accumulator arranged on the oil return branch can temporarily store the working medium flowing back to the oil tank. When the shock absorber is working, hydraulic oil flows out of the oil port of the shock absorber, enters the oil return branch after the reversing valve, and at this time, the low-pressure accumulator can temporarily store the returned hydraulic oil. This temporary storage function can effectively avoid the impact and pressure fluctuation that may be caused by the direct and rapid return of hydraulic oil to the oil tank, and make the flow of hydraulic oil more stable; on the other hand, it can supplement the working medium stored in the low-pressure accumulator to the shock absorber when the shock absorber needs to supplement hydraulic oil.

[0017] In some implementations of the first aspect, a one-way valve is further included, and the one-way valve is arranged on the oil path between the low-pressure accumulator and the oil tank and can be conducted in the direction from the low-pressure accumulator to the oil tank.

[0018] In the embodiments of the present application, the core function of the one-way valve is to ensure that the hydraulic oil can only flow from the low-pressure accumulator to the oil tank, and cannot flow in the opposite direction. During the operation of the system, the low-pressure accumulator temporarily stores the hydraulic oil returned from the shock absorber, and releases it back to the oil tank at an appropriate time. The presence of the one-way valve effectively prevents the hydraulic oil from flowing in the opposite direction from the oil tank to the low-pressure accumulator, avoiding system pressure fluctuations and component damage caused by the reverse flow of hydraulic oil.

[0019] In some implementations of the first aspect, the oil outlet end of the high-pressure accumulator is further connected to at least one second oil return pipeline;

[0020] One oil return pipeline is connected to the oil tank through a safety valve;

[0021] and / or,

[0022] One oil return pipeline is connected to the oil tank through a manual unloading valve.

[0023] In the embodiments of the present application, the safety valve is an important protection device in the hydraulic system. When the pressure in the system exceeds the set safety threshold, the safety valve will automatically open, quickly releasing the hydraulic oil in the high-pressure accumulator back to the oil tank, thereby preventing equipment damage caused by excessive system pressure. The manual unloading valve provides a manually controlled unloading mechanism for the system. The structures of the safety valve and the manual unloading valve are redundant to each other, which can improve the reliability of oil return.

[0024] In some implementations of the first aspect, a pressure gauge arranged on the oil return pipeline is further included.

[0025] In the embodiments of the present application, the active suspension system further optimizes the monitoring function of the hydraulic system. The pressure gauge is installed on the oil return pipeline, which can display the hydraulic oil pressure in the oil return pipeline in real time. The operator can intuitively understand the current working state of the system by observing the reading of the pressure gauge. By monitoring the pressure in the oil return pipeline in real time, the pressure gauge can help the operator discover abnormal pressure conditions in time and make timely treatment.

[0026] In some implementations of the first aspect, further comprising an oil suction filter arranged between the oil tank and the gear pump.

[0027] In the embodiments of the present application, the main function of the oil suction filter is to filter impurities and particulate matters in the hydraulic oil. During the operation of the hydraulic system, impurities such as metal shavings, dust, and wear particles may be mixed into the hydraulic oil due to various reasons. If these impurities enter the gear pump or other critical components, they may cause component wear, blockage, or failure. The oil suction filter can effectively intercept these impurities, ensuring that the hydraulic oil entering the gear pump maintains a high degree of cleanliness.

[0028] In some implementations of the first aspect, further comprising a high-pressure filter arranged between the gear pump and the high-pressure accumulator.

[0029] In the embodiments of the present application, the high-pressure filter serves as the second line of defense in the hydraulic system and performs secondary filtration on the hydraulic oil. During the flow of hydraulic oil from the gear pump to the high-pressure accumulator, the high-pressure filter can further intercept impurities and particulate matters that may be mixed in. Even if the oil suction filter has filtered out most of the impurities, new impurities may still be generated during the flow of the hydraulic oil due to system vibration or component wear. The high-pressure filter can effectively intercept these newly generated impurities, ensuring that the hydraulic oil entering the high-pressure accumulator meets higher cleanliness standards.

[0030] In some implementations of the first aspect, a plurality of sets of damping units are included. The plurality of sets of damping units can be arranged on a car carriage, and the electronic brake unit is configured to independently control each set of damping units according to vehicle operation data collected by vehicle sensors and data of pressure sensors of each set of damping units.

[0031] In some implementations of the first aspect, the plurality of sets of damping units include vertical damping units and horizontal damping units, wherein the dampers in the vertical damping units are arranged vertically to the running direction of the vehicle, and the dampers in the horizontal damping units are arranged parallel to the running direction of the vehicle.

[0032] In the embodiment of the application, by setting the vertical damping unit and the lateral damping unit, the active suspension system of the utility model can comprehensively deal with the vibration problem of the vehicle in multiple dimensions. The vertical damping unit effectively attenuates the up-and-down vibration of the vehicle body, and the lateral damping unit suppresses the roll and lateral swing of the vehicle body, thereby improving the damping performance of the vehicle as a whole. Combined with the electronic control unit (ECU) and the vehicle sensor, the system can dynamically adjust the damping force of each damping unit according to the actual driving state of the vehicle. For example, when the vehicle passes through a bumpy road, the vertical damping unit will increase the damping force to quickly attenuate the vibration; when the vehicle turns, the lateral damping unit will increase the damping force to suppress the roll. This dynamic adaptability enables the system to always maintain the best damping effect under various complex working conditions.

[0033] Based on the above technical solution, the active suspension system provided by the application, the gear pump driven by the motor pumps hydraulic oil from the oil tank to the high-pressure accumulator for storage; the internal pressure of the high-pressure accumulator is monitored in real time by the first pressure sensor, and the electronic controller controls the start and stop of the motor according to the detection value to ensure that the pressure is stable within the preset range; when the pressure exceeds the first set value P1, the motor stops to avoid overpressure; based on the acceleration and amplitude in the vehicle vibration signal, the first pressure control valve opens to a set opening degree, and hydraulic oil with appropriate pressure is delivered to the shock absorber of the execution unit; the oil path direction is switched by the servo valve, and when the pressures detected by the second pressure sensor and the third pressure sensor on both sides of the shock absorber exceed the second set value P2, the first throttle valve is opened to realize a small amount of unloading, prevent damage to the shock absorber or the oil path caused by excessive pressure, maintain stable system pressure, and realize stable damping effect.

[0034] From the above technical solution, it can be seen that the additional aspects and advantages of the utility model will be partially given in the following description, some will become apparent from the following description, or will be understood through the practice of the utility model. BRIEF DESCRIPTION OF DRAWINGS

[0035] Fig. 1 is a schematic diagram of the overall structure of the active suspension system according to the embodiment of the application;

[0036] Fig. 2 is a control logic schematic diagram of the electronic control unit according to the embodiment of the application;

[0037] Fig. 3 is a control logic structure schematic diagram of the active suspension system according to the embodiment of the application;

[0038] In the above figures:

[0039] 1.1 oil filter; 1.2 gear pump; 1.3 motor; 1.4 high pressure filter; 1.5 high pressure accumulator; 1.6 pressure gauge; 1.7.1 first pressure sensor; 1.7.2 second pressure sensor; 1.7.3 pressure sensor; 1.7.4 pressure sensor; 1.8 safety valve; 1.9 manual unloading valve; 1.10 breathing cap; 1.12 pipe joint; 1.11.1 first pressure control valve; 1.11.2 second pressure control valve; 1.11.3 third pressure control valve; 1.13 oil tank; 1.14.1 first overflow valve; 1.14.2 second overflow valve; 1.14.3 third overflow valve; 1.15 low pressure accumulator; 1.16 check valve; 1.17 pipe joint assembly;

[0040] 2 execution unit; 2.1 shock absorber; 2.2.1 third pressure sensor; 2.2.2 fourth pressure sensor; 2.2.3 pressure sensor VII; 2.2.4 pressure sensor VIII; 2.3.1 first reversing valve; 2.3.2 second reversing valve;

[0041] 3.1 transverse shock absorber; 3.2.1 pressure sensor IX; 3.2.2 pressure sensor X; 3.3 third reversing valve. DETAILED DESCRIPTION

[0042] In the description of the present application, it should be understood that the orientations or positional relationships indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0043] In the present application, unless otherwise specifically defined and limited, the terms "mounting", "connecting", "connecting", "fixing" and the like should be understood broadly, for example, they can be fixedly connected, or detachably connected, or integrated; they can be mechanically connected, or electrically connected or in communication with each other; they can be directly connected, or indirectly connected through an intermediate medium, or the internal communication or interaction relationship between two elements, unless otherwise specifically defined. For those skilled in the art, the specific meanings of the above terms in the present application can be understood according to the specific circumstances.

[0044] In the present application, unless otherwise explicitly specified and limited, the first feature is "on" or "under" the second feature, which can be direct contact between the first and second features, or indirect contact through an intermediate medium. Moreover, the first feature "above", "above" and "above" the second feature can be directly above or obliquely above the first feature, or only indicate that the horizontal height of the first feature is higher than that of the second feature. The first feature "below", "below" and "below" the second feature can be directly below or obliquely below the first feature, or only indicate that the horizontal height of the first feature is less than that of the second feature.

[0045] In the present application, the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" mean that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present application, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any suitable manner in any one or more embodiments or examples. In addition, those skilled in the art can combine and combine different embodiments or examples described in the present application and the features of different embodiments or examples without contradiction.

[0046] In the following, the present application is described in detail by exemplary embodiments. However, it should be understood that the elements, structures and features in one embodiment can also be beneficially combined into other embodiments without further description.

[0047] In order to solve the technical problem that the oil pressure shock absorber cannot accurately control the damping force in the prior art, which affects the comfort of the vehicle. The application proposes an active suspension system with energy storage and pressure detection and control. It can monitor the running state of the vehicle in real time, and dynamically adjust the suspension parameters according to these state information.

[0048] Reference Figs. 1 to 3 .

[0049] According to the structure, the component units of the active suspension system are classified, and the active suspension system comprises an oil tank 1.13, a high-pressure accumulator 1.5, a vehicle sensor, an electronic control unit and a damping unit. The damping unit comprises a first pressure control valve 1.11.1, a first reversing valve 2.3.1, a shock absorber 2.1, and a pressure sensing unit. According to the configuration needs of the vehicle, the damping unit can be configured in multiple groups. This embodiment takes a group of damping units as an example to illustrate the structure of the active suspension system.

[0050] The component units of the active suspension system are classified according to functions. The active suspension system for energy storage and pressure detection and control comprises an electronic controller, an oil source unit and an execution unit. The oil source unit comprises a gear pump 1.2, a motor 1.3, a high-pressure accumulator 1.5, a first pressure sensor 1.7.1, a second pressure sensor 1.7.2, a first pressure control valve 1.11.1, a first overflow valve 1.14.1 and an oil tank 1.13.

[0051] The oil tank 1.13 is used for storing working medium. The working medium is a key component for the normal operation of the hydraulic system, which can be hydraulic oil, damping liquid, etc.

[0052] The vehicle sensor is used to detect vehicle vibration data.

[0053] The inlet end of the high-pressure accumulator 1.5 is connected to the oil tank 1.13 through the motor 1.3 and the gear pump 1.2. The motor 1.3 drives the gear pump 1.2 to draw hydraulic oil from the oil tank 1.13 into the high-pressure accumulator 1.5.

[0054] The outlet end of the high-pressure accumulator 1.5 is connected to the inlet of the first pressure control valve 1.11.1, and the outlet of the high-pressure accumulator 1.5 is connected to the inlet of the first directional valve 2.3.1 through the first pressure control valve 1.11.1. Specifically, the first directional valve 2.3.1 has four valve ports, wherein the first valve port and the second valve port are located on one side close to the first pressure control valve 1.11.1, and the third valve port and the fourth valve port are located on one side close to the shock absorber. The outlet of the first pressure control valve 1.11.1 is connected to the first valve port of the first directional valve 2.3.1, and the inlet of the first overflow valve 1.14.1 is connected to the outlet of the first pressure control valve 1.11.1. The outlet of the first overflow valve 1.14.1 and the second valve port of the first directional valve 2.3.1 are connected to the oil tank 1.13 through the first oil return branch.

[0055] The shock absorber 2.1 comprises a first oil port and a second oil port. The first oil port of the shock absorber 2.1 is connected to the third valve port of the first directional valve 2.3.1, and the second oil port of the shock absorber 2.1 is connected to the fourth valve port of the first directional valve 2.3.1. It should be understood that the vibration during vehicle driving is attenuated by controlling the flow of hydraulic oil, thereby improving the driving comfort and handling stability of the vehicle. The shock absorber 2.1 comprises a first oil port and a second oil port connected to two oil chambers of the shock absorber 2.1, respectively. A piston is arranged between the two oil chambers. By filling the working medium into the two oil chambers respectively, the pressure difference between the two oil chambers changes, thereby generating the damping and buffering effect. In the prior art, the flow of working medium between the two oil chambers is realized through the damping hole arranged on the piston, and the damping force is adjusted. The embodiment of the present application improves the adjustment mode.

[0056] The pressure sensing unit comprises a first pressure sensor arranged at the outlet end of the high-pressure accumulator 1.5, a second pressure sensor arranged at the inlet end of the first overflow valve 1.14.1, a third pressure sensor arranged on the oil circuit of the first oil port of the shock absorber 2.1, and a fourth pressure sensor arranged on the oil circuit of the second oil port of the shock absorber 2.1;

[0057] The electronic controller is connected with the pressure sensors of the pressure sensing unit, the first pressure control valve 1.11.1, and vehicle sensors.

[0058] In the foregoing embodiment, the first pressure control valve 1.11.1 comprises one inlet and two outlets, and the two outlets of the first pressure control valve 1.11.1 are connected with the first switching valve 2.3.1 and the oil tank 1.13 respectively; the circuit, which returns to the oil tank 1.13, is provided with the first overflow valve 1.14.1 and the first switching valve 2.3.1.

[0059] The first pressure sensor 1.7.1 is arranged on the pipeline of the high-pressure accumulator 1.5, and detects the pressure of the high-pressure accumulator 1.5; the electronic controller is electrically connected with the motor 1.3 and the first pressure sensor 1.7.1; when the pressure of the high-pressure accumulator 1.5 exceeds the first pressure setting value P1, it indicates that the working medium in the high-pressure accumulator 1.5 reaches saturation, the electronic controller controls the motor 1.3 to stop working, stops filling oil into the high-pressure accumulator 1.5, and releases the pressure of the high-pressure accumulator 1.5.

[0060] The first switching valve 2.3.1 is connected with the first pressure control valve 1.11.1 and the oil tank 1.13 at two ends of one side, and is connected with the inlet and outlet of the shock absorber 2.1 of the execution unit 2 at two ends of the other side; here, the inlet and outlet are relative concepts; in actual application, both oil ports of the shock absorber 2.1 can be used as the inlet and the outlet; for example, when the working condition detection needs to fill oil into the upper oil chamber to achieve the damping effect, the first oil port located at the upper side is used as the inlet; at this time, if the oil amount in the oil chamber located at the lower side is too much, it can flow back to the oil tank through the second oil port and the first oil return pipeline.

[0061] The first overflow valve 1.14.1 and the second pressure sensor 1.7.2 are both connected between the outlet of the first pressure control valve 1.11.1 and the first switching valve 2.3.1. Specifically, the first overflow valve 1.14.1 is connected at one end to the outlet of the first pressure control valve 1.11.1 that is connected to the first switching valve 2.3.1, and at the other end to the inlet of the oil tank 1.13. The second pressure sensor 1.7.2 is installed in the outlet pipeline of the first pressure control valve 1.11.1 to detect the pressure at the outlet; the electronic controller is electrically connected or communicatively connected to the vehicle sensors, the first pressure sensor 1.7.1, the second pressure sensor 1.7.2, the first pressure control valve 1.11.1, the third pressure sensor 2.2.1, and the fourth pressure sensor 2.2.2. When the pressure detected by the second pressure sensor 1.7.2 exceeds a set value, the first pressure control valve 1.11.1 opens to a set opening degree to maintain the output pressure. In combination with the pressure values detected by the third pressure sensor 2.2.1 and the fourth pressure sensor 2.2.2, and the vehicle operating data detected by the vehicle sensors, the amount of oil supplied to the shock absorber oil chamber is controlled.

[0062] In one possible implementation, the electronic controller is further configured to control the switching of the conduction direction of the two sides of the oil circuit by the first switching valve 2.3.1 according to the vehicle information. Specifically, the electronic control unit is connected to the first switching valve 2.3.1 and can control the communication path of the first switching valve 2.3.1, thereby controlling which oil tank of the shock absorber is filled with oil. For example, when the second oil port and the third oil port are connected, the upper oil chamber of the shock absorber is filled with oil, and when the second oil port and the fourth oil port are connected, the lower oil chamber of the shock absorber is filled with oil.

[0063] In this implementation, the electronic controller calculates the optimal working state of the first switching valve 2.3.1 in real time by receiving and analyzing the vibration data, vehicle speed, road conditions, and other external input parameters in the vehicle information. According to the calculation result, the electronic controller sends a control signal to drive the first switching valve 2.3.1 to switch the conduction direction of the two sides of the oil circuit, thereby adjusting the working mode of the shock absorber 2.1.

[0064] It should be understood that the electronic controller is electrically connected or communicatively connected to the vehicle sensors to receive the vehicle information, and generates opening degree data of the first pressure control valve 1.11.1 based on the acceleration and amplitude of external vibrations in the vehicle information received by the vehicle sensors, and the first pressure control valve 1.11.1 opens to a set opening degree based on the opening degree data to output different pressure values. For example, the vehicle sensors can detect the instantaneous lateral acceleration and vertical acceleration of the vehicle, which can reflect the lateral impact or longitudinal vibration of the vehicle. When an impact or vibration is detected, the opening degree of the first pressure control valve 1.11.1 can be opened to fill the shock absorber with oil.

[0065] The electronic controller is electrically or communicatively connected with the third pressure sensor 2.2.1 and the fourth pressure sensor 2.2.2. When the detected pressure of the third pressure sensor 2.2.1 or the fourth pressure sensor 2.2.2 at the inlet or outlet of the shock absorber 2.1 exceeds a set value, i.e., is greater than or equal to a second set value P2, the first overflow valve 1.14.1 opens, and a small amount of unloading is performed on the pipeline, so that the oil pressure is maintained at a set value.

[0066] Through the cooperation of the electronic controller and the multiple sensors, the system can adjust the pressure in real time and accurately control the damping characteristics of the suspension system, thereby significantly improving the comfort and handling performance of the vehicle. At the same time, the excess hydraulic energy is stored in the accumulator to maintain the stability of the system pipeline pressure.

[0067] In the embodiments of the present application, the vehicle sensors can detect the vibration data of the vehicle in real time, including the acceleration, displacement, and speed of the vehicle body, etc. These data are transmitted to the electronic control unit (ECU), and the ECU quickly calculates the required damping force according to the real-time monitored vibration data, and accurately adjusts the hydraulic oil flow and pressure in the shock absorber 2.1 by controlling the opening of the first pressure control valve 1.11.1 and the first directional valve 2.3.1, thereby realizing real-time suppression of the vehicle vibration. Compared with the traditional passive suspension system, this active control method can more accurately respond to vibrations under different road conditions, effectively reducing the jolt of the vehicle body, and significantly improving the riding comfort of the vehicle. Since the system can dynamically adjust the damping force according to the actual vibration state of the vehicle, the best comfort can be maintained under different driving conditions. For example, when passing through a bumpy road, the system can quickly increase the damping force to quickly attenuate the vibration of the vehicle body; while on a flat road, the system will appropriately reduce the damping force to make the suspension system of the vehicle maintain a certain flexibility, further improving the comfort of the ride. This dynamic adjustment capability is not achievable by traditional suspension systems, greatly improving the riding experience of passengers.

[0068] In some implementations of the first aspect, a low-pressure accumulator 1.15 is further included, and the low-pressure accumulator 1.15 is arranged on the first oil return branch.

[0069] In the embodiments of the present application, by arranging the low-pressure accumulator 1.15 on the first oil return branch, the working medium flowing back to the oil tank 1.13 can be temporarily stored. When the shock absorber 2.1 is working, hydraulic oil flows out of the oil port of the shock absorber 2.1, enters the oil return branch after the directional valve, and at this time, the low-pressure accumulator can temporarily store these returned hydraulic oil. This temporary storage function can effectively avoid the impact and pressure fluctuation that may be caused by the direct and rapid return of hydraulic oil to the oil tank 1.13, making the flow of hydraulic oil more stable; on the other hand, when the shock absorber 2.1 needs to be replenished with hydraulic oil, the cached working medium can be supplemented to the shock absorber 2.1.

[0070] In some implementations of the first aspect, a one-way valve 1.16 is further included, which is arranged on the oil line between the low-pressure accumulator 1.15 and the oil tank 1.13, and is configured to be conductive in the direction from the low-pressure accumulator 1.15 to the oil tank 1.13.

[0071] Specifically, the low-pressure accumulator 1.15 is connected to the pipeline where the shock absorber 2.1 accesses the inlet of the oil tank 1.13; the one-way valve 1.16 is connected between the low-pressure accumulator 1.15 and the inlet of the oil tank 1.13, and is configured to be conductive in the direction from the low-pressure accumulator 1.15 to the oil tank 1.13.

[0072] In this embodiment, the low-pressure accumulator 1.15 is installed on the pipeline where the shock absorber 2.1 accesses the inlet of the oil tank 1.13, and is configured to store part of the hydraulic oil when the shock absorber 2.1 returns oil, and to provide backflow support when necessary to maintain the pressure balance of the system. The one-way valve 1.16 is arranged between the low-pressure accumulator 1.15 and the oil tank 1.13, and is configured to ensure that the hydraulic oil can only flow in one direction, i.e., in the direction from the low-pressure accumulator 1.15 to the oil tank 1.13, thereby preventing the hydraulic oil in the oil tank from flowing back to the low-pressure accumulator 1.15.

[0073] Through this configuration, the low-pressure accumulator 1.15 can effectively buffer the return oil pressure fluctuation of the shock absorber 2.1, while providing additional hydraulic energy support to the system when necessary. The design of the one-way valve 1.16 avoids reverse interference in the hydraulic oil circulation path, ensuring the stability and reliability of the system operation.

[0074] By adding the low-pressure accumulator 1.15 and the one-way valve 1.16, the pressure fluctuation of the system during the return of the shock absorber 2.1 is buffered, and the stability of the hydraulic system is improved. The low-pressure accumulator 1.15 can also provide energy storage support when needed, effectively improving the response speed and energy utilization efficiency of the system. The arrangement of the one-way valve 1.16 avoids possible hydraulic interference between the oil tank and the low-pressure accumulator, ensuring the consistency and reliability of the system operation.

[0075] In the embodiments of the present application, the core function of the one-way valve 1.16 is to ensure that the hydraulic oil can only flow from the low-pressure accumulator 1.15 to the oil tank 1.13, and cannot flow in the opposite direction. During system operation, the low-pressure accumulator 1.15 temporarily stores the hydraulic oil returned from the shock absorber 2.1, and releases it back to the oil tank 1.13 at appropriate times. The presence of the one-way valve 1.16 effectively prevents the hydraulic oil from flowing in the opposite direction from the oil tank 1.13 to the low-pressure accumulator 1.15, avoiding system pressure fluctuations and component damage caused by reverse flow of hydraulic oil.

[0076] In a possible implementation, the electronic controller is configured to control the action of the low-pressure accumulator 1.15 according to the pressure conditions of the two oil chambers of the shock absorber 2.1. Specifically, the electronic controller detects the pressure values of the third pressure sensor 2.2.1 and the fourth pressure sensor 2.2.2. When the two pressure values indicate that a certain oil chamber of a certain shock absorber needs to be supplemented with oil, if one end of the high-pressure accumulator 1.5 cannot work, the electronic controller can control the low-pressure accumulator 1.15 to return oil to the oil chamber of the shock absorber.

[0077] In some implementations of the first aspect, the oil outlet end of the high-pressure accumulator 1.5 is further connected to at least one oil return pipeline;

[0078] The oil return pipeline is connected to the oil tank 1.13 through the safety valve 1.8.

[0079] and / or,

[0080] The oil return pipeline is connected to the oil tank 1.13 through the manual unloading valve 1.9.

[0081] In some implementations of the first aspect, a pressure gauge 1.6 is further arranged on the oil return pipeline.

[0082] In a possible implementation, the oil source unit 1 further includes a pressure gauge 1.6, a safety valve 1.8, and a manual unloading valve 1.9. The pressure gauge 1.6 is arranged on the outlet pipeline of the high-pressure accumulator 1.5, and the safety valve 1.8 and the manual unloading valve 1.9 are connected to the high-pressure accumulator 1.5 and the oil tank 1.13, respectively.

[0083] In this implementation, the pressure gauge 1.6 is installed on the outlet pipeline of the high-pressure accumulator 1.5 to display the pressure value in the high-pressure accumulator 1.5 in real time, so that the operator can monitor the pressure state of the system. The safety valve 1.8 serves as a protection device. When the pressure in the high-pressure accumulator 1.5 abnormally rises to a set safety value, the safety valve 1.8 is opened to release pressure to prevent system overload. The manual unloading valve 1.9 is used for manual pressure relief operation in system maintenance or emergency. The operator can release the hydraulic oil in the high-pressure accumulator 1.5 to the oil tank 1.13 through the manual unloading valve 1.9 to ensure the safety and operability of the system.

[0084] In the embodiments of the present application, the safety valve 1.8 is an important protection device in the hydraulic system. When the pressure in the system exceeds the set safety threshold, the safety valve 1.8 is automatically opened to quickly release the hydraulic oil in the high-pressure accumulator 1.5 back to the oil tank 1.13, thereby preventing equipment damage caused by excessive system pressure. The manual unloading valve 1.9 provides a manually controlled unloading mechanism for the system. The structures of the safety valve 1.8 and the manual unloading valve 1.9 are redundant to each other, which can improve the reliability of oil return.

[0085] In the embodiments of the present application, the active suspension system further optimizes the monitoring function of the hydraulic system. The pressure gauge 1.6 is installed on the oil return pipeline, which can display the hydraulic oil pressure in the oil return pipeline in real time. The operator can intuitively understand the current working state of the system by observing the reading of the pressure gauge. By monitoring the pressure in the oil return pipeline in real time, the pressure gauge can help the operator to discover abnormal pressure conditions in time and make timely treatment.

[0086] By increasing the pressure gauge 1.6, the real-time pressure monitoring capability of the system is enhanced, which is convenient for discovering potential problems and handling them in time. The safety valve 1.8 provides overpressure protection function for the system, ensuring the safety of the hydraulic system under high pressure working conditions. The manual unloading valve 1.9 provides convenience for system maintenance or emergency operation, improving the reliability and operation efficiency of the system.

[0087] In some implementations of the first aspect, further comprising an oil suction filter 1.1 arranged between the oil tank 1.13 and the gear pump 1.2.

[0088] In some implementations of the first aspect, further comprising a high-pressure filter 1.4 arranged between the gear pump 1.2 and the high-pressure accumulator 1.5.

[0089] In a possible implementation, further comprising: an oil suction filter 1.1 and a high-pressure filter 1.4. The oil suction filter 1.1 is arranged between the oil tank 1.13 and the gear pump 1.2; the high-pressure filter 1.4 is arranged between the gear pump 1.2 and the high-pressure accumulator 1.5.

[0090] In this implementation, the oil suction filter 1.1 is installed in the connecting pipeline between the oil tank 1.13 and the gear pump 1.2, which is used to preliminarily filter the hydraulic oil drawn from the oil tank 1.13, remove possible impurities and contaminants, and ensure that the hydraulic oil entering the gear pump 1.2 is clean, thereby preventing the gear pump 1.2 from being worn or clogged due to impurities.

[0091] The high-pressure filter 1.4 is installed in the connecting pipeline between the gear pump 1.2 and the high-pressure accumulator 1.5, which is used to further filter the hydraulic oil in the hydraulic system after being pressurized by the gear pump 1.2, remove possible particulate impurities or suspended matter, protect the normal operation of precision components in the high-pressure accumulator 1.5 and subsequent pipelines, and prolong the service life of key components of the system.

[0092] The synergistic effect of the oil suction filter 1.1 and the high-pressure filter 1.4 ensures that the hydraulic oil remains highly clean during the transmission process from the oil tank 1.13 to the high-pressure accumulator 1.5, thereby improving the operation reliability and stability of the system.

[0093] In this embodiment, the main function of the suction filter 1.1 is to filter impurities and particulate matter from the hydraulic oil. During the operation of the hydraulic system, impurities such as metal shavings, dust, and wear particles may enter the hydraulic oil for various reasons. If these impurities enter the gear pump 1.2 or other critical components, they may cause wear, blockage, or malfunction. The suction filter can effectively intercept these impurities, ensuring that the hydraulic oil entering the gear pump 1.2 maintains a high level of cleanliness.

[0094] In this embodiment, the high-pressure filter 1.4 serves as the second line of filtration in the hydraulic system, performing secondary filtration of the hydraulic oil. During the flow of hydraulic oil from the gear pump 1.2 to the high-pressure accumulator 1.5, the high-pressure filter further intercepts any impurities and particulate matter that may be introduced. Even if the suction filter has removed most impurities, new impurities may still be generated in the hydraulic oil during its flow due to system vibration or component wear. The high-pressure filter effectively intercepts these newly generated impurities, ensuring that the hydraulic oil entering the high-pressure accumulator 1.5 meets a higher cleanliness standard.

[0095] In some implementations of the first aspect, multiple sets of vibration damping units are included.

[0096] In some implementations of the first aspect, the multiple sets of damping units include vertical damping units and lateral damping units, wherein the dampers 2.1 in the vertical damping units are set perpendicular to the vehicle's running direction, and the dampers 2.1 in the lateral damping units are set parallel to the vehicle's running direction.

[0097] In one possible implementation, the damper 2.1 is a vertical hydraulic damper, which may include one or two sets of vertical hydraulic dampers.

[0098] In this embodiment, the shock absorber 2.1 adopts a vertical hydraulic shock absorber structure. Its working principle is to absorb and attenuate the vertical vibration of the vehicle through the flow damping of hydraulic oil. The vertical hydraulic shock absorber is usually composed of a cylinder, piston, piston rod and internal hydraulic oil. When the vehicle is traveling and a vertical impact occurs due to uneven road surface, the piston in the shock absorber 2.1 moves relative to the cylinder, and the hydraulic oil flows through the damping hole or valve on the piston, thereby generating a damping force.

[0099] In one possible implementation, the execution unit 2 includes two sets of vertical dampers 2.1 and one set of lateral dampers 3.1 connected in parallel at both ends of the inlet of the oil tank 1.13 and the outlet of the low-pressure accumulator 1.15.

[0100] The oil path of the second group of vertical shock absorbers correspondingly comprises: a second pressure control valve 1.11.2 (corresponding to the first pressure control valve 1.11.1 of the first group of oil pressure shock absorbers), a second overflow valve 1.14.2 (corresponding to the first overflow valve 1.14.1 of the first group of oil pressure shock absorbers), a pressure sensor 1.7.3 (corresponding to the second pressure sensor 1.7.2 of the first group of oil pressure shock absorbers), a pressure sensor VII 2.2.3 (corresponding to the third pressure sensor 2.2.1 of the first group of oil pressure shock absorbers), a pressure sensor VIII 2.2.4 (corresponding to the fourth pressure sensor 2.2.2 of the first group of oil pressure shock absorbers), and a second reversing valve 2.3.2 (corresponding to the first reversing valve 2.3.1 of the first group of oil pressure shock absorbers), which are connected in the same way as the connection relationship and control logic of the first group of shock absorbers 2.1; the oil path of the lateral shock absorber 3.1 comprises: a third pressure control valve 1.11.3, a third overflow valve 1.14.3, a pressure sensor 1.7.4, a pressure sensor IX 3.2.1, a pressure sensor X 3.2.2, and a third reversing valve 3.3; and the connection relationship and control logic are the same as those of the two shock absorber oil paths.

[0101] In this embodiment, the execution unit 2 comprises two groups of shock absorbers 2.1 and one group of lateral shock absorbers 3.1, which are connected in parallel between the inlet of the oil tank 1.13 and the outlet of the low-pressure accumulator 1.15. The vertical shock absorbers 2.1 are mainly used to absorb the vertical vibration caused by the uneven road surface during driving, while the lateral shock absorbers 3.1 are used to cope with the lateral impact or vibration, such as dynamic stability control under the condition of rapid turning or crosswind.

[0102] Referring to Fig. 3 For the control logic of a single group of oil pressure shock absorbers, for a system with two groups of vertical shock absorbers and one group of lateral shock absorbers, corresponding pressure control valves, overflow valves, reversing valves and pressure sensor groups can be added to the oil source unit and the execution unit.

[0103] The active suspension system of the energy storage and pressure detection and control according to an embodiment of the present application is described in detail as follows:

[0104] The active suspension system with energy storage and pressure detection and control comprises an electronic controller, an oil source unit 1 and an execution unit 2. The oil source unit 1 comprises a gear pump 1.2, a motor 1.3, a high-pressure accumulator 1.5, a first pressure sensor 1.7.1, a second pressure sensor 1.7.2, a first pressure control valve 1.11.1, a first overflow valve 1.14.1 and an oil tank 1.13. The motor 1.3 drives the gear pump 1.2 to rotate to draw hydraulic oil in the oil tank 1.13 into the high-pressure accumulator 1.5. The outlet of the high-pressure accumulator 1.5 is connected to the inlet of a first directional valve 2.3.1 through the first pressure control valve 1.11.1; one outlet of the first pressure control valve 1.11.1 is connected to the first directional valve 2.3.1, and the other outlet is connected to the inlet of the oil tank 1.13; the first pressure sensor 1.7.1 is configured to detect the pressure of the high-pressure accumulator 1.5; the electronic controller is configured to control the start or stop of the motor 1.3 according to the pressure of the high-pressure accumulator 1.5 detected by the first pressure sensor 1.7.1; when the pressure of the high-pressure accumulator 1.5 detected by the first pressure sensor 1.7.1 exceeds a first pressure setting value P1, the electronic controller controls the motor 1.3 to stop; the first directional valve 2.3.1 has two ends on one side connected to the outlet of the first pressure control valve 1.11.1 and the inlet of the oil tank 1.13, respectively; the other two ends are connected to the inlet and outlet of a shock absorber 2.1 of the execution unit 2, respectively; one end of the first overflow valve 1.14.1 is connected to the outlet end of the first pressure control valve 1.11.1 connected to the first directional valve 2.3.1, and the other end is connected to the inlet of the oil tank 1.13; the second pressure sensor 1.7.2 is connected to the common connection point of the outlet end of the first pressure control valve 1.11.1 connected to the first directional valve 2.3.1 and the first overflow valve 1.14.1, and is configured to detect the pressure of the pipeline of the outlet end of the first pressure control valve 1.11.1 connected to the first directional valve 2.3.1; the electronic controller is further configured to: receive vehicle information, control the opening degree of the first pressure control valve 1.11.1 to output different pressure values according to the acceleration and amplitude of external vibration in the vehicle information, control the opening degree of the first pressure control valve 1.11.1 according to the pressure detected by the second pressure sensor 1.7.2, and control the conduction of the first overflow valve 1.14.1 according to the pressure of the pressure sensor III 2.2.1 or the pressure sensor IV 2.2.2 at the inlet or outlet of the shock absorber 2.1; wherein when the pressure detected by the pressure sensor III 2.2.1 or the pressure sensor IV 2.2.2 is greater than or equal to a second pressure setting value P2, the first overflow valve 1.14.1 is controlled to open.

[0105] When the motor 1.3 is powered on, it starts to drive the gear pump 1.2 to rotate, and the gear pump extracts hydraulic oil from the oil tank 1.13, passes through the filter 1.1 into the gear pump 1.2, and then passes through the high-pressure filter 1.4 into the high-pressure accumulator 1.5. The pressure gauge 1.6 displays the pressure value of the accumulator 1.5 in real time. The first pressure sensor 1.7.1 detects the pressure of the high-pressure accumulator 1.5. When the pressure of the high-pressure accumulator 1.5 reaches a certain value, the electronic controller turns off the motor 1.3. When the pressure of the high-pressure accumulator is too high, it can be relieved through the safety valve 1.8, and the hydraulic oil returns to the oil tank. The hydraulic oil can also be relieved through the manual unloading valve 1.9, and the hydraulic oil also returns to the oil tank.

[0106] When the unit 2.1 needs to perform part of the damping force control, the electronic controller controls the first pressure control valve 1.11.1 to output the required oil pressure, and the second pressure sensor 1.7.2 detects the output oil pressure. The high-pressure oil enters the reversing valve 2.3.1 through the oil pipe. The reversing valve can switch to the oil path where the pressure sensor III 2.2.1 or the pressure sensor IV 2.2.2 is located. When the oil pressure enters the side of the pressure sensor III 2.2.1, the pressure sensor III 2.2.1 has a pressure value display. When the management oil pressure exceeds the output value of the controller, the electronic controller will open the first overflow valve 1.14.1 to unload a small amount, so as to maintain the oil pressure at a set value.

[0107] The execution unit can only be controlled on one side, and the other side will be connected to the low-pressure accumulator 1.15. The excess or deficiency is absorbed or supplemented by the low-pressure accumulator 1.15. The check valve 1.16 will maintain the accumulator with a certain pressure to prevent the hydraulic oil in the oil tank from entering.

[0108] In the embodiments of the present application, by setting the vertical damping unit and the lateral damping unit, the active suspension system of the present application can comprehensively deal with the vibration problem of the vehicle in multiple dimensions. The vertical damping unit effectively attenuates the up-and-down vibration of the vehicle body, while the lateral damping unit suppresses the roll and lateral swing of the vehicle body, thereby improving the damping performance of the vehicle as a whole. Combined with the electronic control unit (ECU) and the vehicle sensor, the system can dynamically adjust the damping force of each damping unit according to the actual driving state of the vehicle. For example, when the vehicle passes through a bumpy road, the vertical damping unit will increase the damping force to quickly attenuate the vibration; when the vehicle turns, the lateral damping unit will increase the damping force to suppress the roll. This dynamic adaptability enables the system to always maintain the best damping effect under various complex working conditions.

[0109] Although the embodiments of the present application have been shown and described above, it should be understood that the above embodiments are exemplary and cannot be construed as limiting the present application. Those skilled in the art can make changes, modifications, replacements and variations to the above embodiments within the scope of the present application.

Claims

1. An active suspension system, characterized in that, It includes a fuel tank, a high-voltage accumulator, vehicle sensors, an electronic control unit, and a vibration damping unit. The fuel tank is used to store the working medium; the vehicle sensors are used to detect vehicle vibration data; the inlet of the high-voltage accumulator is connected to the fuel tank via a motor and a gear pump. The vibration damping unit includes a first pressure control valve, a first reversing valve, a vibration damper, and a pressure sensing unit; The outlet of the high-voltage accumulator is connected to the inlet of the first pressure control valve, the outlet of the first pressure control valve is connected to the first valve port of the first reversing valve and the inlet of the first relief valve, and the outlet of the first relief valve and the second valve port of the first reversing valve converge to form the first return oil branch connected to the oil tank. The shock absorber includes a first oil port and a second oil port. The first oil port of the shock absorber is connected to the third valve port of the first reversing valve, and the second oil port of the shock absorber is connected to the fourth valve port of the first reversing valve. The pressure sensing unit includes a first pressure sensor installed at the outlet end of the high-pressure accumulator, a second pressure sensor installed at the inlet end of the first overflow valve, a third pressure sensor installed on the oil line of the first oil port of the shock absorber, and a fourth pressure sensor installed on the right oil line of the second oil port of the shock absorber. The electronic control unit is connected to the various pressure sensors of the pressure sensing unit, the first pressure control valve, and the vehicle sensor.

2. The active suspension system according to claim 1, characterized in that, It also includes a low-pressure accumulator, which is installed on the first return oil branch.

3. The active suspension system according to claim 2, characterized in that, It also includes a one-way valve, which is installed in the oil line between the low-pressure accumulator and the oil tank, and can conduct from the low-pressure accumulator to the oil tank.

4. The active suspension system according to claim 1, characterized in that, The oil outlet of the high-voltage accumulator is also connected to at least one second return oil pipeline. One return oil line connects to the oil tank via a safety valve; And / or, One return oil line is connected to the oil tank via a manual unloading valve.

5. The active suspension system according to claim 4, characterized in that, It also includes a pressure gauge installed on the return oil line.

6. The active suspension system according to claim 1, characterized in that, It also includes an oil suction filter installed between the oil tank and the gear pump.

7. The active suspension system according to claim 1, characterized in that, It also includes a high-pressure filter installed between the gear pump and the high-pressure accumulator.

8. The active suspension system according to claim 1, characterized in that, It includes multiple sets of vibration damping units.

9. The active suspension system according to claim 8, characterized in that, The multiple sets of vibration damping units include vertical vibration damping units and lateral vibration damping units. The dampers in the vertical vibration damping units are set perpendicular to the vehicle's running direction, and the dampers in the lateral vibration damping units are set parallel to the vehicle's running direction.

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