A dual-axis hydraulic suspension integrated unit

Abstract

The utility model relates to the field of vehicle hydraulic suspension, concretely relates to a double axle hydraulic suspension integrated unit, through the integration of one-way hydraulic pump, solenoid valve and other components together, and cooperate with electric control double valve shock absorber, provide 8 kinds of control mode for double axle hydraulic suspension, can satisfy the high maneuverability and comfort requirement of whole vehicle to double axle hydraulic suspension, simplify the pipeline of hydraulic suspension, reduce the whole system component quantity, to reduce the cost.

Description

Technical Field

[0001] This utility model relates to the field of vehicle hydraulic suspension, specifically to a dual-axle hydraulic suspension integrated unit. Background Technology

[0002] A two-axle hydraulic suspension is a suspension system that uses hydraulic transmission technology to provide elastic support and dynamic control for two-axle vehicles (such as passenger cars, trucks, trailers, or special vehicles). However, as the automotive industry develops towards intelligence, comfort, and high performance, two-axle hydraulic suspensions need to possess higher comfort and handling capabilities, such as continuously adjustable damping, adjustable suspension height, roll suppression, and pitch suppression. To meet these complex performance requirements, traditional two-axle hydraulic suspensions typically employ a distributed design, independently distributing components such as hydraulic pumps, solenoid valves, and high-pressure accumulators, and constructing corresponding hydraulic or pneumatic pipeline networks and high-precision signal transmission lines to provide precise control over the vehicle's two axles.

[0003] While this decentralized design can give vehicles better handling stability and ride comfort, it also dramatically increases the number of parts in the hydraulic suspension, leading to an exponential increase in the structural complexity of the hydraulic suspension. This increases the cost of purchasing parts and the difficulty of assembly, ultimately resulting in a significant increase in the research, development, production and maintenance costs of the suspension system.

[0004] For example, the patent application CN118833004A, entitled "A Multi-Mode Variable Configuration Suspension System and Its Control Method," has the following shortcomings:

[0005] ① Numerous and complex components: The dual-axle module of the suspension system includes 4 servo valves (51-54), 3 directional valves (41-43), 8 damping valves (21-28), 8 accumulators (31-38), 28 solenoid valves, as well as additional check valves, sensors (such as pressure sensors 61-69), and controllable power sources (electric motor 1, hydraulic pump 2, etc.).

[0006] ② Numerous and complex pipelines: To achieve configuration switching such as parallel interconnection, cross interconnection, and pitch interconnection, the suspension system lays a large number of parallel or cross pipelines (a total of 44 pipelines). In the cross interconnection configuration, its dual-axis module needs to connect the upper / lower chambers of the left and right hydraulic cylinders, resulting in complex pipeline routing. Furthermore, it is necessary to switch the oil circuit through a reversing valve (such as 41-43), leading to numerous pipeline branches. In addition, in the sensor and power source pipelines, the connecting pipelines of the pressure sensor (61-69), accumulator (31-38), and hydraulic pump (2) need to be arranged independently, further increasing the number of pipelines.

[0007] ③ High installation and maintenance costs of hydraulic suspension systems: The large number of directional valves, servo valves, damping valves and accumulators in the suspension system lead to high procurement costs. The complex pipelines and numerous parts make the hydraulic suspension difficult to assemble, take a long time to assemble, and make troubleshooting difficult during later maintenance (such as many pipeline leaks), resulting in high maintenance costs.

[0008] For example, the patent application CN118833004A, entitled "A Multi-Mode Variable Configuration Suspension System and Its Control Method," has the following shortcomings:

[0009] (1) The number of components in a multi-axle system is large: the single-axle module of the suspension system includes two shock absorbers (11, 12). Each shock absorber is equipped with an independent solenoid valve (such as DF04, DF05, DF09, DF10) in the upper and lower chambers. The hydraulic pump is equipped with DF02 and DF03 solenoid valves at both ends, and DF06, DF07, and DF08 solenoid valves are installed on the connecting pipe. A single-axle device requires at least 10 solenoid valves, a dual-axle system requires more than 20 solenoid valves, and a multi-axle system requires additional solenoid valves for the crossover pipe. The number of components increases linearly with the number of axles.

[0010] (2) Numerous and complex hydraulic pipelines: The hydraulic pipeline system of the single-axis module includes 6 main pipelines, each of which needs to be connected to the upper and lower chambers of the shock absorber and the hydraulic pump, resulting in complex pipeline branches. The dual-axis module not only includes the hydraulic pipelines of the two single-axis modules, but also includes the crossover pipes between the two single-axis modules. Each crossover pipe is also equipped with electrically controlled valves (such as DF21-DF27), further increasing the number of pipelines. The number of crossover pipes in the multi-axis system is even more complex, resulting in a cumbersome pipeline network (a total of 59 pipelines).

[0011] (3) High installation and maintenance costs of hydraulic suspension systems: Hydraulic suspension systems have a large number of hydraulic pumps, solenoid valves, and pipelines, and require independent sensors and controllers, resulting in high procurement costs. In addition, the pipelines are complex and the parts are scattered, requiring more time and manpower for installation, and more troubleshooting is needed for solenoid valves and pipeline interfaces during later maintenance, resulting in high maintenance costs.

[0012] Therefore, how to simplify the hydraulic suspension piping and reduce the number of components in the entire system to reduce costs while meeting the vehicle's requirements for high handling and comfort of dual-axle hydraulic suspension has always been a problem that technical personnel in this field urgently need to solve. Summary of the Invention

[0013] The purpose of this utility model is to address the shortcomings of existing technologies by providing a dual-axle hydraulic suspension integrated unit. By integrating components such as a one-way hydraulic pump and solenoid valve together, and cooperating with an electronically controlled dual-valve shock absorber, it provides eight control modes for the dual-axle hydraulic suspension. This can meet the vehicle's requirements for high handling and comfort of the dual-axle hydraulic suspension while simplifying the hydraulic suspension pipelines and reducing the number of components in the entire system, thereby reducing costs.

[0014] The objective of this utility model is achieved through the following solution:

[0015] A dual-axis hydraulic suspension integrated unit includes an oil reservoir, a one-way rotary motor, a one-way hydraulic pump, a first solenoid valve, a second solenoid valve, a pressure sensor, a third solenoid valve, a fourth solenoid valve, a fifth solenoid valve, a sixth solenoid valve, and a first, second, third, and fourth oil port. The oil reservoir's outlet is connected to the one-way hydraulic pump's inlet, and the one-way hydraulic pump's outlet is connected to one end of the second solenoid valve. The one-way hydraulic pump is powered by the one-way rotary motor. The first solenoid valve is connected in parallel across the one-way hydraulic pump's two ends. The pressure sensor is connected to the other end of the one-way hydraulic pump. The first oil port is connected to the other end of the one-way hydraulic pump via the third solenoid valve, the second oil port is connected to the other end of the one-way hydraulic pump via the fourth solenoid valve, the third oil port is connected to the other end of the one-way hydraulic pump via the fifth solenoid valve, and the fourth oil port is connected to the other end of the one-way hydraulic pump via the sixth solenoid valve.

[0016] Preferably, an electrically controlled dual-valve shock absorber is also provided, which is connected to the dual-axis hydraulic suspension integrated unit through a first oil port, a second oil port, a third oil port, and a fourth oil port.

[0017] Preferably, the electronically controlled dual-valve vibration damper includes a front left dual-valve vibration damper, a front right dual-valve vibration damper, a rear left dual-valve vibration damper, and a rear right dual-valve vibration damper, wherein,

[0018] The front left dual-valve shock absorber includes a first hydraulic cylinder, a first electromagnetic proportional valve, a first check valve, a first buffer, a second electromagnetic proportional valve, and a second check valve. The fifth oil port of the first hydraulic cylinder is connected to the first oil port through the first electromagnetic proportional valve and the first check valve connected in parallel. The sixth oil port of the first hydraulic cylinder is connected to the second oil port through the second electromagnetic proportional valve and the second check valve connected in parallel. The first buffer is connected to the first oil port.

[0019] The front right dual-valve shock absorber includes a second hydraulic cylinder, a third electromagnetic proportional valve, a third check valve, a second buffer, a fourth electromagnetic proportional valve, and a fourth check valve. The seventh oil port of the second hydraulic cylinder is connected to the second oil port through the third electromagnetic proportional valve and the third check valve connected in parallel. The eighth oil port of the second hydraulic cylinder is connected to the second oil port through the fourth electromagnetic proportional valve and the fourth check valve connected in parallel. The second buffer is connected to the second oil port.

[0020] The rear left dual-valve shock absorber includes a third hydraulic cylinder, a fifth electromagnetic proportional valve, a fifth check valve, a third buffer, a sixth electromagnetic proportional valve, and a sixth check valve. The ninth oil port of the third hydraulic cylinder is connected to the third oil port through the fifth electromagnetic proportional valve and the fifth check valve connected in parallel. The tenth oil port of the third hydraulic cylinder is connected to the third oil port through the sixth electromagnetic proportional valve and the sixth check valve connected in parallel. The third buffer is connected to the third oil port.

[0021] The rear right dual-valve shock absorber includes a fourth hydraulic cylinder, a seventh electromagnetic proportional valve, a seventh check valve, a fourth damper, an eighth electromagnetic proportional valve, and an eighth check valve. The eleventh oil port of the fourth hydraulic cylinder is connected to the fourth oil port through the seventh electromagnetic proportional valve and the seventh check valve connected in parallel. The twelfth oil port of the fourth hydraulic cylinder is connected to the fourth oil port through the eighth electromagnetic proportional valve and the eighth check valve connected in parallel. The fourth damper is connected to the fourth oil port.

[0022] Preferably, a pressure-limiting safety valve is also provided. The oil inlet of the pressure-limiting safety valve is connected to the oil outlet of the one-way hydraulic pump, and the oil outlet of the pressure-limiting safety valve is connected to the oil inlet of the one-way hydraulic pump. This is used to form a pressure relief circuit to relieve pressure when the pressure in the hydraulic circuit is higher than the set value, so as to ensure that the components in the system are not damaged.

[0023] Preferably, a high-pressure accumulator is also provided, which is connected to the oil outlet of the second solenoid valve for storing and releasing high-pressure oil.

[0024] The beneficial effects of this utility model are as follows:

[0025] A dual-axis hydraulic suspension integrated unit includes an oil reservoir, a one-way rotary motor, a one-way hydraulic pump, a first solenoid valve, a second solenoid valve, a pressure sensor, a third solenoid valve, a fourth solenoid valve, a fifth solenoid valve, a sixth solenoid valve, and a first, second, third, and fourth oil port. The oil reservoir's outlet is connected to the one-way hydraulic pump's inlet, and the one-way hydraulic pump's outlet is connected to one end of the second solenoid valve. The one-way hydraulic pump is powered by the one-way rotary motor. The first solenoid valve is connected in parallel across the one-way hydraulic pump's two ends. The pressure sensor is connected to the other end of the one-way hydraulic pump. The first oil port is connected to the other end of the one-way hydraulic pump via the third solenoid valve, the second oil port is connected to the other end of the one-way hydraulic pump via the fourth solenoid valve, the third oil port is connected to the other end of the one-way hydraulic pump via the fifth solenoid valve, and the fourth oil port is connected to the other end of the one-way hydraulic pump via the sixth solenoid valve.

[0026] In this invention, the dual-axis hydraulic suspension integrated unit includes 6 solenoid valves and 5 oil lines. The number of parts and lines is small, which can significantly reduce the complexity of the hydraulic suspension system, thereby avoiding complex pipeline layout and multi-valve control logic, and making the hydraulic suspension system more integrated.

[0027] Preferably, an electrically controlled dual-valve shock absorber is also provided, which is connected to the dual-axis hydraulic suspension integrated unit through a first oil port, a second oil port, a third oil port, and a fourth oil port.

[0028] Preferably, the electronically controlled dual-valve vibration damper includes a front left dual-valve vibration damper, a front right dual-valve vibration damper, a rear left dual-valve vibration damper, and a rear right dual-valve vibration damper, wherein,

[0029] The front left dual-valve shock absorber includes a first hydraulic cylinder, a first electromagnetic proportional valve, a first check valve, a first buffer, a second electromagnetic proportional valve, and a second check valve. The fifth oil port of the first hydraulic cylinder is connected to the first oil port through the first electromagnetic proportional valve and the first check valve connected in parallel. The sixth oil port of the first hydraulic cylinder is connected to the second oil port through the second electromagnetic proportional valve and the second check valve connected in parallel. The first buffer is connected to the first oil port.

[0030] The front right dual-valve shock absorber includes a second hydraulic cylinder, a third electromagnetic proportional valve, a third check valve, a second buffer, a fourth electromagnetic proportional valve, and a fourth check valve. The seventh oil port of the second hydraulic cylinder is connected to the second oil port through the third electromagnetic proportional valve and the third check valve connected in parallel. The eighth oil port of the second hydraulic cylinder is connected to the second oil port through the fourth electromagnetic proportional valve and the fourth check valve connected in parallel. The second buffer is connected to the second oil port.

[0031] The rear left dual-valve shock absorber includes a third hydraulic cylinder, a fifth electromagnetic proportional valve, a fifth check valve, a third buffer, a sixth electromagnetic proportional valve, and a sixth check valve. The ninth oil port of the third hydraulic cylinder is connected to the third oil port through the fifth electromagnetic proportional valve and the fifth check valve connected in parallel. The tenth oil port of the third hydraulic cylinder is connected to the third oil port through the sixth electromagnetic proportional valve and the sixth check valve connected in parallel. The third buffer is connected to the third oil port.

[0032] The rear right dual-valve shock absorber includes a fourth hydraulic cylinder, a seventh electromagnetic proportional valve, a seventh check valve, a fourth damper, an eighth electromagnetic proportional valve, and an eighth check valve. The eleventh oil port of the fourth hydraulic cylinder is connected to the fourth oil port through the seventh electromagnetic proportional valve and the seventh check valve connected in parallel. The twelfth oil port of the fourth hydraulic cylinder is connected to the fourth oil port through the eighth electromagnetic proportional valve and the eighth check valve connected in parallel. The fourth damper is connected to the fourth oil port.

[0033] In this utility model, the front left dual-valve shock absorber, the front right dual-valve shock absorber, the rear left dual-valve shock absorber, and the rear right dual-valve shock absorber all follow the integrated design of "height adjustment + damping control". Through the coordinated work of various solenoid valves, hydraulic pumps and other components of the integrated unit, when the oil flows into the shock absorber from the dual-axis hydraulic suspension integrated unit, the different lateral areas of the upper and lower chambers of the hydraulic cylinder in the shock absorber result in different thrusts, thereby realizing independent height adjustment of the front left, front right, rear left, and rear right single wheels or the front / rear axle.

[0034] Preferably, a high-pressure accumulator is also provided, which is connected to the oil outlet of the second solenoid valve for storing and releasing high-pressure oil.

[0035] This invention incorporates a high-pressure accumulator for storing and releasing high-pressure oil, and utilizes a second solenoid valve to control the accumulator's shutdown. This not only assists the dual-axle hydraulic suspension integrated unit in rapidly raising a single axle or wheel, meeting the vehicle's suspension response speed requirements under specific operating conditions, but also absorbs system pressure fluctuations. During the operation of the hydraulic pump, it stores excess pressure energy, keeping the system pressure relatively stable. This helps improve the accuracy and stability of suspension control, thereby enhancing the vehicle's handling performance and comfort.

[0036] The advantages of this utility model are as follows:

[0037] ① Existing dual-axle hydraulic suspensions have a large variety and quantity of components, and a large number of complex hydraulic lines (e.g., more than 20 solenoid valves and more than 40 lines), resulting in high procurement costs and high assembly difficulty. This utility model significantly reduces the number of components and lines through integrated design (e.g., the number of solenoid valves is reduced to 6 and the number of lines is reduced to 5), thereby reducing the purchase cost of components, assembly cost, and subsequent maintenance cost.

[0038] ② This utility model, with its streamlined design of the number of parts and oil lines, not only optimizes the space occupied by the dual-axle hydraulic suspension to adapt to the compact layout requirements of the vehicle chassis and provides more convenience for vehicle design layout, but also reduces the oil flow resistance by reducing the number of lines, which can further improve the response speed and energy transmission efficiency of the hydraulic system, and achieve precise control of suspension height and damping while taking into account economy and reliability.

[0039] ③ This utility model features multi-mode precise control, which can meet diverse performance requirements. In terms of height adjustment, it supports normal, rapid and downward control of front / rear single axle, as well as normal, rapid and downward adjustment of single wheel. It can effectively adapt to complex road conditions such as unilateral bumps and high-speed cornering, and realize graded precise adjustment of suspension height, which can significantly improve vehicle passability and ride comfort.

[0040] ④ Traditional active hydraulic suspensions typically have one oil inlet / outlet in the upper chamber of the shock absorber's hydraulic cylinder and another in the lower chamber. This means a single shock absorber usually has two oil inlets / outlets. This design leads to an extremely complex piping system with numerous distribution valves and solenoid valves, which not only hinders production and maintenance but also increases costs, often exceeding design limits. In contrast, the shock absorber designed in this invention has only one oil inlet / outlet, requiring only one solenoid valve for control. This simplifies the piping and significantly reduces the number of solenoid valves, keeping costs within acceptable limits. Attached Figure Description

[0041] Figure 1 This is a schematic diagram of the dual-axis hydraulic suspension integrated unit of this utility model;

[0042] Figure 2 This utility model relates to a dual-axis hydraulic suspension hydraulic circuit system.

[0043] Figure 3 This is a standard hydraulic circuit for front axle lift control;

[0044] Figure 4 This is a standard hydraulic control circuit for the rear axle lift.

[0045] Figure 5 Hydraulic circuit for rapid front axle lifting control;

[0046] Figure 6 Hydraulic circuit for rapid rear axle lifting control;

[0047] Figure 7 Hydraulic circuit for front axle descent control;

[0048] Figure 8Hydraulic circuit for rear axle descent control;

[0049] Figure 9 The hydraulic circuit for the normal lifting control of the front left single wheel;

[0050] Figure 10 The hydraulic circuit for the normal lifting control of the front right single wheel;

[0051] Figure 11 The hydraulic circuit for the ordinary lifting control of the rear left single wheel;

[0052] Figure 12 The hydraulic circuit for the normal lifting control of the rear right single wheel;

[0053] Figure 13 The hydraulic circuit for rapid lifting control of the front left single wheel;

[0054] Figure 14 The hydraulic circuit for rapid lifting control of the front right single wheel;

[0055] Figure 15 The hydraulic circuit for rapid lifting control of the rear left single wheel;

[0056] Figure 16 The hydraulic circuit for rapid lifting control of the rear right single wheel;

[0057] Figure 17 The hydraulic circuit for controlling the descent of the front left single wheel;

[0058] Figure 18 The hydraulic circuit for controlling the descent of the front right single wheel;

[0059] Figure 19 The hydraulic circuit for controlling the descent of the rear left single wheel;

[0060] Figure 20 The hydraulic circuit for controlling the descent of the rear right single wheel;

[0061] Figure 21 For the hydraulic circuit of continuous damping control of hydraulic suspension;

[0062] Figure 22 This is a pressure relief circuit for hydraulic suspension. Detailed Implementation

[0063] like Figure 2As shown, a dual-axis hydraulic suspension integrated unit includes an oil reservoir 1, a one-way rotary motor 2, a one-way hydraulic pump 3, a first solenoid valve 5, a second solenoid valve 6, a pressure sensor 7, a third solenoid valve 8, a fourth solenoid valve 9, a fifth solenoid valve 10, a sixth solenoid valve 11, and a first oil port 111, a second oil port 112, a third oil port 113, and a fourth oil port 114. The oil outlet of the oil reservoir 1 is connected to the oil inlet of the one-way hydraulic pump 3, and the oil outlet of the one-way hydraulic pump 3 is connected to one end of the second solenoid valve 6. The one-way hydraulic pump 3 is composed of a single... Power is supplied to the rotary motor 2. The first solenoid valve 5 is connected in parallel to both ends of the one-way hydraulic pump 3. The pressure sensor 7 is connected to the other end of the one-way hydraulic pump 3. The first oil port 111 is connected to the other end of the one-way hydraulic pump 3 through the third solenoid valve 8. The second oil port 112 is connected to the other end of the one-way hydraulic pump 3 through the fourth solenoid valve 9. The third oil port 113 is connected to the other end of the one-way hydraulic pump 3 through the fifth solenoid valve 10. The fourth oil port 114 is connected to the other end of the one-way hydraulic pump 3 through the sixth solenoid valve 11.

[0064] In this embodiment, the oil reservoir 1 stores and supplies oil to the dual-axis hydraulic suspension system; the unidirectional rotary motor 2 has a rated power of 3kW and a rated speed of 3000r / min, and rotates only in one direction, providing power to the unidirectional hydraulic pump 3; the unidirectional hydraulic pump 3 has a maximum displacement of 8mL / r and a maximum working pressure of 20MPa, and can provide the energy and pressure required by the active hydraulic suspension by converting mechanical energy into the pressure energy of the oil; the first solenoid valve 5, the second solenoid valve 6, the pressure sensor 7, the third solenoid valve 8, the fourth solenoid valve 9, the fifth solenoid valve 10, and the sixth solenoid valve 11 are all two-position two-way solenoid valves with a maximum working pressure of 30MPa and a coil rated voltage of 12V, which are responsible for controlling the on / off of the hydraulic branch.

[0065] The aforementioned dual-axle hydraulic suspension integrated unit has fewer components (only 6 solenoid valves) and fewer pipelines (only 5 pipelines), which significantly reduces system complexity and the probability of failure due to component wear or pipeline leakage. To adjust the height, stiffness, and damping of the vehicle suspension, the dual-axle hydraulic suspension integrated unit is also connected to an electronically controlled dual-valve shock absorber via first port 111, second port 112, third port 113, and fourth port 114. The electronically controlled dual-valve shock absorber includes a front left dual-valve shock absorber, a front right dual-valve shock absorber, a rear left dual-valve shock absorber, and a rear right dual-valve shock absorber.

[0066] The front left dual-valve shock absorber includes a first hydraulic cylinder 17, a first electromagnetic proportional valve 12, a first check valve 13, a first buffer 14, a second electromagnetic proportional valve 15, and a second check valve 16. The fifth oil port 115 of the first hydraulic cylinder 17 is connected to the first oil port 111 through the first electromagnetic proportional valve 12 and the first check valve 13 connected in parallel. The sixth oil port 116 of the first hydraulic cylinder 17 is connected to the second oil port 112 through the second electromagnetic proportional valve 15 and the second check valve 16 connected in parallel. The first buffer 14 is connected to the first oil port 111.

[0067] The front right dual-valve shock absorber includes a second hydraulic cylinder 23, a third electromagnetic proportional valve 18, a third check valve 19, a second buffer 20, a fourth electromagnetic proportional valve 21, and a fourth check valve 22. The seventh oil port of the second hydraulic cylinder 23 is connected to the second oil port 112 through the third electromagnetic proportional valve 18 and the third check valve 19 connected in parallel. The eighth oil port of the second hydraulic cylinder 23 is connected to the second oil port through the fourth electromagnetic proportional valve 21 and the fourth check valve 22 connected in parallel. The second buffer 20 is connected to the second oil port 112.

[0068] The rear left dual-valve shock absorber includes a third hydraulic cylinder 29, a fifth electromagnetic proportional valve 24, a fifth check valve 25, a third buffer 26, a sixth electromagnetic proportional valve 27, and a sixth check valve 28. The ninth port 119 of the third hydraulic cylinder 29 is connected to the third port 113 through the fifth electromagnetic proportional valve 24 and the fifth check valve 25 connected in parallel. The tenth port 120 of the third hydraulic cylinder 29 is connected to the third port 113 through the sixth electromagnetic proportional valve 27 and the sixth check valve 28 connected in parallel. The third buffer 26 is connected to the third port 113.

[0069] The rear right dual-valve shock absorber includes a fourth hydraulic cylinder 35, a seventh electromagnetic proportional valve 30, a seventh check valve 31, a fourth buffer 32, an eighth electromagnetic proportional valve 33, and an eighth check valve 34. The eleventh port 121 of the fourth hydraulic cylinder 35 is connected to the fourth port 114 through the seventh electromagnetic proportional valve 30 and the seventh check valve 31 connected in parallel. The twelfth port 122 of the fourth hydraulic cylinder 35 is connected to the fourth port 114 through the eighth electromagnetic proportional valve 33 and the eighth check valve 34 connected in parallel. The fourth buffer 32 is connected to the fourth port 114.

[0070] The four dual-valve shock absorbers described above form a closed loop with internal hydraulic cylinders, electromagnetic proportional valves, and check valves. The opening of the proportional valves is controlled by the ECU to achieve continuous adjustment of the damping force during compression and extension strokes. This reduces damping on bumpy roads to absorb vibrations and increases damping to suppress roll during high-speed cornering, balancing comfort and handling. Furthermore, the dual-valve structure and integrated unit design reduce the number of system pipelines and components, lowering costs while improving reliability. Overpressure protection can also be achieved through pressure limiting safety valves to ensure system safety.

[0071] To store excess pressurized hydraulic fluid and release it when the system pressure decreases, a high-pressure accumulator 36 is also provided. Its maximum operating pressure is 20 MPa, and its volume is 8 L. The high-pressure accumulator 36 is connected to the oil outlet of the second solenoid valve 6. In other words, the high-pressure accumulator 36 in the dual-axle hydraulic suspension system primarily undertakes the dual functions of "rapid power replenishment" and "pressure stabilization": on the one hand, by storing and releasing pressurized hydraulic fluid, it buffers system shocks and stabilizes oil pressure, ensuring the smoothness and reliability of suspension movements; on the other hand, by coordinating with the hydraulic pump to supply oil, it improves the response efficiency of rapid suspension adjustments.

[0072] like Figure 1 As shown, this embodiment also includes a valve block 43, which provides installation positions for the hydraulic branch and solenoid valves. Its dimensions are 110mm × 95mm × 45mm, and it is made of aluminum alloy. The first solenoid valve 5, the second solenoid valve 6, the third solenoid valve 8, the fourth solenoid valve 9, the fifth solenoid valve 10, and the sixth solenoid valve 11 are all installed on the hydraulic lines within the valve block 43 (to achieve high integration). The lower coils of each solenoid valve are connected to a circuit board 41. The circuit board 41 is a self-made PCB board with a working voltage of 12V. The circuit board 41 is connected to an external circuit via a connector 42. After receiving the control signal from the ECU, it controls the working state of the motor and the opening and closing of the solenoid valves, thereby controlling the rise and fall of the dual-valve shock absorber, and thus controlling the height and stiffness of the suspension. An oil pipe connection port 40 is also provided above the valve block 43. This oil pipe connection port is the system inlet / outlet, connecting to the high-pressure accumulator 36 and the front left, front right, rear left, and rear right dual-valve shock absorbers, respectively.

[0073] It is worth noting that valve block 43 is also connected to the oil outlet and oil inlet of the one-way hydraulic pump 3. The first solenoid valve 5 controls the on / off state of the oil reservoir and the oil outlet of the hydraulic pump, the second solenoid valve 6 controls the on / off state of the high-pressure accumulator and the oil outlet of the hydraulic pump, and the third solenoid valve 8, the fourth solenoid valve 9, the fifth solenoid valve 10, and the sixth solenoid valve 11 respectively control the on / off state of the front left, front right, rear left, and rear right dual-valve shock absorbers of the electronically controlled dual-valve shock absorber. A protective branch is also provided in the internal pipeline of valve block 43 between the oil outlet and oil inlet of the one-way hydraulic pump 3, that is, a pressure-limiting safety valve 4 is connected between the oil outlet and oil inlet. Its opening pressure is 20MPa. When the system pipeline pressure exceeds the threshold, the pressure-limiting safety valve 4 will be opened, forming a pressure relief circuit with the one-way hydraulic pump 3 to relieve pressure (e.g., Figure 22 (As shown), to reduce pipeline pressure and prevent damage to components within the system.

[0074] This integrated design significantly simplifies the system architecture and reduces the number of external pipeline connections, requiring only five oil pipe connections. This effectively avoids the risk of oil leaks and high maintenance costs associated with the complex piping of traditional suspension systems, greatly improving system reliability. Simultaneously, the integrated valve block design consolidates the control functions of multiple branches, reducing the number of independent valve bodies, pipe joints, and other components. This not only lowers manufacturing and assembly costs but also reduces the overall system size, improving the vehicle's space utilization and providing greater convenience for vehicle design and layout.

[0075] The method for controlling the hydraulic suspension using the aforementioned dual-axle hydraulic suspension integrated unit includes: front / rear single-axle normal rise control mode, front / rear single-axle rapid rise control mode, front / rear single-axle descent control mode, single-wheel normal rise control mode, single-wheel rapid rise control mode, single-wheel descent control mode, continuous damping control mode, and system overpressure control mode.

[0076] 1) Front / rear single-axis normal ascent control mode, including front single-axis normal ascent and rear single-axis normal ascent:

[0077] ① The aforementioned normal front axle height adjustment specifically includes: the ECU sending a control signal to perform normal adjustments to the front axle height (e.g., Figure 3 As shown in the diagram, firstly, the one-way rotary motor 2, the third solenoid valve 8, and the fourth solenoid valve 9 are opened. The one-way rotary motor 2 drives the one-way hydraulic pump 3 to operate, drawing oil from the oil reservoir 1. After passing through the one-way hydraulic pump 3 from the oil reservoir 1, the oil passes through the third solenoid valve 8 and the fourth solenoid valve 9, and simultaneously enters the upper and lower chambers of the first hydraulic cylinder 17, the upper and lower chambers of the second hydraulic cylinder 23, as well as the first buffer 14 and the second buffer 20. As the amount of oil increases, the pressure of the oil inside the first buffer 14 and the second buffer 20 increases, forming high-pressure oil. This high-pressure oil exerts pressure on the first hydraulic cylinder 17. The second hydraulic cylinder 23 increases the pressure in the upper and lower chambers of the first hydraulic cylinder 17 and the second hydraulic cylinder 23, respectively. Due to the different force-bearing areas of the upper and lower chambers of the first hydraulic cylinder 17 and the second hydraulic cylinder 23 (the upper chamber has a larger diameter piston rod, and its lateral area is smaller than that of the lower chamber), the thrust on the lower chamber is greater than the thrust on the upper chamber, thereby causing the pistons and piston rods of the first hydraulic cylinder 17 and the second hydraulic cylinder 23 to rise. After the front axle rises to the designated position, the one-way rotary motor 2, the third solenoid valve 8, and the fourth solenoid valve 9 are closed to maintain the height of the front axle.

[0078] ② The aforementioned normal rear axle rise specifically includes: the ECU sending a control signal to perform normal adjustment of the rear axle height (e.g., Figure 4As shown), firstly, the one-way rotary motor 2, the fifth solenoid valve 10, and the sixth solenoid valve 11 are opened. The one-way rotary motor 2 drives the one-way hydraulic pump 3 to operate, drawing oil from the oil reservoir 1. After passing through the one-way hydraulic pump 3 from the oil reservoir 1, the oil passes through the fifth solenoid valve 10 and the sixth solenoid valve 11 respectively, and simultaneously enters the upper and lower chambers of the third hydraulic cylinder 29 and the fourth hydraulic cylinder 35. As the amount of oil increases, the pressure of the oil inside the third buffer 26 and the fourth buffer 32 increases, forming high-pressure oil. This high-pressure oil exerts pressure on the third hydraulic cylinder. The action of cylinder 29 and the fourth hydraulic cylinder 35 increases the pressure in the upper and lower chambers of the third hydraulic cylinder 29 and the fourth hydraulic cylinder 35. Because the force-bearing areas of the upper and lower chambers of the third hydraulic cylinder 29 and the fourth hydraulic cylinder 35 are different (the upper chamber has a piston rod with a larger diameter, and its lateral area is smaller than that of the lower chamber), the thrust on the lower chamber is greater than the thrust on the upper chamber, thereby causing the pistons and piston rods of the third hydraulic cylinder 29 and the fourth hydraulic cylinder 35 to rise. After the rear axle rises to the designated position, the one-way rotary motor 2, the fifth solenoid valve 10, and the sixth solenoid valve 11 are closed to maintain the rear axle height.

[0079] 2) Front / rear single-axis rapid ascent control mode, including front single-axis rapid ascent and rear single-axis rapid ascent:

[0080] ① The aforementioned rapid front axle rise specifically includes: the ECU sending a rapid rise control signal to quickly adjust the front axle height (e.g., Figure 5 As shown in the diagram, firstly, the second solenoid valve 6, the third solenoid valve 8, and the fourth solenoid valve 9 are opened. The stored oil is directly released using the high-pressure accumulator 36. After passing through the second solenoid valve 6, the oil passes through the third solenoid valve 8 and the fourth solenoid valve 9, and simultaneously enters the upper and lower chambers of the first hydraulic cylinder 17, the upper and lower chambers of the second hydraulic cylinder 23, and the first buffer 14 and the second buffer 20. As the amount of oil increases, the pressure inside the first buffer 14 and the second buffer 20 increases, forming high-pressure oil. This high-pressure oil exerts pressure on the first hydraulic cylinder 17 and the second hydraulic cylinder 23. The function of the first hydraulic cylinder 17 and the second hydraulic cylinder 23 is to increase the pressure in the upper and lower chambers. Since the upper and lower chambers of the first hydraulic cylinder 17 and the second hydraulic cylinder 23 have different force-bearing areas (the upper chamber has a larger diameter piston rod, and its lateral area is smaller than that of the lower chamber), the thrust on the lower chamber is greater than the thrust on the upper chamber. This causes the pistons and piston rods of the first hydraulic cylinder 17 and the second hydraulic cylinder 23 to rise, and after the front axle rises rapidly to the designated position, the second solenoid valve 6, the third solenoid valve 8, and the fourth solenoid valve 9 are closed to maintain the height of the front axle.

[0081] ② The aforementioned rapid rear axle ascent specifically includes: the ECU issuing a rapid ascent control signal to quickly adjust the rear axle height (e.g., Figure 6As shown), the second solenoid valve 6, the fifth solenoid valve 10, and the sixth solenoid valve 11 are opened. The stored oil is directly released by the high-pressure accumulator 36. After passing through the second solenoid valve 6, the oil passes through the fifth solenoid valve 10 and the sixth solenoid valve 11, and simultaneously enters the upper and lower chambers of the third hydraulic cylinder 29, the upper and lower chambers of the fourth hydraulic cylinder 35, and the third and fourth buffers 26 and 32. As the amount of oil increases, the pressure of the oil inside the third and fourth buffers 26 and 32 increases, forming high-pressure oil. This high-pressure oil exerts pressure on the third and fourth hydraulic cylinders 29 and 35. The action of valve 35 increases the pressure in the upper and lower chambers of the third hydraulic cylinder 29 and the fourth hydraulic cylinder 35. Because the force-bearing areas of the upper and lower chambers of the third hydraulic cylinder 29 and the fourth hydraulic cylinder 35 are different (the upper chamber has a piston rod with a larger diameter, and its lateral area is smaller than that of the lower chamber), the thrust on the lower chamber is greater than the thrust on the upper chamber. This causes the pistons and piston rods of the third hydraulic cylinder 29 and the fourth hydraulic cylinder 35 to rise, and the rear axle to rise quickly to the designated position. Then, the second solenoid valve 6, the fifth solenoid valve 10, and the sixth solenoid valve 11 are closed to maintain the rear axle height.

[0082] 3) Front / rear single-axis descent control modes, including front single-axis descent and rear single-axis descent:

[0083] ① The aforementioned front single-axis descent (i.e., front axle descent, such as...) Figure 7 (As shown) Specifically, after the ECU sends a front axle lowering signal, it opens the first solenoid valve 5, the third solenoid valve 8, and the fourth solenoid valve 9. Subsequently, the high-pressure oil in the upper and lower chambers of the first hydraulic cylinder 17, the upper and lower chambers of the second hydraulic cylinder 23, and the first buffer 14 and the second buffer 20 flows back to the oil reservoir 1 through the third solenoid valve 8 and the fourth solenoid valve 9, and then through the first solenoid valve 5, thereby reducing the pressure in the upper and lower chambers of the first hydraulic cylinder 17 and the second hydraulic cylinder 23. Under the action of vehicle gravity, the pistons and piston rods of the first hydraulic cylinder 17 and the second hydraulic cylinder 23 descend, driving the front axle to descend to the designated position. Then, the first solenoid valve 5, the third solenoid valve 8, and the fourth solenoid valve 9 are closed to achieve height maintenance. During this process, the one-way rotary motor does not work, and the oil flows back by gravity. The pressure relief valve opens to release pressure when the system is over-pressured to ensure the safety of the components.

[0084] ② The aforementioned rear single-axis descent (i.e., rear axis descent, such as...) Figure 8(As shown) Specifically, it includes: opening the first solenoid valve 5, the fifth solenoid valve 10, and the sixth solenoid valve 11. Subsequently, the high-pressure oil in the upper and lower chambers of the third hydraulic cylinder 29 and the fourth hydraulic cylinder 35 flows back to the oil reservoir 1 through the fifth solenoid valve 10 and the sixth solenoid valve 11, and then through the first solenoid valve 5. This reduces the pressure in the upper and lower chambers of the third hydraulic cylinder 29 and the fourth hydraulic cylinder 35. Under the action of vehicle gravity, the pistons and piston rods of the third hydraulic cylinder 29 and the fourth hydraulic cylinder 35 descend, driving the rear axle to descend to the designated position. Then, the first solenoid valve 5, the fifth solenoid valve 10, and the sixth solenoid valve 11 are closed to achieve height maintenance. During this process, the one-way rotary motor does not work, and the oil flows back by gravity. The pressure relief valve opens to release pressure when the system is over-pressured to ensure the safety of the components.

[0085] 4) Single-wheel normal ascent control mode (e.g.) Figures 9-12 (As shown) Specifically, this includes: the ECU sending a control signal to open the one-way rotary motor 2, and any one of the following solenoid valves (i.e., the target solenoid valve): the third solenoid valve 8, the fourth solenoid valve 9, the fifth solenoid valve 10, and the sixth solenoid valve 11. The one-way rotary motor 2 drives the one-way hydraulic pump 3 to draw oil from the oil reservoir 1. After passing through the one-way hydraulic pump 3, the oil from the reservoir 1 enters the upper and lower chambers of the corresponding hydraulic cylinder (i.e., the target hydraulic cylinder) and the corresponding buffer (i.e., the target buffer) through the target solenoid valve. As the oil volume increases... The hydraulic pressure inside the target buffer increases to form high-pressure oil. This high-pressure oil acts on the target hydraulic cylinder, increasing the pressure in the upper and lower chambers. Because the upper and lower chambers of the target hydraulic cylinder have different force-bearing areas (the upper chamber has a larger diameter piston rod, and its lateral area is smaller than that of the lower chamber), the thrust on the lower chamber is greater than the thrust on the upper chamber, causing the piston and piston rod to rise. After the corresponding single wheel in the front left, front right, rear left, and rear right positions rises to the designated position, the one-way rotary motor 2 and the target solenoid valve are closed to maintain the height of the single wheel.

[0086] 5) Single-wheel rapid ascent control mode (e.g.) Figures 13-16(As shown) Specifically, the process includes: the ECU sends a control signal to open the second solenoid valve 6, and opens any one of the third solenoid valve 8, the fourth solenoid valve 9, the fifth solenoid valve 10, and the sixth solenoid valve 11 (i.e., the target solenoid valve). The high-pressure accumulator 36 directly releases the stored oil. After passing through the second solenoid valve 6, the oil passes through the target solenoid valve and enters the upper and lower chambers of the corresponding hydraulic cylinder (i.e., the target hydraulic cylinder) and the corresponding buffer (i.e., the target buffer). As the amount of oil increases, the pressure of the oil inside the target buffer increases, forming high-pressure oil. This high-pressure oil acts on the target hydraulic cylinder, increasing the pressure in the upper and lower chambers of the target hydraulic cylinder. Because the upper and lower chambers of the target hydraulic cylinder have different force-bearing areas (the upper chamber has a larger diameter piston rod, and the lateral area is smaller than that of the lower chamber), the thrust on the lower chamber is greater than the thrust on the upper chamber, thereby causing the piston and piston rod to rise. After the corresponding single wheel in the front left, front right, rear left, and rear right positions rises rapidly to the designated position, all solenoid valves are closed to achieve single wheel height maintenance.

[0087] 6) Single-wheel descent control mode (e.g.) Figures 17-20 Specifically, the process includes: opening the first solenoid valve 5, and opening any one of the third solenoid valve 8, the fourth solenoid valve 9, the fifth solenoid valve 10, and the sixth solenoid valve 11 (i.e., the target solenoid valve). The high-pressure oil in the hydraulic cylinder (i.e., the target hydraulic cylinder) and the corresponding buffer (target buffer) of the target solenoid valve flows back to the oil reservoir 1 through the first solenoid valve 5 after passing through the target solenoid valve, thereby reducing the pressure in the upper and lower chambers of the target hydraulic cylinder. Under the action of vehicle gravity, the piston and piston rod of the target hydraulic cylinder descend, driving the corresponding single wheel of the front left, front right, rear left, and rear right to descend to the designated position. Then, all solenoid valves are closed. During this process, the one-way rotary motor does not work, and the oil flows back by gravity. The pressure relief safety valve opens to release pressure when the system is over-pressured, so as to ensure the safety of the components.

[0088] 7) Continuous damping control mode (e.g.) Figure 21 (As shown) Specifically, this includes: closing the one-way rotary motor 2, the first solenoid valve 5, the second solenoid valve 6, the third solenoid valve 8, the fourth solenoid valve 9, the fifth solenoid valve 10, and the sixth solenoid valve 11; opening the first electromagnetic proportional valve 12, the second electromagnetic proportional valve 15, the third electromagnetic proportional valve 18, the fourth electromagnetic proportional valve 21, the fifth electromagnetic proportional valve 24, the sixth electromagnetic proportional valve 27, the seventh electromagnetic proportional valve 30, and the eighth electromagnetic proportional valve 33; and using the ECU to control the opening degree of each electromagnetic proportional valve to form a closed loop inside each dual-valve shock absorber. The specific flow direction is as follows: upper chamber of hydraulic cylinder → electromagnetic proportional valve → check valve → lower chamber of hydraulic cylinder; lower chamber of hydraulic cylinder → electromagnetic proportional valve → check valve → upper chamber of hydraulic cylinder, so as to realize continuous damping control of hydraulic suspension.

[0089] 8) System overpressure control mode (e.g.) Figure 22Specifically, when the hydraulic circuit pressure is higher than the set value, the pressure relief safety valve 4 is opened, so that the pressure relief safety valve 4 is connected to the one-way hydraulic pump 3 to form a pressure relief circuit.

[0090] In this embodiment, by setting multiple control modes, it can accurately adapt to various working conditions: The normal lifting of the front / rear single axle can meet daily fine-tuning and emergency lifting needs, suitable for daily load balancing or minor adjustments to vehicle height (such as lifting the vehicle after loading cargo). Stable and energy-efficient height adjustment is achieved through the coordinated oil supply of the unidirectional rotary motor 2 and the corresponding solenoid valve, avoiding energy waste. The rapid lifting of the front / rear single axle, combined with the rapid energy release from the high-voltage accumulator 36, can quickly lift the vehicle body during vehicle start-up, hill climbing, or emergency obstacle avoidance, shortening response time (such as rapidly increasing ground clearance in off-road scenarios) and improving passability. The descent of the front / rear single axle is used to lower... The vehicle's center of gravity is controlled by a pressure relief valve 5 connected to an oil reservoir, enabling a smooth descent and preventing vehicle impact. Single-wheel normal / rapid ascent allows for independent adjustment of a single wheel's height to maintain vehicle level, prevent tilting, and improve driving stability and tire contact with the road, addressing uneven surfaces or heavy loads on one side. Single-wheel descent lowers the wheel when traversing potholes to prevent scraping the chassis, or helps level the vehicle when parking, improving parking convenience. These control modes share core components (such as the high-voltage accumulator 36, pressure-limiting safety valve 4, one-way rotary motor 2, one-way hydraulic pump 3, oil reservoir 1, and first solenoid valve 5), reducing the number of pipes and lowering costs. Continuous damping control adjusts the hydraulic fluid flow via an electromagnetic proportional valve to adapt to different road conditions in real time: increasing damping at high speeds to suppress body roll, and reducing damping to absorb impacts on bumpy roads, balancing handling stability and ride comfort, thus overcoming the performance limitations of traditional passive suspensions. System overpressure control automatically opens the pressure relief valve 4 to release pressure when the hydraulic system experiences abnormal pressure increases (such as component failure or external impact), preventing overload damage to components such as the one-way hydraulic pump 3 and solenoid valves, ensuring system safety and extending service life. Overall, these control modes, through functional integration, energy consumption optimization, and safety protection design, not only meet the high demands of vehicles for handling and comfort but also reduce costs and improve reliability through integrated design, making them applicable to various vehicle models and suspension systems.

[0091] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications made to the present utility model by those skilled in the art without departing from the spirit of the present utility model shall fall within the protection scope of the present utility model.

Claims

1. A dual-axis hydraulic suspension integrated unit, characterized by, Includes an oil reservoir (1), a one-way rotary motor (2), a one-way hydraulic pump (3), a first solenoid valve (5), a second solenoid valve (6), a pressure sensor (7), a third solenoid valve (8), a fourth solenoid valve (9), a fifth solenoid valve (10), a sixth solenoid valve (11), and a first oil port (111), a second oil port (112), a third oil port (113), and a fourth oil port (114). The oil outlet of the oil reservoir (1) is connected to the oil inlet of the one-way hydraulic pump (3), and the oil outlet of the one-way hydraulic pump (3) is connected to one end of the second solenoid valve (6). The one-way hydraulic pump (3) is powered by a one-way rotary motor (5). 2) Provide power. The first solenoid valve (5) is connected in parallel to both ends of the one-way hydraulic pump (3). The pressure sensor (7) is connected to the other end of the one-way hydraulic pump (3). The first oil port (111) is connected to the other end of the one-way hydraulic pump (3) through the third solenoid valve (8). The second oil port (112) is connected to the other end of the one-way hydraulic pump (3) through the fourth solenoid valve (9). The third oil port (113) is connected to the other end of the one-way hydraulic pump (3) through the fifth solenoid valve (10). The fourth oil port (114) is connected to the other end of the one-way hydraulic pump (3) through the sixth solenoid valve (11).

2. The dual axle hydraulic suspension integrated unit of claim 1, wherein, An electrically controlled dual-valve shock absorber is also provided, which is connected to the dual-axle hydraulic suspension integrated unit through the first oil port (111), the second oil port (112), the third oil port (113), and the fourth oil port (114).

3. The twin axle hydraulic suspension integrated unit of claim 2, wherein, The electronically controlled dual-valve vibration damper includes a front left dual-valve vibration damper, a front right dual-valve vibration damper, a rear left dual-valve vibration damper, and a rear right dual-valve vibration damper, wherein... The front left dual-valve shock absorber includes a first hydraulic cylinder (17), a first electromagnetic proportional valve (12), a first check valve (13), a first buffer (14), a second electromagnetic proportional valve (15), and a second check valve (16). The fifth oil port (115) of the first hydraulic cylinder (17) is connected to the first oil port (111) through the first electromagnetic proportional valve (12) and the first check valve (13) connected in parallel. The sixth oil port (116) of the first hydraulic cylinder (17) is connected to the second oil port (112) through the second electromagnetic proportional valve (15) and the second check valve (16) connected in parallel. The first buffer (14) is connected to the first oil port (111). The front right dual-valve shock absorber includes a second hydraulic cylinder (23), a third electromagnetic proportional valve (18), a third check valve (19), a second buffer (20), a fourth electromagnetic proportional valve (21), and a fourth check valve (22). The seventh oil port of the second hydraulic cylinder (23) is connected to the second oil port (112) through the third electromagnetic proportional valve (18) and the third check valve (19) connected in parallel. The eighth oil port of the second hydraulic cylinder (23) is connected to the second oil port through the fourth electromagnetic proportional valve (21) and the fourth check valve (22) connected in parallel. The second buffer (20) is connected to the second oil port (112). The rear left dual-valve shock absorber includes a third hydraulic cylinder (29), a fifth electromagnetic proportional valve (24), a fifth check valve (25), a third buffer (26), a sixth electromagnetic proportional valve (27), and a sixth check valve (28). The ninth oil port (119) of the third hydraulic cylinder (29) is connected to the third oil port (113) through the fifth electromagnetic proportional valve (24) and the fifth check valve (25) connected in parallel. The tenth oil port (120) of the third hydraulic cylinder (29) is connected to the third oil port (113) through the sixth electromagnetic proportional valve (27) and the sixth check valve (28) connected in parallel. The third buffer (26) is connected to the third oil port (113). The rear right dual-valve shock absorber includes a fourth hydraulic cylinder (35), a seventh electromagnetic proportional valve (30), a seventh check valve (31), a fourth buffer (32), an eighth electromagnetic proportional valve (33), and an eighth check valve (34). The eleventh port (121) of the fourth hydraulic cylinder (35) is connected to the fourth port (114) through the seventh electromagnetic proportional valve (30) and the seventh check valve (31) connected in parallel. The twelfth port (122) of the fourth hydraulic cylinder (35) is connected to the fourth port (114) through the eighth electromagnetic proportional valve (33) and the eighth check valve (34) connected in parallel. The fourth buffer (32) is connected to the fourth port (114).

4. The twin axle hydraulic suspension integrated unit of claim 1, wherein, A pressure relief safety valve (4) is also provided. The oil inlet of the pressure relief safety valve (4) is connected to the oil outlet of the one-way hydraulic pump (3). The oil outlet of the pressure relief safety valve (4) is connected to the oil inlet of the one-way hydraulic pump (3). It is used to form a pressure relief circuit to relieve pressure when the pressure in the hydraulic circuit is higher than the set value, so as to ensure that the components in the system are not damaged.

5. The dual-axis hydraulic suspension integrated unit according to claim 1, characterized in that, A high-pressure accumulator (36) is also provided, which is connected to the oil outlet of the second solenoid valve (6) for storing and releasing high-pressure oil.

Images