Integrated hydraulic control system for a vehicle's drive-by-wire chassis

Abstract

The integrated hydraulic control system of the automobile drive-by-wire chassis comprises a first chassis control system and a second chassis control system, and the first chassis control system and the second chassis control system comprise three subsystems of steering, active suspension and braking; the steering subsystem comprises a steering gear, three-way connections are arranged between left and right steering oil ports of the steering gear and steering high-pressure and low-pressure control valves, the steering high-pressure and low-pressure control valves are connected with oil outlets and inlets of an electric pump through high-pressure and low-pressure oil paths, and the low-pressure oil path is communicated with an oil canister; the active suspension subsystem comprises left and right shock absorbers, three-way connections are arranged between two oil chamber oil ports of the left and right shock absorbers and shock absorption high-pressure and low-pressure control valves, and the shock absorption high-pressure and low-pressure control valves are connected with the high-pressure and low-pressure oil paths respectively; the braking subsystem comprises left and right brakes, three-way connections are arranged between oil chamber oil ports of the left and right brakes and braking high-pressure and low-pressure control valves, and the braking high-pressure and low-pressure control valves are connected with the high-pressure and low-pressure oil paths respectively; the low-pressure and high-pressure oil paths are filled with oil to form a closed circulation oil path.

Description

Technical Field

[0001] This utility model relates to the field of automotive chassis, specifically to an integrated hydraulic control system for automotive drive-by-wire chassis. Background Technology

[0002] Existing automotive drive-by-wire chassis incorporate three types of actuators: fully active suspension, steer-by-wire, and brake-by-wire. While existing technologies have extensively researched controller integration for these three types of actuators, research on the fusion of the three actuators themselves is limited. In current technologies, each of the three actuators has a corresponding drive unit, which operates independently, only driving the corresponding actuator. A single controller is used to control the three drive units, thereby controlling the three actuators. Therefore, cost reduction is limited to lowering the cost of the controller hardware. Furthermore, due to the significant differences in the characteristics of the three types of actuators (primarily the different types of drive units corresponding to each actuator), it is difficult to achieve a sufficiently deep integration of the controller's algorithms for controlling the three drive units. This results in complex control algorithms and limited optimization of chassis performance.

[0003] The invention patent CN118457541A, entitled "A Hydraulic Drive-by-Wire Chassis System Based on Electro-hydraulic Control, Automobile Chassis, and Automobile," provides an automobile chassis that uses an electric pump to power an accumulator. The accumulator then supplies hydraulic pressure to the active suspension, steering system, and brakes via solenoid valves and pressure regulating valves. The system also features hydraulic redundancy, allowing for manual hydraulic control by the driver in case of electronic control failure. However, this patent has the following shortcomings:

[0004] 1) The patent does not clearly specify how the suspension, steering, and braking actuators achieve their functions. Based on the pressure regulating valve disclosed in the patent, it is difficult to realize the up and down stroke of the suspension and the active stroke of the steering action.

[0005] 2) The redundant mechanism of this patent has not yet achieved complete drive-by-wire and cannot be adapted to the chassis technology required for future autonomous driving.

[0006] 3) This patent does not take into account that active suspension requires high-pressure, high-flow-rate liquid, and the front and rear span distance is large. Powering the front and rear suspension with an electric pump requires a long pipeline, resulting in significant energy loss and making cost control difficult.

[0007] 4) The patent contains an energy storage device, which will continuously maintain a high pressure in the hydraulic pipeline, which may easily lead to reliability problems in the hydraulic system. Summary of the Invention

[0008] To address the aforementioned problems, this utility model provides an integrated hydraulic control system for a car drive-by-wire chassis. By integrating the front and rear steering gears, front and rear active suspensions, and four-wheel braking into a single hydraulic control system, costs are significantly reduced, and the deep integration of the three control algorithms is facilitated.

[0009] The technical solution of this utility model is as follows: an integrated hydraulic control system for a car steerable chassis, comprising a first chassis control system and a second chassis control system. Each of the first and second chassis control systems includes a steerable hydraulic steering subsystem, a steerable hydraulic active suspension subsystem, and a steerable hydraulic braking subsystem. The steerable hydraulic steering subsystem includes a hydraulic steering gear. The left and right steering ports of the hydraulic steering gear are respectively provided with T-junctions, which are connected to a high-pressure steering control valve and a low-pressure steering control valve, respectively. The high-pressure steering control valve is connected to the outlet of an electric pump via a high-pressure oil circuit, and the low-pressure steering control valve is connected to the inlet of the electric pump via a low-pressure oil circuit. The low-pressure oil circuit is connected to a hydraulic oil... The system is connected to the hydraulic system via a valve. The drive-by-wire hydraulic active suspension subsystem includes a left shock absorber and a right shock absorber. The oil ports of the two oil chambers of the left and right shock absorbers are each equipped with a tee, which connects to a high-pressure damping control valve and a low-pressure damping control valve, respectively. The high-pressure damping control valve is connected to a high-pressure oil circuit, and the low-pressure damping control valve is connected to a low-pressure oil circuit. The drive-by-wire hydraulic braking subsystem includes a left brake and a right brake. The oil ports of the oil chambers of the left and right brakes are each equipped with a tee, which connects to a high-pressure braking control valve and a low-pressure braking control valve, respectively. The high-pressure braking control valve is connected to a high-pressure oil circuit, and the low-pressure braking control valve is connected to a low-pressure oil circuit. Both the low-pressure and high-pressure oil circuits are filled with hydraulic oil, forming a closed-loop oil circuit.

[0010] Preferably, in the first chassis control system, the hydraulic steering gear of the steer-by-wire subsystem is a front wheel hydraulic steering gear, the left and right shock absorbers of the steer-by-wire active suspension subsystem are the left and right shock absorbers of the front active suspension, respectively, the left and right brakes of the steer-by-wire hydraulic braking subsystem are the front left wheel brake and the rear right wheel brake, respectively, the high-pressure oil circuit is a first high-pressure oil circuit, and the electric pump is a first electric pump.

[0011] Preferably, the front wheel hydraulic steering gear of the steer-by-wire subsystem of the first chassis control system is connected to a steer-by-wire motor.

[0012] Preferably, the drive-by-wire motor drives the front wheel hydraulic steering system by pushing a rack and pinion via a ball screw.

[0013] Preferably, in the second chassis control system, the hydraulic steering gear of the steer-by-wire subsystem is a rear wheel hydraulic steering gear, the left and right shock absorbers of the steer-by-wire active suspension subsystem are the left and right shock absorbers of the rear active suspension, respectively, the left and right brakes of the steer-by-wire hydraulic braking subsystem are the front right wheel brake and the rear left wheel brake, respectively, the high-pressure oil circuit is a second high-pressure oil circuit, and the electric pump is a second electric pump.

[0014] Preferably, a pressure sensor is installed on the high-pressure oil line.

[0015] Preferably, a pressure relief valve is provided between the high-pressure oil circuit and the low-pressure oil circuit.

[0016] The advantages of this utility model are:

[0017] 1. This utility model uses two electric pumps to provide high-pressure, high-flow hydraulic oil to the first and second chassis control systems respectively, thereby controlling the entire wire-controlled chassis, which significantly reduces costs compared to existing technologies.

[0018] 2. The two high-pressure oil circuits and one low-pressure oil circuit of this utility model form two hydraulic circulation systems respectively, ensuring sufficient safety redundancy.

[0019] 3. Compared with existing technologies, the present invention requires a shorter pipeline length for the high-pressure oil circuit, thus resulting in lower energy consumption and lower cost.

[0020] 4. The active suspension, steering system and brake system of this utility model are all hydraulically driven, which is conducive to the deep integration of the control algorithm of the controller to control the three types of actuators.

[0021] 5. The hydraulic control system of this utility model does not require constant high pressure, which does not cause continuous damage to the hydraulic control system and has low reliability risk. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the structure of this utility model. Detailed Implementation

[0023] See Figure 1 An integrated hydraulic control system for a car steerable chassis includes a first chassis control system and a second chassis control system. The first and second chassis control systems each include a steerable hydraulic steering subsystem, a steerable hydraulic active suspension subsystem, and a steerable hydraulic braking subsystem.

[0024] The first chassis control system's steer-by-wire hydraulic steering subsystem includes a front wheel steering gear 1. The left steering port of the front wheel steering gear 1 is equipped with a tee, which connects to a first high-pressure steering control valve 11 and a first low-pressure steering control valve 9. The first high-pressure steering control valve 11 is connected to a first high-pressure oil circuit 17, and the first low-pressure steering control valve 9 is connected to a low-pressure oil circuit 18. The first high-pressure oil circuit 17 is connected to the outlet of a first electric pump 6, and the low-pressure oil circuit 18 is connected to the inlet of the first electric pump 6. The low-pressure oil circuit 18 is connected to a hydraulic oil reservoir 19. The right steering port of the front wheel steering gear 1 is equipped with a tee, which connects to a second high-pressure steering control valve 12 and a second low-pressure steering control valve 10. The second high-pressure steering control valve 12 is connected to the first high-pressure oil circuit 17, and the second low-pressure steering control valve 10 is connected to the low-pressure oil circuit 18.

[0025] The drive-by-wire hydraulic active suspension subsystem of the first chassis control system includes a front active suspension left shock absorber 2 and a front active suspension right shock absorber 3. The first oil port of the front active suspension left shock absorber 2 is provided with a tee, which is connected to a first damping high-pressure control valve 14 and a first damping low-pressure control valve 13. The first damping high-pressure control valve 14 is connected to a first high-pressure oil circuit 17, and the first damping low-pressure control valve 13 is connected to a low-pressure oil circuit 18. The second oil port of the front active suspension left shock absorber 2 is provided with a tee, which is connected to a second damping high-pressure control valve 16 and a second damping low-pressure control valve 15. The second damping high-pressure control valve 16 is connected to the first high-pressure oil circuit 17, and the second damping low-pressure control valve 15 is connected to the low-pressure oil circuit 18. The first oil port of the right shock absorber 3 of the front active suspension is provided with a tee, which is connected to the third high-pressure control valve 22 and the third low-pressure control valve 21 respectively. The third high-pressure control valve 22 is connected to the first high-pressure oil circuit 17, and the third low-pressure control valve 21 is connected to the low-pressure oil circuit 18. The second oil port of the right shock absorber 3 of the front active suspension is provided with a tee, which is connected to the fourth high-pressure control valve 24 and the fourth low-pressure control valve 23 respectively. The fourth high-pressure control valve 24 is connected to the first high-pressure oil circuit 17, and the fourth low-pressure control valve 23 is connected to the low-pressure oil circuit 18.

[0026] The first chassis control system's drive-by-wire hydraulic braking subsystem includes a front left brake 4 and a rear right brake 5. The front left brake 4 has a T-junction at its oil port, which is connected to a first high-pressure brake control valve 25 and a first low-pressure brake control valve 26. The first high-pressure brake control valve 25 is connected to a first high-pressure oil circuit 17, and the first low-pressure brake control valve 26 is connected to a low-pressure oil circuit 18. The rear right brake 5 has a T-junction at its oil port, which is connected to a second high-pressure brake control valve 27 and a second low-pressure brake control valve 28. The second high-pressure brake control valve 27 is connected to the first high-pressure oil circuit 17, and the second low-pressure brake control valve 28 is connected to the low-pressure oil circuit 18.

[0027] The second chassis control system's steer-by-wire hydraulic steering subsystem includes a rear wheel steering gear 29. The left steering port of the rear wheel steering gear 29 is equipped with a three-way valve, which connects to a third high-pressure steering control valve 39 and a third low-pressure steering control valve 37. The third high-pressure steering control valve 39 is connected to a second high-pressure oil circuit 45, and the third low-pressure steering control valve 37 is connected to a low-pressure oil circuit 18. The second high-pressure oil circuit 45 is connected to the outlet of a second electric pump 34, and the low-pressure oil circuit 18 is connected to the inlet of the second electric pump 34. The low-pressure oil circuit 18 is connected to a hydraulic oil reservoir 19. The right steering port of the rear wheel steering gear 29 is equipped with a three-way valve, which connects to a fourth high-pressure steering control valve 40 and a fourth low-pressure steering control valve 38. The fourth high-pressure steering control valve 40 is connected to the second high-pressure oil circuit 45, and the fourth low-pressure steering control valve 38 is connected to the low-pressure oil circuit 18.

[0028] The second chassis control system's drive-by-wire hydraulic active suspension subsystem includes a rear active suspension left shock absorber 30 and a rear active suspension right shock absorber 31. The first port of the rear active suspension left shock absorber 30 is equipped with a tee, which connects to a fifth high-pressure damping control valve 42 and a fifth low-pressure damping control valve 41. The fifth high-pressure damping control valve 42 is connected to a second high-pressure oil circuit 45, and the fifth low-pressure damping control valve 41 is connected to a low-pressure oil circuit 18. The second port of the rear active suspension left shock absorber 30 is also equipped with a tee, which connects to a sixth high-pressure damping control valve 44 and a sixth low-pressure damping control valve 43. The sixth high-pressure damping control valve 44 is connected to the second high-pressure oil circuit 18. 5. The sixth damping low-pressure control valve 43 is connected to the low-pressure oil circuit 18; the first oil port of the right shock absorber 31 of the rear active suspension is provided with a tee, which is connected to the seventh damping high-pressure control valve 47 and the seventh damping low-pressure control valve 46 respectively. The seventh damping high-pressure control valve 47 is connected to the second high-pressure oil circuit 45, and the seventh damping low-pressure control valve 46 is connected to the low-pressure oil circuit 18. The second oil port of the right shock absorber 31 of the rear active suspension is provided with a tee, which is connected to the eighth damping high-pressure control valve 49 and the eighth damping low-pressure control valve 48 respectively. The eighth damping high-pressure control valve 49 is connected to the second high-pressure oil circuit 45, and the eighth damping low-pressure control valve 48 is connected to the low-pressure oil circuit 18.

[0029] The second chassis control system's drive-by-wire hydraulic braking subsystem includes a front right brake 32 and a rear left brake 33. The front right brake 33 has a three-way valve at its oil port, which connects to a third high-pressure brake control valve 50 and a third low-pressure brake control valve 51. The third high-pressure brake control valve 50 is connected to a second high-pressure oil circuit 45, and the third low-pressure brake control valve 51 is connected to a low-pressure oil circuit 18. The rear left brake 33 has a three-way valve at its oil port, which connects to a fourth high-pressure brake control valve 52 and a fourth low-pressure brake control valve 53. The fourth high-pressure brake control valve 52 is connected to the second high-pressure oil circuit 45, and the fourth low-pressure brake control valve 53 is connected to the low-pressure oil circuit 18.

[0030] The first high-pressure oil circuit 17, the second high-pressure circuit 45, and the low-pressure oil circuit 18 are all filled with hydraulic oil to form a closed-loop oil circuit.

[0031] In this invention, a first pressure sensor 8 is installed on the first high-pressure oil circuit 17, and a second pressure sensor 45 is installed on the second high-pressure oil circuit 45. By using the first and second pressure sensors to detect the pressure values ​​of the first and second high-pressure oil circuits in real time, it is possible to determine whether there is a fault in the hydraulic system. If the pressure detection value is consistently too low, it may be due to problems such as electric pump failure, pipeline leakage, or abnormal pressure relief of the valve group. If the pressure detection value is consistently too high, it may be due to problems such as valve group jamming or blockage of the pressure relief channel. Furthermore, the first and second pressure sensors are also used for signal feedback, facilitating precise control and adjustment of braking, suspension, and steering.

[0032] In this invention, a first pressure relief valve 7 is provided between the first high-pressure oil circuit 17 and the low-pressure oil circuit 18, and a second pressure relief valve 35 is provided between the second high-pressure oil circuit 45 and the low-pressure oil circuit 18. By providing the first and second pressure relief valves, it is ensured that when the pressure in the first and second high-pressure oil circuits is too high, the pressure in the first and second high-pressure oil circuits can be released through the first and second pressure relief valves, so as to avoid the high pressure from continuously damaging the hydraulic control system and causing the system reliability to decrease.

[0033] In this invention, the front wheel hydraulic steering gear 1 of the steer-by-wire subsystem of the first chassis control system is connected to the steer-by-wire motor 20. The steer-by-wire motor 20 drives the front wheel hydraulic steering gear 1 by pushing the rack through the ball screw, so as to ensure sufficient safety redundancy in the event of failure of the first high-pressure oil circuit 17.

[0034] In this invention, all control valves are solenoid valves. Specifically, the first damping low-pressure control valve 13, the second damping low-pressure control valve 15, the third damping low-pressure control valve 21, the fourth damping low-pressure control valve 23, the fifth damping low-pressure control valve 41, the sixth damping low-pressure control valve 43, the seventh damping low-pressure control valve 46, and the eighth damping low-pressure control valve 48 of the drive-by-wire hydraulic active suspension subsystems of the first and second chassis control systems are all normally open solenoid valves, ensuring that the active suspension has a certain damping adjustment capability even when not actively controlled. The first electric pump 6 and the second electric pump 6 are both unidirectional, with fast response speed, simple control, and low cost.

[0035] The working principle of this utility model is as follows:

[0036] In this invention, the first chassis control system and the second chassis control system operate on the same principle. Therefore, in this embodiment, the working principle of this invention will be explained using the first chassis control system.

[0037] ① Steering Condition: When the front wheel steering gear 1 needs to move to the left, the first low-pressure steering control valve 9 opens and connects to the low-pressure oil circuit 18, the first high-pressure steering control valve 11 closes, the second low-pressure steering control valve 10 closes, and the second high-pressure steering control valve 12 opens and connects to the first high-pressure oil circuit 17 and adjusts linearly. The first electric pump 6 operates to provide high-pressure, high-flow hydraulic oil to the first high-pressure oil circuit 17 in real time. This hydraulic oil then enters the right-side oil chamber of the front wheel steering gear 1 through the second high-pressure steering control valve 12. The hydraulic oil in the left-side oil chamber of the front wheel steering gear 1 returns to the low-pressure oil circuit 18 and the hydraulic oil reservoir 19 through the first low-pressure steering control valve 9, forming a closed-loop oil circuit, thus enabling the front wheel steering gear 1 to move to the left. Movement; When the front wheel steering gear 1 needs to move to the right, the first steering low-pressure control valve 9 is closed, the first steering high-pressure control valve 11 is opened and connected to the first high-pressure oil circuit 17 and linearly regulated, the second steering low-pressure control valve 10 is opened and connected to the low-pressure oil circuit 18, and the second steering high-pressure control valve 12 is closed. The first electric pump 6 works to provide high-pressure, high-flow hydraulic oil to the first high-pressure oil circuit 17 in real time, so that this hydraulic oil enters the left oil chamber of the front wheel steering gear 1 through the first steering high-pressure control valve 11, and the hydraulic oil in the right oil chamber of the front wheel steering gear 1 returns to the low-pressure oil circuit 18 and the hydraulic oil reservoir 19 through the second steering low-pressure control valve 10, forming a closed-loop oil circuit, so as to realize the rightward movement of the front wheel steering gear 1.

[0038] ②Suspension conditions:

[0039] a. Passive operation: The first, second, third, and fourth vibration damping low-pressure control valves are normally open, serving as a passive valve system. The fully active suspension operates passively, realizing the function of the basic vibration damper.

[0040] b. Active Operation: When the left shock absorber 2 of the front active suspension needs to move upward, the first low-pressure control valve 13 opens and connects to the low-pressure oil circuit 18, the first high-pressure control valve 14 closes, the second low-pressure control valve 15 closes, and the second high-pressure control valve 16 opens and connects to the first high-pressure oil circuit 17 and adjusts linearly. The first electric pump 6 operates to provide high-pressure, high-flow hydraulic oil to the first high-pressure oil circuit 17 in real time. This hydraulic oil then enters the upper oil chamber of the left shock absorber 2 of the front active suspension through the second high-pressure control valve 16. The hydraulic oil in the lower oil chamber of the left shock absorber 2 returns to the low-pressure oil circuit 18 and the hydraulic oil reservoir 19 through the first low-pressure control valve 13, forming a closed-loop oil circuit, thus enabling the left shock absorber 2 of the front active suspension to move upward. The front active suspension left shock absorber 2 moves downwards. When downward movement is required, the first low-pressure control valve 13 closes, the first high-pressure control valve 14 opens and connects to the first high-pressure oil circuit 17 and adjusts linearly, the second low-pressure control valve 15 opens and connects to the low-pressure oil circuit 18, and the second high-pressure control valve 16 closes. The first electric pump 6 operates, providing high-pressure, high-flow hydraulic oil to the first high-pressure oil circuit 17 in real time. This hydraulic oil enters the lower oil chamber of the front active suspension left shock absorber 2 through the first high-pressure control valve 14, while the hydraulic oil in the upper oil chamber of the front active suspension left shock absorber 2 returns to the low-pressure oil circuit 18 and the hydraulic oil reservoir 19 through the second low-pressure control valve 15, forming a closed-loop oil circuit, thus enabling the front active suspension left shock absorber 2 to move downwards. The working principle of the front active suspension right shock absorber 3 is the same as that of the front active suspension left shock absorber 2, and will not be described further here.

[0041] ③ Braking conditions: Under normal braking conditions, the first, second, third, and fourth brake high-pressure control valves are open, the first, second, third, and fourth brake low-pressure control valves are closed, and the first and second electric pumps are working to achieve four-wheel braking. When braking functions such as ABS are required, the first, second, third, and fourth brake high-pressure control valves and the first, second, third, and fourth brake low-pressure control valves are dynamically adjusted, and the first and second electric pumps are working to achieve braking functions such as ABS.

[0042] ④Combined working conditions: When any two or three of the suspension, steering and braking need to work at the same time, the first electric pump 6 provides high pressure and high flow hydraulic oil to the first high pressure oil circuit 17 in real time, and adjusts the opening and closing of the corresponding control valves to achieve the hydraulic control required by each.

[0043] Regarding the redundancy and safety of this utility model, two high-pressure oil circuits operate simultaneously. For the braking system, the four-wheel brakes are arranged in an X-shape, meaning that the front left wheel brake 4 and the rear right wheel brake 5 are both controlled by the first high-pressure oil circuit 17, and the front right wheel brake 32 and the rear left wheel brake 33 are both controlled by the second high-pressure oil circuit 45, achieving braking redundancy and safety. For the steering system, the front wheel hydraulic steering unit 1 of this utility model is connected to a drive-by-wire motor 20. Even if the first high-pressure oil circuit 17 fails, the front wheels can still be steered by the drive-by-wire motor 20, achieving steering redundancy and safety. For the suspension system, the first, second, third, and fourth damping low-pressure control valves of this application are normally open, and the fully active suspension operates passively, realizing the function of the basic damper and achieving suspension redundancy and safety.

[0044] 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. An integrated hydraulic control system for a car drive-by-wire chassis, characterized in that: The system includes a first chassis control system and a second chassis control system for a vehicle's drive-by-wire chassis. Each of the first and second chassis control systems includes a drive-by-wire hydraulic steering subsystem, a drive-by-wire hydraulic active suspension subsystem, and a drive-by-wire hydraulic braking subsystem. The drive-by-wire hydraulic steering subsystem includes a hydraulic steering gear. The left and right steering ports of the hydraulic steering gear are each equipped with a three-way valve, which connects to a high-pressure steering control valve and a low-pressure steering control valve, respectively. The high-pressure steering control valve is connected to the outlet of an electric pump via a high-pressure oil circuit, and the low-pressure steering control valve is connected to the inlet of the electric pump via a low-pressure oil circuit. The low-pressure oil circuit is connected to a hydraulic oil reservoir. The drive-by-wire hydraulic active suspension... The system includes a left shock absorber and a right shock absorber. The oil ports of the two oil chambers of the left and right shock absorbers are each equipped with a T-junction, which connects to a high-pressure damping control valve and a low-pressure damping control valve, respectively. The high-pressure damping control valve is connected to a high-pressure oil circuit, and the low-pressure damping control valve is connected to a low-pressure oil circuit. The drive-by-wire hydraulic braking subsystem includes a left brake and a right brake. The oil ports of the oil chambers of the left and right brakes are each equipped with a T-junction, which connects to a high-pressure braking control valve and a low-pressure braking control valve, respectively. The high-pressure braking control valve is connected to a high-pressure oil circuit, and the low-pressure braking control valve is connected to a low-pressure oil circuit. Both the low-pressure and high-pressure oil circuits are filled with hydraulic oil, forming a closed-loop oil circuit.

2. The integrated hydraulic control system for a drive-by-wire chassis according to claim 1, characterized in that: In the first chassis control system, the hydraulic steering gear of the steer-by-wire hydraulic steering subsystem is the front wheel hydraulic steering gear (1), the left and right shock absorbers of the steer-by-wire hydraulic active suspension subsystem are the front active suspension left shock absorber (2) and the front active suspension right shock absorber (3), the left and right brakes of the steer-by-wire hydraulic braking subsystem are the front left wheel brake (4) and the rear right wheel brake (5), the high-pressure oil circuit is the first high-pressure oil circuit (18), and the electric pump is the first electric pump (6).

3. The integrated hydraulic control system for a drive-by-wire chassis according to claim 2, characterized in that: The front wheel hydraulic steering gear (1) of the steer-by-wire hydraulic steering subsystem of the first chassis control system is connected to a steer-by-wire motor (20).

4. The integrated hydraulic control system for a drive-by-wire chassis according to claim 3, characterized in that: The drive-by-wire motor (20) drives the front wheel hydraulic steering gear (1) by pushing the rack through the ball screw.

5. The integrated hydraulic control system for a drive-by-wire chassis according to claim 1, characterized in that: In the second chassis control system, the hydraulic steering gear of the steer-by-wire hydraulic steering subsystem is the rear wheel hydraulic steering gear (29), the left and right shock absorbers of the steer-by-wire hydraulic active suspension subsystem are the left shock absorber (30) and the right shock absorber (31) of the rear active suspension, respectively, the left and right brakes of the steer-by-wire hydraulic braking subsystem are the front right wheel brake (32) and the rear left wheel brake (33), respectively, the high-pressure oil circuit is the second high-pressure oil circuit (45), and the electric pump is the second electric pump (34).

6. The integrated hydraulic control system for a drive-by-wire chassis according to claim 1, characterized in that: A pressure sensor is installed on the high-pressure oil line.

7. The integrated hydraulic control system for a drive-by-wire chassis according to claim 1, characterized in that: A pressure relief valve is installed between the high-pressure oil circuit and the low-pressure oil circuit.

Images