Vehicle suspension system and vehicle

Abstract

This utility model discloses a vehicle suspension system and a vehicle, relating to the field of suspension technology. The vehicle suspension system includes: air springs, each air spring having an air bladder, and at least two air springs spaced apart along the width direction of the vehicle; and cylinders, each air spring corresponding to one cylinder, each cylinder having an A port and a B port, each cylinder's B port being connected in parallel to a first air passage and a second air passage, the first air passage being connected to the corresponding air bladder, each first air passage having a first control valve, each second air passage having a second control valve, and each cylinder's A port having a third control valve. The cylinder is used to connect the vehicle frame and the axle. The first control valve has an on state and an off state. In the off state, the second and third control valves cooperate to extend the cylinder to provide support force to the vehicle frame, or to retract the cylinder to provide tension force to the vehicle frame. The technical solution of this utility model improves the vehicle's anti-roll characteristics.

Description

Technical Field

[0001] This utility model relates to the field of suspension technology, and in particular to a vehicle suspension system and a vehicle. Background Technology

[0002] In automotive suspension systems, the stabilizer bar is a crucial component for improving vehicle handling stability and suppressing body roll. A traditional stabilizer bar typically consists of a metal rod with specific torsional stiffness, connected to the left and right suspensions via linkage mechanisms. When the vehicle turns or travels on uneven surfaces, the stabilizer bar generates a reaction torque through its torsional deformation, thereby limiting body roll and improving driving safety and ride comfort.

[0003] However, the angular stiffness of traditional stabilizer bars is fixed, determined by material properties, geometry, and installation method. It cannot be dynamically adjusted based on driving conditions after the vehicle leaves the factory, and therefore cannot actively optimize anti-roll performance. Currently, some models also use active stabilizer bar systems, but these suspensions have a relatively high frequency of skew. Utility Model Content

[0004] The main objective of this invention is to provide a vehicle suspension system and a vehicle, which aims to solve at least one of the aforementioned technical problems.

[0005] To achieve the above objectives, this utility model provides a vehicle suspension system, which includes:

[0006] An air spring, the air spring having an air bladder, and at least two air springs spaced apart along the width direction of the vehicle; and

[0007] A cylinder is provided for each air spring. Each cylinder has an A port and a B port. A first air passage and a second air passage are connected in parallel to the B port of each cylinder. The first air passage is connected to the corresponding air bag. Each first air passage is provided with a first control valve. Each second air passage is provided with a second control valve. Each A port of each cylinder is provided with a third control valve.

[0008] The cylinder is used to connect the vehicle frame and the axle. The first control valve has an on state and an off state. In the off state, the second control valve and the third control valve cooperate to extend the cylinder to provide support force to the vehicle frame, or to retract the cylinder to provide tension force to the vehicle frame.

[0009] In one embodiment, the vehicle suspension system further includes an air reservoir, the air reservoir and the B port of the cylinder are connected through a second air passage, and the third control valve is connected to the A port of the cylinder and the air reservoir.

[0010] In one embodiment, the airbag and the air reservoir are connected via a third air passage.

[0011] In one embodiment, the vehicle suspension system further includes an electronic control unit, wherein the first control valve, the second control valve, and the third control valve are electrically connected to the electronic control unit.

[0012] In one embodiment, the vehicle suspension system further includes a sensor unit electrically connected to the electronic control unit.

[0013] In one embodiment, the sensor unit includes at least one of a steering angle sensor, a lateral acceleration sensor, a vehicle roll angle sensor, and a yaw rate sensor.

[0014] In one embodiment, the first control valve is a one-way valve, which opens or closes the airbag in the direction of port B from the airbag to the cylinder.

[0015] In one embodiment, the cylinder includes a cylinder barrel, a piston movably disposed inside the cylinder barrel, and a piston rod connected to the piston. One end of the piston rod extends away from the piston to the outside of the cylinder barrel. Port A and port B are disposed in the cylinder barrel. One of the cylinder barrel and the piston rod is used to connect to the vehicle frame, and the other of the cylinder barrel and the piston rod is used to connect to the axle.

[0016] In one embodiment, both the second control valve and the third control valve are three-position three-way solenoid valves.

[0017] To achieve the above objectives, this utility model provides a vehicle that includes the vehicle suspension system described above.

[0018] The technical solution of this application involves setting one cylinder on each side of the vehicle's width direction, meaning each airbag corresponds to one cylinder. When the first control valve is opened, the first air passage between the airbag and the corresponding cylinder is opened, allowing air to enter through port B and exit through port A. The cylinder can be used as a secondary chamber for the airbag, increasing the airbag volume and pressure, and effectively reducing the suspension system's skew frequency. Furthermore, when the vehicle is turning, the first control valve closes, disconnecting the first air passage between the airbag and the corresponding cylinder. Through the cooperation of the second and third control valves, the cylinder can extend to provide support to the corresponding side of the vehicle by exiting through port A and entering through port B, or it can contract to provide pulling force to the corresponding side of the vehicle by entering through port A and exiting through port B. Understandably, when a vehicle turns left, the cylinder corresponding to the left side contracts, providing a pulling force to the left side of the vehicle, while the cylinder corresponding to the right side extends, providing a supporting force to the right side. Conversely, when a vehicle turns right, the cylinder corresponding to the right side contracts, providing a pulling force to the right side, while the cylinder corresponding to the left side extends, providing a supporting force to the left side. In other words, the technical solution of this application improves the vehicle's anti-roll performance by adjusting the state of the cylinders corresponding to the left and right sides of the vehicle, thereby changing the forces acting on the left and right sides. Furthermore, the overall structure reduces the use of strong magnetic components such as motors and electronic controls, significantly reducing the risk of electromagnetic interference to the entire vehicle. At the same time, it offers a wider selection of cylinders, lower costs, and greater practicality. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of the structure of an embodiment of the vehicle suspension system of this utility model. Figure 1 ;

[0021] Figure 2 This is a schematic diagram of the structure of an embodiment of the vehicle suspension system of this utility model. Figure 2 .

[0022] Explanation of icon numbers:

[0023] 100. Airbag; 110. Left airbag; 120. Right airbag; 200. Cylinder; 210. Left cylinder; 220. Right cylinder; 410. First air passage; 411. First left air passage; 412. First right air passage; 420. Second air passage; 421. Second left air passage; 422. Second right air passage; 430. Third air passage; 431. Third left air passage; 432. Third right air passage; 440. Fourth air passage; 441. Fourth left air passage; 442. Fourth right air passage; 510. First control valve; 511. First left control valve; 512. First right control valve; 520. Second control valve; 521. Second left control valve; 522. Second right control valve; 530. Third control valve; 531. Third left control valve; 532. Third right control valve; 600. Air reservoir; 300. Electronic control unit.

[0024] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0025] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the embodiments of the present utility model.

[0026] It should be noted that all directional indicators (such as up, down, left, right, front, back, etc.) in this utility model embodiment are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicator will also change accordingly.

[0027] Furthermore, in the embodiments of this utility model, descriptions involving "first," "second," etc., are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of the embodiments of this utility model, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0028] In this embodiment of the invention, unless otherwise explicitly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this embodiment of the invention according to the specific circumstances.

[0029] Furthermore, the technical solutions of the various embodiments of this utility model can be combined with each other, but only if they are based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the protection scope claimed by the embodiments of this utility model.

[0030] The angular stiffness of traditional stabilizer bars is fixed, determined by material properties, geometry, and installation method. It cannot be dynamically adjusted based on driving conditions after the vehicle leaves the factory, and therefore cannot actively optimize anti-roll performance. Currently, some models also use active stabilizer bar systems, but these result in a higher suspension skew frequency.

[0031] In view of this, the present invention provides a vehicle suspension system and a vehicle. By arranging a cylinder on each side of the vehicle in the width direction, i.e., one cylinder corresponding to each airbag, when the first control valve is opened, the first air passage between the airbag and the corresponding cylinder is opened, air enters through port B of the cylinder and exhausts through port A. The cylinder can be used as a secondary chamber for the airbag, increasing the airbag volume and pressure, and effectively reducing the skew frequency of the suspension system. Furthermore, when the vehicle is turning, the first control valve closes, and the first air passage between the airbag and the corresponding cylinder is disconnected. Through the cooperation of the second and third control valves, the cylinder can extend to provide support to the corresponding side of the vehicle by exhausting through port A and entering through port B, or it can contract by entering through port A and exhausting through port B to provide tension to the corresponding side of the vehicle, thereby improving the vehicle's anti-roll performance.

[0032] To better understand the above technical solution, the following detailed explanation is provided in conjunction with the accompanying drawings.

[0033] like Figure 1 As shown in the figure, this utility model embodiment proposes a vehicle suspension system, the vehicle suspension system comprising:

[0034] An air spring having an air bladder 100, wherein at least two air springs are spaced apart along the width direction of the vehicle; and

[0035] A cylinder 200 is provided for each air spring. Each cylinder 200 has an A port and a B port. A first air passage 410 and a second air passage 420 are connected in parallel to the B port of each cylinder 200. The first air passage 410 is connected to the corresponding airbag 100. Each first air passage 410 is provided with a first control valve 510. Each second air passage 420 is provided with a second control valve 520. Each cylinder 200 has a third control valve 530 at its A port.

[0036] The cylinder 200 is used to connect the frame and the axle. The first control valve 510 has an on state and an off state. In the off state, the second control valve 520 and the third control valve 530 cooperate to extend the cylinder 200 to provide support force to the frame, or to retract the cylinder 200 to provide tension force to the frame.

[0037] Specifically, refer to Figure 2 The vehicle has a left cylinder 210 and a left airbag 110 on the left side, and a right cylinder 220 and a right airbag 120 on the right side.

[0038] The left cylinder 210 has a third left control valve 531 at port A, and the right cylinder 220 has a third right control valve 532 at port A.

[0039] The B port of the left cylinder 210 is connected to the left airbag 110 through the first left air passage 411. The first left air passage 411 is provided with a first left control valve 511. The B port of the left cylinder 210 is connected to the air storage device 600 through the second left air passage 421. The second left air passage 421 is provided with a second left control valve 521.

[0040] The B port of the right cylinder 220 is connected to the right airbag 120 through the first right air passage 412. The first right air passage 412 is provided with a first right control valve 512. The B port of the right cylinder 220 is connected to the air storage device 600 through the second right air passage 422. The second right air passage 422 is provided with a second right control valve 522.

[0041] The first left control valve 511 and the first right control valve 512 form the first control valve 510, the second left control valve 521 and the second right control valve 522 form the second control valve 520, and the third left control valve 531 and the third right control valve 532 form the third control valve 530.

[0042] The working mode is as follows:

[0043] When the vehicle is stationary and traveling in a straight line (acceleration, deceleration, constant speed), the first left control valve 511 connects the left airbag 110 and the B port of the left cylinder 210, allowing air to enter through the B port of the left cylinder 210. The third left control valve 531 connects the A port of the left cylinder 210 to the external environment, allowing air to exit through the A port of the left cylinder 210. Simultaneously, the first right control valve 512 connects the right airbag 120 and the B port of the right cylinder 220, allowing air to enter through the B port of the right cylinder 220. The third right control valve 532 connects the A port of the right cylinder 220 to the external environment, allowing air to exit through the A port of the right cylinder 220. At this time, the left cylinder 210 is used as an auxiliary air chamber for the left airbag 110, and the right cylinder 220 is used as an auxiliary air chamber for the right airbag 120, increasing the volume of the airbag 100, reducing the frequency of the suspension system's skewness, and improving ride comfort.

[0044] During transient vehicle steering, there are left and right turns. The operating states of each cylinder 200 are opposite during left and right turns. This embodiment uses left steering as an example. The first left control valve 511 disconnects the first air passage 410 between the left airbag 110 and the left cylinder 210, meaning the left airbag 110 and the left cylinder 210 are not connected, and the left cylinder 210 is no longer used as an auxiliary air chamber for the left airbag 110. The third left control valve 531 connects port A of the left cylinder 210 to an external air source, allowing air to enter through port A. The second left control valve 521 connects port B of the left cylinder 210 to the external environment, causing exhaust from port B and contraction of the left cylinder 210, providing traction to the left side of the vehicle. The third right control valve 532 connects port A of the right cylinder 220 to the external environment, allowing exhaust from port A. The second right control valve 522 connects port B of the right cylinder 220 to an external air source through the second right air passage 422. The external air source provides intake air to the right cylinder 220 through the second right air passage 422 and port B of the right cylinder 220, causing the right cylinder 220 to extend and provide support to the right side of the vehicle. During transient steering, the states of the left cylinder 210 and the right cylinder 220 are adjusted in real time to better prevent vehicle roll.

[0045] When the vehicle enters this state from the aforementioned transient steering state, the third left control valve 531 closes port A of the left cylinder 210, so port A of the left cylinder 210 neither receives nor exhausts air. The second left control valve 521 closes port B of the left cylinder 210, so port B of the left cylinder 210 neither receives nor exhausts air. The third right control valve 532 closes port A of the right cylinder 220, so port A of the right cylinder 220 neither receives nor exhausts air. The second right control valve 522 closes port B of the right cylinder 220, so port B of the right cylinder 220 neither receives nor exhausts air.

[0046] In the technical solution adopted in this embodiment, by setting a cylinder 200 on each side of the vehicle in the width direction, that is, each airbag 100 corresponds to a cylinder 200, when the first control valve 510 is opened, the first air passage 410 between the airbag 100 and the corresponding cylinder 200 is connected, air enters through port B of the cylinder 200 and exhausts through port A of the cylinder 200. The cylinder 200 can be used as a secondary chamber of the airbag 100, which increases the volume and pressure of the airbag 100 and can effectively reduce the skew frequency of the suspension system. Furthermore, when the vehicle turns, the first control valve 510 closes, disconnecting the first air passage 410 between the airbag 100 and the corresponding cylinder 200. Through the cooperation of the second control valve 520 and the third control valve 530, the cylinder 200 can extend to provide support to the corresponding side of the vehicle by exhausting air through port A and intake air through port B, or it can retract to provide pulling force to the corresponding side of the vehicle by intake air through port A and exhaust air through port B. In other words, when the vehicle turns left, the cylinder 200 corresponding to the left side retracts to provide pulling force to the left side of the vehicle, while the cylinder 200 corresponding to the right side extends to provide support to the right side of the vehicle; when the vehicle turns right, the cylinder 200 corresponding to the right side retracts to provide pulling force to the right side of the vehicle, while the cylinder 200 corresponding to the left side extends to provide support to the left side of the vehicle. The technical solution of this application improves the vehicle's anti-roll performance by adjusting the state of the corresponding cylinders 200 on the left and right sides of the vehicle, thereby changing the forces on the left and right sides. Furthermore, the overall structure reduces the use of strong magnetic components such as motors and electronic controls, significantly lowering the risk of electromagnetic interference to the entire vehicle. At the same time, it offers a wider selection of cylinders 200, lower costs, and greater practicality.

[0047] In one embodiment of this utility model, reference is made to Figure 1 and Figure 2 The vehicle suspension system also includes an air reservoir 600. The air reservoir 600 and the B port of the cylinder 200 are connected through the second air passage 420. The third control valve 530 is connected to the A port of the cylinder 200 and the air reservoir 600. Specifically, the air reservoir 600 can provide an air source for the intake of the cylinder 200, and the air reservoir 600 is a component integrated into the vehicle. Optionally, the third control valve 530 is connected to the air reservoir 600 through a fourth air passage 440. It is understood that the fourth air passage 440 includes a fourth left air passage 441 and a fourth right air passage 442. The third left control valve 531 is connected to the fourth left air passage 441 and the air reservoir 600, and the third right control valve 532 is connected to the fourth right air passage 442 and the air reservoir 600.

[0048] In one embodiment of this utility model, reference is made to Figure 1The airbag 100 and the air reservoir 600 are connected via a third air passage 430. It is understood that both the first air passage 410 and the second air passage 420 are connected to the air reservoir 600, allowing a single air reservoir 600 to simultaneously provide air to both the airbag 100 and the cylinder 200, simplifying the overall structure. Furthermore, the air intake of the air reservoir 600 and the airbag 100 can be independent of each other, preventing mutual exclusion during status adjustments. Specifically, refer to... Figure 2 The third air passage 430 includes a third left air passage 431 and a third right air passage 432. The third left air passage 431 connects the left airbag 110 and the air storage device 600, and the third right air passage 432 connects the right airbag 120 and the air storage device 600.

[0049] In one embodiment of this utility model, reference is made to Figure 1 and Figure 2 The vehicle suspension system also includes an electronic control unit 300, with the first control valve 510, the second control valve 520, and the third control valve 530 electrically connected to the electronic control unit 300. Thus, the electronic control unit 300 enables electric control of the states of each control valve, making operation simpler and more convenient.

[0050] In one embodiment of this utility model, the vehicle suspension system further includes a sensor unit, which is electrically connected to the electronic control unit 300. Through the sensor unit, the vehicle's state can be detected. Based on the vehicle state signals detected by the sensors, the electronic control unit 300 actively and in real-time sends control signals to each control valve, thereby achieving adjustments and changes in the different states of the cylinders 200.

[0051] In one embodiment of this utility model, the sensor unit includes at least one of a steering angle sensor, a lateral acceleration sensor, a vehicle roll angle sensor, and a yaw rate sensor. This allows for real-time reflection of driving intentions and vehicle status, providing more accurate control data to the electronic control unit 300. This facilitates the electronic control unit 300 in precisely adjusting the pressure of the cylinder 200, thereby adjusting the vehicle's attitude.

[0052] In one embodiment of this utility model, the first control valve 510 is a one-way valve, which opens or closes in the direction from the airbag 100 to the cylinder 200 via port B. Thus, when the vehicle is stationary or traveling in a straight line, external air enters the cylinder 200 through the airbag 100, while the gas in the cylinder 200 does not flow to the airbag 100. In the event of an electronic control system malfunction or abnormal air circuit control, the minimum effective pressure inside the cylinder 200 can be maintained, ensuring that the vehicle has at least basic anti-roll capability and improving system redundancy safety.

[0053] In one embodiment of this utility model, the cylinder 200 includes a cylinder barrel, a piston movably disposed inside the cylinder barrel, and a piston rod connected to the piston. One end of the piston rod, away from the piston, extends to the outside of the cylinder barrel. Port A and port B are located within the cylinder barrel. One of the cylinder barrel and the piston rod is used to connect to a vehicle frame, and the other is used to connect to an axle. Specifically, the piston divides the inner cavity of the cylinder barrel into two cavities with variable volumes. One cavity communicates with port A, and the other cavity communicates with port B. The movement of the piston is achieved by changing the intake and exhaust through ports A and B, thereby causing the piston rod to contract or extend.

[0054] In one embodiment of this utility model, both the second control valve 520 and the third control valve 530 are three-position three-way solenoid valves. It is understood that the three-position three-way solenoid valve has three states: an upper position, a middle position, and a lower position. In the upper position, the cylinder 200 can intake air; in the middle position, the cylinder 200 can exhaust air; and in the lower position, the cylinder 200 neither intakes nor exhausts air. This allows for convenient control of the switching between different states of the cylinder 200. It should be noted that the principle of the three-position three-way solenoid valve can refer to existing products and is not limited here. In short, the three-position three-way solenoid valve has a first channel, a second channel, and a third channel. In the upper position, the first and second channels are connected, allowing air intake into the cylinder 200; in the middle position, the first and third channels are connected, allowing air exhaust from the cylinder 200; and in the lower position, the first, second, and third channels are not connected, and the cylinder 200 neither intakes nor exhausts air.

[0055] To achieve the above objectives, this utility model provides a vehicle including the vehicle suspension system described above. Specifically, the specific structure of the vehicle suspension system refers to the above embodiments. Since this vehicle adopts all the technical solutions of the above embodiments, it possesses at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be elaborated upon here.

[0056] The above description is merely an exemplary embodiment of the present utility model and does not limit the scope of protection of the present utility model embodiments. Any equivalent structural transformations made under the technical concept of the present utility model using the description and drawings of the present utility model embodiments, or direct / indirect applications in other related technical fields, are included within the scope of protection of the present utility model embodiments.

Claims

1. A vehicle suspension system, characterized in that, The vehicle suspension system includes: An air spring, the air spring having an air bladder, and at least two air springs spaced apart along the width direction of the vehicle; and A cylinder is provided for each air spring. Each cylinder has an A port and a B port. A first air passage and a second air passage are connected in parallel to the B port of each cylinder. The first air passage is connected to the corresponding air bag. Each first air passage is provided with a first control valve. Each second air passage is provided with a second control valve. Each A port of each cylinder is provided with a third control valve. The cylinder is used to connect the vehicle frame and the axle. The first control valve has an on state and an off state. In the off state, the second control valve and the third control valve cooperate to extend the cylinder to provide support force to the vehicle frame, or to retract the cylinder to provide tension force to the vehicle frame.

2. The vehicle suspension system as described in claim 1, characterized in that, The vehicle suspension system also includes an air reservoir, which is connected to port B of the cylinder via a second air passage, and the third control valve is connected to port A of the cylinder and the air reservoir.

3. The vehicle suspension system as described in claim 2, characterized in that, The airbag and the air storage device are connected via a third air passage.

4. The vehicle suspension system as described in claim 1, characterized in that, The vehicle suspension system also includes an electronic control unit, and the first control valve, the second control valve and the third control valve are electrically connected to the electronic control unit.

5. The vehicle suspension system as described in claim 4, characterized in that, The vehicle suspension system also includes a sensor unit, which is electrically connected to the electronic control unit.

6. The vehicle suspension system as described in claim 5, characterized in that, The sensor unit includes at least one of a steering angle sensor, a lateral acceleration sensor, a vehicle roll angle sensor, and a yaw rate sensor.

7. The vehicle suspension system as claimed in claim 1, characterized in that, The first control valve is a one-way valve, which opens or closes in the direction from the airbag to the B port of the cylinder.

8. The vehicle suspension system as claimed in claim 1, characterized in that, The cylinder includes a cylinder barrel, a piston movably disposed inside the cylinder barrel, and a piston rod connected to the piston. One end of the piston rod away from the piston extends to the outside of the cylinder barrel. Port A and port B are disposed in the cylinder barrel. One of the cylinder barrel and the piston rod is used to connect to the vehicle frame, and the other of the cylinder barrel and the piston rod is used to connect to the axle.

9. The vehicle suspension system as described in any one of claims 1 to 8, characterized in that, Both the second control valve and the third control valve are three-position three-way solenoid valves.

10. A vehicle, characterized in that, The vehicle includes the vehicle suspension system as described in any one of claims 1 to 9.

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