Suspension system and vehicle

Abstract

The application discloses a suspension system and a vehicle, and belongs to the technical field of suspension systems. The suspension system comprises a pressure building module, a shock absorber and a damping control module. The pressure building module is used for outputting or storing transmission medium to supply pressure. The shock absorber is communicated with the pressure building module, and the transmission medium can flow between the shock absorber and the pressure building module. The damping control module is communicated between the pressure building module and the shock absorber, and is used for separately controlling bidirectional flow of the transmission medium, so as to respectively adjust damping of compression stroke and recovery stroke of the shock absorber. Through the separate control of the bidirectional flow by the damping control module, the compression stroke damping and the recovery stroke damping are respectively adjusted, the shock absorber can adjust appropriate damping according to the size of road impact when being compressed, and the damping can also be adjusted as required when being recovered, so that the suspension system can match optimal damping under different road conditions, and the comfort and the control stability of vehicle driving are improved.

Description

Technical Field

[0001] This application relates to the field of suspension system technology, and more particularly to a suspension system and vehicle. Background Technology

[0002] In the field of vehicle suspension technology, the performance of the suspension system directly affects the vehicle's ride comfort and handling stability. Therefore, the control of various suspension parameters has always been a key focus of industry research. Hydraulic suspension has multiple control capabilities. On the one hand, it can precisely adjust the vehicle height according to different road conditions and loads, ensuring that the vehicle maintains an appropriate ground clearance in various scenarios. On the other hand, it can flexibly control the suspension stiffness to adapt to different road impacts and driving needs. Furthermore, it can control the suspension damping, mitigating vibrations caused by road bumps by adjusting the damping magnitude.

[0003] In related technologies, hydraulic suspensions cannot achieve separate control of damping during compression and recovery strokes. This makes it difficult for the suspension to meet the shock absorption needs of the vehicle under different motion states when dealing with complex road conditions, which in turn has an adverse effect on the vehicle's ride comfort. Utility Model Content

[0004] This application provides a suspension system and vehicle to improve vehicle driving comfort, thereby at least partially solving the above-mentioned technical problems.

[0005] To achieve the above objectives, according to a first aspect of this application, a suspension system is provided, comprising:

[0006] Pressure building module, used to output or store transmission medium to supply pressure;

[0007] The shock absorber is connected to the pressure-building module, and the transmission medium can flow between the shock absorber and the pressure-building module;

[0008] A damping control module, connected between the pressure-building module and the shock absorber, is used to individually control the bidirectional flow of the transmission medium to adjust the damping of the shock absorber's compression stroke and recovery stroke respectively.

[0009] Optionally, the damping control module includes:

[0010] The first flow limiting unit is used to regulate the flow rate of the transmission medium from the shock absorber to the pressure building module;

[0011] The second flow limiting unit is used to regulate the flow rate of the transmission medium from the pressure building module to the shock absorber.

[0012] Optionally, the first current limiting unit and the second current limiting unit are connected in series between the pressure building module and the shock absorber.

[0013] The first current limiting unit includes a first branch and a second branch connected in parallel. The first branch is used to control the flow of the transmission medium from the pressure building module to the shock absorber, and the second branch is used to control the flow of the transmission medium from the shock absorber to the pressure building module and can control the flow rate of the transmission medium.

[0014] The second current limiting unit includes a third branch and a fourth branch connected in parallel. The third branch is used to control the flow of the transmission medium from the shock absorber to the pressure building module, and the fourth branch is used to control the flow of the transmission medium from the pressure building module to the shock absorber and can control the flow rate of the transmission medium.

[0015] Optionally, the first branch is provided with a first check valve, and the second branch is provided with a second check valve and a first throttle valve;

[0016] The third branch is equipped with a third check valve, and the fourth branch is equipped with a fourth check valve and a second throttle valve;

[0017] The first check valve and the fourth check valve are used to control the flow of the transmission medium from the pressure building module to the shock absorber;

[0018] The second check valve and the third check valve are used to control the flow of the transmission medium from the shock absorber to the pressure build-up module;

[0019] The first throttle valve and the second throttle valve are used to control the flow rate of the transmission medium.

[0020] Optionally, the damping control module further includes:

[0021] A first driving element is used to adjust the opening of the first throttle valve to control the flow rate of the transmission medium.

[0022] The second driving element is used to adjust the opening of the second throttle valve to control the flow rate of the transmission medium.

[0023] Optionally, the damping control module further includes a valve body, wherein the first flow limiting unit and the second flow limiting unit are mounted on the valve body.

[0024] Optionally, the suspension system includes multiple wheel-end control modules and at least one pressure-building module, each wheel-end control module including the shock absorber and the damping control module, and one pressure-building module for supplying pressure to at least one wheel-end control module.

[0025] Optionally, the suspension system further includes a supply control module, which controls the connection and disconnection between the pressure build-up module and the wheel end control module.

[0026] Optionally, the supply control module includes a plurality of first control valves, each of which corresponds to a plurality of wheel end control modules. Each first control valve is used to control the on / off state of the corresponding wheel end control module and the pressure building module.

[0027] Optionally, the supply control module further includes a second control valve, which is disposed between the two first control valves. The second control valve is used to control the on / off state of the two wheel end control modules corresponding to the two first control valves.

[0028] Optionally, the suspension system includes a quick adjustment module, which includes a first accumulator and a third control valve. The first accumulator is connected between the pressure-building module and the supply control module through the third control valve. The first accumulator is used to output or store the transmission medium between the pressure-building module and the wheel-end control module.

[0029] Optionally, the suspension system further includes a central control valve, which connects the supply control module and each of the wheel-end control modules, and is used to regulate the flow between the supply control module and each of the wheel-end control modules.

[0030] Optionally, at least one of the wheel-end control modules further includes an energy storage module for outputting or storing the transmission medium of the wheel-end control module.

[0031] Optionally, the damping control module further includes a valve body, the valve body having a flow channel for the transmission medium to flow through, and the first flow limiting unit and the second flow limiting unit being installed in the flow channel;

[0032] The valve body has an expansion interface that communicates with the flow channel. The expansion interface is used to install an energy storage module, and / or, the expansion interface is used to install a detector capable of detecting parameters of the transmission medium.

[0033] Optionally, the energy storage module includes a second energy storage device and a first flow valve. The second energy storage device is connected between the supply control module and the damping control module through the first flow valve, and is used to output or store the transmission medium of the wheel end control module to adjust the stiffness of the shock absorber.

[0034] Optionally, the energy storage module further includes a third energy storage device, which is connected between the supply control module and the damping control module, and is used to adjust the damping of the shock absorber.

[0035] Optionally, the energy storage module further includes a second flow valve, which can adjust the pressure of the third energy storage device to control the damping of the shock absorber.

[0036] Optionally, the energy storage module further includes a fourth energy storage device, which is connected between the damping control module and the shock absorber, and is used to adjust the pressure of the shock absorber.

[0037] Optionally, at least one of the wheel-end control modules further includes an exhaust plug, wherein the exhaust plug is disposed between the supply control module and the damping control module, and / or, wherein the exhaust plug is disposed between the shock absorber and the damping control module.

[0038] According to a second aspect of this application, a vehicle is provided, including the aforementioned suspension system.

[0039] In the suspension system of this application embodiment, the stable pressure supply through the pressure-building module ensures the dynamic basis for the flow of the transmission medium within the system, making the mechanical energy consumption of the shock absorber more stable. By using the damping control module to separately control the bidirectional flow, the compression and recovery stroke damping are adjusted separately, so that the shock absorber can adjust the appropriate damping according to the impact of the road surface during compression, and can also adjust the damping as needed during recovery. Ultimately, the suspension system can match the optimal damping under different road conditions, improving the vehicle's driving comfort and handling stability.

[0040] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0041] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0042] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0043] Figure 1 This is a schematic diagram of the structure of the first suspension system provided in an exemplary embodiment of this disclosure;

[0044] Figure 2 yes Figure 1 A structural diagram of the pressure build-up module of the suspension system provided in the diagram;

[0045] Figure 3 yes Figure 1 A schematic diagram of the wheel-end control module of the suspension system provided in the diagram;

[0046] Figure 4 This is a schematic diagram of the structure of the second type of damping control module provided in the exemplary embodiment of this disclosure;

[0047] Figure 5 This is a schematic diagram of the internal structure of the damping control module compression stroke provided in an exemplary embodiment of this disclosure;

[0048] Figure 6 yes Figure 5 The diagram shows the internal structure of the damping control module's recovery stroke, provided in the documentation.

[0049] Figure 7 yes Figure 5 A three-dimensional structural diagram of the damping control module provided in the document;

[0050] Figure 8 This is a schematic diagram of the structure of the second suspension system provided in an exemplary embodiment of this disclosure;

[0051] Figure 9 This is a schematic diagram of the structure of the third suspension system provided in the exemplary embodiments of this disclosure;

[0052] Figure 10 This is a schematic diagram of the structure of the fourth suspension system provided in the exemplary embodiments of this disclosure;

[0053] Figure 11 This is a structural schematic diagram of the fifth suspension system provided in the exemplary embodiments of this disclosure;

[0054] Figure 12 This is a schematic diagram of the structure of the third accumulator and the second flow valve provided in an exemplary embodiment of this disclosure;

[0055] Figure 13 This is a time diagram showing the operating status of each valve and pump device during manual lifting control provided in an exemplary embodiment of this disclosure.

[0056] Figure 14 This is a time diagram showing the operating status of each valve and pump device during manual descent control provided in the exemplary embodiments of this disclosure.

[0057] Explanation of reference numerals in the attached figures:

[0058] 1. Pressure building module; 11. Liquid reservoir; 12. Temperature sensor; 13. Motor; 14. Pump; 15. Filter screen; 16. Fifth check valve; 17. Pump voltage accumulator; 18. Return oil throttle valve;

[0059] 2. Shock absorbers;

[0060] 3. Damping control module; 31. First current limiting unit; 311. First branch; 312. Second branch; 313. First check valve; 314. Second check valve; 315. First throttle valve; 316. First drive unit; 32. Second current limiting unit; 321. Third branch; 322. Fourth branch; 323. Third check valve; 324. Fourth check valve; 325. Second throttle valve; 326. Second drive unit; 33. Valve body; 34. Expansion interface;

[0061] 4. Wheel end control module;

[0062] 5. Supply control module; 51. First control valve; 52. Second control valve;

[0063] 6. Rapid adjustment module; 61. First accumulator; 62. Third control valve;

[0064] 7. Central control valve;

[0065] 8. Energy storage module; 81. Second energy storage unit; 82. First flow valve; 83. Third energy storage unit; 84. Second flow valve; 85. Fourth energy storage unit;

[0066] 9. Exhaust plug. Detailed Implementation

[0067] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0068] According to the first aspect of this application, referring to Figure 1 A suspension system is provided, comprising a pressure-building module 1, a shock absorber 2, and a damping control module 3. The pressure-building module 1 is used to output or store a transmission medium to supply pressure. The shock absorber 2 is connected to the pressure-building module 1, and the transmission medium can flow between the shock absorber 2 and the pressure-building module 1. The damping control module 3 is connected between the pressure-building module 1 and the shock absorber 2, and is used to control the bidirectional flow of the transmission medium separately to adjust the damping of the compression stroke and the recovery stroke of the shock absorber 2 respectively.

[0069] Understandably, the pressure-building module 1 can output a transmission medium with a certain pressure according to system requirements, and can also store it when not in large quantities, ensuring the pressure stability of the entire system and providing the power basis for the flow of the transmission medium between the shock absorber 2 and the pressure-building module 1. The shock absorber 2 is the component that directly acts on the vehicle's shock absorption. When the vehicle encounters bumps, the shock absorber 2 will undergo compression or recovery motion. At this time, the transmission medium flows between the shock absorber 2 and the pressure-building module 1, consuming vibration energy and buffering the vibration through the flow of the transmission medium. The damping control module 3 is located between the pressure-building module 1 and the shock absorber 2, and controls the bidirectional flow of the transmission medium separately. That is, when the shock absorber 2 is in the compression stroke, the damping control module 3 can adjust the flow of the transmission medium from the shock absorber 2 to the pressure-building module 1; and when the shock absorber 2 is in the recovery stroke, it can independently adjust the flow of the transmission medium in the other direction. By changing the flow of the transmission medium under different strokes, the damping magnitude of the compression stroke and the recovery stroke are changed respectively.

[0070] In some cases, the damping of the compression stroke and the recovery stroke are adjusted separately by the damping control module 3. When the vehicle is driving on a rough road and needs greater compression damping to reduce excessive body sinking, the flow rate of the transmission medium in the compression stroke can be reduced to increase the compression damping. At the same time, the flow rate of the transmission medium in the recovery stroke can be adjusted according to the recovery requirements to set a suitable recovery damping. This allows the vehicle to effectively buffer vibrations and ensure the stability of the vehicle body under complex road conditions, significantly improving the driving comfort of the vehicle.

[0071] In some cases, when the vehicle is traveling at high speed and requires good handling, the damping control module 3 can be used to adjust the damping of both the compression and recovery strokes to a larger value, reducing the extension and retraction of the shock absorber 2, making the vehicle body more stable and improving the vehicle's handling response. When driving at low speed over speed bumps, the compression damping can be reduced to make the shock absorber 2 easier to compress, while the recovery damping can be set appropriately to prevent the vehicle body from bouncing excessively, adapting to the needs of different driving scenarios.

[0072] In some cases, depending on the load conditions, such as when the vehicle is fully loaded, the damping of the compression stroke is increased by adjusting it to withstand the compressive force from the greater weight. At the same time, the damping of the recovery stroke is adjusted to adapt it, ensuring that the shock absorption effect remains good under full load conditions and avoiding a decrease in comfort due to load changes.

[0073] In some examples, refer to Figure 2 The pressure building module 1 includes a liquid storage tank 11, a temperature sensor 12, a motor 13, a pump 14, a filter screen 15, a fifth check valve 16, a pump stabilizing accumulator 17, and a return oil throttle valve 18.

[0074] Understandably, the reservoir 11 serves as a storage container for the transmission medium, providing a sufficient source of transmission medium for the entire system, while also acting as a buffer and settling agent for impurities. The temperature sensor 12 monitors the temperature of the transmission medium in real time, allowing the system to adjust accordingly based on temperature changes, preventing excessively high or low temperatures from affecting the performance of the transmission medium and the system's operation. The motor 13 provides power to the pump 14, driving it to transport the transmission medium. Driven by the motor 13, the pump 14 extracts and pressurizes the transmission medium from the reservoir 11, providing power for its flow. The filter screen 15 is installed along the path of the transmission medium to filter impurities, preventing them from entering precision components such as the pump 14 and the fifth check valve 16, thus ensuring normal system operation. The fifth check valve 16 controls the unidirectional flow of the transmission medium, preventing it from flowing back into the pump 14, thus preventing damage to the pump 14, ensuring the effective transmission of pressure from the pump 14, and maintaining stable system pressure. The pump accumulator 17 can absorb the pressure fluctuations of the pump 14 and store a certain amount of high-pressure transmission medium. When the system pressure fluctuates, it releases the stored transmission medium to stabilize the pressure and ensure the smooth output of the transmission medium. The return oil throttle valve 18 is used to control the flow rate of the transmission medium in the return oil pipeline. By adjusting its opening, the return oil speed can be changed, thereby cooperating with other components to adjust the system pressure state.

[0075] When the system is pressurized, motor 13 starts and drives pump 14 to operate. The transmission medium in reservoir 11 is filtered by filter screen 15 and then sucked into pump 14. Pump 14 pressurizes the transmission medium and outputs it. Fifth check valve 16 prevents the transmission medium from flowing back. Part of the high-pressure transmission medium output by pump 14 enters the system, and the other part is stored by pump voltage accumulator 17. Temperature sensor 12 monitors the temperature of the transmission medium in real time. If the temperature is abnormal, the system can adjust parameters such as the speed of motor 13 accordingly. When it is necessary to depressurize or return oil, return oil throttle valve 18 adjusts the return oil flow rate, and the transmission medium flows back to reservoir 11.

[0076] It should be noted that the composition of the pressure building module 1 described above is only an example applicable to this application. In actual applications, components can be added or removed as needed to achieve the goal of supplying appropriate pressure to the system.

[0077] In some examples, refer to Figure 1 The shock absorber 2 includes a damper and a spring. The damper and spring can be an integral structure or a separate structure. For example, the front wheel of a four-wheeled vehicle adopts an integral structure, and the rear wheel adopts a separate structure.

[0078] Reference Figure 3In some embodiments, the damping control module 3 includes a first current limiting unit 31 and a second current limiting unit 32. The first current limiting unit 31 is used to regulate the flow rate of the transmission medium from the shock absorber 2 to the pressure building module 1; the second current limiting unit 32 is used to regulate the flow rate of the transmission medium from the pressure building module 1 to the shock absorber 2.

[0079] Understandably, the first flow-limiting unit 31 controls the transmission medium flowing from the shock absorber 2 to the pressure-building module 1. It adjusts the flow rate in this direction by changing the size of its own flow cross-section (such as valve opening). The smaller the cross-section, the slower the flow, and the greater the damping of the shock absorber 2's compression stroke; conversely, the larger the cross-section, the faster the flow, and the smaller the damping of the compression stroke. The second flow-limiting unit 32 is responsible for adjusting the transmission medium flowing from the pressure-building module 1 to the shock absorber 2. It also controls the flow rate by changing the flow cross-section, thereby affecting the damping of the shock absorber 2's recovery stroke. Its adjustment logic is the same as that of the first flow-limiting unit 31, only the direction of action is opposite.

[0080] In some cases, by adjusting the bidirectional flow of the transmission medium separately through the first flow limiting unit 31 and the second flow limiting unit 32, the damping of the compression stroke and the recovery stroke of the shock absorber 2 can be set independently, so that the suspension system can simultaneously meet the differentiated requirements of compression damping and recovery damping under different driving conditions. This not only improves the shock absorption effect of the vehicle when dealing with complex road conditions, but also enhances the stability of the vehicle body posture, thereby comprehensively improving the driving comfort and handling performance of the vehicle.

[0081] Reference Figure 3 In some embodiments, the first current limiting unit 31 and the second current limiting unit 32 are connected in series between the pressure building module 1 and the shock absorber 2. The first current limiting unit 31 includes a first branch 311 and a second branch 312 connected in parallel. The first branch 311 is used to control the flow of the transmission medium from the pressure building module 1 to the shock absorber 2, and the second branch 312 is used to control the flow of the transmission medium from the shock absorber 2 to the pressure building module 1 and can control the flow rate of the transmission medium. The second current limiting unit 32 includes a third branch 321 and a fourth branch 322 connected in parallel. The third branch 321 is used to control the flow of the transmission medium from the shock absorber 2 to the pressure building module 1, and the fourth branch 322 is used to control the flow of the transmission medium from the pressure building module 1 to the shock absorber 2 and can control the flow rate of the transmission medium.

[0082] During the compression stroke, the transmission medium flows from the shock absorber 2 to the pressure-building module 1. After flowing out of the shock absorber 2, the transmission medium enters the third branch 321 of the second flow-limiting unit 32, then flows to the second branch 312 of the first flow-limiting unit 31, and finally flows to the pressure-building module 1. During this process, the flow regulation structure of the second branch 312 can change the medium flow resistance and adjust the damping magnitude of the compression stroke.

[0083] During the recovery stroke, the transmission medium flows from the pressure-building module 1 to the shock absorber 2. After exiting the pressure-building module 1, the transmission medium enters the first branch 311 of the first flow-limiting unit 31, then flows to the fourth branch 322 of the second flow-limiting unit 32, and finally flows to the shock absorber 2. During this process, the flow regulation structure of the fourth branch 322 can change the medium flow resistance and adjust the damping magnitude of the recovery stroke.

[0084] In some examples, the compression stroke damping is independently adjusted by connecting the third branch 321 of the second flow limiting unit 32 and the second branch 312 of the first flow limiting unit 31 in series during the compression stroke, combined with the flow adjustment structure of the second branch 312; the recovery stroke damping is independently adjusted by connecting the first branch 311 of the first flow limiting unit 31 and the fourth branch 322 of the second flow limiting unit 32 in series during the recovery stroke, combined with the flow adjustment structure of the fourth branch 322; by individually limiting the bidirectional flow of the transmission medium, the damping performance of the suspension system under different strokes is made more suitable for the vehicle's driving conditions.

[0085] Reference Figure 3 In some embodiments, the first branch 311 is provided with a first check valve 313, the second branch 312 is provided with a second check valve 314 and a first throttle valve 315; the third branch 321 is provided with a third check valve 323, and the fourth branch 322 is provided with a fourth check valve 324 and a second throttle valve 325; the first check valve 313 and the fourth check valve 324 are used to control the flow of the transmission medium from the pressure building module 1 to the shock absorber 2; the second check valve 314 and the third check valve 323 are used to control the flow of the transmission medium from the shock absorber 2 to the pressure building module 1; the first throttle valve 315 and the second throttle valve 325 are used to control the flow rate of the transmission medium.

[0086] During the compression stroke, the transmission medium flows from the shock absorber 2 to the pressure-building module 1. The second one-way valve 314 and the third one-way valve 323 can be opened, while the first one-way valve 313 and the fourth one-way valve 324 are closed. After flowing out of the shock absorber 2, the transmission medium first enters the third branch 321 of the second flow-limiting unit 32, passing through the third one-way valve 323; then it flows to the second branch 312 of the first flow-limiting unit 31, passing through the second one-way valve 314 and the first throttle valve 315; finally, it flows to the pressure-building module 1. During this process, the first throttle valve 315 adjusts the flow rate of the medium, changing the flow resistance, thereby controlling the damping magnitude of the compression stroke.

[0087] During the recovery stroke, the transmission medium flows from the pressure-building module 1 to the shock absorber 2. The first one-way valve 313 and the fourth one-way valve 324 can be opened, while the second one-way valve 314 and the third one-way valve 323 are closed. After the transmission medium is output from the pressure-building module 1, it first enters the first branch 311 of the first flow-limiting unit 31, passing through the first one-way valve 313; then it flows to the fourth branch 322 of the second flow-limiting unit 32, passing through the fourth one-way valve 324 and the second throttle valve 325; finally, it flows to the shock absorber 2. During this process, the second throttle valve 325 adjusts the flow rate of the medium, changes the flow resistance, and thus controls the damping magnitude of the recovery stroke.

[0088] In some examples, the direction of the transmission medium during the compression and recovery strokes is controlled by the directional control function of the one-way valve; the flow rates of different directions are independently adjusted by the first throttle valve 315 and the second throttle valve 325, so as to realize the separate control of the damping of the compression stroke and the recovery stroke and meet the damping requirements of different driving scenarios.

[0089] In some examples, the second check valve 314 and the first throttle valve 315 can be integrated together, i.e., a one-way throttle valve. Similarly, the fourth check valve 324 and the second throttle valve 325 can be integrated together.

[0090] In some examples, refer to Figure 4 The first flow limiting unit 31 and the second flow limiting unit 32 are connected in parallel. The first flow limiting unit 31 includes a first throttle valve 315 and a second check valve 314. The second flow limiting unit 32 includes a second throttle valve 325 and a fourth check valve 324.

[0091] In some examples, the direction of the transmission medium during the compression and recovery strokes is controlled by the directional control action of the second one-way valve 314 and the fourth one-way valve 324; the flow rates of different directions are independently adjusted by the first throttle valve 315 and the second throttle valve 325, so as to achieve separate control of the damping of the compression stroke and the recovery stroke, and meet the damping requirements of different driving scenarios.

[0092] Reference Figure 5 and Figure 6 In some embodiments, the damping control module 3 further includes a first drive element 316 and a second drive element 326. The first drive element 316 is used to adjust the opening of the first throttle valve 315 to control the flow rate of the transmission medium; the second drive element 326 is used to adjust the opening of the second throttle valve 325 to control the flow rate of the transmission medium.

[0093] During the compression stroke, the transmission medium flows from the shock absorber 2 to the pressure-building module 1. The second check valve 314 and the third check valve 323 are open, while the first check valve 313 and the fourth check valve 324 are closed. The transmission medium flows sequentially through the third check valve 323 of the third branch 321, the second check valve 314 of the second branch 312, and the first throttle valve 315 to the pressure-building module 1. At this time, the first drive unit 316 operates according to the damping requirements, adjusting the opening of the first throttle valve 315: if it is necessary to increase the compression damping, the first drive unit 316 decreases the opening of the first throttle valve 315, reducing the medium flow rate and increasing the flow resistance; if it is necessary to decrease the compression damping, the first drive unit 316 increases the opening of the first throttle valve 315, increasing the medium flow rate and reducing the flow resistance.

[0094] During the recovery stroke, the transmission medium flows from the pressure-building module 1 to the shock absorber 2. The first one-way valve 313 and the fourth one-way valve 324 are open, while the second one-way valve 314 and the third one-way valve 323 are closed. The transmission medium flows sequentially through the first one-way valve 313 of the first branch 311, the fourth one-way valve 324 of the fourth branch 322, and the second throttle valve 325 to the shock absorber 2. At this time, the second drive unit 326 operates according to the damping requirements, adjusting the opening of the second throttle valve 325: if the recovery damping needs to be increased, the second drive unit 326 decreases the opening of the second throttle valve 325, reducing the medium flow rate and increasing the flow resistance; if the recovery damping needs to be decreased, the second drive unit 326 increases the opening of the second throttle valve 325, increasing the medium flow rate and reducing the flow resistance.

[0095] In some examples, the compression stroke damping is dynamically controllable by independently adjusting the first throttle valve 315 through the first drive component 316; the recovery stroke damping is dynamically controllable by independently adjusting the second throttle valve 325 through the second drive component 326; and the synergistic effect of the two drive components ensures that the damping adjustments of the compression and recovery strokes do not interfere with each other, thereby improving the response speed and control accuracy of the suspension system to complex driving scenarios and enhancing the vehicle's driving stability and comfort.

[0096] Reference Figures 5 to 7 In some embodiments, the damping control module 3 further includes a valve body 33, and the first flow limiting unit 31 and the second flow limiting unit 32 are mounted on the valve body 33.

[0097] It is understood that in this embodiment, the valve body 33 of the damping control module 3 serves as the integrated installation base, integrating the first flow limiting unit 31 and the second flow limiting unit 32 into one unit, making the connection of each component more compact and the flow path of the transmission medium simpler.

[0098] In some cases, the first flow limiting unit 31 and the second flow limiting unit 32 are integrated through the valve body 33, which reduces pipeline connections, lowers the risk of transmission medium leakage, and improves the structural compactness and operational reliability of the damping control module 3.

[0099] Reference Figure 1 In some embodiments, the suspension system includes multiple wheel-end control modules 4 and at least one pressure-building module 1, each wheel-end control module 4 including a shock absorber 2 and a damping control module 3, and a pressure-building module 1 for supplying pressure to at least one wheel-end control module 4.

[0100] Understandably, taking a four-wheeled vehicle as an example, the way the wheel-end control module 4 of the suspension system is paired with the pressure-building module 1 directly affects the pressure supply efficiency and lifting performance.

[0101] In some examples, refer to Figure 1 A single pressure-building module 1 is used, which is connected to four wheel-end control modules 4 (corresponding to the four wheels) through pipelines, uniformly supplying transmission medium to the shock absorbers 2 and damping control modules 3 at the four wheel ends. During operation, the transmission medium output from the pressure-building module 1 is distributed to the four wheel ends, and the damping control modules 3 adjust the compression / restoration damping of the corresponding wheel. When lifting the vehicle body, a single pressure-building module 1 needs to supply pressure to all four wheel ends simultaneously.

[0102] In some examples, refer to Figure 8 It employs two pressure-building modules 1. One pressure-building module 1 is connected to the wheel-end control modules 4 of the two front wheels, and the other pressure-building module 1 is connected to the wheel-end control modules 4 of the two rear wheels. During operation, the front wheel pressure-building module 1 independently supplies pressure to the front wheels, and the rear wheel pressure-building module 1 independently supplies pressure to the rear wheels, with the pressure regulation of the front and rear wheels not interfering with each other. During lifting, the front and rear wheels are each supplied with pressure by a dedicated pressure-building module 1, resulting in a more concentrated distribution of the transmission medium and more stable pressure.

[0103] In some examples, refer to Figure 9 and Figure 10 The system employs three pressure-building modules 1. One module 1 is connected to the wheel-end control modules 4 of the two front wheels, while the other two modules 1 are connected to the wheel-end control modules 4 of the left and right rear wheels, respectively. During operation, the front wheels maintain synchronous pressure adjustment, while the two rear wheels are controlled by independent pressure-building modules 1, allowing for individual adjustment based on road conditions on one side. During lifting, all three pressure-building modules 1 operate simultaneously, resulting in more targeted pressure supply to the rear wheels and a faster pressure response. Alternatively, two pressure-building modules 1 can be connected to the wheel-end control modules 4 of the two front wheels, respectively, while the third module 1 is simultaneously connected to the wheel-end control modules 4 of the two rear wheels.

[0104] In some examples, refer to Figure 11 It employs four pressure-building modules 1, each of which is individually connected to a wheel-end control module 4 (corresponding to one wheel). During operation, each pressure-building module 1 supplies pressure to its corresponding wheel, with damping adjustment and pressure control being completely independent; during lifting, the four pressure-building modules 1 synchronously output the transmission medium, ensuring that each wheel end receives sufficient and stable pressure.

[0105] In some cases, the number of pressure-building modules 1 can be adjusted as needed. The fewer the number of pressure-building modules 1, the more compact the structure and the lower the cost; the more the number, the more balanced the pressure supply to the wheel-end control module 4, the smaller the pressure fluctuation, and the smoothness of lifting gradually improves.

[0106] Reference Figure 1 In some embodiments, the suspension system further includes a supply control module 5, which controls the connection and disconnection between the pressure build-up module 1 and the wheel end control module 4.

[0107] Understandably, the supply control module 5 controls the connection or disconnection of the passage between the pressure-building module 1 and the wheel-end control module 4. During operation, when the system needs to adjust the wheel-end damping or adjust the vehicle height, the supply control module 5 receives the command and connects the passage between the pressure-building module 1 and the corresponding wheel-end control module 4, allowing the transmission medium to flow between them. The pressure output by the pressure-building module 1 is then transmitted to the wheel-end control module 4, ensuring the normal operation of the damping control module 3 and the shock absorber 2. When a wheel end does not require adjustment or malfunctions, the supply control module 5 can disconnect the passage between the wheel-end control module 4 and the pressure-building module 1, preventing the transmission medium from flowing and avoiding affecting the normal operation of other wheel ends or preventing transmission medium leakage.

[0108] In some embodiments, the supply control module 5 precisely controls the on / off state of the pressure building module 1 and the wheel end control module 4, thereby achieving independent control of each wheel end, avoiding mutual interference when different wheel ends are adjusted, and further improving the driving experience of the vehicle.

[0109] Reference Figure 1 In some embodiments, the supply control module 5 includes a plurality of first control valves 51, which correspond one-to-one with a plurality of wheel end control modules 4. Each first control valve 51 is used to control the on / off state of the corresponding wheel end control module 4 and the pressure building module 1.

[0110] It is understandable that the multiple first control valves 51 of the supply control module 5 correspond one-to-one with multiple wheel end control modules 4, and each first control valve 51 is solely responsible for controlling the opening and closing of the passage between the corresponding wheel end control module 4 and the pressure building module 1. During operation, when the system needs to adjust the damping or height of a certain wheel end, the first control valve 51 of the corresponding wheel end opens after receiving the command, allowing the transmission medium of the pressure building module 1 to flow to that wheel end control module 4 to meet its working requirements; when the wheel end does not need adjustment or needs isolation, the corresponding first control valve 51 closes, cutting off the transmission medium flow between that wheel end and the pressure building module 1, while the first control valves 51 of other wheel ends can still operate normally without affecting the adjustment of their corresponding wheel ends.

[0111] In some embodiments, by setting multiple first control valves 51 in a one-to-one correspondence with the wheel end control module 4, independent on / off control between each wheel end and the pressure building module 1 is realized, making the adjustment of different wheel ends more flexible and precise, improving vehicle driving stability and improving the driving experience.

[0112] Reference Figure 1 In some embodiments, the supply control module 5 further includes a second control valve 52, which is disposed between the two first control valves 51. The second control valve 52 is used to control the on / off state of the two wheel end control modules 4 corresponding to the two first control valves 51.

[0113] Understandably, the second control valve 52 is connected between the two first control valves 51, and can control the opening and closing of the passage between the wheel end control modules 4 corresponding to the two first control valves 51. During operation, when the two corresponding wheel ends need to be adjusted in a coordinated manner (such as the left and right front wheels or the left and right rear wheels moving synchronously), and both are kept connected to the pressure building module 1, the second control valve 52 opens, forming a passage between the two wheel end control modules 4, and the transmission medium can flow between them to achieve pressure balance or synchronous action; when the two wheel ends need to work independently, the second control valve 52 closes, cutting off the flow of the transmission medium between them, and each is independently controlled by the pressure building module 1 through the corresponding first control valve 51.

[0114] In some embodiments, the second control valve 52 controls the on / off state between the two wheel-end control modules 4, which retains the independent adjustment capability of a single wheel end through the first control valve 51, and adds a mode of collaborative work between the two wheel ends, thereby improving the flexibility of suspension system adjustment; the second control valve 52 enables the collaborative wheel ends to achieve pressure balance, reduces the adjustment difference between the two wheel ends, and enhances the attitude stability of the vehicle when driving.

[0115] In some examples, refer to Figure 1 In a four-wheeled vehicle, the supply control module 5 includes a front left-right interlock valve, a rear left-right interlock valve, a left front control valve, a right front control valve, a left rear control valve, and a right rear control valve.

[0116] Understandably, in a four-wheeled vehicle, the valves in the supply control module 5 have clearly defined functions: the left front control valve, right front control valve, left rear control valve, and right rear control valve respectively control the connection and disconnection between the wheel end control modules 4 of the left front wheel, right front wheel, left rear wheel, and right rear wheel and the pressure building module 1; the front left-right interlock valve is connected between the left front control valve and the right front control valve and is used to control the connection and disconnection between the left front and right front wheel end control modules 4; the rear left-right interlock valve is connected between the left rear control valve and the right rear control valve and is used to control the connection and disconnection between the left rear and right rear wheel end control modules 4. During operation, each wheel-end control valve can independently control the connection and disconnection between the corresponding wheel end and the pressure-building module 1, enabling independent adjustment of a single wheel. When the left and right inter-valve is open, the left front and right front wheel-end control modules 4 are connected, enabling synchronous action or pressure balance of the front wheels. When the rear left and right inter-valve is open, the left rear and right rear wheel-end control modules 4 are connected, enabling synchronous action or pressure balance of the rear wheels, and switching between independent and coordinated adjustment as needed.

[0117] In some embodiments, the independent control of the left front, right front, left rear, and right rear control valves enables individual adjustment of the four wheels to adapt to complex road conditions on one side; the on / off control of the front left-right interconnection valve and the rear left-right interconnection valve enables the left and right coordination of the front and rear wheels to ensure vehicle body posture stability and improve the adaptability of the suspension system to different driving scenarios.

[0118] Reference Figure 1 In some embodiments, the suspension system includes a quick adjustment module 6, which includes a first accumulator 61 and a third control valve 62. The first accumulator 61 is connected between the pressure building module 1 and the supply control module 5 through the third control valve 62. The first accumulator 61 is used to output or store the transmission medium between the pressure building module 1 and the wheel end control module 4.

[0119] Understandably, in the rapid adjustment module 6 of the suspension system, the first accumulator 61 is connected between the pressure-building module 1 and the supply control module 5 via the third control valve 62. The first accumulator 61 can store a certain amount of transmission medium and maintain the corresponding pressure. During operation, when it is necessary to quickly increase the flow rate of the transmission medium in the wheel-end control module 4 to quickly adjust the damping or vehicle height, the third control valve 62 opens, and the first accumulator 61 releases the stored transmission medium, which flows to the supply control module 5 together with the transmission medium output from the pressure-building module 1, accelerating the supply speed of the transmission medium. When the transmission medium output from the pressure-building module 1 exceeds the wheel-end demand, the third control valve 62 opens, and the excess transmission medium flows into the first accumulator 61 and is stored to prevent excessive pressure.

[0120] In some embodiments, the first accumulator 61 rapidly outputs the transmission medium when needed, thereby accelerating the adjustment response speed of the wheel end control module 4; the first accumulator 61 stores excess transmission medium, thereby stabilizing the pressure between the pressure building module 1 and the supply control module 5, and improving the stability and efficiency of the suspension system's rapid adjustment.

[0121] Reference Figure 1 In some embodiments, the suspension system further includes a central control valve 7, which is connected to the supply control module 5 and each wheel-end control module 4, and is used to regulate the flow between the supply control module 5 and each wheel-end control module 4.

[0122] Understandably, the central control valve 7 in the suspension system connects the supply control module 5 and each wheel-end control module 4, regulating the flow rate of the transmission medium between the supply control module 5 and each wheel-end control module 4. During operation, when the supply control module 5 delivers the control transmission medium to each wheel-end control module 4, the central control valve 7 changes the cross-sectional area of ​​its internal flow channel corresponding to each wheel-end according to the system's damping or height adjustment requirements for different wheel ends. For example, when a wheel end responds quickly, the cross-sectional area of ​​that channel is increased to increase the flow rate; when a slow adjustment is needed, the cross-sectional area is decreased to reduce the flow rate. In this way, the central control valve 7 can accurately distribute the flow rate of the transmission medium from the supply control module 5 to each wheel-end control module 4, ensuring that each wheel end receives a transmission medium supply that matches its adjustment requirements.

[0123] In some embodiments, the flow rate between the supply control module 5 and each wheel-end control module 4 is uniformly adjusted by the central control valve 7, thereby achieving centralized control of the flow rate of multiple wheel ends and reducing the problem of uneven flow distribution. By dynamically adjusting the flow rate according to the real-time demand of different wheel ends, the adjustment of each wheel end is more coordinated, further improving the overall response accuracy of the suspension system and the stability of vehicle driving.

[0124] Reference Figure 3 In some embodiments, at least one wheel-end control module 4 further includes an energy storage module 8, which is used to output or store the transmission medium of the wheel-end control module 4.

[0125] Understandably, the energy storage module 8 can be directly connected to the transmission medium passage within the wheel end control module 4 to store or output the transmission medium for a single wheel end in real time. During operation, when the shock absorber 2 of the wheel end control module 4 is in the compression stroke and the transmission medium flow is too large, the energy storage module 8 will store some transmission medium to prevent a sudden pressure rise; when the shock absorber 2 is in the recovery stroke and needs to replenish the transmission medium, the energy storage module 8 will release the stored transmission medium to assist in quickly building up pressure.

[0126] In some embodiments, the energy storage module 8 stores or outputs the transmission medium, thereby improving the response speed of individual wheel end adjustment; by mitigating local pressure fluctuations at the wheel end, the damping control is made smoother, enhancing the driving comfort of the vehicle under complex road conditions.

[0127] Reference Figure 3 In some embodiments, the energy storage module 8 includes multiple energy storage units, and the damping control module 3 also includes a valve body 33. The valve body 33 has a flow channel, and the first flow limiting unit 31 and the second flow limiting unit 32 are installed in the flow channel. The valve body 33 has an expansion interface 34 communicating with the flow channel. The expansion interface 34 is used to install at least one energy storage unit, and / or, the expansion interface 34 is used to install a detector for detecting the parameters of the transmission medium.

[0128] Understandably, the energy storage module 8 contains multiple accumulators for more flexible storage or release of the transmission medium; the valve body 33 of the damping control module 3 has a flow channel for the transmission medium, and the first flow limiting unit 31 and the second flow limiting unit 32 are installed in the flow channel to control the flow rate and direction of the transmission medium. The expansion interface 34 on the valve body 33 has multiple expansion functions: at least one accumulator can be installed through the expansion interface 34 to meet specific pressure regulation requirements; a detector can be installed through the expansion interface 34 to detect parameters of the transmission medium (such as pressure, flow rate, temperature, etc.); and an accumulator and a detector can be installed simultaneously to combine energy storage and parameter monitoring functions.

[0129] In some examples, by setting multiple accumulators, the storage and release capacity of the energy storage module 8 for the transmission medium is improved, enhancing the energy regulation flexibility of the suspension system; by integrating the first and second flow limiting units in the flow channel inside the valve body 33, the structural compactness of the damping control module 3 is optimized; and through the multi-functional design of the expansion interface 34, flexible configuration of accumulator expansion and parameter detection is realized, which not only facilitates system function upgrades but also enables real-time monitoring of the medium status to ensure operational stability, thereby improving the adaptability and reliability of the suspension system.

[0130] Reference Figure 3 In some embodiments, the energy storage module 8 includes a second energy storage unit 81 and a first flow valve 82. The second energy storage unit 81 is connected between the supply control module 5 and the damping control module 3 through the first flow valve 82, and is used to output or store the transmission medium of the wheel end control module 4 to adjust the stiffness of the shock absorber 2.

[0131] Understandably, the second accumulator 81 of the energy storage module 8 is connected between the supply control module 5 and the damping control module 3 via the first flow valve 82. It can store or output the transmission medium in the wheel end control module 4, thereby adjusting the stiffness of the shock absorber 2. During operation, when it is necessary to increase the stiffness of the shock absorber 2, the first flow valve 82 slows down the output and storage of the transmission medium in the second accumulator 81, causing the pressure of the transmission medium in the shock absorber 2 to increase, thus increasing the stiffness. When it is necessary to decrease the stiffness, the first flow valve 82 accelerates the output and storage of the transmission medium in the second accumulator 81, reducing the pressure of the transmission medium, thereby reducing the stiffness.

[0132] In some embodiments, the storage and output rate of the transmission medium by the second accumulator 81 is controlled by the first flow valve 82, thereby realizing the dynamic adjustment of the stiffness of the shock absorber 2. By combining the energy storage function with the stiffness adjustment, the wheel end control module 4 can adapt to different driving conditions more flexibly, further improving the vehicle's handling stability and ride comfort.

[0133] Reference Figure 3 In some embodiments, the energy storage module 8 further includes a third energy storage device 83, which is connected between the supply control module 5 and the damping control module 3, and is used to adjust the damping of the shock absorber 2.

[0134] Understandably, the third accumulator 83 is used to maintain the stability of the flow rate of the transmission medium in the damping control module 3, thereby ensuring that the damping of the shock absorber 2 is stable within the set range during the compression stroke and the recovery stroke.

[0135] During the compression stroke, the transmission medium flows out from the shock absorber 2. If the flow rate is large, the third accumulator 83 can store the transmission medium to prevent the damping from suddenly increasing due to a sudden increase in the flow rate through the first flow limiting unit 31. If the flow rate is small, the third accumulator 83 releases the stored transmission medium to replenish the passage and prevent the damping from suddenly decreasing.

[0136] During the recovery stroke, the transmission medium flows to the shock absorber 2. If the flow rate is large, the third accumulator 83 can store the transmission medium to prevent the damping from suddenly increasing due to a sudden increase in the flow rate through the first flow limiting unit 31. If the flow rate is small, the third accumulator 83 releases the stored transmission medium to replenish the passage and prevent the damping from suddenly decreasing.

[0137] In some embodiments, the flow fluctuations during the compression and recovery strokes are compensated in real time by the third accumulator 83, which stabilizes the transmission medium flow rate of the damping control module 3, so that the damping of the shock absorber 2 can remain stable in different strokes, reducing the vehicle body vibration caused by sudden damping changes and improving the smoothness of vehicle driving.

[0138] Reference Figure 12In some embodiments, the energy storage module 8 further includes a second flow valve 84, which can adjust the pressure of the third energy storage unit 83 to control the damping of the shock absorber 2.

[0139] Understandably, the second flow valve 84 works in conjunction with the third accumulator 83 to control the damping of the shock absorber 2 by adjusting the pressure within the third accumulator 83. During operation, the second flow valve 84 adjusts the pressure setting of the third accumulator 83 according to the system's damping requirements: when increased damping of the shock absorber 2 is needed, the second flow valve 84 increases the pressure of the third accumulator 83, slowing down the storage or accelerating the output of the transmission medium, thus increasing flow resistance; when decreased damping is needed, the second flow valve 84 decreases the pressure of the third accumulator 83, accelerating the storage or slowing down the output of the transmission medium, thus reducing flow resistance.

[0140] In some embodiments, the pressure of the third accumulator 83 is adjusted by the second flow valve 84, thereby controlling the damping of the shock absorber 2, reducing damping fluctuations, making the damping changes smoother, and further enhancing the stability of the suspension system.

[0141] Reference Figure 3 In some embodiments, the energy storage module 8 further includes a fourth energy storage unit 85, which is connected between the damping control module 3 and the shock absorber 2 and is used to adjust the pressure of the shock absorber 2.

[0142] Understandably, the fourth accumulator 85 is connected between the damping control module 3 and the shock absorber 2 to regulate the pressure of the transmission medium inside the shock absorber 2. During operation, if the internal pressure of the shock absorber 2 suddenly increases due to external impact during the compression stroke, the fourth accumulator 85 will absorb some of the transmission medium to alleviate the pressure peak and prevent a sudden increase in damping; if the pressure suddenly decreases, the fourth accumulator 85 will release the stored transmission medium to replenish the shock absorber 2, preventing insufficient damping caused by excessively low pressure.

[0143] In some embodiments, the pressure is directly adjusted between the damping control module 3 and the shock absorber 2 by the fourth accumulator 85, which directly stabilizes the damping of the shock absorber 2, buffers pressure fluctuations in real time, reduces damping abrupt changes caused by pressure changes, and enables the shock absorber 2 to maintain a stable working state during compression and recovery strokes, further improving the stability of vehicle driving.

[0144] Reference Figure 3 In some embodiments, at least one wheel end control module 4 further includes an exhaust plug 9, an exhaust plug 9 is disposed between the supply control module 5 and the damping control module 3, and / or, an exhaust plug 9 is disposed between the shock absorber 2 and the damping control module 3.

[0145] Understandably, the vent plug 9 is positioned between the supply control module 5 and the damping control module 3, and / or between the shock absorber 2 and the damping control module 3, to expel gas mixed in the transmission medium passage. During operation, air may be mixed in during the circulation of the transmission medium due to pipeline connection gaps or the characteristics of the transmission medium. If this gas accumulates in the passage, it will cause unstable flow resistance of the transmission medium, affecting the damping control accuracy. The vent plug 9, through its own structure (such as a one-way venting channel), expels the mixed gas out of the passage under the pressure of the transmission medium, preventing the gas from interfering with flow regulation and pressure transmission.

[0146] In some embodiments, by setting an exhaust plug 9, the gas is reduced, thereby reducing interference with the flow of the transmission medium of the damping control module 3, improving the stability of the flow regulation of the flow limiting unit, and ensuring the stability and reliability of the damping control of the suspension system.

[0147] According to a second aspect of this application, a vehicle is provided that includes the aforementioned suspension system and has all the technical effects of the aforementioned suspension system, which will not be elaborated upon here.

[0148] The vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this disclosure does not make any specific restrictions.

[0149] This disclosure exemplarily describes the operation of a suspension system:

[0150] Understandably, in the manual vehicle height control's quick-lift and lowering modes, the operating states of each component switch sequentially according to a time sequence:

[0151] In quick lift mode, refer to Figure 13 Before adjustment begins, the first flow valve 82 is open, while the first control valve 51 and the third control valve 62 are closed, and the pressure-building module 1 is not operational. When the ECU (Electronic Control Unit) receives a manual height adjustment signal, the pressure-building module 1 switches to operational mode (at time t1), and the first control valve 51 and the third control valve 62 open synchronously, while the first flow valve 82 remains open. At this time, the transmission medium flows to the wheel-end control modules 4 under pressure, the suspension height increases, and the hydraulic pressure increases.

[0152] When the suspension height reaches the target height (at time t2), the first control valve 51 switches to the closed state, while the other valves remain unchanged, and the pressure-building module 1 continues to operate. At this time, the first accumulator 61 begins to store the transmission medium, and the internal pressure gradually increases until it reaches the initial set pressure value (at time t3). After this, the pressure-building module 1 and the third control valve 62 switch to the closed state, while the other valves remain in the state at time t2, and the quick-lift mode of manual vehicle height control ends.

[0153] In manual descent mode, refer to Figure 14 Before the adjustment begins (at time t4), the first control valve 51 is in the closed state. When the ECU receives a manual lowering signal, the first control valve 51 switches to the open state, and the transmission medium flows out from the wheel end control module 4, causing the suspension height to decrease. Until the suspension height reaches the target height (at time t5), the first control valve 51 switches to the closed state, and the manual lowering control ends. During this process, the first flow valve 82, the third control valve 62, and the pressure build-up module 1 all remain inactive.

[0154] The automatic lift control ECU executes the following process: First, it determines whether the actual vehicle height is less than the target vehicle height but greater than a threshold for a sustained period. If so, the first control valve 51 switches to the open state, and the pressure building module 1 switches from closed to open, at which point the vehicle height rises. Then, it determines whether the difference between the actual vehicle height and the target vehicle height is less than or equal to the threshold for a sustained period. If so, the first control valve 51 switches to the closed state, the pressure building module 1 switches to the closed state, and the lift control process ends. The slow-lift mode for manual lifting follows the same logic as the automatic lift control.

[0155] The ECU's processing flow during automatic descent control is as follows: First, it determines whether the actual vehicle height is greater than the target vehicle height and exceeds a threshold for a sustained period. If so, the first control valve 51 switches to the open state, and the vehicle height decreases. Then, it determines whether the difference between the actual vehicle height and the target vehicle height is less than or equal to the threshold for a sustained period. If so, the first control valve 51 switches to the closed state, and the descent control process ends.

[0156] It's important to note that the system pressure is continuously supplied during lifting. When the corresponding valves close, there's a time lag due to signal transmission, which may cause a discrepancy between the lifting height and the actual height. Therefore, it's crucial to maintain pressure for a certain period to minimize this height variation error. The same principle applies during descent.

[0157] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0158] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0159] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0160] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A suspension system, characterized in that, include: Pressure building module, used to output or store transmission medium to supply pressure; The shock absorber is connected to the pressure-building module, and the transmission medium can flow between the shock absorber and the pressure-building module; A damping control module, connected between the pressure-building module and the shock absorber, is used to individually control the bidirectional flow of the transmission medium to adjust the damping of the shock absorber's compression stroke and recovery stroke respectively.

2. The suspension system according to claim 1, characterized in that, The damping control module includes: The first flow limiting unit is used to regulate the flow rate of the transmission medium from the shock absorber to the pressure building module; The second flow limiting unit is used to regulate the flow rate of the transmission medium from the pressure building module to the shock absorber.

3. The suspension system according to claim 2, characterized in that, The first current limiting unit and the second current limiting unit are connected in series between the pressure building module and the shock absorber. The first current limiting unit includes a first branch and a second branch connected in parallel. The first branch is used to control the flow of the transmission medium from the pressure building module to the shock absorber, and the second branch is used to control the flow of the transmission medium from the shock absorber to the pressure building module and can control the flow rate of the transmission medium. The second current limiting unit includes a third branch and a fourth branch connected in parallel. The third branch is used to control the flow of the transmission medium from the shock absorber to the pressure building module, and the fourth branch is used to control the flow of the transmission medium from the pressure building module to the shock absorber and can control the flow rate of the transmission medium.

4. The suspension system according to claim 3, characterized in that, The first branch is equipped with a first check valve, and the second branch is equipped with a second check valve and a first throttle valve; The third branch is equipped with a third check valve, and the fourth branch is equipped with a fourth check valve and a second throttle valve; The first check valve and the fourth check valve are used to control the flow of the transmission medium from the pressure building module to the shock absorber; The second check valve and the third check valve are used to control the flow of the transmission medium from the shock absorber to the pressure build-up module; The first throttle valve and the second throttle valve are used to control the flow rate of the transmission medium.

5. The suspension system according to claim 4, characterized in that, The damping control module also includes: A first driving element is used to adjust the opening of the first throttle valve to control the flow rate of the transmission medium. The second driving element is used to adjust the opening of the second throttle valve to control the flow rate of the transmission medium.

6. The suspension system according to claim 2, characterized in that, The damping control module also includes a valve body, on which the first flow limiting unit and the second flow limiting unit are mounted.

7. The suspension system according to any one of claims 2-6, characterized in that, The suspension system includes multiple wheel-end control modules and at least one pressure-building module. Each wheel-end control module includes the shock absorber and the damping control module. One pressure-building module is used to supply pressure to at least one wheel-end control module.

8. The suspension system according to claim 7, characterized in that, The suspension system also includes a supply control module, which is used to control the connection and disconnection between the pressure build-up module and the wheel end control module.

9. The suspension system according to claim 8, characterized in that, The supply control module includes a plurality of first control valves, each of which corresponds to a plurality of wheel end control modules. Each first control valve is used to control the on / off connection between the corresponding wheel end control module and the pressure building module.

10. The suspension system according to claim 9, characterized in that, The supply control module further includes a second control valve, which is disposed between the two first control valves. The second control valve is used to control the on / off state of the two wheel end control modules corresponding to the two first control valves.

11. The suspension system according to claim 8, characterized in that, The suspension system includes a quick adjustment module, which includes a first accumulator and a third control valve. The first accumulator is connected between the pressure building module and the supply control module through the third control valve. The first accumulator is used to output or store the transmission medium between the pressure building module and the wheel end control module.

12. The suspension system according to claim 8, characterized in that, The suspension system also includes a central control valve, which connects the supply control module and each of the wheel-end control modules. The central control valve is used to regulate the flow between the supply control module and each of the wheel-end control modules.

13. The suspension system according to claim 8, characterized in that, At least one of the wheel-end control modules further includes an energy storage module, which is used to output or store the transmission medium of the wheel-end control module.

14. The suspension system according to claim 13, characterized in that, The damping control module also includes a valve body, which has a flow channel for the transmission medium to flow through, and the first flow limiting unit and the second flow limiting unit are installed in the flow channel; The valve body has an expansion interface that communicates with the flow channel. The expansion interface is used to install an energy storage module, and / or, the expansion interface is used to install a detector capable of detecting parameters of the transmission medium.

15. The suspension system according to claim 13, characterized in that, The energy storage module includes a second energy storage device and a first flow valve. The second energy storage device is connected between the supply control module and the damping control module through the first flow valve, and is used to output or store the transmission medium of the wheel end control module to adjust the stiffness of the shock absorber.

16. The suspension system according to claim 13, characterized in that, The energy storage module also includes a third energy storage device, which is connected between the supply control module and the damping control module and is used to adjust the damping of the shock absorber.

17. The suspension system according to claim 16, characterized in that, The energy storage module also includes a second flow valve, which can adjust the pressure of the third energy storage device to control the damping of the shock absorber.

18. The suspension system according to claim 13, characterized in that, The energy storage module also includes a fourth energy storage device, which is connected between the damping control module and the shock absorber and is used to adjust the pressure of the shock absorber.

19. The suspension system according to claim 8, characterized in that, At least one of the wheel-end control modules further includes an exhaust plug, which is disposed between the supply control module and the damping control module, and / or, the exhaust plug is disposed between the shock absorber and the damping control module.

20. A vehicle, characterized in that, Includes the suspension system described in any one of claims 1-19.

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