Damping device, suspension system and vehicle

Abstract

The application provides a damping device, a suspension system and a vehicle, relates to the technical field of vehicle chassis, and can reduce the arrangement difficulty of the damping device. The damping device comprises a damper and a damping adjustment module. The damper is arranged separately from a liquid pump and comprises a rodless cavity and a rod cavity. The damping adjustment module is arranged separately from the liquid pump and comprises a first throttling unit, an oil storage tank and a second throttling unit which are connected in series. The first throttling unit is connected in series with one end of the liquid pump after being connected in parallel with the rodless cavity. The second throttling unit is connected in series with the other end of the liquid pump after being connected in parallel with the rod cavity. At least one of the first throttling unit and the second throttling unit is arranged separately from the damper and is connected in parallel with the damper and then communicated with the liquid pump through a pipeline. The pipeline is arranged separately from the damper. At least one of the first throttling unit and the second throttling unit can be arranged at a position with relatively large space on the vehicle, and the damper can be arranged in a narrow space near a wheel, so that the arrangement difficulty of the damping device can be reduced.

Description

Technical Field

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

[0002] The arrangement of the shock absorber assembly is a key aspect of the overall vehicle layout design. In related technologies, the shock absorber assembly needs to be placed in a small space, and the space is limited by the vehicle body structure, wheels, transmission system and steering system, making the arrangement of the shock absorber assembly quite difficult. Utility Model Content

[0003] This application provides a vibration damping device, a suspension system, and a vehicle, which can reduce the difficulty of arranging the vibration damping device.

[0004] In a first aspect, this application provides a vibration damping device, which includes a vibration damper and a damping adjustment module. The vibration damper is separately disposed from the hydraulic pump and includes a rodless chamber and a rod chamber. The damping adjustment module is also separately disposed from the hydraulic pump and includes a first throttling unit, an oil storage tank, and a second throttling unit connected in series. The first throttling unit is connected in parallel with the rodless chamber and then in series with one end of the hydraulic pump. The second throttling unit is connected in parallel with the rod chamber and then in series with the other end of the hydraulic pump. At least one of the first and second throttling units is separately disposed from the vibration damper, and is connected in parallel with the vibration damper and then connected to the hydraulic pump via a pipeline. The pipeline is separately disposed from the vibration damper.

[0005] By separating at least one of the first and second throttling units from the shock absorber and connecting it to the shock absorber via a connecting pipe, the arrangement of at least one of the first and second throttling units can be more flexible. The shock absorber does not need to be arranged in a confined space. At least one of the first and second throttling units can be arranged in a location with more space on the vehicle, thus relaxing the space constraints. The shock absorber can be arranged in a confined space near the wheel, reducing the number of components arranged in a confined space and reducing the difficulty of arranging the shock absorber.

[0006] Furthermore, the hydraulic pump can drive the oil in the reservoir and the rodless chamber to the rod chamber, achieving active compression of the shock absorber. This allows the shock absorber to actively pull the wheel upward relative to the vehicle body. The hydraulic pump can also drive the oil in the reservoir and the rod chamber to the rodless chamber, achieving active extension of the shock absorber. This allows the shock absorber to actively push the wheel downward relative to the vehicle body. In this way, the shock absorber can actively push and pull the wheel. When encountering bumps, the shock absorber can apply a force to the wheel that is opposite in direction and similar in magnitude to the impact force, making it less likely for the impact of the road surface on the wheel to be transmitted to the vehicle body.

[0007] In addition, at least one of the first throttling unit and the second throttling unit is connected to the liquid pump through a pipe. The pipe is set separately from the shock absorber, so that the end of the pipe does not need to be arranged in the narrow space near the shock absorber. The pipe can be arranged in a location with more space on the vehicle, which relaxes the space constraints and reduces the number of components arranged in the narrow space, thus reducing the difficulty of arranging the shock absorber.

[0008] In some possible implementations of this application, the first throttling unit includes a first throttling valve and a first check valve connected in parallel. The inlet of the first check valve is connected to the oil storage tank, and the outlet is connected to the rodless chamber.

[0009] In this way, the first throttle valve can control the flow rate of oil from the rodless chamber to the oil reservoir, thereby controlling the damping during the compression process of the shock absorber. The first check valve allows the oil to flow smoothly from the oil reservoir to the rodless chamber, so that during the extension of the shock absorber, the volume of the rodless chamber increases, and the oil in the oil reservoir can be smoothly replenished into the rodless chamber through the first check valve. This makes it less likely for the rodless chamber to experience idle stroke, and less likely for the shock absorber to experience piston jump. It also reduces the occurrence of cavitation in the rodless chamber, which is beneficial to improving the reliability of the shock absorber.

[0010] In some possible implementations of this application, the second throttling unit includes a second throttling valve and a second check valve connected in parallel. The inlet of the second check valve is connected to the oil storage tank, and the outlet is connected to the rod chamber.

[0011] In this way, the second throttle valve can control the flow rate of oil from the rod chamber to the reservoir, thereby controlling the damping during the shock absorber's extension process. The second check valve allows oil to flow smoothly from the reservoir to the rod chamber, so that during the shock absorber's compression process, the volume of the rod chamber increases, and the oil in the reservoir can be smoothly replenished into the rod chamber through the second check valve. This reduces the likelihood of idle stroke in the rod chamber, piston jump in the shock absorber, and cavitation in the rod chamber, thus improving the reliability of the shock absorber.

[0012] In some possible implementations of this application, the oil storage tank and the shock absorber are set separately.

[0013] The limited space available for shock absorbers in vehicles allows for separate placement of the oil reservoir from the shock absorbers. This enables more flexible reservoir placement, eliminating the need to be located in a confined space alongside the shock absorbers. The separation of the oil reservoir from the shock absorbers also improves heat dissipation for both, resulting in larger heat dissipation areas for both. Heat generated by both can be quickly released to the external environment, minimizing the risk of mutual interference and reducing the risk of oil overheating and viscosity reduction.

[0014] In some possible implementations of this application, the vibration damping device further includes a housing, which is separately disposed from the vibration damper. The housing encloses a first cavity, a second cavity, and a third cavity that are connected in sequence. The first cavity has a first opening, which is connected to the rodless cavity through a first connecting pipe. The second cavity is connected to the oil storage tank. The third cavity has a second opening, which is connected to the rod cavity through a second connecting pipe. A first throttling unit is disposed in the first cavity, and a second throttling unit is disposed in the second cavity.

[0015] In this way, the first throttling unit and the second throttling unit are integrated into the same housing. The first throttling unit and the second throttling unit can be installed together on the vehicle body without separate positioning and installation on the vehicle body, which can improve the convenience of installation. Moreover, the vehicle body does not need to set separate mounting positions for the first throttling unit and the second throttling unit, which can reduce the openings in the vehicle body and help improve the strength and reliability of the vehicle body.

[0016] In some possible implementations of this application, the first cavity includes a first receiving sub-cavity and a first flow channel sub-cavity that are connected to each other. The first throttling unit is disposed in the first receiving sub-cavity. The first flow channel sub-cavity has a first opening and a third opening. The third opening is connected to the liquid pump.

[0017] In this way, the first flow channel sub-cavity has a first opening and a third opening. The first opening is connected to the rodless cavity, and the third opening is connected to the liquid pump. The first flow channel sub-cavity is connected to the first receiving sub-cavity, which makes it easier to connect the first throttling unit and the rodless cavity in parallel to the liquid pump. The oil from the first throttling unit and the oil from the rodless cavity flow into the liquid pump after converging in the housing. The converging process is realized in the housing, which eliminates the need for the connecting pipe to have a branch pipe and a main pipe for converging, thus improving the compactness of the structure.

[0018] In some possible implementations of this application, the second cavity includes a second receiving sub-cavity and a second flow channel sub-cavity that are connected. The second throttling unit is disposed in the second receiving sub-cavity, and the second flow channel sub-cavity has a second opening and a fourth opening, the fourth opening being connected to the liquid pump.

[0019] In this way, the second flow channel sub-cavity has a second opening and a fourth opening. The second opening is connected to the rod cavity, and the fourth opening is connected to the liquid pump. The second flow channel sub-cavity is connected to the second receiving sub-cavity, which makes it easier to connect the second throttling unit and the rod cavity in parallel to the liquid pump. The oil from the second throttling unit and the oil from the rod cavity flow into the liquid pump after converging in the housing. The converging process is realized in the housing, which eliminates the need for the connecting pipe to have a branch pipe and a main pipe for converging, thus improving the compactness of the structure.

[0020] In some possible implementations of this application, the oil storage tank is fixed to the outer shell.

[0021] In this way, the oil tank can be fixed to the vehicle body together with the outer shell, making the installation of the oil tank more convenient and reducing the number of pipelines connecting the oil tank and the outer shell, which helps to improve the compactness of the structure.

[0022] In some possible implementations of this application, the oil storage tank is an energy accumulator.

[0023] In this way, when the piston of the shock absorber moves relative to the cylinder, causing the volume of the rod chamber or rodless chamber to increase and requiring the replenishment of oil, the oil in the reservoir can quickly flow into the rod chamber or rodless chamber under the action of compressed gas. The reservoir responds quickly, and when the wheel encounters high-frequency and small-amplitude bumps, the accumulator responds quickly, which can make the wheel grip better and the shock absorber's vibration filtering effect better.

[0024] Secondly, this application provides a suspension system, which includes the damping device provided in the first aspect of this application.

[0025] The suspension system provided in this application, including the vibration damping device provided in the first aspect of this application, can achieve the same technical effect as the vibration damping device, that is, it can reduce the difficulty of arranging the vibration damping device.

[0026] Thirdly, this application provides a vehicle that includes the suspension system provided in the second aspect of this application.

[0027] The vehicle provided in this application, including the suspension system provided in the second aspect of this application, can achieve the same technical effect as the suspension system, that is, it can reduce the difficulty of arranging the shock absorption device. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of this application 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 application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1 This is a schematic diagram of the vibration damping device in some embodiments of this application; Figure 2 This is a first-view structural schematic diagram of the vibration damping device in some embodiments of this application; Figure 3 This is a second-view structural schematic diagram of the vibration damping device in some embodiments of this application; Figure 4 This is a first-view structural schematic diagram of the damping adjustment module and the housing in some embodiments of this application; Figure 5This is a second-view structural schematic diagram of the damping adjustment module and the housing in some embodiments of this application; Figure 6 yes Figure 5 Cross-sectional view at point AA.

[0030] Explanation of reference numerals in the attached figures: 1. Vibration damper; 11. Rod-mounted chamber; 12. Rodless chamber; 2. Damping adjustment module; 21. First throttling unit; 211. First throttling valve; 212. First check valve; 22. Oil reservoir; 23. Second throttling unit; 231. Second throttling valve; 232. Second check valve; 3. Liquid pump; 5. First connecting pipe; 6. Second connecting pipe; 7. First pipeline; 8. Second pipeline; 9. Outer shell; 91. First cavity; 911. First receiving sub-cavity; 912. First flow channel sub-cavity; 9121. First opening; 9122. Third opening; 92. Second cavity; 93. Third cavity; 931. Second receiving sub-cavity; 932. Second flow channel sub-cavity; 9321. Second opening; 9322. Fourth opening. Detailed Implementation

[0031] The technical solutions in this application will now be described clearly and in detail with reference to the accompanying drawings.

[0032] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this application.

[0033] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0034] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0035] In the description of the embodiments of this application, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application according to the specific circumstances.

[0036] In related technologies, shock absorber assemblies need to be placed in a small space, and the placement space is limited by the vehicle body structure, wheels, transmission system and steering system, making the placement of shock absorber assemblies quite difficult.

[0037] The following is a further analysis of why the arrangement of the shock absorber assembly in related technologies is relatively difficult: A shock absorber assembly typically includes a shock absorber and a throttling element. In related technologies, the shock absorber and the throttling element are integrated into one unit. The throttling element is used to regulate the flow rate of oil entering and exiting the working chamber of the shock absorber. As a result, the shock absorber and the throttling element need to be arranged as a whole in a small space near the wheel. A large number of parts need to be arranged in a small space, which makes the arrangement of the shock absorber assembly quite difficult.

[0038] This application provides a vehicle, such as a sedan, SUV, or sport utility vehicle (SUV).

[0039] The vehicle provided in this application embodiment includes a suspension system, which includes a shock absorber. Please refer to... Figure 1 , Figure 2 and Figure 3 , Figure 1 This is a schematic diagram of the vibration damping device in some embodiments of this application. Figure 2 This is a first-view structural schematic diagram of the vibration damping device in some embodiments of this application. Figure 3 This is a second-view structural schematic diagram of a vibration damping device in some embodiments of this application. The vibration damping device includes a vibration damper 1 and a damping adjustment module 2. The vibration damper 1 is separately disposed from the hydraulic pump 3 and includes a rodless chamber 12 and a rod chamber 11. The damping adjustment module 2 is separately disposed from the hydraulic pump 3 and includes a first throttling unit 21, an oil storage tank 22, and a second throttling unit 23 connected in series. The first throttling unit 21 is connected in parallel with the rodless chamber 12 and then connected in series with one end of the hydraulic pump 3. The second throttling unit 23 is connected in parallel with the rod chamber 11 and then connected in series with the other end of the hydraulic pump 3. At least one of the first throttling unit 21 and the second throttling unit 23 is separately disposed from the vibration damper 1 and is connected in parallel with the vibration damper 1 and then communicates with the hydraulic pump 3 through a pipeline. The pipeline is separately disposed from the vibration damper 1.

[0040] By separating at least one of the first throttling unit 21 and the second throttling unit 23 from the shock absorber 1 and connecting it to the shock absorber 1 through a connecting pipe, the arrangement position of at least one of the first throttling unit 21 and the second throttling unit 23 can be more flexible. The shock absorber does not need to be arranged in a small space. At least one of the first throttling unit 21 and the second throttling unit 23 can be arranged in a larger space on the vehicle, which relaxes the space constraints. The shock absorber 1 can be arranged in a small space near the wheel, which reduces the number of parts arranged in a small space and reduces the difficulty of arranging the shock absorber.

[0041] Furthermore, the hydraulic pump 3 can drive the oil in the oil reservoir 22 and the oil in the rodless chamber 12 into the rod chamber 11, realizing the active compression of the shock absorber 1. This allows the shock absorber 1 to actively pull the wheel upward relative to the vehicle body. The hydraulic pump 3 can also drive the oil in the oil reservoir 22 and the oil in the rod chamber 11 into the rodless chamber 12, realizing the active extension of the shock absorber 1. This allows the shock absorber 1 to actively push the wheel downward relative to the vehicle body. In this way, the shock absorber 1 can actively push and pull the wheel. When encountering bumps, the shock absorber 1 can apply a force to the wheel that is opposite in direction and similar in magnitude to the impact force, making it less likely for the impact of the road surface on the wheel to be transmitted to the vehicle body.

[0042] In addition, at least one of the first throttling unit 21 and the second throttling unit 23 is connected in parallel with the shock absorber 1 and then connected to the liquid pump 3 through a pipe. The pipe is set separately from the shock absorber 1, so that the end of the pipe does not need to be arranged in the narrow space near the shock absorber 1. The pipe can be arranged in a location with more space on the vehicle, which relaxes the space constraints and reduces the number of components arranged in the narrow space, thereby reducing the difficulty of arranging the shock absorber.

[0043] Please refer to Figure 1 , Figure 2 and Figure 3 In this embodiment of the application, at least one of the first throttling unit 21 and the second throttling unit 23 is separately disposed from the vibration damper 1, and is connected to the liquid pump 3 through a pipe after being connected in parallel with the vibration damper 1. It can be that the first throttling unit 21 is separately disposed from the vibration damper 1, and is connected to the liquid pump 3 through a pipe after being connected in parallel with the vibration damper 1. It can also be that the second throttling unit 23 is separately disposed from the vibration damper 1, and is connected to the liquid pump 3 through a pipe after being connected in parallel with the vibration damper 1. Alternatively, both the first throttling unit 21 and the second throttling unit 23 are separately disposed from the vibration damper 1, with the first throttling unit 21 connected to the vibration damper 1 and connected to the liquid pump 3 through a pipe, and the second throttling unit 23 connected to the vibration damper 1 and connected to the liquid pump 3 through a pipe.

[0044] Please refer to Figure 1, Figure 2 and Figure 3 In some embodiments of this application, the pipe may be constructed as a flexible pipe.

[0045] Please refer to Figure 1 , Figure 2 and Figure 3 In some embodiments of this application, the first throttling unit 21 includes a first throttling valve 211 and a first check valve 212 connected in parallel. The inlet of the first check valve 212 is connected to the oil reservoir 22, and the outlet is connected to the rodless chamber 12. Thus, the first throttling valve 211 can control the flow rate of oil from the rodless chamber 12 to the oil reservoir 22, thereby controlling the damping during the compression process of the shock absorber 1. The first check valve 212 allows the oil to flow smoothly from the oil reservoir 22 into the rodless chamber 12, so that during the extension of the shock absorber 1, the volume of the rodless chamber 12 increases, and the oil in the oil reservoir 22 can be smoothly replenished into the rodless chamber 12 through the first check valve 212. This makes it less likely for the rodless chamber 12 to experience idle stroke, and less likely for the shock absorber 1 to experience piston jump. It also reduces the occurrence of cavitation in the rodless chamber 12, which is beneficial to improving the reliability of the shock absorber 1.

[0046] Please refer to Figure 1 , Figure 2 and Figure 3 In some embodiments of this application, the first throttle valve 211 may be a solenoid valve or a digital incremental valve, etc.

[0047] Please refer to Figure 1 , Figure 2 and Figure 3 In some embodiments of this application, the second throttling unit 23 includes a second throttling valve 231 and a second check valve 232 connected in parallel. The inlet of the second check valve 232 is connected to the oil reservoir 22, and the outlet is connected to the rod chamber 11. Thus, the second throttling valve 231 can control the flow rate of oil from the rod chamber 11 to the oil reservoir 22, thereby controlling the damping during the extension process of the shock absorber 1. The second check valve 232 allows the oil to flow smoothly from the oil reservoir 22 into the rod chamber 11, so that during the compression process of the shock absorber 1, the volume of the rod chamber 11 increases, and the oil in the oil reservoir 22 can be smoothly replenished into the rod chamber 11 through the second check valve 232. This makes it less likely for the rod chamber 11 to experience idle stroke, reduces piston jump in the shock absorber 1, and also reduces cavitation in the rod chamber 11, thus improving the reliability of the shock absorber 1.

[0048] Please refer to Figure 1 , Figure 2 and Figure 3 In some embodiments of this application, the second throttle valve 231 may be a solenoid valve or a digital incremental valve, etc.

[0049] Please refer to Figure 1 , Figure 2 and Figure 3 In some embodiments of this application, the oil reservoir 22 is separately arranged from the shock absorber 1. Since the space available for accommodating the shock absorber 1 in a vehicle is limited, separating the oil reservoir 22 from the shock absorber 1 allows for more flexible arrangement of the oil reservoir 22. The oil reservoir 22 does not need to be arranged together with the shock absorber 1 in a confined space, making its arrangement more convenient and reducing the complexity of the overall vehicle layout design. Furthermore, separating the oil reservoir 22 from the shock absorber 1 also improves heat dissipation for both the oil reservoir 22 and the shock absorber 1, resulting in larger heat dissipation areas for both. The heat generated by both the oil reservoir 22 and the shock absorber 1 can be quickly released to the external environment, minimizing mutual interference and reducing the risk of oil overheating and viscosity decrease.

[0050] Please refer to Figure 4 , Figure 5 and Figure 6 , Figure 4 This is a first-view structural schematic diagram of the damping adjustment module and the housing in some embodiments of this application. Figure 5 This is a second-view structural schematic diagram of the damping adjustment module and the housing in some embodiments of this application. Figure 6 yes Figure 5 In the cross-sectional view at point AA, in some embodiments of this application, the vibration damping device further includes a housing 9, which is separately disposed from the vibration damper 1. The housing 9 encloses a first cavity 91, a second cavity 92, and a third cavity 93 that are connected in sequence. The first cavity 91 has a first opening 9121, which is connected to the rodless cavity 12 through a first connecting pipe 5. The second cavity 92 is connected to the oil storage tank 22. The third cavity 93 has a second opening 9321, which is connected to the rod cavity 11 through a second connecting pipe 6. A first throttling unit 21 is disposed in the first cavity 91, and a second throttling unit 23 is disposed in the second cavity 92.

[0051] In this way, the first throttling unit 21 and the second throttling unit 23 are integrated into the same housing 9. The first throttling unit 21 and the second throttling unit 23 can be installed together on the vehicle body without separate positioning and installation on the vehicle body, which can improve the convenience of installation. Moreover, the vehicle body does not need to set separate mounting positions for the first throttling unit 21 and the second throttling unit 23, which can reduce the openings in the vehicle body, which is beneficial to improving the strength and reliability of the vehicle body.

[0052] Please refer to Figure 2 and Figure 3 In some embodiments of this application, the first connecting pipe 5 can be constructed as a flexible connecting pipe, and the second connecting pipe 6 can be constructed as a flexible connecting pipe.

[0053] Please refer to Figure 4 , Figure 5 and Figure 6 In some embodiments of this application, the oil storage tank 22 is fixed to the outer casing 9. In this way, the oil storage tank 22 can be fixed to the vehicle body together with the outer casing 9, which makes the installation of the oil storage tank 22 more convenient and reduces the number of pipelines connecting the oil storage tank 22 and the outer casing 9, which helps to improve the compactness of the structure.

[0054] Please refer to Figure 1 , Figure 4 and Figure 6 In some embodiments of this application, the first cavity 91 includes a first receiving sub-cavity 911 and a first flow channel sub-cavity 912 that are connected. The first throttling unit 21 is disposed in the first receiving sub-cavity 911. The first flow channel sub-cavity 912 has a first opening 9121 and a third opening 9122. The third opening 9122 is connected to the liquid pump 3.

[0055] Thus, the first flow channel sub-cavity 912 has a first opening 9121 and a third opening 9122. The first opening 9121 is connected to the rodless cavity 12, and the third opening 9122 is connected to the liquid pump 3. The first flow channel sub-cavity 912 is connected to the first receiving sub-cavity 911. This makes it relatively convenient to connect the first throttling unit 21 and the rodless cavity 12 in parallel to the liquid pump 3. The oil from the first throttling unit 21 and the oil from the rodless cavity 12 flow into the liquid pump 3 after converging in the housing 9. The converging process is realized in the housing 9, which eliminates the need for the connecting pipe to have a branch pipe and a main pipe for converging, thus improving the compactness of the structure.

[0056] Please refer to Figure 1 , Figure 4 and Figure 6 In some embodiments of this application, the second cavity 92 includes a second receiving sub-cavity 931 and a second flow channel sub-cavity 932 that are connected. The second throttling unit 23 is disposed in the second receiving sub-cavity 931. The second flow channel sub-cavity 932 has a second opening 9321 and a fourth opening 9322. The fourth opening 9322 is connected to the liquid pump 3.

[0057] Thus, the second flow channel sub-cavity 932 has a second opening 9321 and a fourth opening 9322. The second opening 9321 is connected to the rod cavity 11, and the fourth opening 9322 is connected to the liquid pump 3. The second flow channel sub-cavity 932 is connected to the second receiving sub-cavity 931. This makes it relatively convenient to connect the second throttling unit 23 and the rod cavity 11 in parallel to the liquid pump 3. The oil from the second throttling unit 23 and the oil from the rod cavity 11 flow into the liquid pump 3 after converging in the housing 9. The converging process is realized in the housing 9, which eliminates the need for the connecting pipe to have a branch pipe and a main pipe for converging, thus improving the compactness of the structure.

[0058] Please refer to Figure 1 , Figure 4 and Figure 6 In some embodiments of this application, the liquid pump 3 can be separated from the housing 9. The pipeline may include a first pipeline 7, through which the liquid pump 3 can be connected to a third opening 9122. The pipeline may also include a second pipeline 8, through which the liquid pump 3 can be connected to a fourth opening 9322. In this way, the arrangement of the liquid pump 3 and the housing 9 is more flexible, and the liquid pump 3 and the housing 9 can each be arranged in a relatively open location, which is more convenient.

[0059] Please refer to Figure 1 , Figure 4 and Figure 6 In some embodiments of this application, the oil reservoir 22 is an accumulator. Thus, when the piston of the shock absorber 1 moves relative to the cylinder, causing the rod chamber 11 or rodless chamber 12 to expand and requiring oil replenishment, the oil in the oil reservoir 22 can rapidly flow into the rod chamber 11 or rodless chamber 12 under the action of compressed gas. The oil reservoir 22 responds quickly, and when the wheel encounters high-frequency and small-amplitude bumps, the accumulator responds rapidly, resulting in better wheel grip and better vibration filtering effect of the shock absorber 1.

[0060] The above embodiments are merely illustrative of the technical solutions of this application and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and all should be covered within the scope of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way.

Claims

1. A vibration damping device, characterized in that, include: Liquid pump; The shock absorber, separately disposed from the liquid pump, includes a rodless chamber and a rod chamber; The damping adjustment module, which is separately configured from the liquid pump, includes a first throttling unit, an oil storage tank, and a second throttling unit connected in series. The first throttling unit is connected in parallel with the rodless chamber and then in series with one end of the liquid pump. The second throttling unit is connected in parallel with the rod chamber and then in series with the other end of the liquid pump. At least one of the first throttling unit and the second throttling unit is separately configured from the vibration damper and is connected in parallel with the vibration damper and then connected to the liquid pump through a pipeline. The pipeline is separately configured from the vibration damper.

2. The vibration damping device according to claim 1, characterized in that, The first throttling unit includes a first throttling valve and a first check valve connected in parallel. The inlet of the first check valve is connected to the oil storage tank, and the outlet is connected to the rodless chamber. And / or, the second throttling unit includes a second throttling valve and a second check valve connected in parallel, the inlet of the second check valve being connected to the oil storage tank and the outlet being connected to the rod chamber.

3. The vibration damping device according to claim 1, characterized in that, The oil storage tank is separately installed from the vibration damper.

4. The vibration damping device according to claim 1, characterized in that, It also includes a housing, which is separately disposed from the shock absorber. The housing forms a first cavity, a second cavity, and a third cavity that are connected in sequence. The first cavity has a first opening, which is connected to the rodless cavity through a first connecting pipe. The second cavity is connected to the oil storage tank. The third cavity has a second opening, which is connected to the rod cavity through a second connecting pipe. The first throttling unit is disposed in the first cavity, and the second throttling unit is disposed in the second cavity.

5. The vibration damping device according to claim 4, characterized in that, The first cavity includes a first receiving sub-cavity and a first flow channel sub-cavity that are connected to each other. The first throttling unit is disposed in the first receiving sub-cavity. The first flow channel sub-cavity has a first opening and a third opening. The third opening is connected to the liquid pump.

6. The vibration damping device according to claim 4, characterized in that, The second cavity includes a second receiving sub-cavity and a second flow channel sub-cavity that are connected. The second throttling unit is disposed in the second receiving sub-cavity. The second flow channel sub-cavity has a second opening and a fourth opening. The fourth opening is connected to the liquid pump.

7. The vibration damping device according to any one of claims 4 to 6, characterized in that, The oil storage tank is fixed to the outer shell.

8. The vibration damping device according to any one of claims 1 to 6, characterized in that, The oil storage tank is an energy accumulator.

9. A suspension system, characterized in that, The vibration damping device includes any one of claims 1 to 8.

10. A vehicle, characterized in that, Includes the suspension system as described in claim 9.

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