Hydraulic integrated control module and hydraulic suspension system having the same, and vehicle

Abstract

The hydraulic integrated control module (100) includes an integrated base (32), a tank (1), a control valve (12), and an accumulator module, an oil passage (44) is installed in the integrated base (32), an external connection port (320) connected to the oil passage (44) is installed on the outer peripheral wall of the integrated base (32), and the external connection port (320) is configured to communicate with the damper (200), the tank (1) is attached to the integrated base (32) and communicates with the oil passage (44), the control valve (12) is connected in series in the oil passage (44) to control the opening or closing of the oil passage (44), and the accumulator module is attached to the integrated base (32) and connected to the oil passage (44) to adjust the amount of oil in the oil passage (44). The hydraulic integrated control module reduces the overall volume of the hydraulic integrated control module, does not require complex oil passages to be connected, and reduces the risk of oil leakage. The hydraulic suspension system having the hydraulic integrated control module can improve the operating stability of the vehicle without impairing the comfort of the vehicle.

Description

[Technical Field]

[0001] (CROSS-REFERENCE TO RELATED APPLICATIONS) This application is based on and claims priority from a Chinese patent application bearing application number 202111651770.9, filed with the State Intellectual Property Office of the People's Republic of China on December 30, 2021, the entire contents of which are incorporated herein by reference.

[0002] The present application relates to the field of vehicles, and more particularly to a hydraulic integrated control module and a hydraulic suspension system and vehicle having the same. [Background technology]

[0003] A suspension is a device that transmits the interaction force between the body and axles. It is one of the four main components of a vehicle and plays an important role in affecting the vehicle's driving performance. The suspension transmits the force and moment fed back from the road surface, damps wheel vibrations, cushions impacts, and improves the driver's driving experience, thereby enabling the vehicle to achieve ideal dynamic characteristics and stable driving performance. Related art suspensions often consist of springs, guide mechanisms, and dampers, but the dampers have a fixed damping coefficient and spring stiffness, making it difficult to achieve both comfort and driving stability. Related art suspensions also use hydraulic pressure to adjust the suspension stiffness and / or damping, but the need to connect various pipes to circulate oil results in a large suspension volume and a high risk of oil leakage at the connection points. Summary of the Invention [Problem to be solved by the invention]

[0004] The present application seeks to solve at least to some extent one of the technical problems in the related art.

[0005] Therefore, one object of the present application is to provide a hydraulic integrated control module that reduces the overall volume, eliminates the need for complex oil passage connections, and reduces the risk of oil leakage.

[0006] The present application further provides a hydraulic suspension system having the above hydraulic integrated control module, which can improve the vehicle's handling stability without compromising the vehicle's comfort.

[0007] The present application further provides a vehicle having the above hydraulic suspension system. [Means for solving the problem]

[0008] The hydraulic integrated control module according to an embodiment of the present application includes an integrated base, a tank, a control valve, and an accumulator module, in which an oil passage is installed within the integrated base, an external connection port connected to the oil passage is installed on the outer peripheral wall of the integrated base, and the external connection port is configured to communicate with a damper, the tank is attached to the integrated base and communicates with the oil passage, the control valve is connected in series within the oil passage to control the opening or closing of the oil passage, and the accumulator module is attached to the integrated base and connected to the oil passage to adjust the amount of oil in the oil passage.

[0009] In the hydraulic integrated control module according to the embodiment of the present application, the oil passage is integrated into the integrated base, and the tank and accumulator module are attached to the integrated base and connected to the oil passage, thereby integrating the oil passage, the tank, and the accumulator module into one, reducing the overall volume of the hydraulic integrated control module, eliminating the need for complex oil passage connections, and reducing the risk of oil leakage, which effectively resolves the trade-off between vehicle comfort and driving stability when used in a vehicle.

[0010] In some embodiments of the present application, a first branch passage is installed in the integrated base, and the first branch passage is connected to the oil passage; the accumulator module includes a stiffness adjustment accumulator and a stiffness adjustment valve; the stiffness adjustment valve is connected in series to the first branch passage to open or block the first branch passage; and the stiffness adjustment accumulator is attached to the integrated base and communicates with the first branch passage.

[0011] In some embodiments of the present application, the stiffness adjustment accumulator is mounted to a mounting plane in the integral base of the tank.

[0012] In some embodiments of the present application, the accumulator module includes a damping adjustment valve and a damping accumulator, the damping adjustment valve is connected in series with the oil passage to adjust the damping of the oil passage, and the damping accumulator is attached to the integrated base and communicates with the oil passage.

[0013] In some embodiments of the present application, the mounting plane of the damping accumulator on the integrated base is perpendicular to the mounting plane of the tank on the integrated base, and the damping accumulator and the damping adjustment valve are located in the same mounting plane.

[0014] In some embodiments of the present application, a third branched passage and a fourth branched passage are installed in the integrated base, the third branched passage is connected to the oil passage and the oil outlet of the tank, respectively, the fourth branched passage is connected to the oil passage and the oil inlet of the tank, respectively, and a control pump is installed in the third branched passage to guide the oil in the tank to the oil passage.

[0015] In some embodiments of the present application, an oil return valve is connected in series to the fourth branch line to open or close it.

[0016] In some embodiments of the present application, a check valve is provided in the third branch passage, and the check valve guides oil into the oil passage in one direction.

[0017] In some embodiments of the present application, a pressure stabilizing accumulator is installed in the third branch line, and the pressure stabilizing accumulator is attached to the integrated base and to a mounting plane on the integrated base of the tank.

[0018] In some embodiments of the present application, the hydraulic integrated control module further includes a signal receiver, which is installed on the integrated base and cooperates with the control valve to control the operating state of the control valve.

[0019] In some embodiments of the present application, the control valve is a solenoid valve and the signal receiver is a coil.

[0020] A hydraulic suspension system according to an embodiment of the present application includes a plurality of hydraulic integrated control modules and a plurality of dampers, the hydraulic integrated control module being the hydraulic integrated control module described in any one of the above claims of the present application, the damper including a first cylinder, a piston, and a piston rod, the piston being located in the first cylinder and cooperating with the first cylinder to define an upper chamber and a lower chamber, the piston rod being connected to the piston, and an upper end of the piston rod being configured to be connected to a vehicle body, the plurality of dampers being installed in one-to-one correspondence with the plurality of hydraulic integrated control modules, and the external connection port of each of the integrated bases being connected to the lower chamber.

[0021] In the hydraulic suspension system according to the embodiment of the present application, the oil passage is integrated into the integrated base, and the tank and accumulator module are attached to the integrated base and connected to the oil passage, so that the oil passage, the tank, and the accumulator module are integrated into one, reducing the overall volume of the hydraulic integrated control module, eliminating the need for complex oil passage connections, and reducing the risk of oil leakage, which effectively resolves the trade-off between vehicle comfort and handling stability when used in a vehicle.

[0022] A vehicle according to an embodiment of the present application includes a vehicle body, a control unit, and a hydraulic suspension system, the hydraulic suspension system being the hydraulic suspension system described in the above embodiment of the present application, wherein the upper end of each piston rod is connected to the vehicle body, and the control valves of the multiple hydraulic integrated control modules are each connected to the control unit of the vehicle.

[0023] The vehicle according to the embodiment of the present application includes multiple sets of independently controlled hydraulic integrated control modules, which can adjust the height and suspension stiffness of different positions on the vehicle body according to actual conditions, allowing the hydraulic suspension system to meet different needs, achieve objectives such as anti-roll and anti-pitching, and improve the handling stability of the vehicle, thereby effectively resolving the contradiction between vehicle comfort and handling stability. By integrating the oil lines into the integrated base, the tank and accumulator module are attached to the integrated base and connected to the oil lines, thereby integrating the oil lines, the tank and accumulator module into one, reducing the overall volume of the hydraulic integrated control module, eliminating the need for complex oil line connections, and reducing the risk of oil leakage.

[0024] Additional aspects and advantages of the present application will be set forth in part in the description that follows, and in part will be obvious from the description, or may be learned by practice of the present application. [Brief explanation of the drawings]

[0025] [Figure 1] 1A and 1B are schematic diagrams of an integrated oil passage module according to an embodiment of the present application at different angles. [Figure 2] 1A and 1B are schematic diagrams of an integrated oil passage module according to an embodiment of the present application at different angles. [Figure 3] 1A and 1B are schematic diagrams of an integrated oil passage module according to an embodiment of the present application at different angles. [Figure 4] 1 is an oil passage diagram of an integrated oil passage module according to an embodiment of the present application. [Figure 5] FIG. 1 is a schematic diagram of a hydraulic suspension system according to some embodiments of the present application. [Figure 6] FIG. 2 is a schematic diagram of a hydraulic suspension system according to some other embodiments of the present application. [Figure 7] 2 is a schematic diagram of a left front damper assembly and a right front damper assembly according to an embodiment of the present application. FIG. [Figure 8] FIG. 8 is a cross-sectional view of the damper assembly shown in FIG. 7. [Figure 9] FIG. 2 is a cross-sectional view of a central control cylinder according to an embodiment of the present application. [Figure 10] FIG. 2 is a perspective view of a central control cylinder according to an embodiment of the present application. [Figure 11] 1 is a schematic diagram of a metal bellows accumulator according to an embodiment of the present application. DETAILED DESCRIPTION OF THE INVENTION

[0026] Hereinafter, the embodiments of the present application will be described in detail. Examples of the embodiments to be described are shown in the drawings, and the same or similar reference numerals throughout indicate the same or similar parts or parts having the same or similar functions. The embodiments described below with reference to the drawings are merely illustrative and are intended to interpret the present application, but should not be understood as limiting the present application.

[0027] 1 to 4, a hydraulic integrated control module 100 according to an embodiment of the present application will be described. The hydraulic integrated control module 100 includes an integrated base 32, a tank 1, a control valve 12, and an accumulator module. An oil passage 44 is installed in the integrated base 32. An external connection port 320 connected to the oil passage 44 is installed on the outer peripheral wall of the integrated base 32. The external connection port 320 is configured to communicate with a damper 200. The tank 1 is attached to the integrated base 32 and communicates with the oil passage 44. The control valve 12 is connected in series in the oil passage 44 and controls the opening or closing of the oil passage 44. The accumulator module is attached to the integrated base 32 and connected to the oil passage 44 to adjust the amount of oil in the oil passage 44.

[0028] Specifically, oil is stored in the tank 1, and the oil in the tank 1 can be discharged to the oil passage 44. When the hydraulic integrated control module 100 is not installed in the vehicle, the control valve 12 is in a closed state to block the oil passage 44, thereby preventing oil leakage caused by oil being discharged from the external connection port 320.

[0029] As can be understood, the accumulator module serves to store energy, i.e., oil flows into the accumulator module to store energy, and when there is demand from the hydraulic integrated control module 100, the oil in the accumulator module is discharged to replenish the oil passage 44.

[0030] In addition, the accumulator module adjusting the amount of oil in the oil passage 44 means that the accumulator module can adjust the amount of oil in the oil passage 44 to adjust the damping of the oil passage 44, and / or the accumulator module can adjust the stiffness of the oil passage 44 by either communicating with the oil passage 44 or blocking communication with the oil passage 44.

[0031] When the hydraulic integrated control module 100 is installed in a vehicle, the external connection port 320 is connected to the damper 200, allowing oil in the oil passage 44 to be discharged into the damper 200. The control valve 12 is electrically connected to a control unit of the vehicle and opens and closes based on a signal received from the control unit. Specifically, the damper 200 includes a first cylinder 201, a piston 202, and a piston rod 203. The first cylinder 201 is configured to be connected to an axle. The piston 202 is located within the first cylinder 201 and cooperates with the first cylinder 201 to define an upper chamber 2011 and a lower chamber 2012. One end of the piston rod 203 is connected to the piston 202, and the piston rod 203 is configured to be connected to the vehicle body. The external connection port 320 communicates with the lower chamber 2012.

[0032] When the control valve 12 is opened, the oil in the tank 1 and / or the accumulator module can be discharged into the damper 200. When the oil is discharged into the damper 200, the oil in the lower chamber 2012 of the damper 200 increases, causing the piston rod 203 to move upward, thereby achieving the purpose of lifting the vehicle body. When the oil in the lower chamber 2012 of the damper 200 returns to the hydraulic integrated control module 100 through the oil passage 44, the hydraulic pressure in the lower chamber 2012 of the damper 200 decreases, causing the piston 202 to move downward. The downward movement of the piston 202 moves the piston rod 203 downward, which moves the vehicle body downward, thereby achieving the purpose of lowering the vehicle body.

[0033] A vehicle will encounter various road conditions while traveling, and once the vehicle suspension system in the related art is selected, it cannot be adjusted while the vehicle is traveling. Therefore, the conventional suspension can only ensure that the vehicle achieves optimal matching of performance under specific road and speed conditions, can only passively receive the forces acting on the vehicle body from the ground, cannot change the suspension parameters according to the road and vehicle speed, and further cannot actively control the forces acting on the vehicle body from the ground.

[0034] When used in a vehicle, the hydraulic integrated control module 100 according to the embodiment of the present application can adjust the height of the vehicle body according to road conditions, etc. For example, when passing through a steep mountain road, the module can enter a lift mode to raise the center of gravity of the vehicle and improve the stability of the vehicle. When it is necessary to reduce the impact on the vehicle body's running speed, the module can enter a height reduction mode to lower the center of gravity of the vehicle. Of course, it should be understood that the above is merely an exemplary description, and the height of the vehicle body may be adjusted according to actual needs during running.

[0035] When the accumulator module adjusts the damping and / or stiffness of the oil passage 44, it realizes the adjustment of the damping and / or stiffness of the damper 200, thereby making it possible to adjust according to the actual situation, such as the road conditions, and ensuring that the damping and / or stiffness can meet the vibration control requirements, thereby effectively resolving the contradiction between vehicle comfort and handling stability.

[0036] In the hydraulic integrated control module 100 according to the embodiment of the present application, the oil passage 44 is integrated into the integrated base 32, and the tank 1 and accumulator module are attached to the integrated base 32 and connected to the oil passage 44. As a result, the oil passage 44, the tank 1, and the accumulator module are integrated into one body, reducing the overall volume of the hydraulic integrated control module 100, eliminating the need to connect complex oil passages, and reducing the risk of oil leakage.

[0037] In some embodiments of the present application, a first branched passage is installed in the integrated base 32, and the first branched passage is connected to the oil passage 44. The accumulator module includes a stiffness adjustment accumulator 10 and a stiffness adjustment valve 11. The stiffness adjustment valve 11 is connected in series to the first branched passage to open or close the first branched passage. The stiffness adjustment accumulator 10 is attached to the integrated base 32 and communicates with the first branched passage. Specifically, the stiffness adjustment valve 11 is electrically connected to a control unit of the vehicle.

[0038] When increased stiffness is required, the stiffness adjustment valve 11 can be closed to isolate the stiffness adjustment accumulator 10 from the damper 200, thereby increasing the stiffness of the damper 200. For example, when high stiffness needs to be provided in anti-nose dive situations during braking and anti-roll situations during cornering, the stiffness adjustment valve 11 can be closed.

[0039] Preferably, the stiffness adjustment accumulator 10 is mounted on a mounting plane on the integrated base 32 of the tank 1. That is, the stiffness adjustment accumulator 10 and the tank 1 are mounted on the same mounting plane, which allows for rational use of space and improves the compactness of the hydraulic integrated control module 100.

[0040] In some embodiments of the present application, the accumulator module includes a damping adjustment valve 8 and a damping accumulator 9. The damping adjustment valve 8 is connected in series with the oil line 44 to adjust the damping of the oil line 44. The damping accumulator 9 is mounted on the integrated base 32 and communicates with the oil line 44. The damping adjustment valve 8 can adjust the oil flow rate of the corresponding oil line 44, thereby adjusting the damping of the corresponding oil line 44 to achieve the purpose of adjusting the damping of the damper 200. This allows the damping of the damper 200 to be adjusted according to actual conditions, such as road conditions, to ensure that the damping of the damper 200 can meet the vibration control requirements, effectively resolving the tradeoff between vehicle comfort and driving stability. In some embodiments of the present application, the damping adjustment valve 8 includes a first motor and a first valve body. The first motor controls the operation of the valve in the first valve body to change the flow area of ​​the first valve body and achieve the purpose of adjusting the flow rate.

[0041] Preferably, the mounting plane of the damping accumulator 9 on the integrated base 32 is perpendicular to the mounting plane of the tank 1 on the integrated base 32, and the damping accumulator 9 and the damping adjustment valve 8 are located on the same mounting plane, thereby enabling the space of the integrated base 32 to be used rationally.

[0042] In some embodiments of the present application, a third branched passage 45 and a fourth branched passage 46 are installed in the integrated base 32, the third branched passage 45 is connected to the oil passage 44 and the oil outlet of the tank 1, respectively, the fourth branched passage 46 is connected to the oil passage 44 and the oil inlet of the tank 1, respectively, and the third branched passage 45 is installed with a control pump 26 to guide the oil in the tank 1 to the oil passage 44. 1 has an independent oil return passage (i.e., the fourth branch passage 46) and an oil discharge passage (i.e., the third branch passage 45), thereby ensuring reliable progress of oil discharge and oil return by providing two independent passages.

[0043] Preferably, an oil return valve 27 for opening or closing the fourth branch line 46 is connected in series. When oil needs to be discharged, the control pump 26 is opened and the oil return valve 27 is closed, and the control pump 26 guides the oil to the oil line 44. When oil needs to be returned, the control pump 26 is closed and the oil return valve 27 is opened, and the oil in the oil line 44 flows through the oil return valve 27 to the tank. 1 This allows the oil to flow in two independent passages, ensuring reliable oil discharge and return.

[0044] 1 and 2, in some examples of the present application, the controlled pump 26 includes a control valve element 260 and a drive motor 261, and the drive motor 261 is electrically connected to a valve in the control valve element 260, and the drive motor 261 rotates to control the rotation of the valve, thereby opening and closing the controlled pump 26. In this way, the drive motor 261 and the valve cooperate to open and close the controlled pump 26, ensuring reliable operation of the controlled pump 26 and reducing the effect of oil on the opening and closing of the controlled pump 26.

[0045] In some examples of the present application, as shown in FIG. 4 , a check valve 28 is installed in the third branch path 45, and the check valve 28 guides the oil in one direction to the oil path 44. Therefore, when returning the oil, the presence of the check valve 28 effectively prevents the oil from flowing to the control pump 26, and in the event of a malfunction of the control pump 26, prevents the oil from flowing through the control pump 26 to the oil outlet.

[0046] In some embodiments of the present application, as shown in Fig. 4, a pressure stabilizing accumulator 29 is installed in the third branch line 45, and the pressure stabilizing accumulator 29 is attached to the integrated base 32 and is attached to the mounting plane of the integrated base 32 of the tank 1. In this way, the pressure stabilizing accumulator 29 can stabilize the pressure and eliminate the flow rate fluctuation at the outlet end of the control pump 26, and can also make rational use of the spatial arrangement.

[0047] In some examples of the present application, the pressure-stabilizing accumulator 29 may be a metal bellows accumulator. As shown in FIG. 11 , the metal bellows accumulator is composed of a cylindrical body assembly and a bellows assembly. The cylindrical body assembly includes an upper cover, a packing, a cylinder tube, a snap ring, and a seal ring, while the bellows assembly includes a seal cover, a guide ring, a bellows, and a lower cover. The metal bellows accumulator may replace an airbag or diaphragm, and the metal bellows 101 may be used as a flexible separator between the fluid and the gas. The bellows can be used over a very wide temperature range. The metal bellows is welded to other components, making it completely airtight. It can move up and down inside the accumulator without friction or wear, allowing it to operate for long periods of time with just one adjustment.

[0048] In some embodiments of the present application, the hydraulic integrated control module 100 further includes a signal receiver, which is installed on the integrated base 32 and cooperates with the control valve 12 to control the operating state of the control valve 12. This allows the hydraulic integrated control module 100 to independently receive signals and facilitates electrical connection between the hydraulic integrated control module 100 and a vehicle control unit.

[0049] Preferably, the control valve 12 is a solenoid valve and the signal receiver is a coil, thereby simplifying and ensuring signal reception.

[0050] 1 to 3 , in some examples of the present application, the stiffness adjustment accumulator 10 and the pressure stabilization accumulator 29 are each screw-connected to an integrated base 32 and fixed near the control pump 26. The integrated base 32 has the control pump 26 fixed to one side with three fixing nuts, and the stiffness adjustment valve 11 and the control valve 12 fixed to the other side. The control valve 12 directly controls the opening and closing of the oil passage 44 in the integrated base 32.

[0051] Tank 1 is located above the control pump 26. to Fixed AndThe damping adjustment valve 8 and the damping accumulator 9 are screwed to the integrated base 32 and fixed to the underside of the control pump 26.

[0052] In some embodiments of the present application, the stiffness adjustment valve 11 and the control valve 12 are each solenoid valves, and a coil 33 that inputs an external signal is installed on the integrated base 32, and the coil 33 cooperates with the stiffness adjustment valve 11 and the control valve 12. That is, after the coil 33 receives the external signal, the stiffness adjustment valve 11 and the control valve 12 are opened or closed according to the external signal. This makes the control method for the stiffness adjustment valve 11 and the control valve 12 simple, reliable, and automated. As can be seen, the operating states of the stiffness adjustment valve 11 and the control valve 12 can be controlled by controlling the magnitude and direction of the current flowing through the coil 33.

[0053] Preferably, the stiffness adjustment valve 11 and the control valve 12 are each a two-position two-way solenoid valve. In some examples herein, the oil return valve 27 is a solenoid valve and cooperates with a coil 33. Preferably, the oil return valve 27 is a two-position two-way solenoid valve.

[0054] In some examples of the present application, as shown in FIG. 3, the stiffness adjustment valve 11, the control valve 12, and the oil return valve 27 are all disposed within the end cap 42, whereby the installation of the end cap 42 can provide protection for the stiffness adjustment valve 11, the control valve 12, and the oil return valve 27 and also improve their integrity.

[0055] Of course, it is understandable that the installation positions of the tank 1, the stiffness adjustment accumulator 10, the stiffness adjustment valve 11 and the control valve 12 can be adjusted according to the actual situation, for example, the installation space of the entire vehicle. For example, in some examples of the present application, the damping adjustment valve 8 and the external connection port 320 are installed on the same side, and the damping accumulator 9 is arranged on the opposite side of the tank 1, so that the space of the external connection port 320 can be used reasonably to arrange the position of the damping adjustment valve 8.

[0056] In some examples of the present application, the damping adjustment valve 8 is arranged on the opposite side of the tank 1, and the damping accumulator 9 is arranged on the front side of the integrated base 32, in which case the control pump 26, the pressure stabilization accumulator 29, the stiffness adjustment accumulator 10 and the damping accumulator 9 are also arranged on the front side of the integrated base 32, and such an arrangement method helps to save the space around the integrated base 32, thereby rationally utilizing the peripheral area of ​​the integrated base 32 to arrange the entire vehicle.

[0057] In yet another example of the present application, the damping adjustment valve 8 is arranged on the opposite side of the tank 1, and the damping accumulator 9 is arranged on the opposite side of the external connection port 320, and the damping accumulator 9 and the damping adjustment valve 8 are installed vertically, which is helpful for arranging the flow path within the integrated base 32.

[0058] 1 to 11, a hydraulic suspension system 1000 according to an embodiment of the present application will be described below. The hydraulic suspension system 1000 is used in a vehicle and connects the axle and body of the vehicle. In the description of the present application, "front" refers to the direction toward the head of the vehicle, and "rear" refers to the direction toward the tail of the vehicle. In the forward direction, the direction to the right of the primary driver is the right side, and the direction to the left of the primary driver is the left side.

[0059] 1 to 10, a hydraulic suspension system 1000 according to an embodiment of the present invention includes a plurality of hydraulic integrated control modules 100 and a plurality of dampers 200. The plurality of hydraulic integrated control modules 100 correspond one-to-one to a plurality of hubs of a vehicle. Specifically, the plurality of hydraulic integrated control modules 100 include a left front hydraulic integrated control module 100, a right front hydraulic integrated control module 100, a left rear hydraulic integrated control module 100, and a right rear hydraulic integrated control module 100. The left front hydraulic integrated control module 100 controls the left front vehicle body, the right front hydraulic integrated control module 100 controls the right front vehicle body, the left rear hydraulic integrated control module 100 controls the left rear vehicle body, and the right rear hydraulic integrated control module 100 controls the right rear vehicle body.

[0060] The damper 200 includes a first cylinder 201, a piston 202, and a piston rod 203. The piston 202 is located in the first cylinder 201 and cooperates with the first cylinder 201 to define an upper chamber 2011 and a lower chamber 2012. The piston rod 203 is connected to the piston 202, and the upper end of the piston rod 203 is configured to be connected to the vehicle body. The multiple dampers 200 are installed in one-to-one correspondence with the multiple hydraulic integrated control modules 100, and the external connection port 320 of each integrated base 32 is connected to the lower chamber 2012.

[0061] In the hydraulic suspension system 1000 according to the embodiment of the present application, the oil passage 44 is integrated into the integrated base 32, and the tank 1 and the accumulator module are attached to the integrated base 32 and connected to the oil passage 44, so that the oil passage 44, the tank 1, and the accumulator module are integrated into one, reducing the overall volume of the hydraulic integrated control module 100, eliminating the need for complex oil passage connections, and reducing the risk of oil leakage. When used in a vehicle, this effectively resolves the tradeoff between vehicle comfort and handling stability.

[0062] In some embodiments of the present application, the oil inlet / outlet of the stiffness adjustment accumulator 10 is connected to the oil passage 44 via a first branch passage, and a stiffness adjustment valve 11 is connected in series to the first branch passage, and the stiffness adjustment valve 11 opens or closes the first branch passage.

[0063] The control valve 12 is connected in series to the oil passage 44 and controls whether or not oil flows into the damper 200. When the stiffness adjustment valve 11 is opened and the control valve 12 is closed, the oil in the tank 1 flows into the stiffness adjustment accumulator 10 through the first branch path, causing the stiffness adjustment accumulator 10 to store energy. When both the stiffness adjustment valve 11 and the control valve 12 are opened, the oil in the stiffness adjustment accumulator 10 can flow into the damper 200. The stiffness adjustment valve 11 and the control valve 12 are each configured to be connected to a vehicle control unit 2000.

[0064] Specifically, the hydraulic suspension system 1000 has a pressure increase mode, in which the stiffness adjustment valve 11 is opened and the control valve 12 is closed. Tank 1 The oil flows into the stiffness adjustment accumulator 10, causing the stiffness adjustment accumulator 10 to store energy.

[0065] When the corresponding vehicle body needs to be lifted, for example, when the height of the entire vehicle body needs to be increased, each hydraulic control mode receives a control signal, and the control unit 2000 controls both the stiffness adjustment valve 11 and the control valve 12 in each set of hydraulic integrated control modules 100 to open. The oil in the stiffness adjustment accumulator 10 flows into the lower chamber 2012 of the corresponding damper 200, increasing the amount of oil in the lower chamber 2012 and pushing the piston 202 upward. The upward movement of the piston 202 moves the piston rod 203 upward, thereby lifting the vehicle body, thereby completing the lift function for the vehicle body. In some examples, the hydraulic suspension system 1000 of the present application can complete one lift each time energy is stored. To lift again, energy must be stored in the stiffness adjustment accumulator 10.

[0066] When the vehicle height needs to be lowered, the oil in the lower chamber 2012 is discharged into the oil passage 44 by the force of gravity of the vehicle. Tank 1 It is also possible to return to the interior and lower the vehicle height.

[0067] A vehicle will encounter various road conditions while traveling, and once the vehicle suspension system in the related art is selected, it cannot be adjusted while the vehicle is traveling. Therefore, the conventional suspension can only ensure that the vehicle achieves optimal matching of performance under specific road and speed conditions, can only passively receive the forces acting on the vehicle body from the ground, cannot change the suspension parameters according to the road and vehicle speed, and further cannot actively control the forces acting on the vehicle body from the ground.

[0068] The hydraulic suspension system 1000 according to the embodiment of the present application can adjust the height of the vehicle body according to road conditions, etc. For example, when passing through a steep mountain road, the hydraulic suspension system 1000 can enter a lift mode to raise the center of gravity of the vehicle and improve the stability of the vehicle. When it is necessary to reduce the impact on the vehicle body's traveling speed, the hydraulic suspension system 1000 can enter a height reduction mode to lower the center of gravity of the vehicle. Of course, it should be understood that the above is merely an exemplary description, and the height of the vehicle body may be adjusted according to actual needs during traveling.

[0069] When it is necessary to improve the stiffness, the stiffness of the hydraulic integrated control module 100 can be improved by closing the stiffness adjustment valve 11 and isolating the stiffness adjustment accumulator 10 from the damper 200. For example, in an anti-nose dive situation during braking and an anti-roll situation during cornering, it is necessary for the front axle to provide high stiffness. In this case, the stiffness adjustment valve 11 of the left front hydraulic integrated control module 100 can be closed, and the stiffness adjustment valve 11 of the right front hydraulic integrated control module 100 can be closed.

[0070] As can be understood, each set of hydraulic integrated control modules 100 includes a stiffness adjustment accumulator 10, a stiffness adjustment valve 11, and a control valve 12, and the stiffness adjustment valves 11 and the control valves 12 of each set of hydraulic integrated control modules 100 are electrically connected to the control unit 2000, so that each set of hydraulic integrated control modules 100 can be controlled independently, that is, the left front body can be lifted independently, or the left front body and the right front body can be lifted independently, etc., and can be selected according to actual needs.

[0071] When the left front wheel encounters an obstacle, such as a stone, and is lifted while the vehicle is running, the piston rod 203 of the left front hydraulic integrated control module 100 moves downward to press the lower chamber 2012, and the oil in the lower chamber 2012 is lifted accordingly. Tank 1In this case, the control unit 2000 controls the stiffness adjustment valves 11 and the control valves 12 in the right front hydraulic integrated control module 100, the left rear hydraulic integrated control module 100, and the right rear hydraulic integrated control module 100 to be all in an open state, and controls the right front body, the right rear body, and the left rear body to be lifted, thereby preventing the occurrence of a roll phenomenon.

[0072] If the vehicle encounters an emergency while traveling and suddenly brakes, a nose-dive situation due to the pitching phenomenon is likely to occur. In this case, the control unit 2000 opens both the stiffness adjustment valve 11 and the control valve 12 in the left front hydraulic integrated control module 100 and the right front hydraulic integrated control module 100, thereby controlling the left front body and the right front body to lift, thereby achieving the purpose of anti-nose-dive.

[0073] It should be noted that the above are merely two illustrative examples. Various needs can be met by controlling the opening and closing status of the stiffness adjustment valve 11 and the control valve 12 in each set of hydraulic integrated control module 100 according to the vehicle speed, road conditions, the need for anti-lift when the vehicle starts, the need for anti-nose dive when the vehicle brakes suddenly, and other circumstances while the vehicle is running.

[0074] In some embodiments of the present application, the automatic height adjustment mode includes a mode in which the vehicle height changes according to the vehicle speed in accordance with a predetermined program during driving, load balancing, trailer mode, towed mode, jack mode, automatic height suppression function, lift-and-escape mode, etc. In trailer mode, the vehicle height can be raised, and in towed mode, the vehicle height can be lowered.

[0075] The hydraulic suspension system 1000 according to the embodiment of the present application includes multiple sets of independently controlled hydraulic integrated control modules 100, which can adjust the height and suspension stiffness at different positions on the vehicle body according to the actual situation, thereby meeting different needs, achieving objectives such as anti-roll and anti-pitching, and improving the handling stability of the vehicle, thereby effectively resolving the contradiction between vehicle comfort and handling stability.

[0076] In some embodiments of the present application, as shown in Figures 5 and 6, the hydraulic suspension system 1000 further includes a relief valve 31 connected to the oil passage 44. That is, the relief valve 31 is located at the outlet end of the control pump 26. When the pressure at the oil outlet of the control pump 26 reaches a certain threshold, the relief valve 31 opens to release the pressure, thereby ensuring that the hydraulic suspension system 1000 remains within a normal pressure range. Note that the operating principle of the relief valve 31 has become a conventional technology and will not be described in detail here. In some embodiments of the present application, as shown in Figures 5 and 6, each hydraulic integrated control module 100 includes a pressure sensor 34 that detects the pressure at the outlet end of the control pump 26 to ensure that the pressure at the oil outlet of the control pump 26 reaches a certain threshold in a timely manner, thereby ensuring that the hydraulic suspension system 1000 remains within a normal pressure range.

[0077] 5 to 8, in some embodiments of the present application, an oil passage 204 is provided in each piston rod 203, the oil passage 204 communicates with the lower chamber 2012, and the oil passage 44 is connected to the piston rod 203. In this way, the oil passage 204 is defined by providing a hollow piston rod 203, and the oil in the tank 1 can flow into the lower chamber 2012 through the oil passage 204, and the oil in the lower chamber 2012 can be discharged from the damper 200 through the oil passage 204. This ensures smooth flow of oil in and out of the damper 200, while reducing the weight and cost of the damper 200, and also provides a simple adjustment method, high reliability, and fast response speed.

[0078] As can be understood, each set of hydraulic integrated control modules 100 can adjust its damping according to actual needs, that is, four sets of hydraulic integrated control modules 100 may adjust damping simultaneously, or one, two or three sets of them may adjust damping.

[0079] In some examples of the present application, the hydraulic suspension system 1000 needs to adjust damping in hammering sensitivity control, large amplitude control, roll control, anti-nose dive / anti-lift control, and high-speed control modes. The hammering sensitivity control is mainly triggered when the road roughness is small and does not reach an off-road situation. It does not increase damping to deal with small roughness, mainly ensuring the vehicle's comfort. The large amplitude control is mainly triggered in off-road situations where the road has large roughness. When the roughness is large at low speeds, the damping is increased to ensure the vehicle's handling stability. The roll control is mainly triggered to change the damping force and reduce roll when cornering. When the control unit 2000 identifies that the lateral acceleration is greater than a certain value (e.g., greater than 0.2 g), it increases the outboard damping during roll. This operation is maintained for a certain period of time (e.g., 0.5 s), during which the height change function is suppressed. The anti-nose dive control is mainly triggered to change the damping force and reduce nose dive during braking. When the control unit 2000 identifies that the acceleration is greater than a certain value (e.g., greater than 0.2 g), it suppresses the height change and increases the front damping during nose dive to improve front stiffness. The height suppression function is maintained until the acceleration is less than a certain value (e.g., less than 0.2 g) and is maintained for 1 second. The anti-lift control is primarily triggered to vary the damping force during acceleration, reducing nose dive and increasing the rear damping during acceleration. The high-speed control is primarily triggered to vary the magnitude of the damping force according to the vehicle speed, i.e., less damping at low speeds and more damping at high speeds.

[0080] In some examples of the present application, the damping accumulator 9 uses a metal bellows accumulator, and the stiffness adjustment accumulator 10 uses a diaphragm-type accumulator, which has a faster pressure storage capability and a larger storage volume than the metal bellows accumulator. Since the diaphragm-type accumulator can reach a higher storage volume in a relatively short time, the stiffness adjustment accumulator 10 uses the diaphragm-type accumulator to store pressure in each suspension to achieve vehicle body lift. Note that the energy storage principles of the metal bellows accumulator and the diaphragm-type accumulator are both conventional technologies and will not be described in detail here.

[0081] As shown in FIG. 6 , in some embodiments of the present application, the hydraulic suspension system 1000 further includes a central control cylinder 24, which includes a second cylinder 240 and a moving member 241. The moving member 241 is movably installed within the second cylinder 240 and cooperates with the second cylinder 240 to define a first chamber 243, a second chamber 244, a third chamber 245, and a fourth chamber 246. The first chamber 243, the second chamber 244, the third chamber 245, and the fourth chamber 246 are arranged in order in the moving direction of the moving member 241. The first chamber 243 and the second chamber 244 are located on one side of an intermediate contact portion 2411 of the moving member 241, and the third chamber 245 and the fourth chamber 246 are located on the other side of the intermediate contact portion 2411. The intermediate contact portion 2411 movably engages with the inner wall of the second cylinder 240.

[0082] The oil passage 44 of the left front hydraulic integrated control module 100 is connected to one of the first chamber 243 and the second chamber 244, and the oil passage 44 corresponding to the right rear hydraulic integrated control module 100 is connected to the other of the first chamber 243 and the second chamber 244. The oil passage 44 corresponding to the right front hydraulic integrated control module 100 is connected to one of the third chamber 245 and the fourth chamber 246, and the oil passage 44 corresponding to the left rear hydraulic integrated control module 100 is connected to the other of the third chamber 245 and the fourth chamber 246. For convenience of explanation, the principle will be explained below using as an example a case where the oil passage 44 of the left front hydraulic integrated control module 100 is connected to the first chamber 243, the oil passage 44 of the right rear hydraulic integrated control module 100 is connected to the second chamber 244, the oil passage 44 of the left rear hydraulic integrated control module 100 is connected to the third chamber 245, and the oil passage 44 of the right front hydraulic integrated control module 100 is connected to the fourth chamber 246.

[0083] For this purpose, the integrated control module is further provided with a connection port connected to the central control cylinder.

[0084] Specifically, when the vehicle has a tendency to roll, for example, when the piston rods 203 corresponding to the left front hydraulic integrated control module 100 and the left rear hydraulic integrated control module 100 are compressed, the oil in the lower chamber 2012 corresponding to the left front hydraulic integrated control module 100 is discharged to the first chamber 243 through the oil passage 204, and the oil in the lower chamber 2012 corresponding to the left rear hydraulic integrated control module 100 is discharged to the third chamber 245 through the oil passage 204. Since the first chamber 243 and the third chamber 245 are located on both sides of the intermediate contact portion 2411, the direction of the acting force of the oil in the first chamber 243 on the intermediate contact portion 2411 and the third chamber 245 are different. Oil insideThe direction of the acting force on the intermediate contact portion 2411 is opposite to that of the acting force on the left front hydraulic integrated control module 100, and the two opposing acting forces cancel each other out, so the moving member 241 does not move, thereby suppressing the movement of the piston rod 203 corresponding to the left front hydraulic integrated control module 100 and the piston rod 203 corresponding to the left rear hydraulic integrated control module 100, and thereby playing a role in suppressing roll.

[0085] When the left front wheel of the vehicle encounters an obstacle, such as a stone, the left front wheel is lifted and the compression width corresponding to the left front hydraulic integrated control module 100 becomes greater than the compression width corresponding to the left rear hydraulic integrated control module 100. In this case, the amount of oil discharged from the left front hydraulic integrated control module 100 into the first chamber 243 becomes greater than the amount of oil discharged from the left rear hydraulic integrated control module 100 into the third chamber 245. As a result, the moving member 241 moves to the right and presses the third chamber 245 and the fourth chamber 246. The oil in the third chamber 245 is discharged into the lower chamber 2012 corresponding to the left rear hydraulic integrated control module 100, thereby moving the piston rod 203 upward. The oil in the fourth chamber 246 is discharged into the lower chamber 2012 corresponding to the right front hydraulic integrated control module 100, thereby moving the piston rod 203 upward. This reduces the risk of the left rear wheel and the right front wheel leaving the ground and improves the stability of the vehicle.

[0086] Of course, it can be understood that the above several situations are merely illustrative, and when the vehicle encounters other situations, such as lifting the right front wheel, lifting the left rear wheel, etc., the oil will still flow according to the above interlocking principle to prevent the vehicle from rolling, and each situation will not be described in detail here.

[0087] When an off-road vehicle travels over uneven roads, a small ground clearance and breakover angle affect the vehicle's maneuverability. When climbing or exiting a slope, if the approach and departure angles are too small, the vehicle will "lift up" or "lift up" and be unable to pass normally. When traveling on a side slope, if the slope's gradient is too steep, the vehicle is likely to skid or roll over, making driving safety unsafe. When traveling on a road, excessive lateral acceleration during cornering or impact from an external force poses a risk of rollover. Off-road vehicles have a high center of gravity, making rollover more likely, making it difficult to ensure safety and stability. To address the driving needs of complex and diverse terrain and road conditions, the hydraulic suspension system according to the present embodiment uses the central control cylinder 24 to adjust the vehicle body posture according to road conditions, thereby improving and enhancing the off-road vehicle's ability to adapt to all terrain conditions.

[0088] 9, in some embodiments of the present application, the moving member 241 includes a moving body 2410, and the middle contact portion 2411 is an annular protrusion provided on the moving body 2410. In the moving direction of the moving member 241, a middle cavity, a left cavity, and a right cavity are provided in the second cylinder 240, and the inlets of the left cavity and the right cavity are located on the inner wall of the middle cavity. The left end of the moving body 2410 enters the left cavity through the inlet of the left cavity, and the right end of the moving body 2410 enters the right cavity through the inlet of the right cavity.

[0089] A first chamber 243 is defined between the left end of the moving body portion 2410 and the left cavity, a part of the moving body portion 2410 and the inner wall of the left cavity are slidably engaged, a middle contact portion 2411 and the inner wall of the middle cavity are slidably engaged to define a second chamber 244 and a third chamber 245, and a fourth chamber 246 is defined between the right end of the moving body portion 2410 and the right cavity, thereby simplifying the structure of the central control cylinder 24.

[0090] Preferably, as shown in FIG. 9, the central control cylinder 24 further includes a first return spring 247 and a second return spring 248, and both ends of the first return spring 247 are respectively connected to the second cylinder 240. the left end of and the left end of the moving member 241, and both ends of the second return spring 248 are respectively connected to the second cylinder 240. the right end of and abuts against the right end of the moving member 241, and the first return spring 247 and the second return spring 248 push the moving member 241 to return it toward the center. Specifically, when the vehicle rolls and moves the moving member 241 to the left, the first return spring 247 can push the moving member 241 to the right and return it. When the vehicle rolls and moves the moving member 241 to the right, the second return spring 248 can push the moving member 241 to the left and return it, thereby ensuring the reliability of the central control cylinder 24.

[0091] In some examples of the present application, as shown in FIG. 9, the central control cylinder 24 includes a guide assembly 249, guide The assembly includes a first guide member 2490 and a second guide member 2491, the first guide member 2490 and the second guide member 2491 being slidably engaged with each other, the first guide member 2490 being fixed to the second cylinder 240, the second guide member 2491 being fixed to the moving member 241, the first return spring 247 being fitted onto the left guide assembly 249 and abutting against the first guide member 2490, and the second return spring 248 being fitted onto the right guide assembly 249 and abutting against the first guide member 2490. Thus, by installing the guide assembly 249, not only is it easy to assemble the first return spring 247 and the second return spring 248, but it is also easy to limit the degree of deformation of the first return spring 247 and the second return spring 248, and avoid failure due to excessive deformation of the first return spring 247 and the second return spring 248.

[0092] Preferably, the second guide member 2491 is a screw, and one end of the second guide member 2491 enters into the first guide member 2490 and movably engages with the first guide member 2490, thereby making the structure of the guide assembly 249 simple and reliable.

[0093] As shown in FIG. 10, the ports where the central control cylinder 24 is connected to the piston rods 203 of the four hydraulic integrated control modules 100 are located on the same side, thereby facilitating the connection of the pipelines.

[0094] 5 and 6, in some embodiments of the present application, the hydraulic suspension system 1000 further includes a plurality of vibration damping springs 205, which are installed in one-to-one correspondence with the plurality of dampers, and both ends of the vibration damping springs 205 are configured to be connected to the vehicle body and the axles. In this way, by installing the vibration damping springs 205, the cushioning effect of each set of dampers can be improved and the shaking of the vehicle body while the vehicle is running can be reduced. As can be seen, the hydraulic suspension system 1000 includes damper assemblies 2, each of which includes a damper 200 and a vibration damping spring 205, so that the damper assemblies 2 provide a cushioning and vibration damping effect to the vehicle body.

[0095] Preferably, as shown in Figures 5 and 6, the vibration damping spring 205 of the left front hydraulic integrated control module 100 is fitted and fixed to the outside of the damper 200, the vibration damping spring 205 of the right front hydraulic integrated control module 100 is fitted and fixed to the outside of the damper 200, the vibration damping spring 205 of the left rear hydraulic integrated control module 100 is installed in parallel with the damper 200, and the vibration damping spring 205 of the right rear hydraulic integrated control module 100 is installed in parallel with the damper 200.

[0096] Hereinafter, with reference to Figures 5 and 6, the hydraulic suspension system 1000 according to two specific embodiments of the present application will be described in detail. To facilitate understanding, the above embodiments are merely illustrative rather than restrictive, and each embodiment can be modified exemplarily according to actual circumstances. [Example]

[0097] 5, a hydraulic suspension system 1000 according to an embodiment of the present application includes a left front hydraulic integrated control module 100, a right front hydraulic integrated control module 100, a left rear hydraulic integrated control module 100, and a right rear hydraulic integrated control module 100. Each hydraulic integrated control module 100 includes a tank 1, a control pump 26, an oil return valve 27, a check valve 28, a pressure stabilization accumulator 29, a relief valve 31, a damping adjustment valve 8, a damping accumulator 9, a stiffness adjustment accumulator 10, and a pressure reducing accumulator 30.

[0098] A damper 200 and a vibration damping spring 205 are installed in each of the left front hydraulic integrated control module 100 and the right front hydraulic integrated control module 100, and the vibration damping spring 205 is fitted and fixed to the outside of the damper 200. A damper 200 and a vibration damping spring 205 are installed in each of the left rear hydraulic integrated control module 100 and the right rear hydraulic integrated control module 100, and the vibration damping spring 205 is installed in parallel with the damper 200, and both ends of the vibration damping spring 205 corresponding to the left rear hydraulic integrated control module 100 are connected to the vehicle body and the axle, respectively. Both ends of the vibration damping spring 205 corresponding to the right rear hydraulic integrated control module 100 are connected to the vehicle body and the axle, respectively. Each damper 200 includes a first cylinder 201, a piston rod 203, and a piston 202. The piston rod 203 is connected to the piston 202. The piston 202 is movably installed in the first cylinder 201 to define an upper chamber 2011 and a lower chamber 2012. An oil passage 204 is installed in the piston rod 203, and the oil passage 204 is connected to the lower chamber 2012.

[0099] The oil passage 204 of each damper 200 is connected to the tank 1 via an oil passage 44. The control valve 12 is connected to the oil passage 44 and controls its opening or closing.

[0100] The tank 1 has an oil outlet and an oil inlet, and the control pump 26 is connected to the oil outlet and the oil line 44, respectively, to guide the oil in the tank 1 to the oil line 44. The oil return valve 27 is connected to the oil inlet and the oil line 44, respectively, and when the oil return valve 27 is opened, the oil flows from the oil line 44 to the oil inlet. The check valve 28 is installed at the outlet end of the control pump 26 and opens in one direction. The pressure stabilizing accumulator 29 is installed at the outlet end of the control pump 26 and is located between the check valve 28 and the control pump 26, and the pressure stabilizing accumulator 29 can stabilize the pressure and eliminate flow rate fluctuations at the outlet end of the control pump 26.

[0101] The relief valve 31 is connected to an oil passage 44 .

[0102] The stiffness adjustment accumulator 10 corresponding to each hydraulic integrated control module 100 is connected to the oil passage 44, and a stiffness adjustment valve 11 is installed at the oil inlet and outlet of the stiffness adjustment accumulator 10, and the stiffness adjustment valve 11 is normally closed.

[0103] Each oil passage 44 is further provided with a damping adjustment valve 8, a damping accumulator 9, and a control valve 12. The damping adjustment valve 8 adjusts the flow rate of the corresponding oil passage 44 to adjust the damping of the hydraulic suspension system 1000. The damping accumulator 9 can store energy. The control valve 12 is provided between the damping accumulator 9 and the stiffness adjustment accumulator 10.

[0104] Specifically, the hydraulic suspension system 1000 has a pressure increase mode, a lift mode, and a height decrease mode, and in the pressure increase mode, the control valve 12 is closed, the stiffness adjustment valve 11 is opened, and the control pump 26 is operated, causing the oil in the tank 1 to flow into the corresponding stiffness adjustment accumulator 10 to store energy. After storing energy using each stiffness adjustment accumulator 10, the stiffness adjustment valve 11 is closed.

[0105] In lift mode, the oil in the tank 1 or the oil in the stiffness adjustment accumulator 10 can flow into the corresponding oil passage 204, and the hydraulic oil flowing into each oil passage 204 flows into the lower chamber 2012, increasing the hydraulic pressure in the lower chamber 2012 and moving the piston 202 upward. The upward movement of the piston 202 moves the piston rod 203 upward. The piston rod 203 of the left front hydraulic integrated control module 100 moves upward, the piston rod 203 of the right front hydraulic integrated control module 100 moves upward, the piston rod 203 of the left rear hydraulic integrated control module 100 moves upward, and the piston rod 203 of the right rear hydraulic integrated control module 100 moves upward, causing the vehicle body to move upward and achieving the purpose of lifting the vehicle body.

[0106] In the height reduction mode, oil in each hydraulic integrated control module 100 flows out from the oil passage 204, reducing the hydraulic pressure in the lower chamber 2012 of each damper 200 and causing the piston 202 to move downward, which in turn causes the piston rod 203 to move downward. The piston rod 203 of the left front hydraulic integrated control module 100 moves downward, the piston rod 203 of the right front hydraulic integrated control module 100 moves downward, the piston rod 203 of the left rear hydraulic integrated control module 100 moves downward, and the piston rod 203 of the right rear hydraulic integrated control module 100 moves downward, causing the vehicle body to move downward and achieving the purpose of lowering the vehicle body height. If the pressure in the hydraulic suspension system 1000 is high, for example, if it is detected that the pressure at the outlet of the control pump 26 reaches a certain threshold (30 MPa), the oil return valve 27 is opened to release the pressure and protect the hydraulic suspension system 1000 to be within the normal pressure range, in which case the oil in each damper 200 can flow into the tank 1 through the oil passage 44 and the oil return valve 27.

[0107] After the pressure is released, if the pressure in the hydraulic suspension system 1000 is still high or the pressure is high during operation, the relief valve 31 can be opened to release the pressure to ensure reliable operation of the entire hydraulic suspension system 1000.

[0108] If the damping of hydraulic suspension system 1000 is too great while the vehicle is running, the vehicle body will shake, affecting comfort, so the damping of hydraulic suspension system 1000 can be adjusted by adjusting the amount of oil in oil line 44 using damping adjustment valve 8. When the opening of damping adjustment valve 8 is reduced to reduce the amount of oil that can flow through oil line 44, some of the oil in oil line 44 can flow into damping accumulator 9 to store energy. When the opening of damping adjustment valve 8 is increased, oil in damping accumulator 9 can flow into oil line 44 to replenish the oil, thereby enabling the damping of hydraulic suspension system 1000 to be reliably adjusted.

[0109] When the rigidity of the hydraulic suspension system 1000 is too high and reduces the comfort of the vehicle, the rigidity adjustment valve 11 can be controlled to open and the oil in the rigidity adjustment accumulator 10 can be replenished into each oil passage 44, thereby reducing the rigidity of the hydraulic suspension system 1000 and improving the damping effect of the hydraulic suspension system 1000 against vibrations. [Example]

[0110] As shown in FIG. 6, in this embodiment, compared with the first embodiment, the hydraulic suspension system 1000 according to the embodiment of the present application further includes a central control cylinder 24 .

[0111] The central control cylinder 24 includes a second cylinder 240 and a movable member 241. The movable member 241 is movably installed within the second cylinder 240 and cooperates with the second cylinder 240 to define a first chamber 243, a second chamber 244, a third chamber 245 and a fourth chamber 246. The first chamber 243, the second chamber 244, the third chamber 245 and the fourth chamber 246 are arranged in order in the moving direction of the movable member 241. The first chamber 243 and the second chamber 244 are located on one side of an intermediate contact portion 2411 of the movable member 241, and the third chamber 245 and the fourth chamber 246 are located on the other side of the intermediate contact portion 2411. The intermediate contact portion 2411 movably engages with the inner wall of the second cylinder 240.

[0112] The oil passage 204 corresponding to the left front hydraulic integrated control module 100 is connected to one of the first chamber 243 and the second chamber 244, and the oil passage 204 corresponding to the right rear hydraulic integrated control module 100 is connected to the other of the first chamber 243 and the second chamber 244. The oil passage 204 corresponding to the left rear hydraulic integrated control module 100 is connected to one of the third chamber 245 and the fourth chamber 246, and the oil passage 204 corresponding to the right front hydraulic integrated control module 100 is connected to the other of the third chamber 245 and the fourth chamber 246. For the sake of convenience, the principle will be explained below using an example in which the oil passage 204 corresponding to the left front hydraulic integrated control module 100 is connected to the first chamber 243, the oil passage 204 corresponding to the right rear hydraulic integrated control module 100 is connected to the second chamber 244, the oil passage 204 corresponding to the left rear hydraulic integrated control module 100 is connected to the third chamber 245, and the oil passage 204 corresponding to the right front hydraulic integrated control module 100 is connected to the fourth chamber 246.

[0113] Specifically, when the vehicle has a tendency to roll, for example, when the piston rods 203 corresponding to the left front hydraulic integrated control module 100 and the left rear hydraulic integrated control module 100 are compressed and the piston rods 203 corresponding to the right front hydraulic integrated control module 100 and the right rear hydraulic integrated control module 100 are pulled, the oil in the lower chamber 2012 corresponding to the left front hydraulic integrated control module 100 is discharged through the oil passage 204 to the first chamber 243, and the oil in the lower chamber 2012 corresponding to the left rear hydraulic integrated control module 100 is discharged through the oil passage 204 to the third chamber 245. Since the first chamber 243 and the third chamber 245 are located on both sides of the intermediate contact portion 2411, the direction of the acting force of the oil in the first chamber 243 on the intermediate contact portion 2411 and the third chamber 245 are different. Oil inside The direction of the acting force on the intermediate contact portion 2411 is opposite to that of the acting force on the left front hydraulic integrated control module 100, and the two opposing acting forces cancel each other out, so the moving member 241 does not move, thereby suppressing the movement of the piston rod 203 corresponding to the left front hydraulic integrated control module 100 and the piston rod 203 corresponding to the left rear hydraulic integrated control module 100, and thereby playing a role in suppressing roll.

[0114] When the left front wheel of the vehicle encounters an obstacle, such as a stone, the left front wheel is lifted and the compression width corresponding to the left front hydraulic integrated control module 100 becomes greater than the compression width corresponding to the left rear hydraulic integrated control module 100. In this case, the amount of oil discharged from the left front hydraulic integrated control module 100 into the first chamber 243 becomes greater than the amount of oil discharged from the left rear hydraulic integrated control module 100 into the third chamber 245. As a result, the moving member 241 moves to the right and presses the third chamber 245 and the fourth chamber 246. The oil in the third chamber 245 is discharged into the lower chamber 2012 of the left rear hydraulic integrated control module 100, moving the piston rod 203 upward. The oil in the fourth chamber 246 is discharged into the lower chamber 2012 of the right front hydraulic integrated control module 100, moving the piston rod 203 upward. This reduces the risk of the left rear wheel and the right front wheel leaving the ground and improves the stability of the vehicle.

[0115] Of course, it can be understood that the above several situations are merely illustrative, and when the vehicle encounters other situations, such as lifting the right front wheel, lifting the left rear wheel, etc., the oil will still flow according to the above interlocking principle to prevent the vehicle from rolling, and each situation will not be described in detail here.

[0116] A vehicle according to an embodiment of the present application includes the hydraulic suspension system 1000 described in any of the above embodiments of the present application.

[0117] In some examples of the present application, the vehicle may have an entertainment mode, which allows the vehicle's posture to be quickly changed (lowered or raised) depending on the entertainment content (movie, disco, music) to obtain the required acceleration in the corresponding state. In some examples of the present application, the vehicle may have a pre-crash suspension control function combined with a radar / camera. When the control unit 2000 detects a pre-crash signal, it actively controls the front suspension to improve stiffness, changing the pitch angle, optimizing friction resistance, and reducing braking distance. In some examples of the present application, the vehicle may have a suspension memory function and a road condition memory function, combined with a navigation map, to automatically switch to a previous control strategy (manually adjust the memory) the next time it passes a specific road. In some examples of the present application, the vehicle can run on a flat tire, and after a single wheel is punctured, the vehicle can still safely drive a certain distance.

[0118] In some examples of the present application, a control key is installed in the vehicle, and the vehicle user can manually control the operating states of the control valves 12 and stiffness adjustment valves 11 in each hydraulic integrated control module 100 using the control key, thereby allowing the vehicle to switch between multiple modes.

[0119] The vehicle according to the embodiment of the present application can adjust the height of the vehicle body according to road conditions, etc. For example, when passing through a steep mountain road, the vehicle can enter a lift mode to raise the center of gravity of the vehicle and improve the stability of the vehicle. When it is necessary to reduce the impact on the vehicle body's running speed, the vehicle can enter a height reduction mode to lower the center of gravity of the vehicle. Of course, it should be understood that the above is merely an exemplary description, and the height of the vehicle body may be adjusted according to actual needs during running.

[0120] The vehicle according to the embodiment of the present application includes multiple sets of independently controlled hydraulic integrated control modules 100, which can adjust the height and suspension stiffness of different positions on the vehicle body according to actual conditions. This allows the hydraulic suspension system 1000 to meet different needs, achieve objectives such as anti-roll and anti-pitching, and improve the vehicle's handling stability, thereby effectively resolving the contradiction between vehicle comfort and handling stability. By integrating the oil line 44 into the integrated base 32, the tank 1 and accumulator module are attached to the integrated base 32 and connected to the oil line 44, so that the oil line 44, the tank 1, and the accumulator module are integrated into one unit, reducing the overall volume of the hydraulic integrated control module 100 and eliminating the need for complex oil line connections, thereby reducing the risk of oil leakage.

[0121] In some embodiments of the present application, the vehicle further includes a left front acceleration sensor 35, a right front acceleration sensor 36, and a rear body acceleration sensor 37, which are respectively connected to the control unit 2000, and the control unit 2000 controls the opening and closing states of the stiffness adjustment valve 11 and the control valve 12 based on the detection results of the left front acceleration sensor 35, the right front acceleration sensor 36, and the rear body acceleration sensor 37. This enables the height and suspension stiffness at different positions on the vehicle body to be adjusted in real time according to actual conditions, effectively resolving the contradiction between vehicle comfort and handling stability, and the above-mentioned independent adjustment method can effectively improve the active safety of the automobile.

[0122] In some embodiments of the present application, the vehicle further includes a left front horizontal height sensor 38, a right front horizontal height sensor 39, a left rear horizontal height sensor 40, and a right rear horizontal height sensor 41, which respectively detect the heights of corresponding positions on the vehicle body, and which are respectively connected to a control unit 2000, which controls the opening and closing states of the stiffness adjustment valve 11 and the control valve 12 based on the detection results. This allows the heights of different positions on the vehicle body to be adjusted in real time according to actual conditions, effectively resolving the contradiction between vehicle comfort and driving stability, and the above-mentioned independent adjustment method can effectively improve the active safety of the automobile.

[0123] In some embodiments of the present application, when the control unit 2000 identifies that the lateral acceleration is greater than a certain value (e.g., greater than 0.2 g), it increases the outboard damping during roll. This operation is maintained for a certain period of time (e.g., 0.5 s), during which the height change function is suppressed. The anti-nose dive control is primarily triggered to change the damping force during braking to reduce nose dive. When the control unit 2000 identifies that the acceleration is greater than a certain value (e.g., greater than 0.2 g), it suppresses the height change and increases the front damping during nose dive to improve front stiffness. The height suppression function is maintained until the acceleration is less than a certain value (e.g., less than 0.2 g) and is maintained for 1 second. The anti-lift control is primarily triggered to change the damping force during acceleration to reduce nose dive and increase the rear damping during acceleration.

[0124] In the description of this application, the orientations or positional relationships indicated by terms such as "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" are based on the orientations or positional relationships shown in the drawings, and are intended merely to facilitate and simplify the description of this application. They do not indicate or suggest that the devices or parts shown must have a specific orientation and be configured and operate in a specific orientation, and therefore should not be understood as limiting the application.

[0125] Additionally, the terms "first" and "second" are for descriptive purposes only and should not be understood to denote or suggest relative importance or to implicitly indicate the number of technical features depicted. Thus, a feature qualified with "first" or "second" may explicitly or implicitly include one or more of the feature. In the description of this application, "plurality" means two or more unless explicitly and specifically limited.

[0126] In this application, unless otherwise clearly specified or limited, the terms "attached," "coupled," "connected," "fixed," etc. should be understood in a broad sense, and may refer to, for example, a fixed connection, a detachable connection, an integral connection, a mechanical connection, an electrical connection, a direct connection, an indirect connection via an intermediate medium, an internal communication between two parts, or an interactive relationship between two parts. Those skilled in the art can understand the specific meanings of the above terms in this application according to specific circumstances.

[0127] In this application, unless otherwise clearly specified or limited, a first feature being "above" or "below" a second feature may include direct contact between the first and second features, or indirect contact between the first and second features via an intermediate medium. Furthermore, a first feature being "above," "above," or "on the upper surface" of a second feature may include the first feature being directly above or diagonally above the second feature, or may simply mean that the horizontal height of the first feature is higher than that of the second feature. A first feature being "below," "below," or "on the lower surface" of a second feature may include the first feature being directly below or diagonally below the second feature, or may simply mean that the horizontal height of the first feature is lower than that of the second feature.

[0128] In the description herein, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples" mean that the specific features, structures, materials, or characteristics described in combination with the embodiment or example are included in at least one embodiment or example of the present application. In the description herein, the exemplary expressions of the above terms are not necessarily limited to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be appropriately combined in any one or more embodiments or examples. Furthermore, if not mutually inconsistent, a person skilled in the art may combine or combine different embodiments or examples described herein and features of different embodiments or examples.

[0129] Although the embodiments of the present application have been shown and described above, it should be understood that the above embodiments are illustrative and should not be construed as limiting the present application, and that those skilled in the art may make changes, modifications, substitutions and variations to the above embodiments within the scope of the present application. [Explanation of symbols]

[0130] 1000 Hydraulic Suspension System 2000 Control Unit 100 Hydraulic Integrated Control Module 1 tank 2 Damper Assembly 200 Damper 201 No. 1 cylinder 2011 Upper Chamber 2012 Lower Chamber 202 Piston 203 Piston rod 204 Oil passage 205 vibration damping spring 8 Damping adjustment valve 9. Damping Accumulator 10 Stiffness adjustment accumulator 101 Metal Bellows 11 Stiffness adjustment valve 12 Control valve 24 Central Control Cylinder 240 No. 2 cylinder 241 Moving parts 2410 Mobile main body 2411 Intermediate contact part 243 Chamber 1 244 Second Chamber 245 Third Chamber 246 4th Chamber 247 First return spring 248 Second return spring 249 Guide Assembly 2490 First guide member 2491 Second guide member 26 Control pump 260 Control valve body 261 Drive motor 27 Oil return valve 28 Check valve 29 Pressure Stabilizing Accumulator 30 Pressure reducing accumulator 31 Relief valve 32 Integrated Base 320 external connection port 42 End cap 33 Coil 34 Pressure Sensor 35 Front left acceleration sensor 36 Right front acceleration sensor 37 Rear body acceleration sensor 38 Front left horizontal height sensor 39 Front right horizontal height sensor 40 Left rear horizontal height sensor 41 Right rear horizontal height sensor 44 Oil road 45 Third Fork 46 Fourth Junction

Claims

1. The integrated base includes an integrated base, a tank, a control valve, and an accumulator module, wherein an oil passage is installed in the integrated base, and an external connection port connected to the oil passage is installed on an outer peripheral wall of the integrated base, and the external connection port is configured to communicate with a damper; the tank is attached to the integrated base and communicates with the oil passage; the control valve is connected in series in the oil passage to control opening or closing of the oil passage; the accumulator module is attached to the integrated base, connected to the oil passage, and adjusts the amount of oil in the oil passage, and includes a damping adjustment valve and a damping accumulator; the damping adjustment valve is connected in series to the oil passage to adjust the damping of the oil passage; the damping accumulator is attached to the integrated base and communicates with the oil passage; a mounting plane of the damping accumulator on the integrated base is parallel to a mounting plane of the tank on the integrated base, and the damping accumulator and the damping adjustment valve are located on the same mounting plane; Hydraulic integrated control module.

2. a first branch passage is installed in the integrated base, and the first branch passage is connected to the oil passage; 2. The hydraulic integrated control module of claim 1, wherein the accumulator module includes a stiffness adjustment accumulator and a stiffness adjustment valve, the stiffness adjustment valve being connected in series with the first branch path to open or block the first branch path, and the stiffness adjustment accumulator being attached to the integrated base and communicating with the first branch path.

3. The hydraulic integrated control module of claim 2 , wherein the stiffness adjustment accumulator is mounted in a plane perpendicular to a mounting plane of the integrated base of the tank.

4. 2. The hydraulic integrated control module according to claim 1, wherein a third branched passage and a fourth branched passage are installed within the integrated base, the third branched passage being connected to the oil passage and the oil outlet of the tank, respectively, and the fourth branched passage being connected to the oil passage and the oil inlet of the tank, respectively, and a control pump being installed in the third branched passage to guide oil in the tank to the oil passage.

5. 5. The hydraulic integrated control module according to claim 4, wherein an oil return valve for opening or closing the fourth branch line is connected in series to the fourth branch line.

6. The hydraulic integrated control module according to claim 4 , wherein a check valve is provided in the third branch path, and the check valve guides oil to the oil path in one direction.

7. 5. The hydraulic integrated control module of claim 4, wherein a pressure stabilizing accumulator is installed in the third branch path, the pressure stabilizing accumulator being mounted to the integrated base and mounted to the tank in a plane perpendicular to a mounting plane of the integrated base.

8. The hydraulic integrated control module of claim 1 , further comprising a signal receiver, the signal receiver being mounted on the integrated base and cooperating with the control valve to control an operating state of the control valve.

9. The hydraulic integrated control module of claim 8 , wherein the control valve is a solenoid valve and the signal receiver is a coil.

10. A hydraulic integrated control system including a plurality of hydraulic integrated control modules and a plurality of dampers, the hydraulic integrated control modules being the hydraulic integrated control modules according to any one of claims 1 to 9; a hydraulic suspension system, wherein the damper includes a first cylinder, a piston, and a piston rod, the piston being located within the first cylinder and cooperating with the first cylinder to define an upper chamber and a lower chamber, the piston rod being connected to the piston, and an upper end of the piston rod being configured to be connected to a vehicle body, the plurality of dampers being installed in one-to-one correspondence with the plurality of hydraulic integrated control modules, and the external connection port of each of the integrated bases being connected to the lower chamber.

11. A vehicle, a vehicle body and a control unit, and a hydraulic suspension system; The hydraulic suspension system is a hydraulic suspension system according to claim 10, wherein an upper end of each of the piston rods is connected to the vehicle body, and the control valves of the plurality of hydraulic integrated control modules are each connected to a control unit of the vehicle.

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