Suspension system, vehicle, and suspension system control method

Abstract

A suspension system, a vehicle, and a suspension system control method. The suspension system comprises shock absorbers (13) corresponding to a plurality of wheels, a plurality of suspension control integrated devices (10, 20), and at least one pressure build-up device (11, 12). One suspension control integrated device among the plurality of suspension control integrated devices can be connected to and disconnected from at least one shock absorber among the plurality of shock absorbers. At least one pressure build-up device is connected to the plurality of suspension control integrated devices and adapted to adjust suspension states of the plurality of shock absorbers of the vehicle.

Description

Suspension system, vehicle and suspension system control methods

[0001] This application claims priority to Chinese patent application No. 202411523267.9, filed on October 28, 2024; Chinese patent application No. 202411748134.1, filed on November 28, 2024; and Chinese patent application No. 202411873151.8, filed on December 17, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure relates to the field of automotive technology, and more particularly to a suspension system, a vehicle, and a suspension system control method. Background Technology

[0003] Depending on the driving conditions, the suspension needs to be adjusted to varying degrees in terms of height or stiffness to meet driving requirements and ensure ride comfort. Summary of the Invention

[0004] In a first aspect, a suspension system is provided. The suspension system includes multiple shock absorbers corresponding to multiple wheels, multiple suspension control integration devices, and at least one pressure-building device. One of the multiple suspension control integration devices is on / off connected to at least one of the multiple shock absorbers. The at least one pressure-building device is connected to the multiple suspension control integration devices and is adapted to adjust the suspension state of each of the multiple shock absorbers of the vehicle.

[0005] Secondly, a suspension system is provided. The suspension system includes at least two suspension adjustment assemblies and a pressure regulating member. Different of the at least two suspension adjustment assemblies are adapted to be connected to different wheels. Each of the at least two suspension adjustment assemblies is connected to the pressure regulating member, which is configured to adjust the hydraulic pressure of the suspension adjustment assembly.

[0006] Thirdly, a vehicle is provided. The vehicle includes the suspension system described above.

[0007] Fourthly, a suspension system control method is provided. The suspension system includes a pressure regulating element and at least two suspension adjusting assemblies, wherein different suspension adjusting assemblies are connected to different wheels. Each of the at least two suspension adjusting assemblies is connected to the pressure regulating element, which is configured to adjust the hydraulic pressure of the suspension adjusting assembly. The suspension system control method includes controlling the pressure regulating element to adjust the hydraulic pressure of the suspension adjusting assembly connected to the pressure regulating element. Attached Figure Description

[0008] Figure 1 is a structural diagram of a hydraulic suspension system according to an embodiment of the present disclosure;

[0009] Figure 2 is a structural diagram of another hydraulic suspension system according to an embodiment of the present disclosure;

[0010] Figure 3 is a structural diagram of another hydraulic suspension system according to an embodiment of the present disclosure;

[0011] Figure 4 is a structural diagram of another hydraulic suspension system according to an embodiment of the present disclosure;

[0012] Figure 5 is a structural diagram of another hydraulic suspension system according to an embodiment of the present disclosure;

[0013] Figure 6 is a structural diagram of another hydraulic suspension system according to an embodiment of the present disclosure;

[0014] Figure 7 is a power indicator curve of a first type of second energy storage device according to an embodiment of the present disclosure;

[0015] Figure 8 is a power indicator curve of a second type of second energy storage device according to an embodiment of the present disclosure;

[0016] Figure 9 is a power indicator curve of a third type of second energy storage device according to an embodiment of the present disclosure;

[0017] Figure 10 is a structural diagram of a first hydraulic oil supply assembly according to an embodiment of the present disclosure;

[0018] Figure 11 is a structural diagram of a second hydraulic oil supply assembly according to an embodiment of the present disclosure;

[0019] Figure 12 is a structural diagram of another hydraulic suspension system according to an embodiment of the present disclosure;

[0020] Figure 13 is a structural diagram of another hydraulic suspension system according to an embodiment of the present disclosure;

[0021] Figure 14 is a structural diagram of another hydraulic suspension system according to an embodiment of the present disclosure;

[0022] Figure 15 is a time diagram of vehicle lifting and lowering according to a first embodiment of the present disclosure;

[0023] Figure 16 is a timing diagram of vehicle lifting and lowering according to a second embodiment of the present disclosure;

[0024] Figure 17 is a structural diagram of another hydraulic suspension system according to an embodiment of the present disclosure;

[0025] Figure 18 is a structural diagram of another hydraulic suspension system according to an embodiment of the present disclosure;

[0026] Figure 19 is a structural diagram of another hydraulic suspension system according to an embodiment of the present disclosure;

[0027] Figure 20 is a structural diagram of another hydraulic suspension system according to an embodiment of the present disclosure;

[0028] Figure 21 is a structural diagram of another hydraulic suspension system according to an embodiment of the present disclosure;

[0029] Figure 22 is a structural diagram of another hydraulic suspension system according to an embodiment of the present disclosure;

[0030] Figure 23 is a structural diagram of another hydraulic suspension system according to an embodiment of the present disclosure;

[0031] Figure 24 is a structural diagram of a hydraulic oil supply assembly according to an embodiment of the present disclosure;

[0032] Figure 25 is a structural diagram of a filter assembly according to an embodiment of the present disclosure;

[0033] Figure 26 is a time diagram of a first manual vehicle lifting method according to an embodiment of the present disclosure;

[0034] Figure 27 is a time diagram of a first type of automatically lifting vehicle according to an embodiment of the present disclosure;

[0035] Figure 28 is a flowchart of a first type of automatic lifting vehicle according to an embodiment of the present disclosure;

[0036] Figure 29 is a timing diagram of a second type of manually lifting vehicle according to an embodiment of the present disclosure;

[0037] Figure 30 is a timing diagram of a second type of automatically lifting vehicle according to an embodiment of the present disclosure;

[0038] Figure 31 is a flowchart of the switching process of a vehicle under three levels of stiffness according to an embodiment of the present disclosure;

[0039] Figure 32 is a flowchart of the switching process of a vehicle under secondary stiffness according to an embodiment of the present disclosure;

[0040] Figure 33 is a flowchart of the switching process of a vehicle under first-level stiffness according to an embodiment of the present disclosure;

[0041] Figure 34 is a flowchart of the switching process of a vehicle under four levels of stiffness according to an embodiment of the present disclosure;

[0042] Figure 35 is a time diagram of the operating states of each valve and pressure building device in a vehicle according to an embodiment of the present disclosure when supporting pressure building;

[0043] Figure 36 is a structural diagram of another hydraulic suspension system according to an embodiment of the present disclosure;

[0044] Figure 37 is a structural diagram of another hydraulic suspension system according to an embodiment of the present disclosure;

[0045] Figure 38 is a structural diagram of a suspension system in which four suspension adjustment components share a single pressure adjustment element according to an embodiment of the present disclosure.

[0046] Figure 39 is a structural diagram of another hydraulic suspension system according to an embodiment of the present disclosure;

[0047] Figure 40 is a flowchart of a suspension system control method according to an embodiment of the present disclosure.

[0048] Figure label:

[0049] The reference numerals for the embodiments corresponding to Figures 1 to 16 are as follows: 10-First suspension control integrated device; 11-First pressure building device; 110-Hydraulic oil supply assembly; 111-Third control valve; 112-Fourth control valve; 113-Fifth control valve; 114-Hydraulic oil delivery circuit; 115-Hydraulic oil return circuit; 116-Reservoir; 117-Motor; 118-Pump; 119-Third check valve; 120-Pump pressure reducing adjustment component; 121-Return throttle valve; 122-Fast return valve; 123-Fourth accumulator; 124-Temperature sensor; 12-Second pressure building device; 13-Shock absorber; 14-Pressure reducing adjustment component; 15-Damping adjustment assembly; 151-Second accumulator; 152-Second control valve; 16-Stiffness adjustment assembly; 161-Third accumulator; 162-First control valve; 171-First hydraulic oil supply assembly; 180-Hydraulic oil supply circuit; 190-Hydraulic oil supply circuit; 100-Hydraulic oil supply circuit; 111-Hydraulic oil supply circuit; 112-Hydraulic oil supply circuit; 113-Hydraulic oil supply circuit; 114-Hydraulic oil supply circuit; 115-Hydraulic oil supply circuit; 116-Hydraulic oil supply circuit; 117-Hydraulic oil supply circuit; 118-Hydraulic oil supply circuit; 119-Third check valve; 120-Pump pressure reducing adjustment component; 121-Return throttle valve 172-Second oil circuit; 173-Third oil circuit; 174-Fourth oil circuit; 175-Sub-oil circuit; 176-Second check valve; 18-Damping control valve assembly; 182, 184-First check valve; 183, 185-One-way throttle valve; 191-First vent plug; 192-Second vent plug; 193-First sensor; 20-Second suspension control integrated device; 30-Hydraulic suspension system; 40-Filter assembly; 41-Filter; 42-Sixth control valve; 43-Seventh control valve; 44-Fourth check valve; 45-Fifth check valve; 51-Inflation control valve; 52-Air compressor; 50-Central control cylinder.

[0050] The reference numerals for the embodiments corresponding to Figures 17 to 35 are as follows: 10-Suspension control integrated device; 11-Pressure reduction adjusting component; 12-Damping adjusting component; 13-Stiffness adjusting assembly; 131-Stiffness adjusting group; 1311-First accumulator; 1311a-First sub-accumulator; 1311b-Second sub-accumulator; 1312-First control valve; 1312a-First sub-control valve; 1312b-Second sub-control valve; 141-First oil circuit; 142-Second oil circuit; 143-Third oil circuit; 15-Second control valve; 16-Third control valve; 17-Fourth control valve; 18-Second sensor; 19-Inflation adjusting assembly; 191-Inflation control valve; 192-Air compressor; 20-Pressure building device; 21-Hydraulic oil supply assembly; 211-First sensor; 212-Second accumulator; 213-Reservoir; 214-Motor; 215-Pump; 216-First check valve; 217-Return valve; 22-Filter assembly; 221-Filter; 222-Fifth control valve; 223-Sixth control valve; 224-Second check valve; 225-Third check valve; 30-Shock absorber.

[0051] The reference numerals for the embodiments corresponding to Figures 36 to 40 are as follows: 1-Suspension adjustment assembly; 2-Pressure adjustment component; 3-First control valve; 4-Shock absorber; 5-Oil delivery assembly; 6-Damping adjustment component; 7-Stiffness adjustment component; 8-Third control valve; 9-Second control valve; 10-Fourth control valve; 11-Front wheel suspension adjustment assembly; 12-Rear wheel suspension adjustment assembly; 13-Exhaust port; 14-Oil filling port; 15-Pressure detection component. Detailed Implementation

[0052] The technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. However, the described embodiments are only some, not all, of the embodiments of this disclosure. All other embodiments obtained by those skilled in the art based on the embodiments of this disclosure without creative effort are within the scope of protection of this disclosure.

[0053] The terms "first," "second," etc., used in this disclosure and its claims are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this disclosure can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and the number of objects is not limited; for example, a first object can be one or more. Furthermore, the term "and / or" in the specification and claims is used to describe the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, and B alone. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. In embodiments of this disclosure, the term "multiple" refers to two or more, and other quantifiers are similar.

[0054] "At least one of A, B and C" has the same meaning as "at least one of A, B or C", both including the following combinations of A, B and C: only A, only B, only C, combinations of A and B, combinations of A and C, combinations of B and C, and combinations of A, B and C.

[0055] In related technologies, hydraulic suspension systems have insufficient adjustment capabilities when adjusting the height or stiffness of the suspension, and cannot achieve rapid response.

[0056] Figure 1 shows a hydraulic suspension system 30 provided in an embodiment of this disclosure. This hydraulic suspension system 30 is applied in a vehicle and can realize manual suspension height adjustment, automatic suspension height adjustment, stiffness adjustment and other functions for single axle of the front axle, single axle of the rear axle, front axle and rear axle, single side of the vehicle, three wheels and four wheels.

[0057] Referring to Figures 1 to 14, the hydraulic suspension system 30 includes shock absorbers 13 corresponding to multiple wheels, a first suspension control integration device 10, a second suspension control integration device 20, a first pressure-building device 11, and a second pressure-building device 12. The first suspension control integration device 10 is connectable to the shock absorber 13 corresponding to the front axle of the vehicle, and the second suspension control integration device 20 is connectable to the shock absorber 13 corresponding to the rear axle of the vehicle. The first pressure-building device 11 is connected to the first suspension control integration device 10 and is adapted to adjust the suspension state of the front axle of the vehicle. The second pressure-building device 12 is connected to the second suspension control integration device 20 and is adapted to adjust the suspension state of the rear axle of the vehicle.

[0058] In the vehicle, a shock absorber 13 is installed on each side of the wheel. Referring to Figure 1, there are wheels on the left and right sides of the front axle, and a shock absorber 13 is installed on the left and right sides of the rear axle. The left and right positions are described for reference in Figure 1, and the subsequent left and right positions are similar and will not be detailed here.

[0059] The front axle includes a first suspension control integrated device 10 and a first pressure-building device 11, and the rear axle includes a second suspension control integrated device 20 and a second pressure-building device 12. The first suspension control integrated device 10 and the second suspension control integrated device 20 have the same structure, and the first pressure-building device 11 and the second pressure-building device 12 have the same structure.

[0060] It should be emphasized that the aforementioned suspension control integrated device is not a virtual module, but a module integrating various physical components. For details on the integrated components, please refer to the subsequent description of the suspension control integrated device.

[0061] In some embodiments of this disclosure, two pressure-building devices are provided, which respectively control the first suspension control integrated device 10 of the front axle and the second suspension control integrated device 20 of the rear axle. Thus, compared with the related art scheme where one pressure-building device controls both the front and rear axles, the arrangement of two pressure-building devices in some embodiments of this disclosure allows each pressure-building device to control the lifting of the suspension of the front and rear axles respectively, resulting in faster lifting speed and faster pressure-building speed.

[0062] Furthermore, compared to related technologies where a single pressure-building device controls both the front and rear axles, the pressure on the front and rear axles may differ during lifting, resulting in one axle dropping in height. However, in some embodiments of this disclosure, two pressure-building devices independently control the pressure during lifting, ensuring that the pressure on the front and rear axles is the same and preventing one axle from dropping in height.

[0063] In some embodiments, compared to related art schemes where a single pressure-building device controls both the front and rear axles, the separate control of each pressure-building device by the same device may result in asymmetric arrangement of the pressure-building device relative to the axles. This can lead to varying oil circuit lengths between the pressure-building device and the various components on the front and rear axles, resulting in significant differences in control time for components with the same function. However, in some embodiments of this disclosure, the separate pressure-building devices for the front and rear axles facilitate symmetrical arrangement, allowing for identical piping lengths between the pressure-building device and the components of each suspension control integration device. This reduces the difference in control time between components with the same function in each suspension control integration device.

[0064] In some embodiments, the design of the two pressure-building devices also serves as a redundancy backup for each other, so that if one pressure-building device fails, the other pressure-building device can provide emergency backup.

[0065] In some embodiments of this disclosure, the hydraulic suspension system 30 can be independently integrated for the front and rear axles. In some embodiments, since the two pressure-building devices respectively control the first suspension control integration device 10 on the front axle and the second suspension control integration device 20 on the rear axle, the first suspension control integration device 10 and the first pressure-building device 11 can be easily integrated, and the second suspension control integration device 20 and the second pressure-building device 12 can be integrated. This reduces the number of connecting pipes between devices, improves the integration level of the suspension, reduces the complexity of the piping setup, and reduces the risk of oil leakage caused by pipe connections, enabling the entire hydraulic suspension system 30 to possess the advantages of lightweight, integration, easy disassembly and assembly, and easy replacement.

[0066] It should be emphasized that the independent control of the front and rear axles of the four wheels that can be realized in some embodiments of this disclosure includes: independent control of the front and rear axles, independent control of one side of the front and rear wheels, single wheel control, three-wheel lifting and four-wheel joint operation.

[0067] The independent control of the front and rear axles is as follows: When it is necessary to lift or lower the front or rear axle independently, only the hydraulic oil supply assembly 110 of the front or rear axle needs to be controlled. This, in turn, achieves the lifting or lowering of the branch axle by opening or closing the hydraulic oil supply assembly 110 and the third control valve 111, fourth control valve 112, fifth control valve 113, second control valve 152, and first control valve 162 in the branch circuit. This enables manual and automatic suspension height adjustment for both front and rear single and dual axles.

[0068] Independent front and rear axle control: When it is necessary to lift or lower one side of the front and rear axles, since the control on both sides is consistent, the following description takes the left side as an example. Only the hydraulic oil supply components 110 of the front and rear axles need to be controlled. Then, by opening the hydraulic oil supply components 110 and the third control valve 111 in the branch circuit, opening the fourth control valve 112 on the left side, keeping the fourth control valve 112 on the right side closed, and opening or closing the fifth control valve 113, the second control valve 152, and the first control valve 162 on the left side, the lifting or lowering of the branch circuit is achieved. This enables manual and automatic suspension height adjustment of the front and rear axles.

[0069] There are various forms of three-wheel lifting. Since the control method is consistent, this disclosure uses the lifting of the two front axle wheels and the left rear axle wheel as examples. For the front axle, only the hydraulic oil supply assembly 110 needs to be controlled. This is achieved by opening or closing the hydraulic oil supply assembly 110 and the third control valve 111, the fourth control valve 112, the fifth control valve 113 on both sides, the second control valve 152, and the first control valve 162 in the branch circuit. For the left rear axle wheel, the hydraulic oil supply assembly 110 needs to be opened. This is achieved by opening the hydraulic oil supply assembly 110 and the third control valve 111 in the branch circuit, opening the fourth control valve 112 on the left wheel side, keeping the fourth control valve 112 on the right wheel side closed, and opening or closing the fifth control valve 113, the second control valve 152, and the first control valve 162 on the left side. This enables manual and automatic suspension height adjustment for the two front axle wheels and the left rear axle wheel.

[0070] In some embodiments, the first suspension control integration device 10 and the second suspension control integration device 20 each include at least one of a pressure-reducing adjustment member 14, a damping adjustment component 15, or a stiffness adjustment component disposed corresponding to each shock absorber 13. When the first suspension control integration device 10 and the second suspension control integration device 20 each include a pressure-reducing adjustment member 14 and a damping adjustment component 15, or a pressure-reducing adjustment member 14 and a stiffness adjustment component 16, the pressure-reducing adjustment member 14 is closer to the shock absorber 13 relative to the damping adjustment component 15 or the stiffness adjustment component 16, and is connected to a first oil passage 171. The first oil passage 171 is an oil passage connecting the first suspension control integration device 10 or the second suspension control integration device 20 to the shock absorber 13. When the first suspension control integration device 10 and the second suspension control integration device 20 each include a pressure-reducing adjustment member 14, a damping adjustment component 15, and a stiffness adjustment component 16, the pressure-reducing adjustment member 14, the damping adjustment component 15, and the stiffness adjustment component 16 are sequentially connected to the first oil passage 171 relative to the shock absorber 13.

[0071] The pressure relief adjustment component 14, damping adjustment component 15, and stiffness adjustment component 16 provided for each shock absorber 13 can all be used to adjust the state of the suspension.

[0072] When the first suspension control integrated device 10 and the second suspension control integrated device 20 respectively include a pressure relief adjustment component 14 and a damping adjustment component 15, both the pressure relief adjustment component 14 and the damping adjustment component 15 are connected to the first oil circuit 171, and the pressure relief adjustment component 14 is located between the shock absorber 13 and the damping adjustment component 15. The pressure relief adjustment component 14 and the damping adjustment component 15 can realize the adjustment of the intervention suspension state and can provide relatively rich stiffness level control.

[0073] When the first suspension control integrated device 10 and the second suspension control integrated device 20 respectively include a pressure relief adjustment component 14 and a stiffness adjustment component 16, both the pressure relief adjustment component 14 and the stiffness adjustment component 16 are connected to the first oil circuit 171, and the pressure relief adjustment component 14 is located between the shock absorber 13 and the stiffness adjustment component 16. The pressure relief adjustment component 14 and the stiffness adjustment component 16 can realize the adjustment of the intervention suspension state and can provide relatively rich stiffness level control.

[0074] When the first suspension control integrated device 10 and the second suspension control integrated device 20 respectively include a damping adjustment component 15 and a stiffness adjustment component 16, both the damping adjustment component 15 and the stiffness adjustment component 16 are connected to the first oil circuit 171, and the damping adjustment component 15 is located between the shock absorber 13 and the stiffness adjustment component 16. The damping adjustment component 15 and the stiffness adjustment component 16 can adjust the intervention suspension state and provide relatively rich stiffness level control.

[0075] In some embodiments, when the first suspension control integrated device 10 and the second suspension control integrated device 20 respectively include a pressure reduction adjustment component 14, a damping adjustment component 15 and a stiffness adjustment component 16, the pressure reduction adjustment component 14, the damping adjustment component 15 and the stiffness adjustment component 16 are sequentially connected to the first oil circuit 171 relative to the shock absorber 13.

[0076] In some embodiments of this disclosure, the pressure-reducing adjustment component 14, the damping adjustment component 15, and the stiffness adjustment component 16 can intervene in the adjustment of the suspension state. Hydraulic oil supplied by the first pressure-building device 11 is sequentially delivered to the shock absorber 13 via the stiffness adjustment component 16, the damping adjustment component 15, and the pressure-reducing adjustment component 14. Hydraulic oil supplied by the second pressure-building device 12 is sequentially delivered to the shock absorber 13 via the stiffness adjustment component 16, the damping adjustment component 15, and the pressure-reducing adjustment component 14. The pressure-reducing adjustment component 14, the damping adjustment component 15, and the stiffness adjustment component 16 are all connected to the first oil circuit 171, and all three can intervene in the adjustment of the suspension state, providing a wider range of stiffness levels.

[0077] Of course, each suspension control integration device may include only one of the three components: pressure relief adjustment component 14, damping adjustment component 15, and stiffness adjustment component 16.

[0078] The pressure reducing regulator 14 can be a first accumulator. Under normal conditions, the accumulator does not work. It will only work when the pressure in the pipeline where the pressure reducing regulator is located reaches the preset pressure. For example, if the pressure in the pipeline exceeds 15 MPa, the first accumulator will work. If the pressure in the pipeline is less than or equal to 15 MPa, the first accumulator will not work.

[0079] In some embodiments, the stiffness adjustment assembly 16 includes a third accumulator 161 and a first control valve 162. The third accumulator 161 is connected to the first oil passage 171 through a second oil passage 172, and the first control valve 162 is disposed in the second oil passage 172.

[0080] In some embodiments of this disclosure, the first control valve 162 can control the connection or disconnection between the third accumulator 161 and the first oil circuit 171, thereby realizing the adjustment of the suspension state by the third accumulator 161.

[0081] In some embodiments, the damping adjustment assembly 15 includes a second accumulator 151 and a second control valve 152, both of which are connected to the first oil passage 171.

[0082] In some embodiments of this disclosure, the second control valve 152 can control the second accumulator 151 to connect or disconnect from the first oil circuit 171, thereby enabling the second accumulator 151 to adjust the suspension state.

[0083] In some embodiments, referring to FIG1, the second accumulator 151 is connected to the first oil passage 171 via a third oil passage 173. A second control valve 152 is disposed in the third oil passage 173. Alternatively, if a pressure-reducing adjusting member 14 is also provided for each damper 13, the second control valve 152 is disposed in the first oil passage 171 on the side of the first oil passage closer to the damper 13 relative to the pressure-reducing adjusting member 14. Alternatively, if a pressure-reducing adjusting member 14 is also provided for each damper 13, the second control valve 152 is disposed between the pressure-reducing adjusting member 14 and the second accumulator 151 in the first oil passage 171.

[0084] In some examples, the second control valve 152 is disposed in the third oil passage 173. In the above structure of some embodiments of this disclosure, the second control valve 152 is disposed in the third oil passage 173, and the second control valve 152 can control the second accumulator 151 to be connected or disconnected from the first oil passage 171, thereby realizing the adjustment of the suspension state by the second accumulator 151.

[0085] In other examples, referring to FIG3, when a pressure-reducing adjustment member 14 is also provided for each shock absorber 13, the second control valve 152 is disposed in the first oil passage 171 on the side of the shock absorber 13 relative to the pressure-reducing adjustment member 14. In the above structure of some embodiments of this disclosure, the second control valve 152 is disposed in the first oil passage 171, and the second control valve 152 can control the opening and closing of the first oil passage 171, realizing the connection or disconnection of the second accumulator 151 and the pressure-reducing adjustment member 14 with the shock absorber 13, thereby realizing the comprehensive adjustment of the suspension state by the second accumulator 151 and the pressure-reducing adjustment member 14.

[0086] In some other examples, referring to FIG13, where a pressure-reducing adjustment element 14 is also provided for each shock absorber 13, the second control valve 152 is disposed between the pressure-reducing adjustment element 14 and the second accumulator 151 in the first oil passage 171. In the above structure of some embodiments of this disclosure, the second control valve 152 is disposed in the first oil passage 171, and the second control valve 152 can control the opening and closing of the first oil passage 171 to realize the connection or disconnection between the second accumulator 151 and the shock absorber 13, thereby realizing the adjustment of the suspension state by the second accumulator 151.

[0087] In the various examples disclosed above, the second control valve 152 is positioned differently, which can realize a variety of control methods to connect or disconnect the second accumulator 151 from the vibration damper 13.

[0088] In some embodiments, referring to FIG1, a damping control valve assembly 18 is also provided for each damper 13; when a damping adjustment assembly 15 is provided for each damper 13, the damping control valve assembly 18 is provided in the first oil passage 171 and is located between the damper 13 and the damping adjustment assembly 15.

[0089] In some embodiments of this disclosure, the damping control valve assembly 18 can control the direction of hydraulic oil flow in different directions. For example, in the structure corresponding to the left wheel of the front axle in Figure 1, controlling the direction of hydraulic oil flow to the shock absorber 13 and the direction of hydraulic oil flowing from the shock absorber 13 to the first pressure building device 11 can reduce the impact force of hydraulic oil on the pipeline and the second accumulator 151 in the first oil circuit 171, and make the adjustment rate faster.

[0090] In some embodiments, referring to FIG4, the damping control valve assembly 18 includes at least one damping valve; the damping valve includes a first check valve 182 and a one-way throttle valve 183 arranged in parallel, the first check valve 182 and the one-way throttle valve 183 having different transmission directions, so that the oil pressure adjustment rate is faster.

[0091] In some embodiments, the one-way throttle valve 183 allows hydraulic oil to flow in one direction while blocking its flow in the other. The hydraulic oil pressure during flow in different directions can be controlled by the first one-way valve 182 and the one-way throttle valve 183.

[0092] In some embodiments, referring to FIG4, when the damping valve includes at least two, the first one-way valves 182 of the two damping valves have different transmission directions, and the two one-way throttle valves 183 have different transmission directions.

[0093] In the above-described structure of some embodiments of this disclosure, at least two damping valves exist, wherein the first check valve 182 of one damping valve and the one-way throttle valve 183 of the other damping valve have the same conduction direction, the first check valve 182 of one damping valve and the first check valve 184 of the other damping valve have different conduction directions, and the one-way throttle valve 183 of one damping valve and the one-way throttle valve 185 of the other damping valve have different conduction directions. The joint control of conduction by the first check valve 182 and the one-way throttle valve 183 has the advantage of better control of hydraulic oil pressure.

[0094] There can be two, three, four, etc., as long as at least one pair of damping valves meets the above structure. This disclosure does not impose any restrictions on it.

[0095] In some embodiments, referring to FIG4, the hydraulic suspension system 30 includes a second accumulator 151 and a second control valve 152, with the second control valve 152 located in the first oil passage 171 and the damping control valve assembly 18 located on the side near the shock absorber 13.

[0096] Referring to Figure 4, the second control valve 152 can be located in the first oil passage 171, and between the damping control valve assembly 18 and the pressure reducing regulator 14. This second control valve 152 can control both the damping control valve assembly 18 and the second accumulator 151.

[0097] In some embodiments, referring to FIG1, the first pressure-building device 11 and the second pressure-building device 12 respectively include a hydraulic oil supply assembly 110 and a third control valve 111. The third control valve 111 is disposed in a fourth oil passage 174 that connects the hydraulic oil supply assembly 110 to the first oil passage 171 of the corresponding suspension control integrated device.

[0098] In some embodiments of this disclosure, the hydraulic oil supply assembly 110 is connected to the first oil passage 171 via the fourth oil passage 174, and the third control valve 111 is disposed in the fourth oil passage 174. The third control valve 111 controls the connection or disconnection between the hydraulic oil supply assembly 110 and the first oil passage 171.

[0099] Furthermore, the hydraulic oil supply assembly 110 of the first pressure-building device 11 is used to supply hydraulic oil to the first suspension control integrated device 10, and similarly, the hydraulic oil supply assembly of the second pressure-building device 12 is used to supply hydraulic oil to the second suspension control integrated device 20.

[0100] In some embodiments, a fourth control valve 112 is also provided for each shock absorber 13; the fourth control valve 112 is located in the first oil passage 171 near the third control valve 111.

[0101] In some embodiments of this disclosure, the fourth control valve 112 can control the connection or disconnection of the hydraulic oil supply assembly 110 and each shock absorber 13. When the hydraulic oil supply assembly 110 is connected to the shock absorber 13, it can be used to control the height of the hydraulic suspension system 30, that is, the fourth control valve 112 participates in height adjustment, and of course, it can also control stiffness.

[0102] As can be understood, as shown in Figure 1, there are two fourth control valves 112 in the first suspension control integrated device 10 of the front axle. The two fourth control valves 112 are located on the left and right sides of the third control valve 111, respectively, so as to control the shock absorbers 13 on the left and right sides and other components on the left and right sides respectively.

[0103] In some embodiments, a fifth control valve 113 is provided for each damper 13; when a damping adjustment component 15 and a stiffness adjustment component 16 are provided for each damper 13, the fifth control valve 113 is provided in the first oil passage 171 and is located between the damping adjustment component 15 and the stiffness adjustment component 16.

[0104] In some embodiments of this disclosure, the fifth control valve 113 can control the connection or disconnection of the hydraulic oil supply assembly 110 and the stiffness adjustment assembly 16 with each shock absorber 13, thereby realizing the adjustment of the suspension state by the hydraulic oil supply assembly 110 and the stiffness adjustment assembly 16.

[0105] In some embodiments, referring to FIG5, at least two parallel sub-oil passages 175 are provided in the first oil passage 171 corresponding to the shock absorber 13, and a second check valve 176 is provided in each sub-oil passage 175. The transmission directions of at least two of the second check valves 176 in the at least two sub-oil passages 175 are different. When a damping adjustment component 15 is provided for each shock absorber 13, the number of damping adjustment components 15 is at least two, and each damping adjustment component 15 is connected to a sub-oil passage 175.

[0106] It is understandable that the number of sub-oil circuits and the number of damping adjustment components 15 can be the same.

[0107] In some embodiments of this disclosure, when controlling damping stiffness, a single damping adjustment component 15 may exhibit inconsistent power indication curves of the second accumulator 151 under compression and recovery conditions. This inconsistency in the coupling characteristics makes damping control of the hydraulic suspension system 30 extremely complex, hindering precise control. For example, referring to Figure 7, the power indication curve of the second accumulator 151 shows that when the hydraulic oil flowing through the second accumulator 151 is in different directions, the corresponding damping force values ​​at the same speed v are inconsistent, potentially differing by several times. This difference results in significant variations in the damping force values ​​of the shock absorber at the same rate during compression and recovery when adjusting the damping in a single damping adjustment component 15. This makes damping calibration or control design complex and cumbersome, and significantly reduces the adjustable range of damping, making precise damping adjustment difficult under complex conditions.

[0108] In some embodiments of this disclosure, the first oil circuit 171 is provided with at least two parallel sub-oil circuits 175. Referring to FIG5, the first oil circuit 171 is provided with two parallel sub-oil circuits 175, and each sub-oil circuit 175 is provided with a second check valve 176 and a second accumulator 151. Taking the suspension control of the left front axle as an example, the two second accumulators 151 are the second accumulator located in the upper sub-oil circuit 175 and the second accumulator located in the lower sub-oil circuit 175. If we assume that the indication curves of the two second accumulators 151 are as shown in FIG7 and FIG8, then due to the action of the second check valve 176, the entire left front hydraulic system flows through only one of the two second accumulators 151 when damping adjustment is performed. Therefore, with this design, when the indication curves required for compression and recovery are consistent, an equivalent damping indication curve diagram as shown in FIG9 can be obtained. In addition, the indication curve of the second accumulator 151 can also be designed as needed to make its damping ratio fixed or variable.

[0109] In some embodiments, referring to Figures 1 and 5, when a stiffness adjustment component 16 is also provided for each damper 13, the stiffness adjustment component 16 is located on the side of the first oil passage 171 near the input end of the parallel sub-oil passage 175.

[0110] It is understandable that when a damping adjustment component 15 and a stiffness adjustment component 16 are provided on a sub-oil circuit corresponding to a shock absorber 13, the damping adjustment component 15 is closer to the shock absorber 13 than the stiffness adjustment component 16. As shown in Figure 6, the damping adjustment component 15 includes a second accumulator 151, and the stiffness adjustment component 16 includes a third accumulator 161.

[0111] In this case, only one stiffness adjustment component 16 can be set in the first oil circuit, saving the number of stiffness adjustment components 16.

[0112] In the above-described structure of some embodiments of this disclosure, the stiffness adjustment component 16 and at least two parallel sub-oil circuits 175 jointly achieve the adjustment of the suspension state.

[0113] In some embodiments, referring to FIG5, when a fifth control valve 113 is also provided for each damper 13, the fifth control valve 113 is located on the side of the first oil passage 171 near the input end of the parallel sub-oil passage 175.

[0114] Furthermore, the fifth control valve 113 is located between at least two parallel sub-oil lines 175 and the stiffness adjustment assembly 16. The fifth control valve 113 controls the connection or disconnection between the stiffness adjustment assembly 16 and the at least two parallel sub-oil lines 175, and controls the stiffness adjustment assembly 16 to participate in the adjustment of the suspension state.

[0115] In some embodiments of this disclosure, the second control valve 152 corresponding to each shock absorber 13 is a normally open solenoid valve. The third control valve 111 corresponding to each suspension control integrated device is a normally closed solenoid valve. The fourth control valve 112 corresponding to each shock absorber 13 is a normally closed solenoid valve. The fifth control valve 113 corresponding to each shock absorber 13 is a normally open solenoid valve.

[0116] In some embodiments, taking Figure 5 as an example of manually controlling the height of the front axle left wheel, the reference numerals can be seen in Figures 1 and 5. The specific process is as follows: when the vehicle control unit (ECU) receives the height increase signal, the second control valve 152 remains open, the third control valve 111 switches to the open state, the fourth control valve 112 switches to the open state, and the fifth control valve 113 remains open.

[0117] When the hydraulic oil supply assembly 110 is switched to the open state, hydraulic oil flows into the shock absorber 13 through the third control valve 111, the fourth control valve 112, the fifth control valve 113, the second accumulator 151 located in a sub-oil circuit 175, and the second check valve 176. At this time, the suspension height is rising, and the hydraulic oil pressure is increasing. When the suspension height reaches the target height, the second control valve 152 switches to the closed state, while the third control valve 111, the fourth control valve 112, and the fifth control valve 113 remain open. The hydraulic oil supply assembly 110 remains open, and the hydraulic oil pressure in the third accumulator 161 increases. The third accumulator 161 stores energy until the pressure in the third accumulator 161 equals the pressure in the second accumulator 151 located in a sub-oil circuit 175. When the pressure of the third accumulator 161 equals the pressure of the second accumulator 151 located in a sub-oil circuit 175, the second control valve 152 switches to the open state, the fifth control valve 113 remains open, the fourth control valve 112 switches to the closed state, the third control valve 111 switches to the closed state, and the hydraulic oil supply assembly 110 switches to the closed state. At this time, manual vehicle height control ends.

[0118] The height reduction control process is similar to the height increase process. During height reduction, the second control valve 152 remains open, while the fifth control valve 113, fourth control valve 112, and third control valve 111 are all open. The hydraulic oil supply assembly 110 is also open. At this time, the hydraulic oil in the shock absorber 13 flows out due to the vehicle's gravity, passes through the second accumulator 151 and the second check valve 176 in another sub-circuit 175, and then enters the hydraulic oil supply assembly 110. Furthermore, when the suspension height reaches the target height, the second control valve 152 and the fifth control valve 113 can remain open, while the fourth control valve 112 and the third control valve 111 are closed. The hydraulic oil supply assembly 110 is then closed.

[0119] For damping adjustment under compression conditions of the shock absorber 13, due to the compression of the shock absorber 13, the hydraulic oil in the shock absorber 13 will flow out. At this time, the hydraulic oil can only flow into the second accumulator 151 through the second check valve 176 of another sub-circuit 175, while the second check valve 176 of one sub-circuit 175 and the second accumulator 151 are inactive. The damping indication curve at this time is the indication curve of the second accumulator 151 under compression. The second accumulator 151 under compression can output the damping adjustment current step according to the requirements of the damping control strategy, and control the stiffness of the entire vehicle through the third accumulator 161.

[0120] For damping adjustment under the recovery condition of the shock absorber 13, as the shock absorber 13 is stretched, the hydraulic oil in the shock absorber 13 decreases, and external hydraulic oil will enter the shock absorber 13. Due to the influence of the second check valve 176, the hydraulic oil can only enter the shock absorber 13 through the branch containing the second check valve 176 and the second accumulator 151 in one sub-oil circuit 175, while the second accumulator 151 in the other sub-oil circuit 175 is inactive. Therefore, the damping indication curve at this time is the indication curve of the recovery second accumulator 151. The recovery second accumulator 151 can output the damping adjustment current step according to the requirements of the damping control strategy, and at the same time control the stiffness of the entire vehicle through the third accumulator 161.

[0121] In some embodiments, referring to FIG6, when a stiffness adjustment component 16 is also provided for each damper 13, the number of stiffness adjustment components 16 is at least two, and each stiffness adjustment component 16 is connected to a sub-oil passage 175.

[0122] It is understood that, in some embodiments of this disclosure, the number of stiffness adjustment components 16 for a sub-oil circuit corresponding to a certain damper may be the same as the number of sub-oil circuits.

[0123] The stiffness adjustment component 16 and the second accumulator 151 are both located on the sub-oil circuit 175. This allows the entire system to be adjusted using different stiffness and damping parameters during compression and recovery, which greatly increases the accuracy of the hydraulic suspension adjustment and makes the system more competitive.

[0124] Some embodiments of this disclosure enable a highly integrated hydraulic suspension system 30 with separate front and rear axle control for bidirectional damping and stiffness adjustment. Through the functions of separate front and rear axle adjustment and bidirectional adjustable damping and stiffness, the damping characteristics can be further designed, such as a compression-restoration symmetrical design, a fixed damping ratio design, or a variable damping ratio design, which greatly increases the system's flexibility and adjustability accuracy, thus significantly expanding the system's applicability.

[0125] In some embodiments, referring to FIG6, if a fourth control valve 112 is also provided for each damper 13, the fourth control valve 112 is provided at the input end of the parallel sub-oil circuit 175 in the first oil circuit 171.

[0126] The fourth control valve 112 can control the connection or disconnection of the hydraulic oil supply assembly 110 and all sub-oil circuits 175, and control the hydraulic oil supply assembly 110 to intervene in the adjustment of the suspension state.

[0127] In some embodiments, referring to FIG6, when a fifth control valve 113 is also provided for each damper 13, a fifth control valve 113 is provided in each sub-oil circuit 175, and the fifth control valve 113 is located on the side of the stiffness adjustment assembly 16 close to the damper 13.

[0128] In some embodiments of this disclosure, the fifth control valve 113 can control the connection or disconnection of the stiffness adjustment component 16 in each sub-oil circuit 175 with each shock absorber 13, thereby realizing the adjustment of the suspension state by the stiffness adjustment component 16.

[0129] In some embodiments, each damping adjustment assembly 15 includes a second accumulator 151 and a second control valve 152. The second accumulator 151 is connected to a sub-oil circuit 175 via a third oil circuit 173, and the second control valve 152 is disposed in the third oil circuit 173.

[0130] In the above structure of some embodiments of this disclosure, the second control valve 152 can control the second accumulator 151 to connect or disconnect from the sub-oil circuit 175, thereby realizing the adjustment of the suspension state by the second accumulator 151.

[0131] In some embodiments, referring to FIG6, the damping adjustment assembly 15 includes a second accumulator 151, and a second control valve 152 is also provided for each damper 13; the second control valve 152 is provided at the output end of the parallel sub-oil circuit 175.

[0132] In the above structure of some embodiments of this disclosure, the second control valve 152 can control the connection or disconnection of each sub-oil circuit 175 with the shock absorber 13, thereby realizing the adjustment of the suspension state by each structure in the sub-oil circuit 175.

[0133] In some embodiments, the presence of air bubbles in the hydraulic suspension system 30 can lead to corresponding control problems. Therefore, an exhaust assembly is also provided in the first oil passage 171 corresponding to the shock absorber 13 to remove air bubbles.

[0134] Understandably, the location of the exhaust assembly can be set according to usage requirements.

[0135] In some embodiments, as shown in Figures 1 and 2, the exhaust assembly includes a first exhaust plug 191, and in the case of a hydraulic suspension system 30 including a pressure relief adjuster 14, the first exhaust plug 191 is disposed in the first oil passage 171 on the side of the pressure relief adjuster 14 near the shock absorber 13.

[0136] In other embodiments, as shown in Figures 1 and 2, the exhaust assembly includes a second exhaust plug 192, and in the case of the hydraulic suspension system 30 including the damping adjustment assembly 15, the second exhaust plug 192 is disposed in the first oil passage 171 on the side of the damping adjustment assembly 15 near the shock absorber 13.

[0137] The first vent plug 191 and the second vent plug 192 are located at different positions in the first oil passage 171, which can realize venting at different positions in the hydraulic suspension system 30, and the air bubble removal effect is better.

[0138] Of course, the first exhaust plug 191 and the second exhaust plug 192 can coexist, or only one of them can exist; this disclosure does not impose any restrictions on this.

[0139] In some embodiments of this disclosure, the vehicle's ECU issues control commands to the hydraulic oil supply assembly 110 of the actuator in a timely manner according to the vehicle's operating status and set control rules. This enables different accumulators to be engaged under different operating conditions to adjust the suspension's state. Furthermore, it enables manual suspension height adjustment, automatic suspension height adjustment, and stiffness adjustment for the front and rear single-axle, dual-axle, single-side, three-wheel, and four-wheel suspensions, i.e., controlling the suspension's state to meet driving and passenger needs. The actuator includes a pressure-reducing adjustment component 14, a second accumulator 151, a third accumulator 161, the hydraulic oil supply assembly 110, and various valves.

[0140] In some embodiments, when in a first operating mode for raising the suspension of any wheel, the third control valve 111 and the fourth control valve 112 for the wheel are open, the fifth control valve 113 is open, the first control valve 162 corresponding to the stiffness adjustment assembly 16 is closed, and the pressure build-up device corresponding to the wheel supplies pressure to raise the suspension corresponding to the wheel.

[0141] The first working mode is the manual vehicle height control mode. At this time, the hydraulic oil in the reservoir 116 is pumped out by the pump 118 and enters the shock absorber 13 through the third control valve 111, the fourth control valve 112, and the fifth control valve 113 in sequence, thereby raising the suspension corresponding to the wheel through the shock absorber 13.

[0142] Before entering the first operating mode of the suspension for raising any wheel, the first control valve 162 and the fifth control valve 113 are open, the third control valve 111 and the fourth control valve 112 are closed, and the pressure build-up device corresponding to the wheel is not activated. In the first operating mode of the suspension for raising any wheel, the first control valve 162 needs to be closed, and hydraulic oil does not enter the third accumulator 161.

[0143] During this process, the first sensor 193 is used to measure the oil pressure at point 13 of the shock absorber.

[0144] In some embodiments of this disclosure, the user can manually control the suspension corresponding to the raised wheel. Taking the suspension control of the left wheel of the front axle as an example, referring to FIG15, it is a time diagram of the working state of each valve and pump 118 when manual vehicle height control is performed. Before the adjustment starts, the second control valve 152 is in the open state, the fifth control valve 113 is in the open state, the fourth control valve 112 is in the closed state, the third control valve 111 is in the closed state, and the hydraulic oil supply assembly 110 is in the non-pressurized state.

[0145] When the ECU receives a manual height adjustment signal, the second control valve 152 remains open, the fifth control valve 113 switches to the off state, the fourth control valve 112 switches to the open state, the third control valve 111 switches to the open state, the first control valve 162 switches to the closed state, and the hydraulic oil supply assembly 110 switches to the pressurized state. As shown in Figure 15, starting from t1, the hydraulic oil in the reservoir 116 is pumped out by the pump 118 and enters the shock absorber 13 in sequence through the third control valve 111, the fourth control valve 112, and the fifth control valve 113. In this way, the suspension height increases and the hydraulic oil pressure increases.

[0146] In some embodiments, when in a first operating mode for raising any wheel, when the suspension height is raised to a first target height, the fifth control valve 113 is closed, the third control valve 111 and the fourth control valve 112 are open, the first control valve 162 corresponding to the stiffness adjustment assembly 16 is open, and the pressure build-up device corresponding to the wheel supplies pressure to adjust the pressure of the third accumulator 161 in the stiffness adjustment assembly 16, thereby increasing the pressure of the third accumulator 161.

[0147] Referring to the example of manually raising the front axle left wheel suspension mentioned above, and referring to Figure 15, the ECU continues to control the suspension. When the ECU determines that the suspension height has reached the target height, i.e., at time t2, the second control valve 152 switches to the closed state, the third control valve 111 remains open, the fourth control valve 112 remains open, the fifth control valve 113 switches to the open state, the first control valve 162 switches to the open state, and the hydraulic oil supply assembly 110 maintains the pressure supply state. At this time, the hydraulic oil pressure of the third accumulator 161 increases, and the third accumulator 161 stores energy until the pressure of the third accumulator 161 equals the pressure of the second accumulator 151.

[0148] In some embodiments, when in a first operating mode of the suspension used to raise any wheel, and when the pressure in the damping adjustment assembly 15 and the pressure in the stiffness adjustment assembly 16 are the same, the fifth control valve 113 is in the open state, the first control valve 162 corresponding to the stiffness adjustment assembly 16 is in the open state, and the third control valve 111 and the fourth control valve 112 are in the closed state.

[0149] Referring to the example of manually raising the left front axle suspension described above, and referring to Figure 15, the ECU continues control. When the ECU determines that the pressure of the third accumulator 161 equals the pressure of the second accumulator 151, i.e., at time t3, the second control valve 152 switches to the open state, the fifth control valve 113 remains open, the fourth control valve 112 switches to the closed state, the third control valve 111 switches to the closed state, the first control valve 162 remains open, and the hydraulic oil supply assembly 110 switches to the closed state. At this point, the manual vehicle height control ends.

[0150] In some embodiments, when the vehicle is in a second operating mode for lowering the suspension of any wheel, the third control valve 111, the fourth control valve 112 for the wheel are open, the fifth control valve 113 is open, and the return valve in the pressure building device corresponding to the wheel is opened, so that the hydraulic oil in the shock absorber 13 corresponding to the wheel flows back to the pressure building device to lower the suspension.

[0151] The second operating mode is the vehicle height reduction control mode.

[0152] It should be noted that in this mode, the second control valve 152 remains open, and the first control valve 162 also remains open. The return throttle valve 121 in the hydraulic oil supply assembly 110 switches to the open state, and the hydraulic oil in the shock absorber 13 flows back to the reservoir 116 through the oil circuit. Taking the front axle left wheel as an example, the suspension height of the front left wheel is lowered through the aforementioned valve control method.

[0153] In some embodiments, when the suspension height is reduced to the second target height, the fifth control valve 113 is in the open state, the third control valve 111 and the fourth control valve 112 are in the closed state, the first control valve 162 corresponding to the stiffness adjustment component 16 is in the open state, and the pressure building device corresponding to the wheel is in the stopped pressure supply state.

[0154] For example, if the ECU determines that the suspension height of the front left wheel has decreased to the second target height, it can control the fifth control valve 113 to remain open, while the third control valve 111 and the fourth control valve 112 switch to the closed state. The return throttle valve 121 in the hydraulic oil supply assembly 110 switches to the closed state. The suspension height also stops decreasing further.

[0155] In some embodiments, when the vehicle is in a third operating mode for raising the suspension of any wheel, if the difference between the actual suspension height of the wheel and the target vehicle height is greater than a first preset vehicle height threshold, the third control valve 111 and the fourth control valve 112 for the wheel are open, and the pressure-building device corresponding to the wheel supplies pressure to raise the suspension corresponding to the wheel; if the actual suspension height of the wheel and the target vehicle height are less than or equal to the first preset vehicle height threshold, the third control valve 111 and the fourth control valve 112 for the wheel are closed, and the pressure-building device corresponding to the wheel stops supplying pressure. In the above process of some embodiments of this disclosure, the fifth control valve 113 and the first control valve 162 are always open.

[0156] The third operating mode is the automatic vehicle height adjustment control mode.

[0157] Before the vehicle is in the third operating mode for raising the suspension of any wheel, the fifth control valve 113 and the first control valve 162 are open, the second control valve 152 is also open, the third control valve 111 and the fourth control valve 112 are closed, and the pressure build-up device corresponding to the wheel is not supplying pressure.

[0158] The ECU's processing flow during automatic height adjustment control includes: firstly, determining whether the difference between the current vehicle height and the target vehicle height is greater than a first preset vehicle height threshold, and whether the duration of this difference is greater than a first duration. If so, the third control valve 111 and the fourth control valve 112 switch from closed to open, the second control valve 152 remains open, and the hydraulic oil supply assembly 110 switches from closed to pressurized, at which point the vehicle height increases. The first control valve 162 remains open.

[0159] The ECU then determines whether the difference between the current vehicle height and the target vehicle height is less than or equal to the first preset vehicle height threshold and whether the duration is greater than the second duration. If so, the hydraulic oil supply component 110 switches from open to closed, the third control valve 111 and the fourth control valve 112 switch from open to closed, the second control valve 152 remains open, the first control valve 162 remains open, and the control process ends.

[0160] Figure 16 shows a time diagram of the working status of each valve and pump 118 during automatic adjustment control. Before the adjustment starts, the second control valve 152 is in the open state, the fifth control valve 113 is in the open state, the fourth control valve 112 and the third control valve 111 are in the closed state, and the hydraulic oil supply assembly 110 is in the non-working state.

[0161] When the ECU receives the automatic height adjustment signal, i.e. at time t4, the second control valve 152 remains open, the fifth control valve 113 remains open, the fourth control valve 112 and the third control valve 111 switch to the open state, and the hydraulic oil supply component 110 switches to the open state. At this time, the suspension height rises. When the suspension rises to the target vehicle height, the fourth control valve 112, the third control valve 111, and the hydraulic oil supply component 110 all switch to the closed state.

[0162] In some embodiments, the fifth control valve 113 is a proportional flow control valve. During the lifting process, the ECU can perform the following operations: obtain the state change of each shock absorber 13 in the four suspension subsystems (first suspension control integrated device 10 and second suspension control integrated device 20); if the state change of any first target shock absorber is greater than the average state change of all shock absorbers 13, then the current through the fifth control valve 113 in the suspension subsystem where the first target shock absorber is located is reduced; if the state change of any second target shock absorber is less than the average state change of all shock absorbers 13, then the current through the fifth control valve 113 in the suspension subsystem where the second target shock absorber is located is increased.

[0163] The first suspension control integration device 10 has two suspension subsystems, one on the left and one on the right. The second suspension control integration device 20 also has two suspension subsystems, one on the left and one on the right. Each suspension subsystem includes a shock absorber 13, a pressure relief adjustment component 14, a damping adjustment component 15, and a stiffness adjustment component 16.

[0164] In some embodiments of this disclosure, during suspension lifting, a height sensor can provide real-time feedback of the height signal. Since the travel of the front and rear axles and the target height may differ, the percentage of travel already traveled by the shock absorber 13 and the total travel is recorded to determine the height. For example, when the travel percentage of a single axle is higher than the average of the travel percentages of the four axles, the lifting rate is reduced by decreasing the current through the proportional flow control valve solenoid. When the travel percentage of a single axle is lower than the average of the travel percentages of the four axles, the lifting rate is reduced by increasing the current through the proportional flow control valve solenoid.

[0165] For example, by acquiring the state change of each shock absorber 13 in the four suspension subsystems, if the state change of any first target shock absorber is greater than the average state change of all shock absorbers 13, the current through the fifth control valve 113 in the suspension subsystem containing the first target shock absorber is reduced; if the state change of any second target shock absorber is less than the average state change of all shock absorbers 13, the current through the fifth control valve 113 in the suspension subsystem containing the second target shock absorber is increased. This ensures a smooth lifting process.

[0166] In some embodiments, the fifth control valve 113 is a proportional flow control valve. During the lifting process, the ECU can perform the following operations: when the current operating condition is determined to be a vehicle body descent based on the driving status information, the ECU obtains the state change of each shock absorber 13 in each suspension subsystem, determines the third target shock absorber with the least state change, and reduces the current through the fifth control valve 113 in the suspension subsystem where the other shock absorbers 13 are located, excluding the third target shock absorber.

[0167] In some embodiments of this disclosure, during descent, a height sensor can provide real-time feedback of the height signal. Since descent is mainly driven by gravity and the pump 118 is not in operation, the shaft with the lowest stroke percentage of the damper 13 can be detected, and the other shafts can have their speed reduced by decreasing the flow rate of the proportional flow valve.

[0168] For example, based on the driving status information, when the current operating condition is determined to be a vehicle descent, the state change of each shock absorber 13 in each suspension subsystem is obtained. The state change can reflect the percentage of the travel of that axle. The third target shock absorber with the least state change is determined, and the current through the fifth control valve 113 in the suspension subsystem containing the other shock absorbers 13 besides the third target shock absorber is reduced to make the overall descent rate smooth.

[0169] In some embodiments, the fifth control valve 113 is a proportional flow control valve. During the lifting process, the ECU can perform the following operations: determine the lifting rate during the process of raising the current vehicle height to the target vehicle height; if the lifting rate is greater than the rate threshold and the difference between the current vehicle height and the target vehicle height is less than a preset value, then reduce the current passing through the fifth control valve 113.

[0170] In some embodiments of this disclosure, the fifth control valve 113 is a proportional flow control valve. During lifting or lowering, the lifting or lowering rate may be too fast, causing the suspension travel to exceed the target travel due to the third control valve 111 not closing in time, requiring secondary adjustment and significantly reducing lifting smoothness. Therefore, the lifting or lowering speed can be detected when the lifting or lowering is close to the target position. If the speed is too high, the flow rate of the proportional flow control valve can be reduced to decrease the lifting or lowering rate, thus ensuring lifting or lowering smoothness and eliminating the need for secondary adjustment.

[0171] For example, during the lifting process, the lifting rate can be determined in real time. If the distance between the current vehicle height and the target vehicle height is less than the preset value, and the lifting rate is greater than the rate threshold, the current through the fifth control valve 113 is reduced to decrease the lifting rate and ensure that the lifting does not require secondary adjustment.

[0172] In some embodiments of this disclosure, taking the stiffness adjustment of the hydraulic suspension system 30 as an example, in some embodiments of this disclosure, by controlling the connected pressure reducing adjustment component 14, the second accumulator 151 and the third accumulator 161, eight levels of stiffness adjustment of the suspension can be achieved. Since the front axle and the rear axle are independent of each other and the principle is completely the same, the intervention state and the corresponding stiffness value are described here as an example of the suspension control corresponding to the left wheel of the front axle.

[0173] Taking the first-level stiffness as an example, referring to Figure 1, under the first-level stiffness, the shock absorber 13 and the pressure-reducing adjustment component 14 are connected. Due to the non-high pressure state, the pressure-reducing adjustment component 14 does not engage, and the hydraulic oil does not flow; the third control valve 111 is closed, and the hydraulic oil supply component 110 and the first oil circuit 171 are not interconnected; the fourth control valve 112 corresponding to the left wheel of the front axle and the fourth control valve 112 corresponding to the right wheel of the front axle are in the closed state. At this time, the hydraulic oil on both sides of the front axle cannot flow, and the left and right front axles are independent of each other. Simultaneously, the first control valve 162 is closed, at which time the third accumulator 161 is in a non-working state; the second control valve 152 controlling the second accumulator 151 is closed, at which time the second accumulator 151 is in a non-working state. That is, under the first stiffness state, only the damper 13 is in a working state, and the other accumulators are in a non-working state. Referring to Table 1, taking the front axle left wheel as an example, Table 1 shows the intervention state of each pressure relief adjustment component 14, the second accumulator 151, and the third accumulator 161 under each stiffness level.

[0174] Table 1

[0175] In Table 1, “√” indicates the corresponding stiffness level at which each pressure-reducing adjustment component 14, the second accumulator 151, and the third accumulator 161 are engaged. For example, at the second stiffness level, only the vibration damper 13 and the second accumulator 151 are in the working state, while other actuators are in the closed state through the control of each control valve. At the third stiffness level, the vibration damper 13 and the third accumulator 161 are in the working state, while other actuators are in the closed state through the control of each control valve.

[0176] When adjusting the stiffness at each level, different stiffness levels are achieved by controlling the opening and closing of each control valve. The intervention methods of the actuators are shown in Table 1 and above, and will not be repeated here.

[0177] Under different working conditions, the hydraulic suspension system 30 has different stiffness states and corresponding adjustments.

[0178] In some embodiments, when the acceleration change value of the vehicle in the first direction is greater than the first preset acceleration threshold and the height difference between the left wheel and the right wheel is less than the first height difference threshold, the control valves corresponding to the damping adjustment component 15 and the stiffness adjustment component 16 of the shock absorber 13 are in the closed state, and the fourth control valve 112 is in the closed state; the first direction is the same as the axial direction of the vehicle.

[0179] When the acceleration change value of the vehicle in the first direction is less than or equal to the first preset acceleration threshold, and the height difference between the left wheel and the right wheel is less than the first height difference threshold, the control valves corresponding to the damping adjustment component 15 and the stiffness adjustment component 16 of the shock absorber 13 are in the open state, the pressure reduction adjustment component 14 corresponding to the shock absorber 13 is in the non-intervention state, and the fourth control valve 112 is in the closed state.

[0180] This disclosure describes the stiffness adjustment of a vehicle under rapid acceleration and deceleration conditions.

[0181] The first direction can also be understood as the direction from the front of the car to the rear.

[0182] Referring to Table 1, taking the left front wheel of the vehicle as an example, when the vehicle is initially in the fourth stiffness state, if the ECU determines that it has encountered rapid acceleration or deceleration, that is, the acceleration change value of the vehicle in the first direction is greater than the first preset acceleration threshold, and the height difference between the left wheel and the right wheel is less than the first height difference threshold, the second control valve 152 switches to the closed state, the first control valve 162 switches to the closed state, and the fourth control valve 112 remains in the closed state. At this time, only the shock absorber 13 is in the intervention working state, and the hydraulic suspension system 30 switches to the first stiffness state.

[0183] Then, if the ECU determines that the rapid acceleration or deceleration has ended, the second control valve 152 switches to the open state, the first control valve 162 switches to the open state, the fourth control valve 112 remains in the closed state, and the hydraulic suspension system 30 restores the fourth level stiffness.

[0184] Of course, when the vehicle's acceleration change in the first direction is less than or equal to the first preset acceleration threshold, and the height difference between the left and right wheels is less than one of the first height difference thresholds while the other does not, the first-level stiffness is maintained.

[0185] In some embodiments, when the acceleration change value of the vehicle in the second direction is greater than the second preset acceleration threshold, and the height difference between the left wheel and the right wheel is greater than the second height difference threshold, the control valves corresponding to the damping adjustment component 15 and the stiffness adjustment component 16 of the shock absorber 13 are in the closed state, and the fourth control valve 112 is in the closed state; the second direction is the direction perpendicular to both sides of the vehicle.

[0186] When the acceleration change of the vehicle in the second direction is less than or equal to the second preset acceleration threshold, and the height difference between the left wheel and the right wheel is less than or equal to the second height difference threshold, the control valves corresponding to the damping adjustment component 15 and the stiffness adjustment component 16 of the shock absorber 13 are in the open state, the pressure reduction adjustment component 14 of the shock absorber 13 is in the non-intervention state, and the fourth control valve 112 is in the closed state.

[0187] This disclosure describes the stiffness adjustment of a vehicle under cornering conditions.

[0188] The second direction can be understood as the direction from the left to the right of the vehicle.

[0189] Referring to Table 1, taking the left front wheel of the vehicle as an example, when the vehicle is initially in the fourth stiffness state, if the ECU determines that the vehicle is turning, that is, the acceleration change value of the vehicle in the second direction is greater than the second preset acceleration threshold, and the height difference between the left wheel and the right wheel is greater than the second height difference threshold, then the second control valve 152 switches to the closed state, the first control valve 162 switches to the closed state, and the fourth control valve 112 remains in the closed state. At this time, only the shock absorber 13 is in the intervention working state, and the hydraulic suspension system 30 switches to the first stiffness state.

[0190] Then, if the ECU finishes turning, the second control valve 152 switches to the open state, the first control valve 162 switches to the open state, the fourth control valve 112 remains closed, and the hydraulic suspension system 30 restores its fourth-level stiffness.

[0191] Of course, when the vehicle's acceleration change in the second direction is less than or equal to the second preset acceleration threshold, and the height difference between the left and right wheels is less than or equal to the second height difference threshold, one of these conditions is met while the other is not, the first-level stiffness is maintained.

[0192] In some embodiments, when the acceleration change value of the vehicle in the third direction is greater than a third preset acceleration threshold, and the height difference between the left and right wheels is greater than a third height difference threshold, and the pressure value of the hydraulic suspension system 30 is greater than a first preset pressure value, the control valves corresponding to the damping adjustment component 15 and stiffness adjustment component 16 of the shock absorber 13 are in the open state, the pressure relief adjustment component 14 corresponding to the shock absorber 13 is in the intervention state, the fourth control valve 112 is in the open state, and the control valves corresponding to the damping adjustment component 15 and stiffness adjustment component 16 of another shock absorber 13 belonging to the same suspension control integrated device as the shock absorber 13 are in the open state, and the pressure relief adjustment component 14 corresponding to the other shock absorber 13 is in the intervention state; the third direction is the same as the direction from the bottom of the vehicle to the top of the vehicle.

[0193] When the vehicle's acceleration change in the third direction is less than or equal to the third preset acceleration threshold, and the height difference between the left and right wheels is less than or equal to the third height difference threshold, the control valves corresponding to the damping adjustment component 15 and stiffness adjustment component 16 of the shock absorber 13 are in the open state, and the hydraulic suspension system 30 corresponding to the shock absorber 13 has an eight-level stiffness.

[0194] The embodiments disclosed herein are for stiffness adjustment under speed bump or drop conditions.

[0195] The third direction can be understood as the vertical direction of the vehicle.

[0196] Referring to Table 1, taking the left front wheel of the vehicle as an example, when the vehicle initially operates at level four stiffness, if the ECU determines that the vehicle has passed over a speed bump or fallen, i.e., the change in acceleration in the third direction is greater than the third preset acceleration threshold, the height difference between the left and right wheels is less than the third height difference threshold, and the pressure value of the hydraulic suspension system 30 is greater than the first preset pressure value, then the second control valve 152 corresponding to the left front wheel remains open, the first control valve 162 remains open, the fifth control valve 113 switches to the open state, and the fourth control valve 112 switches to the open state. Similarly, the second control valve 152 corresponding to the right front wheel remains open, the first control valve 162 remains open, the fifth control valve 113 switches to the open state, and the fourth control valve 112 switches to the open state. Thus, all pressure-reducing adjustment components 14, the second accumulator 151, and the third accumulator 161 of the front axle are engaged. At this time, the hydraulic suspension system 30 switches to level eight stiffness.

[0197] If the ECU determines that the vehicle is not on a speed bump or has not fallen, for example, if one or more of the following conditions are not met: the vehicle's acceleration change in the third direction is less than or equal to the third preset acceleration threshold, the height difference between the left and right wheels is less than or equal to the third height difference threshold, or the pressure value of the hydraulic suspension system 30 is less than or equal to the first preset pressure value, then the fourth-level stiffness is restored according to the aforementioned control logic.

[0198] Of course, in practical applications, to determine whether a vehicle has entered a speed bump or fallen, the ECU first checks whether the vehicle's acceleration change in the third direction is greater than a third preset acceleration threshold, and whether the height difference between the left and right wheels is less than a third height difference threshold. If the vehicle's acceleration change in the third direction is not greater than the third preset acceleration threshold, or the height difference between the left and right wheels is not less than the third height difference threshold, the above checks continue.

[0199] If the vehicle's acceleration change in the third direction is greater than the third preset acceleration threshold, and the height difference between the left and right wheels is less than the third height difference threshold, then it will be determined whether the pressure value of the hydraulic suspension system 30 is greater than the first preset pressure value.

[0200] If the pressure value of the hydraulic suspension system 30 is not greater than the first preset pressure value, the process of determining whether the vehicle's acceleration change in the third direction is greater than the third preset acceleration threshold and whether the height difference between the left and right wheels is less than the third height difference threshold will continue. Only if the pressure value of the hydraulic suspension system 30 is greater than the first preset pressure value will the system be adjusted to level eight stiffness.

[0201] Next, it is determined whether the vehicle's acceleration change in the third direction is less than or equal to the third preset acceleration threshold, and whether the height difference between the left and right wheels is less than the third height difference threshold. If these conditions are met, the stiffness is restored to level four. If not, the stiffness is maintained at level eight.

[0202] When the pressure in the first oil circuit 171 exceeds the pressure threshold, the pressure regulator 14 engages. This pressure threshold is set according to the usage, for example, 15 MPa. The pressure regulator 14 is used to enable emergency response.

[0203] The first preset acceleration threshold, the second preset acceleration threshold, and the third preset acceleration threshold may be the same or different; similarly, the first height difference threshold, the second height difference threshold, and the third height difference threshold may be the same or different. This disclosure does not impose any limitations on them.

[0204] In some embodiments, for any target damper 13, the combination of usage states of each pressure relief adjustment component 14, damping adjustment component 15, and stiffness adjustment component 16 in the target suspension control integrated device to which the target damper 13 belongs is different under different stiffness levels.

[0205] As shown in Table 1, some embodiments of this disclosure have eight levels of stiffness, which can be divided into more granular working conditions, and these working conditions are then respectively associated with eight levels of stiffness, resulting in more precise stiffness control.

[0206] Furthermore, under cross-axle conditions, it has the following stiffness levels and corresponding controls.

[0207] In some embodiments, when the acceleration change value of the vehicle in the third direction is greater than a fourth preset acceleration threshold, the height difference between the left and right wheels is greater than a fourth height difference threshold, and the pressure value of the hydraulic suspension system 30 is greater than a first preset pressure value, the control valves corresponding to the damping adjustment component 15 and stiffness adjustment component 16 of the shock absorber 13 are in the open state, the pressure relief adjustment component 14 of the shock absorber 13 is in the intervention state, the fourth control valve 112 is in the open state, and the control valves corresponding to the damping adjustment component 15 and stiffness adjustment component 16 of another shock absorber 13 belonging to the same suspension control integrated device as the shock absorber 13 are in the open state, and the pressure relief adjustment component 14 of the other shock absorber 13 is in the intervention state; the third direction is the same as the direction from the bottom of the vehicle to the top of the vehicle.

[0208] At this point, the hydraulic suspension system 30 has a relatively high stiffness, which is level eight.

[0209] As in the example of the front axle left wheel in Table 1 above, the ECU controls the valves of the front axle to put the pressure relief adjustment component 14, the second accumulator 151, and the third accumulator 161 of the front axle left and right wheels into an intervention state.

[0210] In some embodiments, when the vehicle's acceleration change in a third direction is greater than a fourth preset acceleration threshold, the height difference between the left and right wheels is greater than a fourth height difference threshold but less than or equal to a fifth height difference threshold, and the pressure value of the hydraulic suspension system 30 is less than or equal to a first preset pressure value, the control valves corresponding to the damping adjustment component 15 and stiffness adjustment component 16 of the shock absorber 13 are in the open state, the pressure reduction adjustment component 14 corresponding to the shock absorber 13 is in the non-intervention state, and the fourth control valve 112 is in the closed state; the fifth height difference threshold is greater than the fourth height difference threshold. At this time, the stiffness of the hydraulic suspension system 30 is relatively high, reaching level four stiffness.

[0211] As in the example of the front axle left wheel in Table 1 above, the ECU controls the valves on the front axle, causing the pressure relief regulator 14, the second accumulator 151, and the third accumulator 161 corresponding to the front axle left wheel to be in an active state. The accumulator of the right wheel does not participate in the assistance.

[0212] In some embodiments of this disclosure, the height difference between the left and right wheels is further determined to be greater than the fourth preset acceleration threshold and less than or equal to the fifth height difference threshold only when the acceleration change value of the vehicle in the third direction is greater than the fourth preset acceleration threshold, the height difference between the left and right wheels is greater than the fourth height difference threshold, and the pressure value of the hydraulic suspension system 30 is less than or equal to the first preset pressure value.

[0213] In some embodiments, when the vehicle's acceleration change in the third direction is greater than a fourth preset acceleration threshold, the height difference between the left and right wheels is greater than a fifth height difference threshold and less than or equal to a sixth height difference threshold, and the pressure value of the hydraulic suspension system 30 is less than or equal to a first preset pressure value, the control valves corresponding to the damping adjustment component 15 and stiffness adjustment component 16 of the shock absorber 13 are in the open state, the pressure relief adjustment component 14 of the shock absorber 13 is in the non-intervention state, the fourth control valve 112 is in the open state, the control valve of the damping adjustment component 15 corresponding to another shock absorber 13 belonging to the same suspension control integrated device as the shock absorber 13 is in the open state, the control valve of the stiffness adjustment component 16 corresponding to another shock absorber 13 is in the closed state, the pressure relief adjustment component 14 of another shock absorber 13 is in the non-intervention state, and the fourth control valve 112 is in the open state; the sixth height difference threshold is greater than the fifth height difference threshold.

[0214] At this point, the hydraulic suspension system 30 has a stiffness level of five.

[0215] As in the example of the front axle left wheel in Table 1 above, the ECU controls the valves of the front axle so that the pressure relief adjustment component 14, the second accumulator 151, and the third accumulator 161 corresponding to the front axle left wheel are in the intervention state, the second accumulator 151 of the right wheel is in the intervention state, and the pressure relief adjustment component 14 and the third accumulator 161 of the right wheel do not participate in the assistance.

[0216] In some embodiments, when the vehicle's acceleration change in the third direction is greater than a fourth preset acceleration threshold, the height difference between the left and right wheels is greater than a sixth height difference threshold and less than or equal to a seventh height difference threshold, and the pressure value of the hydraulic suspension system 30 is less than or equal to a first preset pressure value, the control valves corresponding to the damping adjustment component 15 and stiffness adjustment component 16 of the shock absorber 13 are in an open state, the pressure relief adjustment component 14 of the shock absorber 13 is in a non-intervention state, the fourth control valve 112 is in an open state, the control valve of the damping adjustment component 15 corresponding to another shock absorber 13 belonging to the same suspension control integrated device as the shock absorber 13 is in a closed state, the control valve of the stiffness adjustment component 16 corresponding to another shock absorber 13 is in an open state, the pressure relief adjustment component 14 of another shock absorber 13 is in a non-intervention state, and the fourth control valve 112 is in an open state; the seventh height difference threshold is greater than the sixth height difference threshold.

[0217] At this point, the hydraulic suspension system 30 has a stiffness level of six.

[0218] As in the example of the front axle left wheel in Table 1 above, the ECU controls the valves of the front axle so that the pressure relief adjustment component 14, the second accumulator 151, and the third accumulator 161 corresponding to the front axle left wheel are in the intervention state, and the third accumulator 161 of the right wheel is in the intervention state, while the pressure relief adjustment component 14 and the second accumulator 151 of the right wheel do not participate in the assistance.

[0219] In some embodiments, when the vehicle's acceleration change in the third direction is greater than a fourth preset acceleration threshold, the height difference between the left and right wheels is greater than a seventh height difference threshold, and the pressure value of the hydraulic suspension system 30 is less than or equal to a first preset pressure value, the control valves corresponding to the damping adjustment component 15 and stiffness adjustment component 16 of the shock absorber 13 are in the open state, the pressure relief adjustment component 14 of the shock absorber 13 is in the non-intervention state, the fourth control valve 112 is in the open state, the control valves corresponding to the damping adjustment component 15 and stiffness adjustment component 16 of another shock absorber 13 belonging to the same suspension control integrated device as the shock absorber 13 are in the open state, the pressure relief adjustment component 14 of the other shock absorber 13 is in the non-intervention state, and the fourth control valve 112 is in the open state; the seventh height difference threshold is greater than the sixth height difference threshold.

[0220] At this point, the hydraulic suspension system 30 has a stiffness level of seven.

[0221] As in the example of the front axle left wheel in Table 1 above, the ECU controls the valves of the front axle so that the pressure relief adjustment component 14, the second accumulator 151, and the third accumulator 161 corresponding to the front axle left wheel are in the intervention state, and the second accumulator 151 and the third accumulator 161 of the right wheel are in the intervention state, while the pressure relief adjustment component 14 of the right wheel does not participate in the assistance.

[0222] In some embodiments, when the acceleration change value of the vehicle in the third direction is less than or equal to a fourth preset acceleration threshold, the height difference between the left wheel and the right wheel is less than or equal to a fourth height difference threshold, the control valves corresponding to the damping adjustment component 15 and the stiffness adjustment component 16 of the shock absorber 13 are in the open state, the pressure reduction adjustment component 14 corresponding to the shock absorber 13 is in the non-intervention state, and the fourth control valve 112 is in the closed state.

[0223] At this point, the hydraulic suspension system 30 returned to its initial fourth-level stiffness.

[0224] In some embodiments, when the vehicle is stationary, the second control valve 152 corresponding to the damping adjustment assembly 15 is closed, and the fifth control valve 113 is closed.

[0225] At this time, the shock absorber 13 is neither compressed nor stretched, the vehicle is stationary, and the height of the suspension system remains unchanged. For example, when the vehicle is stationary at a campsite or on other ground, the vehicle can be adjusted in the above manner to prevent it from lowering or rising. If an excessive external load occurs while the vehicle is stationary, some hydraulic oil can be allowed to flow into the pressure relief adjuster 14 to provide a certain degree of protection.

[0226] In some embodiments, referring to FIG1, the hydraulic oil supply assembly 110 includes a hydraulic oil delivery circuit 114, a hydraulic oil return circuit 115, and a reservoir 116; one end of the hydraulic oil delivery circuit 114 is connected to the reservoir 116, and the other end is connected to the fourth oil passage 174; one end of the hydraulic oil return circuit 115 is connected to the reservoir 116, and the other end is connected to the fourth oil passage 174.

[0227] The hydraulic oil supply assembly 110 is used to supply hydraulic oil to the first oil circuit 171 and to collect the hydraulic oil returning from the shock absorber 13. The hydraulic oil delivery circuit 114 is a circuit for outputting hydraulic oil from the reservoir 116, and the hydraulic oil return circuit 115 is a circuit for returning hydraulic oil to the reservoir 116. The reservoir 116 is used to store hydraulic oil.

[0228] In some embodiments, referring to FIG1, the hydraulic oil delivery circuit 114 includes a motor 117, a pump 118, and a third check valve 119; the motor 117 is connected to the pump 118, the oil inlet of the pump 118 is connected to the reservoir 116; the oil outlet of the pump 118 is connected to the oil inlet of the third check valve 119, and the oil outlet of the third check valve 119 is connected to the fourth oil circuit 174.

[0229] For example, when the hydraulic oil supply assembly 110 supplies hydraulic oil to the shock absorber 13, the motor 117 starts, the pump 118 draws out the hydraulic oil from the reservoir 116, and the hydraulic oil flows through the pump 118 and the third check valve 119 to the first oil circuit 171 to supply hydraulic oil to the shock absorber 13.

[0230] In some embodiments, referring to FIG1, the hydraulic oil delivery circuit 114 further includes a pump pressure reducing regulator 120, which is connected to the outlet of the third check valve 119. The pump pressure reducing regulator 120 is used to regulate the pressure of the hydraulic oil in the hydraulic oil delivery circuit 114, for example, to store high-pressure hydraulic oil, thereby avoiding control and shock problems caused by hydraulic oil pressure.

[0231] In this embodiment, the pump pressure reducing adjustment component 120 is integrated into the hydraulic oil delivery circuit 114, eliminating the need for a separate mounting bracket and reducing the use of oil pipes and connectors.

[0232] In some embodiments, referring to FIG1, the hydraulic oil return circuit 115 includes a return throttle valve 121; the inlet of the return throttle valve 121 is connected to the pump pressure reducing regulator 120, and the outlet of the return throttle valve 121 is connected to the reservoir 116, for allowing the returning hydraulic oil to flow back from the oil circuit through the pump pressure reducing regulator 120 and the return throttle valve 121 to the reservoir 116. The return throttle valve 121 controls the return oil speed of the hydraulic suspension system, making the lowering speed of the suspension controllable.

[0233] In some embodiments, referring to FIG6, the hydraulic oil supply assembly 110 further includes a quick return valve 122; the inlet of the quick return valve 122 is connected to the fourth oil circuit 174, and the outlet of the quick return valve 122 is connected to the reservoir 116. The quick return valve 122 enables rapid return of hydraulic oil in the suspension system, allowing for rapid descent of the vehicle body.

[0234] In some embodiments, referring to Figures 1 and 10, the hydraulic oil delivery circuit 114 further includes a fourth accumulator 123; the fourth accumulator 123 is connected to the outlet of the pump 118. In some embodiments of this disclosure, the fourth accumulator 123 is used to reduce the pulsation and noise of the pump 12, providing stable pressure to the system.

[0235] In some embodiments, the hydraulic oil supply assembly 110 further includes a temperature sensor; the temperature sensor is used to measure the temperature of the hydraulic oil in the reservoir 116. By monitoring the temperature of the hydraulic oil in the reservoir 116 in real time, the temperature sensor can prevent abnormal hydraulic oil temperature and other factors from affecting the hydraulic suspension system.

[0236] In some embodiments, referring to FIG11, the first pressure-building device 11 and the second pressure-building device 12 each further include a filter assembly 40, which is disposed in a fourth oil passage 174 that connects the hydraulic oil supply assembly 110 to the first oil passage 171 of the corresponding suspension control integrated device. The filter assembly 40 is used to filter impurities in the hydraulic oil to prevent them from entering the hydraulic system and causing blockage.

[0237] In some embodiments, the filter assembly 40 is disposed between the hydraulic oil supply assembly 110 and the third control valve 111, so that the hydraulic oil flows out after passing through the third control valve 111.

[0238] In some embodiments, referring to FIG11, the filter assembly 40 includes a filter 41, a sixth control valve 42, a seventh control valve 43, a fourth check valve 44, and a fifth check valve 45; the filter 41 is connected to the hydraulic oil supply assembly 110 through the sixth control valve 42, and the filter 41 is connected to the third control valve 111 through the seventh control valve 43; the fourth check valve 44 and the fifth check valve 45 are respectively connected to the hydraulic oil supply assembly 110 and the third control valve 111, and the conduction directions of the fourth check valve 44 and the fifth check valve 45 are opposite.

[0239] In some embodiments of this disclosure, a filter assembly 40 may also be provided between the hydraulic oil supply assembly 110 and the third control valve 111. The opening pressure of the fourth check valve 44 and the fifth check valve 45 in the filter assembly 40 may be the same as or different from the closing pressure of the sixth control valve 42 and the seventh control valve 43. Here, it is described with the opening pressure of the fourth check valve 44 and the fifth check valve 45 and the closing pressure of the sixth control valve 42 and the seventh control valve 43 set to the same value P1. The sixth control valve 42 and the seventh control valve 43 are normally open pilot-operated switching valves.

[0240] Referring to Figure 11, one end of the filter assembly 40 is connected to the hydraulic oil supply assembly 110, and the other end is connected to the third control valve 111. After the pump 118 of the hydraulic oil supply assembly 110 is started, when the input pressure of the hydraulic oil supply assembly 110 is lower than P1, the sixth control valve 42 and the seventh control valve 43 are connected, the fourth check valve 44 is not opened, the filter 41 is connected to the first oil circuit 171, and the filter 41 plays a filtering role.

[0241] When the input pressure of the hydraulic oil supply assembly 110 reaches or exceeds P1, the sixth control valve 42 is disconnected, the fourth check valve 44 is opened, and the filter 41 is disconnected from the first oil circuit 171 to avoid damage to the filter 41 caused by the high pressure impact of the hydraulic oil.

[0242] After pump 118 is shut off, the suspension lowers, the third control valve 111 opens, and when the pressure input at the end of the third control valve 111 reaches or exceeds P1, the seventh control valve 43 is disconnected, the fifth check valve 45 is opened, and the filter 41 is disconnected from the oil circuit to avoid damage to the filter 41 caused by the high pressure impact of hydraulic oil.

[0243] Pump 118 is shut off, the suspension is lowered, the third control valve 111 is opened, when the pressure input at the third control valve 111 is lower than P1, the seventh control valve 43 and the sixth control valve 42 are opened, the fifth check valve 45 is closed, the filter 41 is connected to the oil circuit, and the filter 41 performs the filtering function.

[0244] That is, compared with hydraulic suspension in related technologies, the filter 41 in the filter assembly 40 in some embodiments of this disclosure can automatically select whether to filter hydraulic oil according to the instantaneous pressure of the suspension hydraulic system. When the pressure of suspension lifting or lowering is less than P1, the filter 41 in the filter assembly 40 is connected to the first oil circuit 171, and the filter 41 plays the role of filtering hydraulic oil and purifying hydraulic oil; when the pressure of suspension lifting or lowering reaches or exceeds P1, the filter 41 in the filter assembly 40 is disconnected from the first oil circuit 171 to avoid damage to the filter 41 caused by high pressure impact of hydraulic oil.

[0245] In addition, the filter assembly 40 may also be disposed between the vibration damper 13 and the second accumulator 151, etc., which is not limited in this disclosure.

[0246] In some embodiments, the first suspension control integration device 10 and the second suspension control integration device 20 each include a first sensor 193. The first sensor 193 is configured to detect at least one of pressure and temperature in the oil circuit. The first sensor 193 can monitor the pressure and temperature in the pipeline in real time, which is convenient for identifying potential risks, etc.

[0247] In some embodiments, referring to FIG1, when the first suspension control integration device 10 and the second suspension control integration device 20 include a stiffness adjustment component 16, the first sensor 193 is disposed between the connection position of the corresponding pressure build-up device and the suspension control integration device and the stiffness adjustment component 16. That is, the first sensor 193 is disposed between the third control valve 111 and the stiffness adjustment component 16.

[0248] In some embodiments, referring to FIG12, the first suspension control integration device 10 and the second suspension control integration device 20 respectively further include an inflation adjustment component; the inflation adjustment component is connected to at least one of the stiffness adjustment component 16 and the damping adjustment component 15.

[0249] In some embodiments of this disclosure, referring to FIG12, based on conventional stiffness adjustment, stepless adjustment of stiffness is achieved by connecting at least one of stiffness adjustment component 16 and damping adjustment component 15 through an inflation adjustment component.

[0250] In some embodiments, the inflation regulating assembly includes an inflation control valve 51 and an air compressor 52; the inflation control valve 51 is connected to at least one of a corresponding stiffness regulating assembly 16 and a damping regulating assembly 15, and the air compressor 52 is connected to the inflation control valve 51. The inflation control valve 51 can connect or disconnect the air compressor 52 from the stiffness regulating assembly 16, and the inflation control valve 51 can connect or disconnect the air compressor 52 from the damping regulating assembly 15, thereby achieving corresponding stiffness control.

[0251] In some embodiments, taking Figure 1 as an example, the first-level stiffness can be achieved by closing the hydraulic oil supply component 110, closing the third control valve 111, and opening the second control valve 152 and the first control valve 162. At this time, the shock absorber 13, the second accumulator 151, and the third accumulator 161 are connected to the hydraulic oil circuit, resulting in low suspension stiffness and a more comfortable ride. The second-level stiffness can be achieved by closing the third control valve 111 and disconnecting the third accumulator 161 from the hydraulic oil circuit, i.e., closing the first control valve 162. This results in high suspension stiffness and a more sporty ride. The third-level stiffness is achieved by opening the pressure relief adjustment component 14, resulting in the minimum suspension stiffness.

[0252] In addition to the three-level stiffness control mentioned above, some embodiments of this disclosure also provide a device that can achieve multi-level adjustable stiffness of the suspension within a certain range. Referring to FIG12, for example, if the stiffness is at level one during daily driving, the air compressor 52 operates and opens the inflation control valve 51, so that the gas from the air compressor 52 flows to the storage part of the third accumulator 161, thereby changing the contribution of the third accumulator 161 to the stiffness of the entire suspension and achieving different levels of stiffness adjustment.

[0253] For example, when the system issues a command to increase stiffness, the air compressor 52 starts working, opens the inflation control valve 51, and begins to inflate the third accumulator 161. When the first sensor 193 detects that the pressure in the pipeline has reached the target value, it closes the inflation control valve 51 and the air compressor 52, completing the stiffness adjustment. Similarly, when it is necessary to reduce stiffness, the pressure can be released through the inflation control valve 51.

[0254] In some embodiments, the second accumulator 151 may be connected to the inflation control valve 51 and the air compressor 52, or the second accumulator 151 and the third accumulator 161 may each be connected to the inflation control valve 51 and the air compressor 52, thereby realizing vehicle height adjustment and stepless stiffness adjustment. That is, the configuration of the inflation control valve 51 and the air compressor 52 may be combined with the second accumulator 151 or the third accumulator 161 shown in Figures 1 to 5. This disclosure does not limit this.

[0255] In some embodiments, referring to FIG13, the hydraulic suspension system 30 further includes a central control cylinder 50; the central control cylinder 50 is connected to the first suspension control integration device 10 and the second suspension control integration device 20 respectively.

[0256] In some embodiments of this disclosure, referring to FIG13, a central control cylinder 50 may be added to the hydraulic suspension system 30. The central control cylinder 50 is connected to both the first suspension control integration device 10 and the second suspension control integration device 20. Adding the central control cylinder 50 enables the linkage function between the first suspension control integration device 10 and the second suspension control integration device 20. For example, by connecting the hydraulic systems of the four wheels through the central control cylinder 50, the vehicle's off-road capability, anti-roll, handling stability, and anti-pitch function can be increased. When the vehicle has a tendency to roll, it can suppress roll. When the height of the four tires of the vehicle is inconsistent, the vehicle height can be adjusted to reduce the vehicle's tilt and prevent the vehicle from rolling.

[0257] In some embodiments, referring to Figures 1 and 13, when the component provided for each damper 13 includes a stiffness adjustment assembly 16, the central control cylinder 50 is connected to the side of the stiffness adjustment assembly 16 near the damper 13.

[0258] In some embodiments, referring to FIG14, the design of adding a central control cylinder 50 can also be applied to the hydraulic suspension system 30 shown in FIG4. Of course, it can also be applied to the hydraulic suspension system 30 in other embodiments of this disclosure, which is not limited here.

[0259] In some embodiments, the third control valve 111 may be a proportional flow control valve, and the second control valve 152 may be a proportional flow control valve.

[0260] In some embodiments, taking FIG12 as an example, FIG12 as a whole can be integrated into a device to achieve stiffness and height adjustment. In this case, the entire hydraulic suspension system 30 consists of four devices with the same structure as FIG11. Each device adjusts one side of the front axle or the rear axle to achieve stiffness or height adjustment.

[0261] As shown in Figure 12, the third control valve 111 is a normally closed solenoid valve, which opens when the vehicle height is adjusted. The fifth control valve 113, i.e., the proportional flow control valve, is a normally open solenoid valve, which closes when the third accumulator 161 is being accumulated. The first control valve 162 is a normally open solenoid valve, which closes when rigidity is required. The pressure reducing adjustment element 14 can be a bellows structure, and the second accumulator 151 and the third accumulator 161 can be an airbag structure. The first sensor 193 can work with different switching combinations of the third control valve 111, the fifth control valve 113, and the first control valve 162 to detect the pressure at various points in the system. Of course, the type of accumulator can be selected according to actual needs, such as bellows, airbag, or piston-type accumulators, and this disclosure does not limit its selection.

[0262] Referring to Figure 12, for manual height adjustment, before adjustment, the third control valve 111 is closed, the fifth control valve 113 is open, the first control valve 162 is open, and the hydraulic oil supply assembly 110 is not working. When the ECU receives a manual height adjustment signal, the fifth control valve 113 remains open, the third control valve 111 switches to open, and the hydraulic oil supply assembly 110 starts working. During height adjustment, closing the first control valve 162 can increase the lifting rate. After adjustment, the fifth control valve 113 closes, the third control valve 111 opens, and the suspension control pump 118 continues to work until the third accumulator 161 reaches the accumulator pressure. Then, the third control valve 111 switches to close, and the hydraulic oil supply assembly 110 stops working. At this point, the manual height adjustment process ends.

[0263] For automatic height adjustment: Before automatic height adjustment, the fifth control valve 113 is open, the first control valve 162 is open, the third control valve 111 is closed, and the hydraulic oil supply assembly 110 is not working. When the ECU receives the automatic height adjustment signal, the fifth control valve 113 remains open, the first control valve 162 is closed, the third control valve 111 switches to the open state, and the hydraulic oil supply assembly 110 switches to the open state. At this time, the suspension height is rising. When the suspension height reaches the target height, the hydraulic oil supply assembly 110 is closed, and the third control valve 111 is closed. At this time, the automatic height adjustment process ends.

[0264] Regarding stiffness control: When the vehicle is driving normally on flat ground, the first control valve 162 is opened, and the third accumulator 161 engages. At this time, the system stiffness is low, and the comfort is high. When the vehicle is turning or driving at high speed, the vehicle requires higher stability. The first control valve 162 is closed, and the third accumulator 161 does not engage. At this time, the system stiffness is high, and the vehicle stability is good.

[0265] In some embodiments, since the fifth control valve 113 is a proportional flow control valve, the smoothness of lifting or lowering can be adjusted when the vehicle is lifted or lowered.

[0266] For example, when all four axles are raised and lowered simultaneously, the load on the vehicle will affect the lifting rate. Uneven load will affect the lifting or lowering speed. This can lead to situations where, during lifting, the rear axle may quickly reach its position while the front axle rises slowly, or the left axle may rise first while the right axle rises slowly. Similarly, during lowering, the front axle may descend quickly while the rear axle descends slowly. A proportional flow control valve can change the valve opening size by altering the current flowing through its electromagnet, thereby changing the hydraulic oil flow rate and allowing for adjustable lifting and lowering rates. By adjusting the lifting speed, all four axles can be raised or lowered simultaneously, resulting in more stable and comfortable lifting, and preventing the axle that reaches its position later from pulling on the axle that reached its position earlier, which could lead to large height errors.

[0267] In some embodiments of this disclosure, the third control valve 111 may be a normally closed solenoid valve, the fourth control valve 112 may be a normally closed solenoid valve, the second control valve 152 may be a normally open solenoid valve, the fifth control valve 113 may be a normally open solenoid valve, and the first control valve 162 may be a normally open solenoid valve.

[0268] As shown in Figures 17 to 35, some embodiments of this disclosure also provide a hydraulic suspension system. This hydraulic suspension system, when applied in a vehicle, can realize functions such as manual suspension height adjustment, automatic suspension height adjustment, and stiffness adjustment for the left front axle, left rear axle, right front axle, and right rear axle.

[0269] As shown in Figure 17, the suspension system includes: shock absorbers 30 corresponding to multiple wheels, multiple suspension control integration devices 10, and at least one pressure build-up device 20. One suspension control integration device 10 is on / off connected to one shock absorber 30; the pressure build-up device 20 is connected to the suspension control integration device 10 and is adapted to adjust the suspension state of each shock absorber 30 of the vehicle.

[0270] In some embodiments of this disclosure, by providing shock absorbers 30 corresponding to multiple wheels, multiple suspension control integration devices 10, and at least one pressure-building device 20; one suspension control integration device 10 is on / off connected to one shock absorber 30; and the pressure-building device 20 is connected to the suspension control integration device 10, the suspension state of each shock absorber 30 of the vehicle is adjusted. In this way, the control of the suspension control integration devices 10 does not conflict with each other, enabling stronger adjustment capabilities. The pressure-building device 20 can control the lifting of each shock absorber 30 separately through the suspension control integration device 10, resulting in faster lifting speed and faster pressure-building speed.

[0271] In the vehicle, each wheel on each side is equipped with a shock absorber 30. Referring to Figure 17, the vehicle's suspension system includes a left front half-shaft, a left rear half-shaft, a right front half-shaft, and a right rear half-shaft. Wheels are provided on the left and right sides of the vehicle, and each half-shaft corresponds to a wheel and a shock absorber 30. The left and right sides are described with reference to the left and right sides in Figure 17, and the front and rear sides are described with reference to the front and rear sides in Figure 17. The subsequent left and right, as well as the front and rear sides, are similar and will not be described in detail here.

[0272] It should be emphasized that the aforementioned suspension control integrated device 10 is not a virtual device, but a device integrating various physical components. The integrated components are described in the following description of the suspension control integrated device 10.

[0273] In some embodiments, as shown in FIG18, the left front half-shaft and the right front half-shaft can share a pressure building device 20, and the left rear half-shaft and the right rear half-shaft can share a pressure building device 20; of course, the suspension control integrated device 10 between the left front half-shaft, the right front half-shaft, the left rear half-shaft and the right rear half-shaft can also be connected, so that the four half-shafts share a pressure building device 20.

[0274] In some embodiments, as shown in FIG17, a suspension control integrated device 10 is provided with a corresponding pressure build-up device 20.

[0275] In some embodiments of this disclosure, since a pressure-building device 20 controls a suspension control integrated device 10, the integration between the suspension control integrated device 10 and the pressure-building device 20 can be facilitated, thereby reducing the number of pipes connecting the devices, improving the integration level of the suspension, reducing the complexity of the pipeline setup, and thus reducing the risk of oil leakage caused by pipeline connections, so that the entire suspension system can have the advantages of being lightweight, integrated, easy to disassemble and install, and easy to replace.

[0276] It should be noted that in some embodiments of this disclosure, the hydraulic suspension system can be individually integrated for the left front axle, right front axle, left rear axle, and right rear axle. The left front axle includes a suspension control integration device 10 and a pressure-building device 20; the left rear axle includes a suspension control integration device 10 and a pressure-building device 20; the right front axle includes a suspension control integration device 10 and a pressure-building device 20; and the right rear axle includes a suspension control integration device 10 and a pressure-building device 20.

[0277] It should be emphasized that some embodiments of this disclosure can realize independent control of the front and rear axles of the four wheels, including: independent control of the front and rear half axles, independent control of the front and rear single side, single wheel control, three-wheel lifting and four-wheel joint operation.

[0278] The independent control of the half-shaft is as follows: When it is necessary to lift or lower the half-shaft independently, it is only necessary to control the hydraulic oil supply component 21 corresponding to the half-shaft (as shown in Figure 23). Then, by opening or closing the hydraulic oil supply component 21 and the second control valve 15, the first control valve 1312 and the third control valve 16 in the branch, the opening and closing between the branch and the shock absorber 30 can be realized, thereby realizing the lifting or lowering of the vehicle.

[0279] In some embodiments, as shown in FIG17, each suspension control integration device 10 includes at least one of a decompression adjustment member 11, a damping adjustment member 12, and a stiffness adjustment component 13 disposed corresponding to the shock absorber 30.

[0280] In some embodiments of this disclosure, the corresponding suspension control integrated device 10 includes at least one of a pressure relief adjuster 11, a damping adjuster 12, and a stiffness adjustment assembly 13. This allows for the implementation of vehicle stiffness control, damping control, and lift control through at least one of the pressure relief adjuster 11, damping adjuster 12, and stiffness adjustment assembly 13.

[0281] In some embodiments, as shown in Figures 17 and 19, each suspension control integration device 10 includes at least two of the following: a pressure relief adjustment member 11, a damping adjustment member 12, and a stiffness adjustment component 13 disposed corresponding to the shock absorber 30; when the suspension control integration device 10 includes a pressure relief adjustment member 11 and a damping adjustment member 12, or a pressure relief adjustment member 11 and a stiffness adjustment component 13, the pressure relief adjustment member 11 is closer to the shock absorber 30 relative to the damping adjustment member 12 or the stiffness adjustment component 13, and is connected to a first oil passage 141; the first oil passage 141 is an oil passage connecting the suspension control integration device 10 to the shock absorber 30.

[0282] When the suspension control integrated device 10 includes a pressure relief adjuster 11 and a damping adjuster 12, both the pressure relief adjuster 11 and the damping adjuster 12 are connected to the first oil circuit 141, and the pressure relief adjuster 11 is located between the shock absorber 30 and the damping adjuster 12. The pressure relief adjuster 11 and the damping adjuster 12 can adjust the intervention suspension state and provide relatively rich stiffness level control.

[0283] When the suspension control integrated device 10 includes a pressure relief adjuster 11 and a stiffness adjustment component 13, both the pressure relief adjuster 11 and the stiffness adjustment component 13 are connected to the first oil circuit 141, and the pressure relief adjuster 11 is located between the shock absorber 30 and the stiffness adjustment component 13. The pressure relief adjuster 11 and the stiffness adjustment component 13 can adjust the intervention suspension state and provide relatively rich stiffness level control.

[0284] When the suspension control integrated device 10 includes a damping adjustment component 12 and a stiffness adjustment component 13, both the damping adjustment component 12 and the stiffness adjustment component 13 are connected to the first oil circuit 141, and the damping adjustment component 12 is located between the shock absorber 30 and the stiffness adjustment component 13. The damping adjustment component 12 and the stiffness adjustment component 13 can intervene in the adjustment of the suspension state and can provide relatively rich stiffness level control.

[0285] In some embodiments, as shown in FIG17, each suspension control integrated device 10 includes: a pressure reduction adjustment component 11, a damping adjustment component 12, and a stiffness adjustment component 13 disposed corresponding to the shock absorber 30; the pressure reduction adjustment component 11, the damping adjustment component 12, and the stiffness adjustment component 13 are sequentially connected to the first oil circuit 141 relative to the shock absorber 30, and the first oil circuit 141 is the oil circuit connecting the suspension control integrated device 10 to the shock absorber 30.

[0286] In some embodiments of this disclosure, the pressure-reducing adjustment component 11, the damping adjustment component 12, and the stiffness adjustment component 13 are sequentially connected to the first oil circuit 141 relative to the shock absorber 30. This allows the hydraulic oil supplied by the pressure-building device 20 to be delivered to the shock absorber 30 sequentially through the damping adjustment component 12, the stiffness adjustment component 13, and the pressure-reducing adjustment component 11, achieving the effect that all three components can participate in adjusting the suspension state, thus providing a wider range of stiffness levels of control.

[0287] Of course, each suspension control integrated device 10 may include only one of the three components: pressure relief adjustment component 11, damping adjustment component 12, and stiffness adjustment component 13.

[0288] The pressure reducing regulator 11 can be a pressure reducing accumulator. Under normal conditions, the pressure reducing accumulator does not work. It will only work when the pressure in the pipeline where the pressure reducing regulator 11 is located reaches the preset pressure. For example, if the pressure in the pipeline exceeds 15 MPa, the pressure reducing accumulator will work. If the pressure in the pipeline is less than or equal to 15 MPa, the pressure reducing accumulator will not work.

[0289] In some embodiments, as shown in FIG17, the stiffness adjustment assembly 13 includes a stiffness adjustment group 131; the stiffness adjustment group 131 is connected to the first oil passage 141 through the second oil passage 142.

[0290] In some embodiments of this disclosure, the stiffness adjustment group 131 is connected to the first oil circuit 141 via the second oil circuit 142. This allows the stiffness adjustment group 131 and the first oil circuit 141 to cooperate with each other, thereby achieving different levels of stiffness control and vehicle height adjustment.

[0291] In some embodiments, as shown in Figures 17 and 19, the stiffness adjustment assembly 13 includes at least one stiffness adjustment group 131, each stiffness adjustment group 131 including a first accumulator 1311 and a first control valve 1312; the first accumulator 1311 of each stiffness adjustment group 131 is connected to a second oil passage 142 through a third oil passage 143 corresponding to the stiffness adjustment group 131, and the first control valve 1312 of each stiffness adjustment group 131 is disposed in the third oil passage 143 corresponding to the stiffness adjustment group 131.

[0292] In some embodiments of this disclosure, each stiffness adjustment group 131 includes a first accumulator 1311 and a first control valve 1312. The first accumulator 1311 of each stiffness adjustment group 131 is connected to a second oil passage 142 through a third oil passage 143 corresponding to the stiffness adjustment group 131, and the first control valve 1312 of each stiffness adjustment group 131 is located in the third oil passage 143 corresponding to the stiffness adjustment group 131. This allows the first control valve 1312 to control the connection and disconnection between the first accumulator 1311 and the second oil passage 142.

[0293] In some embodiments, as shown in FIG19, the stiffness adjustment assembly 13 includes two stiffness adjustment groups 131, which are connected in parallel on the second oil passage 142. Of course, in some embodiments of this disclosure, the stiffness adjustment assembly 13 may also include three or more stiffness adjustment groups 131, and this disclosure does not limit this.

[0294] In some embodiments, as shown in FIG19, when the number of stiffness adjustment groups 131 is at least two, at least some of the stiffness adjustment groups 131 in the at least two stiffness adjustment groups 131 have different stiffness values.

[0295] In some embodiments of this disclosure, at least some of the stiffness adjustment groups 131 in at least two stiffness adjustment groups 131 are configured to have different stiffness values. This allows for a wider range of stiffness levels to be controlled through the interaction between the two stiffness adjustment groups 131 with different stiffness values.

[0296] As shown in Figure 19, one of the two stiffness adjustment groups 131 includes a first sub-accumulator 1311a and a first sub-control valve 1312a, and the other stiffness adjustment group 131 includes a second sub-accumulator 1311b and a second sub-control valve 1312b. The stiffness values ​​of the first sub-accumulator 1311a and the second sub-accumulator 1311b are different.

[0297] It should be noted that an accumulator is an energy storage device in a hydraulic and pneumatic system. It converts the system's energy into compressed energy or potential energy at appropriate times and stores it. When the system needs it, it converts the compressed energy or potential energy back into hydraulic or pneumatic energy and releases it to replenish the system. When the system pressure increases instantaneously, it can absorb this energy to ensure the overall system pressure remains normal.

[0298] It should be noted that the accumulator can be a bellows type, a pneumatic type, or a piston type; in some embodiments of this disclosure, the pressure-reducing accumulator is a bellows accumulator, and the first sub-accumulator 1311a and the second sub-accumulator 1311b are pneumatic accumulators; the damping adjustment element 12 is a pneumatic accumulator.

[0299] It should be noted that the difference in stiffness values ​​between the first sub-accumulator 1311a and the second sub-accumulator 1311b refers to the difference in the pre-charge volume and pressure of the air chamber in the first sub-accumulator 1311a and the pre-charge volume and pressure of the air chamber in the second sub-accumulator 1311b. In some embodiments of this disclosure, the example of the pre-charge volume and pressure of the air chamber in the first sub-accumulator 1311a being less than that in the second sub-accumulator 1311b is used for illustration.

[0300] In some embodiments, as shown in FIG17, the suspension system further includes a second control valve 15; the second control valve 15 is located in the first oil passage 141 on the side near the pressure build-up device 20.

[0301] In some embodiments of this disclosure, the second control valve 15 is located in the first oil passage 141 near the pressure-building device 20. This allows the second control valve 15 to control the connection or disconnection between the damping adjustment member 12 and the stiffness adjustment component 13 and the first oil passage 141, thereby enabling the damping adjustment member 12 and the stiffness adjustment component 13 to adjust the suspension state.

[0302] In some embodiments, as shown in FIG17, the suspension system further includes a third control valve 16; the third control valve 16 is disposed in the first oil passage 141 and is located between the stiffness adjustment assembly 13 and the damping adjustment member 12.

[0303] In some embodiments of this disclosure, a third control valve 16 is disposed in the first oil passage 141 and located between the stiffness adjustment assembly 13 and the damping adjustment member 12. This allows the third control valve 16 to control the on / off connection between the damping adjustment member 12 and the pressure build-up device 20, thereby enabling the damping adjustment member 12 to adjust the suspension state.

[0304] In some embodiments, as shown in Figures 17 and 26, in the first operating mode for raising the suspension of any wheel, the third control valve 16 and the second control valve 15 are in the open state, the control valve corresponding to the stiffness adjustment assembly 13 is in the closed state, and the pressure build-up device 20 corresponding to the wheel supplies pressure to raise the suspension corresponding to the wheel.

[0305] The first working mode is the manual vehicle lifting control mode. At this time, the hydraulic oil in the reservoir 213 is output by the pump 215 and enters the shock absorber 30 through the second control valve 15 and the third control valve 16 in sequence, thereby raising the suspension corresponding to the wheel through the shock absorber 30.

[0306] Before entering the first operating mode of the suspension for raising any wheel, the third control valve 16 is open, the first control valve 1312 is open, the second control valve 15 is closed, and the pressure build-up device 20 corresponding to the wheel is not activated. In the first operating mode of the suspension for raising any wheel, the first control valve 1312 needs to be closed, and hydraulic oil does not enter the first accumulator 1311.

[0307] In some embodiments of this disclosure, the user can manually control the suspension corresponding to the raised wheel. Taking the suspension control of the left front half-axle and left wheel as an example, referring to Figure 26, Figure 26 is a time diagram of the first manual vehicle lifting; taking a stiffness adjustment group 131 as an example, before the vehicle height adjustment begins, the first control valve 1312 and the third control valve 16 are both in the open state, the second control valve 15 is in the closed state, and the hydraulic oil supply component 21 is in the non-pressurized state.

[0308] In some embodiments, the vehicle's ECU can issue control commands to the hydraulic oil supply component 21 in a timely manner according to the vehicle's operating status and set control rules. This allows for the control of different accumulators to intervene and adjust the suspension state under different operating conditions. When the ECU receives a manual height adjustment signal, the third control valve 16 remains open, the first control valve 1312 switches to the off state, the second control valve 15 switches to the open state, and the pressure build-up device 20 switches to the open state. At this time, the suspension height increases, and the hydraulic pressure increases. As shown in Figure 26, starting from time t1, the hydraulic oil in the reservoir 213 is output by the pump 215 and enters the shock absorber 30 through the second control valve 15 and the third control valve 16 in sequence. Subsequently, the suspension height increases, and the hydraulic oil pressure increases.

[0309] In some embodiments, as shown in Figures 17 and 26, when the suspension height is raised to a first target height, the third control valve 16 is in a closed state and the second control valve 15 is in an open state; the control valve corresponding to at least one stiffness adjustment group 131 in the stiffness adjustment assembly 13 is in an open state.

[0310] Referring to the example of manually raising the left front half-shaft suspension mentioned above, and referring to Figure 26, the ECU continues to control the suspension. When the ECU determines that the suspension height has reached the target height, i.e., at time t2, the third control valve 16 switches to the closed state, the first control valve 1312 switches to the open state, the second control valve 15 remains open, and the pressure building device 20 remains open. At this time, the oil pressure of the first accumulator 1311 increases, and the first accumulator 1311 stores energy until the pressure of the first accumulator 1311 equals the pressure of the damping adjustment component 12.

[0311] In some embodiments, as shown in Figures 17 and 26, when the pressure in the stiffness adjustment assembly 13 and the damping adjustment member 12 is the same, the third control valve 16 is in the open state, and the control valve corresponding to at least one stiffness adjustment group 131 in the stiffness adjustment assembly 13 is in the open state.

[0312] In some embodiments of this disclosure, referring to the aforementioned example of manually raising the left front half-shaft suspension, and referring to Figure 26, the ECU continues to control the vehicle height. If the ECU determines that the pressure of the first accumulator 1311 is equal to the pressure of the damping adjustment component 12, i.e., at time t3, the first control valve 1312 and the third control valve 16 are in the open state, the second control valve 15 is in the closed state, and the hydraulic oil supply component 21 switches to the closed state. At this time, the manual vehicle height control ends.

[0313] In some embodiments, when the vehicle is in a second operating mode for raising the suspension of any wheel, if the difference between the actual suspension height of the wheel and the target vehicle height is greater than a first preset vehicle height threshold, the third control valve 16 and the second control valve 15 for the wheel are in the open state, the control valve corresponding to at least one stiffness adjustment group 131 in the stiffness adjustment assembly 13 is in the open state, and the pressure building device 20 corresponding to the wheel supplies pressure to raise the suspension corresponding to the wheel; if the actual suspension height of the wheel and the target vehicle height are less than or equal to the first preset vehicle height threshold, the third control valve 16 for the wheel is in the open state, the second control valve 15 is in the closed state, the control valve corresponding to at least one stiffness adjustment group 131 in the stiffness adjustment assembly 13 is in the open state, and the pressure building device 20 corresponding to the wheel stops supplying pressure.

[0314] The second operating mode is the control mode for automatically lifting the vehicle; before entering the second operating mode for raising the suspension of any wheel, the third control valve 16 is in the open state, the first control valve 1312 is in the open state, the second control valve 15 is in the closed state, and the pressure building device 20 corresponding to the wheel is not working.

[0315] As shown in Figure 28, the ECU's processing flow during automatic vehicle lifting control includes: firstly, determining whether the difference between the current actual vehicle height and the target vehicle height is greater than a first preset vehicle height threshold and whether the duration of this difference is greater than a first duration; if so, the second control valve 15 switches from closed to open, and the hydraulic oil supply component 21 switches from closed to pressurized, at which point the vehicle height rises. The first control valve 1312 and the third control valve 16 remain open.

[0316] Then, it is determined whether the difference between the current vehicle height and the target vehicle height is less than or equal to the first preset vehicle height threshold and whether the duration is greater than the second duration. If so, the hydraulic oil supply component 21 switches from open to closed, the second control valve 15 switches from open to closed, and the first control valve 1312 and the third control valve 16 remain open, and the control process ends.

[0317] As shown in Figure 27, which is a time diagram of the first type of automatic lifting vehicle, before the adjustment begins, the first control valve 1312 is in the open state, the third control valve 16 is in the open state, the second control valve 15 is in the closed state, and the hydraulic oil supply component 21 is in the non-working state.

[0318] When the ECU receives the automatic height adjustment signal, i.e. at time t4, the first control valve 1312 remains open, the third control valve 16 remains open, the second control valve 15 switches to the open state, and the hydraulic oil supply component 21 switches to the open state. At this time, the suspension height rises. When the suspension rises to the target vehicle height, both the second control valve 15 and the hydraulic oil supply component 21 switch to the closed state.

[0319] In some embodiments, the third control valve 16 is a proportional flow control valve. During the lifting process, the ECU can perform the following operations: acquire the state change of each shock absorber 30 corresponding to each suspension control integrated device 10; if the state change of any first target shock absorber 30 is greater than the average state change of all shock absorbers 30, then reduce the current through the second control valve 15 in the suspension subsystem where the first target shock absorber 30 is located; if the state change of any second target shock absorber 30 is less than the average state change of all shock absorbers 30, then increase the current through the second control valve 15 in the suspension subsystem where the second target shock absorber 30 is located.

[0320] The suspension system in some embodiments of this disclosure includes four suspension subsystems: a suspension subsystem for the left front half-axle, a suspension subsystem for the left rear half-axle, a suspension subsystem for the right front half-axle, and a suspension subsystem for the right rear half-axle; each suspension subsystem includes a shock absorber 30, a pressure relief adjustment component 11, a damping adjustment component 12, and a stiffness adjustment component 13.

[0321] In some embodiments of this disclosure, during suspension lifting, a height sensor can provide real-time feedback of the height signal. Since the travel of each half-shaft and the target height will differ, the percentage of travel already completed by the shock absorber 30 and the total travel is recorded to determine this. For example, when the travel percentage of a single half-shaft is higher than the average of the travel percentages of the four shafts, the flow rate is reduced by decreasing the current to the electromagnet in the proportional flow control valve, thereby decreasing the lifting rate. When the travel percentage of a single half-shaft is lower than the average of the travel percentages of the four shafts, the flow rate is increased by increasing the current to the electromagnet of the proportional flow control valve, thereby increasing the lifting rate.

[0322] For example, by acquiring the state change of each shock absorber 30 in the four suspension subsystems, if the state change of any first target shock absorber 30 is greater than the average state change of all shock absorbers 30, the current through the third control valve 16 in the suspension subsystem containing the first target shock absorber 30 is reduced; if the state change of any second target shock absorber 30 is less than the average state change of all shock absorbers 30, the current through the third control valve 16 in the suspension subsystem containing the second target shock absorber 30 is increased. This ensures a smooth lifting process.

[0323] In some embodiments, the third control valve 16 is a proportional flow control valve. During the lifting process, the ECU can perform the following operations: when the current operating condition is determined to be a vehicle body descent based on the driving status information, the ECU obtains the state change of each shock absorber 30 in each suspension subsystem, determines the third target shock absorber 30 with the least state change, and reduces the current through the second control valve 15 in the suspension subsystem where the other shock absorbers 30 are located, excluding the third target shock absorber 30.

[0324] In some embodiments of this disclosure, during descent, a height sensor can provide real-time feedback of the height signal. Since descent is mainly driven by gravity and pump 215 is not in operation, the shaft with the lowest stroke percentage of the damper 30 can be detected, and the other shafts can have their speed reduced by decreasing the flow rate of the proportional flow valve.

[0325] For example, when the current operating condition is determined to be a vehicle descent based on driving status information, the state change of each shock absorber 30 in each suspension subsystem is obtained. The state change reflects the percentage of travel of that axle. The third target shock absorber 30 with the least state change is determined, and the current through the second control valve 15 in the suspension subsystem containing the other shock absorbers 30 besides the third target shock absorber 30 is reduced to make the overall descent rate smooth.

[0326] In some embodiments, the third control valve 16 is a proportional flow control valve. During the lifting process, the ECU can perform the following operations: determine the lifting rate during the process of raising the current vehicle height to the target vehicle height; if the lifting rate is greater than the rate threshold and the difference between the current vehicle height and the target vehicle height is less than a preset value, then reduce the current passing through the third control valve 16.

[0327] In some embodiments of this disclosure, the third control valve 16 is a proportional flow control valve. During the lifting and lowering process, the lifting and lowering rate may be too fast, causing the second control valve 15 to fail to close in time, resulting in the suspension travel exceeding the target travel and requiring secondary adjustment. This significantly reduces the smoothness of the lifting. Therefore, the lifting and lowering speed can be detected when the lifting and lowering is almost complete. If the speed is too high, the flow rate of the proportional flow control valve can be reduced to decrease the lifting and lowering rate, thus ensuring a smooth lifting process without the need for secondary adjustment.

[0328] For example, during the lifting process, the lifting rate can be determined in real time. If the distance between the current vehicle height and the target vehicle height is less than the preset value, and the lifting rate is greater than the rate threshold, the current through the third control valve 16 is reduced to decrease the lifting rate and ensure that the lifting does not require secondary adjustment.

[0329] In some embodiments, as shown in Figures 29 and 30, when the stiffness adjustment assembly 13 includes two stiffness adjustment groups 131, in a first operating mode for raising any wheel of the suspension, if the suspension height is raised to a first target height, or if the pressure in the stiffness adjustment assembly 13 and the damping adjustment member 12 is the same, the control valve corresponding to one stiffness adjustment group 131 is in an open state, and the control valve corresponding to the other stiffness adjustment group 131 is in a closed state; when the vehicle is in a second operating mode for raising any wheel of the suspension, the control valve corresponding to at least one stiffness adjustment group 131 in the stiffness adjustment assembly 13 is in an open state.

[0330] In some embodiments of this disclosure, when the suspension is in a first operating mode for raising any wheel, if the suspension height is raised to a first target height, or if the pressure in the stiffness adjustment assembly 13 and the damping adjustment member 12 is the same, the control valve corresponding to one stiffness adjustment group 131 is open, and the control valve corresponding to the other stiffness adjustment group 131 is closed. When the vehicle is in a second operating mode for raising any wheel, the control valve corresponding to at least one stiffness adjustment group 131 in the stiffness adjustment assembly 13 is open. Thus, while maintaining the automatic vehicle height adjustment mode, it can be ensured that the pressure in at least one stiffness adjustment group 131 in the stiffness adjustment assembly 13 is the same as the pressure in the damping adjustment member 12, thereby maintaining the stability of the vehicle when it is raised to the target height.

[0331] In some embodiments, for any target damper 30, the combination of usage states of each pressure relief adjustment component 11, damping adjustment component, and stiffness adjustment component 13 in the target suspension control integration device 10 to which the target damper 30 belongs is different under different stiffness levels.

[0332] In some embodiments of this disclosure, as shown in FIG19, the suspension system has four levels of stiffness, which can be divided into more granular operating conditions, and these operating conditions are then respectively associated with the four levels of stiffness, so that stiffness control is more precise.

[0333] In some embodiments, as shown in FIG17, when the stiffness adjustment assembly 13 includes a stiffness adjustment group 131, when the vehicle meets the conditions that the vehicle's acceleration change value is less than or equal to a first preset acceleration threshold, the height difference between the left wheel and the right wheel is less than or equal to a first height difference threshold, and the vehicle's speed is less than or equal to a first preset speed threshold, the control valve corresponding to the stiffness adjustment group 131 is in the open state, the third control valve 16 is in the open state, and the second control valve 15 is in the closed state.

[0334] In some embodiments of this disclosure, when the vehicle's acceleration change is less than or equal to a first preset acceleration threshold, the height difference between the left and right wheels is less than or equal to a first height difference threshold, and the vehicle's speed is less than or equal to a first preset speed threshold, the control valve corresponding to the stiffness adjustment group 131 is in the open state, the third control valve 16 is in the open state, and the second control valve 15 is in the closed state. This allows the stiffness adjustment group 131 to be in an intervention state, ensuring the vehicle operates at a secondary stiffness level, resulting in better driving comfort.

[0335] In some embodiments, as shown in FIG17, when the vehicle meets at least one of the following conditions: the vehicle's acceleration change value is greater than a first preset acceleration threshold, the height difference between the left wheel and the right wheel is greater than a first height difference threshold, and the vehicle's speed is greater than a first preset speed threshold, the control valve corresponding to the stiffness adjustment group 131 is in a closed state, the third control valve 16 is in an open state, and the second control valve 15 is in a closed state.

[0336] In some embodiments of this disclosure, when the vehicle meets at least one of the following conditions: the vehicle's acceleration change value is greater than a first preset acceleration threshold, the height difference between the left and right wheels is greater than a first height difference threshold, and the vehicle's speed is greater than a first preset speed threshold, the control valve corresponding to the stiffness adjustment group 131 is in a closed state, the third control valve 16 is in an open state, and the second control valve 15 is in a closed state. Thus, the stiffness adjustment group 131 is in a non-intervention state, keeping the vehicle at level one stiffness, resulting in a higher stiffness of the suspension system and enabling clear perception of road surface information.

[0337] In some embodiments, as shown in Figures 29, 30, and 33, when the stiffness adjustment assembly 13 includes two stiffness adjustment groups 131, if the vehicle meets at least one of the following conditions: the vehicle's acceleration change value is greater than a first preset acceleration threshold, the height difference between the left and right wheels is greater than a first height difference threshold, and the vehicle's speed is greater than a first preset speed threshold, the control valves corresponding to the two stiffness adjustment groups 131 are both in a closed state, the third control valve 16 is in an open state, and the second control valve 15 is in a closed state.

[0338] In some embodiments of this disclosure, taking the stiffness adjustment of the hydraulic suspension system as an example, four levels of suspension stiffness adjustment can be achieved by controlling the connected pressure reducing adjustment component 11, the first sub-accumulator 1311a, and the second sub-accumulator 1311b. Since each half-shaft is independent of each other and the principle is completely the same, the suspension control corresponding to the left wheel of the left front half-shaft is used as an example to describe the intervention state of each accumulator and the corresponding stiffness value.

[0339] Taking the first-level stiffness as an example, referring to Figure 19, at the first-level stiffness, the damper 30 and the damping adjustment component 12 are connected, the damping adjustment component 12 is engaged, and hydraulic oil flows between the damping adjustment component 12 and the damper 30; the second control valve 15 is closed, and the hydraulic oil supply component 21 and the first oil circuit 141 are not interconnected; at the same time, the first sub-control valve 1312a and the second sub-control valve 1312b are in the closed state, and the first sub-accumulator 1311a and the second sub-accumulator 1311b are in the non-working state; that is, in the first-level stiffness state, only the damper 30 and the damping adjustment component 12 are in the working state, and the other accumulators are in the non-working state. Referring to Table 2, Table 2 shows the engagement state of the damping adjustment component 12, the first sub-accumulator 1311a, and the second sub-accumulator 1311b at each stiffness level.

[0340] Table 2

[0341] In Table 2, "√" indicates the corresponding stiffness level at which the damping adjustment component 12, the first sub-accumulator 1311a, and the second sub-accumulator 1311b are engaged. For example, at level two stiffness, the vibration damper 30, damping adjustment component 12, and the first sub-accumulator 1311a are in the working state, while other actuators are in the closed state controlled by their respective control valves; at level three stiffness, the vibration damper 30, damping adjustment component 12, and the second sub-accumulator 1311b are in the working state, while other actuators are in the closed state controlled by their respective control valves. The stiffness value of the first sub-accumulator 1311a is greater than the stiffness value of the second sub-accumulator 1311b.

[0342] When adjusting the stiffness at each level, different stiffness levels are achieved by controlling the opening and closing of each control valve. The intervention methods of the actuator are shown in Table 2 and above, and will not be repeated here.

[0343] Under different operating conditions, the suspension system has different corresponding stiffness states and can be adjusted accordingly.

[0344] At this point, the hydraulic suspension system has relatively high stiffness, reaching level one stiffness.

[0345] As in the example of the left wheel in Table 2 above, the ECU controls the valves on the front axle to engage the shock absorber 30 and damping adjustment component 12 of the left front half axle.

[0346] It should be noted that the vehicle's acceleration change value is △a, the first preset acceleration threshold is a2, the height difference between the left and right wheels is |△L|, the first height difference threshold is L2, the vehicle's speed is V, and the first preset speed threshold is V2.

[0347] In some embodiments, as shown in Figure 33, if the vehicle is in first-level stiffness during driving, the switching process is as shown in Figure 33. During driving, it is determined whether one of the following conditions is met: vehicle speed V > V2, left and right wheel height difference |△L| > L2, or acceleration |△a| > a2. If yes, the valve system is not adjusted, and first-level stiffness is maintained. If no, it continues to determine whether one of the following conditions is met: vehicle speed V > V1, left and right wheel height difference |△L| > L1, or acceleration |△a| > a1. If the second determination result is yes, the system switches to second-level stiffness, the second control valve 15 and the first sub-control valve 1312a are closed, and the third control valve 16 and the second sub-control valve 1312b are opened. If the second determination result is no, the system switches to third-level stiffness, the second control valve 15 and the second sub-control valve 1312b are closed, and the third control valve 16 and the first sub-control valve 1312a are opened.

[0348] In some embodiments, when the vehicle meets at least one of the following conditions: the vehicle's acceleration change value is greater than a second preset acceleration threshold, the height difference between the left and right wheels is greater than a second height difference threshold, and the vehicle's speed is greater than a second preset speed threshold, and the vehicle's acceleration change value is less than or equal to a first preset acceleration threshold, the height difference between the left and right wheels is less than or equal to a first height difference threshold, and the vehicle's speed is less than or equal to a first preset speed threshold, the control valve corresponding to the stiffness adjustment group 131 with the smaller stiffness value in the stiffness adjustment assembly 13 is in an open state, the control valve corresponding to the stiffness adjustment group 131 with the larger stiffness value in the stiffness adjustment assembly 13 is in a closed state, the third control valve 16 is in an open state, and the second control valve 15 is in a closed state.

[0349] At this time, the hydraulic suspension system is of secondary stiffness. As in the example of the left wheel in Table 2 above, the ECU controls the valves of the front axle to engage the shock absorber 30, damping adjuster 12, and second sub-accumulator 1311b of the left front half-axle.

[0350] It should be noted that the second preset acceleration threshold is a1, the second height difference threshold is L1, and the second preset velocity threshold is V1.

[0351] In some embodiments, if the vehicle is in a secondary stiffness state during driving, the switching process is shown in Figure 32. During driving, it is determined whether one of the following conditions is met: vehicle speed V > V2, left and right wheel height difference |△L| > L2, or acceleration |△a| > a2. If yes, the system switches to a primary stiffness state, and the second control valve 15, the first sub-control valve 1312a, and the second sub-control valve 1312b are closed, while the third control valve 16 is opened. If no, it continues to determine whether one of the following conditions is met: vehicle speed V > V1, left and right wheel height difference |△L| > L1, or acceleration |△a| > a1. If the second determination result is no, the valve system is not adjusted, and the secondary stiffness state is maintained. If the second determination result is no, the system switches to a tertiary stiffness state, and the second control valve 15 and the second sub-control valve 1312b are closed, while the third control valve 16 and the first sub-control valve 1312a are opened.

[0352] In some embodiments, when the vehicle meets the following conditions: the vehicle's acceleration change value is less than or equal to a second preset acceleration threshold, the height difference between the left and right wheels is less than a second height difference threshold, and the vehicle's speed is less than or equal to a second preset speed threshold, the control valve corresponding to the stiffness adjustment group 131 with a larger stiffness value in the stiffness adjustment assembly 13 is in an open state, the control valve corresponding to the stiffness adjustment group 131 with a smaller stiffness value in the stiffness adjustment assembly 13 is in a closed state, the third control valve 16 is in an open state, and the second control valve 15 is in a closed state.

[0353] At this time, the hydraulic suspension system has a three-level stiffness. As in the example of the left wheel in Table 2 above, the ECU controls the valves on the front axle to engage the shock absorber 30, damping adjuster 12, and first sub-accumulator 1311a of the left front half-axle.

[0354] In some embodiments, the three-level stiffness switching process is shown in Figure 31. During driving, it is determined whether one of the following conditions is met: vehicle speed V > V1, left-right wheel height difference |△L| > L1, or acceleration |△a| > a1. If not, the valve system is not adjusted, and the three-level stiffness is maintained. If yes, it continues to determine whether one of the following conditions is met: vehicle speed V > V2, left-right wheel height difference |△L| > L2, or acceleration |△a| > a2. If the second determination result is no, the system switches to the second-level stiffness, the second control valve 15 and the first sub-control valve 1312a are closed, and the third control valve 16 and the second sub-control valve 1312b are opened. If the second determination result is yes, the system switches to the first-level stiffness, the second control valve 15 and the first sub-control valve 1312a are closed, and the third control valve 16 is opened. V2 > V1, L2 > L1, a2 > a1.

[0355] In some embodiments, when the pressure change value of the shock absorber 30 corresponding to the wheel is greater than the preset pressure threshold, the second control valve 15 is in the closed state, the control valves corresponding to the two stiffness adjustment groups 131 are in the open state, and the third control valve 16 is in the open state.

[0356] At this time, the hydraulic suspension system is at level four stiffness. As in the example of the left wheel in Table 2 above, the ECU controls the valves of the front axle so that the shock absorber 30, damping adjustment component 12, first sub-accumulator 1311a and second sub-accumulator 1311b of the left front half axle are all in the intervention state.

[0357] It should be noted that the pressure change value of the shock absorber 30 is ΔP, and the preset pressure threshold is P.

[0358] In some embodiments, as shown in Figure 34, when the system is at level three, level two, or level one stiffness, if a single shaft is subjected to an impact, the stiffness of that shaft is temporarily reduced to the minimum to protect the system. The switching process is shown in Figure 34. During operation, it is determined whether the pressure change value |ΔP| of the single shaft damper 30 is greater than P. If so, the shaft is switched to level four stiffness, the second control valve 15 is closed, and the third control valve 16, the first sub-control valve 1312a, and the second sub-control valve 1312b are opened. If not, the valve system is not adjusted, and the original stiffness is maintained until the pressure change value |ΔP| of the single shaft damper 30 is ≤ P and remains so for a period of time. Then, the shaft is restored to the stiffness before the switch.

[0359] It should be noted that in Figures 29 to 34, the first control valve a corresponds to the first sub-control valve 1312a, and the second control valve b corresponds to the second sub-control valve 1312b.

[0360] In some embodiments, the user can manually control the suspension corresponding to the raised wheel. Taking the suspension control of the left front half axle and left wheel as an example, referring to Figure 29, it is a time diagram of the second type of manual vehicle lifting; taking the two stiffness adjustment groups 131 as an example, before the vehicle height adjustment begins, the first sub-control valve 1312a and the third control valve 16 are both in the open state, the second control valve 15 and the second sub-control valve 1312b are in the closed state, and the pressure building device 20 is in the non-pressurized state.

[0361] As shown in Figure 29, starting from time t1, the first sub-control valve 1312a switches from the open state to the closed state, the second control valve 15 is in the open state, the pressure building device 20 supplies pressure, and the hydraulic oil in the reservoir 213 is output by the pump 215 and enters the shock absorber 30 through the second control valve 15 and the third control valve 16 in sequence. Subsequently, the suspension height increases, and the hydraulic oil pressure increases. At time t2, the third control valve 16 switches to the closed state, the first sub-control valve 1312a and the second sub-control valve 1312b switch to the open state, the second control valve 15 remains in the open state, and the pressure building device 20 remains in the open state. At this time, the oil pressure in the first sub-accumulator 1311a and the second sub-accumulator 1311b increases, and the first sub-accumulator 1311a and the second sub-accumulator 1311b store energy until the pressure in the first sub-accumulator 1311a and the second sub-accumulator 1311b equals the pressure of the damping adjustment component 12.

[0362] When the ECU determines that the pressure in the first sub-accumulator 1311a and the second sub-accumulator 1311b is equal to the pressure of the damping adjustment device 12, i.e., at time t3, the first sub-control valve 1312a and the third control valve 16 are in the open state, the second control valve 15 and the second sub-control valve 1312b are in the closed state, and the pressure building device 20 switches to the closed state. At this time, manual vehicle height control ends.

[0363] It should be noted that at time t3, only one of the first sub-control valve 1312a and the second sub-control valve 1312b needs to remain open; of course, at time t3, both the first sub-control valve 1312a and the second sub-control valve 1312b can also be open.

[0364] As shown in Figure 30, which is a time diagram of the second type of automatic lifting vehicle, before the adjustment begins, the first sub-control valve 1312a and the third control valve 16 are in the open state, the second sub-control valve 1312b and the second control valve 15 are in the closed state, and the pressure building device 20 is in the non-operating state.

[0365] When the ECU receives the automatic height adjustment signal, i.e. at time t4, the first sub-control valve 1312a and the third control valve 16 remain open, the second sub-control valve 1312b remains closed, the second control valve 15 switches to the open state, and the pressure building device 20 switches to the open state. At this time, the suspension height rises. When the suspension rises to the target vehicle height, both the second control valve 15 and the pressure building device 20 switch to the closed state.

[0366] In some embodiments, as shown in FIG20, the suspension system further includes a fourth control valve 17; a plurality of pressure-building devices 20 are interconnected, and a fourth control valve 17 is provided between every two pressure-building devices 20.

[0367] In some embodiments of the present disclosure, the pressure building devices 20 are interconnected, and a fourth control valve 17 is provided between every two pressure building devices 20. In this way, it is convenient to control the on-off between two adjacent pressure building devices 20 through the fourth control valve 17.

[0368] In some embodiments, as shown in FIGS. 20 and 35, at least two pressure building devices 20 are provided; in the case where one of the pressure building devices 20 loses its pressure building ability, at least one pressure building device 20 with pressure building ability provides pressure building for the pressure building device 20 that has lost its pressure building ability.

[0369] In some embodiments of the present disclosure, in the case where one of the pressure building devices 20 loses its pressure building ability, at least one pressure building device 20 with pressure building ability provides pressure building for the pressure building device 20 that has lost its pressure building ability. In this way, in the case where one of the pressure building devices 20 loses its pressure building ability, the pressure building device 20 that has not lost its pressure building ability can provide pressure building for the pressure building device 20 that has lost its pressure building ability, compensating for the shortcoming that the abnormal operation of a single pressure building system affects the operation of the entire system, establishing the safety redundancy of the system, and enhancing the pressure building ability of the entire suspension system.

[0370] In some embodiments, as shown in FIGS. 20 and 35, in the case where one of the pressure building devices 20 loses its pressure building ability, the fourth control valve 17 between at least one pressure building device 20 with pressure building ability and the pressure building device 20 that has lost its pressure building ability is in an open state, and the second control valve 15 of the pressure building device 20 that has lost its pressure building ability is in a closed state.

[0371] In some embodiments of the present disclosure, in the case where one of the pressure building devices 20 loses its pressure building ability, the fourth control valve 17 between at least one pressure building device 20 with pressure building ability and the pressure building device 20 that has lost its pressure building ability is in an open state, and the second control valve 15 of the pressure building device 20 that has lost its pressure building ability is in a closed state. In this way, it is possible to prevent the pressure building device 20 that has lost its pressure building ability from interfering with the pressure building function of the pressure building device 20 with normal pressure building ability.

[0372] In some embodiments, the main basis for judging insufficient pressure building ability is as follows: during the pressure building process, the pressure corresponding to the normal pressure building device 20 is p1, and the pressure corresponding to the pressure building device 20 that has lost its pressure building ability is p2. When p2 < p1 and p2 / p1 < k (k is a judgment coefficient, which can be 0.6), it can be determined that the pressure building ability is insufficient.

[0373] In some embodiments, when one half-shaft in the suspension system loses its pressure-building capacity or has insufficient pressure-building capacity, other pressure-building devices 20 with normal pressure-building capacity can build pressure for the half-shaft that has lost its pressure-building capacity. For example, as shown in FIG20, if the pressure-building device 20 of the right front half-shaft fails, and the pressure-building device 20 of the left front half-shaft has pressure-building capacity, the pressure-building device 20 of the left front half-shaft can build pressure for the pressure-building device 20 of the right front half-shaft.

[0374] As shown in Figure 35, the pressure building process is as follows: For the left front half-shaft supporting pressure building, the pressure building device 20 and the second control valve 15 need to be opened. The fourth control valve 17 between the pressure building devices 20 of the left and right front half-shafts also needs to be opened. The pressure building device 20, the first control valve 1312, and the second control valve 15 of the right front half-shaft are closed, and the third control valve 16 is opened. The pressure building device 20 of the left front half-shaft begins to work. When the damping adjustment element 12 of the right front half-shaft reaches the target pressure, the third control valve 16 of the right front half-shaft is closed, and the first control valve 1312 of the right front half-shaft is opened to continue building pressure for the first accumulator 1311. When the target pressure is reached, the pressure building device 20, the second control valve 15, and the fourth control valve 17 of the left front half-shaft are closed, completing the pressure building support. When the pressure-building capacity of one of the left front half-axis, left rear half-axis, or right rear half-axis is insufficient, one of the other three axes can be selected to support pressure building.

[0375] In some embodiments, when two half-shafts in the suspension system lose their pressure-building capacity or have insufficient pressure-building capacity, the suspension system activates the remaining two half-shafts with normal pressure-building capacity to build pressure for the two axles with insufficient pressure. For example, as shown in Figure 20, if the pressure-building devices 20 of the left front half-shaft and the right front half-shaft lose their pressure-building capacity or have insufficient pressure-building capacity, the pressure-building device 20 of the left rear half-shaft will build pressure for the left front half-shaft, and the pressure-building device 20 of the right rear half-shaft will build pressure for the right front half-shaft.

[0376] In some embodiments, when three half-axles in the suspension system lose their pressure-building capacity or have insufficient pressure-building capacity, the suspension system activates the remaining half-axle with normal pressure-building capacity to build pressure for the three axles with insufficient pressure. For example, as shown in Figure 20, if the pressure-building devices 20 of the left front half-axle, right front half-axle, and left rear half-axle lose their pressure-building capacity or have insufficient pressure-building capacity, the pressure-building device 20 of the left rear half-axle will build pressure for the left front half-axle, right front half-axle, and left rear half-axle.

[0377] During the pressure build-up process, the fourth control valve 17 and the second control valve 15 between the right front half-shaft and the left front half-shaft switch from the closed state to the open state, the third control valve 16 and the first control valve 1312 of the right front half-shaft remain in the open state, and the pressure build-up device 20 of the left front half-shaft switches from the closed state to the open state, and the pressure build-up device 20 of the left front half-shaft performs automatic lifting control for the right front half-shaft.

[0378] In some embodiments, as shown in Figures 17 and 23, the pressure building device 20 includes a hydraulic oil supply assembly 21; the hydraulic oil supply assembly 21 is connected to the first oil passage 141 and is used to supply oil to the suspension control integrated device 10.

[0379] In some embodiments of this disclosure, the hydraulic oil supply assembly 21 is connected to the first oil passage 141. This facilitates the supply of hydraulic oil from the hydraulic oil supply assembly 21 to the suspension control integration device 10 via the first oil passage 141.

[0380] In some embodiments, as shown in FIG17, the hydraulic oil supply assembly 21 includes a hydraulic oil delivery circuit, a hydraulic oil return circuit, and a reservoir 213; one end of the hydraulic oil delivery circuit is connected to the reservoir 213, and the other end is connected to the first oil passage 141; one end of the hydraulic oil return circuit is connected to the reservoir 213, and the other end is connected to the first oil passage 141.

[0381] The hydraulic oil supply assembly 21 is used to supply hydraulic oil to the first oil circuit 141 and to collect hydraulic oil returning from the shock absorber 30. The hydraulic oil delivery circuit is the circuit from which hydraulic oil is output from the reservoir 213, and the hydraulic oil return circuit is the circuit from which hydraulic oil returns to the reservoir 213, which is used to store hydraulic oil.

[0382] In some embodiments, a return valve 217 is provided in the hydraulic oil return circuit. The inlet of the return valve 217 is connected to the first oil circuit 141, and the outlet of the return valve 217 is connected to the reservoir 213. The return valve 217 enables rapid return of hydraulic oil in the suspension system, allowing for rapid descent of the vehicle body.

[0383] In some embodiments, as shown in Figures 17 and 24, the hydraulic oil delivery circuit includes: a motor 214, a pump 215, and a first check valve 216; the motor 214 is connected to the pump 215, the oil inlet of the pump 215 is connected to the reservoir 213; the oil outlet of the pump 215 is connected to the oil inlet of the first check valve 216, and the oil outlet of the first check valve 216 is connected to the first oil passage 141.

[0384] For example, when the hydraulic oil supply assembly 21 supplies hydraulic oil to the shock absorber 30, the motor 214 starts, the pump 215 draws out the hydraulic oil from the reservoir 213, and the hydraulic oil flows through the pump 215 and the first check valve 216 to the first oil circuit 141 to supply hydraulic oil to the shock absorber 30.

[0385] In some embodiments, as shown in FIG24, the hydraulic oil delivery circuit further includes: a second accumulator 212; the second accumulator 212 is connected to the oil outlet of the pump 215.

[0386] In some embodiments of this disclosure, a second accumulator 212 is connected to the oil outlet of pump 215. This facilitates the use of the second accumulator 212 to reduce the pulsation and noise of pump 215, thereby providing stable pressure to the system.

[0387] In some embodiments, as shown in FIG24, the hydraulic oil supply assembly 21 further includes: a first sensor 211; the first sensor 211 is used to measure the temperature of the hydraulic oil in the reservoir 213.

[0388] In some embodiments of this disclosure, a first sensor 211 is used to monitor the temperature of the hydraulic oil in the reservoir 213 in real time to avoid the impact of abnormal hydraulic oil temperature on the hydraulic suspension system.

[0389] In some embodiments, as shown in FIG23, the pressure building device 20 further includes a filter assembly 22; the filter assembly 22 is disposed in a first oil passage 141 that connects the hydraulic oil supply assembly 21 and the corresponding suspension control integration device 10.

[0390] In some embodiments of this disclosure, the filter assembly 22 is disposed in the first oil passage 141 connecting the hydraulic oil supply assembly 21 and the corresponding suspension control integration device 10. This facilitates the use of the filter assembly 22 to filter impurities in the hydraulic oil, preventing them from entering the hydraulic system and causing blockages.

[0391] In some embodiments, as shown in FIG23, the filter assembly 22 is disposed between the hydraulic oil supply assembly 21 and the second control valve 15. This allows the hydraulic oil to flow out after passing through the second control valve 15.

[0392] In some embodiments, as shown in FIG25, the filter assembly 22 includes: a filter 221, a fifth control valve 222, a sixth control valve 223, a second check valve 224, and a third check valve 225; the filter 221 is connected to the hydraulic oil supply assembly 21 through the fifth control valve 222, and the filter 221 is connected to the second control valve 15 through the sixth control valve 223; the second check valve 224 and the third check valve 225 are respectively connected to the hydraulic oil supply assembly 21 and the second control valve 15, and the conduction directions of the second check valve 224 and the third check valve 225 are opposite.

[0393] In some embodiments of this disclosure, a filter assembly 22 may also be provided between the hydraulic oil supply assembly 21 and the second control valve 15. The opening pressures of the second check valve 224 and the third check valve 225 in the filter assembly 22 can be set to the same value as the closing pressures of the fifth control valve 222 and the sixth control valve 223, or they can be set to different values. Here, it is described that the opening pressures of the second check valve 224 and the third check valve 225 are set to the same value P1 as the closing pressures of the fifth control valve 222 and the sixth control valve 223. The fifth control valve 222 and the sixth control valve 223 are normally open pilot-operated switching valves.

[0394] Referring to Figure 25, one end of the filter assembly 22 is connected to the hydraulic oil supply assembly 21, and the other end is connected to the second control valve 15. After the pump 215 of the hydraulic oil supply assembly 21 is started, when the input pressure of the hydraulic oil supply assembly 21 is lower than P1, the fifth control valve 222 and the sixth control valve 223 are connected, the second check valve 224 is not opened, the filter 221 is connected to the first oil circuit 141, and the filter 221 plays a filtering role.

[0395] When the input pressure of the hydraulic oil supply component 21 reaches or exceeds P1, the fifth control valve 222 is disconnected, the second check valve 224 is opened, and the filter 221 is disconnected from the first oil circuit 141 to avoid damage to the filter 221 caused by the high pressure impact of the hydraulic oil.

[0396] After pump 215 is shut off, the suspension lowers and the second control valve 15 opens. When the pressure input to the second control valve 15 reaches or exceeds P1, the sixth control valve 223 is disconnected, the third check valve 225 is opened, and the filter 221 is disconnected from the oil circuit to avoid damage to the filter 221 caused by the high pressure impact of hydraulic oil.

[0397] When pump 215 is turned off, the suspension is lowered, the second control valve 15 is opened, and when the pressure input at the end of the second control valve 15 is lower than P1, the sixth control valve 223 and the fifth control valve 222 are opened, the third check valve 225 is closed, and the filter 221 is connected to the oil circuit, and the filter 221 plays a filtering role.

[0398] That is, compared with hydraulic suspension in related technologies, the filter 221 in the filter assembly 22 in some embodiments of this disclosure can automatically select whether to filter hydraulic oil according to the instantaneous pressure of the suspension hydraulic system. When the pressure of suspension lifting or lowering is less than P1, the filter 221 in the filter assembly 22 is connected to the first oil circuit 141, and the filter 221 plays the role of filtering hydraulic oil and purifying hydraulic oil. When the pressure of suspension lifting or lowering reaches or exceeds P1, the filter 221 in the filter assembly 22 is disconnected from the first oil circuit 141 to avoid damage to the filter 221 caused by high pressure impact of hydraulic oil.

[0399] In addition, the filter assembly 22 may also be disposed between the shock absorber 30 and the damping adjustment member 12, etc., which is not limited in this disclosure.

[0400] In some embodiments, as shown in FIG17, the suspension control integration device 10 includes a second sensor 18 configured to detect at least one of pressure and temperature in the oil circuit.

[0401] In some embodiments of this disclosure, a second sensor 18 is provided in the suspension control integration device 10. This facilitates real-time monitoring of the pressure and temperature in the first oil circuit 141 using the second sensor 18, and helps identify potential risks, etc.

[0402] In some embodiments, when the suspension control integration device 10 includes a stiffness adjustment component 13, the second sensor 18 is disposed between the corresponding pressure build-up device 20 and the stiffness adjustment component 13.

[0403] In some embodiments of this disclosure, a second sensor 18 is disposed between the second control valve 15 and the stiffness adjustment assembly 13. This facilitates ensuring that, during manual height adjustment, the pressure of the stiffness adjustment assembly 13 is equal to the pressure of the damping accumulator using the second sensor 18.

[0404] In some embodiments, as shown in Figures 21 and 22, the suspension control integration device 10 further includes: an inflation adjustment assembly 19; the inflation adjustment assembly 19 being connected to at least one of the stiffness adjustment assembly 13 and the damping adjustment member 12.

[0405] In some embodiments of this disclosure, based on conventional stiffness adjustment, at least one of the stiffness adjustment component 13 and the damping adjustment component 12 is connected by the inflation adjustment component 19 to achieve stepless adjustment of stiffness.

[0406] In some embodiments, as shown in Figures 21 and 22, the inflation adjustment assembly 19 includes an inflation control valve 191 and an air compressor 192; the inflation control valve 191 is connected to a corresponding stiffness adjustment assembly 13.

[0407] In some embodiments of this disclosure, the inflation control valve 191 is connected to the corresponding stiffness adjustment assembly 13. This facilitates the connection or disconnection of the air compressor 192 and the stiffness adjustment assembly 13 using the inflation control valve 191, thereby achieving corresponding stiffness control.

[0408] In some embodiments, as shown in FIG22, the inflation control valve 191 is connected to the corresponding damping adjustment element 12; the air compressor 192 is connected to the inflation control valve 191.

[0409] In some embodiments of this disclosure, the inflation control valve 191 is connected to the corresponding damping adjustment element 12. This facilitates the connection or disconnection of the air compressor 192 and the damping adjustment element 12 using the inflation control valve 191, thereby achieving corresponding stiffness control.

[0410] In some embodiments, taking Figure 17 as an example, the suspension system in Figure 17 has a total of two levels of stiffness. The first level of stiffness can be achieved by closing the hydraulic oil supply component 21, closing the second control valve 15, and opening the third control valve 16 and the first control valve 1312. At this time, the shock absorber 30, the damping adjustment component 12, and the first accumulator 1311 are connected through the first oil circuit 141. The suspension stiffness is low at this time, resulting in a more comfortable ride. The second level of stiffness can be achieved by disconnecting the first accumulator 1311 from the hydraulic oil circuit, i.e., closing the first control valve 1312. The suspension stiffness is high, resulting in a more sporty ride.

[0411] In addition to the two-level stiffness control described above, some embodiments of this disclosure also include a device that enables multi-level adjustable suspension stiffness within a certain range. Referring to Figure 22, for example, if the stiffness is at level one during normal driving, the air compressor 192 operates, opening the inflation control valve 191 to allow gas to flow from the air compressor 192 to the storage portion of the first accumulator 1311, thereby changing the contribution of the first accumulator 1311 to the overall suspension stiffness and achieving different levels of stiffness adjustment. The specific implementation is as follows: When the system issues a command to increase stiffness, the air compressor 192 starts operating and simultaneously opens the inflation control valve 191 to begin inflating the first accumulator 1311. When the second sensor 18 detects that the pressure in this pipeline has reached the target value, the inflation control valve 191 and the air compressor 192 are closed, completing the stiffness adjustment. Similarly, when it is necessary to reduce stiffness, pressure can be released through the inflation control valve 191.

[0412] In some embodiments, the inflation control valve 191 and the air compressor 192 can be connected to the damping adjustment member 12, or the inflation control valve 191 and the air compressor 192 can be connected to both the damping adjustment member 12 and the first accumulator 1311, so as to realize vehicle height adjustment and stepless stiffness adjustment. That is, the configuration of the inflation control valve 191 and the air compressor 192 can be combined with the damping adjustment member 12 or the first accumulator 1311 shown in Figures 17 to 21, which is not limited in this disclosure.

[0413] Some embodiments of this disclosure also propose a vehicle including the suspension system described in the above embodiments.

[0414] In some embodiments of this disclosure, shock absorbers 30 corresponding to multiple wheels, multiple suspension control integration devices 10, and at least one pressure-building device 20 are provided; one suspension control integration device 10 is on / off connected to one shock absorber 30; the pressure-building device 20 is connected to the suspension control integration device 10 to adjust the suspension state of each shock absorber 30 of the vehicle. In this way, the control of the suspension control integration devices 10 does not conflict with each other, and it can have a stronger adjustment capability. The pressure-building device 20 can control the lifting of each shock absorber 30 separately through the suspension control integration device 10, resulting in faster lifting speed and faster pressure-building speed.

[0415] The structure of the suspension system in the relevant technology still needs to be simplified.

[0416] Therefore, referring to Figures 36 to 40, some embodiments of this disclosure also provide a suspension system (such as a hydraulic suspension system). The suspension system includes a pressure regulating member 2 and at least two suspension adjusting assemblies 1, different suspension adjusting assemblies 1 being connected to different wheels, and at least two suspension adjusting assemblies 1 being connected to the pressure regulating member 2, the pressure regulating member 2 being configured to adjust the hydraulic pressure of the suspension adjusting assemblies 1.

[0417] Understandably, when a wheel is impacted, the hydraulic pressure of the suspension adjustment assembly 1 connected to the wheel will increase. When the impact force on the wheel is large, that is, when the hydraulic pressure of the suspension adjustment assembly 1 is large, the pressure adjustment assembly can adjust the hydraulic pressure of the suspension adjustment assembly 1, so that the pressure adjustment assembly and the suspension adjustment assembly 1 together absorb the impact on the wheel, which helps to stabilize the vehicle and reduce driving discomfort.

[0418] At least two suspension adjustment components 1 share a single pressure adjusting element 2, enabling the reuse of the pressure adjusting element 2. This simplifies the suspension system structure and reduces its weight and cost. Furthermore, by connecting at least two suspension adjustment components 1 with a single pressure adjusting element 2, the pressure adjusting element 2 can connect to both suspension adjustment components 1. Different suspension adjustment components 1 are connected to different wheels, allowing the pressure adjusting element 2 to level different wheels.

[0419] In some examples, pressure regulator 2 includes a pressure-reducing accumulator. It should be noted that this is merely an illustrative example of pressure regulator 2 and is not intended to be a specific limitation.

[0420] In some embodiments, referring to Figures 36 to 39, at least two suspension adjustment assemblies 1 include at least two front wheel suspension adjustment assemblies 11, and at least two front wheel suspension adjustment assemblies 11 are connected to pressure adjustment members 2.

[0421] Understandably, connecting at least two front wheel suspension adjustment assemblies 11 to the pressure regulating component 2 allows the pressure regulating component 2 to simultaneously adjust the hydraulic pressure of at least two front wheel suspension adjustment assemblies 11, thus enabling the reuse of the pressure regulating component 2. Furthermore, since different front wheel suspension adjustment assemblies 11 are connected to different front wheels, the pressure regulating component 2 can connect at least two different front wheel suspension adjustment assemblies, allowing for rapid leveling of at least two front wheels.

[0422] In some embodiments, referring to Figures 36 to 39, at least two suspension adjustment assemblies 1 include at least two rear wheel suspension adjustment assemblies 12, and at least two rear wheel suspension adjustment assemblies 12 are connected to pressure adjustment members 2.

[0423] Understandably, connecting at least two rear wheel suspension adjustment assemblies 12 to the pressure regulating component 2 allows the pressure regulating component 2 to simultaneously adjust the hydraulic pressure of at least two rear wheel suspension adjustment assemblies 12, thus achieving reuse of the pressure regulating component 2. Furthermore, since different rear wheel suspension adjustment assemblies 12 are connected to different rear wheels, the pressure regulating component 2 can connect at least two different rear wheel suspension adjustment assemblies, enabling rapid leveling of at least two rear wheels.

[0424] In some examples, at least two front wheel suspension adjustment assemblies 11 are connected to the pressure regulator 2, and at least two rear wheel suspension adjustment assemblies 12 are also connected to the pressure regulator 2. This allows the pressure regulator 2 to simultaneously adjust the hydraulic pressure of all four suspension adjustment assemblies 1, enabling reuse of the pressure regulator 2. Furthermore, different front wheel suspension adjustment assemblies 11 are connected to different front wheels, and different rear wheel suspension adjustment assemblies 12 are connected to different rear wheels. The pressure regulator 2 connects at least two front wheel suspension adjustment assemblies 11 and at least two rear wheel suspension adjustment assemblies 12, enabling rapid leveling of all four wheels.

[0425] In some embodiments, the at least two suspension adjustment assemblies 1 include at least two front wheel suspension adjustment assemblies 11 and at least two rear wheel suspension adjustment assemblies 12.

[0426] For example, at least one front wheel suspension adjustment assembly 11 and at least one rear wheel suspension adjustment assembly 12 are both connected to the pressure adjustment member 2.

[0427] Understandably, connecting at least one front wheel suspension adjustment assembly 11 and at least one rear wheel suspension adjustment assembly 12 to the pressure regulating member 2 allows the pressure regulating member 2 to simultaneously adjust the hydraulic pressure of both the front wheel suspension adjustment assembly 11 and the rear wheel suspension adjustment assembly 12, thus achieving reuse of the pressure regulating member 2. Furthermore, since the front wheel suspension adjustment assembly 11 is connected to the front wheel and the rear wheel suspension adjustment assembly 12 is connected to the rear wheel, the pressure regulating member 2 connects the at least one front wheel suspension adjustment assembly 11 and the at least one rear wheel suspension adjustment assembly 12, enabling rapid leveling of at least one front wheel and at least one rear wheel.

[0428] For example, at least three of the at least two front wheel suspension adjustment assemblies 11 and at least two rear wheel suspension adjustment assemblies 12 are connected to the pressure adjustment member 2.

[0429] Understandably, connecting at least three of the at least two front wheel suspension adjustment assemblies 11 and at least two rear wheel suspension adjustment assemblies 12 to the pressure regulating member 2 allows the pressure regulating member 2 to simultaneously adjust the hydraulic pressure of at least three of the at least two front wheel suspension adjustment assemblies 11 and at least two rear wheel suspension adjustment assemblies 12, thus achieving reuse of the pressure regulating member 2. Furthermore, different front wheel suspension adjustment assemblies 11 are connected to different front wheels, and different rear wheel suspension adjustment assemblies 12 are connected to different rear wheels. The pressure regulating member 2 can connect at least three of the at least two front wheel suspension adjustment assemblies 11 and at least two rear wheel suspension adjustment assemblies 12, enabling rapid leveling of at least three wheels.

[0430] In some embodiments, referring to Figures 36 to 39, the suspension system further includes a first control valve 3, which is connected between the suspension adjustment assembly 1 and the pressure regulating member 2, and is used to switch the suspension adjustment assembly 1 and the pressure regulating member 2 on and off.

[0431] It is understandable that by using the first control valve 3 to switch the suspension adjustment assembly 1 and the pressure regulating component 2 on and off, when the pressure regulating component 2 needs to be involved, the first control valve 3 connects the suspension adjustment assembly 1 and the pressure regulating component 2, so that the pressure regulating component 2 can adjust the oil pressure at the suspension adjustment assembly 1. When the pressure regulating component 2 does not need to be involved, the first control valve 3 disconnects the suspension adjustment assembly 1 and the pressure regulating component 2.

[0432] It is understandable that at least two suspension adjustment components 1 are connected to pressure adjustment components 2. Each suspension adjustment component 1 and pressure adjustment component 2 is provided with a first control valve 3. That is, through the first control valve 3, only one suspension adjustment component 1 and pressure adjustment component 2 can be connected, so as to realize the individual adjustment of the hydraulic pressure of a single suspension adjustment component 1, and thus the individual adjustment of one wheel.

[0433] The first control valve 3 can also enable at least two suspension adjustment components 1 to be connected to the pressure adjustment component 2 simultaneously, so as to realize the mutual connection between the two suspension adjustment components 1 and the rapid leveling of the two wheels.

[0434] In some embodiments, referring to Figures 36 to 39, the suspension adjustment assembly 1 includes a shock absorber 4 and an oil delivery assembly 5 connected in sequence. The shock absorber 4 is connected to a pressure regulating member 2, and the oil delivery assembly 5 is used to deliver oil to the shock absorber 4.

[0435] It is understandable that by supplying oil to the shock absorber 4 through the oil delivery component 5, the oil pressure at the shock absorber 4 can be changed, thereby achieving the adjustment of the suspension height.

[0436] In some embodiments, referring to Figures 36 to 39, the suspension adjustment assembly 1 further includes a damping adjustment member 6, which is connected between the shock absorber 4 and the oil delivery assembly 5.

[0437] Understandably, the damping force of the suspension system can be adjusted by the damping adjustment component 6, thereby achieving the adjustment of the damping force of the suspension system.

[0438] Understandably, the damping adjuster 6 can adjust the damping force of the suspension system, and the pressure adjuster 2 can adjust the hydraulic pressure of the suspension adjustment assembly 1 to change the stiffness of the suspension system. In other words, the combination of the damping adjuster 6 and the pressure adjuster 2 enables the suspension system to achieve multi-level stiffness adjustment.

[0439] In some examples, the stiffness adjustment component 7, damping adjustment component 6, pressure adjustment component 2, first control valve, second control valve, third control valve, hydraulic delivery assembly, and pressure sensor are integrated together, improving the integration of the suspension system, reducing hydraulic lines, and reducing the risk of oil leakage. It should be noted that any two or three components can also be integrated into a single unit; this is not a limitation.

[0440] In some embodiments, referring to Figures 36 and 39, the suspension adjustment assembly 1 further includes a stiffness adjustment member 7, the connecting end of which is connected between the damping adjustment member 6 and the oil delivery assembly 5.

[0441] Understandably, the stiffness adjustment component 7 can adjust the stiffness of the suspension system, thereby achieving the adjustment of the stiffness of the suspension system.

[0442] Understandably, the pressure regulating component 2 can adjust the hydraulic pressure of the suspension adjusting assembly 1 to change the stiffness of the suspension system. In other words, the combination of the stiffness adjusting component 7 and the pressure regulating component 2 allows the suspension system to achieve multi-level stiffness adjustment.

[0443] It is understandable that the stiffness adjustment component 7, the pressure adjustment component 2, and the damping adjustment component 6 can all change the stiffness of the suspension system. Therefore, the combination of the stiffness adjustment component 7, the pressure adjustment component 2, and the damping adjustment component 6 can enable the suspension system to achieve multi-level stiffness adjustment.

[0444] In some embodiments, referring to Figures 36 to 39, the suspension adjustment assembly 1 further includes a third control valve 8, the first end of which is connected to the connection end of the stiffness adjustment member 7, and the second end of which is connected between the damping adjustment member 6 and the oil delivery assembly 5.

[0445] It is understandable that the third control valve 8 can control the on / off connection between the stiffness adjustment component 7 and the damping adjustment component 6, and can also control the on / off connection between the stiffness adjustment component 7 and the oil delivery assembly 5.

[0446] In some examples, the stiffness adjustment element 7 is, for example, a stiffness accumulator. When the third control valve 8 is closed, i.e., the stiffness accumulator and the hydraulic fluid delivery assembly 5 are disconnected, and the stiffness accumulator and the damping adjustment element 6 are disconnected, the stiffness of the suspension system is at its maximum. When the third control valve 8 is open, the stiffness accumulator enters the hydraulic fluid, and the stiffness of the suspension system decreases.

[0447] In some embodiments, referring to Figures 36 to 39, the suspension adjustment assembly 1 further includes a second control valve 9 and a fourth control valve 10, wherein the fourth control valve 10 and the second control valve 9 are connected in series between the shock absorber 4 and the oil delivery assembly 5.

[0448] Understandably, when the wheel encounters an uneven road surface, causing excessive pressure at the shock absorber 4, the second control valve 9 and the fourth control valve 10 between the shock absorber 4 and the oil delivery assembly 5 can effectively prevent oil leakage and liquid backflow.

[0449] In some examples, the second end of the third control valve 8 is connected between the second control valve 9 and the fourth control valve 10. Thus, through the second control valve 9, the third control valve 8, and the fourth control valve 10, the damping adjustment element 6, the stiffness adjustment element 7, and the oil delivery assembly 5 can be interconnected. Alternatively, the damping adjustment element 6 and the oil delivery assembly 5 can be connected, with both the damping adjustment element 6 and the oil delivery assembly 5 disconnected from the stiffness adjustment element 7. Or, the damping adjustment element 6 and the stiffness adjustment element 7 can be connected, with both the damping adjustment element 6 and the stiffness adjustment element 7 disconnected from the oil delivery assembly 5.

[0450] In some embodiments, referring to Figures 36 to 39, the suspension adjustment assembly 1 is provided with an exhaust port 13, which is located between any two of the second control valve 9, the third control valve 8, and the fourth control valve 10. A sealing plug is provided at the exhaust port 13, which can be inserted into the exhaust port 13. When venting is required, the sealing plug is pulled out of the exhaust port 13; when venting is not required, the sealing plug is inserted into the exhaust port 13, which can seal the exhaust port 13.

[0451] In some embodiments, referring to Figures 36 to 39, the suspension adjustment assembly 1 is provided with an oil filling port 14, which is located between any two of the second control valve 9, the third control valve 8, and the fourth control valve 10. It is understood that the positions of the second control valve 9, the third control valve 8, and the fourth control valve 10 are open, and placing the oil filling port 14 between any two of these valves facilitates rapid oil filling.

[0452] In some embodiments, referring to Figures 36 to 39, the suspension adjustment assembly 1 further includes a pressure detection element 15, which is used to detect the oil pressure at the shock absorber 4.

[0453] Understandably, the oil pressure at the shock absorber 4 can be detected by the pressure detection component 15, so as to control the operation of the suspension system according to the oil pressure.

[0454] In some examples, the pressure sensor 15 can be located between the second control valve 9 and the fourth control valve 10, or it can be directly located at the vibration damper 4. It should be noted that this is only an example of the location of the pressure sensor 15 and is not a specific limitation.

[0455] This disclosure also provides a vehicle in some embodiments. The vehicle includes the suspension system described above.

[0456] Understandably, when a wheel is impacted, the hydraulic pressure of the suspension adjustment assembly 1 connected to the wheel will increase. When the impact force on the wheel is large, that is, when the hydraulic pressure of the suspension adjustment assembly 1 is large, the pressure adjustment assembly can adjust the hydraulic pressure of the suspension adjustment assembly 1, so that the pressure adjustment assembly and the suspension adjustment assembly 1 together absorb the impact on the wheel, which helps to stabilize the vehicle and reduce driving discomfort.

[0457] At least two suspension adjustment components 1 share a single pressure adjusting element 2, enabling the reuse of the pressure adjusting element 2. This simplifies the suspension system structure and reduces its weight and cost. Furthermore, by connecting at least two suspension adjustment components 1 with a single pressure adjusting element 2, the pressure adjusting element 2 can connect to both suspension adjustment components 1. Different suspension adjustment components 1 are connected to different wheels, allowing the pressure adjusting element 2 to level different wheels.

[0458] In some examples, the vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this disclosure does not limit it.

[0459] Referring to Figure 40, some embodiments of this disclosure also provide a suspension system control method. The suspension system includes a pressure regulating element 2 and at least two suspension adjusting assemblies 1, different suspension adjusting assemblies 1 being connected to different wheels. At least two suspension adjusting assemblies 1 are both connected to the pressure regulating element 2, and the pressure regulating element 2 is configured to adjust the hydraulic pressure of the suspension adjusting assemblies 1. The suspension system control method includes:

[0460] In step 100, the control pressure regulating component 2 regulates the oil pressure of the suspension regulating assembly 1 connected to the pressure regulating component 2.

[0461] Understandably, the pressure regulating component can adjust the hydraulic pressure of the suspension adjusting component 1, allowing the pressure regulating component and the suspension adjusting component 1 to absorb the impact on the wheels together, which helps stabilize the vehicle and reduce driving discomfort. The pressure regulating component 2 can connect the two suspension adjusting components 1, and different suspension adjusting components 1 are connected to different wheels, thus the pressure regulating component 2 can be used to level different wheels.

[0462] In some embodiments, the control pressure regulating member 2 regulates the hydraulic pressure of the suspension adjusting assembly 1 connected to the pressure regulating member 2, including:

[0463] When the pressure of the suspension adjustment component 1 is greater than the first preset value, the control pressure adjustment component 2 and the suspension adjustment component 1 are connected.

[0464] Understandably, when the pressure of the suspension adjustment component 1 is detected to be greater than the first preset value, it means that the wheel is encountering an uneven road condition. Then, the pressure adjustment component 2 is connected to the suspension adjustment component 1, so that the pressure adjustment component 2 adjusts the pressure of the suspension adjustment component 1, so that the suspension system can absorb more and faster impacts, quickly level the wheel, and enhance the vehicle's performance.

[0465] For example, when encountering uneven road conditions, if the pressure of the suspension adjustment component 1 is detected to reach the first preset value, the pressure adjustment component 2 and the suspension adjustment component 1 will automatically connect. The pressure adjustment component 2 will be connected on the basis of the suspension adjustment component 1 to absorb more and faster impact, quickly level the wheels, and enhance the vehicle's performance.

[0466] In some embodiments, at least two suspension adjustment components 1 include a first suspension adjustment component 1 and a second suspension adjustment component 1. When the pressure of the suspension adjustment component 1 is greater than a first preset value, the step of controlling the pressure adjusting member 2 and the suspension adjustment component 1 to communicate includes:

[0467] When the pressure of the first suspension adjustment component 1 is greater than the second preset value, the first and second suspension adjustment components are connected to the pressure adjustment component 2, and the second preset value is greater than the first preset value.

[0468] Understandably, when the pressure of the first suspension adjustment component 1 is detected to be greater than the second preset value, it indicates that the wheel connected to the first suspension adjustment component 1 is subjected to a large impact force. At this time, the first suspension adjustment component and the second suspension adjustment component 1 are connected to the pressure adjustment component 2, so that the pressure adjustment component 2 and the second suspension adjustment component 1 can be connected to the first suspension adjustment component 1, so as to absorb more and faster impact, quickly level the wheel, enhance the vehicle's performance, reduce stiffness and reduce discomfort.

[0469] In some embodiments, the suspension system includes a shock absorber 4, a damping adjuster 6, and a hydraulic supply assembly 5 connected in sequence. The suspension system also includes a stiffness adjuster 7, the inlet end of which is connected between the damping adjuster 6 and the hydraulic supply assembly 5. The suspension system control method further includes:

[0470] When a manual adjustment signal is received, the control damper 4, damping adjustment component 6 and oil delivery component 5 are connected in sequence.

[0471] Once the height of the suspension system reaches the target height for manual adjustment, the stiffness adjustment component 7 and the hydraulic fluid delivery component 5 are connected, and both the hydraulic fluid delivery component 5 and the stiffness adjustment component 7 are disconnected from the damping adjustment component 6.

[0472] The pressure of the stiffness adjustment component 7 is determined to be equal to the pressure of the damping adjustment component 6. The stiffness adjustment component 7 and the damping adjustment component 6 are connected, and both the stiffness adjustment component 7 and the damping adjustment component 6 are disconnected from the oil delivery assembly 5.

[0473] Understandably, when a manual adjustment signal is received, the suspension system is in manual adjustment mode. This controls the sequential connection of the shock absorber 4, damping adjustment component 6, and hydraulic fluid delivery assembly 5, causing the suspension height to rise and the hydraulic pressure at the shock absorber 4 to increase.

[0474] When the suspension system height reaches the target height for manual adjustment, it means that no further adjustment of the suspension system height is needed. The stiffness adjustment component 7 and the hydraulic supply assembly 5 are then connected, while both the hydraulic supply assembly 5 and the stiffness adjustment component 7 are disconnected from the damping adjustment component 6, causing the hydraulic pressure in the stiffness adjustment component 7 to increase.

[0475] When the hydraulic pressure of the stiffness adjustment component 7 is equal to the hydraulic pressure of the damping adjustment component 6, the suspension system has good stability. Therefore, both the stiffness adjustment component 7 and the damping adjustment component 6 are disconnected from the hydraulic delivery assembly 5 to complete the adjustment of the suspension system.

[0476] In some embodiments, the step of controlling the shock absorber 4, the damping adjustment member 6, and the oil delivery assembly 5 to be connected in sequence further includes:

[0477] Control the disconnection stiffness adjustment component 7 and the oil delivery assembly 5, and control the disconnection stiffness adjustment component 7 and the damping adjustment component 6.

[0478] It is understandable that while controlling the shock absorber 4, damping adjustment component 6 and oil delivery component 5 to be connected in sequence, the stiffness adjustment component 7 and damping adjustment component 6 are disconnected, so that the oil delivery component 5 delivers all the oil to the shock absorber 4, thereby increasing the height adjustment speed of the suspension system.

[0479] In some embodiments, the suspension system includes a shock absorber 4, a damping adjuster 6, and a hydraulic supply assembly 5 connected in sequence. The suspension system also includes a stiffness adjuster 7, the inlet end of which is connected between the damping adjuster 6 and the hydraulic supply assembly 5. The suspension system control method further includes:

[0480] When the difference between the vehicle height and the target height is greater than the threshold, the control damper 4, damping adjustment component 6 and oil delivery component 5 are connected in sequence, and the control stiffness adjustment component 7 is connected to the damping adjustment component 6.

[0481] Understandably, when the difference between the vehicle height and the target height is greater than the threshold, it means that the vehicle height needs to be adjusted. This will automatically control the shock absorber 4, damping adjustment component 6 and oil delivery component 5 to connect in sequence, and control the stiffness adjustment component 7 to connect with the damping adjustment component 6, so that the height of the suspension system changes, thereby achieving automatic adjustment of the vehicle height.

[0482] In some examples, when it is determined that the difference between the vehicle height and the target height is greater than a threshold, it is necessary to determine whether the difference between the vehicle height and the target height has been greater than the threshold for a preset duration.

[0483] In some cases, when the vehicle height is determined to be less than or equal to the target height and remains so for the target duration, it indicates that the vehicle height adjustment has been completed.

[0484] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0485] The various embodiments in this specification are described in a related manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. For embodiments of devices, electronic devices, computer-readable storage media, and computer program products containing instructions, the descriptions are relatively simple because they are basically similar to the method embodiments; relevant parts can be referred to the descriptions of the method embodiments.

[0486] The above description is merely a preferred embodiment of this disclosure and is not intended to limit the scope of protection of this disclosure. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure are included within the scope of protection of this disclosure.

Claims

1. A suspension system, comprising: Multiple shock absorbers (13, 30) corresponding to multiple wheels; Multiple suspension control integrated devices (10); one of the multiple suspension control integrated devices (10) is connectable to at least one of the multiple shock absorbers (13, 30); as well as At least one pressure-building device (20) is connected to the plurality of suspension control integration devices (10) and is adapted to adjust the suspension state of the plurality of shock absorbers (30) of the vehicle.

2. The suspension system according to claim 1, wherein, The plurality of suspension control integrated devices (10) include a first suspension control integrated device (10) and a second suspension control integrated device (20). The first suspension control integrated device (10) is connected to the shock absorber (13) corresponding to the front axle of the vehicle, and the second suspension control integrated device (20) is connected to the shock absorber (13) corresponding to the rear axle of the vehicle. The at least one pressure-building device (20) includes a first pressure-building device (11) and a second pressure-building device (12). The first pressure-building device (11) is connected to the first suspension control integrated device (10) and is adapted to adjust the suspension state of the front axle of the vehicle. The second pressure-building device (12) is connected to the second suspension control integrated device (20) and is adapted to adjust the suspension state of the rear axle of the vehicle.

3. The suspension system according to claim 2, wherein, The first suspension control integrated device (10) and the second suspension control integrated device (20) respectively include: At least one of the pressure relief adjustment component (14), damping adjustment component (15), and stiffness adjustment component (16) provided for the damper (13).

4. The suspension system according to claim 3, wherein, The first suspension control integrated device (10) and the second suspension control integrated device (20) respectively include: At least two of the pressure-reducing adjustment component (14), damping adjustment component (15), and stiffness adjustment component (16) provided for the damper (13) In the case where the first suspension control integrated device (10) and the second suspension control integrated device (20) respectively include the pressure relief adjustment member (14) and the damping adjustment component (15), or the pressure relief adjustment member (14) and the stiffness adjustment component (16), the pressure relief adjustment member (14) is closer to the shock absorber (13) than the damping adjustment component (15) or the stiffness adjustment component (16), and is connected to the first oil circuit (171); the first oil circuit (171) is the oil circuit connecting the first suspension control integrated device (10) or the second suspension control integrated device (20) to the shock absorber (13).

5. The suspension system according to claim 3, wherein, The first suspension control integrated device (10) and the second suspension control integrated device (20) respectively include: a pressure reduction adjustment component (14), a damping adjustment component (15), and a stiffness adjustment component (16) corresponding to the shock absorber (13). The pressure reduction adjustment component (14), the damping adjustment component (15), and the stiffness adjustment component (16) are connected to the first oil circuit (171) in sequence relative to the shock absorber (13). The first oil circuit (171) is the oil circuit connecting the first suspension control integrated device (10) or the second suspension control integrated device (20) to the shock absorber (13).

6. The suspension system according to claim 4 or 5, wherein, The stiffness adjustment component (16) includes: The third accumulator (161) and the first control valve (162); The third accumulator (161) is connected to the first oil circuit (171) through the second oil circuit (172), and the first control valve (162) is located in the second oil circuit (172).

7. The suspension system according to claim 4 or 5, wherein, The damping adjustment component (15) includes: Second accumulator (151) and second control valve (152); The second accumulator (151) and the second control valve (152) are both connected to the first oil circuit (171).

8. The suspension system according to claim 7, wherein, The second accumulator (151) is connected to the first oil passage (171) through the third oil passage (173); The second control valve (152) is disposed in the third oil circuit (173), or, in the case where each shock absorber (13) corresponding to the plurality of wheels is also provided with the pressure relief adjustment member (14), the second control valve (152) is disposed in the first oil circuit (171) on the side closer to the shock absorber (13) relative to the pressure relief adjustment member (14), or, in the case where each shock absorber (13) is also provided with the pressure relief adjustment member (14), the second control valve (152) is disposed between the pressure relief adjustment member (14) and the second accumulator (151) in the first oil circuit (171).

9. The suspension system according to claim 7, wherein, The first suspension control integrated device (10) and the second suspension control integrated device (20) further include: a damping control valve assembly (18) provided for each of the shock absorbers (13) corresponding to the plurality of wheels; The damping control valve assembly (18) is disposed in the first oil circuit (171) and is located between the shock absorber (13) and the damping adjustment assembly (15).

10. The suspension system according to claim 9, wherein, The damping control valve assembly (18) includes at least one damping valve; The damping valve includes a first check valve (182) and a one-way throttle valve (183) arranged in parallel, and the first check valve (182) and the one-way throttle valve (183) have different transmission directions.

11. The suspension system according to claim 10, wherein, In the case where the at least one damping valve includes at least two damping valves, the first check valves (182) of the two damping valves have different transmission directions, and the two check throttle valves (183) have different transmission directions.

12. The suspension system according to claim 9, wherein, In the case where the damping adjustment assembly (15) includes a second accumulator (151) and a second control valve (152), the second control valve (152) is located in the first oil passage (171), and the damping control valve assembly (18) is located on the side close to the damper (13).

13. The suspension system according to claim 4 or 5, wherein, An exhaust assembly is also provided in the first oil passage (171) corresponding to the shock absorber (13).

14. The suspension system according to claim 13, wherein, The exhaust assembly includes a first exhaust plug (191), which is disposed in the first oil passage (171) on the side of the first suspension control integration device (14) near the shock absorber (13) when the first suspension control integration device (10) and the second suspension control integration device (20) respectively include the pressure relief adjustment member (14).

15. The suspension system according to claim 13 or 14, wherein, The exhaust assembly includes a second exhaust plug (192). When the first suspension control integration device (10) and the second suspension control integration device (20) each include the damping adjustment assembly (15), the second exhaust plug (192) is disposed in the first oil circuit (171) on the side of the damping adjustment assembly (15) close to the shock absorber (13).

16. The suspension system according to claim 4 or 5, wherein, The first pressure building device (11) and the second pressure building device (12) respectively include: a hydraulic oil supply assembly (110) and a third control valve (111); The third control valve (111) is located in the fourth oil circuit (174) that connects the hydraulic oil supply assembly (110) and the first oil circuit (171) of the corresponding suspension control integrated device.

17. The suspension system according to claim 16, wherein, Each of the shock absorbers (13) corresponding to the plurality of wheels is also provided with a fourth control valve (112); The fourth control valve (112) is located in the first oil circuit (171) near the third control valve (111).

18. The suspension system according to claim 17, wherein, A fifth control valve (113) is also provided for each of the aforementioned shock absorbers (13); When the damping adjustment component (15) and the stiffness adjustment component (16) are provided for each of the dampers (13), the fifth control valve (113) is provided in the first oil circuit (171) and is located between the damping adjustment component (15) and the stiffness adjustment component (16).

19. The suspension system according to claim 18, wherein, At least two parallel sub-oil circuits (175) are provided in the first oil circuit (171) corresponding to the shock absorber (13). Each of the at least two sub-oil circuits (175) is provided with a second check valve (176). The transmission directions of at least two of the at least two sub-oil circuits (175) are different. When each damper (13) is provided with a damping adjustment component (15), the number of damping adjustment components (15) is at least two, and each of the at least two damping adjustment components (15) is connected to one of the at least two sub-oil circuits (175).

20. The suspension system according to claim 19, wherein, When each of the dampers (13) is also provided with a stiffness adjustment component (16), the stiffness adjustment component (16) is located in the first oil passage (171) on the side near the input end of the at least two parallel sub-oil passages (175).

21. The suspension system according to claim 20, wherein, In the case where a fifth control valve (113) is also provided for each of the dampers (13), the fifth control valve (113) is located in the first oil passage (171) on the side near the input end of the at least two parallel sub-oil passages (175).

22. The suspension system according to claim 19, wherein, When each damper (13) is further provided with a stiffness adjustment component (16), the number of stiffness adjustment components (16) is at least two, and each of the at least two stiffness adjustment components (16) is connected to one of the at least two sub-oil circuits (175).

23. The suspension system according to claim 22, wherein, When each shock absorber (13) is also provided with the fourth control valve (112), the fourth control valve (112) is provided at the input end of the at least two parallel sub-oil circuits (175) in the first oil circuit (171).

24. The suspension system according to claim 22, wherein, In the case where a fifth control valve (113) is also provided for each of the dampers (13), the fifth control valve (113) is provided in each of the at least two sub-oil passages (175), and the fifth control valve (113) is located on the side of the stiffness adjustment assembly (16) close to the damper (13).

25. The suspension system according to claim 19, wherein, Each damping adjustment component (15) includes a second accumulator (151) and a second control valve (152). The second accumulator (151) is connected to the sub-oil circuit (175) through a third oil circuit (173), and the second control valve (152) is disposed in the third oil circuit (173).

26. The suspension system according to claim 19, wherein, The damping adjustment assembly (15) includes a second accumulator (151), and a second control valve (152) is also provided for each of the dampers (13); the second control valve (152) is located at the output end of the at least two parallel sub-oil circuits (175).

27. The suspension system according to claim 19, wherein, In the first operating mode for raising the suspension of any wheel, the third control valve (111) and the fourth control valve (112) for the wheel are in the open state, the fifth control valve (113) is in the open state, the first control valve (162) corresponding to the stiffness adjustment component (16) is in the closed state, and the pressure build-up device corresponding to the wheel supplies pressure to raise the suspension corresponding to the wheel.

28. The suspension system according to claim 27, wherein, When the suspension height is raised to the first target height, the fifth control valve (113) is in the closed state, the third control valve (111) and the fourth control valve (112) are in the open state, the first control valve (162) corresponding to the stiffness adjustment component (16) is in the open state, and the pressure build-up device corresponding to the wheel supplies pressure to adjust the pressure in the stiffness adjustment component (16).

29. The suspension system according to claim 28, wherein, When the pressure in the damping adjustment assembly (15) and the pressure in the stiffness adjustment assembly (16) are the same, the fifth control valve (113) is in the open state, the control valve corresponding to the stiffness adjustment assembly (16) is in the open state, and the third control valve (111) and the fourth control valve (112) are in the closed state.

30. The suspension system according to claim 19, wherein, In the second operating mode for lowering the suspension of any wheel, the third control valve (111) and the fourth control valve (112) for the wheel are in the open state, the fifth control valve (113) is in the open state, and the return valve in the pressure building device corresponding to the wheel is opened so that the hydraulic oil in the shock absorber (13) corresponding to the wheel flows back to the pressure building device to lower the suspension.

31. The suspension system according to claim 30, wherein, When the suspension height is reduced to the second target height, the fifth control valve (113) is in the open state, the third control valve (111) and the fourth control valve (112) are in the closed state, the control valve corresponding to the stiffness adjustment component (16) is in the open state, and the pressure building device corresponding to the wheel is in the stopped pressure supply state.

32. The suspension system according to claim 19, wherein, In the third working mode for raising the suspension of any wheel, when the difference between the actual height of the suspension of the wheel and the target vehicle height is greater than the first preset vehicle height threshold, the third control valve (111) and the fourth control valve (112) for the wheel are in the open state, and the pressure building device corresponding to the wheel supplies pressure to raise the suspension corresponding to the wheel. When the actual suspension height of the wheel is less than or equal to the target vehicle height, the third control valve (111) and the fourth control valve (112) for the wheel are closed, and the pressure building device corresponding to the wheel is stopped supplying pressure.

33. The suspension system according to claim 19, wherein, When the acceleration change value of the vehicle in the first direction is greater than the first preset acceleration threshold, and the height difference between the left wheel and the right wheel is less than the first height difference threshold, the control valves corresponding to the damping adjustment component (15) and stiffness adjustment component (16) of the shock absorber (13) are in the closed state, and the fourth control valve (112) is in the closed state; the first direction is the same as the axial direction of the vehicle. When the acceleration change value of the vehicle in the first direction is less than or equal to the first preset acceleration threshold, and the height difference between the left wheel and the right wheel is less than the first height difference threshold, the control valves corresponding to the damping adjustment component (15) and stiffness adjustment component (16) of the shock absorber (13) are in the open state, the pressure reduction adjustment component (14) corresponding to the shock absorber (13) is in the non-intervention state, and the fourth control valve (112) is in the closed state.

34. The suspension system according to claim 19, wherein, When the acceleration change value of the vehicle in the second direction is greater than the second preset acceleration threshold, and the height difference between the left wheel and the right wheel is greater than the second height difference threshold, the control valves corresponding to the damping adjustment component (15) and stiffness adjustment component (16) of the shock absorber (13) are in the closed state, and the fourth control valve (112) is in the closed state; the second direction is the direction perpendicular to the two sides of the vehicle; When the acceleration change value of the vehicle in the second direction is less than or equal to the second preset acceleration threshold, and the height difference between the left wheel and the right wheel is less than or equal to the second height difference threshold, the control valves corresponding to the damping adjustment component (15) and stiffness adjustment component (16) of the shock absorber (13) are in the open state, the pressure reduction adjustment component (14) corresponding to the shock absorber (13) is in the non-intervention state, and the fourth control valve (112) is in the closed state.

35. The suspension system according to claim 19, wherein, When the acceleration change value of the vehicle in the third direction is greater than the third preset acceleration threshold, and the height difference between the left and right wheels is greater than the third height difference threshold, and the pressure value of the suspension system (30) is greater than the first preset pressure value, the control valves corresponding to the damping adjustment component (15) and stiffness adjustment component (16) of the shock absorber (13) are in the open state, the pressure relief adjustment component (14) corresponding to the shock absorber (13) is in the intervention state, the fourth control valve (112) is in the open state, the control valves corresponding to the damping adjustment component (15) and stiffness adjustment component (16) of another shock absorber (13) belonging to the same suspension control integrated device as the shock absorber (13) are in the open state, and the pressure relief adjustment component (14) corresponding to the other shock absorber (13) is in the intervention state; the third direction is the same as the direction from the bottom of the vehicle to the top of the vehicle; When the acceleration change value of the vehicle in the third direction is less than or equal to the third preset acceleration threshold, and the height difference between the left wheel and the right wheel is less than or equal to the third height difference threshold, the control valves corresponding to the damping adjustment component (15) and stiffness adjustment component (16) of the shock absorber (13) are in the open state, the pressure reduction adjustment component (14) corresponding to the shock absorber (13) is in the non-intervention state, and the fourth control valve (112) is in the closed state.

36. The suspension system according to claim 19, wherein, For any target damper (13), under different stiffness levels, the combination of the decompression adjustment component (14), damping adjustment component (15), and stiffness adjustment component (16) in the target suspension control integrated device to which the target damper (13) belongs has different usage states.

37. The suspension system according to claim 36, wherein, When the acceleration change value of the vehicle in the third direction is greater than the fourth preset acceleration threshold, the height difference between the left and right wheels is greater than the fourth height difference threshold, and the pressure value of the suspension system (30) is greater than the first preset pressure value, the control valves corresponding to the damping adjustment component (15) and stiffness adjustment component (16) of the shock absorber (13) are in the open state, the pressure relief adjustment component (14) corresponding to the shock absorber (13) is in the intervention state, the fourth control valve (112) is in the open state, the control valves corresponding to the damping adjustment component (15) and stiffness adjustment component (16) of another shock absorber (13) belonging to the same suspension control integrated device as the shock absorber (13) are in the open state, and the pressure relief adjustment component (14) corresponding to the other shock absorber (13) is in the intervention state; the third direction is the same as the direction from the bottom of the vehicle to the top of the vehicle.

38. The suspension system according to claim 37, wherein, When the acceleration change value of the vehicle in the third direction is greater than the fourth preset acceleration threshold, the height difference between the left wheel and the right wheel is greater than the fourth height difference threshold and less than or equal to the fifth height difference threshold, and the pressure value of the suspension system (30) is less than or equal to the first preset pressure value, the control valves corresponding to the damping adjustment component (15) and stiffness adjustment component (16) of the shock absorber (13) are in the open state, the pressure relief adjustment component (14) corresponding to the shock absorber (13) is in the non-intervention state, the fourth control valve (112) is in the closed state, and the fifth height difference threshold is greater than the fourth height difference threshold.

39. The suspension system according to claim 38, wherein, When the acceleration change of the vehicle in the third direction is greater than the fourth preset acceleration threshold, the height difference between the left wheel and the right wheel is greater than the fifth height difference threshold and less than or equal to the sixth height difference threshold, and the pressure value of the suspension system (30) is less than or equal to the first preset pressure value, the damping adjustment component (15) corresponding to the shock absorber (13) and the control valve corresponding to the stiffness adjustment component (16) are in the open state, and the pressure relief adjustment component (14) corresponding to the shock absorber (13) is in the non-intervention state. The fourth control valve (112) is in the open state, the control valve of the damping adjustment component (15) corresponding to another shock absorber (13) belonging to the same suspension control integrated device as the shock absorber (13) is in the open state, the control valve of the stiffness adjustment component (16) corresponding to the other shock absorber (13) is in the closed state, the pressure relief adjustment component (14) corresponding to the other shock absorber (13) is in the non-intervention state, and the fourth control valve (112) is in the open state; the sixth height difference threshold is greater than the fifth height difference threshold.

40. The suspension system according to claim 39, wherein, When the acceleration change value of the vehicle in the third direction is greater than the fourth preset acceleration threshold, the height difference between the left wheel and the right wheel is greater than the sixth height difference threshold and less than or equal to the seventh height difference threshold, and the pressure value of the suspension system (30) is less than or equal to the first preset pressure value, the damping adjustment component (15) corresponding to the shock absorber (13) and the control valve corresponding to the stiffness adjustment component (16) are in the open state, and the pressure relief adjustment component (14) corresponding to the shock absorber (13) is in the non-intervention state. The fourth control valve (112) is in the open state, the control valve of the damping adjustment component (15) corresponding to another shock absorber (13) belonging to the same suspension control integrated device as the shock absorber (13) is in the closed state, the control valve of the stiffness adjustment component (16) corresponding to the other shock absorber (13) is in the open state, the pressure reduction adjustment component (14) corresponding to the other shock absorber (13) is in the non-intervention state, the fourth control valve (112) is in the open state; the seventh height difference threshold is greater than the sixth height difference threshold.

41. The suspension system according to claim 40, wherein, When the acceleration change value of the vehicle in the third direction is greater than the fourth preset acceleration threshold, the height difference between the left wheel and the right wheel is greater than the seventh height difference threshold, and the pressure value of the suspension system (30) is less than or equal to the first preset pressure value, the control valves corresponding to the damping adjustment component (15) and stiffness adjustment component (16) of the shock absorber (13) are in the open state, the pressure relief adjustment component (14) corresponding to the shock absorber (13) is in the non-intervention state, the fourth control valve (112) is in the open state, the control valves corresponding to the damping adjustment component (15) and stiffness adjustment component (16) of another shock absorber (13) belonging to the same suspension control integrated device as the shock absorber (13) are in the open state, the pressure relief adjustment component (14) corresponding to the other shock absorber (13) is in the non-intervention state, and the fourth control valve (112) is in the open state; the seventh height difference threshold is greater than the sixth height difference threshold.

42. The suspension system according to claim 41, wherein, When the acceleration change value of the vehicle in the third direction is less than or equal to the fourth preset acceleration threshold, the height difference between the left wheel and the right wheel is less than or equal to the fourth height difference threshold, the control valves corresponding to the damping adjustment component (15) and stiffness adjustment component (16) of the shock absorber (13) are in the open state, the pressure reduction adjustment component (14) corresponding to the shock absorber (13) is in the non-intervention state, and the fourth control valve (112) is in the closed state.

43. The suspension system according to claim 19, wherein, When the vehicle is stationary, the second control valve (152) corresponding to the damping adjustment assembly (15) is in the closed state, and the fifth control valve (113) is in the closed state.

44. The suspension system according to claim 16, wherein, The hydraulic oil supply assembly (110) includes: Hydraulic oil delivery circuit (114), hydraulic oil return circuit (115), and reservoir (116); one end of the hydraulic oil delivery circuit (114) is connected to the reservoir (116), and the other end is connected to the fourth oil circuit (174); One end of the hydraulic oil return circuit (115) is connected to the reservoir (116), and the other end is connected to the fourth oil circuit (174).

45. The suspension system according to claim 44, wherein, The hydraulic oil delivery circuit (114) includes: a motor (117), a pump (118), and a third check valve (119); The motor (117) is connected to the pump (118), and the oil inlet of the pump (118) is connected to the liquid reservoir (116); the oil outlet of the pump (118) is connected to the oil inlet of the third check valve (119), and the oil outlet of the third check valve (119) is connected to the fourth oil circuit (174).

46. ​​The suspension system according to claim 45, wherein, The hydraulic oil delivery circuit (114) also includes: a pump pressure reducing regulator (120), The pump pressure reducing adjustment component (120) is connected to the oil outlet of the third one-way valve (119).

47. The suspension system according to claim 46, wherein, The hydraulic oil return circuit (115) includes: a return throttle valve (121); The inlet of the return flow throttle valve (121) is connected to the pump pressure reducing regulator (120), and the outlet of the return flow throttle valve (121) is connected to the reservoir (116). It is configured to allow the returning hydraulic oil to flow back from the oil circuit through the pump pressure reducing regulator (120) and the return flow throttle valve (121) to the reservoir (116).

48. The suspension system according to claim 44, wherein, The hydraulic oil supply assembly (110) further includes: a rapid return valve (122); The inlet of the rapid return valve (122) is connected to the fourth oil circuit (174), and the outlet of the rapid return valve (122) is connected to the liquid reservoir (116).

49. The suspension system according to claim 45, wherein, The hydraulic oil delivery circuit (114) also includes: a fourth accumulator (123); The fourth accumulator (123) is connected to the oil outlet of the pump (118).

50. The suspension system according to claim 44, wherein, The hydraulic oil supply assembly (110) also includes: a temperature sensor (124); The temperature sensor (124) is configured to measure the temperature of the hydraulic oil in the reservoir (116).

51. The suspension system according to claim 44, wherein, The first pressure-building device (11) and the second pressure-building device (12) each further include: a filter assembly (40), The filter assembly (40) is disposed in the fourth oil circuit (174) that connects the hydraulic oil supply assembly (110) and the first oil circuit (171) of the corresponding suspension control integrated device.

52. The suspension system according to claim 51, wherein, The filter assembly (40) is disposed between the hydraulic oil supply assembly (110) and the third control valve (111).

53. The suspension system according to claim 51, wherein, The filter assembly (40) includes: a filter (41), a sixth control valve (42), a seventh control valve (43), a fourth check valve (44), and a fifth check valve (45); The filter (41) is connected to the hydraulic oil supply assembly (110) via the sixth control valve (42), and the filter (41) is connected to the third control valve (111) via the seventh control valve (43); The fourth check valve (44) and the fifth check valve (45) are both connected to the hydraulic oil supply assembly (110) and the third control valve (111), and the conduction directions of the fourth check valve (44) and the fifth check valve (45) are opposite.

54. The suspension system according to any one of claims 2 to 53, wherein, The first suspension control integration device (10) and the second suspension control integration device (20) each include: a first sensor (193), which is configured to detect at least one of pressure and temperature in the oil circuit.

55. The suspension system according to claim 54, wherein, When the first suspension control integration device (10) and the second suspension control integration device (20) include a stiffness adjustment component (16), the first sensor (193) is disposed between the connection position of the corresponding pressure building device and the suspension control integration device and the stiffness adjustment component (16).

56. The suspension system according to claim 3, wherein, The first suspension control integrated device (10) and the second suspension control integrated device (20) further include: an inflation adjustment component; The inflation adjustment component is connected to at least one of the stiffness adjustment component (16) and the damping adjustment component (15).

57. The suspension system according to claim 56, wherein, The inflation regulating assembly includes an inflation control valve (51) and an air compressor (52); The inflation control valve (51) is connected to at least one of the corresponding stiffness adjustment component (16) and the corresponding damping adjustment component (15); The air compressor (52) is connected to the inflation control valve (51).

58. The suspension system according to any one of claims 2 to 53, further comprising: Central control cylinder (50); The central control cylinder (50) is connected to the first suspension control integrated device (10) and the second suspension control integrated device (20), respectively.

59. The suspension system according to claim 58, wherein, In the case where each of the shock absorbers (13) corresponding to the plurality of wheels includes a stiffness adjustment assembly (16), the central control cylinder (50) is connected to the side of the stiffness adjustment assembly (16) near the shock absorber (13).

60. The suspension system according to claim 1, wherein, The plurality of suspension control integrated devices (10) are respectively connected to the plurality of shock absorbers (30) in a switchable manner.

61. The suspension system according to claim 60, wherein, The suspension control integrated device (10) is provided with one of the at least one pressure building devices (20).

62. The suspension system according to claim 60, wherein, Each of the plurality of suspension control integrated devices (10) includes at least one of the following: a pressure relief adjustment member (11), a damping adjustment member (12), and a stiffness adjustment component (13) provided corresponding to the shock absorber (30).

63. The suspension system according to claim 62, wherein, Each suspension control integrated device (10) includes at least two of the following: a pressure relief adjustment component (11), a damping adjustment component (12), and a stiffness adjustment component (13) provided corresponding to the shock absorber (30); In the case where each suspension control integration device (10) includes the pressure relief adjustment member (11) and the damping adjustment member (12), or the pressure relief adjustment member (11) and the stiffness adjustment component (13), the pressure relief adjustment member (11) is closer to the shock absorber (30) than the damping adjustment member (12) or the stiffness adjustment component (13), and is connected to the first oil passage (141); the first oil passage (141) is the oil passage connecting the suspension control integration device (10) to the shock absorber (30).

64. The suspension system according to claim 62, wherein, Each suspension control integrated device (10) includes: a pressure reduction adjustment component (11), a damping adjustment component (12), and a stiffness adjustment component (13) corresponding to the shock absorber (30); The pressure relief adjustment component (11), the damping adjustment component (12), and the stiffness adjustment component (13) are connected to the first oil circuit (141) in sequence relative to the shock absorber (30). The first oil circuit (141) is the oil circuit connecting the suspension control integrated device (10) to the shock absorber (30).

65. The suspension system according to claim 63 or 64, wherein, The stiffness adjustment component (13) includes a stiffness adjustment group (131); the stiffness adjustment group (131) is connected to the first oil passage (141) through the second oil passage (142).

66. The suspension system according to claim 65, wherein, The stiffness adjustment assembly (13) includes at least one stiffness adjustment group (131), each of the at least one stiffness adjustment group (131) including a first accumulator (1311) and a first control valve (1312); The first accumulator (1311) of each stiffness adjustment group (131) is connected to the second oil circuit (142) through the third oil circuit (143) corresponding to the stiffness adjustment group (131), and the first control valve (1312) of each stiffness adjustment group (131) is located in the third oil circuit (143) corresponding to the stiffness adjustment group (131).

67. The suspension system according to claim 66, wherein, In the case where the at least one stiffness adjustment group (131) comprises at least two stiffness adjustment groups (131), at least some of the stiffness adjustment groups (131) have different stiffness values.

68. The suspension system according to claim 67, further comprising a second control valve (15); The second control valve (15) is located in the first oil circuit (141) on the side near the pressure building device (20).

69. The suspension system according to claim 68, further comprising a third control valve (16); The third control valve (16) is located in the first oil circuit (141) and between the stiffness adjustment component (13) and the damping adjustment component (12).

70. The suspension system according to claim 69, wherein, In the first operating mode for raising the suspension of any wheel, the third control valve (16) and the second control valve (15) are open, the control valve corresponding to the stiffness adjustment component (13) is closed, and the pressure build-up device (20) corresponding to the wheel supplies pressure to raise the suspension corresponding to the wheel.

71. The suspension system according to claim 70, wherein, When the suspension height is raised to the first target height, the third control valve (16) is in the closed state and the second control valve (15) is in the open state; The control valve corresponding to at least one stiffness adjustment group (131) in the stiffness adjustment assembly (13) is in the open state.

72. The suspension system according to claim 71, wherein, When the pressure in the stiffness adjustment assembly (13) and the damping adjustment member (12) is the same, the third control valve (16) is in the open state, and the control valve corresponding to at least one stiffness adjustment group (131) in the stiffness adjustment assembly (13) is in the open state.

73. The suspension system according to claim 69, wherein, In the second working mode for raising any wheel of the suspension, when the difference between the actual height of the suspension of the wheel and the target vehicle height is greater than the first preset vehicle height threshold, the third control valve (16) and the second control valve (15) for the wheel are in the open state, and the control valve corresponding to at least one stiffness adjustment group (131) in the stiffness adjustment assembly (13) is in the open state, and the pressure building device (20) corresponding to the wheel supplies pressure to raise the suspension corresponding to the wheel. When the actual suspension height of the wheel is less than or equal to the target vehicle height, the third control valve (16) for the wheel is in the open state, the second control valve (15) is in the closed state, the control valve corresponding to at least one stiffness adjustment group (131) in the stiffness adjustment assembly (13) is in the open state, and the pressure building device (20) corresponding to the wheel is in the stopped pressure supply state.

74. The suspension system according to any one of claims 71 to 73, wherein, When the at least two stiffness adjustment groups (131) include two stiffness adjustment groups (131), in the first operating mode of the suspension for raising any wheel, if the height of the suspension is raised to a first target height, or if the pressure in the stiffness adjustment assembly (13) and the damping adjustment member (12) is the same, then the control valve corresponding to one stiffness adjustment group (131) is in the open state, and the control valve corresponding to the other stiffness adjustment group (131) is in the closed state; When in the second operating mode of the suspension used to raise any wheel, the control valve corresponding to at least one stiffness adjustment group (131) in the stiffness adjustment assembly (13) is in the open state.

75. The suspension system according to claim 69, wherein, For any target damper (30), under different stiffness levels, the combination of the decompression adjustment component (11), damping adjustment component, and stiffness adjustment component (13) in the target suspension control integrated device (10) to which the target damper (30) belongs has different usage states.

76. The suspension system according to claim 75, wherein, When the at least one stiffness adjustment group (131) includes a stiffness adjustment group (131), when the vehicle satisfies the following conditions: the acceleration change value of the vehicle is less than or equal to a first preset acceleration threshold, the height difference between the left wheel and the right wheel is less than or equal to a first height difference threshold, and the speed of the vehicle is less than or equal to a first preset speed threshold, the control valve corresponding to the stiffness adjustment group (131) is in the open state, the third control valve (16) is in the open state, and the second control valve (15) is in the closed state.

77. The suspension system according to claim 76, wherein, When the vehicle satisfies at least one of the following conditions: the vehicle's acceleration change value is greater than the first preset acceleration threshold, the height difference between the left wheel and the right wheel is greater than the first height difference threshold, and the vehicle's speed is greater than the first preset speed threshold, the control valve corresponding to the stiffness adjustment group (131) is in the closed state, the third control valve (16) is in the open state, and the second control valve (15) is in the closed state.

78. The suspension system according to claim 75, wherein, When the at least one stiffness adjustment group (131) includes two stiffness adjustment groups (131), when the vehicle satisfies at least one of the following conditions: the vehicle's acceleration change value is greater than a first preset acceleration threshold, the height difference between the left wheel and the right wheel is greater than a first height difference threshold, and the vehicle's speed is greater than a first preset speed threshold, the control valves corresponding to the two stiffness adjustment groups (131) are both in the closed state, the third control valve (16) is in the open state, and the second control valve (15) is in the closed state.

79. The suspension system according to claim 78, wherein, When the vehicle satisfies at least one of the following conditions: the vehicle's acceleration change value is greater than a second preset acceleration threshold, the height difference between the left wheel and the right wheel is greater than a second height difference threshold, and the vehicle's speed is greater than a second preset speed threshold, and the vehicle's acceleration change value is less than or equal to the first preset acceleration threshold, the height difference between the left wheel and the right wheel is less than or equal to the first height difference threshold, and the vehicle's speed is less than or equal to the first preset speed threshold, the control valve corresponding to the stiffness adjustment group (131) with the smaller stiffness value in the stiffness adjustment assembly (13) is in the open state, the control valve corresponding to the stiffness adjustment group (131) with the larger stiffness value in the stiffness adjustment assembly (13) is in the closed state, the third control valve (16) is in the open state, and the second control valve (15) is in the closed state.

80. The suspension system according to claim 79, wherein, When the vehicle meets the following conditions: the acceleration change value of the vehicle is less than or equal to the second preset acceleration threshold, the height difference between the left wheel and the right wheel is less than the second height difference threshold, and the speed of the vehicle is less than or equal to the second preset speed threshold, the control valve corresponding to the stiffness adjustment group (131) with the larger stiffness value in the stiffness adjustment assembly (13) is in the open state, the control valve corresponding to the stiffness adjustment group (131) with the smaller stiffness value in the stiffness adjustment assembly (13) is in the closed state, the third control valve (16) is in the open state, and the second control valve (15) is in the closed state.

81. The suspension system according to claim 77, wherein, When the pressure change value of the shock absorber (30) corresponding to the wheel is greater than the preset pressure threshold, the second control valve (15) is in the closed state, the control valves corresponding to the two stiffness adjustment groups (131) are in the open state, and the third control valve (16) is in the open state.

82. The suspension system according to claim 68 further includes a fourth control valve (17); the at least one pressure-building device (20) includes at least two pressure-building devices (20), the at least two pressure-building devices (20) are interconnected, and the fourth control valve (17) is provided between every two pressure-building devices (20).

83. The suspension system according to claim 82, wherein, In the event that one of the at least two pressure-building devices (20) loses its pressure-building capability, at least one pressure-building device (20) with pressure-building capability provides pressure to the pressure-building device (20) that has lost its pressure-building capability.

84. The suspension system according to claim 83, wherein, In the event that one of the at least two pressure-building devices (20) loses its pressure-building capability, the fourth control valve (17) between the at least one pressure-building device (20) with pressure-building capability and the pressure-building device (20) that has lost its pressure-building capability is in the open state, and the second control valve (15) of the pressure-building device (20) that has lost its pressure-building capability is in the closed state.

85. The suspension system according to claim 69, wherein, The pressure building device (20) includes a hydraulic oil supply assembly (21); The hydraulic oil supply assembly (21) is connected to the first oil passage (141) and is configured to supply oil to the suspension control integration device (10).

86. The suspension system according to claim 85, wherein, The hydraulic oil supply assembly (21) includes a hydraulic oil delivery circuit, a hydraulic oil return circuit, and a reservoir (213); One end of the hydraulic oil delivery circuit is connected to the reservoir (213), and the other end is connected to the first oil circuit (141); one end of the hydraulic oil return circuit is connected to the reservoir (213), and the other end is connected to the first oil circuit (141).

87. The suspension system according to claim 86, wherein, The hydraulic oil delivery circuit includes: a motor (214), a pump (215), and a first check valve (216); The motor (214) is connected to the pump (215), and the oil inlet of the pump (215) is connected to the liquid reservoir (213); the oil outlet of the pump (215) is connected to the oil inlet of the first one-way valve (216), and the oil outlet of the first one-way valve (216) is connected to the first oil circuit (141).

88. The suspension system according to claim 87, wherein, The hydraulic oil delivery circuit further includes a second accumulator (212); the second accumulator (212) is connected to the oil outlet of the pump (215).

89. The suspension system according to claim 86, wherein, The hydraulic oil supply assembly (21) further includes: a first sensor (211); The first sensor (211) is configured to measure the temperature of the hydraulic oil in the reservoir (213).

90. The suspension system according to claim 85, wherein, The pressure building device (20) also includes a filter assembly (22); The filter assembly (22) is disposed in the first oil passage (141) that connects the hydraulic oil supply assembly (21) and the corresponding suspension control integrated device (10).

91. The suspension system according to claim 90, wherein, The filter assembly (22) is disposed between the hydraulic oil supply assembly (21) and the second control valve (15).

92. The suspension system according to claim 90, wherein, The filter assembly (22) includes: a filter (221), a fifth control valve (222), a sixth control valve (223), a second check valve (224), and a third check valve (225); The filter (221) is connected to the hydraulic oil supply assembly (21) via the fifth control valve (222), and the filter (221) is connected to the second control valve (15) via the sixth control valve (223); The second check valve (224) and the third check valve (225) are both connected to the hydraulic oil supply assembly (21) and the second control valve (15), and the conduction directions of the second check valve (224) and the third check valve (225) are opposite.

93. The suspension system according to any one of claims 60 to 92, wherein, The suspension control integration device (10) includes a second sensor (18) configured to detect at least one of pressure and temperature in the oil circuit.

94. The suspension system according to claim 93, wherein, In the case where the suspension control integration device (10) includes a stiffness adjustment component (13), the second sensor (18) is disposed between the corresponding pressure build-up device (20) and the stiffness adjustment component (13).

95. The suspension system according to claim 62, wherein, The suspension control integrated device (10) further includes: an inflation adjustment component (19); The inflation adjustment component (19) is connected to at least one of the stiffness adjustment component (13) and the damping adjustment component (12).

96. The suspension system according to claim 95, wherein, The inflation regulating assembly (19) includes: an inflation control valve (191) and an air compressor (192); The inflation control valve (191) is connected to at least one of the corresponding stiffness adjustment component (13) and the corresponding damping adjustment component (12); The air compressor (192) is connected to the inflation control valve (191).

97. A vehicle comprising a suspension system according to any one of claims 1 to 96.

98. A suspension system, comprising: At least two suspension adjustment assemblies (1), wherein different suspension adjustment assemblies (1) are adapted to be connected to different wheels; as well as Pressure regulating element (15), wherein the at least two suspension adjusting assemblies (1) are connected to the pressure regulating element (15), the pressure regulating element (15) being configured to regulate the hydraulic pressure of the suspension adjusting assembly (1).

99. The suspension system of claim 98, wherein at least one of the following is satisfied: The at least two suspension adjustment assemblies (1) include at least two front wheel suspension adjustment assemblies (11), each of which is connected to the pressure adjusting member (15); and The at least two suspension adjustment assemblies (1) include at least two rear wheel suspension adjustment assemblies (12), and the at least two rear wheel suspension adjustment assemblies (12) are all connected to the pressure adjustment member (15).

100. The suspension system according to claim 98, wherein, The at least two suspension adjustment assemblies (1) include at least two front wheel suspension adjustment assemblies (11) and at least two rear wheel suspension adjustment assemblies (12); the suspension system also satisfies at least one of the following: At least one of the at least two front wheel suspension adjustment assemblies (11) and at least one of the at least two rear wheel suspension adjustment assemblies (12) are connected to the pressure adjusting member (15); and At least three of the at least two front wheel suspension adjustment assemblies (11) and the at least two rear wheel suspension adjustment assemblies (12) are connected to the pressure adjustment member (15).

101. The suspension system according to any one of claims 98 to 100, further comprising a first control valve (3), the first control valve (3) being connected between any one of the at least two suspension adjustment assemblies (1) and the pressure regulator (15), the first control valve (3) being configured to switch the suspension adjustment assembly (1) and the pressure regulator (15) on and off.

102. The suspension system according to any one of claims 98 to 100, wherein, The suspension adjustment assembly (1) includes a shock absorber (4) and an oil delivery assembly (5) connected in sequence. The shock absorber (4) is connected to the pressure regulator (15), and the oil delivery assembly (5) is configured to deliver oil to the shock absorber (4).

103. The suspension system according to claim 102, wherein, The suspension adjustment assembly (1) further includes a damping adjustment component (6), which is connected between the shock absorber (4) and the oil delivery assembly (5).

104. The suspension system according to claim 103, wherein, The suspension adjustment assembly (1) further includes a stiffness adjustment component (7), the connecting end of which is connected between the damping adjustment component (6) and the oil delivery assembly (5).

105. The suspension system according to claim 104, wherein, The suspension adjustment assembly (1) further includes a third control valve (8), the first end of which is connected to the connection end of the stiffness adjustment member (7), and the second end of which is connected between the damping adjustment member (6) and the oil delivery assembly (5).

106. The suspension system according to claim 102, wherein, The suspension adjustment assembly (1) further includes a second control valve (9) and a fourth control valve (10), the fourth control valve (10) and the second control valve (9) being connected in series between the shock absorber (4) and the oil delivery assembly (5).

107. The suspension system according to claim 102, wherein, The suspension adjustment assembly (1) further includes a pressure detection element (15) configured to detect the oil pressure at the shock absorber (4).

108. A vehicle comprising a suspension system according to claims 98 to 107.

109. A suspension system control method, wherein, The suspension system includes a pressure regulator (15) and at least two suspension adjustment assemblies (1), different suspension adjustment assemblies (1) of the at least two suspension adjustment assemblies (1) are connected to different wheels, and the at least two suspension adjustment assemblies (1) are all connected to the pressure regulator (15), the pressure regulator (15) being configured to adjust the hydraulic pressure of the suspension adjustment assembly (1); The suspension system control method includes: The pressure regulator (15) is controlled to regulate the oil pressure of the suspension adjustment assembly (1) connected to the pressure regulator (15).

110. The suspension system control method according to claim 109, wherein, The control of the pressure regulator (15) to regulate the hydraulic pressure of the suspension adjustment assembly (1) connected to the pressure regulator (15) includes: When the pressure of the suspension adjustment assembly (1) is greater than the first preset value, the pressure adjustment component (15) and the suspension adjustment assembly (1) are connected.

111. The suspension system control method according to claim 110, wherein, The at least two suspension adjustment assemblies (1) include a first suspension adjustment assembly (1) and a second suspension adjustment assembly (1). The step of controlling the pressure regulating element (15) and the suspension adjustment assembly (1) to connect when the pressure of the suspension adjustment assembly (1) is greater than the first preset value includes: When the pressure of the first suspension adjustment component (1) is greater than the second preset value, the first suspension adjustment component (1) and the second suspension adjustment component (1) are both connected to the pressure adjustment component (15), and the second preset value is greater than the first preset value.

112. The suspension system control method according to claim 109, wherein, The suspension system further includes a shock absorber (4), a damping adjustment component (6), an oil delivery assembly (5), and a stiffness adjustment component (7) connected in sequence, with the inlet end of the stiffness adjustment component (7) connected between the damping adjustment component (6) and the oil delivery assembly (5); the suspension system control method further includes: When a manual adjustment signal is received, the shock absorber (4), the damping adjustment component (6), and the oil delivery assembly (5) are connected in sequence. If it is determined that the height of the suspension system reaches the target height for manual adjustment, control the stiffness adjustment component (7) and the oil delivery component (5) to be connected, and control the oil delivery component (5) and the stiffness adjustment component (7) to be disconnected from the damping adjustment component (6); If it is determined that the pressure of the stiffness adjusting member (7) is equal to the pressure of the damping adjusting member (6), the stiffness adjusting member (7) and the damping adjusting member (6) are connected, and the stiffness adjusting member (7) and the damping adjusting member (6) are disconnected from the oil delivery assembly (5).

113. The suspension system control method according to claim 112, wherein, The control system, which connects the vibration damper (4), the damping adjustment component (6), and the oil delivery assembly (5) in sequence, also includes: Control the disconnection of the stiffness adjustment component (7) and the oil delivery assembly (5), and control the disconnection of the stiffness adjustment component (7) and the damping adjustment component (6).

114. The suspension system control method according to claim 109, wherein, The suspension system includes a shock absorber (4), a damping adjustment component (6), an oil delivery assembly (5), and a stiffness adjustment component (7) connected in sequence, with the inlet end of the stiffness adjustment component (7) connected between the damping adjustment component (6) and the oil delivery assembly (5); the suspension system control method further includes: When the difference between the vehicle height and the target height is greater than a threshold, the shock absorber (4), the damping adjustment component (6) and the oil delivery component (5) are connected in sequence, and the stiffness adjustment component (7) is connected to the damping adjustment component (6).

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