Suspension system, wheel assembly, and vehicle

Abstract

A suspension system, comprising a suspension hydraulic cylinder (100), a first accumulator (200), and a second accumulator (300). The suspension hydraulic cylinder is provided with an oil chamber (101a). When the pressure in the oil chamber is greater than or equal to a first preset pressure, the first accumulator is in communication with the oil chamber such that the pressure in the oil chamber is adjustable, thereby making the suspension stiffness of the suspension hydraulic cylinder adjustable. When the pressure in the oil chamber is greater than or equal to a second preset pressure, the second accumulator is in communication with the oil chamber such that the pressure in the oil chamber is adjustable, thereby making the suspension stiffness of the suspension hydraulic cylinder adjustable. The operating pressure of the first accumulator is lower than the operating pressure of the second accumulator, and the first preset pressure is lower than the second preset pressure. The suspension system is capable of adjusting the suspension stiffness under different load situations, thereby improving the adaptability of the suspension system. In addition, a wheel assembly and a vehicle are further provided.

Description

Suspension system, wheel assembly and vehicle

[0001] Related applications

[0002] This application claims priority to Chinese patent application No. 202411934517.8, filed on December 25, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to the field of suspension system technology, and in particular to a suspension system, wheel assembly, and vehicle. Background Technology

[0004] The suspension system is a crucial component of vehicles. Taking a transport vehicle as an example, it consists of a body and wheels. The suspension system connects the body and wheels, supporting the vehicle's weight, providing a comfortable ride, improving handling, maintaining wheel contact with the ground, and reducing the impact of road shocks. Existing suspension systems suffer from poor adaptability, high cost, and complex maintenance. Summary of the Invention

[0005] The main objective of this application is to provide a suspension system, wheel assembly, and vehicle designed to improve the adaptability of the suspension system.

[0006] To achieve the above objectives, this application proposes a suspension system comprising:

[0007] The suspension cylinder is equipped with an oil chamber;

[0008] A first accumulator, when the pressure in the oil chamber is greater than or equal to a first preset pressure, is connected to the oil chamber, so that the pressure in the oil chamber is adjustable, thereby making the suspension stiffness of the suspension cylinder adjustable; and

[0009] When the pressure in the oil chamber is greater than or equal to a second preset pressure, the second accumulator is connected to the oil chamber so that the pressure in the oil chamber is adjustable, thereby making the suspension stiffness of the suspension cylinder adjustable.

[0010] The operating pressure of the first accumulator is lower than that of the second accumulator, and the first preset pressure is lower than the second preset pressure.

[0011] In one embodiment, the connecting pipeline of the suspension system includes a main pipeline that communicates with the oil chamber and is also connected to the first accumulator and the second accumulator.

[0012] In one embodiment, the suspension system includes an overflow valve located in the main pipeline and communicating with the oil chamber; the first accumulator and the second accumulator are connected in the pipeline between the oil chamber and the overflow valve.

[0013] In one embodiment, the suspension system further includes a throttle valve located in the main pipeline and connected to the oil chamber; the throttle valve is located in the pipeline between the suspension cylinder and the first accumulator; the throttle valve is also located in the pipeline between the suspension cylinder and the second accumulator.

[0014] In one embodiment, the connecting pipeline of the suspension system further includes a first branch and a second branch, the first ends of the first branch and the second branch being connected to the main pipeline, the second end of the first branch being connected to the first accumulator, and the second end of the second branch being connected to the second accumulator.

[0015] In one embodiment, the suspension system includes an overflow valve connected to the oil chamber; the first accumulator and the second accumulator are connected to a pipeline between the oil chamber and the overflow valve.

[0016] In one embodiment, the suspension system further includes a throttle valve disposed on a pipeline between the oil chamber and the overflow valve; the first accumulator and the second accumulator are connected to the pipeline between the throttle valve and the overflow valve.

[0017] In one embodiment, the first accumulator includes a first housing and a first partition. The first housing has a first cavity, and the first partition divides the first cavity into a first liquid cavity and a first gas cavity. The first partition is movably disposed in the first cavity so that the pressure of the first liquid cavity is adjustable. The first liquid cavity is connected to the oil cavity so that the pressure of the oil cavity is adjustable.

[0018] The second accumulator includes a second housing and a second partition. The second housing has a second cavity. The second partition divides the second cavity into a second liquid cavity and a second gas cavity. The second partition is movably disposed in the first cavity so that the pressure of the second liquid cavity is adjustable. The second liquid cavity is connected to the oil cavity so that the pressure of the oil cavity is adjustable.

[0019] In one embodiment, the first housing is provided with a first liquid port and a first air port, the second liquid port is connected to the first liquid cavity, and the first air port is connected to the first air cavity. The first liquid port is used to inject or discharge liquid into the first liquid cavity, and the first air port is used to inflate or deflate. The second housing is provided with a second liquid port and a second air port, the second liquid port is connected to the second liquid cavity, and the second air port is connected to the second air cavity. The second liquid port is used to inject or discharge liquid into the second liquid cavity, and the first air port is used to inflate or deflate.

[0020] In one embodiment, the suspension system includes a first control valve located on a pipeline between the hydraulic cylinder and the first accumulator. The first control valve is used to control the opening or closing of the flow path between the first accumulator and the hydraulic cylinder.

[0021] The suspension system includes a second control valve, which is located on the pipeline between the hydraulic cylinder and the second accumulator. The second control valve is used to control the flow path between the second accumulator and the hydraulic cylinder to be opened or closed.

[0022] In one embodiment, the suspension system further includes a control device, which is configured to control the first control valve to switch to an open state when the pressure in the oil chamber is greater than the first preset pressure, so as to connect the flow path between the first accumulator and the oil cylinder; the control device is configured to control the first control valve and the second control valve to switch to an open state when the pressure in the oil chamber is greater than the second preset value, so as to connect the flow path between the first accumulator and the oil cylinder, and the flow path between the second accumulator and the oil cylinder.

[0023] In one embodiment, the suspension cylinder includes a cylinder body having a receiving cavity and a first piston disposed in the receiving cavity, the first piston dividing the receiving cavity into an oil cavity and a rod cavity; the first piston is provided with an oil passage interface communicating with the oil cavity, and the first accumulator and the second accumulator are connected to the oil cavity through the oil passage interface.

[0024] This application also proposes a wheelset assembly that includes the suspension system described in any of the foregoing embodiments.

[0025] In one embodiment, the wheel assembly includes a first wheel assembly, a second wheel assembly, and a slewing bearing, with the suspension cylinder disposed between the first wheel assembly and the second wheel assembly; the slewing bearing is disposed on the top surface of the suspension cylinder, and the slewing bearing is connected to the piston of the suspension cylinder.

[0026] In one embodiment, the wheel assembly includes a connecting plate, one end of which is connected to the first wheel assembly and the other end of which is connected to the second wheel assembly, and the periphery of the suspension cylinder is rotatably connected to the connecting plate.

[0027] In one embodiment, the connecting plate has mounting holes along its thickness direction, the mounting holes are provided with bearings, and the peripheral side of the suspension cylinder is provided with a rotating shaft adapted to and rotatably connected to the bearings.

[0028] This application also proposes a vehicle comprising a vehicle body; and

[0029] The wheel assembly described in any of the foregoing embodiments is disposed on the vehicle body.

[0030] In one embodiment, the vehicle is a robot.

[0031] The technical solution of this application regulates the pressure of the suspension cylinder by using two accumulators with different operating pressures. The first accumulator starts working when the oil chamber pressure is low, that is, when the load is relatively small, adjusting the suspension stiffness to be softer; while the second accumulator starts working when the oil chamber pressure is high, that is, when the load is relatively large, adjusting the suspension stiffness to be stiffer. In this way, the suspension system can adjust the suspension stiffness under different load conditions, improving the suspension system's ability to adapt to load changes and enhancing its adaptability. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0033] Figure 1 is a structural schematic diagram of an embodiment of the suspension system provided in this application;

[0034] Figure 2 is a suspension characteristic curve of the suspension system shown in Figure 1;

[0035] Figure 3 is a structural schematic diagram of another embodiment of the suspension system provided in this application;

[0036] Figure 4 is a structural schematic diagram of an embodiment of the wheel assembly device provided in this application;

[0037] Figure 5 is a side view of Figure 4.

[0038] Explanation of icon numbers:

[0039] 10. Suspension system; 100. Suspension cylinder; 101. Receiving cavity; 101a. Oil chamber; 101b. Rod chamber; 110. Cylinder body; 120. First piston; 130. Rotating shaft; 200. First accumulator; 210. First housing; 220. First partition; 201. First cavity; 201a. First liquid cavity; 201b. First gas cavity; 300. Second accumulator; 310. Second housing; 320. Second partition; 301. Second cavity; 301a. Second liquid cavity; 301b. Second gas cavity; 400. Overflow valve; 500. Throttle valve; 600. First control valve; 700. Second control valve; 800. Connecting pipeline; 810. Main pipeline; 820. First branch; 830. Second branch;

[0040] 20. Wheel assembly; 21. First wheel assembly; 22. Second wheel assembly; 23. Slewing bearing; 24. Connecting plate; 24a. Mounting hole.

[0041] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Embodiments of the present invention

[0042] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0043] It should be noted that if the embodiments of this application involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0044] Furthermore, if the embodiments of this application involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution that simultaneously satisfies A and B. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0045] The suspension system is a crucial component of vehicles. Taking a transport vehicle as an example, it consists of a body and wheels. The suspension system connects the body and wheels, supporting the vehicle's weight, providing a comfortable ride, improving handling, maintaining wheel contact with the ground, and reducing the impact of road shocks. However, the suspension stiffness is easily affected by load fluctuations, especially under heavy loads and conditions with significant load variations. Existing suspension systems often suffer from poor adaptability, high cost, and complex maintenance.

[0046] This application proposes a suspension system designed to improve its adaptability. In this application, the suspension system refers to a hydraulic suspension system. For ease of understanding and explanation, in Figures 1 to 5 of this application, solid arrows indicate spaces or holes.

[0047] Referring to Figure 1, in one embodiment of this application, the suspension system 10 includes a suspension cylinder 100, a first accumulator 200, and a second accumulator 300. The suspension cylinder 100 is provided with an oil chamber 101a. When the pressure in the oil chamber 101a is greater than or equal to a first preset pressure, the first accumulator 200 is connected to the oil chamber 101a, so that the pressure in the oil chamber 101a is adjustable, thereby adjusting the suspension stiffness of the suspension cylinder 100. When the pressure in the oil chamber 101a is greater than or equal to a second preset pressure, the second accumulator 300 is connected to the oil chamber 101a, so that the pressure in the oil chamber 101a is adjustable, thereby adjusting the suspension stiffness of the suspension cylinder 100. The working pressure of the first accumulator 200 is less than the working pressure of the second accumulator 300, and the first preset pressure is less than the second preset pressure.

[0048] In this example, the suspension cylinder 100 (also known as a hydraulic cylinder or hydraulic suspension cylinder) is one of the core components of the hydraulic suspension system 10, mainly responsible for converting hydraulic energy into mechanical energy, thereby providing the support, adjustment, and stabilization functions required by the suspension system 10. The suspension cylinder 100 typically consists of a hydraulic cylinder body 110 and a piston; the hydraulic cylinder body 110 has a receiving cavity 101, and the piston divides the receiving cavity 101 into an oil cavity 101a and a rod cavity 101b.

[0049] An accumulator is an energy storage device used in hydraulic systems. Its main function is to store and release hydraulic energy to provide additional pressure or flow support when needed. This allows the accumulator to balance pressure fluctuations, absorb shocks, compensate for hydraulic oil leaks, and improve the efficiency of the hydraulic system. In this embodiment, especially under rapidly changing load conditions in the hydraulic system, the accumulator absorbs and releases pressure to balance pressure changes in the suspension system 10, reducing excessive fluctuations that could lead to equipment failure or performance degradation. Commonly used accumulators include piston accumulators and diaphragm accumulators, but other types of accumulators are also possible.

[0050] In this embodiment, the first accumulator 200 and the second accumulator 300 can be the same type of accumulator. For example, the first accumulator 200 and the second accumulator 300 can both be piston-type accumulators, or the first accumulator 200 and the second accumulator 300 can be diaphragm-type accumulators. Alternatively, the first accumulator 200 and the second accumulator 300 can be different types of accumulators. For example, the first accumulator 200 can be a piston-type accumulator and the second accumulator 300 can be a diaphragm-type accumulator. No specific limitation is made here.

[0051] Furthermore, in this embodiment, the operating pressure of the first energy storage device 200 is lower than that of the second energy storage device 300. This can be understood as the first energy storage device 200 being able to store and release less energy than the second energy storage device 300. To facilitate understanding of the combined operating mode of the first energy storage device 200 and the second energy storage device 300, the following example is provided, exemplarily, with the first energy storage device 200 being a low-pressure energy storage device and the second energy storage device 300 being a high-pressure energy storage device.

[0052] In this embodiment, the cooperative operation of the first energy storage device 200 and the second energy storage device 300 includes the following two cases:

[0053] First, when the pressure of the hydraulic cylinder 101a is in the range of the first preset pressure and the second preset pressure, only the first accumulator 200 participates in regulating the pressure of the hydraulic cylinder 101a. When the pressure of the hydraulic cylinder 101a is greater than or equal to the second preset pressure, the first accumulator 200 and the second accumulator 300 participate in regulating the pressure of the hydraulic cylinder 101a at the same time.

[0054] Secondly, when the pressure of the hydraulic cylinder 101a is within the first preset pressure and the second preset pressure range, only the first accumulator 200 participates in regulating the pressure of the hydraulic cylinder 101a. When the pressure of the hydraulic cylinder 101a is greater than or equal to the second preset pressure, the first accumulator 200 and the second accumulator 300 participate in regulating the pressure of the hydraulic cylinder 101a simultaneously.

[0055] In one embodiment, when the pressure in the oil chamber 101a is greater than or equal to a second preset pressure, the first accumulator 200 and the second accumulator 300 jointly adjust the pressure in the oil chamber 101a.

[0056] Suspension stiffness refers to the resistance of the suspension system 10 to the movement of the vehicle body. It typically refers to the suspension system 10's ability to resist changes in terrain, such as when the wheels are subjected to external loads or impacts (e.g., uneven ground). In short, suspension stiffness primarily describes the rigidity of the suspension system 10 to vertical movements (such as vehicle body rising and falling). Suspension stiffness is usually expressed as the stiffness coefficient (K), with units of N / m (Newtons per meter). Its physical meaning is the magnitude of the force generated by the suspension system 10 when the wheel moves 1 meter. For example, if the suspension stiffness is 2000 N / m, then when the wheel moves 1 meter vertically, the suspension system 10 will generate a restoring force of 2000 N.

[0057] Figure 2 shows the suspension characteristic curves of some embodiments of this application. The suspension characteristic curves typically show the response characteristics of the suspension system 10 under different loads or displacements. They can show the mechanical performance of the suspension system 10 under different working conditions. The slope of the force-displacement curve in the suspension characteristic curve is the suspension stiffness. If the suspension system 10 is linear, the characteristic curve will be a straight line (line a in Figure 2), and its slope is the suspension stiffness. If it is a nonlinear system, the characteristic curve will be curved, and the stiffness will change with the displacement. In this case, the suspension characteristic curve is no longer a simple straight line, but presents a curved or irregular shape.

[0058] When a vehicle's wheels suddenly impact a pothole or uneven road surface, the pressure in the hydraulic system changes rapidly. The impact force is transmitted to the suspension system 10, causing the hydraulic oil flow to accelerate instantaneously and generating significant pressure fluctuations. At this moment, the gas chamber in the accumulator absorbs the energy generated by the impact. The gas in the chamber expands and compresses to absorb this impact energy, reducing the direct transmission of the impact force to the vehicle body and other suspension components. During the impact, hydraulic oil enters the accumulator's liquid chamber and compresses the gas chamber, storing energy. In this process, the gas in the accumulator acts like a "spring shock absorber," slowing the transmission speed of the impact force. Depending on the needs of the vehicle body and tires, the stored energy is released in a timely manner. For example, after an impact, the accumulator quickly releases energy, pushing the hydraulic oil back into the suspension system 10, thereby helping the wheels return to their normal position.

[0059] The technical solution of this application regulates the pressure of the suspension cylinder 100 by using two accumulators with different operating pressures. The first accumulator 200 starts working when the pressure in the oil chamber 101a is low, that is, when the load is relatively small, adjusting the suspension stiffness to be softer. The second accumulator 300 starts working when the pressure in the oil chamber 101a is high, that is, when the load is relatively large, adjusting the suspension stiffness to be stiffer. In this way, the suspension system 10 can adjust the suspension stiffness under different load conditions, improving the ability of the suspension system 10 to adapt to load changes and enhancing the adaptability of the suspension system 10.

[0060] To illustrate the working principle of this scheme, the following explanation will be based on Figures 1 and 2. Under the weight of the suspension load, the suspension cylinder will generate a certain amount of compression, i.e., the suspension stroke. Ideally, the suspension cylinder load and the suspension stroke are basically linearly related (as shown by line a in Figure 2). However, due to the nonlinear characteristics of gas compression, assuming an accumulator is used to regulate the pressure in oil chamber 101a, the relationship curve between the suspension load and the suspension stroke is shown by line c in Figure 2. The calculation method is as follows:

[0061] According to the ideal gas law:

[0062] PVr=C, Equation (1);

[0063] Where P is the gas pressure, V is the gas volume, and r is the gas polytropic index. When the gas change is isothermal, r = 1; when the gas change is adiabatic, r = 1.4. After the load is slowly applied to a steady state, taking nitrogen as an example, the gas can fully exchange heat with the outside environment, which can be considered an isothermal change process, so r is taken as 1; therefore:

[0064] P0V0=P1V1, Equation (2);

[0065] Where P0 is the initial charging pressure of the accumulator, V0 is the initial gas volume, P1 is the gas pressure at static equilibrium, and V1 is the gas volume at static equilibrium.

[0066] The volume of a gas in static equilibrium can be calculated using the following formula:

[0067] V1=V0-S*d, Equation (3);

[0068] Where d is the suspension stroke, and S is the effective force-bearing area of ​​the piston of the suspension cylinder 100. S is related to the piston diameter D, and the calculation formula is:

[0069] S=πD 2 / 4, Equation (4);

[0070] Given that the accumulator and suspension cylinder 100 are selected, and parameters P0, V0, and D are known, the relationship between the suspension cylinder load force F and the suspension stroke d is as follows:

[0071] F=P1S=P0V0S / (V0-S*d);

[0072] That is: F = P0V0πD2 / (4V0-πD) 2 *d), Equation (5).

[0073] As can be seen from the characteristics of line b calculated by equation (5), if a single accumulator or multiple accumulators with the same inflation pressure and volume are used, the curve is relatively flat in the initial stage, but as the compression volume decreases, the suspension load force required per unit suspension travel suddenly increases sharply. The effect on the suspension system 10 is that, for example, in the relatively low load range (when unloaded, only the weight of the vehicle body is present, which can be understood as 1 ton in one embodiment), the suspension has a certain travel, but if the load exceeds a certain limit and is in the high load range (20 tons or more), due to the sharp increase in accumulator pressure, the accumulator pressure approaches the maximum pressure value that it can withstand, and the suspension stiffness in this range becomes "hard" and cannot continue to compress. At this time, the accumulator cannot absorb some of the impact energy, and after the impact, the accumulator cannot release energy to push the hydraulic oil back into the suspension system 10. If, in order to improve the suspension capability of the suspension system 10 under high load conditions, P0 is increased, i.e., the initial pressure of the accumulator is increased, the suspension characteristic curve will appear as line c in Figure 2. The pressure in the high load section is improved, but in the low load section, the stiffness is relatively large and flat, and the suspension cannot perform its function. It can be seen that relying solely on a single accumulator or multiple accumulators with the same inflation pressure and volume, the suspension system 10 cannot provide a suitable suspension stiffness under heavy loads and large variations in load weight. In other words, the adaptability of the suspension system 10 is poor.

[0074] To address this issue, this application proposes, for example, a scheme using a first accumulator 200 (low-pressure accumulator) and a second accumulator 300 (high-pressure accumulator) in combination, as shown in Figures 1, 2, and 4. The first accumulator 200 is charged with low-pressure gas at pressure P01, and the high-pressure accumulator is charged with high-pressure gas at pressure P02. In the low-load section, the suspension load F on the suspension cylinder 100 is relatively low. Referring to equation (5), the pressure output by the accumulator at this time is:

[0075] P=4P 01 V 01 / (4V 01 -πD 2 *d), Equation (6);

[0076] When P 01 ≤P≤P 02 Only the first accumulator 200 participates in the action of the suspension cylinder 100; the second accumulator 300 does not participate in the action because it has not reached the opening pressure. When the load on the suspension cylinder increases further, its load force F causes the suspension travel to reach d. k At that time, the oil pressure inside the suspension cylinder 100 reaches P. 02 The second accumulator 300 begins to participate in the suspension motion;

[0077] P 02 =4P 01 V 01 / (4V 01 -πD 2 *d k Equation (7);

[0078] Since the first accumulator 200 and the second accumulator 300 are working simultaneously, the relationship between the suspension output force F and the suspension travel is as follows:

[0079] F=P1S=P 02 (V) 01 +V 02 )S / (V 01 +V 02 -S*d);

[0080] That is: F=P 02 (V) 01 +V 02 πD2 / (4V) 01 +4V 02 -πD 2 *d), Equation (8).

[0081] As can be seen, the suspension characteristic curve is line d in Figure 2. Before the second accumulator 300 engages, curve d coincides with curve b, and the hydraulic pressure of the suspension system 10 can be controlled within a relatively flat range, resulting in a gradual change in suspension stiffness. After the second accumulator 300 engages, even under high load conditions, the hydraulic pressure in the oil chamber 101a of the suspension cylinder 100 can still be controlled within a relatively flat range, preventing a sharp increase in suspension stiffness. This ensures that the suspension system 10 retains its ability to absorb and release energy even under heavy loads and significant load variations, thereby enhancing its adaptability to load changes.

[0082] In one embodiment, the first accumulator 200 includes a first housing 210 and a first partition 220. The first housing 210 has a first cavity 201, and the first partition 220 divides the first cavity 201 into a first liquid cavity 201a and a first gas cavity 201b. The first partition 220 is movably disposed in the first cavity 201 so that the pressure of the first liquid cavity 201a is adjustable. The first liquid cavity 201a is connected to the oil cavity 101a, thereby adjusting the pressure of the oil cavity 101a. Adjustable; the second accumulator 300 includes a second housing 310 and a second partition 320. The second housing 310 is provided with a second cavity 301. The second partition 320 divides the second cavity 301 into a second liquid cavity 301a and a second gas cavity 301b. The second partition 320 is movably disposed in the first cavity 201 so that the pressure of the second liquid cavity 301a is adjustable. The second liquid cavity 301a is connected to the oil cavity 101a, so that the pressure of the oil cavity 101a is adjustable.

[0083] Furthermore, the first housing 210 is provided with a first liquid port and a first air port, the second liquid port is connected to the first liquid cavity 201a, and the first air port is connected to the first air cavity 201b. The first liquid port is used to inject or discharge liquid into the first liquid cavity 201a, and the first air port is used to inflate or deflate. The second housing 310 is provided with a second liquid port and a second air port, the second liquid port is connected to the second liquid cavity 301a, and the second air port is connected to the second air cavity 301b. The second liquid port is used to inject or discharge liquid into the second liquid cavity 301a, and the first air port is used to inflate or deflate.

[0084] In this embodiment, hydraulic oil in the oil chamber 101a or the suspension system 10 can enter the first liquid chamber 201a and the second liquid chamber 301a through the first liquid port and the second liquid port, thereby absorbing the hydraulic oil in the oil chamber 101a or the suspension system 10 and compressing the volume of the first air chamber 201b and the second air chamber 301b, thereby adjusting the pressure of the oil chamber 101a.

[0085] In one embodiment, the connecting pipe 800 of the suspension system 10 includes a main pipe 810, which is connected to the oil chamber 101a and is also connected to the first accumulator 200 and the second accumulator 300.

[0086] In this embodiment, the oil chamber 101a, the first accumulator 200, and the second accumulator 300 are all connected through a single main pipeline 810, which can reduce the number of branch pipelines in the suspension system; thereby reducing system complexity, avoiding the design of redundant pipelines and joints, and improving the cleanliness and ease of maintenance of the system.

[0087] In other embodiments, the first accumulator 200 and the second accumulator 300 may be connected to the oil chamber 101a through independent connecting pipes.

[0088] In one embodiment, the suspension system 10 includes an overflow valve 400, which is located in the main pipeline 810 and communicates with the oil chamber 101a; the first accumulator 200 and the second accumulator 300 are connected in the pipeline between the oil chamber 101a and the overflow valve 400.

[0089] The relief valve 400 is a safety device used to control pressure in hydraulic or pneumatic systems. The working principle of the relief valve 400 is that when the system pressure reaches a set value, the relief valve 400 automatically opens to release excess hydraulic oil, thereby reducing the pressure within the hydraulic system and maintaining it within a safe operating range. When the system pressure drops below the set value, the relief valve 400 automatically closes, resuming normal operation.

[0090] In this embodiment, the inlet and outlet of the first accumulator 200 and the second accumulator 300 can share a single opening (as shown in Figure 1), or the inlet and outlet can be set independently.

[0091] Based on this, in embodiments where the inlet and outlet of the accumulator are independently configured, the first accumulator 200 and the second accumulator 300 are connected to the pipeline between the oil chamber 101a and the overflow valve 400 in the following ways: the oil chamber 101a, the first accumulator 200 and the overflow valve 400 are connected in sequence; or the oil chamber 101a, the first accumulator 200, the second accumulator 300 and the overflow valve 400 are connected in sequence.

[0092] In an embodiment where the inlet and outlet of the accumulator are independently configured, as shown in Figure 1, the first accumulator 200 and the second accumulator 300 are connected to the pipeline between the oil chamber 101a and the overflow valve 400. This can be achieved by setting a main flow path between the suspension cylinder 100 and the overflow valve 400, with the first accumulator 200 and the second accumulator 300 connected to the main flow path via connecting branches. The first accumulator 200 and the second accumulator 300 can share a connecting branch, or each can use its own independent connecting branch. The inlet and outlet of the first accumulator 200 and the second accumulator 300 share a single opening.

[0093] The technical solution of this embodiment provides multiple protection and energy storage mechanisms through the first accumulator 200, the second accumulator 300 and the overflow valve 400, so that the suspension system 10 can maintain stable operation when facing complex road conditions or sudden pressure changes, reduce the failure rate and improve the overall system reliability and lifespan.

[0094] In one embodiment, the suspension system 10 further includes a throttle valve 500, which is located in the main pipeline 810 and communicates with the oil chamber 101a; the throttle valve 500 is located in the pipeline between the suspension cylinder 100 and the first accumulator 200; the throttle valve 500 is also located in the pipeline between the suspension cylinder 100 and the second accumulator 300.

[0095] The first accumulator 200 and the second accumulator 300 are connected to the pipeline between the throttle valve 500 and the overflow valve 400. Typically, as shown in Figure 1, the inlet and outlet of the first accumulator 200 and the second accumulator 300 share a common port. In this case, it is equivalent to having a main flow path. The suspension cylinder 100, the throttle valve 500 and the overflow valve 400 are located on this main flow path. The pipeline forming this main flow path is the main pipeline 810. The first accumulator 200 and the second accumulator 300 are connected to the flow path section between the throttle valve 500 and the overflow valve 400 of the main flow path through connecting branches. The first accumulator 200 and the second accumulator 300 can share a connecting branch, or the first accumulator 200 and the second accumulator 300 can each use an independent connecting branch.

[0096] A throttle valve 500 is a valve that regulates flow rate or pressure by controlling the flow rate of a fluid. The working principle of a throttle valve 500 is to control the flow rate by changing the area of ​​the passage through which the fluid flows. It can change the fluid velocity by adjusting the valve opening. Unlike other types of valves (such as gate valves and ball valves), throttle valves 500 are typically used for precise flow regulation rather than simple on / off control.

[0097] In this embodiment, the throttle valve 500 is located between the oil chamber 101a and the overflow valve 400, and the first accumulator 200 and the second accumulator 300 are connected to the pipeline between the throttle valve 500 and the overflow valve 400. Thus, in this embodiment, the main function of the throttle valve 500 is to provide a damping effect by restricting fluid flow, thereby adjusting the system's response speed and dynamic performance, which can improve the adaptability of the load size to the suspension system 10.

[0098] By changing the opening or flow rate of the throttle valve 500, the damping coefficient of the system can be altered, thereby affecting the system's vibration characteristics or response time. A smaller throttle valve 500 opening typically generates greater resistance, thus increasing the system's damping coefficient and resulting in a smoother system response; conversely, a larger opening reduces fluid resistance and lowers the system's damping coefficient. An appropriate damping coefficient improves the stability of the hydraulic system. If the damping is too small, the system may experience excessive oscillations or instability; if the damping is too large, the system's response will become too sluggish, affecting performance. The throttle valve 500 helps control the vibration damping effect under different loads. For the throttle valve 500, a larger valve opening generally results in a smaller damping coefficient, and a smaller valve opening generally results in a larger damping coefficient.

[0099] In this embodiment, by controlling the valve opening of the throttle valve 500, a damping coefficient suitable for different loads is selected, so that the suspension system 10 can have a good shock absorption effect under different loads.

[0100] In an exemplary embodiment, as shown in FIG1, the connecting pipe 800 of the suspension system 10 further includes a first branch 820 and a second branch 830. The first ends of the first branch 820 and the second branch 830 are connected to the main pipe 810, the second end of the first branch 820 is connected to the first accumulator 200, and the second end of the second branch 830 is connected to the second accumulator 300.

[0101] This embodiment connects different accumulators through independent branches. The independent branch design makes it less likely for the operation of each accumulator to interfere with each other, avoiding the impact of fluid flow on other accumulators or the main pipeline in complex flow paths. Although branches are added, the design of the entire pipeline system still maintains a high degree of simplicity. The function of each branch is clear, and there are relatively few pipes and connection points, making the system easy to install and maintain. At the same time, the increase in branches makes the system distribution more balanced.

[0102] In some embodiments, the suspension system 10 includes a first control valve 600, which is disposed on a pipeline between the hydraulic cylinder and the first accumulator 200. The first control valve 600 is used to control the opening or closing of the flow path between the first accumulator 200 and the hydraulic cylinder. The suspension system 10 also includes a second control valve 700, which is disposed on a pipeline between the hydraulic cylinder and the second accumulator 300. The second control valve 700 is used to control the opening or closing of the flow path between the second accumulator 300 and the hydraulic cylinder.

[0103] The first control valve 600 and the second control valve 700 can be switching valves, which can be pressure control valves or other non-pressure switching control valves. When the first control valve 600 and the second control valve 700 are pressure switching control valves, during the operation of the suspension system 10, when the pressure in the oil chamber 101a is greater than the first preset pressure, the first control valve 600 automatically opens, and the first accumulator 200 participates in regulating the pressure in the oil chamber 101a, thereby opening the flow path between the first accumulator 200 and the oil cylinder. When the pressure in the oil chamber 101a is greater than the second preset pressure, the second control valve 700 automatically opens, thereby opening the flow path between the second accumulator 300 and the oil cylinder, and the second accumulator 300 participates in regulating the pressure in the oil chamber 101a, which can improve the adaptive capability of the suspension system 10.

[0104] When the first control valve 600 and the second control valve 700 are other non-pressure switch control valves, the user can set the opening timing of the first control valve 600 and the second control valve 700 according to the commonly used complexity range of the equipment. In this way, the suspension system 10 can flexibly adjust the timing of each accumulator's operation for different loads, vehicle speeds, or road conditions. For example, when the first accumulator 200 is unloaded at high speed, the second accumulator 300 can be used to absorb road impacts under super heavy loads or to increase comfort at low speeds. Thus, the first accumulator 200 and the second accumulator 300 can be used to absorb different types of vibrations and impacts according to different control strategies. For example, on a smooth road surface, the first accumulator 200 can make more adjustments to maintain vehicle stability, while on an uneven road surface, the second accumulator 300 can better absorb larger impacts and improve comfort. For example, when the vehicle is performing the lifting function, that is, when the vehicle is in a stopped position, both the first control valve 600 and the second control valve 700 can be switched to the closed state, the flow path between the first accumulator 200 and the hydraulic cylinder is isolated, and the flow path between the second accumulator 300 and the hydraulic cylinder is isolated.

[0105] In some implementations, the first accumulator 200 and the second accumulator 300 may have their own switching valves. In this implementation, the switching valve may be a pressure valve. When the pressure of the suspension system 10 is greater than the first preset value, the switching valve of the first accumulator 200 can open automatically. When the pressure of the suspension system 10 is greater than the second preset value, the switching valve of the second accumulator 300 can open automatically. In this way, the adaptive capability of the suspension system 10 can be improved.

[0106] The technical solution of this embodiment uses two independently controlled valves, which enable the suspension system 10 to respond to external impacts and changes more quickly. Especially when passing through uneven road surfaces at high speed, it can adjust the working state of the accumulator in time, so that the suspension system 10 can quickly absorb the impact and reduce vehicle vibration.

[0107] In one embodiment, the suspension system 10 further includes a control device, which is used to control the first control valve 600 to switch to an open state when the pressure in the oil chamber 101a is greater than the first preset pressure, so as to connect the flow path between the first accumulator 200 and the oil cylinder; the control device is used to control the first control valve 600 and the second control valve 700 to switch to an open state when the pressure in the oil chamber 101a is greater than the second preset value, so as to connect the flow path between the first accumulator 200 and the oil cylinder, and the flow path between the second accumulator 300 and the oil cylinder.

[0108] Among them, the control device refers to the device used to adjust and optimize the suspension performance of the suspension system 10. Its purpose is to improve the vehicle's handling, comfort and safety by controlling the stiffness, damping and other parameters of the suspension in real time to adapt to different working conditions, road conditions and driver needs.

[0109] In this embodiment, the controller controls the opening and closing of the first control valve 600 and the second control valve 700. By setting different preset pressure values ​​(such as the first preset pressure and the second preset pressure), the control device can automatically switch the state of the control valves according to different pressure changes in the oil chamber 101a, enabling the suspension system 10 to adapt to different loads, speeds, and road conditions under different operating conditions. By controlling the participation of multiple accumulators, the control device can better balance the pressure distribution of the system. When the pressure in the oil chamber 101a is too high, not only is the first accumulator activated, but the second accumulator 300 is also introduced through the second control valve 700, allowing the suspension system 10 to adjust its stiffness and responsiveness according to different driving environments and road conditions.

[0110] In other implementations, the first accumulator 200 and the second accumulator 300 may have their own switching valves. In this implementation, the switching valve may be a pressure valve. When the pressure of the suspension system 10 is greater than the first preset value, the switching valve of the first accumulator 200 can open automatically. When the pressure of the suspension system 10 is greater than the second preset value, the switching valve of the second accumulator 300 can open automatically. In this way, the adaptive capability of the suspension system 10 can be improved.

[0111] In one embodiment, the suspension cylinder 100 includes a cylinder body 110 having a receiving cavity 101 and a first piston 120 disposed in the receiving cavity 101. The first piston 120 divides the receiving cavity 101 into an oil cavity 101a and a rod cavity 101b. The first piston 120 is provided with an oil passage interface communicating with the oil cavity 101a. The first accumulator 200 and the second accumulator 300 are connected to the oil cavity 101a through the oil passage interface.

[0112] In this embodiment, by directly integrating the oil circuit interface onto the first piston 120, the complex internal structure of the suspension cylinder 100 can be simplified, and the number of external components can be reduced. This improves production efficiency and reduces manufacturing costs. Furthermore, the design of the oil circuit interface makes system maintenance and inspection more convenient, and the control of oil flow and pressure in the oil chamber 101a becomes more intuitive, allowing operators to perform debugging and maintenance more easily.

[0113] This application also proposes a wheelset device 20, which includes a suspension system 10. The specific structure of the suspension system 10 is as described in the above embodiments. Since this wheelset device 20 adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0114] As shown in Figures 4 and 5, the wheel assembly 20 includes a first wheel assembly 21, a second wheel assembly 22, and a slewing bearing 23. The suspension cylinder 100 is located between the first wheel assembly 21 and the second wheel assembly 22. The slewing bearing 23 is located on the top surface of the suspension cylinder 100 and is connected to the piston of the suspension cylinder 100.

[0115] In this embodiment, the suspension cylinder 100 is disposed between the first wheel set 21 and the second wheel set 22, which can reduce the height and center of gravity of the wheel set device 20, thereby reducing the height and center of gravity of the vehicle using the wheel set device 20. The reduced height can adapt to the current low-height transport of goods, for example, it can be used to transport goods under large vehicles, thus improving adaptability; the reduced center of gravity makes it less likely to tip over, thus improving the stability of the vehicle.

[0116] In one embodiment, as shown in Figures 4 and 5, the wheel assembly 20 includes a connecting plate 24, one end of which is connected to the first wheel assembly 21 and the other end of which is connected to the second wheel assembly 22. The peripheral side of the suspension cylinder 100 is rotatably connected to the connecting plate 24.

[0117] In this embodiment, the first wheel set 21 and the second wheel set 22 are connected by a connecting plate 24, and the suspension cylinder 100 is connected to the connecting plate 24 by a rotatable connection. The connecting plate 24, as an intermediate structure, can withstand greater shear and torsional forces, thereby enhancing the stability between the wheel sets. The circumference of the suspension cylinder 100 is rotatably connected to the connecting plate 24, which improves the stability of the suspension cylinder 100 during operation. For example, if the road surface traversed by the first wheel set 21 is uneven, while the road surface traversed by the second wheel set 22 is flat, and the circumference of the suspension cylinder 100 is rotatably connected to the connecting plate 24, the connecting plate 24 rotates while the suspension cylinder 100 does not need to rotate, thus maintaining the cylinder's vertical upward position and optimizing the range of motion of the suspension cylinder 100. This allows the suspension cylinder 100 to rotate or extend more smoothly according to changes in road conditions and vehicle posture. In this way, it can freely adjust the suspension performance according to changes in road conditions and vehicle posture, improving the vehicle's handling and comfort.

[0118] For example, the connecting plate 24 is provided with a mounting hole 24a along its thickness direction, the mounting hole 24a is provided with a bearing, and the circumference of the suspension cylinder 100 is provided with a rotating shaft 130 adapted to and rotatably connected to the bearing.

[0119] In this embodiment, a bearing is installed within the mounting hole. The cooperation between the bearing and the rotating shaft 130 effectively reduces the friction between the suspension cylinder 100 and the connecting plate 24, reducing wear caused by direct metal-to-metal friction and extending the system's service life. The bearing provides smooth rotation and helps the suspension system 10 maintain efficient operation under different loads and working environments. This design, by integrating the rotating shaft 130 and the bearing into the connecting plate 24, improves the system's rotational performance and simplifies the design structure. Compared to some traditional suspension system 10 structures, the design using the connecting plate 24, bearing, and rotating shaft 130 makes the overall system more compact and concise, improves its vibration and impact resistance, and enhances the system's reliability and durability.

[0120] This application also proposes a vehicle comprising a vehicle body and a wheel assembly 20 as described in any of the foregoing embodiments. The specific structure of the wheel assembly 20 is as described in the foregoing embodiments. Since this vehicle adopts all the technical solutions of all the foregoing embodiments, it has at least all the beneficial effects brought about by the technical solutions of the foregoing embodiments, which will not be described in detail here. The number of wheel assemblies 20 is usually multiple, for example, two, three, four, six, eight or more.

[0121] The term "vehicle" refers to a means of transportation used to transport goods or people, and broadly includes all means of transportation that can move on land, water, or air. In this application, the vehicle primarily refers to a heavy-duty transport vehicle, such as a transport vehicle or a robot.

[0122] The above description is merely an exemplary embodiment of this application and does not limit the patent scope of this application. Any equivalent structural transformations made based on the technical concept of this application and the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included within the patent protection scope of this application.

Claims

1. A suspension system wherein, The suspension system comprises: a suspension cylinder provided with an oil chamber; a first accumulator, when the pressure of the oil chamber is greater than or equal to a first preset pressure, the first accumulator is communicated with the oil chamber, so that the pressure of the oil chamber is adjustable, and the suspension stiffness of the suspension cylinder is adjustable; and a second accumulator, when the pressure of the oil chamber is greater than or equal to a second preset pressure, the second accumulator is communicated with the oil chamber, so that the pressure of the oil chamber is adjustable, and the suspension stiffness of the suspension cylinder is adjustable; The working pressure of the first accumulator is less than the working pressure of the second accumulator, and the first preset pressure is less than the second preset pressure.

2. The suspension system of claim 1, wherein, When the pressure of the oil chamber is greater than or equal to the second preset pressure, the first accumulator and the second accumulator jointly adjust the pressure of the oil chamber.

3. The suspension system of claim 2, wherein, The connecting pipeline of the suspension system comprises a main pipeline, the main pipeline is communicated with the oil chamber, and the main pipeline is also communicated with the first accumulator and the second accumulator.

4. The suspension system of claim 3, wherein, The suspension system comprises an overflow valve, the overflow valve is arranged in the main pipeline and communicated with the oil chamber; the first accumulator and the second accumulator are connected to the pipeline between the oil chamber and the overflow valve.

5. The suspension system of claim 4, wherein, The suspension system further comprises a throttle valve, the throttle valve is arranged in the main pipeline and communicated with the oil chamber; the throttle valve is arranged on the pipeline between the suspension cylinder and the first accumulator; the throttle valve is also arranged on the pipeline between the suspension cylinder and the second accumulator.

6. The suspension system of claim 5, wherein, The connecting pipeline of the suspension system further comprises a first branch and a second branch, the first ends of the first branch and the second branch are connected with the main pipeline, the second end of the first branch is connected with the first accumulator, and the second end of the second branch is connected with the second accumulator.

7. The suspension system of claim 1, wherein, The first accumulator comprises a first housing and a first partition, the first housing is provided with a first cavity, the first partition divides the first cavity into a first liquid cavity and a first gas cavity, the first partition is movably arranged in the first cavity, so that the pressure of the first liquid cavity is adjustable, and the first liquid cavity is communicated with the oil chamber, so that the pressure of the oil chamber is adjustable; the second accumulator comprises a second housing and a second partition, the second housing is provided with a second cavity, the second partition divides the second cavity into a second liquid cavity and a second gas cavity, the second partition is movably arranged in the first cavity, so that the pressure of the second liquid cavity is adjustable, and the second liquid cavity is communicated with the oil chamber, so that the pressure of the oil chamber is adjustable.

8. The suspension system of claim 1, wherein, The suspension system comprises a first control valve, the first control valve is arranged on the pipeline between the oil cylinder and the first accumulator, and is used for controlling the conduction or isolation of the flow path between the first accumulator and the oil cylinder; The suspension system comprises a second control valve, the second control valve is arranged on the pipeline between the oil cylinder and the second accumulator, and is used for controlling the conduction or isolation of the flow path between the second accumulator and the oil cylinder.

9. The suspension system of claim 5, wherein, The suspension system further comprises a control device, which is configured to control the first control valve to switch to an open state when the pressure of the oil cavity is greater than the first preset pressure, so as to make the flow path between the first accumulator and the oil cylinder conductive; the control device is configured to control the first control valve and the second control valve to switch to an open state when the pressure of the oil cavity is greater than the second preset value, so as to make the flow path between the first accumulator and the oil cylinder conductive and the flow path between the second accumulator and the oil cylinder conductive.

10. The suspension system of any one of claims 1 to 9, wherein, The suspension oil cylinder comprises a cylinder body having an accommodating cavity and a first piston arranged in the accommodating cavity, the first piston divides the accommodating cavity into an oil cavity and a rod cavity; the first piston is provided with an oil passage interface communicating with the oil cavity, and the first accumulator and the second accumulator are in communication with the oil cavity through the oil passage interface.

11. A wheelset arrangement wherein, The wheel set device comprises the suspension system according to any one of claims 1 to 10.

12. The wheel set arrangement of claim 11, wherein, The wheel set device comprises a first wheel set, a second wheel set and a slewing bearing, the suspension oil cylinder is arranged between the first wheel set and the second wheel set; the slewing bearing is arranged on the top surface of the suspension oil cylinder, and the slewing bearing is connected with the piston of the suspension oil cylinder.

13. The wheel set arrangement of claim 12, wherein, The wheel set device comprises a connecting plate, one end of the connecting plate is connected with the first wheel set, and the other end of the connecting plate is connected with the second wheel set; the peripheral side of the suspension oil cylinder is rotatably connected with the connecting plate.

14. The wheel set assembly of claim 12, wherein, The connecting plate is provided with a mounting hole along the thickness direction of the connecting plate, the mounting hole is provided with a bearing, and the peripheral side of the suspension oil cylinder is provided with a rotating shaft which is rotatably connected with the bearing.

15. A carrier, wherein, The vehicle comprises: a vehicle body; and the wheel set device according to any one of claims 11 to 14, the wheel set device is arranged on the vehicle body.

16. The carrier of claim 15, wherein, The vehicle is a transport robot.

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