HYDRAULIC INTEGRATED CONTROL MODULE, HYDRAULIC SUSPENSION SYSTEM HAVING HYDRAULIC INTEGRATED CONTROL MODULE, AND VEHICLE

A hydraulic integrated control module includes: an integrated base, a liquid reservoir, a control valve, and an accumulator module. The integrated base is provided with an oil channel. An outer peripheral wall of the integrated base is provided with an external connection port connected to the oil channel, and the external connection port is configured to connect to the shock absorber. The liquid reservoir is arranged on the integrated base, and the liquid reservoir is connected to the oil channel. The control valve is connected in series in the oil channel to control connection or disconnection of the oil channel. The accumulator module is arranged on the integrated base, and is connected to the oil channel. The accumulator module is configured to adjust an amount of oil in the oil channel.

FIELD

The present disclosure relates to the field of vehicles, and particularly, to a hydraulic integrated control module, a hydraulic suspension system having the same, and a vehicle.

BACKGROUND

A suspension is an apparatus that transmits the interaction force between the body and the axle of a vehicle, and is one of the four major components of an automobile and a key component that affects the driving performance of an automobile. A suspension can transmit the force and torque fed back from the road surface, attenuate the shock of the wheel, alleviate the impact, improve driver driving experience, and enable a vehicle to obtain ideal sports features and stable driving capability. A suspension in related art mostly includes a spring, a guide mechanism, a shock absorber, and the like. A damping coefficient and a spring stiffness of the shock absorber are fixed, making it difficult to balance comfort and operation stability. In some suspensions in related art, hydraulic pressure is used to adjust stiffness and/or damping of the suspensions. However, since various pipes need to be connected to circulate oil, the suspensions are large and connection positions are prone to leakage risks.

SUMMARY

The present disclosure resolves one of technical problems in the related art at least to some extent.

The application provides a hydraulic integrated control module. The entire hydraulic integrated control module is reduced in volume and no complicated oil channels need to be connected, thereby reducing leakage risks.

This application also provides a hydraulic suspension system having the above-mentioned hydraulic integrated control module, which can improve the operation stability of a vehicle without compromising the comfort of the vehicle.

This application also provides a vehicle having the above-mentioned hydraulic suspension system.

The hydraulic integrated control module according to the embodiments of the present disclosure includes: an integrated base, the integrated base being provided with an oil channel, an outer peripheral wall of the integrated base is provided with an external connection port connected to the oil channel, and the external connection port being configured to connect to a shock absorber; a liquid reservoir, the liquid reservoir being arranged on the integrated base, and the liquid reservoir being connected to the oil channel; a control valve, connected in series in the oil channel to control connection or disconnection of the oil channel; and an accumulator module, the accumulator module being arranged on the integrated base, the accumulator module being connected to the oil channel, and the accumulator module being configured to adjust an amount of oil in the oil channel.

According to the hydraulic integrated control module in the embodiments of the present disclosure, the oil channel is integrated into the integrated base, so that the liquid reservoir and the accumulator module are arranged on the integrated base to connect to the oil channel. In this way, the oil channel, the liquid reservoir, and the accumulator module are integrated together to reduce the volume of the entire hydraulic integrated control module, no complex oil channels need to be connected, and leakage risks are reduced. When used in vehicles, the hydraulic integrated control module effectively solves the contradiction between vehicle comfort and operation stability.

In some embodiments of the application, the integrated base is provided with a first branch, and the first branch is connected to the oil channel; and the accumulator module includes a stiffness adjustment accumulator and a stiffness adjustment valve, the stiffness adjustment valve is connected in series on the first branch to connect or disconnect the first branch, and the stiffness adjustment accumulator is arranged on the integrated base and is connected to the first branch.

In some embodiments of the application, the stiffness adjustment accumulator is arranged on an arrangement plane of the liquid reservoir on the integrated base.

In some embodiments of the application, the accumulator module includes a damping adjustment valve and a damping accumulator, and the damping adjustment valve is connected in series to the oil channel to adjust damping of the oil channel; and the damping accumulator is arranged on the integrated base and is connected to the oil channel.

In some embodiments of the application, an arrangement plane of the damping accumulator on the integrated base is perpendicular to the arrangement plane of the liquid reservoir on the integrated base, and the damping accumulator and the damping adjustment valve are located on a same arrangement plane.

In some embodiments of the application, the integrated base is provided with a third branch and a fourth branch, the third branch is connected to the oil channel and a liquid outlet of the liquid reservoir, the fourth branch is connected to the oil channel and a liquid inlet of the liquid reservoir, and a control pump is provided on the third branch to guide oil in the liquid reservoir to the oil channel.

In some embodiments of the application, an oil return valve for connecting or disconnecting the fourth branch is connected in series on the fourth branch.

In some embodiments of the application, a one-way valve is provided on the third branch, and the one-way valve is configured to unidirectionally guide oil to the oil channel.

In some embodiments of the application, a pressure stabilizing accumulator is provided on the third branch, and the pressure stabilizing accumulator is arranged on the integrated base and is arranged on the arrangement plane of the liquid reservoir on the integrated base.

In some embodiments of the application, the hydraulic integrated control module further includes a signal receiver, the signal receiver being arranged on the integrated base, and the signal receiver cooperating with the control valve to control an operating state of the control valve.

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

The hydraulic suspension system according to the embodiment of the present disclosure includes: multiple hydraulic integrated control modules, the hydraulic integrated control module being any one of the hydraulic integrated control modules according to this application; and multiple shock absorbers, the shock absorber including a first cylinder, a piston, and a piston rod, the piston being located in the first cylinder to cooperate with the first cylinder to define an upper chamber and a lower chamber, the piston rod being connected to the piston and an upper end of the piston rod being configured to connect to a vehicle body, the multiple shock absorbers being arranged in one-to-one correspondence with the multiple hydraulic integrated control modules, and the external connection port of each of the integrated bases being connected to the lower chamber.

According to the hydraulic suspension system in the embodiments of the present disclosure, the oil channel is integrated into the integrated base, so that the liquid reservoir and the accumulator module are arranged on the integrated base to connect to the oil channel. In this way, the oil channel, the liquid reservoir, and the accumulator module are integrated together to reduce the volume of the entire hydraulic integrated control module, no complex oil channels need to be connected, and leakage risks are reduced. When used in vehicles, the hydraulic suspension system effectively solves the contradiction between vehicle comfort and operation stability.

The vehicle according to the embodiments of the present disclosure includes: a vehicle body and a control unit; and a hydraulic suspension system, the hydraulic suspension system being the hydraulic suspension system according to the embodiments of the present disclosure, the upper end of each piston rod being connected to the vehicle body, and the control valves of the multiple hydraulic integrated control modules being respectively connected to the control unit of the vehicle.

The vehicle according to the embodiments of the present disclosure includes multiple independently controlled hydraulic integrated control modules, and can adjust the height of the vehicle body and the suspension stiffness at different positions according to the actual condition, so that the hydraulic suspension system can meet different needs and can achieve anti-roll and anti-pitch, can improve the operation stability of the vehicle and effectively solve the contradiction between vehicle comfort and operation stability. The oil channel is integrated into the integrated base, so that the liquid reservoir and the accumulator module are arranged on the integrated base to connect to the oil channel. In this way, the oil channel, the liquid reservoir, and the accumulator module are integrated together to reduce the volume of the entire hydraulic integrated control module, no complex oil channels need to be connected, and leakage risks are reduced.

Other aspects and advantages of this application will be given in the following description, some of which will become apparent from the following description or may be learned from practices of this application.

DESCRIPTIONS OF REFERENCE NUMERALS

Hydraulic suspension system1000. Control unit2000.Hydraulic integrated control module100, and liquid reservoir1.Shock absorber assembly2, shock absorber200, first cylinder201, upper chamber2011, lower chamber2012, piston202, piston rod203, oil liquid channel204, and damping spring205.Damping adjustment valve8.Damping accumulator9.Stiffness adjustment accumulator10, and metal corrugated pipe101.Stiffness adjustment valve11.Control valve12.Central control cylinder24, second cylinder240, moving part241, moving body part2410, intermediate contact part2411, first chamber243, second chamber244, third chamber245, fourth chamber246, first return spring247, second return spring248, guide component249, a first guide piece2490, and second guide piece2491.Control pump26, control valve body260, drive motor261, oil return valve27, one-way valve28, pressure stabilizing accumulator29, pressure reducing accumulator30, pressure relief valve31, integrated base32, external connection port320, and end cap42.Coil33, pressure sensor34, left front acceleration sensor35, right front acceleration sensor36, rear vehicle body acceleration sensor37, left front horizontal height sensor38, right front horizontal height sensor39, left rear horizontal height sensor40, right rear horizontal height sensor41, oil channel44, third branch45, and fourth branch46.

DETAILED DESCRIPTION

Embodiments of this application are described in detail below, and examples of the embodiments are shown in accompanying drawings, where the same or similar elements or the elements having same or similar functions are denoted by the same or similar reference numerals throughout the description. The embodiments described below with reference to the accompanying drawings are examples, and to explain this application and cannot be construed as a limitation to this application.

A hydraulic integrated control module100according to the embodiments of the present disclosure is described with reference toFIG.1toFIG.4, and includes: an integrated base32, a liquid reservoir1, a control valve12, and an accumulator module. The integrated base32is provided with an oil channel44. An outer peripheral wall of the integrated base32is provided with an external connection port320connected to the oil channel44, and the external connection port320is configured to connect to the shock absorber200. The liquid reservoir1is arranged on the integrated base32, and the liquid reservoir1is connected to the oil channel44. The control valve12is connected in series in the oil channel44to control connection or disconnection of the oil channel44. The accumulator module is arranged on the integrated base32, and is connected to the oil channel44. The accumulator module is configured to adjust an amount of oil in the oil channel44.

Specifically, oil is stored in the liquid reservoir1, and the oil in the liquid reservoir1can be discharged to the oil channel44. When the hydraulic integrated control module100is not installed on the vehicle, the control valve12is in a closed state to block the oil channel44to prevent oil from being discharged from the external connection port320and causing fluid leakage.

It can be understood that the accumulator module functions for energy storage, that is, oil can flow into the accumulator module to store energy. When the hydraulic integrated control module100has the need, the oil in the accumulator module is discharged to the oil channel44.

It should be noted that the accumulator module being configured to adjust the amount of oil in the oil channel44means that the accumulator module can adjust the amount of oil in the oil channel44to adjust the damping of the oil channel44and/or the accumulator module can be connected to or disconnected from the oil channel44to adjust the stiffness of the oil channel44.

When the hydraulic integrated control module100is installed on the vehicle, the external connection port320is connected to the shock absorber200so that the oil in the oil channel44can be discharged to the shock absorber200. The control valve12is electrically connected to a control unit of the vehicle to open or close based on a received signal. Specifically, the shock absorber200includes a first cylinder201, a piston202, and a piston rod203. The first cylinder201is configured to connect to an axle of the vehicle. The piston202is located in the first cylinder201and cooperates with the first cylinder201to define an upper chamber2011and a lower chamber2012, one end of the piston rod203is connected to the piston202, the piston rod203is configured to connect to the vehicle body, and the external connection port320is connected to the lower chamber2012.

When the control valve12is opened, the oil in the liquid reservoir1and/or the accumulator module can be discharged to the shock absorber200. When the oil is discharged to the shock absorber200, the increase of oil in the lower chamber2012of the shock absorber200causes the piston rod203to move upward, thereby achieving the purpose of lifting the vehicle body. When the oil in the lower chamber2012of the shock absorber200is discharged back to the hydraulic integrated control module100through the oil channel44, the hydraulic pressure in the lower chamber2012of the shock absorber200decreases, causing the piston202to move downward. The downward movement of the piston202drives the piston rod203to move downward, so as to drive the vehicle body to move downward, thereby achieving the purpose of lowering the height of the vehicle body.

A vehicle encounters a variety of road conditions during driving. Once a suspension system of a vehicle in related art is selected, the suspension system cannot be adjusted while the vehicle is driving. Therefore, the traditional suspension can ensure that the vehicle achieves optimal performance matching under road and speed conditions, and can passively withstand the force of the ground on the vehicle body, and cannot change suspension parameters according to different roads and vehicle speeds, let alone actively control force of the ground on the vehicle body.

When the hydraulic integrated control module100according to the embodiments of the present disclosure is applied to a vehicle, the height of the vehicle body can be adjusted according to road conditions or the like. For example, when passing through a relatively rugged mountain road, the vehicle can enter the lift mode, which can improve the center of mass of the vehicle and improve vehicle driving stability. When it is necessary to reduce the impact of the vehicle body on the driving speed, it can enter the height reduction mode to lower the center of mass of the vehicle. Certainly, it can be understood that the above is an exemplary description, and the height of the vehicle body can also be adjusted according to actual needs during driving.

When the accumulator module is used to adjust the damping and/or stiffness of the oil channel44, the damping and/or stiffness of the shock absorber200is adjusted, so that the adjustment can be made according to an actual condition, such as a road condition, to ensure that the damping and/or stiffness can meet the shock reduction requirement, and effectively solve the contradiction between vehicle comfort and operation stability.

According to the hydraulic integrated control module100in the embodiments of the present disclosure, the oil channel44is integrated into the integrated base32, so that the liquid reservoir1and the accumulator module are arranged on the integrated base32to connect to the oil channel44. In this way, the oil channel44, the liquid reservoir1, and the accumulator module are integrated together to reduce the volume of the entire hydraulic integrated control module100, no complex oil channels need to be connected, and leakage risks are reduced.

In some embodiments of the application, the integrated base32is provided with a first branch, and the first branch is connected to the oil channel44. The accumulator module includes a stiffness adjustment accumulator10and a stiffness adjustment valve11, the stiffness adjustment valve11is connected in series on the first branch to connect or disconnect the first branch, and the stiffness adjustment accumulator10is arranged on the integrated base32and is connected to the first branch. Specifically, the stiffness adjustment valve11is electrically connected to the control unit of the vehicle.

When the stiffness needs to be increased, the stiffness adjustment valve11can be closed, causing the stiffness adjustment accumulator10to be disconnected from the shock absorber200, thereby increasing the stiffness of the shock absorber200. For example, when greater stiffness needs to be provided in an anti-dive condition during brake and a cornering anti-roll condition, the stiffness adjustment valve11can be closed.

Optionally, the stiffness adjustment accumulator10is arranged on an arrangement plane of the liquid reservoir1on the integrated base32. That is, the stiffness adjustment accumulator10and the liquid reservoir1are arranged on a same arrangement plane, so that space can be reasonably utilized and the compactness of the hydraulic integrated control module100can be improved.

In some embodiments of the application, the accumulator module includes a damping adjustment valve8and a damping accumulator9, and the damping adjustment valve8is connected in series to the oil channel44to adjust damping of the oil channel44. The damping accumulator9is arranged on the integrated base32and is connected to the oil channel44. It should be noted that the damping adjustment valve8can adjust the amount of oil of the corresponding oil channel44, and therefore can adjust the damping of the corresponding oil channel44to adjust the damping of the shock absorber200, so that the damping of the shock absorber200can be adjusted according to actual conditions, for example, according to road conditions, to ensure that the damping of the shock absorber200can meet the shock reduction requirement, and effectively solve the contradiction between vehicle comfort and operation stability. In some examples of this application, the damping adjustment valve8includes a first motor and a first valve body. The first motor can control movement of a valve in the first valve body to change a flow area of the first valve body to adjust the flow rate.

Optionally, an arrangement plane of the damping accumulator9on the integrated base32is perpendicular to the arrangement plane of the liquid reservoir1on the integrated base32, and the damping accumulator9and the damping adjustment valve8are located on a same arrangement plane. Therefore, the space of the integrated base32can be rationally utilized.

In some embodiments of the application, the integrated base32is provided with a third branch45and a fourth branch46, the third branch45is connected to the oil channel44and a liquid outlet of the liquid reservoir1, the fourth branch46is connected to the oil channel44and a liquid inlet of the liquid reservoir1, and a control pump26is provided on the third branch45to guide oil in the liquid reservoir1to the oil channel44. That is, the liquid reservoir1has an independent liquid return channel (that is, the fourth branch46) and liquid discharge channel (that is, the third branch45), so that two independent channels are arranged to ensure that liquid discharge and liquid return are performed reliably.

Optionally, an oil return valve27for connecting or disconnecting the fourth branch46is connected in series on the fourth branch46. When liquid discharge is required, the control pump26is opened and the oil return valve27is in a closed state, and the control pump26guides the oil to the oil channel44. When liquid return is required, the control pump26is closed and the oil return valve27is opened, and the oil in the oil channel44can flow to the liquid reservoir1through the oil return valve27. In this way, two independent channels are arranged to ensure that liquid discharge and liquid return are performed reliably.

In some examples of this application, as shown inFIG.1andFIG.2, the control pump26includes a control valve body260and a drive motor261. The drive motor261is electrically connected to a valve in the control valve body260, and the drive motor261rotates to control the valve to rotate to open or close the control pump26. Therefore, the drive motor261and the valve cooperate to open or close the control pump26, the relatively reliable operation of the control pump26can be ensured and the impact of oil on the opening or closing of the control pump26can be reduced.

In some examples of the application, as shown inFIG.4, a one-way valve28is provided on the third branch45, and the one-way valve28is configured to unidirectionally guide oil to the oil channel44. Therefore, during liquid return, the existence of the one-way valve28can effectively avoid that the oil flows to the control pump26, and avoid that the oil flows to the liquid outlet through the control pump26when an accident occurs in the control pump26.

In some embodiments of the application, as shown inFIG.4, a pressure stabilizing accumulator29is provided on the third branch45, and the pressure stabilizing accumulator29is arranged on the integrated base32and is arranged on the arrangement plane of the liquid reservoir1on the integrated base32. Therefore, the pressure stabilizing accumulator29can stabilize and eliminate the flow fluctuation at the outlet end of the control pump26, and the space arrangement can also be rationally utilized.

In some examples of this application, the pressure stabilizing accumulator29can be a metal corrugated pipe accumulator. As shown inFIG.11, the metal corrugated pipe accumulator includes a cylinder assembly and a corrugated pipe assembly. The cylinder assembly includes an upper cover, a gasket, a cylinder barrel, a snap ring and a sealing ring. The corrugated pipe assembly includes a sealing cover, a guide ring, a corrugated pipe and a lower cover. The metal corrugated pipe accumulator can replace an air bag or a diaphragm, and a metal corrugated pipe101is used as a flexible separation element between fluid and gas. The corrugated pipe can be used over a very wide temperature range. The metal corrugated pipe is welded to other components and is therefore completely airtight. The metal corrugated pipe moves up and down inside the accumulator without any friction or wear and can run for a long time with just one adjustment.

In some embodiments of the application, the hydraulic integrated control module100further includes a signal receiver, the signal receiver being arranged on the integrated base32, and the signal receiver cooperating with the control valve12to control an operating state of the control valve12. This allows the hydraulic integrated control module100to receive signals independently, thereby facilitating the electrical connection between the hydraulic integrated control module100and the control unit of the vehicle.

Optionally, the control valve12is a solenoid valve, and the signal receiver is a coil, thereby making signal reception simple and reliable.

In some examples of this application, as shown inFIG.1toFIG.3, the stiffness adjustment accumulator10and the pressure stabilizing accumulator29are in threaded connection to the integrated base32respectively and are fixed next to the control pump26. The control pump26is fixed on one side of the integrated base32through three fixing nuts, and the stiffness adjustment valve11and the control valve12are fixed on the other side of the integrated base. The control valve12directly controls the opening and closing of the oil channel44in the integrated base32.

The liquid reservoir1is fixed above the control pump26. The damping adjustment valve8and the damping accumulator9are in threaded connection to the integrated base32and are fixed below the control pump26.

In some embodiments of the present disclosure, the stiffness adjustment valve11and the control valve12are respectively solenoid valves. The integrated base32is provided with a coil33for inputting external signals. The coil33cooperates with the stiffness adjustment valve11and the control valve12. That is, the coil33receives an external signal, and then the stiffness adjustment valve11and the control valve12are opened or closed according to the external signal. This makes the control method of the stiffness adjustment valve11and the control valve12simple, reliable and automatic. It can be understood that by controlling the magnitude and direction of a current flowing into the coil33, operating states of the stiffness adjustment valve11and the control valve12can be controlled.

Optionally, the stiffness adjustment valve11and the control valve12are two-position two-way solenoid valves respectively. In some examples of this application, the oil return valve27is a solenoid valve and cooperates with the coil33. Optionally, the oil return valve27is a two-position two-way solenoid valve.

In some examples of this application, as shown inFIG.3, the stiffness adjustment valve11, the control valve12and the oil return valve27are all placed in the end cap42, so that by providing the end cap42, the stiffness adjustment valve11, the control valve12and the oil return valve27can be protected and integration can also be improved.

Certainly, it can be understood that the arrangement positions of the liquid reservoir1, the stiffness adjustment accumulator10, the stiffness adjustment valve11and the control valve12can be adjusted according to the actual condition, for example, according to the layout space of the entire vehicle. For example, in some examples of this application, the damping adjustment valve8is placed on the same side as the external connection port320, and the damping accumulator9is placed on the opposite side of the liquid reservoir1, so that the space of the external connection port320can be reasonably utilized to arrange the damping adjustment valve8.

In some examples of this application, the damping adjustment valve8is placed on the opposite side of the liquid reservoir1and the damping accumulator9is arranged on the front side of the integrated base. In this case, the control pump26, the pressure stabilizing accumulator29, the stiffness adjustment accumulator10, and the damping accumulator9are all arranged on the front side of the integrated base32. This arrangement manner is conducive to saving the space around the integrated base32and rationally utilizing the surrounding region of the integrated base32for entire vehicle layout.

In some further examples of this application, the damping adjustment valve8is placed on the opposite side of the liquid reservoir1, and the damping accumulator9is arranged on the opposite side of the external connection port320. The damping accumulator9and the damping adjustment valve8are vertically arranged. This arrangement is conducive to the layout of the flow channels in the integrated base32.

The following describes a hydraulic suspension system1000according to an embodiment of the present disclosure with reference toFIG.1toFIG.11. The hydraulic suspension system1000is applied to a vehicle, and the hydraulic suspension system1000is configured to connect the axle and the body of the vehicle. It should be noted that in the description of this application, front refers to a direction toward the head of the vehicle, and rear refers to a direction toward the rear of the vehicle. In the forward direction, a right hand direction of a main driver is the right side, and a left hand direction of the main driver is the left side.

As shown inFIG.1toFIG.10, the hydraulic suspension system1000according to an embodiment of the present disclosure includes: multiple hydraulic integrated control modules100and multiple shock absorbers200, the multiple hydraulic integrated control modules100being respectively in one-to-one correspondence with multiple wheel hubs of the vehicle. Specifically, the multiple hydraulic integrated control modules100include a left front hydraulic integrated control module100, a right front hydraulic integrated control module100, a left rear hydraulic integrated control module100, and a right rear hydraulic integrated control module100. The left front hydraulic integrated control module100is configured to control the left front vehicle body, the right front hydraulic integrated control module100is configured to control the right front vehicle body, the left rear hydraulic integrated control module100is configured to control the left rear vehicle body, and the right rear hydraulic integrated control module100is configured to control the right rear vehicle body.

The shock absorber200includes a first cylinder201, a piston202, and a piston rod203. The piston202is located in the first cylinder201to cooperate with the first cylinder201to define an upper chamber2011and a lower chamber2012. The piston rod203is connected to the piston202and an upper end of the piston rod203is configured to connect to the vehicle body. Multiple shock absorbers200are arranged in one-to-one correspondence with the multiple hydraulic integrated control modules100. The external connection port320of each integrated base32is connected to the lower chamber2012.

According to the hydraulic suspension system1000in the embodiments of the present disclosure, the oil channel44is integrated into the integrated base32, so that the liquid reservoir1and the accumulator module are arranged on the integrated base32to connect to the oil channel44. In this way, the oil channel44, the liquid reservoir1, and the accumulator module are integrated together to reduce the volume of the entire hydraulic integrated control module100, no complex oil channels need to be connected, and leakage risks are reduced. When used in vehicles, the hydraulic suspension system effectively solves the contradiction between vehicle comfort and operation stability.

In some embodiments of the present disclosure, the oil inlet and outlet of the stiffness adjustment accumulator10are connected to the oil channel44through a first branch. The stiffness adjustment valve11is connected in series on the first branch. The stiffness adjustment valve11is configured to connect or disconnect the first branch.

The control valve12is connected in series on the oil channel44to control whether the oil flows to the shock absorber200. When the stiffness adjustment valve11is opened and the control valve12is closed, the oil in the liquid reservoir1enters the stiffness adjustment accumulator10through the first branch to enable the stiffness adjustment accumulator10to store energy. When the stiffness adjustment valve11and the control valve12are both opened, the oil in the stiffness adjustment accumulator10can flow into the shock absorber200, and the stiffness adjustment valve11and the control valve12are both configured to connect to a control unit2000of the vehicle.

Specifically, the hydraulic suspension system1000has a pressure boost mode. In the pressure boost mode, the stiffness adjustment valve11is opened and the control valve12is closed, and the oil in the liquid storage assembly enters the stiffness adjustment accumulator10to enable the stiffness adjustment accumulator10to store energy.

When a corresponding vehicle body needs to be lifted, for example, when the height of the entire vehicle body needs to be lifted, a control signal is received in each hydraulic control mode, the control unit2000controls the stiffness adjustment valve11and the control valve12in each hydraulic integrated control modules100to be both in the open state, and the oil in the stiffness adjustment accumulator10enters the lower chamber2012of the corresponding shock absorber200, so that the oil in the lower chamber2012increases to push the piston202upward, and the piston202moves upward to drive the piston rod203to rise to lift the vehicle body, thereby completing the lifting function of the vehicle body. In some examples of this application, the hydraulic suspension system1000of this application can complete one lift after each energy storage. When lifting again, the stiffness adjustment accumulator10needs to store energy.

When the height of the vehicle body needs to be lowered, the oil in the lower chamber2012can also be discharged to the oil channel44under the action of vehicle gravity to flow back into the liquid storage assembly, thereby reducing the height of the vehicle body.

A vehicle encounters a variety of road conditions during driving. Once a suspension system of a vehicle in related art is selected, the suspension system cannot be adjusted while the vehicle is driving. Therefore, the traditional suspension can ensure that the vehicle achieves optimal performance matching under road and speed conditions, and can passively withstand the force of the ground on the vehicle body, and cannot change suspension parameters according to different roads and vehicle speeds, let alone actively control force of the ground on the vehicle body.

According to the hydraulic suspension system1000according to the embodiments of the present disclosure, the height of the vehicle body can be adjusted according to road conditions or the like. For example, when passing through a relatively rugged mountain road, the vehicle can enter the lift mode, which can improve the center of mass of the vehicle and improve vehicle driving stability. When it is necessary to reduce the impact of the vehicle body on the driving speed, it can enter the height reduction mode to lower the center of mass of the vehicle. Certainly, it can be understood that the above is an exemplary description, and the height of the vehicle body can also be adjusted according to actual needs during driving.

When the stiffness needs to be increased, the stiffness adjustment valve11can be closed, causing the stiffness adjustment accumulator10to be disconnected from the shock absorber200, thereby increasing the stiffness of the hydraulic integrated control module100. For example, the front axle needs to provide greater stiffness in an anti-dive condition during brake and a cornering anti-roll condition. In this case, the stiffness adjustment valve11of the left front hydraulic integrated control module100can be closed and the stiffness adjustment valve11of the right front hydraulic integrated control module100can be closed.

It can be understood that since each hydraulic integrated control module100includes a stiffness adjustment accumulator10, a stiffness adjustment valve11and a control valve12, the stiffness adjustment valve11and the control valve12of each hydraulic integrated control module100are both electrically connected to the control unit2000. Therefore, each hydraulic integrated control module100can be independently controlled, that is, the left front vehicle body can be lifted separately, and the left front vehicle body and the right front vehicle body can be lifted separately, or the like, which can be selected according to actual needs.

During the driving of the vehicle, when a left front wheel encounters an obstacle such as a raised stone, the piston rod203of the left front hydraulic integrated control module100moves downward to squeeze the lower chamber2012, and the oil in the lower chamber2012is discharged to a corresponding liquid storage assembly. In this case, the control unit2000can control the stiffness adjustment valves11and the control valves12in the right front hydraulic integrated control module100, the left rear hydraulic integrated control module100, and the right rear hydraulic integrated control module100to be in an open state, and control the right front vehicle body, the right rear vehicle body, and the left rear vehicle body to be raised to avoid roll.

When the vehicle brakes suddenly in an emergency condition during driving, dive is likely to occur as a form of pitch. In this case, the control unit2000can control the stiffness adjustment valves11and the control valves12in the left front hydraulic integrated control module100and the right front hydraulic integrated control module100to be both in an open state to raise the left front vehicle body and the right front vehicle body, so that the purpose of anti-dive can be achieved.

It should be noted that the above is two exemplary descriptions. During the driving of the vehicle, the open and closed states of the stiffness adjustment valve11and the control valve12of each hydraulic integrated control module100can be controlled according to a vehicle speed, a road condition, the need to anti-lift when starting the vehicle, and the need to anti-dive when braking suddenly, or the like, to meet various needs.

In some examples of this application, an automatic height adjustment mode includes: a vehicle height in a moving state changes with a vehicle speed according to a set program, load balancing, a trailer mode, a towed mode, a jack mode, an automatic height suppression function, a mode of lifting the vehicle body to escape, and the like. The vehicle height can be raised in the trailer mode, and the vehicle height can be lowered in the towed mode.

The hydraulic suspension system1000according to the embodiments of the present disclosure includes multiple independently controlled hydraulic integrated control modules100, and can adjust the height of the vehicle body and the suspension stiffness at different positions according to the actual condition, so that the hydraulic suspension system1000can meet different needs and can achieve anti-roll and anti-pitch, can improve the operation stability of the vehicle and effectively solve the contradiction between vehicle comfort and operation stability.

According to some embodiments of the present disclosure, as shown inFIG.5andFIG.6, the hydraulic suspension system1000also includes a pressure relief valve31, the pressure relief valve31is connected to the oil channel44, that is, the pressure relief valve31is located at an outlet end of the control pump26. When the pressure at the liquid outlet of the control pump26reaches a threshold, the pressure relief valve31opens to relieve the pressure, thereby protecting the hydraulic suspension system1000within a normal pressure range. It should be noted that the working principle of the pressure relief valve31is related art and will not be described in detail here. In some examples of the present disclosure, as shown inFIG.5andFIG.6, each hydraulic integrated control module100includes a pressure sensor34. The pressure sensor34is configured to detect the pressure at the outlet end of the control pump26to ensure that when the pressure at the liquid outlet of the control pump26reaches a threshold, this can be detected in time to ensure that the hydraulic suspension system1000is within a normal pressure range.

In some embodiments of the present disclosure, as shown inFIG.5toFIG.8, each piston rod203is provided with an oil liquid channel204. The oil liquid channel204is connected to the lower chamber2012, and the oil channel44is connected to the piston rod203. Therefore, the oil liquid channel204is defined by arranging the hollow piston rod203. The oil in the liquid reservoir1can enter the lower chamber2012through the oil liquid channel204, and the oil from the lower chamber2012can be discharged from the shock absorber200through the oil liquid channel204, so that on the basis of ensuring that the oil can flow in and out of the shock absorber200smoothly, the weight of the shock absorber200can be reduced, costs can also be reduced, the adjustment method is simple, the reliability is high, and the response speed is fast.

It can be understood that each hydraulic integrated control module100can adjust the damping according to actual needs, that is, four hydraulic integrated control modules100can adjust the damping at the same time, or one hydraulic integrated control module, two hydraulic integrated control modules or three hydraulic integrated control modules can adjust the damping.

In some examples of this application, the hydraulic suspension system1000requires damping adjustment in the following modes: hammer sensitivity control, large-amplitude control, roll control, anti-dive anti-lift control, and high speed control. The hammer sensitivity control is mainly triggered when undulations on the road are small and do not reach the off-road condition. In order to cope with the small undulations, the damping is not increased, mainly to ensure the vehicle body comfort. The large-amplitude control is mainly triggered in off-road conditions with large undulations on the road. At low speeds, the undulations are very large and the damping is increased to ensure vehicle body control stability. The roll control is mainly triggered during cornering to change a damping force to reduce roll. When the control unit2000recognizes that the lateral acceleration is greater than a certain value (for example, greater than 0.2 g), the outer damping is increased during roll. This operation is maintained for a certain period of time (for example, for 0.5 seconds), and the height change function is inhibited at this time. The anti-dive control is mainly triggered to change a damping force during braking for anti-dive. When the control unit2000recognizes that the acceleration is greater than a certain value (for example, greater than 0.2 g), the control unit suppresses the height change, increases the front side damping and increases the front side stiffness during dive. The altitude suppression function maintains for 1 second until the acceleration falls below a certain value (for example, below 0.2 g). The anti-lift control is mainly triggered to change a damping force during acceleration for anti-lift, thereby increasing rear damping during acceleration. The high-speed control is mainly triggered to change the damping force with the vehicle speed, that is, the damping is small at a low speed and large at a high speed.

In some examples of this application, a metal corrugated pipe accumulator is used as the damping accumulator9, and a diaphragm accumulator is used as the stiffness adjustment accumulator10. The diaphragm accumulator has a faster pressure storage capacity and a higher pressure storage quantity than the metal corrugated pipe accumulator. The diaphragm accumulator can achieve a higher pressure storage quantity in a shorter period of time; therefore, the diaphragm accumulator is used as the stiffness adjustment accumulator10to store pressure for each suspension to achieve vehicle body lifting. It should be noted that the energy storage principles of metal corrugated pipe accumulators and diaphragm accumulators are both related art and will not be described in detail here.

As shown inFIG.6, in some embodiments of the present disclosure, the hydraulic suspension system1000also includes a central control cylinder24, where the central control cylinder24includes a second cylinder240and a moving part241. The moving part241is movably provided in the second cylinder240and cooperates with the second cylinder240to define a first chamber243, a second chamber244, a third chamber245and a fourth chamber246. The first chamber243, the second chamber244, the third chamber245and the fourth chamber246are sequentially arranged in the moving direction of the moving part241. The first chamber243and the second chamber244are distributed on one side of a middle contact part2411of the moving part241, the third chamber245and the fourth chamber246are distributed on the other side of the middle contact part2411, and the middle contact part2411moves in cooperation with the inner wall of the second cylinder240.

The oil channel44of the left front hydraulic integrated control module100is connected to one of the first chamber243and the second chamber244, and the corresponding oil channel44of the right rear hydraulic integrated control module100is connected to the other of the first chamber243and the second chamber244. The corresponding oil channel44of the right front hydraulic integrated control module100is connected to one of the third chamber245and the fourth chamber246, and the corresponding oil channel44of the left rear hydraulic integrated control module100is connected to the other of the third chamber245and the fourth chamber246. For the convenience of description below, an example in which the oil channel44of the left front hydraulic integrated control module100is connected to the first chamber243, the oil channel44of the right rear hydraulic integrated control module100is connected to the second chamber244, the oil channel44of the left rear hydraulic integrated control module100is connected to the third chamber245, and the oil channel44of the right front hydraulic integrated control module100is connected to the fourth chamber246is used to describe the principle.

To this end, the integrated control module is also provided with a connection port connected to the central control cylinder.

Specifically, when the vehicle has a tendency to roll, for example, the piston rods203corresponding to the left front hydraulic integrated control module100and the left rear hydraulic integrated control module100are compressed, oil in the lower chamber2012corresponding to the left front hydraulic integrated control module100is discharged to the first chamber243through the oil liquid channel204, and oil in the lower chamber2012corresponding to the left rear hydraulic integrated control module100is discharged to the third chamber245through the oil liquid channel204. Since the first chamber243and the third chamber245are located on two sides of the middle contact part2411, a direction of a force exerted by the oil in the first chamber243on the middle contact part2411is opposite to that of a force exerted by the oil in the third chamber245on the middle contact part2411. The forces in the two opposite directions cancel each other so that the moving part241does not move, thereby inhibiting the movement of the piston rod203corresponding to the left front hydraulic integrated control module100and the piston rod203corresponding to the left rear hydraulic integrated control module100, which can inhibit roll.

When the left front wheel of the vehicle encounters an obstacle such as a stone, and the left front wheel is raised so that a compression amplitude corresponding to the left front hydraulic integrated control module100is greater than a compression amplitude corresponding to the left rear hydraulic integrated control module100, the amount of oil discharged from the left front hydraulic integrated control module100to the first chamber243is greater than the amount of oil discharged from the left rear hydraulic integrated control module100to the third chamber245, thereby causing the moving part241to move to the right to squeeze the third chamber245and the fourth chamber246. The oil in the third chamber245can be discharged to the corresponding lower chamber2012of the left rear hydraulic integrated control module100to cause the piston rod203to move upward. The oil in the fourth chamber246can be discharged to the corresponding lower chamber2012of the right front hydraulic integrated control module100to cause the piston rod203to move upward, thereby reducing the risk of the left rear wheel and the right front wheel coming off the ground and improving the stability of the vehicle.

Certainly, it can be understood that the above conditions are illustrative descriptions. When the vehicle encounters other working conditions, such as the right front wheel is raised, or the left rear wheel is raised, the oil flows according to the above linkage principle to avoid the vehicle from rolling. Not all working condition are described in detail herein.

When an off-road vehicle passes through undulating roads, if the ground clearance and breakover angle are small, passability of the vehicle is affected. When climbing or leaving a slope, if the approach angle and departure angle are excessively small, the head and the tail of the vehicle are held up, preventing the vehicle from passing normally. When a vehicle drives on a side slope, an excessively steep side slope can easily cause the vehicle to slide or roll over, and driving safety cannot be ensured. When a vehicle turns and the lateral acceleration is excessively large or the vehicle is impacted by an external force during driving on a road, there is a risk of rollover. Due to the higher center of mass, off-road vehicles are more likely to roll over, making it more difficult to ensure their safety and stability. In response to driving requirements of the above complex and changeable terrain and road conditions, the hydraulic suspension system according to the embodiments of the present disclosure can adjust the vehicle body posture according to the road conditions through the central control cylinder24, thereby improving adaptability of an off-road vehicle to all-terrain working conditions.

In some embodiments of the present disclosure, as shown inFIG.9, the moving part241includes a moving body part2410, and the intermediate contact part2411is an annular protrusion provided on the moving body part2410. In the moving direction of the moving part241, the second cylinder240is provided with a middle cavity, a left cavity and a right cavity. Extension openings of the left cavity and the right cavity are located on the inner wall of the middle cavity. A left end of the moving body part2410extends into the left cavity through the extension opening of the left cavity, and a right end of the moving body part2410extends into the right cavity through the extension opening of the right cavity.

The first chamber243is defined between the left end part of the moving body part2410and the left cavity. A part of the moving body part2410is in sliding fit with the inner wall of the left cavity, the middle contact part2411is in sliding fit with the inner wall of the middle cavity to define the second chamber244and the third chamber245, and the fourth chamber246is defined between the right end part of the moving body part2410and the right cavity. Therefore, the structure of the central control cylinder24is simple.

Optionally, as shown inFIG.9, the central control cylinder24also includes a first return spring247and a second return spring248. Two ends of the first return spring247are respectively stopped against the left ends of the second cylinder240and the moving part241. Two ends of the return spring248are respectively stopped against the right ends of the second cylinder240and the moving part241. The first return spring247and the second return spring248push the moving part241to return toward the middle. Specifically, when the vehicle rolls and the moving part241moves to the left, the first return spring247can push the moving part241to the right to return the moving part241. When the vehicle rolls and the moving part241moves to the right, the second return spring248can push the moving part241to the left to return the moving part241, thereby ensuring the reliability of the central control cylinder24.

In some examples of the present disclosure, as shown inFIG.9, the central control cylinder24includes a guide component249. The guide component includes a first guide piece2490and a second guide piece2491, and the first guide piece2490is in sliding fit with the second guide piece2491. The first guide piece2490is fixed on the second cylinder240, the second guide piece2491is fixed on the moving part241, the first return spring247is sleeved on the guide component249on the left and the first return spring247is stopped against the first guide piece2490, and the second return spring248is sleeved on the guide component249on the right and the second return spring248is stopped against the first guide piece2490. Therefore, arrangement of the guide component249not facilitates the assembly of the first return spring247and the second return spring248, and also facilitates limiting the deformation degree of the first return spring247and the second return spring248, to avoid failure due to excessive deformation of the first return spring247and the second return spring248.

Optionally, the second guide piece2491is a screw, and one end of the second guide piece2491extends into the first guide piece2490to move in cooperation with the first guide piece2490, thereby making the structure of the guide component249simple and reliable.

As shown inFIG.10, ports of the central control cylinder24connected to the piston rods203of the four hydraulic integrated control modules100are located on the same side, thereby facilitating pipeline connection.

As shown inFIG.5andFIG.6, in some embodiments of the present disclosure, the hydraulic suspension system1000also includes multiple damping springs205. The multiple damping springs205are arranged in one-to-one correspondence with the multiple shock absorbers. Two ends of the damping spring205are configured to connect to the vehicle body and the axle. Therefore, by arranging the damping spring205, the buffering effect of each shock absorber can be increased and roll on the vehicle body during driving can be reduced. It can be understood that the hydraulic suspension system1000includes a shock absorber assembly2, and each shock absorber assembly2includes a shock absorber200and a damping spring205, thereby buffering the vehicle body through the shock absorber assembly2.

Optionally, as shown inFIG.5andFIG.6, the shock absorbing spring205of the left front hydraulic integrated control module100is fixedly sleeved on the shock absorber200, the shock absorbing spring205of the right front hydraulic integrated control module100is fixedly sleeved on the shock absorber200, the damping spring205of the left rear hydraulic integrated control module100is arranged in parallel with the shock absorber200, and the damping spring205of the right rear hydraulic integrated control module100is arranged in parallel with the shock absorber200.

The hydraulic suspension system1000according to two embodiments of the present disclosure will be described in detail below with reference toFIG.5andFIG.6. It can be understood that each of the above embodiments is an exemplary description, rather than a limiting description, and may be determined according to the actual condition. Exemplary modifications are made to each embodiment.

As shown inFIG.5, the hydraulic suspension system1000according to the embodiment of the present disclosure includes a left front hydraulic integrated control module100, a right front hydraulic integrated control module100, a left rear hydraulic integrated control module100, and a right rear hydraulic integrated control module100. Optionally, each hydraulic integrated control module100includes: a liquid reservoir1, a control pump26, an oil return valve27, a one-way valve28, a pressure stabilizing accumulator29, a pressure relief valve31, a damping adjustment valve8, a damping accumulator9, a stiffness adjustment accumulator10, and a pressure reducing accumulator30.

The left front hydraulic integrated control module100and the right front hydraulic integrated control module100are each provided with a shock absorber200and a shock absorbing spring205, and the shock absorbing spring205is fixedly sleeved on the shock absorber200. The left rear hydraulic integrated control module100and the right rear hydraulic integrated control module100are each provided with a shock absorber200and a damping spring205. The damping spring205and the shock absorber200are arranged side by side. Two ends of the shock absorber205corresponding to the left rear hydraulic integrated control module100are connected to the vehicle body and the axle respectively. Two ends of the damping spring205corresponding to the right rear hydraulic integrated control module100are connected to the vehicle body and the axle respectively. Each shock absorber200includes a first cylinder201, a piston rod203, and a piston202. The piston rod203is connected to the piston202. The piston202is movably arranged in the first cylinder201to define an upper chamber2011and a lower chamber2012. The piston rod203is provided with an oil liquid channel204, and the oil liquid channel204is connected to the lower chamber2012.

The oil liquid channel204of each shock absorber200is connected to the liquid reservoir1through the oil channel44. The control valve12is connected to the oil channel44to control its opening or closing.

The liquid reservoir1has a liquid outlet and a liquid inlet, and the control pump26is connected to the liquid outlet and the oil channel44respectively to guide the oil in the liquid reservoir1to the oil channel44. The oil return valve27is connected to the liquid inlet and the oil channel44respectively. When the oil return valve27is opened, oil flows from the oil channel44to the liquid inlet. The one-way valve28is provided at the outlet end of the control pump26and provides one-way communication. The pressure stabilizing accumulator29is provided at the outlet end of the control pump26and is located between the one-way valve28and the control pump26. The pressure stabilizing accumulator29can stabilize and eliminate flow fluctuations at the outlet end of the control pump26.

The pressure relief valve31is connected to the oil channel44.

The stiffness adjustment accumulator10corresponding to each hydraulic integrated control module100is connected to the oil channel44. The oil inlet and outlet of the stiffness adjustment accumulator10are provided with a stiffness adjustment valve11, and the stiffness adjustment valve11is normally in a closed state.

Each oil channel44is also provided with a damping adjustment valve8, a damping accumulator9, and a control valve12. The damping adjustment valve8is configured to adjust a flow that passes through the corresponding oil channel44to adjust the damping of the hydraulic suspension system1000. The damping accumulator9can store energy. The control valve12is arranged between the damping accumulator9and the stiffness adjustment accumulator10.

Specifically, the hydraulic suspension system1000has a pressure boost mode, a lifting mode, and a height lowering mode. In the pressure boost mode, the control valve12is closed, the stiffness adjustment valve11is opened, and the control pump26is operated so that the oil in the liquid reservoir1flows to the corresponding stiffness adjustment accumulator10to store energy. The stiffness adjustment valve11is closed after each stiffness adjustment accumulator10stores energy.

In the lifting mode, the oil in the liquid reservoir1or the oil in the stiffness adjustment accumulator10can enter the corresponding oil liquid channel204, and the hydraulic oil entering each oil liquid channel204flows into the lower chamber2012, so that the hydraulic pressure in the lower chamber2012increases and the piston202moves upward. The upward movement of the piston202drives the piston rod203to move upward. The piston rod203of the left front hydraulic integrated control module100moves upward, the piston rod203of the right front hydraulic integrated control module100moves upward, the piston rod203of the left rear hydraulic integrated control module100moves upward, and the piston rod203of the right rear hydraulic integrated control module100moves upward, to drive the vehicle body to move upward to achieve the purpose of lifting the vehicle body.

In the height lowering mode, the oil of each hydraulic integrated control module100flows out of the oil liquid channel204, and the hydraulic pressure of the lower chamber2012of each shock absorber200is reduced so that the piston202moves downward, and the downward movement of the piston202drives the piston rod203to move downward. The piston rod203of the left front hydraulic integrated control module100moves downward, the piston rod203of the right front hydraulic integrated control module100moves downward, the piston rod203of the left rear hydraulic integrated control module100moves downward, and the piston rod203of the right rear hydraulic integrated control module100moves downward, to drive the vehicle body to move downward to achieve the purpose of lowering the height of the vehicle body. When the pressure in the hydraulic suspension system1000is relatively high, for example, it is detected that the pressure at the outlet of the control pump26reaches a certain threshold (30 MPa), the oil return valve27is opened to relieve pressure to protect the hydraulic suspension system1000within the normal pressure range. In this case, the oil in each shock absorber200can flow to the liquid reservoir1through the oil channel44and the oil return valve27.

If the pressure in the hydraulic suspension system1000is still high after pressure relief or the pressure is high during operation, the pressure relief valve31can be opened to perform pressure relief to ensure the reliable operation of the entire hydraulic suspension system1000.

During the driving of the vehicle, if the damping of the hydraulic suspension system1000is large, the vehicle body is bumpy and the comfort is affected. The amount of oil in the oil channel44can be adjusted through the damping adjustment valve8to adjust damping of the hydraulic suspension system1000. When the opening of the damping adjustment valve8decreases so that the amount of oil that can flow through the oil channel44decreases, a part of the oil in the oil channel44can enter the damping accumulator9to store energy. When the opening of the damping adjustment valve8increases, the oil in the damping accumulator9can enter the oil channel44for oil replenishment, so that the damping of the hydraulic suspension system1000can be reliably adjusted.

When the stiffness of the hydraulic suspension system1000is large and reduces the comfort of the vehicle, the stiffness adjustment valve11can be controlled to open, and the oil in the stiffness adjustment accumulator10can be replenished into each oil channel44, thereby reducing the stiffness of the hydraulic suspension system1000and increasing the buffering effect of the hydraulic suspension system1000against bumps.

As shown inFIG.6, in this embodiment, compared with Embodiment 1, the hydraulic suspension system1000according to the embodiment of the present disclosure further includes a central control cylinder24.

The central control cylinder24includes a second cylinder240and a moving part241. The moving part241is movably provided in the second cylinder240and cooperates with the second cylinder240to define a first chamber243, a second chamber244, a third chamber245and a fourth chamber246. The first chamber243, the second chamber244, the third chamber245and the fourth chamber246are sequentially arranged in the moving direction of the moving part241. The first chamber243and the second chamber244are distributed on one side of a middle contact part2411of the moving part241, the third chamber245and the fourth chamber246are distributed on the other side of the middle contact part2411, and the middle contact part2411moves in cooperation with the inner wall of the second cylinder240.

The corresponding oil liquid channel204of the left front hydraulic integrated control module100is connected to one of the first chamber243and the second chamber244, and the corresponding oil liquid channel204of the right rear hydraulic integrated control module100is connected to the other of the first chamber243and the second chamber244. The corresponding oil liquid channel204of the left rear hydraulic integrated control module100is connected to one of the third chamber245and the fourth chamber246, and the corresponding oil liquid channel204of the right front hydraulic integrated control module100is connected to the other of the third chamber245and the fourth chamber246. For the convenience of description below, an example in which the corresponding oil liquid channel204of the left front hydraulic integrated control module100is connected to the first chamber243, the corresponding oil liquid channel204of the right rear hydraulic integrated control module100is connected to the second chamber244, the corresponding oil liquid channel204of the left rear hydraulic integrated control module100is connected to the third chamber245, and the corresponding oil liquid channel204of the right front hydraulic integrated control module100is connected to the fourth chamber246is used to describe the principle.

Specifically, when the vehicle has a tendency to roll, for example, the piston rods203corresponding to the left front hydraulic integrated control module100and the left rear hydraulic integrated control module100are compressed, and the piston rods203corresponding to the left front hydraulic integrated control module100and the left rear hydraulic integrated control module100are extended, oil in the lower chamber2012corresponding to the left front hydraulic integrated control module100is discharged to the first chamber243through the oil liquid channel204, and oil in the lower chamber2012corresponding to the left rear hydraulic integrated control module100is discharged to the third chamber245through the oil liquid channel204. Since the first chamber243and the third chamber245are located on two sides of the middle contact part2411, a direction of a force exerted by the oil in the first chamber243on the middle contact part2411is opposite to that of a force exerted by the third chamber245on the middle contact part2411. The forces in the two opposite directions cancel each other so that the moving part241does not move, thereby inhibiting the movement of the piston rod203corresponding to the left front hydraulic integrated control module100and the piston rod203corresponding to the left rear hydraulic integrated control module100, which can inhibit roll.

When the left front wheel of the vehicle encounters an obstacle such as a stone, and the left front wheel is raised so that a compression amplitude corresponding to the left front hydraulic integrated control module100is greater than a compression amplitude corresponding to the left rear hydraulic integrated control module100, the amount of oil discharged from the left front hydraulic integrated control module100to the first chamber243is greater than the amount of oil discharged from the left rear hydraulic integrated control module100to the third chamber245, thereby causing the moving part241to move to the right to squeeze the third chamber245and the fourth chamber246. The oil in the third chamber245can be discharged to the lower chamber2012of the left rear hydraulic integrated control module100to cause the piston rod203to move upward. The oil in the fourth chamber246can be discharged to the lower chamber2012of the right front hydraulic integrated control module100to cause the piston rod203to move upward, thereby reducing the risk of the left rear wheel and the right front wheel coming off the ground and improving the stability of the vehicle.

Certainly, it can be understood that the above conditions are illustrative descriptions. When the vehicle encounters other working conditions, such as the right front wheel is raised, or the left rear wheel is raised, the oil flows according to the above linkage principle to avoid the vehicle from rolling. Not all working condition are described in detail herein.

The vehicle according to this embodiment of the present disclosure includes the hydraulic suspension system1000according to any foregoing embodiment of the present disclosure.

In some examples of this application, the vehicle can have an entertainment mode, and can quickly change the vehicle posture (lower or raise the vehicle body) according to the entertainment (movie, disco, and music) content to obtain the acceleration required in a corresponding state. In some examples of this application, the vehicle may have a pre-collision suspension control function, which is combined with a radar/camera. When the control unit2000senses a pre-collision signal, the control unit actively controls front suspension stiffness to increase, changes a pitch angle, optimizes friction resistance, and reduces a brake distance. In some examples of this application, the vehicle can have a suspension memory function and a road condition memory function, which are combined with a navigation map, to automatically switch to a previous control strategy (manually adjust the memory) the next time the vehicle passes a road section. In some examples of this application, the vehicle can drive despite wheel blowout, and after a single wheel blows out, the vehicle can still travel a certain distance safely.

In some examples of this application, the vehicle is provided with control keys, and the vehicle user can manually control operating states of the control valve12and the stiffness adjustment valve11in each hydraulic integrated control module100through the control keys, so that the vehicle can switch between multiple modes.

According to the vehicle according to the embodiments of the present disclosure, the height of the vehicle body can be adjusted according to road conditions or the like. For example, when passing through a relatively rugged mountain road, the vehicle can enter the lift mode, which can improve the center of mass of the vehicle and improve vehicle driving stability. When it is necessary to reduce the impact of the vehicle body on the driving speed, it can enter the height reduction mode to lower the center of mass of the vehicle. Certainly, it can be understood that the above is an exemplary description, and the height of the vehicle body can also be adjusted according to actual needs during driving.

The vehicle according to the embodiments of the present disclosure includes multiple independently controlled hydraulic integrated control modules100, and can adjust the height of the vehicle body and the suspension stiffness at different positions according to the actual condition, so that the hydraulic suspension system1000can meet different needs and can achieve anti-roll and anti-pitch, can improve the operation stability of the vehicle and effectively solve the contradiction between vehicle comfort and operation stability. The oil channel44is integrated into the integrated base32, so that the liquid reservoir1and the accumulator module are arranged on the integrated base32to connect to the oil channel44. In this way, the oil channel44, the liquid reservoir1, and the accumulator module are integrated together to reduce the volume of the entire hydraulic integrated control module100, no complex oil channels need to be connected, and leakage risks are reduced.

In some embodiments of the present disclosure, the vehicle further includes: a left front acceleration sensor35, a right front acceleration sensor36, and a rear vehicle body acceleration sensor37, where the left front acceleration sensor35, the right front acceleration sensor36, and the rear vehicle body acceleration sensor37are respectively connected to the control unit2000, and the control unit2000controls open and closed states of the stiffness adjustment valve11and the control valve12according to detection results of the left front acceleration sensor35, the right front acceleration sensor36, and the rear vehicle body acceleration sensor37. As a result, the height and suspension stiffness of the vehicle body at different positions can be adjusted in real time according to the actual condition, effectively resolving the contradiction between vehicle comfort and operation stability. The above independent adjustment method can effectively improve the active safety of the vehicle.

In some embodiments of the present disclosure, the vehicle further includes: a left front horizontal height sensor38, a right front horizontal height sensor39, a left rear horizontal height sensor40, and a right rear horizontal height sensor41, where the left front horizontal height sensor38, the right front horizontal height sensor39, the left rear horizontal height sensor40, and the right rear horizontal height sensor41are respectively configured to detect the height of the corresponding position of the vehicle body, the left front horizontal height sensor38, the right front horizontal height sensor39, the left rear horizontal height sensor40, and the right rear horizontal height sensor41are respectively connected to the control unit2000, and the control unit2000controls open and closed states of the stiffness adjustment valve11and the control valve12according to detection results. As a result, the height of the vehicle body at different positions can be adjusted in real time according to the actual condition, effectively resolving the contradiction between vehicle comfort and operation stability. The above independent adjustment method can effectively improve the active safety of the vehicle.

In some embodiments of the present disclosure, when the control unit2000recognizes that the lateral acceleration is greater than a certain value (for example, greater than 0.2 g), the outer damping is increased during roll. This operation is maintained for a certain period of time (for example, for 0.5 seconds), and the height change function is inhibited at this time. The anti-dive control is mainly triggered to change a damping force during braking for anti-dive. When the control unit2000recognizes that the acceleration is greater than a certain value (for example, greater than 0.2 g), the control unit suppresses the height change, increases the front side damping and increases the front side stiffness during dive. The altitude suppression function maintains for 1 second until the acceleration falls below a certain value (for example, below 0.2 g). The anti-lift control is mainly triggered to change a damping force during acceleration for anti-dive, thereby increasing rear damping during acceleration.

In the description of this application, it should be understood that orientation or position relationships indicated by the terms such as “center”, “longitudinal”, “transverse”, “length”, “width”, “thickness”, “on”, “below”, “front”, “back”, “left”, “right”, “vertical”, “horizontal”, “top”, “bottom”, “inside”, “outside”, “clockwise”, “anticlockwise”, “axial direction”, “radial direction”, and “circumferential direction” are based on orientation or position relationships shown in the accompanying drawings, and are used for ease and brevity of illustration and description, rather than indicating or implying that the mentioned apparatus or component must have a particular orientation or must be constructed and operated in a particular orientation. Therefore, such terms should not be construed as limiting of this application.

In addition, terms “first” and “second” are used merely for the purpose of description, and shall not be construed as indicating or implying relative importance or implying a quantity of indicated technical features. Therefore, a feature limited by “first” or “second” may explicitly or implicitly include one or more of the features. In the descriptions of this application, “multiple” means two or more, unless otherwise definitely and specifically limited.

In this application, unless otherwise explicitly specified or defined, the terms such as “install”, “connect”, “connection”, and “fix” should be understood in a broad sense. For example, the connection may be a fixed connection, a detachable connection, or an integral connection; or the connection may be a mechanical connection or an electrical connection; or the connection may be a direct connection, an indirect connection through an intermediate medium, internal communication between two components, or an interaction relationship between two components. A person of ordinary skill in the art may understand the meanings of the foregoing terms in this application according to conditions.

In this application, unless otherwise explicitly specified or defined, the first feature being located “above” or “below” the second feature may be the first feature being in a direct contact with the second feature, or the first feature being in an indirect contact with the second feature through an intermediary. In addition, that the first feature is “above”, “over”, or “on” the second feature may indicate that the first feature is directly above or obliquely above the second feature, or may merely indicate that the horizontal position of the first feature is higher than that of the second feature. That the first feature is “below”, “under”, and “beneath” the second feature may be that the first feature is right below the second feature or at an inclined bottom of the second feature, or may merely indicate that the horizontal position of the first feature is lower than that of the second feature.

In the descriptions of this specification, a description of a reference term such as “an embodiment”, “some embodiments”, “an example”, “a specific example”, or “some examples” means that a feature, structure, material, or characteristic that is described with reference to the embodiment or the example is included in at least one embodiment or example of this application. In this specification, schematic descriptions of the foregoing terms are not necessarily directed at the same embodiment or example. Besides, the features, the structures, the materials or the characteristics that are described may be combined in proper manners in any one or more embodiments or examples. In addition, a person skilled in the art may integrate or combine different embodiments or examples described in the specification and features of the different embodiments or examples as long as they are not contradictory to each other.

Although the embodiments of the present disclosure have been shown and described above, it can be understood that, the foregoing embodiments are exemplary and should not be understood as limitation to the present disclosure. A person of ordinary skill in the art can make changes, modifications, replacements, or variations to the foregoing embodiments within the scope of the present disclosure.