CN120080674A

CN120080674A - A vehicle suspension system capable of switching working modes

Info

Publication number: CN120080674A
Application number: CN202510074947.5A
Authority: CN
Inventors: 张农; 钟伟民; 周敏
Original assignee: Individual
Current assignee: Individual
Priority date: 2024-04-26
Filing date: 2025-01-03
Publication date: 2025-06-03

Abstract

The invention relates to a vehicle suspension system capable of switching working modes, which comprises a left shock absorber, a right shock absorber and an oil way control assembly positioned between the two shock absorbers, wherein the right shock absorber and the left shock absorber have the same internal structure and oil port design, the oil way control assembly is connected with a plurality of oil ports arranged at different positions of the two shock absorbers so as to construct a plurality of oil ways with different connection modes and different circulation states between the two shock absorbers, and hydraulic oil in the two shock absorbers can have different flow modes under the regulation and control of the oil way control assembly, so that different working modes of the vehicle suspension system are correspondingly formed, wherein the working modes comprise an anti-roll mode, an anti-pitch mode and a comfortable mode. The vehicle suspension system is capable of switching between different modes by selectively adjusting the positions of the first, second and third solenoid valves in the oil circuit control assembly so that the form of interconnection between the left and right shock absorbers.

Description

Vehicle suspension system capable of switching working modes

Technical Field

The invention relates to the technical field of vehicle suspensions, in particular to a vehicle suspension system capable of switching working modes.

Background

The magnitude of the damping force of a vehicle shock absorber directly determines the operational stability and ride comfort of the chassis suspension, but the demands of the operational and comfort properties on the damping force often contradict. When the damping force of the shock absorber is large, the operability of the automobile suspension is better, but the riding comfort is reduced, and the shock absorber is suitable for conditions such as sudden acceleration, sudden braking, sudden turning, pit pavement and the like, and is beneficial to reducing the roll, pitch and wheel runout of the automobile body. When the damping force of the shock absorber is small, the riding comfort of the automobile is improved, but the operability is correspondingly reduced, and the shock absorber is suitable for rugged mountain roads. The adjustable shock absorber can select proper damping coefficient according to road conditions, vehicle speed, load and movement mode changes, so that wheels can be attached to a road surface at any time, the stability of a vehicle body can be guaranteed, the balance of operability and comfort is realized, and the adjustable shock absorber is a future development direction of the vehicle shock absorber.

The automotive suspension is a component for elastic connection between a vehicle body (frame) and wheels (axle), is a generic name of a force transmission connection device, is used for maintaining the stability of the vehicle body and relieving vibration impact caused by uneven road surface, and generally consists of an elastic element, a guiding device, a shock absorber and the like. The whole vehicle suspension system is used as an executing mechanism, can generate suspension force to act on the whole vehicle system, improves the dynamic performance of the vehicle, and is closely related to the stability, smoothness and safety of the vehicle.

The hydraulic interconnecting suspension has a plurality of advantages, such as being capable of effectively improving contradictory relation among performances of a suspension system, executing interconnecting configuration switching by matching with corresponding control strategies, realizing vertical, roll and pitch control of the vehicle body posture, effectively reducing economic cost and failure occurrence rate of the system, and being capable of actively adjusting the state of the suspension, thereby adapting to requirements of the vehicle on comfort and steering stability according to external excitation and road surface working conditions.

CN109484123A discloses a vehicle body height adjusting system and a vehicle body height adjusting method, the system comprises four groups of oil-gas springs which are respectively arranged at four supporting points of a vehicle body, each group of oil-gas springs is formed by connecting two integral oil-gas separation oil-gas springs in series, the four groups of oil-gas springs are respectively connected with a pump source through four groups of driving valve groups, the pump source is connected with an oil tank, the driving valve groups are formed by connecting proportional solenoid valves, overlapped hydraulic control one-way valves and valve seats in series from top to bottom, each group of oil-gas springs is provided with an angle sensor and a travel switch, oil inlet and outlet pipes of each group of oil-gas springs are respectively provided with a pressure sensor, oil inlet and outlet ports of each oil-gas spring are connected with the driving valve groups through high-pressure stop valves, explosion-proof valves are arranged in the oil inlet and outlet ports of each oil-gas spring, and the angle sensor, the travel switch, the pressure sensor, the pump source and the driving valve groups are connected with a control device, and the control device is connected with an operation panel. However, although the technical scheme can buffer and absorb the vibration energy of the suspension system by using four groups of hydro-pneumatic springs to realize the height adjustment of the vehicle body, different hydro-pneumatic springs belong to relatively independent control processes, the interactive adjustment and control of a liquid path cannot be realized, and the switching of interconnection configuration cannot be carried out according to different working modes of the vibration reduction system so as to adapt to different driving road conditions.

Furthermore, since the applicant has studied numerous documents and patents on the one hand, and since the applicant has made the present invention, the text is not to be limited to all details and matters of detail, but this is by no means the present invention does not feature these prior art features, but rather the present invention has features of all prior art, and the applicant has remained in the background art to which this invention pertains.

Disclosure of Invention

The suspension system is an important component in the chassis structure of the automobile, and plays a vital role in improving the running smoothness, the steering stability and the safety of the whole automobile. In the running process of the vehicle, the suspension system is mainly responsible for absorbing impact force generated by uneven pavement so as to reduce vibration suffered by the vehicle body and passengers, thereby ensuring the riding comfort of the passengers. In addition, it is desirable to provide sufficient support and stability to ensure that the driver is able to effectively maneuver the vehicle over a wide variety of road conditions. However, most of the conventional suspension systems are designed passively, that is, the damping characteristics and parameters thereof are fixed at the vehicle design stage, and cannot be adjusted in real time according to the actual driving state or the change of the road surface condition. An inherent limitation of such passive suspension systems is that their shock absorbing capabilities are not flexible to accommodate different driving environments and demands. Therefore, there is often a need to make trade-offs and compromises between ride comfort and handling stability during the design process, and it is difficult to optimize both. Specifically, passive suspension systems must be designed with a fixed damping coefficient and spring rate to account for "average" road conditions and driving demands. In actual driving, however, road conditions and driving demands are changing, and fixed suspension settings often do not provide optimal performance in all situations. This results in that under certain circumstances, such as high speed driving, sharp turns or bumpy roads, the suspension system may not provide sufficient support or shock absorbing effect, thereby affecting ride comfort and driving safety.

The invention provides a vehicle suspension system capable of switching working modes, which comprises a left shock absorber, a right shock absorber and an oil way control assembly positioned between the two shock absorbers, wherein the right shock absorber and the left shock absorber have the same internal structure and oil port design, the oil way control assembly is connected with a plurality of oil ports arranged at different positions of the two shock absorbers so as to construct a plurality of oil ways with different connection modes and circulation states between the two shock absorbers, and hydraulic oil in the two shock absorbers can have different flow modes under the regulation and control of the oil way control assembly, so that different working modes of the vehicle suspension system are correspondingly formed.

The left shock absorber and the right shock absorber have the same internal structure and oil port design, so that the consistency of the suspension performance at two sides of the vehicle is ensured, and the running stability and balance of the vehicle are improved. The oil circuit control assembly is connected with a plurality of oil ports on the shock absorber through an oil circuit, different oil circuit connection modes and circulation states are constructed, and diversified flow paths are provided for hydraulic oil. The system can switch different working modes according to the needs so as to adapt to different driving conditions and road surface conditions. Through the regulation and control of the oil way control assembly, the dynamic adjustment of the hydraulic oil flow mode can be realized, so that the damping characteristic of the shock absorber is changed, and the operability and riding comfort of the vehicle are optimized.

According to a preferred embodiment, the different modes of operation of the vehicle suspension system include an anti-roll mode, an anti-pitch mode, a comfort mode. By providing an anti-roll mode, the system is able to increase the stiffness of the suspension when the vehicle makes a sharp turn, reducing body roll, and thus improving handling stability and safety of the vehicle. By providing an anti-pitch mode, the system can adjust the rigidity and damping of the suspension system under the condition of sudden acceleration or sudden braking of the vehicle, and reduce the forward tilting or backward tilting movement of the vehicle, thereby improving the stability and the operability of the vehicle. During emergency braking, the mode is beneficial to maintaining balance of the vehicle, reducing forward tilting of the vehicle caused by inertia force, enabling braking distance to be shorter and improving safety. In the comfort mode, the suspension system adjusts the damping characteristics to reduce the feeling of jolting caused by uneven road surfaces, provide a smoother ride experience, and are particularly suitable for long distance driving or urban road conditions. The off-road mode allows the suspension system to accommodate more rugged terrain, ensuring wheel to ground contact by adjusting damping and stiffness, improving off-road performance of the vehicle.

According to a preferred embodiment, the vehicle suspension system is capable of switching the form of interconnection between the left and right dampers in the anti-roll, anti-pitch, and comfort modes by selectively adjusting the positions of the first, second, and third solenoid valves in the oil control assembly. Through adjusting the solenoid valve position in the oil circuit control assembly, the vehicle suspension system can adapt to different driving demands and road conditions, and seamless switching from anti-roll, anti-pitch to comfortable modes is realized. The real-time adjustment capability of the solenoid valve enables the suspension system to quickly respond and adjust damping characteristics to current driving conditions and road conditions, providing optimal vehicle stability and comfort. In addition, the rapid switching capability of the solenoid valve ensures that the suspension system can quickly adapt to vehicle dynamics such as rapid acceleration, rapid deceleration or cornering, thereby improving the response speed of the vehicle.

According to a preferred embodiment, the oil passage control assembly includes a first oil passage, a second oil passage, a third oil passage, and a fourth oil passage that constitute an oil communication passage outside the left and right dampers, wherein the first and third oil passages are in oil-liquid communication with the left and right dampers, the second and fourth oil passages are in oil-liquid communication with the right damper, the third solenoid valve is in oil-liquid communication with the aforementioned four oil passages through a plurality of oil ports provided therein, and the third solenoid valve is capable of changing the communication manner between the aforementioned four oil passages in a manner that is switched between the first and second positions. By constructing independent oil paths, the system can accurately control the oil flow of the left shock absorber and the right shock absorber, and independent adjustment of each shock absorber is realized. The two-position switching capability of the third solenoid valve allows the system to change the communication mode between the oil passages as needed, thereby accommodating different driving modes and road conditions. Through the communication and isolation of the oil ways, the system can adjust the damping force of the shock absorber, and optimize the running smoothness and riding comfort of the vehicle.

According to a preferred embodiment, the vehicle suspension system switches the operation mode to the comfort mode by adjusting the first solenoid valve to an open position communicating the first oil passage and the third oil passage, adjusting the second solenoid valve to an open position communicating the second oil passage and the fourth oil passage, and adjusting the third solenoid valve to the first position. Through the setting of specific solenoid valve, suspension system switches to comfortable mode, provides lower damping force, reduces the impact and the vibration of road surface unevenness to the passenger, improves the riding comfort. Under comfortable mode, the communication between first oil circuit and third oil circuit, second oil circuit and the fourth oil circuit allows hydraulic oil to flow between controlling the shock absorber to balanced oil pressure and the load of both sides, suspension system is softer this moment, can absorb and alleviate the irregularity on road surface better, reduces the jolt that the passenger felt.

According to a preferred embodiment, the vehicle suspension system switches the operation mode to the anti-roll mode by adjusting the first solenoid valve to a closed position isolating the first and third oil passages from each other, adjusting the second solenoid valve to a closed position isolating the second and fourth oil passages from each other, and adjusting the third solenoid valve to the first position. By adjusting the first and second solenoid valves to the closed position and the third solenoid valve to the first position, the suspension system enters an anti-roll mode, thereby reducing roll of the vehicle body when the vehicle turns, improving stability and handling of the vehicle. The adjustment of the electromagnetic valve realizes the oil liquid isolation between the first oil way and the third oil way and between the second oil way and the fourth oil way, and allows the system to independently control the damping characteristics of the left and right shock absorbers so as to adapt to different rolling conditions. In the anti-roll mode, the suspension system provides harder damping, so that the vehicle can recover a stable posture faster when turning at a high speed or in emergency avoidance, and the control response speed of the vehicle is improved.

According to a preferred embodiment, the vehicle suspension system switches the operating mode to the anti-pitch mode by adjusting the first solenoid valve to a closed position isolating the first and third oil passages from oil, adjusting the second solenoid valve to a closed position isolating the second and fourth oil passages from oil, and adjusting the third solenoid valve to a second position. Through the arrangement of a specific electromagnetic valve, the system enters an anti-pitching mode, effectively controls the front-back pitching motion of the vehicle during sudden acceleration or sudden braking, and improves the stability of the vehicle. The closing positions of the first electromagnetic valve and the second electromagnetic valve realize oil liquid isolation between the first oil way and the third oil way and between the second oil way and the fourth oil way, and an independent control path is provided for the left shock absorber and the right shock absorber. When the vehicle is braked suddenly, the forward tilting of the vehicle is reduced, the balance of the vehicle is kept, and the braking efficiency and the safety are improved. During rapid acceleration, the vehicle is reduced from leaning backwards, the stability of the vehicle is maintained, and the unstable phenomenon caused by sudden power output is avoided. By reducing the pitching motion, the uncomfortable feeling of passengers caused by rapid acceleration or deceleration of the vehicle is reduced, and the riding experience is improved.

According to a preferred embodiment, the third solenoid valve is in a first position in which the first and fourth oil passages are in oil communication, the second and third oil passages are in oil communication, and the oil in the first and fourth oil passages is isolated from the oil in the second and third oil passages, and in a second position in which the first and second oil passages are in oil communication, the third and fourth oil passages are in oil communication, and the oil in the first and second oil passages is isolated from the oil in the third and fourth oil passages. By means of the switching of the third electromagnetic valve between different positions, various configuration modes of the oil way are realized, and diversified working modes are provided for the suspension system. Specifically, in the first position of the third solenoid valve, by communicating the first oil passage and the fourth oil passage, and communicating the second oil passage and the third oil passage while isolating the two sets of oil passages, the roll control ability of the vehicle at the time of a sharp turn can be enhanced. And at the second position of the third electromagnetic valve, the first oil way is communicated with the second oil way, and the third oil way is communicated with the fourth oil way, so that the two groups of oil ways are isolated, and the pitching motion of the vehicle during sudden acceleration or sudden braking is controlled. The rapid switching capability of the solenoid valve allows the suspension system to quickly adapt to different driving conditions, such as from straight to cornering or from smooth to emergency braking.

According to a preferred embodiment, the oil circuit control assembly comprises a first accumulator, a second accumulator, a third accumulator and a fourth accumulator for regulating the oil volume and the oil pressure inside the left and right shock absorbers, wherein the first accumulator is arranged above the first oil circuit in an oil communication manner, the second accumulator is arranged above the second oil circuit in an oil communication manner, the third accumulator is arranged above the third oil circuit in an oil communication manner, and the fourth accumulator is arranged above the fourth oil circuit in an oil communication manner. Through setting up corresponding energy storage ware on every oil circuit, the system can control the inside fluid pressure of left and right shock absorber more meticulously, realizes more accurate damping force and adjusts. The accumulator can rapidly release or absorb oil when needed, so that the suspension system can respond to road surface changes and driving operation rapidly. The accumulator helps to balance pressure fluctuations in the oil circuit, maintaining the stability of the suspension system under various driving conditions.

According to a preferred embodiment, the suspension system can be data-connected with an electronic control unit of the vehicle, which can be data-connected with several sensors of the vehicle to determine the currently desired mode of the vehicle and to control the position states of the first, second and third solenoid valves according to a set control strategy. The data connection of the suspension system and an Electronic Control Unit (ECU) realizes intelligent control, and the suspension setting can be automatically adjusted according to the input of the sensor. The ECU can judge the suspension mode required by the vehicle in real time according to the data of the sensors such as the vehicle speed sensor, the acceleration sensor and the like, and correspondingly adjust the suspension mode. Through the position state of the automatic adjustment solenoid valve, the suspension system can rapidly respond to different driving conditions, and the operability and riding comfort of the vehicle are improved. The suspension system and the ECU are in data connection, so that highly intelligent control is realized, the operability, comfort, safety and energy efficiency of the vehicle are improved, and more convenient and personalized driving experience is provided for a driver.

Drawings

FIG. 1 is a schematic illustration of a suspension system with a preferred embodiment of the present invention operating in either a comfort mode or an off-road mode;

FIG. 2 is a schematic illustration of a suspension system with an anti-roll mode of operation in accordance with a preferred embodiment of the present invention;

FIG. 3 is a schematic illustration of a suspension system with anti-pitch mode of operation in accordance with a preferred embodiment of the present invention;

FIG. 4 is a schematic illustration of a suspension system with an alternative embodiment of the present invention operating in either a comfort mode or an off-road mode;

FIG. 5 is a schematic illustration of a suspension system with an anti-roll mode of operation in an alternative embodiment provided by the present invention;

FIG. 6 is a schematic illustration of a suspension system with a comfort mode or an off-road mode of operation in accordance with yet another alternative embodiment of the present invention;

FIG. 7 is a schematic illustration of a suspension system with a comfort or off-road mode of operation in accordance with yet another alternative embodiment of the present invention;

FIG. 8 is a schematic diagram of mode switching of a vehicle under ECU control provided by the present invention;

fig. 9 is an example block diagram of a vehicle switching to a straight running state in a comfort mode under the control of an ECU provided by the present invention;

fig. 10 is an exemplary block diagram of the present invention when the vehicle is switched to the steering running state of the anti-roll mode under the control of the ECU;

fig. 11 is an exemplary block diagram of the present invention when the vehicle is switched to an acceleration or braking running state against a pitching mode under the control of the ECU;

fig. 12 is an exemplary block diagram of a vehicle start off-road mode under control of an ECU provided by the present invention.

List of reference numerals

100 Parts of left shock absorber, 101 parts of left piston rod, 102 parts of left piston head, 103 parts of left outer cylinder, 104 parts of left inner cylinder, 105 parts of left first working cavity, 106 parts of left second working cavity, 107 parts of left outer cavity, 108 parts of left first oil port, 109 parts of left second oil port, 110 parts of left third oil port, 200 parts of right shock absorber, 201 parts of right piston rod, 202 parts of right piston head, 203 parts of right outer cylinder, 204 parts of right inner cylinder, 205 parts of right first working cavity, 206 parts of right second working cavity, 207 parts of right outer cavity, 208 parts of right first oil port, 209 parts of right second oil port, 210 parts of right third oil port, 300 parts of oil path control assembly, 301 parts of first adjustable damping valve, 302 parts of second adjustable damping valve, 303 parts of third adjustable damping valve, 304 parts of fourth adjustable damping valve, 306 parts of first oil path, 306 parts of second oil path, 307 parts of third oil path, 308 parts of fourth oil path, 309 parts of first energy accumulator, 310 parts of second energy accumulator, 311 parts of third energy accumulator, 312 parts of fourth energy accumulator, 313 parts of energy accumulator, third energy accumulator, and third electromagnetic valve, and 315 parts of electromagnetic valve 315 parts.

Detailed Description

The following detailed description refers to the accompanying drawings.

Example 1

The present invention relates to a vehicle suspension system capable of switching operation modes, as shown in fig. 1, which includes a left shock absorber 100, a right shock absorber 200, and an oil path control assembly 300 between the two shock absorbers. The left shock absorber 100 and the right shock absorber 200 are located between a vehicle body (frame) and wheels (axle) for maintaining the vehicle body stable and relieving vibration shocks caused by road surface irregularities, and are both of the same construction and symmetrically disposed. The oil path control assembly 300 is disposed outside the left shock absorber 100 and the right shock absorber 200, and is connected to a plurality of oil ports disposed at different positions of the two shock absorbers, so as to construct a plurality of oil paths with different connection modes and different circulation states between the two shock absorbers, so that hydraulic oil in the two shock absorbers can have a plurality of flow modes under the control of the oil path control assembly 300, thereby correspondingly forming different modes of the vehicle suspension system of the invention.

The following description will mainly be made taking the left shock absorber 100 as an example. Preferably, FIG. 1 illustrates the vehicle suspension system of the present invention in a comfort mode (or off-road mode). In this mode, the first solenoid valve 313 is positioned to communicate the first oil passage 305 and the third oil passage 307 such that the first oil passage 305, the first solenoid valve 313, and the third oil passage 307 form a circuit for the flow of hydraulic oil outside the left shock absorber 100, the second solenoid valve 314 is positioned to communicate the second oil passage 306 and the fourth oil passage 308 such that the second oil passage 306, the second solenoid valve 314, and the fourth oil passage 308 form a circuit for the flow of hydraulic oil outside the right shock absorber 200, and the third solenoid valve 315 may be provided at either the first position or the second position. The following describes a specific flow of oil in a vehicle suspension system in a comfort mode (or off-road mode) using the left shock absorber 100 as an example (right shock absorber 200 is the same).

1. When the vehicle is pressed down, that is, in a compression stroke in which the left piston rod 101 moves toward the bottom of the left inner cylinder 104, the volume of the left first working chamber 105 increases, the volume of the left second working chamber 106 decreases, the oil pressure in the left second working chamber 106 increases, hydraulic oil therein enters the first oil passage 305 through the left second oil port 109, and after being subjected to damping adjustment by the first adjustable damping valve 301, a part of hydraulic oil enters the first accumulator 309 to be temporarily stored, and another part of hydraulic oil enters the third oil passage 307 through the first electromagnetic valve 313. In the third oil passage 307, the hydraulic oil passes through the left third oil port 110 and enters the left outer chamber 107. This portion of the hydraulic oil enters the left first working chamber 105 through the left first port 108. The total volume of the left first working chamber 105 and the left second working chamber 106 is reduced due to the entrance of the left piston rod 101, so that the total amount of hydraulic oil that can be accommodated by the two working chambers is also reduced, hydraulic oil that flows out of the left second working chamber 106 cannot be completely accommodated by the left first working chamber 105, and hydraulic oil that exceeds the total possible capacity of the two working chambers during the flow of the oil in the first oil passage 305 and the third oil passage 307 is entered into the first accumulator 309 and the third accumulator 311 to be temporarily stored because the hydraulic oil is hardly compressible.

2. When the vehicle is lifted, i.e., in a restoring stroke in which the left piston rod 101 moves toward the top of the left inner cylinder 104, the volume of the left second working chamber 106 increases, the volume of the left first working chamber 105 decreases, the oil pressure in the left first working chamber 105 increases, hydraulic oil therein enters the left outer chamber 107 through the left first oil port 108, and then, this part of hydraulic oil enters the third oil passage 307 through the left third oil port 110. After the damping adjustment by the third adjustable damping valve 303, this portion of the hydraulic oil enters the first oil passage 305 through the first solenoid valve 313. In the first oil passage 305, this portion of the hydraulic oil passes through the left second oil port 109 and eventually enters the left second working chamber 106. During the flow of the oil in the first oil passage 305 and the third oil passage 307, the hydraulic oil temporarily stored in the first accumulator 309 and the third accumulator 311 during the compression stroke can flow out and be eventually fed into the left second working chamber 106.

In summary, when the vehicle suspension system needs to be switched to the comfort mode (or the off-road mode), the oil path control assembly 300 not only can realize indirect communication between the first working chamber and the second working chamber of the single shock absorber outside the shock absorber, but also interconnects all working chambers of the left and right shock absorbers, so that the set oil liquid exchanges between the oil chambers and rarely enters the accumulator, and the mutual influence of the left and right wheels is reduced. The damping valve is used for adjusting the damping of the vehicle suspension system, so that the switching between a comfortable mode and an off-road mode can be realized, the riding comfort of the vehicle is improved, and meanwhile, the four-wheel torque-eliminating performance is improved.

Preferably, as shown in FIG. 1, the left shock absorber 100 includes a left inner tube 104 and a left outer tube 103. The left outer tube 103 constitutes a cylindrical unitary housing structure of the left shock absorber 100, which is formed in a cast form, for example. The left inner tube 104 is configured as a hollow tube having an outer diameter smaller than an inner diameter of the left outer tube 103, which enables the two to form a double-layer tube structure of the left shock absorber 100 in a mutually sleeved manner. The top portions of the left inner cylinder 104 and the left outer cylinder 103 are configured to form a fixed connection, for example, in the form of welding, so that the left inner cylinder 104 can be fixed at a predetermined position inside the left outer cylinder 103, and a hollow annular sandwich space, the shape and volume of which remain unchanged, is formed between the outer wall of the left inner cylinder 104 and the inner wall of the left outer cylinder 103.

Preferably, as shown in FIG. 1, left shock absorber 100 comprises a left piston rod 101 and a left piston head 102. The left piston rod 101 protrudes into the inner space of the left inner cylinder 104 by passing through the top of the left outer cylinder 103 and the left inner cylinder 104, and the left piston head 102 is located at the end of the left piston rod 101 within the left inner cylinder 104. The left piston head 102 is sized to exactly match the inner diameter of the left inner barrel 104, effectively dividing the left inner barrel 104 into two separate chambers, a left first working chamber 105 and a left second working chamber 106. The left first working chamber 105 is located at one end of the left piston rod 101, i.e. the side of the left piston rod 101 where the left piston head 102 is connected, and the left second working chamber 106 is located at the other side of the left piston head 102. Under the drive of the left piston rod 101, the left piston head 102 can slide reciprocally in the wall of the left inner cylinder 104, the volumes of the left first working cavity 105 and the left second working cavity 106 can be changed simultaneously, and hydraulic oil in the two working cavities cannot directly complete the exchange of oil in the left inner cylinder 104 due to the blocking of the left piston head 102.

Preferably, as shown in fig. 1, the hollow annular sandwich space between the left outer cylinder 103 and the left inner cylinder 104 is referred to as the left outer chamber 107. A left first oil port 108 is formed in a side wall of the left inner cylinder 104 near the top end, and is used for forming an oil flow passage between the left inner cylinder 104 and the left outer cavity 107. A short tube is provided on the sidewall of the left inner tube 104 near the bottom end in the radial direction of the left inner tube 104, and extends for a certain length in a direction away from the sidewall of the left inner tube 104 until crossing the left outer chamber 107 and penetrating out of the sidewall of the left outer tube 103. Outside the left outer cylinder 103, the port of the spool is referred to as a left second port 109, which can be connected to the oil passage control assembly 300. The arrangement of the left second oil port 109 enables the hydraulic oil in the left inner cylinder 104 to interact with the hydraulic oil of the oil path control assembly 300 in a form of non-interfering with the hydraulic oil in the left outer chamber 107, so that a new line is constructed for the circulation of the hydraulic oil in the left inner cylinder 104. The outer wall of the left outer cylinder 103 near the bottom end is provided with a left third oil port 110, which is also connected with the oil path control assembly 300, and an oil fluid flow path between the left outer chamber 107 and the oil path control assembly 300 is formed by the left third oil port 110.

Preferably, as shown in fig. 1, the right shock absorber 200 has the same internal configuration and oil port design as the left shock absorber 100, i.e., the right inner cylinder 204, the right outer cylinder 203, the right piston rod 201, the right piston head 202, the right first oil port 208, the right second oil port 209, and the right third oil port 210 in the right shock absorber 200 are all disposed strictly following the same or symmetrical principle as the corresponding components of the left shock absorber 100, so that both shock absorbers can exert the same shock absorbing effect under the same external impact load.

Preferably, as shown in fig. 1, the oil path control assembly 300 includes four adjustable damping valves, namely, a first adjustable damping valve 301, a second adjustable damping valve 302, a third adjustable damping valve 303, and a fourth adjustable damping valve 304. The design of these adjustable damping valves aims at flexibly adjusting the damping magnitude of the vehicle suspension system to adapt to different driving conditions and driving requirements. Specifically, the adjustable damping valves have independent damping adjustment functions, and can accurately control the oil flow passing through the adjustable damping valves, so that the accurate adjustment of suspension damping is realized. They can be in oil communication with different oil ports of the left and right dampers 100 and 200, respectively. First, the first adjustable damping valve 301 is connected to the left second oil port 109 of the left shock absorber 100, and by adjusting the damping of the valve, the flow of oil between the left inner cylinder 104 and the oil path control assembly 300 can be controlled, so as to affect the damping characteristics of the left shock absorber 100. Second, the second adjustable damping valve 302 is connected to the second right oil port 209 of the right shock absorber 200, and operates on the right shock absorber 200 in a similar manner to the first adjustable damping valve 301 to regulate the damping characteristics of the right shock absorber 200. Further, a third adjustable damping valve 303 is connected to the left third port 110 of the left shock absorber 100, and it mainly controls the flow of oil between the left outer chamber 107 and the oil path control assembly 300, thereby adjusting the oil pressure and damping effect in the left outer chamber 107. Finally, a fourth adjustable damping valve 304 is connected to the right third port 210 of the right shock absorber 200, and functions similarly to the third adjustable damping valve 303, but acts on the outer chamber of the right shock absorber 200 to control the damping characteristics of the right outer chamber 207.

Preferably, as shown in fig. 1, oil passage control assembly 300 includes a first oil passage 305, a second oil passage 306, a third oil passage 307, and a fourth oil passage 308 that constitute an oil communication passage outside left shock absorber 100 and right shock absorber 200. Specifically, a first oil path 305 is in oil communication with the first adjustable damping valve 301, a second oil path 306 is in oil communication with the second adjustable damping valve 302, a third oil path 307 is in oil communication with the third adjustable damping valve 303, and a fourth oil path 308 is in oil communication with the fourth adjustable damping valve 304.

Preferably, as shown in fig. 1, the oil circuit control assembly 300 includes a first accumulator 309, a second accumulator 310, a third accumulator 311 and a fourth accumulator 312 for regulating the oil volume and the oil pressure inside the two shock absorbers, wherein the first accumulator 309 is disposed in oil communication over the first oil circuit 305, the second accumulator 310 is disposed in oil communication over the second oil circuit 306, the third accumulator 311 is disposed in oil communication over the third oil circuit 307, and the fourth accumulator 312 is disposed in oil communication over the fourth oil circuit 308. The inside of each of these accumulators is equipped with a movable accumulator membrane that divides the accumulator inside into two chambers for adjusting the damper pressure, wherein the chamber near the oil passage is an oil chamber, and the other chamber is an air chamber. By means of the design of the energy accumulator membrane, the energy accumulator can effectively control the hydraulic oil quantity in the oil cavity under the participation of the gas pressure in the gas cavity, so that the performances of the shock absorber are optimized, and the capacity of adapting to different working conditions is improved.

Preferably, as shown in fig. 1, the oil path control assembly 300 includes a first solenoid valve 313, a second solenoid valve 314, and a third solenoid valve 315. The oil ports of the first electromagnetic valve 313 are respectively in oil communication with the first oil path 305 and the third oil path 307, the oil ports of the second electromagnetic valve 314 are respectively in oil communication with the second oil path 306 and the fourth oil path 308, and the oil ports of the third electromagnetic valve 315 are respectively in oil communication with the first oil path 305, the second oil path 306, the third oil path 307 and the fourth oil path 308.

Preferably, in the present embodiment, the first electromagnetic valve 313 is movable between an open position (shown in fig. 1) that places the first oil passage 305 and the third oil passage 307 in oil communication, and a closed position (shown in fig. 2, 3) that isolates the first oil passage 305 and the third oil passage 307 from oil. The second solenoid valve 314 is movable between an open position (shown in fig. 1) that places the second oil passage 306 and the fourth oil passage 308 in oil communication, and a closed position (shown in fig. 2, 3) that isolates the second oil passage 306 from the fourth oil passage 308 from oil. The third solenoid valve 315 may be disposed in a first position (as shown in fig. 1, 2) that places the first oil passage 305 in oil communication with the fourth oil passage 308, the second oil passage 306 in oil communication with the third oil passage 307, and the oil in the first oil passage 305 and the fourth oil passage 308 is isolated from the oil in the second oil passage 306 and the third oil passage 307, and a second position (as shown in fig. 3) that places the first oil passage 305 in oil communication with the second oil passage 306, the third oil passage 307 in oil communication with the fourth oil passage 308, and the oil in the first oil passage 305 and the second oil passage 306 is isolated from the oil in the third oil passage 307 and the fourth oil passage 308.

Preferably, as shown in fig. 1 to 3, in the present embodiment, the vehicle suspension system of the present invention is capable of switching the form of interconnection between the left shock absorber 100 and the right shock absorber 200 in the anti-roll mode, the anti-pitch mode and the comfort mode (or the off-road mode) by selectively adjusting the positions of the first solenoid valve 313, the second solenoid valve 314 and the third solenoid valve 315.

Preferably, fig. 2 shows a situation in which the vehicle suspension system of the present invention is in an anti-roll mode, which is used to cope with a situation in which the vehicle makes a sharp turn. In this mode, the first solenoid valve 313 is in a closed position that isolates the first oil passage 305 from the third oil passage 307, the second solenoid valve 314 is in a closed position that isolates the second oil passage 306 from the fourth oil passage 308, the third solenoid valve 315 is in a first position that isolates the first oil passage 305 from the fourth oil passage 308, the second oil passage 306 from the third oil passage 307, and the oil in the first oil passage 305 and the fourth oil passage 308 from the oil in the second oil passage 306 and the third oil passage 307. The specific flow of oil in the case of an anti-roll mode of the vehicle suspension system is described below:

1. When the vehicle is tilted to the left, that is, the left piston rod 101 is in a compression stroke moving in the bottom direction of the left inner cylinder 104, and the right piston rod 201 is in a return stroke moving in the top direction of the right inner cylinder 204, the volume of the left first working chamber 105 in the left shock absorber 100 increases, the volume of the left second working chamber 106 decreases, the oil pressure in the left second working chamber 106 increases, and the hydraulic oil therein enters the first oil passage 305 through the left second oil port 109, so that the oil pressure of the first oil passage 305 increases. At the same time, the volume of the right first working chamber 205 in the right shock absorber 200 decreases, the volume of the right second working chamber 206 increases, the oil pressure in the right first working chamber 205 increases, and the hydraulic oil therein enters the right outer chamber 207 through the right first oil port 208 and enters the fourth oil path 308 through the right third oil port 210, so that the oil pressure in the fourth oil path 308 increases. Since the first oil passage 305 and the fourth oil passage 308 are in oil communication through the third electromagnetic valve 315, the pressures of the oil chambers in the first accumulator 309 and the fourth accumulator 312 connected to the two oil passages are greater than the pressure of the air chamber, so that the diaphragms in the two accumulators move toward the air chamber and the air pressure in the air chamber is increased by pressing the air chamber until the pressures of the oil chamber and the air chamber are balanced with each other. In this process, the first accumulator 309 and the fourth accumulator 312 have the function of absorbing hydraulic shock and storing liquid. In addition, when the vehicle leans to the left, the oil pressure in the left first working chamber 105 and the right second working chamber 206 is reduced, the second oil passage 306 is connected to the right second working chamber 206 through the right second oil port 209, and the third oil passage 307 is connected to the left first working chamber 105 through the left third oil port 110, through the left outer chamber 107 and the left first oil port 108, so that the oil pressures of the second oil passage 306 and the third oil passage 307 are also reduced correspondingly. Since the second oil passage 306 and the third oil passage 307 are in oil communication through the third electromagnetic valve 315, the pressures of the oil chambers in the second accumulator 310 and the third accumulator 311 connected to the two oil passages are smaller than the pressures of the air chambers, so that the diaphragms in the two accumulators move toward the oil chambers and the hydraulic pressure in the oil chambers is increased by pressing the oil chambers until the pressures of the oil chambers and the air chambers are balanced with each other. In this process, the second and third accumulators 311 have the functions of balancing the hydraulic pressure and replenishing the fluid.

2. When the vehicle is tilted to the right, that is, the right piston rod 201 is in the compression stroke moving toward the bottom of the right inner cylinder 204, and the left piston rod 101 is in the return stroke moving toward the top of the left inner cylinder 104, the volume of the right first working chamber 205 in the right shock absorber 200 increases, the volume of the right second working chamber 206 decreases, the oil pressure in the right second working chamber 206 increases, and the hydraulic oil therein enters the second oil passage 306 through the right second oil port 209, so that the oil pressure of the second oil passage 306 increases. At the same time, the volume of the left first working chamber 105 in the left shock absorber 100 decreases, the volume of the left second working chamber 106 increases, the oil pressure in the left first working chamber 105 increases, the hydraulic oil therein enters the left outer chamber 107 through the left first oil port 108, and enters the third oil passage 307 through the left third oil port 110, so that the oil pressure of the third oil passage 307 increases. Since the second oil passage 306 and the third oil passage 307 are in oil communication through the third electromagnetic valve 315, the pressures of the oil chambers in the second accumulator 310 and the third accumulator 311 connected to the two oil passages are greater than the pressure of the air chamber, so that the diaphragms in the two accumulators move toward the air chamber and the air pressure in the air chamber is increased by pressing the air chamber until the pressures of the oil chamber and the air chamber are balanced with each other. In this process, the second and third accumulators 311 have the functions of absorbing hydraulic shock and storing liquid. In addition, when the vehicle leans to the right, the oil pressure in the right first working chamber 205 and the left second working chamber 106 is reduced, the first oil passage 305 is connected to the left second working chamber 106 through the left second oil port 109, and the fourth oil passage 308 is connected to the right first working chamber 205 through the right third oil port 210, through the right outer chamber 207 and the right first oil port 208, so that the oil pressures of the first oil passage 305 and the fourth oil passage 308 are also reduced correspondingly. Since the first oil passage 305 and the fourth oil passage 308 are in oil communication through the third electromagnetic valve 315, the pressures of the oil chambers in the first accumulator 309 and the fourth accumulator 312 connected to the two oil passages are smaller than the pressures of the air chambers, so that the diaphragms in the two accumulators move toward the oil chambers and the hydraulic pressure in the oil chambers is increased by pressing the oil chambers until the pressures of the oil chambers and the air chambers are balanced with each other. In this process, the first accumulator 309 and the fourth accumulator 312 have the functions of balancing the hydraulic pressure and replenishing the fluid.

In summary, when the vehicle suspension system needs to be switched to the anti-roll mode, the oil circuit control assembly 300 is configured to implement the cross interconnection between the left shock absorber 100 and the right shock absorber 200 outside the shock absorbers to ensure that oil can enter the accumulator, and the suspension is an interconnection suspension in the anti-roll mode, so that the anti-roll performance of the vehicle is significantly improved.

Preferably, fig. 3 shows the vehicle suspension system of the present invention in an anti-pitch mode for use in a vehicle jerk, jerk scenario. In this mode, the first solenoid valve 313 is in a closed position that isolates the first oil passage 305 from the third oil passage 307, the second solenoid valve 314 is in a closed position that isolates the second oil passage 306 from the fourth oil passage 308, the third solenoid valve 315 is in a second position that isolates the first oil passage 305 from the second oil passage 306, the third oil passage 307 from the fourth oil passage 308, and the oil in the first oil passage 305 and the second oil passage 306 from the oil in the third oil passage 307 and the fourth oil passage 308. In order to realize the anti-pitching function, the vehicle suspension system of the present invention is configured independently at the front wheel position and the rear wheel position of the vehicle, and the specific flow condition of oil in the anti-pitching mode of the vehicle suspension system is described below by taking the left shock absorber 100 and the right shock absorber 200 at the front wheel position of the vehicle as an example:

1. When the vehicle is rapidly accelerated, that is, when the left piston rod 101 is in the restoring stroke of moving in the top direction of the left inner tube 104 and the right piston rod 201 is also in the restoring stroke of moving in the top direction of the right inner tube 204, the volume of the left first working chamber 105 in the left shock absorber 100 is reduced, the volume of the left second working chamber 106 is increased, the oil pressure of the left first working chamber 105 is increased, and the hydraulic oil therein enters the left outer chamber 107 through the left first oil port 108 and enters the third oil passage 307 through the left third oil port 110, so that the oil pressure of the third oil passage 307 is increased. At the same time, the volume of the right first working chamber 205 in the right shock absorber 200 decreases, the volume of the right second working chamber 206 increases, the oil pressure of the right first working chamber 205 increases, hydraulic oil therein enters the right outer chamber 207 through the right first oil port 208 and enters the fourth oil path 308 through the right third oil port 210, so that the oil pressure of the fourth oil path 308 increases. Since the third oil passage 307 and the fourth oil passage 308 are in oil communication through the third electromagnetic valve 315, the pressures of the oil chambers in the third accumulator 311 and the fourth accumulator 312 connected to the two oil passages are greater than the pressures of the air chambers, so that the diaphragms in the two accumulators move toward the air chambers and the air pressure in the air chambers is increased by pressing the air chambers until the pressures of the oil chambers and the air chambers are balanced with each other. In this process, the third and fourth accumulators 312 have the function of absorbing hydraulic shock and storing fluid. In addition, when the vehicle is rapidly accelerated, the oil pressure in the left second working chamber 106 and the right second working chamber 206 is reduced, the first oil passage 305 is connected to the left second working chamber 106 through the left second oil port 109, and the second oil passage 306 is connected to the right second working chamber 206 through the right second oil port 209, so that the oil pressures of the first oil passage 305 and the second oil passage 306 are correspondingly reduced. Since the first oil passage 305 and the second oil passage 306 are in oil communication through the third electromagnetic valve 315, the pressure of the oil chambers in the first accumulator 309 and the second accumulator 310 connected to the two oil passages is smaller than the pressure of the air chamber, so that the diaphragms in the two accumulators move toward the oil chambers and the hydraulic pressure in the oil chambers is increased by pressing the oil chambers until the oil chambers and the air chambers are in pressure balance with each other. In this process, the first accumulator 309 and the second accumulator 310 have the functions of balancing the hydraulic pressure and replenishing the fluid.

2. When the vehicle suddenly brakes, that is, when the left piston rod 101 is in the compression stroke moving in the bottom direction of the left inner cylinder 104 and the right piston rod 201 is also in the compression stroke moving in the bottom direction of the right inner cylinder 204, the volume of the left first working chamber 105 in the left shock absorber 100 increases, the volume of the left second working chamber 106 decreases, the oil pressure of the left second working chamber 106 increases, and the hydraulic oil therein enters the first oil passage 305 through the left second oil port 109, so that the oil pressure of the first oil passage 305 increases. At the same time, the volume of the right first working chamber 205 in the right shock absorber 200 increases, the volume of the right second working chamber 206 decreases, the oil pressure of the right second working chamber 206 increases, and the hydraulic oil therein enters the second oil passage 306 through the right second oil port 209, so that the oil pressure of the second oil passage 306 increases. Since the first oil passage 305 and the second oil passage 306 are in oil communication through the third electromagnetic valve 315, the pressures of the oil chambers in the first accumulator 309 and the second accumulator 310 connected to the two oil passages are greater than the pressures of the air chambers, so that the diaphragms in the two accumulators move toward the air chambers and the air pressure in the air chambers is increased by pressing the air chambers until the pressures of the oil chambers and the air chambers are balanced with each other. In this process, the first accumulator 309 and the second accumulator 310 have the function of absorbing hydraulic shock and storing liquid. In addition, when the vehicle brakes suddenly, the oil pressure in the left first working chamber 105 and the right first working chamber 205 is reduced, the third oil passage 307 is connected to the left first working chamber 105 through the left third oil port 110 via the left outer chamber 107 and the left first oil port 108, and the fourth oil passage 308 is connected to the right first working chamber 205 through the right third oil port 210 via the right outer chamber 207 and the right first oil port 208, so that the oil pressures of the third oil passage 307 and the fourth oil passage 308 are correspondingly reduced. Since the third oil passage 307 and the fourth oil passage 308 are in oil communication through the third solenoid valve 315, the pressures of the oil chambers in the third accumulator 311 and the fourth accumulator 312 connected to the two oil passages are smaller than the pressures of the air chambers, so that the diaphragms in the two accumulators move toward the oil chambers and the hydraulic pressure in the oil chambers is increased by pressing the oil chambers until the pressures of the oil chambers and the air chambers are balanced with each other. In this process, the third and fourth accumulators 312 have the function of balancing hydraulic pressure and replenishing fluid.

In summary, when the vehicle suspension system needs to be switched to the anti-pitching mode, the oil path control assembly 300 is configured to implement parallel interconnection between the left shock absorber 100 and the right shock absorber 200 outside the shock absorbers to ensure that oil can enter the accumulator, and the suspension is an anti-pitching interconnection suspension, so that the anti-pitching performance of the vehicle is significantly improved.

Example 2

This embodiment is a further improvement of the foregoing embodiment, and the repeated contents are not repeated.

Preferably, the suspension system of the present invention is capable of being data-connected to an Electronic Control Unit (ECU) of the vehicle. The ECU can be data-connected with various sensors of the vehicle, such as a vehicle speed sensor for detecting a running speed of the vehicle and inputting the detection result to an automobile instrument system to display the vehicle speed, and at the same time, inputting a vehicle speed signal to the ECU, to determine a currently desired mode (anti-roll mode, anti-pitch mode, comfort mode, or off-road mode) of the vehicle. The types of the vehicle speed sensor include a magneto-electric vehicle speed sensor, a Hall type vehicle speed sensor, a photoelectric type vehicle speed sensor and the like. Acceleration sensors are used to measure the acceleration changes of a vehicle, the acceleration of which is determined by detecting the inertial forces to which an object is subjected. The common acceleration sensor is manufactured by micro-electromechanical system (MEMS) technology, and the working mechanism is that when the acceleration of the measured object changes, the micro structure in the sensor can generate tiny displacement or deformation under the action of inertia force, and then the micro structure is converted into an electric signal for output. The data from these sensors may be used by the ECU to implement various control strategies. The suspension system of the present invention, through data connection with the ECU, enables the ECU to reasonably control the position states of the first solenoid valve 313, the second solenoid valve 314 and the third solenoid valve 315 according to the set control strategy according to the current mode required by the vehicle acquired by the sensor, thereby realizing the optimal performance of the vehicle suspension. The present invention achieves efficient switching of a vehicle suspension system between different driving modes by reducing the number of solenoid valves of the prior art to only three solenoid valves and by establishing signaling and data connections with the ECU. Compared with the complex control equipment required by the traditional vehicle operation mode switching, the intelligent driving control method has the advantages that the control flow and the equipment quantity are simplified, and particularly, the bus load and the processing data scale of a vehicle system including an ECU and the like are greatly reduced by reducing the electromagnetic valve and the electromagnetic valve signal path, so that the intelligent driving control logic algorithm can be greatly simplified.

Further, as shown in fig. 8 to 12, the ECU can rapidly and smoothly switch between anti-roll and anti-pitch modes in a comfort mode or an off-road mode by precisely controlling the first, second and third solenoid valves 313, 314 and 315, thereby optimizing driving experience and improving performance of the suspension. The design not only reduces the use of mechanical equipment and the complexity and potential failure point of the system, but also ensures that the system response is more agile and the control is more accurate because the data volume processed by the ECU is reduced. In addition, the simplified system design also helps to reduce energy consumption and maintenance costs, with significant advantages in intelligent driving control.

Preferably, under the condition that the ECU judges the current required mode of the vehicle, the ECU can set the connection mode of how the hydraulic oil between the left and right shock absorbers is interacted through the oil path, the specific path of the hydraulic oil through the oil path and the flowing mode of the behavior of the hydraulic oil under different working modes and the actual flowing state of the hydraulic oil in the oil path by selectively changing the communication states of different electromagnetic valves, so that the suspension system is matched with the current running mode of the vehicle. The logic of the specific control of the ECU is as follows:

as shown in fig. 9, in the comfort mode, the ECU determines whether the vehicle is traveling in a straight line by means of data of the modules such as the vehicle speed sensor, the acceleration sensor, the gyroscope, and the wheel speed sensor, and the like, and only when it is determined that the vehicle is traveling in a straight line, the ECU makes an adjustment to the manner of connection of the oil passages by setting the first solenoid valve 313 to the open position communicating the first oil passage 305 and the third oil passage 307, setting the second solenoid valve 314 to the open position communicating the second oil passage 306 and the fourth oil passage 308, and the third solenoid valve 315 may be in the first or second position.

In this mode, the ECU adjusts the flow patterns of the hydraulic oil in the left and right dampers such that the first oil passage 305 of the left damper 100 communicates with the third oil passage 307 and the second oil passage 306 of the right damper 200 communicates with the fourth oil passage 308. Hydraulic oil can freely flow between the working chambers of the left and right shock absorbers to provide softer suspension characteristics and reduce the influence of road surface irregularities on passengers.

Such adjustment by the ECU allows the hydraulic oil to have a circulation state in which the hydraulic oil can smoothly flow between the respective oil passages, and allows the mutual influence between the left and right wheels to be reduced, thereby improving riding comfort. Since the ECU does not perform control of the operating state of the third solenoid valve 315, this means that the third solenoid valve 315 may be disposed in the comfort mode in a first position where the first oil passage 305 and the fourth oil passage 308 are in oil communication, the second oil passage 306 and the third oil passage 307 are in oil communication, and the oil in the first oil passage 305 and the fourth oil passage 308 is isolated from the oil in the second oil passage 306 and the third oil passage 307, or in a second position where the first oil passage 305 and the second oil passage 306 are in oil communication, the third oil passage 307 and the fourth oil passage 308 are in oil communication, and the oil in the first oil passage 305 and the second oil passage 306 is isolated from the oil in the third oil passage 307 and the fourth oil passage 308.

As shown in fig. 10, in the anti-roll mode, the ECU determines whether the vehicle is turning by means of data of modules such as a vehicle speed sensor, an acceleration sensor, a gyroscope, and a wheel speed sensor. When the ECU determines that the vehicle is in a state of steering, the ECU adjusts the connection of the oil passages in accordance with the signal that the vehicle is in the state of steering, by setting the first solenoid valve 313 to a closed position that oil-isolates the first oil passage 305 from the third oil passage 307, setting the second solenoid valve 314 to a closed position that oil-isolates the second oil passage 306 from the fourth oil passage 308, and setting the third solenoid valve 315 to the first position.

In this mode, the hydraulic oil in the left and right dampers adjusted by the ECU has a flow pattern in which when the vehicle is tilted to one side (for example, turns left), the oil pressure in the second working chamber 106 of the left damper 100 increases, the hydraulic oil enters the first oil passage 305 through the left second oil port 109, and simultaneously, the oil pressure in the first working chamber 205 of the right damper 200 increases, the hydraulic oil enters the right outer chamber 207 through the right first oil port 208, and the hydraulic oil enters the fourth oil passage 308 through the right third oil port 210. Since the third solenoid valve 315 is in the first position, the first oil passage 305 communicates with the fourth oil passage 308, and the second oil passage 306 communicates with the third oil passage 307, so that cross interconnection is formed between the right and left dampers.

Such adjustment of the EUC causes the hydraulic oil to have a flowing state from a region of higher pressure of the one side damper to a region of lower pressure of the other side, absorbs shock through the accumulator and stores surplus oil, reduces roll of the vehicle body, and improves vehicle stability.

As shown in fig. 11, in the anti-pitching mode, the ECU determines whether the vehicle is accelerating or braking by means of data of modules such as a vehicle speed sensor, an acceleration sensor, a gyroscope, a wheel speed sensor, and the like. When it is determined that the vehicle is in an acceleration or braking running state, the ECU makes an adjustment to the manner in which the oil passages are connected such that the first electromagnetic valve 313 is set to a closed position that oil-isolates the first oil passage 305 from the third oil passage 307, the second electromagnetic valve 314 is set to a closed position that oil-isolates the second oil passage 306 from the fourth oil passage 308, and the third electromagnetic valve 315 is set to a second position.

In the mode, hydraulic oil in the left shock absorber and the right shock absorber under the regulation of the ECU has a flowing mode that when a vehicle is suddenly accelerated or braked, the oil pressure in the working cavity of the front shock absorber or the rear shock absorber changes, and the hydraulic oil enters an oil way through a corresponding oil port. For example, in the case of sudden acceleration, the hydraulic oil in the two working chambers of the front shock absorber is changed to cause hydraulic oil to enter the third oil passage 307 and the fourth oil passage 308, respectively, and in the case of sudden braking, the opposite is the case. Since the third solenoid valve 315 is in the second position, the first oil passage 305 communicates with the second oil passage 306, and the third oil passage 307 communicates with the fourth oil passage 308, forming a parallel interconnection.

The ECU adjusts the hydraulic oil to have a flowing state flowing between the front shock absorber and the rear shock absorber, and the hydraulic pressure is regulated through the energy accumulator, so that the front-back pitching motion of the vehicle is reduced, and the stability and the operability of the vehicle are improved.

Preferably, as shown in fig. 12, the ECU of the vehicle is capable of adjusting the four adjustable damping valves of the oil control assembly 300 in the suspension system in response to a command associated with an off-road mode start. Wherein the first adjustable damping valve 301, the second adjustable damping valve 302, the third adjustable damping valve 303 and the fourth adjustable damping valve 304 obtain adjustment instructions related to the off-road mode starting from the ECU, respectively, so as to realize damping and stiffness adjustment of the suspension system to switch the vehicle from the comfort mode to the off-road mode. Through adjusting the damping size of the adjustable damping valves, the ECU can flexibly cope with different running conditions, improves the riding comfort of the vehicle, enhances the four-wheel drive performance and ensures the stability and the safety under complex terrains.

Because the first adjustable damping valve 301 is connected with the left second oil port 109 of the left shock absorber 100, the ECU adjusts the damping of the valve in an increasing manner compared with the comfort mode in the off-road mode to reduce the flow of oil and further increase the rigidity of the left shock absorber 100, the second adjustable damping valve 302 is connected with the right second oil port 209 of the right shock absorber 200 to regulate the damping characteristics of the right shock absorber 200, the third adjustable damping valve 303 is connected with the left third oil port 110 of the left shock absorber 100 to regulate the oil pressure and the damping effect in the left outer chamber 107, and the fourth adjustable damping valve 304 is connected with the right third oil port 210 of the right shock absorber 200 to realize the control of the damping characteristics of the right outer chamber 207. By these independent damping level adjustment functions, the vehicle can be quickly switched between a comfort mode and an off-road mode, optimizing the driving performance.

The off-road mode may be considered as a variation of the comfort mode in a particular condition by adjusting the damping characteristics and stiffness of the suspension system to accommodate complex terrain to improve the stability and safety of the vehicle on non-paved or rough terrain. In this mode, although there is no difference between the oil path connection mode and the hydraulic oil flow state in the suspension system from the comfort mode, the supporting force and the damping effect of the suspension system are enhanced by adjusting the adjustable damping valve, thereby better coping with the demands of off-road driving. Therefore, the off-road mode is a special configuration for optimizing the suspension system to adapt to severe road conditions on the premise of maintaining certain riding comfort. The distinction between comfort mode and off-road mode, and between comfort mode and other modes (anti-roll mode, anti-pitch mode) is mainly reflected in the manner of adjustment and the goals.

Specifically, switching between the comfort mode and the off-road mode is achieved by adjusting the damping magnitudes of the first adjustable damping valve 301, the second adjustable damping valve 302, the third adjustable damping valve 303, and the fourth adjustable damping valve 304. In the comfort mode, these adjustable damping valves are configured to provide a lower damping force to reduce the impact and vibration of road surface irregularities on the occupant and to improve ride comfort. In the off-road mode, the ECU adjusts the damping of the damping valves in an increased manner compared with the comfort mode, so that the oil flow is reduced, and the rigidity of the shock absorber is further increased. The arrangement ensures that the vehicle can better adapt to rugged terrain, ensures that the wheels keep good contact with the ground, and improves the stability and safety of the vehicle under complex road conditions. Therefore, the difference between the comfort mode and the off-road mode is the adjustment of the damping characteristics of the suspension system to accommodate different driving environments, either urban road or off-road conditions.

In contrast, when switching between the comfort mode and the anti-roll mode/anti-pitch mode, the position states of the first solenoid valve 313, the second solenoid valve 314, and the third solenoid valve 315 are changed. Specifically, in the comfort mode, the first solenoid valve 313 and the second solenoid valve 314 are in the open positions, allowing the first oil passage 305 to communicate with the third oil passage 307, the second oil passage 306 to communicate with the fourth oil passage 308, and the third solenoid valve 315 may be disposed in either position.

The anti-roll mode is to adjust the first solenoid valve 313 and the second solenoid valve 314 to the closed position and place the third solenoid valve 315 at the first position, so as to implement cross-connection between the left and right dampers, and enhance the roll control capability of the vehicle in a sharp turn.

The anti-pitching mode needs to adjust the first electromagnetic valve 313 and the second electromagnetic valve 314 to the closed position, and place the third electromagnetic valve 315 at the second position, so as to realize parallel interconnection between the left and right shock absorbers, and effectively control the front and back pitching motion of the vehicle during sudden acceleration or sudden braking.

In summary, the difference between the comfort mode and the off-road mode is mainly the adjustment of the damping characteristics of the suspension system, the ECU adaptively adjusts the damping levels of the first adjustable damping valve 301, the second adjustable damping valve 302, the third adjustable damping valve 303 and the fourth adjustable damping valve 304 to cope with different driving conditions, and the difference between the comfort mode and the anti-roll mode/anti-pitch mode is that the oil path connection mode is changed by the change of the solenoid valve position to adapt to the specific vehicle dynamic requirements. In short, the former concerns the adjustment of the overall damping level, while the latter is an optimization of the oil circuit configuration for specific driving situations.

Example 3

Preferably, as shown in fig. 4 and 5, the oil passage control assembly 300 of the present embodiment cancels the provision of the third solenoid valve 315, compared to the foregoing embodiment, which causes the connection manner of the first oil passage 305, the second oil passage 306, the third oil passage 307, and the fourth oil passage 308 to be changed by the position switching of the first solenoid valve 313 and the second solenoid valve 314, thereby changing the interconnection mode of the left shock absorber 100 and the right shock absorber 200. Specifically, the first solenoid valve 313 and the second solenoid valve 314 have two positions, when the first solenoid valve 313 and the second solenoid valve 314 are in the first position (as shown in fig. 4), the first oil passage 305 is connected to the third oil passage 307 and the second oil passage 306 is connected to the fourth oil passage 308, while the vehicle suspension system is in the comfort mode (or the off-road mode), and when the first solenoid valve 313 and the second solenoid valve 314 are in the second position (as shown in fig. 5), the first oil passage 305 is connected to the fourth oil passage 308 and the second oil passage 306 is connected to the third oil passage 307, while the vehicle suspension system is in the anti-roll mode.

Preferably, as shown in fig. 4 and 5, the oil passage control assembly 300 of the present embodiment eliminates the arrangement of the third accumulator 311 and the fourth accumulator 312, and the oil pressure control of the vehicle suspension system can be achieved by the first accumulator 309 provided on the first oil passage 305 and the second accumulator 310 provided on the second oil passage 306, as compared with the foregoing embodiments. In any position of the solenoid valve shown in fig. 4 and 5, all the oil passages are at least communicated with one accumulator, so that the elimination of the third accumulator 311 and the fourth accumulator 312 does not result in weakening of the oil pressure regulating capability of the oil passage control assembly 300, and cost is saved. The oil flow modes in different modes of the vehicle suspension system in this embodiment are the same as those in the foregoing embodiments, and will not be described in detail herein. The vehicle suspension system of the embodiment is suitable for vehicles such as cars, urban SUVs, buses and the like.

Example 4

Preferably, as shown in fig. 6, compared with embodiment 2, the first electromagnetic valve 313 and the second electromagnetic valve 314 in the oil path control assembly 300 of the present embodiment are changed from the two-position three-way directional valve in the foregoing embodiment to the on-off valve, so that the function of switching between the first position and the second position is maintained, and the cost is further reduced. Further, the first oil passage 305 in the present embodiment can be directly connected to the fourth oil passage 308, and the second oil passage 306 can be directly connected to the third oil passage 307.

The vehicle suspension system in this embodiment can realize a comfort mode (or an off-road mode) and an anti-roll mode, and the oil flow mode is the same as that of the foregoing embodiment, and will not be described herein.

Example 5

Preferably, as shown in fig. 7 above, the oil passage control assembly 300 of the present embodiment eliminates the provision of the third solenoid valve 315, and there is no communication passage of oil between the left shock absorber 100 and the right shock absorber 200, i.e., the left and right interconnecting lines, as compared with embodiment 1, and the arrangement is easier. This arrangement allows independent damping and stiffness control of left shock absorber 100 and right shock absorber 200 without the need for plumbing interconnections.

The vehicle suspension system in this embodiment may implement a comfort mode (or an off-road mode), an anti-roll mode, and an anti-pitch mode, and the oil flow manner is the same as that of the foregoing embodiment, and will not be described herein.

It should be noted that the above-described embodiments are exemplary, and that a person skilled in the art, in light of the present disclosure, may devise various solutions that fall within the scope of the present disclosure and fall within the scope of the present disclosure. It should be understood by those skilled in the art that the present description and drawings are illustrative and not limiting to the claims. The scope of the invention is defined by the claims and their equivalents. The description of the invention incorporating multiple inventive concepts such as "preferably" or "according to a preferred embodiment" each indicating that the corresponding paragraph discloses a separate concept, applicant reserves the right to filed a divisional application according to each inventive concept. Throughout this document, the word "preferably" is used in a generic sense to mean only one alternative, and not to be construed as necessarily required, so that the applicant reserves the right to forego or delete the relevant preferred feature at any time.

Claims

1. A vehicle suspension system capable of switching modes of operation, the system being in communication with an ECU,

It is characterized in that the method comprises the steps of,

The hydraulic oil control system comprises a left shock absorber (100), a right shock absorber (200) and an oil way control assembly (300) positioned between the two shock absorbers, wherein the right shock absorber (200) and the left shock absorber (100) have the same internal structure and oil port design, the oil way control assembly (300) is connected with a plurality of oil ports arranged at different positions of the two shock absorbers, under the condition that an ECU obtains a current working mode required by a vehicle according to a sensor, the ECU sends out instructions for constructing a plurality of oil ways with different connection modes and different circulation states between the two shock absorbers to the oil way control assembly (300), so that hydraulic oil in the two shock absorbers can have different flow modes under the regulation and control of the oil way control assembly (300), and accordingly different working modes including an anti-roll mode, an anti-pitch mode and a comfortable mode of the vehicle suspension system are correspondingly formed.

2. The vehicle suspension system of claim 1, wherein the vehicle suspension system is capable of switching among the anti-roll mode, the anti-pitch mode, and the comfort mode by selectively adjusting the positional states of a first solenoid valve (313), a second solenoid valve (314), and a third solenoid valve (315) in the oil circuit control assembly (300) such that the form of interconnection between the left shock absorber (100) and the right shock absorber (200).

3. The vehicle suspension system according to claim 1 or 2, wherein the oil passage control assembly (300) includes a first oil passage (305), a second oil passage (306), a third oil passage (307), and a fourth oil passage (308) that constitute an oil communication passage outside the left shock absorber (100) and the right shock absorber (200), wherein the first oil passage (305) and the third oil passage (307) are in oil communication with the left shock absorber (100), and the second oil passage (306) and the fourth oil passage (308) are in oil communication with the right shock absorber (200).

4. A vehicle suspension system according to any one of claims 1 to 3, wherein the third electromagnetic valve (315) is in oil communication with the first oil passage (305), the second oil passage (306), the third oil passage (307) and the fourth oil passage (308) through a plurality of oil ports provided therein, and the third electromagnetic valve (315) is capable of changing the communication manner between the four oil passages in a manner of switching between a first position and a second position.

5. The vehicle suspension system according to any one of claims 1 to 4, characterized in that the vehicle suspension system switches the operation mode to the comfort mode by adjusting the first solenoid valve (313) to an open position that communicates the first oil passage (305) and the third oil passage (307), adjusting the second solenoid valve (314) to an open position that communicates the second oil passage (306) and the fourth oil passage (308), and adjusting the third solenoid valve (315) to a first position.

6. The vehicle suspension system according to any one of claims 1 to 5, characterized in that the vehicle suspension system switches the operation mode to the anti-roll mode by adjusting the first solenoid valve (313) to a closed position that isolates the first oil passage (305) from the third oil passage (307), adjusting the second solenoid valve (314) to a closed position that isolates the second oil passage (306) from the fourth oil passage (308), and adjusting the third solenoid valve (315) to a first position.

7. The vehicle suspension system according to any one of claims 1 to 6, characterized in that the vehicle suspension system switches an operation mode to an anti-pitching mode by adjusting the first solenoid valve (313) to a closed position that isolates the first oil passage (305) from the third oil passage (307), adjusting the second solenoid valve (314) to a closed position that isolates the second oil passage (306) from the fourth oil passage (308), and adjusting the third solenoid valve (315) to a second position.

8. The vehicle suspension system according to any one of claims 1 to 7, wherein when the third solenoid valve (315) is in the first position, the first oil passage (305) and the fourth oil passage (308) are in oil communication, the second oil passage (306) and the third oil passage (307) are in oil communication, and oil in the first oil passage (305) and the fourth oil passage (308) is isolated from oil in the second oil passage (306) and the third oil passage (307);

When the third electromagnetic valve (315) is in the second position, the first oil passage (305) and the second oil passage (306) are in oil communication, the third oil passage (307) and the fourth oil passage (308) are in oil communication, and oil in the first oil passage (305) and the second oil passage (306) is isolated from oil in the third oil passage (307) and the fourth oil passage (308).

9. The vehicle suspension system according to any one of claims 1-8, wherein the oil circuit control assembly (300) includes a first accumulator (309), a second accumulator (310), a third accumulator (311), and a fourth accumulator (312) for regulating oil liquid amounts and oil liquid pressures inside the left shock absorber (100) and the right shock absorber (200), wherein the first accumulator (309) is disposed in oil communication over the first oil circuit (305), the second accumulator (310) is disposed in oil communication over the second oil circuit (306), the third accumulator (311) is disposed in oil communication over the third oil circuit (307), and the fourth accumulator (312) is disposed in oil communication over the fourth oil circuit (308).

10. The vehicle suspension system according to any one of claims 1-9, characterized in that the suspension system is data connectable with an electronic control unit of a vehicle, which is data connectable with several sensors of the vehicle to determine a currently desired mode of the vehicle and to control the position states of the first solenoid valve (313), the second solenoid valve (314) and the third solenoid valve (315) according to a set control strategy.