WO2024087053A1 - 悬架系统及车辆 - Google Patents
悬架系统及车辆 Download PDFInfo
- Publication number
- WO2024087053A1 WO2024087053A1 PCT/CN2022/127666 CN2022127666W WO2024087053A1 WO 2024087053 A1 WO2024087053 A1 WO 2024087053A1 CN 2022127666 W CN2022127666 W CN 2022127666W WO 2024087053 A1 WO2024087053 A1 WO 2024087053A1
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- WO
- WIPO (PCT)
- Prior art keywords
- oil circuit
- shock absorber
- assembly
- shock absorbing
- oil
- Prior art date
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- 239000000725 suspension Substances 0.000 title claims abstract description 49
- 230000035939 shock Effects 0.000 claims abstract description 292
- 239000006096 absorbing agent Substances 0.000 claims abstract description 186
- 230000002457 bidirectional effect Effects 0.000 claims description 49
- 238000013016 damping Methods 0.000 claims description 16
- 230000000712 assembly Effects 0.000 claims description 13
- 238000000429 assembly Methods 0.000 claims description 13
- 239000003921 oil Substances 0.000 description 249
- 238000000034 method Methods 0.000 description 9
- 230000001276 controlling effect Effects 0.000 description 7
- 230000001105 regulatory effect Effects 0.000 description 6
- 238000010521 absorption reaction Methods 0.000 description 5
- 238000010586 diagram Methods 0.000 description 5
- 230000000694 effects Effects 0.000 description 5
- 230000033001 locomotion Effects 0.000 description 5
- 230000036544 posture Effects 0.000 description 5
- 230000003139 buffering effect Effects 0.000 description 4
- 230000007423 decrease Effects 0.000 description 4
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 230000014509 gene expression Effects 0.000 description 2
- 101001121408 Homo sapiens L-amino-acid oxidase Proteins 0.000 description 1
- 101000827703 Homo sapiens Polyphosphoinositide phosphatase Proteins 0.000 description 1
- 102100026388 L-amino-acid oxidase Human genes 0.000 description 1
- 102100023591 Polyphosphoinositide phosphatase Human genes 0.000 description 1
- 101100012902 Saccharomyces cerevisiae (strain ATCC 204508 / S288c) FIG2 gene Proteins 0.000 description 1
- 101100233916 Saccharomyces cerevisiae (strain ATCC 204508 / S288c) KAR5 gene Proteins 0.000 description 1
- 230000033228 biological regulation Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 239000000872 buffer Substances 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000010720 hydraulic oil Substances 0.000 description 1
- 230000003287 optical effect Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
- B60G15/02—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
Definitions
- the present application relates to the field of vehicle technology, and in particular to a suspension system and a vehicle.
- the suspension system mainly transmits the force and torque between the wheels and the frame, and buffers the impact force transmitted to the frame or body by uneven roads, and reduces the body vibration caused by it.
- the suspension system is generally an air suspension, but the air suspension occupies a large space, has a poor shock absorption effect, and is less efficient in adjusting the height of the vehicle body.
- the present application provides a suspension system that occupies less space, has good shock absorption effect and is more efficient in adjusting the height of a vehicle body.
- the present application provides a suspension system, which may include a hydraulic assembly and at least one group of shock absorbing assemblies, each group of shock absorbing assemblies corresponds to a first oil circuit and a second oil circuit, one end of the shock absorbing assembly is used to be installed on the vehicle body, and the other end of the shock absorbing assembly is used to be installed on the wheel of the vehicle, each group of shock absorbing assemblies includes a first shock absorber and a second shock absorber, the first shock absorber has a first upper chamber and a first lower chamber, and the second shock absorber has a second upper chamber and a second lower chamber; at least one first accumulator is connected to the first oil circuit, and the first oil circuit connects the first upper chamber and the second upper chamber, at least one second accumulator is connected to the second oil circuit, and the second oil circuit connects the first lower chamber and the second lower chamber, the hydraulic assembly is connected to the first oil circuit and the second oil circuit, and the hydraulic assembly is used to transfer the oil in the first oil circuit to the oil in the second oil
- the hydraulic assembly can control the amount of oil in the first oil circuit and the second oil circuit, and then control the height of the first shock absorber and the second shock absorber to adjust the height of the vehicle body, and the adjustment rate of adjusting the height of the vehicle body by hydraulic means is high, and no large-volume components such as compressors and gas tanks are required, thereby reducing the layout space of the suspension system.
- the first shock absorber and/or the second shock absorber is subjected to a force in a vertical direction, the first energy accumulator and the second energy accumulator may play a suppressing role, thereby improving the shock absorbing capacity of the suspension system.
- the number of the first accumulator and the second accumulator can be adjusted according to actual needs and is not specifically limited here.
- the suspension system may further include a first adjustment component and a second adjustment component, the first adjustment component is arranged in the first oil circuit, and the second adjustment component is arranged in the second oil circuit.
- the first adjustment component may include a first damping adjustment valve and/or at least one first throttle valve
- the second adjustment component may include a second damping adjustment valve and/or at least one second throttle valve.
- the suspension system may further include an oil pressure sensor, and there may be two oil pressure sensors, respectively detecting the oil pressure in the first oil circuit and the second oil circuit, or there may be one oil pressure sensor, one oil pressure sensor for the oil pressure in the first oil circuit or the second oil circuit.
- the oil pressure sensor may also detect the force of the shock absorber.
- At least one set of shock absorbing components may include a shock absorbing component, which may be arranged on the front axle of the vehicle or the rear axle of the vehicle, and the hydraulic component may include a first motor and a first bidirectional hydraulic motor, the first bidirectional hydraulic motor is connected to the first motor, and one outlet of the first bidirectional hydraulic motor is connected to the first oil circuit corresponding to the shock absorbing component, and the other outlet of the first bidirectional hydraulic motor is connected to the second oil circuit corresponding to the shock absorbing component.
- the height of the vehicle body corresponding to the front axle or the rear axle can be adjusted, and the pitch and vertical posture of the vehicle body can also be suppressed.
- At least one group of shock absorbing components may include a first shock absorbing component and a second shock absorbing component, the first shock absorbing component may be arranged on the front axle of the vehicle, the second shock absorbing component may be arranged on the rear axle of the vehicle, one outlet of the hydraulic component is respectively connected to the first oil circuit corresponding to the first shock absorbing component and the first oil circuit corresponding to the second shock absorbing component, and the other outlet of the hydraulic component is respectively connected to the second oil circuit corresponding to the first shock absorbing component and the second oil circuit corresponding to the second shock absorbing component.
- the height of the entire vehicle body, or the position corresponding to the vehicle body and the front axle, or the position corresponding to the vehicle body and the rear axle can be adjusted.
- the hydraulic assembly may include a second motor, a second bidirectional hydraulic motor, a first middle oil circuit, a second middle oil circuit, a first control valve and a second control valve
- the second bidirectional hydraulic motor is connected to the second motor in a transmission manner
- the first middle oil circuit connects the first port of the first control valve with the first port of the second control valve
- the first middle oil circuit connects an outlet of the second bidirectional hydraulic motor
- the second middle oil circuit connects the second port of the first control valve with the second port of the second control valve
- the second middle oil circuit connects an outlet of the second bidirectional hydraulic motor
- the third port of the first control valve connects the first oil circuit corresponding to the first shock absorber assembly
- the fourth port of the first control valve connects the second oil circuit corresponding to the first shock absorber assembly
- the third port of the second control valve connects the first oil circuit corresponding to the second shock absorber assembly
- the fourth port of the second control valve connects the second oil circuit corresponding to the second shock absorber assembly.
- the adjustment can be made by controlling the rotation direction of the second bidirectional hydraulic motor and controlling the opening and closing of each port on the first control valve and the second control valve.
- the first control valve and the second control valve can both be two-position four-way valves.
- At least one group of shock absorbing assemblies may include a first shock absorbing assembly and a second shock absorbing assembly, wherein the first shock absorber in the first shock absorbing assembly is arranged on the front axle of the vehicle, the second shock absorber in the first shock absorbing assembly is arranged on the rear axle of the vehicle, the first shock absorber in the second shock absorbing assembly is arranged on the front axle of the vehicle, and the second shock absorber in the second shock absorbing assembly is arranged on the rear axle of the vehicle.
- the first shock absorbing assembly is arranged on the left side of the vehicle
- the second shock absorbing assembly is arranged on the right side of the vehicle. In this manner, the height of the left side and/or right side of the vehicle body can be adjusted, and the posture of the left side and right side of the vehicle body can be adjusted.
- the hydraulic assembly may include a first hydraulic structure and a second hydraulic structure, one outlet of the first hydraulic structure is connected to the first oil circuit in the first shock absorbing assembly, another outlet of the first hydraulic structure is connected to the second oil circuit in the first shock absorbing assembly, one outlet of the second hydraulic structure is connected to the first oil circuit in the second shock absorbing assembly, and another outlet of the second hydraulic structure is connected to the second oil circuit in the second shock absorbing assembly.
- the first hydraulic structure may include a third motor and a third bidirectional hydraulic motor, the third motor drives the third bidirectional hydraulic motor to rotate to adjust the amount of oil in the first oil circuit and the second oil circuit corresponding to the first shock absorbing assembly, so as to adjust the height of the left side of the vehicle body;
- the second hydraulic structure may include a fourth motor and a fourth bidirectional hydraulic motor, the fourth motor drives the fourth bidirectional hydraulic motor to rotate to adjust the amount of oil in the first oil circuit and the second oil circuit corresponding to the second shock absorbing assembly, so as to adjust the height of the left side of the vehicle body.
- the present application also provides a vehicle, which has a vehicle body, wheels and a suspension system in any of the above technical solutions, wherein the suspension system is arranged between the vehicle body and the wheels.
- the vehicle with the suspension system can have a good shock absorption effect and can also make the vehicle comfortable and stable in handling.
- FIG1 is a schematic structural diagram of a suspension system provided in an embodiment of the present application.
- FIG2 is another structural schematic diagram of a suspension system provided in an embodiment of the present application.
- FIG3 is another structural schematic diagram of a suspension system provided in an embodiment of the present application.
- FIG4 is another schematic diagram of the structure of a suspension system provided in an embodiment of the present application.
- FIG. 5 is another schematic diagram of the structure of the suspension system provided in an embodiment of the present application.
- the suspension of a vehicle is generally an air suspension, which includes a compressor and an air tank, resulting in a large layout space occupied by the air suspension.
- the air suspension is less efficient in adjusting the height between the vehicle body and the chassis.
- an embodiment of the present application provides a suspension system that can improve the adjustment effect and reduce the occupied space.
- references to "one embodiment” or “some embodiments” etc. described in this specification mean that a particular feature, structure or characteristic described in conjunction with the embodiment is included in one or more embodiments of the present application.
- the phrases “in one embodiment”, “in some embodiments”, “in some other embodiments”, “in some other embodiments”, etc. appearing in different places in this specification do not necessarily all refer to the same embodiment, but mean “one or more but not all embodiments", unless otherwise specifically emphasized in other ways.
- the terms “including”, “comprising”, “having” and their variations all mean “including but not limited to”, unless otherwise specifically emphasized in other ways.
- a suspension system provided in an embodiment of the present application is mainly used in a vehicle.
- the vehicle may include a body and a chassis.
- the body is arranged on the chassis.
- the suspension system is arranged between the body and the chassis.
- Four wheels are arranged on the chassis.
- the vehicle with the suspension system has high comfort and stability.
- an elastic member may also be arranged between the chassis and the body.
- the elastic member is arranged on a side close to the suspension system to improve the shock absorption effect.
- the elastic member may be, but is not limited to, a spring or an air spring.
- the suspension system may include a hydraulic assembly and at least one group of shock absorbing assemblies, one end of the shock absorbing assembly is mounted on a vehicle body 1, and the other end of the shock absorbing assembly is mounted on a wheel 2 of the vehicle, wherein each group of shock absorbing assemblies corresponds to a first oil circuit 10 and a second oil circuit 20, the first oil circuit 10 is connected to an outlet of the hydraulic assembly 30, and the second oil circuit 20 is connected to another outlet of the hydraulic assembly 30, and the hydraulic assembly 30 can transfer the oil in the first oil circuit 10 and the oil in the second oil circuit 20 to each other; each group of shock absorbing assemblies may include a first shock absorber 40 and a second shock absorber 50, the first shock absorber 40 has a first upper chamber 41 and a first lower chamber 42, and the second shock absorber 50 has a second upper chamber 51 and a second lower chamber 52; the first oil circuit 10 connects the first upper chamber 41 and the second upper chamber 51, and at least one first accumulator 60 may be provided on the first oil circuit 10, the second oil circuit 20 connect
- the hydraulic assembly can transfer and redistribute the oil in the first upper chamber 41, the second upper chamber 51, and the first oil circuit 10 for connecting the first upper chamber 41 and the second upper chamber 51, and the oil in the first lower chamber 42, the second lower chamber 52, and the second oil circuit 20 for connecting the first lower chamber 42 and the second lower chamber 52, so as to control the height of the first shock absorber 40 and the second shock absorber 50, and then adjust the height of the vehicle body; and when the first shock absorber 40 and/or the second shock absorber 50 are subjected to a vertical downward force When the force is applied vertically upward, at least part of the oil in the first lower chamber 42 and/or the second lower chamber 52 enters the second accumulator 70, and the second accumulator 70 can suppress the compression of the first shock absorber 40 and/or the second shock absorber 50 in the vertical direction, thereby suppressing the vertical movement of the vehicle body and improving the shock absorption capacity.
- the first accumulator 60 can also suppress the compression of the first shock absorber 40 and/or the second shock absorber 50 in the vertical direction.
- the speed of adjusting the vehicle body height is faster, and the space occupied by the hydraulic oil circuit is smaller, thereby improving the comfort of the vehicle.
- the first shock absorber 40 may include a first piston 43 and a first piston rod 44.
- the first end of the first piston rod 44 is slidably disposed in the first piston 43.
- the first end of the first piston rod 44 divides the first piston 43 into a relatively isolated first upper chamber 41 and a first lower chamber 42.
- the second end of the first piston rod 44 is connected to the vehicle body 1 or the wheel 2.
- the second shock absorber 50 may include a second piston 53 and a second piston rod 54.
- the second end of the second piston rod 54 is slidably disposed in the second piston 53.
- the second end of the second piston rod 54 divides the second piston 53 into a relatively isolated second upper chamber 51 and a second lower chamber 52.
- the second end of the second piston rod 54 is connected to the vehicle body 1 or the wheel 2.
- the two wheels 2 in FIG. 1 are two front wheels or two rear wheels.
- the first shock absorber 40 and the second shock absorber 50 included in the shock absorbing assembly can be respectively arranged between the front wheels at both ends and the vehicle body, that is, the shock absorbing assembly is arranged on the front axle of the vehicle; or, the first shock absorber 40 and the second shock absorber 50 included in the shock absorbing assembly can be respectively arranged between the two rear wheels and the vehicle body, that is, the shock absorbing assembly is arranged on the rear axle of the vehicle.
- the hydraulic assembly 30 may include a first motor 31 and a first bidirectional hydraulic motor 32 connected to the first motor 31, the first bidirectional hydraulic motor 32 is connected to the first oil circuit 10 and the second oil circuit 20, and the first upper chamber 41 of the first shock absorber 40 is connected to the second upper chamber 51 of the second shock absorber 50 on the first oil circuit 10,
- a first adjusting component 80 and two first accumulators 60 may also be provided, and the first adjusting component 80 may include two first damping adjusting valves 81 and two first throttle valves 82, the two first damping adjusting valves 81 may be respectively provided at the outlet of the first upper chamber 41 and the outlet of the second upper chamber 51, the first damping adjusting valve 81 may better control the flow of oil in the first oil circuit 10, and the two first throttle valves 82 are respectively provided at the outlets of the two first accumulators 60, which may play a buffering role for the first accumulators 60; a second adjusting component 90 and two second accumulators 70 may also be provided on the second oil circuit 20 connected to the first
- the second damping regulating valve 91 can better control the flow of oil in the second oil circuit.
- the two second throttle valves 92 are respectively arranged at the outlets of the two second accumulators 70, which can play a buffering role for the second accumulators 70.
- the first bidirectional hydraulic motor 32 by controlling the first bidirectional hydraulic motor 32, the amount of oil in the first oil circuit 10 and the second oil circuit 20 can be adjusted, thereby adjusting the height of the front axle or rear axle of the vehicle; specifically, the first bidirectional hydraulic motor 32 can quickly and quantitatively pump the oil in the first oil circuit 10 to the second oil circuit 20.
- the reduction in the amount of oil in the first oil circuit 10 that is, the reduction in the amount of oil in the first upper chamber 41 and the second upper chamber 51, causes a pressure drop.
- the increase in the amount of oil in the second oil circuit 20 causes a pressure increase.
- the pressure difference will act on the first shock absorber 40 and the second shock absorber 50, so that the first shock absorber 40 and the second shock absorber 50 is stretched, thereby generating thrust on the vehicle body and the wheels to increase the height of the vehicle body; the first bidirectional hydraulic motor 32 can also be used to quickly and quantitatively pump the oil in the second oil circuit 20 into the first oil circuit 10.
- the reduction in the amount of oil in the second oil circuit 20, that is, the reduction in the amount of oil in the first lower chamber 42 and the second lower chamber 52, causes a pressure drop.
- the increase in the amount of oil in the first oil circuit 10 causes an increase in pressure, and the pressure difference will act on the first shock absorber 40 and the second shock absorber 50 to compress the first shock absorber 40 and the second shock absorber 50, thereby generating a pulling force on the vehicle body and the wheels to reduce the height of the vehicle body.
- the first oil circuit 10 or the second oil circuit 20 When the vehicle is experiencing large vertical vibration or large pitching motion, the first oil circuit 10 or the second oil circuit 20 is in a compressed state. When the first oil circuit 10 is compressed, the oil in the first oil circuit 10 will enter the two first accumulators 60, and the oil flowing into the first accumulators 60 will compress the gas in the first accumulators 60 to form pressure, thereby generating a reverse force. Similarly, when the second oil circuit 20 is compressed, the oil in the second oil circuit 20 will enter the two second accumulators 70, and the oil flowing into the second accumulators 70 will compress the gas in the second accumulators 70 to form pressure, thereby generating a reverse force, thereby suppressing the pitch and vertical postures, thereby improving the comfort and operational stability of the vehicle.
- the number of the first damping regulating valve 81 in the first oil circuit 10 may also be one, and the number of the second damping regulating valve 91 in the second oil circuit 20 may also be only one.
- an oil pressure sensor 100 may be provided in both the first oil circuit 10 and the second oil circuit 20. In the specific implementation process, the oil pressure sensor 100 may be installed only in the first oil circuit 10 or the second oil circuit 20.
- the first shock absorber 40 and the second shock absorber 50 included in the shock absorbing assembly can be respectively arranged between the front wheels at both ends and the vehicle body, that is, the shock absorbing assembly is arranged on the front axle of the vehicle; or, the first shock absorber and the second shock absorber can be respectively arranged between the two rear wheels and the vehicle body, that is, the shock absorbing assembly is arranged on the rear axle of the vehicle.
- the hydraulic assembly 30 may include a first motor 31 and a first bidirectional hydraulic motor 32 connected to the first motor 31, the first bidirectional hydraulic motor 32 is connected to the first oil circuit 10 and the second oil circuit 20, and the first upper chamber 41 of the first shock absorber 40 is connected to the second shock absorber
- a first accumulator 60 may also be provided on the first oil circuit 10 connected to the second upper chamber 51 on 50
- a second adjusting component 90 and a second accumulator 70 may also be provided on the second oil circuit 20 connected to the first lower chamber 42 of the first shock absorber 40 and the second lower chamber 52 on the second shock absorber 50
- the second adjusting component may include two second throttle valves 92, and the two second throttle valves 92 may be respectively arranged at the outlet of the first lower chamber 42 and the outlet of the second lower chamber 52, and when the second throttle valve 92 is specifically set, the second throttle valve 92 may be calibrated to ensure the regulation of the oil in the second oil circuit 20.
- an oil pressure sensor 100 may be provided in both the first oil circuit 10 and the second oil circuit 20, and in the specific implementation process, the oil pressure sensor 100 may also be installed only in the first oil circuit 10 or the second oil circuit 20.
- the shock absorbing assembly is a group, and the first shock absorber 40 and the second shock absorber 50 in the shock absorbing assembly can be respectively arranged between the front wheels at both ends and the vehicle body, that is, the shock absorbing assembly is arranged on the front axle of the vehicle; or the first shock absorber and the second shock absorber can be respectively arranged between the two rear wheels and the vehicle body, that is, the shock absorbing assembly is arranged on the rear axle of the vehicle.
- the hydraulic assembly 30 may include a first motor 31 and a first bidirectional hydraulic motor 32 connected to the first motor 31, the first bidirectional hydraulic motor 32 is connected to the first oil circuit 10 and the second oil circuit 20, and the first shock absorber 40 and the second shock absorber 50 are arranged between the front wheels and the vehicle body, that is, the shock absorbing assembly is arranged on the front axle of the vehicle;
- a first adjusting assembly 80 and two first accumulators 60 may also be provided on the first oil circuit 10 that is connected between the first upper chamber 41 of the shock absorber 40 and the second upper chamber 51 on the second shock absorber 50.
- the first adjusting assembly 80 may include four first throttle valves 82, two of which are respectively arranged at the outlet of the first upper chamber 41 and the outlet of the second upper chamber 51 to control the flow rate of the oil in the first oil circuit 10; the other two first throttle valves 82 are respectively arranged at the outlets of the two first accumulators 60, which can play a buffering role for the first accumulators 60.
- a second adjusting assembly 90 and two second accumulators 70 may also be provided on the second oil circuit 20 connecting the first lower chamber 42 of the first shock absorber 40 and the second lower chamber 52 on the second shock absorber 50, and the second adjusting assembly 90 may include four second throttle valves 92, wherein two second throttle valves 92 are respectively provided at the outlet of the first lower chamber 42 and the outlet of the second lower chamber 52 to control the flow rate of the oil in the second oil circuit 20; the other two second throttle valves 92 are respectively provided at the outlets of the two second accumulators 70, which can play a buffering role for the second accumulators 70.
- At least one group of shock absorbing assemblies may include a first shock absorbing assembly and a second shock absorbing assembly.
- the first shock absorbing assembly may be arranged on the front axle of the vehicle, and the second shock absorbing assembly may be arranged on the rear axle of the vehicle.
- the first oil circuit 10a corresponding to the first shock absorbing assembly and the first oil circuit 10b corresponding to the second shock absorbing assembly are both connected to one outlet of the hydraulic assembly, and the second oil circuit 20a corresponding to the first shock absorbing assembly and the second oil circuit 20b corresponding to the second shock absorbing assembly are both connected to another outlet of the hydraulic assembly.
- first shock absorber 40a in the first shock absorber assembly can be arranged between the left wheel of the front axle and the vehicle body
- the second shock absorber 50a in the first shock absorber assembly can be arranged between the right wheel of the front axle and the vehicle body
- the first shock absorber 40b in the second shock absorber assembly can be arranged between the left wheel of the rear axle and the vehicle body
- the second shock absorber 50b in the second shock absorber assembly can be arranged between the right wheel of the rear axle and the vehicle body.
- the first upper chamber 41a of the first shock absorber 40a in the first shock absorber assembly and the second upper chamber 51a of the second shock absorber 50a in the first shock absorber assembly are connected through the first oil path 10a corresponding to the first shock absorber assembly, and the first lower chamber 42a of the first shock absorber 40a in the first shock absorber assembly and the second lower chamber 42a of the second shock absorber 50a in the first shock absorber assembly are connected.
- the second lower chamber 52a of the shock absorber 50a is connected through the second oil circuit 20a corresponding to the first shock absorber assembly; similarly, the first upper chamber 41b of the first shock absorber 40b in the second shock absorber assembly and the second upper chamber 51b of the second shock absorber 50b in the first shock absorber assembly are connected through the first oil circuit 10b corresponding to the second shock absorber assembly, the first lower chamber 42b of the first shock absorber 40b in the second shock absorber assembly and the second lower chamber 52b of the second shock absorber 50b in the second shock absorber assembly are connected through the second oil circuit 20b corresponding to the second shock absorber assembly, and the first oil circuit 10a and the second oil circuit 20a corresponding to the first shock absorber assembly can be connected with the first oil circuit 10b and the second oil circuit 20b corresponding to the second shock absorber assembly through a hydraulic assembly.
- the front axle of the vehicle body can be raised or lowered individually, the rear axle of the vehicle body can be raised or lowered individually, or the entire vehicle body can be raised or lowered.
- the first accumulator, the second accumulator, the first adjustment assembly and the second adjustment assembly are arranged in the first oil circuit and the second oil circuit of the first shock absorber assembly and/or the second shock absorber assembly, which can also suppress the vertical or pitch of the vehicle body.
- a1 in FIG. 4 is the first port of the first control valve, a2 is the second port of the first control valve, a3 is the third port of the first control valve, and a4 is the fourth port of the first control valve;
- b1 is the first port of the second control valve, b2 is the second port of the second control valve, b3 is the third port of the second control valve, and b4 is the fourth port of the second control valve;
- the hydraulic assembly may include a second motor 33, a second bidirectional hydraulic motor 34, a first intermediate oil circuit 35, a second intermediate oil circuit 36, a first control valve 37, and a second control valve 38, the first port a1 of the first control valve 37 and the first port b1 of the second control valve 38 are connected through the first intermediate oil circuit 35, and the first intermediate oil circuit 35 is also connected to an outlet of the second bidirectional hydraulic motor 34,
- the second port a2 of the first control valve 37 and the second port b2 of the second control valve 38 are connected
- the first control valve 37 can be controlled to be connected and the second control valve 38 can be disconnected, that is, the first port a1 of the first control valve 37 is connected to the third port a3 of the first control valve 37, and the second port a2 of the first control valve 37 is connected to the fourth port a4 of the first control valve 37.
- the oil in the first oil circuit 10a corresponding to the first shock absorber assembly can be quickly and quantitatively supplied to the second bidirectional hydraulic motor 34 through the third port a3 of the first control valve 37, the first port a1, and the first middle oil circuit 35, and then enter the second oil circuit 20a corresponding to the first shock absorber assembly through the second middle oil circuit 36, the second port a2 and the fourth port a4 of the first control valve 37.
- the amount of oil in the first oil circuit 10a corresponding to the first shock absorber assembly decreases, that is, the amount of oil in the first upper chamber 41a of the first shock absorber 40a and the second upper chamber 51a of the second shock absorber 50a included in the first shock absorber assembly decreases, resulting in a pressure drop.
- the amount of oil in the second oil circuit 20a corresponding to the first shock absorber assembly increases, that is, the amount of oil in the first lower chamber 42a of the first shock absorber 40a and the second lower chamber 52a of the second shock absorber 50a included in the first shock absorber assembly increases, resulting in a pressure increase.
- the pressure difference will act on the first shock absorber 40a and the second shock absorber 50a in the first shock absorber assembly, so that the first shock absorber 40a and the second shock absorber 50a are stretched, thereby generating a thrust on the vehicle body and the wheels to increase the height of the vehicle body on the front axle.
- the first control valve 37 is controlled to be turned on and the second control valve 38 is turned off, that is, the first port a1 of the first control valve 37 is connected to the third port a3 of the first control valve 37, and the second port a2 of the first control valve 37 is connected to the fourth port a4 of the first control valve 37.
- the oil in the second oil circuit 20a corresponding to the first shock absorber assembly can be quickly and quantitatively directed to the second bidirectional hydraulic motor 34 through the fourth port a4 of the first control valve 37, the second port a2, and the second middle oil circuit 36, and then through the first middle oil circuit 35, the first control valve 38, and the second middle oil circuit 37.
- the first port a1 and the third port a3 of 7 enter the first oil circuit 10a corresponding to the first shock absorber assembly, so that the amount of oil in the second oil circuit 20a corresponding to the first shock absorber assembly decreases, that is, the amount of oil in the first lower chamber 42a and the second lower chamber 52a in the first shock absorber assembly decreases, resulting in a pressure drop.
- the increase in the amount of oil in the first oil circuit 10a corresponding to the first shock absorber assembly causes a pressure increase, and the pressure difference will act on the first shock absorber 40a and the second shock absorber 50a in the first shock absorber assembly to compress the first shock absorber 40a and the second shock absorber 50a, thereby generating a pulling force on the vehicle body and the wheels to reduce the height of the vehicle body on the front axle.
- both the first control valve 37 and the second control valve 38 need to be connected, the first port a1 of the first control valve 37 is connected to the third port a3 of the first control valve 37, the second port a2 of the first control valve 37 is connected to the fourth port a4 of the first control valve 37, the first port b1 of the second control valve 38 is connected to the third port b3 of the second control valve 38, and the second port b2 of the second control valve 38 is connected to the fourth port b4 of the second control valve 38.
- the oil in the first oil circuit 10a corresponding to the first shock absorber assembly and the oil in the first oil circuit 10b corresponding to the second shock absorber assembly can enter the second oil circuit 20a corresponding to the first shock absorber assembly and the second oil circuit 20b corresponding to the second shock absorber assembly under the action of the second bidirectional hydraulic motor 34, so that the first shock absorber 40a and the second shock absorber 50a of the first shock absorber assembly and the first shock absorber 40b and the second shock absorber 50b in the second shock absorber assembly are stretched, thereby generating thrust on the vehicle body and the wheels to increase the height of the vehicle body.
- the method of lowering the overall height of the vehicle body is similar to the method of raising the height of the vehicle body.
- the oil in the second oil circuit 20a corresponding to the first shock absorber assembly and the oil in the second oil circuit 20b corresponding to the second shock absorber assembly can enter the first oil circuit 10a corresponding to the first shock absorber assembly and the first oil circuit 10b corresponding to the second shock absorber assembly under the action of the second bidirectional hydraulic motor 34.
- the first control valve 37 and the second control valve 38 can both be two-position four-way valves.
- At least one group of shock absorbing assemblies includes a first shock absorbing assembly and a second shock absorbing assembly
- the first shock absorber 40c in the first shock absorbing assembly may be arranged at the front axle of the vehicle (the left front wheel of the vehicle)
- the second shock absorber 50c in the first shock absorbing assembly may be arranged at the rear axle of the vehicle (the left rear wheel of the vehicle)
- the first shock absorber 40d in the second shock absorbing assembly may be arranged at the front axle of the vehicle (the right front wheel of the vehicle)
- the second shock absorber 50d in the second shock absorbing assembly may be arranged at the rear axle of the vehicle (the right rear wheel of the vehicle)
- the hydraulic assembly may include a first hydraulic structure and a second hydraulic structure, one outlet of the first hydraulic structure is connected to a first oil circuit 10c corresponding to the first shock absorbing assembly, another outlet of the first hydraulic structure is connected to a second oil circuit 20c corresponding to the first shock absorbing assembly, one outlet of the second hydraulic structure is connected to the first
- the first hydraulic structure may include a third motor 301 and a third bidirectional hydraulic motor 302, and the second hydraulic structure may include a fourth motor 303 and a fourth bidirectional hydraulic motor 304; wherein, the first accumulator, the second accumulator, the first adjusting component and the second adjusting component arranged in the first oil circuit 10c and the second oil circuit 20c corresponding to the first shock absorber assembly, and/or the first oil circuit 10d and the second oil circuit 20d corresponding to the second shock absorber assembly can also play a role in suppressing the vertical or lateral posture of the vehicle body.
- the first adjusting component can be but is not limited to a first damping adjusting valve
- the second adjusting component can be but is not limited to a second damping adjusting valve.
- the third bidirectional hydraulic motor 302 can quickly and quantitatively pump the oil in the first oil circuit 10c corresponding to the first shock absorber assembly to the second oil circuit 20c corresponding to the first shock absorber assembly, so that the amount of oil in the first oil circuit 10c corresponding to the first shock absorber assembly is reduced, that is, the amount of oil in the first upper chamber 41c of the first shock absorber 40c in the first shock absorber assembly and the second upper chamber 51c of the second shock absorber 50c in the first shock absorber assembly is reduced, resulting in a pressure drop, and the increase in the amount of oil in the second oil circuit 20c That is, the amount of oil in the first lower chamber 42c of the first shock absorber 40c included in the first shock absorber assembly, and the second lower chamber 52c of the second shock absorber 50c increases, resulting in a pressure increase.
- the pressure difference will act on the first shock absorber 40c and the second shock absorber 50c corresponding to the first shock absorber assembly to stretch the first shock absorber 40c and the second shock absorber 50c, thereby generating a thrust on the vehicle body and the wheels to increase the height of the left side of the vehicle body; similarly, the method of raising the position of the right side of the vehicle body separately is the same as the method of raising the position of the left side of the vehicle body separately, which will not be repeated here.
- the third bidirectional hydraulic motor 302 and the fourth bidirectional hydraulic motor 304 are driven at the same time.
- the direction of the third bidirectional hydraulic motor 302 or the fourth bidirectional hydraulic motor 304 needs to be adjusted.
- the first oil circuit 10c or the second oil circuit 20c corresponding to the first shock absorber assembly When the vehicle is experiencing large vertical vibration or large roll motion, the first oil circuit 10c or the second oil circuit 20c corresponding to the first shock absorber assembly is in a compressed state, and/or the first oil circuit 10d or the second oil circuit 20d corresponding to the second shock absorber assembly is in a compressed state.
- the oil in the first oil circuit 10c and/or the first oil circuit 10d When the first oil circuit 10c and/or the first oil circuit 10d are compressed, the oil in the first oil circuit 10c and/or the first oil circuit 10d will enter the two first accumulators, and the oil flowing into the first accumulator will compress the gas in the first accumulator to form pressure, generating a reverse force; similarly, when the second oil circuit 20c and/or the second oil circuit 20d are compressed, the oil in the second oil circuit 20c and/or the second oil circuit 20d will enter the two second accumulators, and the oil flowing into the second accumulator will compress the gas in the second accumulator to form pressure, generating a reverse force, thereby suppressing the roll and vertical posture, thereby improving the comfort and operational stability of the vehicle.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
一种悬架系统及车辆。悬架系统包括液压组件和至少一组减震组件，每组减震组件对应一个第一油路（10）和一个第二油路（20），每组减震组件包括第一减震器（40）和第二减震器（50），第一减震器（40）具有第一上腔（41）和第一下腔（42），第二减震器（50）具有第二上腔（51）和第二下腔（52）；第一油路（10）上连接有至少一个第一蓄能器（60），且第一油路（10）将第一上腔（41）和第二上腔（51）连通，第二油路（20）上连接有至少一个第二蓄能器（70），且第二油路（20）将第一下腔（42）和第二下腔（52）连通，液压组件与第一油路（10）和第二油路（20）连通，液压组件用于将第一油路（10）中的油液与第二油路（10）中的油液相互转运。悬架系统占用的布置空间较小，且调节的效率较高。
Description
本申请涉及车辆技术领域，尤其涉及到一种悬架系统及车辆。
汽车作为目前最主要的交通工具，其舒适性和安全性被重视的程度也越来越高。悬架系统作为保证车辆驾驶安全性和驾驶舒适性的重要组成部分，其主要的作用是传递作用在车轮和车架之间的力和力扭，并且缓冲由不平路面传给车架或车身的冲击力，并减少由此引起的车身震动。
现有技术中，悬架系统一般为空气悬架，而空气悬架占用的空间较大、减震效果较差，且空气悬架对车身高度调节的效率较低。
发明内容
本申请提供了一种悬架系统，占用的空间较小，减震效果好且对车身高度调节的效率较高。
第一方面，本申请提供了一种悬架系统，该悬架系统可以包括液压组件和至少一组减震组件，每组减震组件对应一个第一油路和一个第二油路，减震组件的一端用于安装在车辆的车身，减震组件的另一端用于安装在车辆的车轮，每组减震组件包括第一减震器和第二减震器，第一减震器具有第一上腔和第一下腔，第二减震器具有第二上腔和第二下腔；第一油路上连接有至少一个第一蓄能器，且第一油路将第一上腔和第二上腔连通，第二油路上连接有至少一个第二蓄能器，且第二油路将第一下腔和第二下腔连通，液压组件与第一油路和第二油路连通，液压组件用于将第一油路中的油液与第二油路中的油液相互转运。具体来说，液压组件可以控制第一油路和第二油路中油液的量，进而控制第一减震器和第二减震器的高度，以调节车身的高度，而通过液压的方式对车身高度进行调节的调节速率较高，且无需压缩机以及气罐等体积较大的部件，从而可减小悬架系统的布置空间。另外，当第一减震器和/或第二减震器受到垂直方向的作用力时，第一蓄能器和第二蓄能器可以起到抑制的作用，从而提高悬架系统的减震能力。
其中，第一蓄能器和第二蓄能器的数量可以根据实际的需要进行调整，此处不进行具体的限定。
在一种可能的实施例中，为了调节第一油路以及第二油路内油液流动的速度，悬架系统还可包括第一调节组件和第二调节组件，第一调节组件设置于第一油路，第二调节组件设置于第二油路。具体的，第一调节组件可包括第一阻尼调节阀和/或至少一个第一节流阀，第二调节组件可包括第二阻尼调节阀和/或至少一个第二节流阀。
在一种可能的实施例中，为了检测第一油路和/或第二油路中油液压力，悬架系统中还可包括油压传感器，油压传感器可以为两个，分别检测第一油路和第二油路内油液的压力，或，油压传感器也可以为一个，一个油压传感器用于第一油路或第二油路内油液的压力。其中，油压传感器还可以检测减震器的作用力。
在一种可能的实施例中，至少一组减震组件可包括一个减震组件，该减震组件可设置 在车辆的前轴或车辆的后轴，液压组件可包括第一电机和第一双向液压马达，第一双向液压马达与第一电机连接，且第一双向液压马达一个出口与减震组件对应的第一油路连通，第一双向液压马达的另一个出口与减震组件对应的第二油路连通。此种设置方式种，车身与前轴或后轴对应处的高度可以被调节，还可抑制车身俯仰和垂向姿态。
在一种可能的实施例中，至少一组减震组件可包括第一减震组件和第二减震组件，第一减震组件可设置车辆的前轴，第二减震组件可设置在车辆的后轴，液压组件的一个出口分别与第一减震组件对应的第一油路及第二减震组件对应的第一油路连通，液压组件的另一个出口分别与第一减震组件对应的第二油路及第二减震组件对应的第二油路连通。此种方式种，可以对车身的整体，或车身与前轴，或车身与后轴对应的位置的高度进行调节。
在上述实施例中，液压组件可以包括第二电机、第二双向液压马达、第一中油路、第二中油路、第一控制阀和第二控制阀，第二双向液压马达与第二电机传动连接，第一中油路将第一控制阀的第一端口和第二控制阀的第一端口连通，且第一中油路与第二双向液压马达的一个出口连通，第二中油路将第一控制阀的第二端口和第二控制阀的第二端口连通，且第二中油路与第二双向液压马达的一个出口连通，第一控制阀的第三端口与第一减震组件对应的第一油路连通，第一控制阀的第四端口与第一减震组件对应的第二油路连通，第二控制阀的第三端口与第二减震组件对应的第一油路连通，第二控制阀的第四端口与第二减震组件对应的第二油路连通。具体对车身的整体、或车身与前轴，或车身与后轴对应的位置的高度进行调节时，可以通过控制第二双向液压马达的转动方向，以及控制第一控制阀和第二控制阀上各个端口的开闭进行调节。其中，第一控制阀和第二控制阀可均为二位四通阀。
在一种可能的实施例中，至少一组减震组件可以包括第一减震组件和第二减震组件，第一减震组件中的第一减震器设置于车辆的前轴，第一减震组件中的第二减震器设置于车辆的后轴，第二减震组件中的第一减震器设置于车辆的前轴，第二减震组件中的第二减震器设置于车辆的后轴，可以理解为，第一减震组件设置在车辆的左侧，第二减震组件设置在车辆的右侧。此种方式种中，可调节车身左侧和/或右侧的高度，且可对车身左侧和右侧的姿态进行调整。
其中，液压组件可包括第一液压结构和第二液压结构，第一液压结构的一个出口与第一减震组件中的第一油路连通，第一液压结构的另一个出口与第一减震组件中的第二油路连通，第二液压结构的一个出口与第二减震组件中的第一油路连通，第二液压结构的另一个出口与第二减震组件中的第二油路连通。第一液压结构可包括第三电机和第三双向液压马达，第三电机驱动第三双向液压马达转动，以调节第一减震组件对应的第一油路和第二油路内的油液的量，从而可调节车身左侧的高度；第二液压结构可包括第四电机和第四双向液压马达，第四电机驱动第四双向液压马达转动，以调节第二减震组件对应的第一油路和第二油路内的油液的量，从而可调节车身左侧的高度。
第二方面，本申请还提供了一种车辆，该车辆具有车身、车轮和上述任意技术方案中的悬架系统，悬架系统设置在车身和车轮之间。具有该悬架系统的车辆可以具有较好的减震效果，还可使车辆的舒适性和操纵稳定。
图1为本申请实施例提供的悬架系统的一种结构示意图；
图2为本申请实施例提供的悬架系统的又一种结构示意图；
图3为本申请实施例提供的悬架系统的又一种结构示意图；
图4为本申请实施例提供的悬架系统的又一种结构示意图；
图5为本申请实施例提供的悬架系统的又一种结构示意图。
附图标记：
1-车身；2-车轮；10、10a、10b、10c、10d-第一油路；20、20a、20b、20c、20d-第二油路；30-液压组件；31-第一电机；32-第一双向液压马达；33-第二电机；34-第二双向液压马达；35-第一中油路；36-第二中油路；37-第一控制阀；38-第二控制阀；301-第三电机；302-第三双向液压马达；303-第四电机；304-第四双向液压马达；40、40a、40b、40c、40d-第一减震器；41、41a、41b、41c-第一上腔；42、42a、42b、42c-第一下腔；43-第一活塞；44-第一活塞杆；50、50a、50b、50c、50d-第二减震器；51、51a、51b、51c-第二上腔；52、52a、52b、52c-第二下腔；53-第二活塞；54-第二活塞杆；60-第一蓄能器；70-第二蓄能器；80-第一调节组件；81-第一阻尼调节阀；82-第一节流阀；90-第二调节组件；91-第二阻尼调节阀；92-第二节流阀；100-油压传感器。
为了使本申请的目的技术方案和优点更加清楚，下面将结合附图对本申请作进一步地详细描述。
现有技术中，车辆的悬架一般为空气悬架，空气悬架中包括压缩机以及储气罐，导致了空气悬架占用的布置空间较大，而且，空气悬架调节车身与底盘之间的高度的效率较低。
为此，本申请实施例提供了一种悬架系统，可以提高调节的效果，降低占用的空间。
为了使本申请的目的、技术方案和优点更加清楚，下面将结合附图和具体实施例对本申请提供的光学器件作进一步地详细描述。
以下实施例中所使用的术语只是为了描述特定实施例的目的，而并非旨在作为对本申请的限制。如在本申请的说明书和所附权利要求书中所使用的那样，单数表达形式“一个”、“一种”、“所述”、“上述”、“该”和“这一”旨在也包括例如“一个或多个”这种表达形式，除非其上下文中明确地有相反指示。
在本说明书中描述的参考“一个实施例”或“一些实施例”等意味着在本申请的一个或多个实施例中包括结合该实施例描述的特定特征、结构或特点。由此，在本说明书中的不同之处出现的语句“在一个实施例中”、“在一些实施例中”、“在其他一些实施例中”、“在另外一些实施例中”等不是必然都参考相同的实施例，而是意味着“一个或多个但不是所有的实施例”，除非是以其他方式另外特别强调。术语“包括”、“包含”、“具有”及它们的变形都意味着“包括但不限于”，除非是以其他方式另外特别强调。
本申请实施例提供的一种悬架系统，其主要应用在车辆中，车辆可包括车身和底盘，车身设置于底盘上，悬架系统设置在车身和底盘之间，底盘上设置有四个车轮，具有该悬架系统的车辆的舒适性和稳定性较高。其中，在底盘和车身之间还可设置有弹性件，弹性件设置在靠近悬架系统的一侧，以用于提高减震的效果。具体的，弹性件可以但不限制为弹簧或空气弹簧。
参照图1，悬架系统可包括液压组件和至少一组减震组件，减震组件的一端安装于车辆的车身1，减震组件的另一端安装于车辆的车轮2，其中，每组减震组件对应一个第一 油路10和一个第二油路20，第一油路10与液压组件30的一个出口连通，第二油路20与液压组件30的另一个出口连通，液压组件30可将第一油路10中的油液与第二油路20中的油液相互转运；每组减震组件可包括第一减震器40和第二减震器50，第一减震器40具有第一上腔41和第一下腔42，第二减震器50具有第二上腔51和第二下腔52；第一油路10将第一上腔41和第二上腔51连通，且第一油路10上可设置有至少一个第一蓄能器60，第二油路20将第一下腔42和第二下腔52连通，且在第二油路20上可设置有至少一个第二蓄能器70。具体的，液压组件可以对第一上腔41、第二上腔51以及用于将第一上腔41和第二上腔51连通的第一油路10内的油液，和第一下腔42、第二下腔52以及用于将第一下腔42和第二下腔52连通的第二油路20内的油液进行转运，重新分配，从而可以控制第一减震器40和第二减震器50的高度，进而调节车辆车身的高度；且当第一减震器40和/或第二减震器50受到垂直向下的作用力时，第一下腔42和/或第二下腔52内油液至少部分进入到第二蓄能器70，第二蓄能器70可以起到抑制第一减震器40和/或第二减震器50沿垂直方向的压缩量，从而实现对车辆车身垂直方向运动的抑制，可以提高减震的能力，当第一减震器40和第二减震器50受到垂直向上的作用力时，第一蓄能器60也能够起到抑制第一减震器40和/或第二减震器50沿垂直方向的压缩量的作用。其中，通过液压组件控制第一油路10和第二油路20内的油液的量的方式，对车身高度的调整的速度较快，且液压油路的占用空间较小，从而提升了车辆的舒适性。
第一减震器40可包括第一活塞43和第一活塞杆44，第一活塞杆44的第一端可滑动的设置在第一活塞内43，第一活塞杆44的第一端将第一活塞43内分隔为相对隔绝的第一上腔41和第一下腔42，第一活塞杆44的第二端与车身1或车轮2连接。通过控制第一上腔41和/或第一下腔42内的油液的量，即可控制第一活塞杆44的移动轨迹，从而调整车身的高度。
第二减震器50可包括第二活塞53和第二活塞杆54，第二活塞杆54的第二端可滑动的设置在第二活塞53内，第二活塞杆54的第二端将第二活塞53内分隔为相对隔绝的第二上腔51和第二下腔52，第二活塞杆54的第二端与车身1或车轮2连接。通过控制第二上腔51和/或第二下腔52内的油液的量，即可控制第二活塞杆54的移动轨迹，从而调整车身的高度。
继续参照图1，图1中的两个车轮2为两个前轮或两个后轮，在具体实施的过程中，当减震组件为一组时，减震组件包括的第一减震器40和第二减震器50可分别设置在两端前轮与车身之间，即减震组件设置在车辆的前轴；或，减震组件包括的第一减震器40和第二减震器50可分别设置在两个后轮与车身之间，即减震组件设在车辆的后轴，此时，液压组件30可包括第一电机31和与第一电机31连接的第一双向液压马达32，第一双向液压马达32与第一油路10和第二油路20连通，在第一减震器40的第一上腔41与第二减震器上50的第二上腔51连通的第一油路10上，还可以设置有第一调节组件80和两个第一蓄能器60，且第一调节组件80可包括两个第一阻尼调节阀81和两个第一节流阀82，两个第一阻尼调节阀81可分别设置在第一上腔41的出口处和第二上腔51的出口处，第一阻尼调节阀81可以更好的控制第一油路10中油液的流动，两个第一节流阀82分别设置在两个第一蓄能器60的出口处，可以对第一蓄能器60起到缓冲的作用；在第一减震器40的第一下腔42与第二减震器50的第二下腔52连通的第二油路20上，还可设置有第二调节组件90和两个第二蓄能器70，且第二调节组件90可包括两个第二阻尼调节阀91和 两个第二节流阀92，两个第二阻尼调节阀91可分别设置在第一下腔42的出口处和第二下腔52的出口处，第二阻尼调节阀91可以更好的控制第二油路中油液的流动，两个第二节流阀92分别设置在两个第二蓄能器70的出口处，可以对第二蓄能器70起到缓冲的作用。在该种的设置方式中，通过控制第一双向液压马达32，可调整第一油路10和第二油路20中油液的量，进而调整车辆前轴或后轴的高度；具体而言，通过第一双向液压马达32可以快速、定量的将第一油路10中的油液泵到第二油路20中，第一油路10中的油液量的减少，即第一上腔41和第二上腔51中的油液的量减少，导致压力下降，第二油路20中因油液量的增加，导致压力升高，压差将作用到第一减震器40和第二减震器50上，以使第一减震器40和第二减震器50伸张，从而对车身和车轮产生推力，以提高车身的高度；还可通过第一双向液压马达32以快速、定量的将第二油路20中的油液泵到第一油路10中，第二油路20中的油液量的减少，即第一下腔42和第二下腔52中的油液的量减少，导致压力下降，第一油路10中因油液量的增加，导致压力升高，压差将作用到第一减震器40和第二减震器50上，以使第一减震器40和第二减震器50压缩，从而对车身和车轮产生拉力，以降低车身的高度。
当车辆在发生大幅度的垂向振动或大幅度的俯仰运动时，第一油路10或第二油路20处于被压缩的状态，第一油路10被压缩时，第一油路10中的油液会进入到两个第一蓄能器60中，流入第一蓄能器60的油液会压缩第一蓄能器60内的气体形成压力，产生反向的作用力；同样的，第二油路20被压缩时，第二油路20中的油液会进入到两个第二蓄能器70中，流入到第二蓄能器70的油液会压缩第二蓄能器70内的气体以形成压力，产生反向的作用力，进而可以起到抑制俯仰和垂向姿态的作用，从而提高车辆的舒适性和操作的稳定性。
在上述的实施例中，第一油路10中的第一阻尼调节阀81也可设置为一个，第二油路20中的第二阻尼调节阀91也可只设置为一个。
为了检测第一油路10和第二油路20中的油压，可在第一油路10和第二油路20中均设置有一个油压传感器100，而在具体实施的过程中，也可以只在第一油路10或第二油路20中安装有油压传感器100。
参照图2，在一种可能的实施例中，减震组件为一组时，减震组件包括的第一减震器40和第二减震器50可分别设置在两端前轮与车身之间，即减震组件设置在车辆的前轴；或，第一减震器和第二减震器可分别设置在两个后轮与车身之间，即减震组件设在车辆的后轴，此时，液压组件30可包括第一电机31和与第一电机31连接的第一双向液压马达32，第一双向液压马达32与第一油路10和第二油路20连通，在第一减震器40的第一上腔41与第二减震器50上的第二上腔51连通的第一油路10上，还可以设置有一个第一蓄能器60，在第一减震器40的第一下腔42与第二减震器50上的第二下腔52连通的第二油路20上，还可设置有第二调节组件90和一个第二蓄能器70，且第二调节组件可包括两个第二节流阀92，两个第二节流阀92可分别设置在第一下腔42的出口处和第二下腔52的出口处，而在具体设置第二节流阀92时，可以将第二节流阀92进行校对，以保证对第二油路20内油液的调节。
其中，在该种实施方式中，为了检测第一油路10和第二油路20中的油压，可在第一油路10和第二油路20中均设置有一个油压传感器100，而在具体实施的过程中，也可以只在第一油路10或第二油路20中安装有油压传感器100。
参照图3，在一种可能的实施例中，减震组件为一组，减震组件中的第一减震器40和第二减震器50可分别设置在两端前轮与车身之间，即减震组件设置在车辆的前轴；或，第一减震器和第二减震器可分别设置在两个后轮与车身之间，即减震组件设在车辆的后轴，此时，液压组件30可包括第一电机31和与第一电机31连接的第一双向液压马达32，第一双向液压马达32与第一油路10和第二油路20连通，在第一减震器40的第一上腔41与第二减震器50上的第二上腔51连通的第一油路10上，还可以设置有第一调节组件80和两个第一蓄能器60，第一调节组件80可包括四个第一节流阀82，其中两个第一节流阀82分别设置在第一上腔41的出口处和第二上腔51的出口处，以控制第一油路10内油液的流速；另外两个第一节流阀82设置在分别设置在两个第一蓄能器60的出口处，可以对第一蓄能器60起到缓冲的作用。同样的，在第一减震器40的第一下腔42与第二减震器50上的第二下腔52连通的第二油路20上还可设置有第二调节组件90和两个第二蓄能器70，且第二调节组件90可包括四个第二节流阀92，其中两个第二节流阀92分别设置在第一下腔42的出口处和第二下腔52的出口处，以控制第二油路20内油液的流速；另外两个第二节流阀92设置在分别设置在两个第二蓄能器70的出口处，可以对第二蓄能器70起到缓冲的作用。
参照图4，在一种可能的实施例中，至少一组减震组件可以包括第一减震组件和第二减震组件，第一减震组件可设置在车辆的前轴，第二减震组件可设置在车辆的后轴，第一减震组件对应的第一油路10a与第二减震组件对应的第一油路10b均与液压组件的一个出口连通，第一减震组件对应的第二油路20a与第二减震组件对应的第二油路20b均与液压组件的另一个出口连通。更具体的，第一减震组件中的第一减震器40a可设置在前轴的左车轮与车身之间，第一减震组件中的第二减震器50a可设置在前轴的右车轮与车身之间，第二减震组件中的第一减震器40b可设置在后轴的左车轮与车身之间，第二减震组件中的第二减震器50b可设置在后轴的右车轮与车身之间，第一减震组件中第一减震器40a的第一上腔41a，和第一减震组件中第二减震器50a的第二上腔51a通过第一减震组件对应的第一油路10a连通，第一减震组件中第一减震器40a的第一下腔42a，和第一减震组件中第二减震器50a的第二下腔52a通过第一减震组件对应的第二油路20a连通；同样的，在第二减震组件中第一减震器40b的第一上腔41b，和第一减震组件中第二减震器50b的第二上腔51b通过第而减震组件对应的第一油路10b连通，第二减震组件中第一减震器40b的第一下腔42b，和第二减震组件中第二减震器50b的第二下腔52b通过第二减震组件对应的第二油路20b连通，第一减震组件对应的第一油路10a和第二油路20a，与第二减震组件对应的第一油路10b和第二油路20b可以通过液压组件连通。可以通过控制液压组件，使车身前轴单独调高或调低，也可使车身后轴单独调高或调低，还可以使车身整体调高或调低，且第一减震组件和/或第二减震组件中的第一油路和第二油路内设置有第一蓄能器、第二蓄能器、第一调节组件和第二调节组件还可对车身的垂向或俯仰起到抑制的作用。
继续参照图4，图4中a1为第一控制阀的第一端口，a2为第一控制阀的第二端口，a3为第一控制阀的第三端口，a4为第一控制阀的第四端口；b1为第二控制阀的第一端口，b2为第二控制阀的第二端口，b3为第二控制阀的第三端口，b4为第二控制阀的第四端口；液压组件可包括第二电机33、第二双向液压马达34、第一中油路35、第二中油路36、第一控制阀37和第二控制阀38，第一控制阀37的第一端口a1和第二控制阀38的第一端口b1通过第一中油35路连通，且第一中油路35还与第二双向液压马达34的一个出口连通， 第一控制阀37的第二端口a2和第二控制阀38的第二端口b2通过第二中油路36连通，且第二中油路36与第二双向液压马达34的另一个出口连通，第一控制阀37的第三端口a3与第一减震组件对应的第一油路10a连通，第一控制阀37的第四端口a4与第一减震组件对应的第二油路20a连通，第二控制阀38的第三端口b3与第二减震组件对应的第一油路10b连通，第二控制阀38的第四端口b4与第二减震组件对应的第二油路20b连通。
当需要单独将车身与前轴对应的位置调高时，可控制第一控制阀37导通，第二控制阀38断开，即第一控制阀37的第一端口a1与第一控制阀37的第三端口a3导通，第一控制阀37的第二端口a2与第一控制阀37的第四端口a4导通，在第二双向液压马达34的作用下，可以快速、定量的将第一减震组件对应的第一油路10a中的油液，经过第一控制阀37的第三端口a3、第一端口a1、第一中油路35进入到第二双向液压马达34，然后经过第二中油路36、第一控制阀37的第二端口a2和第四端a4口进入到第一减震组件对应的第二油路20a内。这样，第一减震组件对应的第一油路10a中的油液量的减少，即第一减震组件包括的第一减震器40a中的第一上腔41a，和第二减震器50a中的第二上腔51a中的油液的量减少，导致压力下降，第一减震组件对应的第二油路20a中因油液量的增加，即第一减震组件包括的第一减震器40a中的第一下腔42a，和第二减震器50a中的第二下腔52a中的油液的量增加，导致压力升高，压差将作用到第一减震组件中的第一减震器40a和第二减震器50a上，以使第一减震器40a和第二减震器50a伸张，从而对车身和车轮产生推力，以提高车身在前轴的高度；
当需要单独将车身与前轴对应的位置调低，控制第一控制阀37导通，第二控制阀38断开，即第一控制阀37的第一端口a1与第一控制阀37的第三端口a3导通，第一控制阀37的第二端口a2与第一控制阀37的第四端口a4导通，在第二双向液压马达34的作用下，可以快速、定量的将第一减震组件对应的第二油路20a中的油液，经过第一控制阀37的第四端口a4、第二端口a2、第二中油路36进入到第二双向液压马达34，然后经过第一中油路35、第一控制阀37的第一端口a1和第三端口a3进入到第一减震组件对应的第一油路10a内，这样，第一减震组件对应的第二油路20a中的油液量的减少，即第一减震组件中的第一下腔42a和第二下腔52a中的油液的量减少，导致压力下降，第一减震组件对应的第一油路10a中因油液量的增加，导致压力升高，压差将作用到第一减震组件中的第一减震器40a和第二减震器50a上，以使第一减震器40a和第二减震器50a压缩，从而对车身和车轮产生拉力，以降低车身在前轴的高度。
当需要单独升高或降低车身与后轴对应的位置时，具体的方式与单独升高或降低车身与前轴对应的位置相同，此处不再进行详细的介绍。
当需要调高车身整体的高度时，第一控制阀37和第二控制阀38均需要导通，第一控制阀37的第一端口a1与第一控制阀37的第三端口a3导通，第一控制阀37的第二端口a2与第一控制阀37的第四端口a4导通，第二控制阀38的第一端口b1与第二控制阀38的第三端口b3导通，第二控制阀38的第二端口b2与第二控制阀38的第四端口b4导通，这样，第一减震组件对应的第一油路10a内的油液、第二减震组件对应的第一油路10b内的油液可以在第二双向液压马达34的作用下，进入到第一减震组件对应的第二油路20a以及第二减震组件对应的第二油路20b中，以使第一减震组件的第一减震器40a和第二减震器50a，以及第二减震组件中的第一减震器40b和第二减震器50b伸张，从而对车身和车轮产生推力，以提高车身整体的高度。降低车身整体的高度的方式与提高车身的高度的 方式相似，将第一减震组件对应的第二油路20a内的油液、第二减震组件对应的第二油路20b内的油液可以在第二双向液压马达34的作用下，进入到第一减震组件对应的第一油路10a以及第二减震组件对应的第一油路10b中即可。
其中，第一控制阀37和第二控制阀38均可为二位四通阀。
参照图5，在一种可能的实施例中，至少一组减震组件包括第一减震组件和第二减震组件，第一减震组件中的第一减震器40c可设置在车辆的前轴处(车辆的左前轮)，第一减震组件中的第二减震器50c可设置在车辆的后轴处(车辆的左后轮)，第二减震组件中的第一减震器40d可设置在车辆的前轴处(车辆的右前轮)，第二减震组件中的第二减震器50d可设置在车辆的后轴处(车辆的右后轮)；液压组件可包括第一液压结构和第二液压结构，第一液压结构的一个出口与第一减震组件对应的第一油路10c连通，第一液压结构的另一个出口与第一减震组件对应的第二油路20c连通，第二液压结构的一个出口与第二减震组件对应的第一油路10d连通，第二液压结构的另一个出口与第二减震组件对应的第二油路20d连通。其中，第一液压结构可包括第三电机301和第三双向液压马达302，第二液压结构可包括第四电机303和第四双向液压马达304；其中，在第一减震组件对应的第一油路10c和第二油路20c，和/或，第二减震组件对应的第一油路10d和第二油路20d内设置的第一蓄能器、第二蓄能器、第一调节组件和第二调节组件，还可对车身的垂向或侧倾的姿态起到抑制的作用，此时，第一调节组件可以但不限制为第一阻尼调节阀，第二调节组件可以但不限制为第二阻尼调节阀。
当需要单独将车身左侧的位置调高时，可以通过第三双向液压马达302可以快速、定量的将第一减震组件对应的第一油路10c中的油液泵到第一减震组件对应的第二油路20c中，以使第一减震组件对应的第一油路10c中的油液量的减少，即第一减震组件中第一减震器40c的第一上腔41c和第一减震组件中第二减震器50c的第二上腔51c中的油液的量减少，导致压力下降，第二油路20c中因油液量的增加，即第一减震组件包括的第一减震器40c中的第一下腔42c，和第二减震器50c中的第二下腔52c中的油液的量增加，导致压力升高，压差将作用到第一减震组件对应的第一减震器40c和第二减震器50c上，以使第一减震器40c和第二减震器50c伸张，从而对车身和车轮产生推力，以提高车身左侧的高度；同样的，需要单独将车身右侧的位置调高与单独将车身左侧的位置调高的方式相同，此处不再赘述。
当需要同时调整车身左侧和右侧的高度时，即同时驱动第三双向液压马达302和第四双向液压马达304。要单独降低车身左侧或右侧，或者降低车身左侧和右侧的高度时，只要调整第三双向液压马达302或第四双向液压马达304的转向即可。
当车辆在发生大幅度的垂向振动或大幅度的侧倾运动时，第一减震组件对应的第一油路10c或第二油路20c处于被压缩的状态，和/或第二减震组件对应的第一油10d路或第二油路20d处于被压缩的状态，当第一油路10c和/或第一油路10d被压缩时，第一油路中10c和/或第一油路10d的油液会进入到两个第一蓄能器中，流入第一蓄能器的油液会压缩第一蓄能器内的气体形成压力，产生反向的作用力；同样的，第二油路20c和/或第二油路20d被压缩时，第二油路20c和/或第二油路20d中的油液会进去到两个第二蓄能器中，流入到第二蓄能器的油液会压缩第二蓄能器内的气体以形成压力，产生反向的作用力，进而可以起到抑制侧倾和垂向姿态的作用，从而提高车辆的舒适性和操作的稳定性。
以上，仅为本申请的具体实施方式，但本申请的保护范围并不局限于此，任何熟悉本 技术领域的技术人员在本申请揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本申请的保护范围之内。因此，本申请的保护范围应以权利要求的保护范围为准。
Claims (12)
- 一种悬架系统，其特征在于，包括液压组件和至少一组减震组件，每组所述减震组件对应一个第一油路和一个第二油路；所述减震组件的一端用于安装在车辆的车身，所述减震组件的另一端用于安装在车辆的车轮，每组所述减震组件包括第一减震器和第二减震器，所述第一减震器具有第一上腔和第一下腔，所述第二减震器具有第二上腔和第二下腔；所述第一油路上连接有至少一个第一蓄能器，且所述第一油路将所述第一上腔和所述第二上腔连通；所述第二油路上连接有至少一个第二蓄能器，且所述第二油路将所述第一下腔和所述第二下腔连通；所述液压组件，所述液压组件与所述第一油路和所述第二油路连通，所述液压组件用于将所述第一油路中的油液与所述第二油路中的油液相互转运。
- 根据权利要求1所述的悬架系统，其特征在于，所述悬架系统还包括第一调节组件，所述第一调节组件设置于所述第一油路，所述第一调节组件用于调节所述第一油路中油液的流速。
- 根据权利要求2所述的悬架系统，其特征在于，所述悬架系统还包括第二调节组件，所述第二调节组件设置于所述第二油路，所述第二调节组件用于所述第二油路中油液的流速。
- 根据权利要求3所述的悬架系统，其特征在于，所述第一调节组件包括第一阻尼调节阀和/或第一节流阀，所述第二调节组件包括第二阻尼调节阀和/或第二节流阀。
- 根据权利要求1～4任一项所述的悬架系统，其特征在于，所述悬架系统还包括用于检测所述第一油路和/或所述第二油路内油液压力的油压传感器。
- 根据权利要求1～5任一项所述的悬架系统，其特征在于，所述至少一组减震组件包括一个减震组件，所述减震组件设置于所述车辆的前轴或所述车辆的后轴；所述液压组件包括第一电机和与所述第一电机连接的第一双向液压马达，所述第一双向液压马达的一个出口与所述减震组件对应的第一油路连通，所述第一双向液压马达的另一个出口与所述减震组件对应的第二油路连通。
- 根据权利要求1～5任一项所述的悬架系统，其特征在于，所述至少一组减震组件包括第一减震组件和第二减震组件，所述第一减震组件设置于所述车辆的前轴，所述第二减震组件设置于所述车辆的后轴；所述液压组件的一个出口分别与所述第一减震组件对应的第一油路及所述第二减震组件对应的第一油路连通，所述液压组件的另一个出口分别与所述第一减震组件对应的第二油路及所述第二减震组件对应的第二油路连通。
- 根据权利要求7所述的悬架系统，其特征在于，所述液压组件包括第二电机、第二双向液压马达、第一中油路、第二中油路、第一控制阀和第二控制阀；所述第二双向液压马达与所述第二电机传动连接，所述第一中油路将所述第一控制阀的第一端口和所述第二控制阀的第一端口连通，且所述第一中油路与所述第二双向液压马达的一个出口连通，所述第二中油路将所述第一控制阀的第二端口和所述第二控制阀的第二端口连通，且所述第二中油路与所述第二双向液压马达的一个出口连通，所述第一控制 阀的第三端口与所述第一减震组件对应的第一油路连通，所述第一控制阀的第四端口与所述第一减震组件对应的第二油路连通，所述第二控制阀的第三端口与所述第二减震组件对应的第一油路连通，所述第二控制阀的第四端口与所述第二减震组件对应的第二油路连通。
- 根据权利要求8所述的悬架系统，其特征在于，所述第一控制阀和所述第二控制阀均为二位四通阀。
- 根据权利要求1～5任一项所述的悬架系统，其特征在于，所述至少一组减震组件包括第一减震组件和第二减震组件，所述第一减震组件中的第一减震器设置于所述车辆的前轴，所述第一减震组件中的第二减震器设置于所述车辆的后轴；所述第二减震组件中的第一减震器设置于所述车辆的前轴，所述第二减震组件中的第二减震器设置于所述车辆的后轴。
- 根据权利要求10所述的悬架系统，其特征在于，所述液压组件包括第一液压结构和第二液压结构；所述第一液压结构的一个出口与所述第一减震组件对应的第一油路连通，所述第一液压结构的另一个出口与所述第一减震组件对应的第二油路连通；所述第二液压结构的一个出口与所述第二减震组件对应的第一油路连通，所述第二液压结构的另一个出口与所述第二减震组件对应的第二油路连通。
- 一种车辆，其特征在于，包括车身、车轮以及如权利要求1～11任一项所述的悬架系统，所述悬架系统设置在所述车身和所述车轮之间。
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