CN101765727A - Interconnected Suspension System - Google Patents

Abstract

A vehicle suspension unit (1) is disclosed. The unit (1) is configured as a hybrid suspension unit with passive damper elements (2) and active actuator elements (3). The damper element (2) extends along the longitudinal axis (4) of the suspension unit (1) between a damper upper end (2a) and a damper lower end (2b). The bumper element (2) provides a bumper longitudinal displacement to the bumper upper end (2a) relative to the bumper lower end (2b). The suspension unit can work in active and passive mode.

Description

Interconnected Suspension System

technical field

The present invention relates generally to vehicle suspension systems, and more particularly to interconnected suspension systems.

Background technique

Automobile accidents involving rolling vehicles (known as "rollover accidents") result in an unacceptably high fatality rate. This problem has become more pronounced in recent years as urban four-wheel drive vehicles, which typically have a high center of gravity and thus relatively low resistance to rollover, are gaining popularity in urban areas. According to reports, in the United States in 2004, approximately 36% of accident fatalities related to four-wheel drive special purpose vehicles (SUVs) resulted from rollover accidents. Rollover accidents are reported as the second most dangerous type of accident to occur on U.S. highways, behind the leading collision in the number of disasters. In Australia, rollover accidents were reported to account for 44% of vehicle owner disasters in rural Western Australia and 54% of disasters in the rural North.

A vehicle's susceptibility to rollover can be determined by the standard dynamic rollover propensity test, also known as the "fishhook rollover test," routinely administered by the National Highway Traffic Safety Administration (NHTSA). In this test, the car is accelerated to test speed and then performs a standard fishhook maneuver. The test speed is increased until the hook turning limit speed is reached, at which point the two inner wheels leave the ground during the hook turning, or the rims of the two outer wheels touch the ground. For a standard automobile, a typical gaff turning limit speed is about 40 miles per hour (mph) (about 64 km/h). It has been estimated that a mere 10% increase in the limit speed of the hook could reduce the fatality rate from rollover accidents by as much as 30%.

In a traditional passive vehicle suspension system, rollover is prevented by individual passive suspension units, each including a hydraulic damper and spring, associated with each wheel to prevent the vertical shift, typically with lateral torsion or anti-roll bars specifically designed to increase rolling resistance. However, configuring such a conventional passive suspension system to increase its anti-roll performance can adversely affect the ride characteristics of the suspension which seeks to isolate the vehicle body from road undulations.

Various approaches have been applied in an attempt to reconcile these conflicting needs for roll protection and ride quality.

In a previously proposed system, the standard shock absorbers are replaced by four interconnected double-acting hydraulic cylinders (shock absorbers). The hydraulic cylinders are interconnected by two separate fluid lines, each with a high pressure hydraulic accumulator. The first circuit connects the upper chambers of the two left cylinders with the lower chambers of the two right cylinders, and the second circuit connects the lower chambers of the left cylinders with the upper chambers of the right cylinders. When the vehicle begins to roll, the force exerted on the piston in each cylinder due to the roll pressurizes one of the lines and depressurizes the other, providing a passive force that attempts to stop the roll. However, this system requires very high hydraulic pressures to be maintained in the accumulators and fluid lines, which causes excessive noise and vibration to be transmitted to the vehicle chassis by exciting the natural frequencies of the chassis. Since a typical vehicle chassis has many natural frequencies, this noise and vibration is difficult to dampen. The proposed system also requires very fine manufacturing tolerances and is susceptible to excessive valve and seal wear. As a completely passive system, it also cannot compensate for the loss of performance associated with this wear. Further, the proposed system is also only capable of providing anti-roll and cannot independently control other unstable modes including pitch, pitch, and articulation. The system also required extensive chassis redesign, making it not economically viable for aftermarket retrofit applications or as an option upgrade for new vehicles.

Another approach used to address the above problems provides active suspension systems, which may be hydraulic or mechanical in nature.

Hydraulic systems, like the passive systems described above, typically use interconnected double-acting hydraulic cylinders in place of standard shock absorbers. Through a typically complex control system, fluid pressure is actively applied to the upper or lower chamber of the hydraulic cylinder as required. These systems are often complex, expensive, and use power directly from the car's engine to pressurize the system, resulting in a useless loss of power output to drive the wheels.

One proposed approach based on active vehicle suspension systems includes active mechanical torsion bars that use power from the engine to apply active torque to the torsion bar, thereby resisting any tendency to roll. Also, such mechanically based systems are relatively expensive and have high power requirements on the engine.

Contents of the invention

According to a first aspect, the present invention provides a vehicle suspension unit comprising:

a bumper element that provides cushioning; and

An actuator element disposed relative to the damper element.

In one embodiment, the actuator element is arranged to vary the damping provided by said damper element.

In one embodiment, the actuator element is arranged to allow the nominal longitudinal displacement of the bumper upper end relative to the bumper lower end to be varied.

In one embodiment, the actuator element acts on one of rolling, pitching or coupling of the vehicle to vary the cushioning of the cushioning element.

In one embodiment, the actuator element is one of a plurality of interconnected suspension units forming a suspension system arranged to resist one or more of rolling, pitching and coupling of the vehicle indivual.

In one embodiment, the vehicle suspension unit further includes a vehicle body bracket fixed relative to one of said bumper upper end and said bumper lower end. It may also include a wheel mount fixed relative to one of said bumper lower end and said bumper upper end.

In one embodiment, the actuator element further comprises an actuator housing defining a longitudinally extending fluid-filled actuator cavity. The actuator housing may be fixed relative to one of the bumper upper end and the bumper lower end.

In one embodiment, said actuator element may further comprise an actuator piston mounted in said actuator cavity for reciprocating longitudinal displacement through said actuator cavity, said The actuator piston divides the actuator cavity into an upper actuator cavity and a lower actuator cavity.

In one embodiment, the actuator element may further comprise an actuator piston connection secured to the actuator piston and extending longitudinally through the actuator housing. The actuator piston link may be fixed relative to the other of the bumper upper end and the bumper lower end.

In one embodiment, the actuator element may further include an upper port in communication with the upper chamber of the actuator. The upper port may extend through the actuator housing.

In one embodiment, the actuator element may further include a lower port in communication with the lower chamber of the actuator. The lower port may extend through the actuator housing.

In one embodiment, the damper element includes a damper housing defining a longitudinally extending fluid-filled damper cavity. The bumper housing may further define one of the bumper upper end and the bumper lower end. The damper element may further include a damper piston mounted in the damper cavity for damped reciprocating movement through the damper cavity. The damper piston can divide the damper cavity into an upper damper cavity and a lower damper cavity. The bumper element may further include a bumper piston connection secured to the bumper piston and extending longitudinally through the bumper housing, the bumper piston connection defining the bumper upper end and the bumper Another one in the lower end.

In one embodiment, the vehicle suspension unit may further include a spring extending longitudinally between an upper end of the spring and a lower end of the spring, the upper end of the spring is fixed relative to the upper end of the buffer, and the lower end of the spring is fixed relative to the buffer The lower end of the device is fixed.

According to a second aspect, the invention provides a vehicle suspension unit having a longitudinal axis and comprising:

a bumper element extending along the longitudinal axis between a bumper upper end and a bumper lower end, the bumper element providing a damped longitudinal displacement to the bumper upper end relative to the bumper lower end; and

an actuator element coaxially disposed relative to the damper element, the actuator element comprising an actuator housing defining a longitudinally extending fluid-filled actuator cavity, the actuator element further comprising An actuator piston mounted in the actuator cavity for reciprocating longitudinal displacement through the actuator cavity, the actuator piston dividing the actuator cavity into actuator The upper cavity of the actuator and the lower cavity of the actuator;

an upper port in communication with the upper chamber of the actuator; and

A lower port communicating with the lower cavity of the actuator.

According to a third aspect, the present invention provides a vehicle suspension system comprising:

According to the first suspension unit of the second aspect of the present invention, the first suspension unit is configured to be mounted to the left front wheel assembly;

According to the second suspension unit of the second aspect of the present invention, the second suspension unit is configured to be mounted to the right front wheel assembly;

According to the third suspension unit of the second aspect of the present invention, the third suspension unit is arranged to be mounted to the left rear wheel assembly; and

According to the fourth suspension unit of the second aspect of the present invention, the fourth suspension unit is configured to be mounted to the right rear wheel assembly,

a first upper fluid line in communication with the upper port of the first suspension unit;

a first lower fluid line in communication with the lower port of the first suspension unit;

a second upper fluid line in communication with the upper port of the second suspension unit;

a second lower fluid line in communication with the lower port of the second suspension unit;

a third upper fluid line in communication with the upper port of the third suspension unit;

a third lower fluid line in communication with the lower port of the third suspension unit;

a fourth upper fluid line in communication with the upper port of the fourth suspension unit;

a fourth lower fluid line in communication with the lower port of the fourth suspension unit;

a first fluid circuit comprising two or more of said fluid lines; and

A second fluid circuit comprising another two or more of the fluid lines.

In one embodiment, said first fluid circuit comprises said first upper fluid line, said second lower fluid line, said third upper fluid line and said fourth lower fluid line; and

The second fluid circuit includes the first lower fluid line, the second upper fluid line, the third lower fluid line, and the fourth upper fluid line.

In one embodiment, said first fluid circuit comprises said first upper fluid line, said second upper fluid line, said third lower fluid line and said fourth lower fluid line; and

The second fluid circuit includes the first lower fluid line, the second lower fluid line, the third upper fluid line, and the fourth upper fluid line.

In one embodiment, said first fluid circuit comprises said first upper fluid line, said second upper fluid line, said third upper fluid line and said fourth upper fluid line; and

The second fluid circuit includes the first lower fluid line, the second lower fluid line, the third lower fluid line, and the fourth lower fluid line.

In one embodiment, said first fluid circuit comprises said first upper fluid line, said second lower fluid line, said third lower fluid line and said fourth upper fluid line; and

The second fluid circuit includes the first lower fluid line, the second upper fluid line, the third upper fluid line, and the fourth lower fluid line.

In one embodiment, the passive vehicle suspension system further comprises one or more valves for reconfiguring said first and/or said second fluid circuit.

In one embodiment at least one of said fluid lines comprises an accumulator.

In one embodiment, at least one of said fluid lines comprises a damper valve.

According to a fourth aspect, the present invention provides a vehicle suspension system comprising:

According to the first suspension unit of the second aspect, the first suspension unit is arranged to connect the first wheel to the vehicle body;

A second suspension unit according to the second aspect, arranged to connect a second wheel to said vehicle body;

a first upper fluid line in communication with the upper port of the first suspension unit;

a first lower fluid line in communication with the lower port of the first suspension unit;

a second upper fluid line in communication with the upper port of the second suspension unit;

A second lower fluid line in communication with the lower port of the second suspension unit.

In one embodiment, the vehicle suspension system further includes a fluid pressure supply.

In one embodiment, the vehicle suspension system further includes a fluid reservoir.

In one embodiment, said vehicle suspension system further comprises valve means operable in an actuator standby mode to connect said first upper fluid line, said first lower fluid line, said Each of a second upper fluid line and said second lower fluid line communicates to said fluid reservoir, said valve means being further operable in at least one actuator active mode to selectively communicate:

One of the first upper fluid line and the first lower fluid line and the fluid pressure supplier, and the other of the first upper fluid line and the first lower fluid line and the fluid storage; and

One of the second upper fluid line and the second lower fluid line and the fluid pressure supplier, and the other of the second upper fluid line and the second lower fluid line and the fluid memory.

In one embodiment, said vehicle suspension system further comprises a sensor system for detecting one or more parameters of the vehicle indicative of said vehicle condition. The system may comprise a control system for controlling the valve arrangement in dependence on the parameter detected by the sensor system.

In one embodiment, said vehicle body bracket of said first suspension unit is mounted to said vehicle body and said wheel bracket of said first suspension unit is mounted to said first wheel. The vehicle body bracket of the second suspension unit is mounted to the vehicle body, and the wheel bracket of the second suspension unit is mounted to the second wheel.

According to a fifth aspect, the present invention provides a master control valve comprising:

a valve body containing an elongated cavity;

first port;

second port;

supply port; and

A pair of egress ports.

In one embodiment, the spool is mounted in the valve body. A spool can extend through the cavity. A spool may extend through each opposite end of the valve body. Two plungers can be mounted concentrically on the column. Post 37 is slidingly displaceable by a solenoid in response to a control input. The control input can be from a control system.

30 may be in the form of a solenoid actuated linear spool valve as shown in more detail with reference to FIGS. 3 , 4 and 5 .

According to a sixth aspect, the invention provides a vehicle suspension unit having a longitudinal axis and comprising:

a bumper element extending along said longitudinal axis between a bumper upper end and a bumper lower end, said bumper element providing a damped longitudinal displacement of said bumper upper end relative to said bumper lower end;

a vehicle body bracket fixed relative to the upper end of said bumper;

a wheel support fixed relative to the lower end of said bumper; and

An actuator element arranged coaxially with respect to said damper element, said actuator element comprising:

an actuator housing defining a longitudinally extending fluid-filled actuator cavity, the actuator housing being fixed relative to one of the bumper upper end and the bumper lower end;

An actuator piston mounted in the actuator cavity for reciprocating longitudinal displacement through the actuator cavity, the actuator piston dividing the actuator cavity into actuator upper chamber and actuator lower chamber;

an actuator piston connection fixed to the actuator piston and extending longitudinally through the actuator housing, the actuator piston connection relative to the bumper upper end and the bumper lower end another fixed;

an upper port extending through the actuator housing in communication with the upper chamber of the actuator; and

A lower port extends through the actuator housing in communication with the lower chamber of the actuator.

In one embodiment, the buffer element comprises:

a damper housing defining a longitudinally extending liquid-filled damper cavity, said damper housing further defining one of said damper upper end and said damper lower end;

a damper piston mounted in the damper cavity for damped longitudinal reciprocating movement through the damper cavity, the damper piston dividing the damper cavity into damper upper chamber and lower buffer chamber; and

a bumper piston connection secured to the bumper piston and extending longitudinally through the bumper housing, the bumper piston connection defining the bumper upper end and the bumper lower end the other one.

In one embodiment, the vehicle suspension unit further includes a spring extending longitudinally between an upper end of the spring and a lower end of the spring, the upper end of the spring is fixed relative to the upper end of the buffer, and the lower end of the spring is fixed relative to the upper end of the buffer The lower end is fixed.

In one embodiment, the actuator housing extends circumferentially around the damper housing. The damper housing is typically in the form of a damper cylinder, the damper piston is cylindrical and the damper piston connection is in the form of a piston rod. The actuator housing may have an annular cross-section, an inner wall of the actuator housing is defined by a peripheral wall of the damper housing, and the actuator piston has an annular cross-section.

Alternatively, the damper housing may extend circumferentially around the actuator housing.

According to a seventh aspect, the present invention provides an active vehicle suspension system comprising:

A first suspension unit as defined above connecting a first wheel to a vehicle body, said vehicle body bracket of said first suspension unit being mounted to said vehicle body, said first said wheel bracket of a suspension unit is mounted to said first wheel;

A second suspension unit as defined above connecting a second wheel to said vehicle body, said vehicle body bracket of said second suspension unit being mounted to said vehicle body, said said wheel bracket of a second suspension unit is mounted to said first wheel;

a first upper fluid line in communication with the upper port of the first suspension unit;

a first lower fluid line in communication with the lower port of the first suspension unit;

a second upper fluid line in communication with the upper port of the second suspension unit;

a second lower fluid line in communication with the lower port of the second suspension unit,

fluid pressure supply;

fluid reservoir;

valve means operable in an actuator standby mode to connect said first upper fluid line, said first lower fluid line, said second upper fluid line and said second lower fluid line each communicated to the fluid reservoir, the valve means further operable in at least one actuator active mode to selectively communicate with:

One of the first upper fluid line and the first lower fluid line and the fluid pressure supplier, and the other of the first upper fluid line and the first lower fluid line and the fluid storage; and

One of the second upper fluid line and the second lower fluid line and the fluid pressure supplier, and the other of the second upper fluid line and the second lower fluid line and the fluid memory;

a sensor system for detecting one or more parameters of the vehicle indicative of said vehicle condition, and

and a control system for controlling said valve arrangement in dependence on said parameter detected by said sensor system.

Typically, the fluid pressure supply is pressurized by the vehicle's power steering system.

In one embodiment, said first upper fluid line is in permanent communication with said second lower fluid line, and said first lower fluid line is in permanent communication with said second upper fluid line.

For a four-wheeled vehicle, the vehicle's suspension system will typically further include:

A third suspension unit as defined above, the third suspension unit connecting a third wheel to a vehicle body, said vehicle body bracket of said third suspension unit being mounted to said vehicle body, said third said wheel bracket of a suspension unit is mounted to said third wheel;

A fourth suspension unit as defined above connecting a fourth wheel to said vehicle body, said vehicle body bracket of said fourth suspension unit being mounted to said vehicle body, said said wheel bracket of a fourth suspension unit is mounted to said fourth wheel;

a third upper fluid line in communication with the upper port of the third suspension unit;

a third lower fluid line in communication with the lower port of the third suspension unit;

a fourth upper fluid line in communication with the upper port of the fourth suspension unit; and

a fourth lower fluid line in communication with the lower port of the fourth suspension unit;

The valve arrangement is further operable in the actuator standby mode to connect the third upper fluid line, the third lower fluid line, the fourth upper fluid line and the fourth lower fluid line Connected to said fluid reservoir, said valve means is further operable in at least one active mode of said actuator to selectively communicate:

One of the third upper fluid line and the third lower fluid line and the fluid pressure supplier, and the other of the third upper fluid line and the third lower fluid line and the fluid storage; and

One of the fourth upper fluid line and the fourth lower fluid line and the fluid pressure supplier, and the other of the fourth upper fluid line and the fourth lower fluid line and the fluid memory.

In one embodiment, the third upper fluid line is in permanent communication with the fourth lower fluid line, and the third lower fluid line is in permanent communication with the fourth upper fluid line.

Typically, the first wheel is the left front wheel, the second wheel is the right front wheel, the third wheel is the left rear wheel, and the fourth wheel is the right rear wheel.

In order to control the rolling of the vehicle body, in a preferred suspension system, the sensor arrangement is configured to detect one or more of the parameters indicative of a rolling condition of the vehicle body in which the vehicle body is inclined at a roll angle or having the potential to become inclined at a roll angle, the control system being configured to control the valve means to:

When the rolling condition is the first rolling condition, the valve device is operated in the first rolling active mode, so that the first upper fluid line, the second lower fluid line, the third upper fluid line pipeline and the fourth lower fluid line communicate with the fluid pressure supplier, and connect the first lower fluid line, the second upper fluid line, the third lower fluid line and the fourth upper fluid a line communicates to the fluid reservoir; and

When the rolling state is the second rolling state, make the valve device work in the second rolling active mode, so that the first upper fluid line, the second lower fluid line, the third upper fluid line line and the fourth lower fluid line communicate with the fluid reservoir, and connect the first lower fluid line, the second upper fluid line, the third lower fluid line, and the fourth upper fluid line connected to the fluid pressure supply.

When the actuator piston connection of each of the suspension units is fixed relative to the corresponding upper end of the bumper, the first roll condition is a right roll condition and the second roll condition is a left roll condition situation.

When the actuator piston connection of each of the suspension units is fixed relative to the corresponding lower end of the buffer, the first roll condition is a left roll condition and the second roll condition is a right roll condition situation.

The one or more parameters may include vehicle speed and steered wheel angle.

Alternatively, the one or more parameters may include lateral acceleration of the vehicle.

In order to control the pitching of the vehicle body, in a preferred suspension system, the sensor system is configured to detect one or more of the parameters indicative of a pitching condition of the vehicle body in which the the height is outside a predetermined range of neutral heights, the control system is configured to control the valve means to:

When the bump condition is a first bump condition in which the height of the vehicle body is higher than the neutral height range, the valve device is operated in a first bump active mode, so that the first upper fluid line, The second upper fluid line, the third upper fluid line, and the fourth upper fluid line are connected to the fluid pressure supplier, and connect the first lower fluid line, the second lower fluid line, the third lower fluid line and the fourth lower fluid line communicate with the fluid reservoir; and

When the bump condition is a second bump condition in which the height of the vehicle body is lower than the neutral height range, the valve device is operated in a second bump active mode, thereby connecting the first upper fluid line, The second upper fluid line, the third upper fluid line, and the fourth upper fluid line communicate with the fluid reservoir, and connect the first lower fluid line, the second lower fluid line, the The third lower fluid line and the fourth lower fluid line communicate with the fluid pressure supplier.

When the actuator piston connection of each of the suspension units is fixed relative to the corresponding upper end of the bumper, the first jounce condition is a peak jounce condition and the second jounce condition is a trough jounce condition .

When the actuator piston connection of each of the suspension units is fixed relative to the corresponding lower end of the bumper, the first jounce condition is a trough jounce condition and the second jounce condition is a crest jounce condition .

In order to control the dive of the vehicle body, in a preferred suspension system, the sensor system is configured to detect one or more of the parameters indicative of a dive condition of the vehicle body in which the vehicle body is inclined at a dive angle or having the possibility of becoming inclined at a dive angle, the control system being configured to control the valve means to:

When the dive condition is the first dive condition, the valve device is operated in the first dive active mode, so that the first upper fluid pipeline, the second upper fluid pipeline, and the third lower fluid pipeline line and the fourth lower fluid line communicate with the fluid reservoir, and connect the first lower fluid line, the second lower fluid line, the third upper fluid line, and the fourth upper fluid line communicated to said fluid pressure supply; and

When the dive condition is the second dive condition, make the valve device work in the second dive active mode, so that the first upper fluid pipeline, the second upper fluid pipeline, and the third lower fluid pipeline pipeline and the fourth lower fluid line are connected to the fluid pressure supplier, and connect the first lower fluid line, the second lower fluid line, the third upper fluid line and the fourth upper fluid line A line communicates to the fluid reservoir.

When the actuator piston connection of each of the suspension units is fixed relative to the corresponding upper end of the bumper, the first dive condition is a nose down dive condition, and the second dive condition This is the dive condition with the tail down.

When the actuator piston connection of each of the suspension units is fixed relative to the corresponding lower end of the buffer, the first dive condition is a tail-down dive condition, and the second dive condition is Nose down dive condition.

Typically, the one or more parameters may include brake application parameters. The one or more parameters may also include vehicle longitudinal acceleration.

To control the coupling of the vehicle body, in a preferred suspension system, the sensor system is configured to detect one or more parameters indicative of the coupling condition of the vehicle, the control system is configured to control the valve means so that:

When the connection state is the first connection state, the valve device is operated in the first connection active mode, so that the first upper fluid line, the second lower fluid line, the third lower fluid line line and the fourth upper fluid line communicate with the fluid reservoir, and connect the first lower fluid line, the second upper fluid line, the third upper fluid line, and the fourth lower fluid line communicated to said fluid pressure supply; and

When the connection state is the second connection state, the valve device is operated in the second connection active mode, so that the first upper fluid line, the second lower fluid line, the third lower fluid line pipeline and the fourth upper fluid line communicate with the fluid pressure supplier, and connect the first lower fluid line, the second upper fluid line, the third upper fluid line and the fourth lower fluid line A line communicates to the fluid reservoir.

Typically, said valve arrangement comprises a main control valve operable to selectively connect one of a first fluid line and a second fluid line to said fluid pressure supply pump, and to connect said first the other of the fluid line and the second fluid line communicates to the fluid reservoir;

Wherein said first fluid circuit comprises:

one of the first upper fluid line and the first lower fluid line;

one of the second upper fluid line and the second lower fluid line;

one of the third upper fluid line and the third lower fluid line; and

one of the fourth upper fluid line and the fourth lower fluid line;

And wherein said second fluid circuit comprises:

the other of said first upper fluid line and said first lower fluid line;

the other of said second upper fluid line and said second lower fluid line;

the other of said third upper fluid line and said third lower fluid line; and

the other of said fourth upper fluid line and said fourth lower fluid line;

Wherein, the valve device may further include one or more auxiliary control valves operable to selectively configure the first fluid line and the second fluid line between at least two configurations. Two fluid lines, the at least two configurations selected from the group consisting of roll control configurations, pitch control configurations, pitch control configurations and articulation control configurations, wherein:

In the roll control arrangement, the first fluid line includes the first upper fluid line, the second lower fluid line, the third upper fluid line, and the fourth lower fluid line;

In the dive control arrangement, the first fluid line includes the first upper fluid line, the second upper fluid line, the third lower fluid line, and the fourth lower fluid line;

In the pitch control arrangement, the first fluid circuit includes the first upper fluid line, the second upper fluid line, the third upper fluid line, and the fourth upper fluid line;

In the coupled control arrangement, the first fluid circuit comprises the first upper fluid line, the second lower fluid line, the third lower fluid line and the fourth upper fluid line.

Preferably, said one or more auxiliary control valves are operable to be selectively configured between each of said roll control configuration, said pitch control configuration, said pitch control configuration and said hitch control configuration The first fluid line and the second fluid line.

According to an eighth aspect, the present invention provides a vehicle suspension system for a vehicle having a vehicle body and four wheels, the suspension system comprising:

the first suspension unit mounted to the left front wheel;

Second suspension unit mounted to the right front wheel;

a third suspension unit mounted to the left rear wheel; and

The fourth suspension unit mounted to the right rear wheel,

Each said suspension unit has:

a vehicle body bracket mounted to the vehicle body and a wheel bracket mounted to a corresponding wheel;

a housing defining a longitudinally extending fluid-filled cavity, the housing being fixed relative to one of the vehicle body bracket and the wheel bracket;

a piston mounted in said cavity for reciprocating longitudinal displacement through said cavity;

the piston divides the cavity into an upper chamber and a lower chamber;

a piston connector fixed to the piston and extending longitudinally through the housing, the piston connector fixed relative to the other of the vehicle body bracket and the wheel bracket;

an upper port extending through the housing in communication with the upper chamber; and

a lower port extending through the housing in communication with the lower chamber;

The suspension system further includes:

a first upper fluid line in communication with the upper port of the first suspension unit;

a first lower fluid line in communication with the lower port of the first suspension unit;

a second upper fluid line in communication with the upper port of the second suspension unit;

a second lower fluid line in communication with the lower port of the second suspension unit;

a third upper fluid line in communication with the upper port of the third suspension unit;

a third lower fluid line in communication with the lower port of the third suspension unit;

a fourth upper fluid line in communication with the upper port of the fourth suspension unit;

a fourth lower fluid line in communication with the lower port of the fourth suspension unit;

A valve arrangement operable to selectively configure the first fluid circuit and the second fluid circuit between at least two configurations selected from the group consisting of a roll control configuration, a dive control configuration , a set of jerk control configuration structures and joint control configuration structures, where:

In the roll control arrangement, the first fluid line includes the first upper fluid line, the second lower fluid line, the third upper fluid line, and the fourth lower fluid line;

In the dive control arrangement, the first fluid line includes the first upper fluid line, the second upper fluid line, the third lower fluid line, and the fourth lower fluid line;

In the pitch control arrangement, the first fluid circuit includes the first upper fluid line, the second upper fluid line, the third upper fluid line, and the fourth upper fluid line;

In the coupled control arrangement, the first fluid circuit comprises the first upper fluid line, the second lower fluid line, the third lower fluid line and the fourth upper fluid line.

Preferably, said valve means is operable to selectively deploy said first fluid between each of said roll control arrangement, said pitch control arrangement, said pitch control arrangement and said articulation control arrangement line and the second fluid line.

Preferably, said valve means further comprises a main control valve operable to selectively connect one of said first fluid line and said second fluid line to a fluid pressure supply pump, and to connect said first The other of the fluid line and the second fluid line communicates to a fluid reservoir.

Description of drawings

Preferred embodiments of the invention, by way of example only, will now be described with reference to the accompanying drawings, in which:

FIG. 1 is a schematic sectional view of a vehicle suspension unit.

Fig. 2 is a schematic diagram of a two-wheel active vehicle suspension system.

Figure 3 is a cross-sectional view of the main control valve in a first active position.

Fig. 4 is a cross-sectional view of the main control valve of Fig. 3 in a second active position.

Fig. 5 is a cross-sectional view of the main control valve of Fig. 3 in a passive position.

Fig. 6 is a schematic plan view of a four-wheeled vehicle.

7 is a schematic diagram of a four-wheel active vehicle suspension system configured to control roll.

8 is a schematic diagram of an alternative four-wheel active vehicle suspension system configured to control roll.

9 is a schematic illustration of a four-wheel active vehicle suspension system configured to control dive.

10 is a schematic illustration of a four-wheel vehicle suspension system configured to control pitch.

Figure 11 is a four-wheel vehicle suspension system configured to control articulation.

12 is a schematic illustration of a four-wheel vehicle suspension system configured to control roll, pitch, pitch, and articulation in a passive actuator mode.

FIG. 13 is a schematic diagram of the suspension system of FIG. 12 in roll control mode.

FIG. 14 is a schematic diagram of the suspension system of FIG. 12 in a dive control mode.

FIG. 15 is a schematic diagram of the suspension system of FIG. 12 in a jounce control mode.

FIG. 16 is a schematic diagram of the suspension system of FIG. 12 in a coupling control mode.

17 and 18 illustrate an embodiment of a traction mode suspension system.

Figure 19 illustrates an embodiment of a passive hydraulically interconnected suspension (PHIS) configured to resist roll.

Figure 20 shows another embodiment of a PHIS configured to resist swoops.

Figure 21 shows another embodiment of a PHIS configured to resist pitching.

Figure 22 illustrates another embodiment of a PHIS configured to resist association.

Fig. 23 shows the suspension unit of Fig. 1 mounted to a vehicle body and a wheel body.

Detailed ways

Referring to FIG. 1 , a vehicle suspension unit 1 is configured as a hybrid suspension unit having a passive damper element 2 and an active actuator element 3 . The damper element 2 extends along the longitudinal axis 4 of the suspension unit 1 between a damper upper end 2a and a damper lower end 2b. The bumper element 2 provides a damped longitudinal displacement of the bumper upper end 2a relative to the bumper lower end 2b like a standard shock absorber. In the arrangement shown in Figure 1, the damper element 2 is in the form of a standard shock absorber. The damper element 2 has a damper housing 5 in the form of a damper cylinder defining a longitudinally extending, liquid-filled damper cavity 6 . The bumper housing 5 also defines a lower bumper end 2b, although it is contemplated that the bumper element 2 could be of an inverted configuration such that the bumper housing 5 defines an upper bumper end 2a. A damper piston 7 , here of cylindrical form and mating to a cylindrical damper housing 5 , is mounted in the damper cavity 6 for damped longitudinal reciprocating movement through the damper cavity 6 . The buffer piston 7 divides the buffer cavity 6 into a buffer upper chamber 8 and a buffer lower chamber 9 . The damper piston 7 is provided with a valve arrangement 10 in a general manner to provide a dampened longitudinal reciprocating movement of the damper piston 7 through the liquid filled damper cavity 6 . A damper piston connection 11 , here in the form of a standard piston rod, is fixed to the damper piston 7 and extends longitudinally through the damper housing 5 . The damper piston connection 11 defines a damper upper end 2a. In an upside-down configuration, the bumper piston connection 11 will define the bumper lower end 2b.

The actuator element 3 is arranged coaxially with the damper element 2 , where the damper element 2 is located concentrically within the actuator element 3 . The actuator element 3 is in the general form of a double-acting cylinder and comprises an actuator element housing 12 defining a longitudinally extending fluid-filled actuator cavity 13 . A cylindrical actuator housing 12 is fixed relative to the damper lower end 2 b and here extends circumferentially around the damper housing 5 and is fixed to the damper housing 5 . In an alternative construction, it is conceivable that the actuator housing 12 is fixed relative to the bumper upper end 2a rather than the lower end 2b. Here, the actuator housing 12 has a circular cross-section, the inner wall 14 of which is defined by the peripheral wall of the damper housing 5 . An actuator piston 15 is mounted in the actuator cavity 13 for reciprocating longitudinal displacement therethrough. The actuator piston 15 divides the actuator cavity into an upper actuator cavity 16 and a lower actuator cavity 17 . The actuator piston 15 here has an annular cross section to match the cross section of the actuator cavity 13 . An actuator piston connection 18 is secured to the actuator piston 15 and extends longitudinally through the actuator housing 12 . Here, insofar as the actuator piston 15 is in the form of a ring, the actuator piston connection 18 also has a circular cross-section extending around the damper housing 5 instead of a solid piston rod like the damper piston connection 11 form. The actuator piston connection 18 is fixed relative to the actuator piston connection 11 and thus to the damper second end 2a. In an alternative form, in which the actuator element 3 is actually inverted, the actuator piston connection 18 is fixed relative to the damper lower end 2b.

The actuator element 3 is provided with an upper port 19 extending through the actuator housing 12 communicating with the upper chamber 16 of the actuator, and a lower port 19 extending through the housing 12 communicating with the lower chamber 17 of the actuator. port 20. An upper fluid line 21 is connected to the upper port 19 , while a lower fluid line 22 is connected to the lower port 20 . Upper and lower fluid lines 21, 22 are used to selectively supply high fluid pressure to the upper actuator chamber 16 or the lower actuator chamber 17 as required to displace the actuator piston 15 upwardly or downwardly through The fluid fills the actuator cavity 13, thereby causing the suspension unit 1 to contract or expand, as described below.

As best shown in Figure 20, the vehicle body bracket 24 is bolted 2e to the bumper lower end 2b to mount the suspension unit 1 to the body of the vehicle using a mounting plate 2d and rubber bracket spacers 2e. The wheel bracket 23 is fixed relative to the bumper upper end 2a to mount the suspension unit 1 to the wheel body W in a common manner through the pin joint 2c. The suspension unit 1 can thus be easily fitted to a standard car, replacing standard passive shock absorbers without modification. Of course, the suspension unit can dive 180 degrees and be properly mounted.

The suspension unit 1 typically further comprises a spring (not shown in FIG. 1 ) extending longitudinally between an upper spring end and a lower spring end. The spring is typically mounted concentrically with the damper element 2 and the actuator element 3 with the upper end of the spring fixed relative to the upper end of the damper and the lower end of the spring relative to the lower end of the damper in a common manner.

In an alternative form of the vehicle suspension unit 1 the damper element 2 and the actuator element 3 are practically interchanged and the damper element 2 extends circumferentially around the actuator element 3 .

A simple two-wheel active vehicle suspension system using two suspension units 1 as described above is exemplarily shown in FIG. 2 . The two wheel suspension units include a first suspension unit 101 and a second suspension unit 201 . The respective components of the first and second suspension units 101, 201 are the same as those described above, and the individual features are indicated by equivalent reference numerals to those described above with reference to FIG. 1 , increased by 100 for For the first suspension unit 101 , add 200 for the second suspension unit 201 . For clarity purposes only, the damper element 102, 202 and spring 125, 225 are exemplarily shown adjacent to the actuator element 103, 203 rather than being mounted concentrically, as may be the case in practice. .

The first suspension unit 101 connects the first wheel to the vehicle body (not shown), the vehicle body bracket 123 of the first suspension unit 101 is installed to the vehicle body, and the wheel bracket 124 of the first suspension unit 101 is installed to first wheel. The second suspension unit 201 similarly connects the second wheel to the vehicle body, the vehicle body bracket 223 of the second suspension unit 201 is mounted to the vehicle body, and the wheel bracket 224 of the second suspension unit 201 is mounted to the second wheel .

In the arrangement shown, the upper fluid line 121 (hereinafter referred to as the first upper fluid line 121 ) of the first suspension unit 101 is joined to the second lower fluid line 222 so that they are in permanent communication. Similarly, the first lower fluid line 122 is joined to the second upper fluid line 221, also putting them in permanent communication. The first upper fluid line 121 communicates with the first port 32 of the multi-port main control valve 30 through the first auxiliary fluid line 46 . The second upper fluid line 221 communicates with the second port 31 of the main control valve 30 through the second auxiliary fluid line 47 . The first upper fluid line 121 , the second lower fluid line 222 and the first auxiliary fluid line 46 define a first fluid circuit. The first lower fluid line 122, the second upper fluid line 221 and the second auxiliary fluid line 47 define a second fluid circuit. The fluid pressure pump 40 communicates with the supply port 33 of the main control valve 30 through a supply fluid line 41 and a supply pressure control valve 42 connected in series. Fluid pressure supply pump 40 is typically a power steering pump, which may also be used to provide power assisted steering for automobiles. The suspension system typically only requires a fluid pressure supply from fluid pressure supply pump 40 when the vehicle is traveling at high speeds. At this speed, the power steering system is generally on standby, so the power steering pump can easily serve both systems. Alternatively, the fluid pressure supply pump may be a conventional hydraulic (gear) pump.

A fluid reservoir 43 communicates with the outlet port 34 of the main control valve 30 through an outlet fluid line 44 and a series outlet pressure control valve 45 . Main control valve 30 , supply pressure control valve 42 and outlet pressure control valve 45 are controlled by control system 50 based on the output of sensor system 51 which detects one or more vehicle parameters indicative of vehicle conditions. Although the fluid operating the actuator elements 103, 203 is typically a hydraulic fluid, it is also contemplated that the fluid could be a gas, in which case the fluid reservoir 43 would simply be ambient air.

The main control valve 30 may be in the form of a solenoid actuated linear spool valve, as shown in more detail in FIGS. 3 , 4 and 5 . The control valve 30 comprises a valve body 35 containing an elongated cavity 36 communicating with the exterior of the valve body 35 through a first port 31 , a second port 32 , a supply port 33 and two outlet ports 34 . A spool 37 is mounted in the valve body 35 extending through the cavity 36 and each opposite end of the valve body 35 . Two plungers 38 , 39 are mounted concentrically on the column 37 . Column 37 is slidingly displaced by a solenoid (not shown) in response to control input from control system 50 .

In the first active position shown in FIG. 3 , the first port 31 communicates with the left outlet port 34 such that the first fluid line (including the first upper fluid line 121 and the second lower fluid line 222 ) communicates with the fluid through the outlet fluid line 44 . The reservoir 43 is in fluid communication. The second port 32 communicates with the supply port 33 such that the second fluid circuit (including the first lower fluid line 122 and the second upper fluid line 221 ) is in fluid communication with the fluid supply pump 40 through the fluid supply line 41 . By positioning the valve arrangement in this FIG. 3 , the actuator lower chamber 117 of the first suspension unit 101 and the actuator upper chamber 216 of the second suspension unit 201 will be pressurized by the fluid pressure pump 40 . The supply pressure is regulated by supply pressure control valve 42 . The upper actuator chamber 116 of the first suspension unit 101 and the lower actuator chamber 217 of the second suspension unit 201 will communicate with the ambient atmosphere through the fluid reservoir 43 . The outlet pressure can be regulated by the outlet pressure control valve 45 and maintained above atmospheric pressure to provide some extra cushioning if required. Thus, the actuator piston 115 of the first suspension unit 101 will tend to be driven upwards, causing the first suspension unit 101 to extend, the actuator piston 215 of the second suspension unit 201 will tend to be driven downwards, The second suspension unit 201 is compressed.

If the first wheel is the left wheel and the second wheel is the right wheel, the device tends to roll the body of the vehicle to the right, thereby effectively stiffening the suspension to resist any tendency of the body of the vehicle to roll to the left during high speed right turns. If the first vehicle is a front wheel and the second is a rear wheel, this arrangement tends to raise the nose of the vehicle body relative to the rear of the vehicle body, effectively increasing the suspension stiffness, for example during heavy braking Resists any tendency for the nose of the vehicle body to dive downward.

In an alternative embodiment, where the actuator element 103, 203 is inverted such that the actuator connector 118, 218 extends downwardly and is fixed relative to the bumper lower end 102b, 202b, the opposite effect will be produced. That is, the first suspension unit 101 tends to compress and the second suspension unit 201 tends to expand. In another alternative embodiment, the first and second upper fluid lines 121 , 221 are in permanent communication and the first and second lower fluid lines 122 , 222 are in permanent communication. This works well for controlling bumps.

In FIG. 4 , post 37 is displaced by sliding to the left to a second active position in which first port 31 communicates with supply port 33 and second port 32 communicates with right outlet port 34 . By the positioning of the valve device in FIG. 4, the upper chamber 116 of the actuator of the first suspension unit 101 and the lower chamber 217 of the actuator of the second suspension unit 201 are pressurized by the fluid pressure pump 40, and the first suspension unit The lower actuator chamber 117 of 101 and the upper actuator chamber 216 of the second suspension unit 201 communicate with the fluid reservoir 43 . Therefore, the first suspension unit 101 tends to contract, and the second suspension unit 201 tends to expand.

When the column 37 is further slid to the left to the passive position shown in FIG. 5 , the second piston 39 blocks the supply port 33 and the first and second ports 31 , 32 communicate with the left and right outlet ports 34 . Thus, both the upper and lower chambers of the first and second suspension units 101, 201 are in communication with the fluid reservoir 43, resulting in the actuator elements 103, 203 being passive and not applying any extension or contraction force to the suspension Units 101, 201 on. The main control valve 30 will remain in this passive position so that the suspension unit 101, 201 operates as a conventional possible shock absorber via the damper element 102, 202 until an unbalanced condition is detected by the sensing system 51 and communicated to the control System 50 so far.

In alternative embodiments, the main control valve 30 may be a rotary spool valve or any other type of multi-port valve.

Fig. 6 schematically shows a four-wheeled vehicle, which includes a vehicle body 60, a first wheel 61 (here is a left front wheel), a second wheel 62 (here is a right front wheel), a third wheel 63 (here is a left rear wheel) wheel) and the fourth wheel 64 (here is the right rear wheel). The four wheels 61, 62, 63, 64 are connected to the vehicle body 60 through the first suspension unit 101, the second suspension unit 201, the third suspension unit 301 and the fourth suspension unit 401, respectively. Likewise, the respective components of the third and fourth suspension units 301, 401 are the same as those described above for the first suspension unit 101, and the respective features are identified with equivalent figures to those described above with reference to FIG. The reference numerals indicate that adding 300 to the reference number indicates the third suspension unit 301 and adding 400 indicates the fourth suspension unit 401 . Each vehicle body mount 123, 223, 323, 423 is mounted to the vehicle body 60, while each wheel mount 124, 224, 324, 424 is mounted to a respective wheel 61, 62, 63, 64 in a common manner. The first suspension unit 101 is referred to as a left front suspension unit 101 hereinafter. Similarly, the second suspension unit 201 is referred to as the right front suspension unit 201 , the third suspension unit is referred to as the left rear suspension unit 301 , and the fourth suspension unit 401 is referred to as the right rear suspension unit 401 . The respective components of the suspension unit are similarly prefixed with front left, front right, rear left or rear right as the case may be.

The various instability modes of roll, pitch, pitch and articulation of the vehicle body are also best described with reference to FIG. 6 . A vehicle body roll condition exists where the vehicle body 60 rolls about the vehicle body longitudinal axis 64 . A left roll condition (typically encountered in high speed right turn situations) exists when the vehicle body rolls to the left, tending to compress the left front and left rear suspension units 101, 301 while extending the right front and right rear suspension units 201, 401 with the risk of the right front and right rear wheels 62, 64 lifting off the road. A right roll condition exists where the vehicle body 60 rolls about the longitudinal axis 65 in a direction opposite to the left, which is typically encountered during high speed left turns.

A vehicle dive condition exists when the vehicle body 60 dives about the transverse axis 66 . A nose down condition is a condition in which the nose of the vehicle body 60 is nose down, tending to compress the left and right front suspension units 101, 201 while extending the left and right rear suspension units 301, 401, which may normally occur during excessive braking. A tail dive condition exists where the vehicle body 60 dives about the transverse axis 66, tending to compress the left and right rear suspension units 301, 401 while extending the left and right front suspension units 101, 201, which may occur at During excessive acceleration.

A vehicle pitch condition exists when the vehicle body 60 is raised relative to the wheels beyond a predetermined neutral height range, or lowered relative to the wheels below a predetermined neutral height range. During peak bump conditions, the vehicle body 60 is in a raised position relative to the wheels, tending to extend each suspension unit, whereas during trough bump conditions, the vehicle body 60 is lowered relative to the wheels, tending to compress each suspension unit unit. In a vehicle articulation condition (also referred to as a warping condition), opposite corners of the vehicle body 60 are raised or lowered together compared to their corresponding wheels. Thus, in one coupling mode, the left front and right rear suspension units 101, 401 will be extended and the right front and left rear suspension units 201, 301 will be compressed. In alternative join mode, the opposite happens. Articulation/warping will typically occur in a four wheel drive vehicle traversing particularly rough terrain and is associated with the front and rear axles becoming inclined in opposite directions relative to the horizontal.

FIG. 7 schematically illustrates a four-wheel active vehicle suspension system configured to control rolling of a vehicle body 60 . The system effectively consists of two two-wheel active vehicle suspension systems as described above with reference to FIG. Independently of the left and right rear suspension units 301, 401 (at the left and right rear wheels 63, 64). Two separate main control valves 30, 30' are provided for independent control of the front and rear suspension units. The main control valves 30, 30' are coupled to a common supply fluid line 41, outlet fluid line 44 and control system 50.

For such a system configured for controlling rolling of a vehicle body, the sensor system 51 is configured to detect one or more parameters indicative of the rolling condition of the vehicle body. The indicated rolling condition may be that the vehicle body 60 is leaning at a rolling angle or has a possibility of becoming leaning at a rolling angle. Preferably, the parameters detected by the sensor system 51 are indicative of the likelihood that the vehicle body will become inclined at a roll angle so that pre-emptive action can be taken by the control system 50, rather than when the vehicle body 60 has become inclined to excessive roll Take reactive actions when angled. Given that the vehicle body 60 is most prone to excessive roll when the vehicle is traveling at high speeds with severe steering input (measured by steering wheel angle), parameters of the sensor system 51 that are particularly suitable for detection in this situation include vehicle speed and steering wheel angle. Alternatively, for another reactive configuration, the sensed parameters may include the lateral acceleration of the vehicle body 60 as measured by a lateral accelerometer mounted to the vehicle body 60 . Parameters that may be used to indicate the actual roll angle include the relative position of the actuator piston or damper piston of the left suspension unit compared to the right suspension unit within its housing.

For example, when the sensor system 51 indicates a left roll condition (eg, caused by an initial high speed right turn), the control system 50 will operate both main control valves 30, 30' in left roll active mode, causing sliding displacement of the spool 37 to the first active position shown in Figure 3. The actuator lower chamber 117 , 317 of the left front and left rear suspension unit 101 , 301 and the actuator upper chamber 216 , 416 of the right front and right rear suspension unit 201 , 401 will be pressurized by the fluid pressure pump 40 . The upper actuator chambers 116 , 316 of the left and right front suspension units 101 , 301 and the lower actuator chambers 217 , 417 of the right front and right rear suspension units 201 , 401 will be in communication with the fluid reservoir 43 . Thus, the left suspension unit 101, 301 will have an extension force applied to reinforce against rolling which tends to cause the left suspension unit 101, 103 to contract, while the right suspension unit 201, 401 will tend to contract. The opposite occurs when a right roll condition is indicated and the main control valves 30, 30' are operating in right roll active mode. Based on the severity of the indicated rolling condition, the control system 50 controls the specific pressure applied through the pressure supply valve 42 and the outlet pressure control valve 44 . The control system 50 will be programmed with control algorithms or look-up tables based on the dynamic roll characteristics of the vehicle, which may be a specific individual vehicle model and may be determined by experimentation and/or computer modeling.

In the system shown in Figure 7, two separate master control valves 30, 30' have been provided to allow separate control of the front and rear suspension units, in some cases it may be desirable to activate the front suspension before the rear suspension unit Roll control of the shelf unit, or vice versa. Alternatively, a single master control valve 30 may be used in an alternative four wheel active vehicle suspension system as exemplarily shown in FIG. 8 which is also configured to control roll. The suspension system shown in Figure 8 is substantially identical to that of Figure 7, except that a single main control valve 30 is provided and auxiliary fluid lines 46, 47 connect the front and rear systems. Specifically, the left front upper fluid line 121 communicates with the left rear upper fluid line 321 through the first auxiliary fluid line 46 . The first upper fluid line 121 , the right front lower fluid line 222 , the left rear upper fluid line 321 and the right rear lower fluid line 422 and the first auxiliary fluid line 46 are thus in permanent communication and define a first fluid circuit. The left front lower fluid line 122 communicates with the left rear lower fluid line 322 through the second auxiliary fluid line 47 . The left front lower fluid line 122 , the right front upper fluid line 221 , the left rear lower fluid line 322 and the right rear upper fluid line 422 and the second auxiliary fluid line 47 are thus in permanent communication and define a second fluid circuit. This suspension system works identically to that of FIG. 7 except that the control system 50 controls only a single main control valve 30 .

FIG. 9 illustrates a four-wheel active vehicle suspension system similar to the suspension system of FIG. 8 , except that the suspension system of FIG. 9 is configured to control the dive of the vehicle body 60 .

The suspension system of Figure 9 is identical to the suspension system of Figure 8, except that different combinations of fluid lines are in permanent communication and define different first and second fluid lines, thereby communicating different combinations of actuator chambers. Specifically, the left and right front actuator upper chambers 116, 216 are connected to The lower left and right rear actuator chambers 317, 417 are in permanent communication. The left and right front actuator lower chambers 117, 217 communicate with the left and right sides through a second fluid line defined by left and right front lower fluid lines 122, 222, a second auxiliary fluid line 47, and left and right rear upper fluid lines 321, 421. The rear and right rear actuator upper chambers 316, 416 are in permanent communication. The main control valve 30 is configured to selectively connect the first fluid line (via the first auxiliary line 46) or the second fluid line (via the second auxiliary line 47) with fluid The reservoir 43 is in fluid line communication.

For such a system configured to control the dive of the vehicle body 60, the sensor system 51 is configured to detect one or more parameters indicative of the dive condition of the vehicle body. The indicated dive condition may be: the vehicle body dives at a dive angle or has a possibility of dive at a dive angle. It is also preferred that the parameter detected by the sensor system 51 is indicative of the potential for the vehicle body 60 to dive at a pitch angle such that pre-emptive measures can be taken by the control system 50, rather than when the vehicle body 60 has already tilted at an excessive pitch angle Then take reactive action.

The angle detected by the sensor system 51 that is indicative of a possible nose-down angle is particularly suitable given excessive braking forces that can typically result in the magnitude of the nose-down nose-down of the vehicle body 60 having an adverse effect on braking performance. The parameters of are related to the brake application, in particular the applied braking force. For another reactive configuration, the sensed parameters may include the longitudinal acceleration of the vehicle body 60 as measured by a longitudinal accelerometer mounted to the vehicle body 60 . Parameters that may be used to indicate the actual dive angle include the relative position of the actuator piston or damper piston of the front suspension unit compared to the rear suspension unit within its housing.

For example, when the sensor system 51 indicates a nose down condition (eg, due to excessive braking), the control system 50 will operate the main control valve 30 in the nose down mode so that the front left and right front actuators are down. The chambers 117, 217 and the left and right rear actuator upper chambers 316, 416 communicate with the fluid pressure pump 40 through a second fluid line, while the left and right front actuator upper chambers 116, 216 and the left and right rear actuation The lower chambers 317, 417 communicate with the fluid reservoir 43 through a first fluid line. The front suspension unit 101, 201 thus has an applied extension force to stiffen against a dive movement which would tend to compress the front suspension unit 101, 201, whereas the rear suspension unit 301, 401 would tend to compress. The opposite will occur when a tail down condition is indicated, which may for example occur due to excessive acceleration when the main control valve is operating in tail down dive active mode. The control system 50 will also control the specific pressure applied according to a control algorithm or look-up table based on the vehicle's dive characteristics.

FIG. 10 illustrates another four-wheel active vehicle suspension system similar to the suspension system of FIG. 8 , except that the suspension system of FIG. 10 is configured to control pitch of the vehicle body 60 . The suspension system of FIG. 10 is also identical to the suspension system of FIGS. 8 and 9, except that different combinations of fluid lines are permanently connected to define different first and second fluid circuits, and thus different combinations of actuator chambers. . In the jounce control suspension system of FIG. Always connected. Similarly, each actuator lower chamber 117 , 217 , 317 , 417 is in permanent fluid communication through a second fluid line defined by each lower fluid line 122 , 222 , 322 , 422 and the second auxiliary fluid line 47 . The four actuator pistons 115, 215, 315, 415 are thus all actuated in the same direction with the same pressure.

For such a system configured to control pitch of the vehicle body 60, the sensor system 51 is configured to detect one or more parameters indicative of a pitch condition of the vehicle body in which the vehicle body height is outside a predetermined neutral height range. If the vehicle body height is higher than the neutral height range, then a peak pitch condition is indicated, and if the vehicle body height is lower than the neutral height range, then a trough pitch condition is indicated. A suitable parameter detectable by the sensor system 51 to indicate the jounce condition is the relative position of the actuator piston or damper piston within its respective housing, in particular averaged by the four suspension units 101, 201, 301, 401 Average actuator piston or damper piston position.

For example, when the sensor system 51 indicates a pitch-pitch condition, the control system 50 will operate the main control valve 30 in pitch-active mode to switch the second fluid line (via the second auxiliary line 47) and thus the four actuators The lower chamber 117 , 217 , 317 , 417 communicates to the pressure supply pump 40 . The first fluid line (via the first auxiliary fluid line 46 ) and thus the four actuator upper chambers 116 , 216 , 316 , 416 are communicated to the fluid reservoir 43 . Each suspension unit 101, 201, 301, 401 will thus have an applied extension force that tends to lift the vehicle body away from the wheel to effectively stiffen the suspension unit against further traction of the wheel towards the vehicle body 60, thereby preventing the suspension from "Bottom bottom". The opposite occurs when a bump condition is indicated, applying a compressive force to the suspension unit 101, 201, 301, 401, tending to lower the vehicle body 60 and stiffen the suspension unit against any possible further extension.

FIG. 11 shows another similar four-wheel active suspension system configured to control articulation or warping, which is particularly suitable for four-wheel drive vehicles traveling on uneven surfaces. Again, the suspension system is identical to that of FIGS. 8-10 , except that different combinations of fluid lines are permanently connected to define different first and second fluid circuits to communicate different combinations of actuators. cavity. The left front actuator upper chamber 116, the right front actuator lower chamber 217, the left rear actuator lower chamber 317 and the right rear actuator upper chamber 416 pass through the left front upper fluid pipeline 121, the right front lower fluid pipeline 222, The first fluid circuit defined by the left rear lower fluid line 322 , the right rear upper fluid line 421 and the first auxiliary fluid line 46 is in permanent communication. Left front actuator lower chamber 117, right front actuator upper chamber 216, left rear actuator upper chamber 316 and left rear actuator lower chamber 417 pass through left front lower fluid pipeline 122, right front upper fluid pipeline 221, left rear upper The fluid line 321 , the right rear lower fluid line 422 and the second fluid circuit defined by the second auxiliary fluid line 47 are all in permanent communication.

For such systems configured to control vehicle articulation/warping, sensor system 51 is configured to detect one or more parameters indicative of vehicle articulation/warping conditions. In this regard, a suitable parameter to be detected by the sensor system 51 is the actuator piston or damper piston of the left front and right rear suspension unit 101, 401 in its housing compared to the right front and left rear suspension unit 201, 301 relative position.

When the sensor system 51 indicates that the left front and right rear suspension units 101, 401 are in an extended state compared to the right front and left rear suspension units 201, 301, thereby indicating the first coupling mode, the control system 50 will cause the main control valve 30 to Work in the first coupling active mode to connect the left front actuator upper chamber 116, the right front actuator lower chamber 217, the left rear actuator lower chamber 317 and the right rear actuator upper chamber 416 to the The fluid pressure pump 40 communicates with the left front actuator lower chamber 117, the right front actuator upper chamber 216, the left actuator upper chamber 316 and the right rear actuator lower chamber 417 to the fluid reservoir 43 through the second fluid line . The left front and right rear suspension units 101 , 401 will thus have an applied extension force and the right front and left rear suspension units 201 , 301 will have an applied compressive force to rebalance the vehicle body and prevent it from buckling. When the sensor system 51 indicates that the left front and right rear suspension units 101, 410 are in compression compared to the right front and left rear suspension units 201, 301, the main control valve 30 will operate in the second coupling active mode to communicate the relative the actuator cavity, thereby rebalancing the vehicle body 60 again.

Each of the four-wheel active vehicle suspension systems of FIGS. 7-11 can control only one of roll, pitch, jerk, and articulation, and can be controlled independently if the various fluid lines and actuator chambers are permanently connected. A multi-mode four-wheel active vehicle suspension system for each of roll, pitch, pitch, and articulation is depicted in FIGS. 12-16 .

Referring first to FIG. 12, the multi-mode suspension system is similar to each of the specific mode suspension systems of FIGS. control valve 71 and rear auxiliary control valve 72 . By reconfiguring the composition of the first and second fluid lines, the three auxiliary control valves 70, 71, 72 provide communication between the actuator chambers corresponding to the respective configurations of the particular mode suspension system of FIGS. 8 to 11 .

The front auxiliary control valve 70 selectively communicates with the actuator chambers of the left and right front suspension units 101 , 201 . Specifically, in the first position (as shown in FIG. 12 ), the front auxiliary control valve 70 communicates the left front actuator upper chamber 116 to the right front actuator lower chamber 217 through the left front upper fluid line 121 and the right front lower fluid line 222, At the same time, the left front actuator upper chamber 117 is communicated with the right front actuator upper chamber 216 through the left front lower fluid pipeline 122 and the right front upper fluid pipeline 221 . In the second position, the front auxiliary control valve 70 communicates with the left front and right front actuator upper chambers 116, 216 through the left front and right front upper fluid lines 121, 221, and also communicates with the left front and right front actuator chambers through the left front and right front lower fluid lines 122, 222. Actuator lower cavity 117,217.

The rear auxiliary control valve 72 selectively communicates with the actuator chambers of the rear suspension units 301 , 401 . Specifically, in the first position (as shown in FIG. 12 ), the rear auxiliary control valve 72 communicates the left rear actuator upper chamber 316 to the right rear actuator through the left rear upper fluid line 321 and the right rear lower fluid line 422 The lower chamber 417 also communicates with the left rear actuator lower chamber 317 to the right front actuator upper chamber 216 through the left rear lower fluid line 322 and the right rear upper fluid line 421 . In the second position, the rear auxiliary control valve 72 communicates with the left rear and right rear actuator upper chambers 316, 416 through the left rear and right rear upper fluid lines 321, 421, and also through the left rear and right rear lower fluid lines 322, 422 communicates with the left rear and right rear actuator chambers 317,417.

The central auxiliary control valve 71 selectively communicates the actuator chamber of the front suspension unit 101 , 201 to the actuator chamber of the rear suspension unit 301 , 401 . The left front upper fluid line 121 communicates with the central control valve 71 through the first auxiliary fluid line 46 . The first lower fluid line 122 communicates with the central auxiliary control valve 71 through the second auxiliary fluid line 47 . The upper left rear fluid line 321 communicates with the central auxiliary control valve 71 through the third auxiliary fluid line 48 . The left rear lower fluid line 322 communicates with the central auxiliary control valve 71 through the fourth auxiliary fluid line 49 . In the second position (as shown in FIG. 12 ), the central auxiliary control valve connects the left front actuator upper chamber to 116 communicates with the left rear actuator upper chamber 316, and also communicates with the left front actuator upper chamber 117 through the left front lower fluid line 122, the second auxiliary fluid line 47, the fourth auxiliary fluid line 49 and the left rear lower fluid line 322 To the left rear actuator lower chamber 317. In the first position, the central auxiliary control valve 71 communicates the left front actuator upper chamber 116 to the left rear actuator through the left front upper fluid line 121 , the first auxiliary fluid line 46 , the fourth auxiliary fluid line 49 and the left rear lower fluid line 322 . Actuator lower chamber 317, also communicates left front actuator lower chamber 117 to left rear actuator through left front lower fluid line 122, second auxiliary fluid line 47, third auxiliary fluid line 48 and left rear upper fluid line 321 upper chamber 316 .

As shown in FIG. 12, with the front auxiliary control valve 70 in the first position, the rear auxiliary control valve 72 in the first position and the central auxiliary control valve in the second position, the roll control suspension system according to FIG. The constituent actuator chambers are communicated. The first fluid circuit is thus defined by the left front upper fluid line 121 , the right front lower fluid line 222 , the first auxiliary fluid line 46 , the third auxiliary fluid line 48 , the left rear upper fluid line 321 and the right rear lower fluid line 422 . The second fluid circuit is defined by right front upper fluid line 221 , left front lower fluid line 122 , second auxiliary fluid line 47 , fourth auxiliary fluid line 49 , left rear lower fluid line 322 and right rear upper fluid line 421 .

However, with the specific valve positioning exemplarily shown in FIG. 12, the main control valve 30 is positioned in a passive position in which all actuator chambers are connected to the fluid reservoir via the first and second auxiliary fluid lines 46, 47. 43 connected. With this valve positioning, no extension or compression forces are acting on any of the suspension units, all of which operate in conventional passive mode through the respective damper elements. However, some additional cushioning can be provided by outlet pressure control valve 45 if desired. When the main control valve 30 is in the passive position, assuming that all actuator chambers are in communication with the fluid reservoir regardless of the position of the auxiliary control valves 70, 71, 72, whether each of the auxiliary control valves 70, 71, 72 is in its first Or the second position doesn't matter.

Instead of placing the auxiliary control valves 70, 71, 72 between the front suspension units 101, 201, between the rear suspension units 30, 401 and between the left suspension units 101, 301, the auxiliary control valves 70, 71 , 72 placed between the actuator chambers of any three pairs of suspension units 101, 201, 301 can easily achieve the same fluid communication scheme. For example, any one of the three auxiliary control valves 70 , 71 , 72 may be moved to be operatively positioned between the right suspension units 201 , 401 .

Figure 13 shows a multi-mode suspension system with the auxiliary control valves 70, 71, 72 in the same position (ie, roll control configuration) as shown in Figure 12 . The main control valve 31 is in the left rolling active position, providing fluid pressure to the left front actuator lower chamber 117, the left rear actuator lower chamber 317, the right front actuator upper chamber 216 and the right rear actuator through the second fluid line upper chamber 416 . Left front upper actuator chamber 116 , left rear actuator upper chamber 316 , right front lower actuator chamber 217 and right rear actuator lower chamber 417 are all in communication with fluid reservoir 43 via a first fluid line.

Figure 14 shows a multi-mode suspension system in which the auxiliary control valves 70, 71, 72 are positioned in a dive control configuration. Each auxiliary control valve 70 , 71 , 72 is in an alternative position corresponding to the rolling control arrangement of FIG. 13 . That is, the front auxiliary control valve 70 is in the second position, communicating the left front actuator upper chamber 116 to the right front actuator upper chamber 216 through the left front upper fluid line 121 and the right front upper fluid line 221, and also passing the left front lower fluid line. 122 and the right front lower fluid line 222 communicate the left front lower actuator chamber 117 to the right front lower actuator chamber 217 . The rear auxiliary control valve 72 is also in the second position, and the left rear actuator upper chamber 316 is communicated with the right rear actuator upper chamber 416 through the left rear upper fluid line 321 and the right rear upper fluid line 421, and also through the left rear upper fluid line 421. Lower fluid line 322 and right rear lower fluid line 422 communicate left rear actuator lower chamber 317 to right rear actuator lower chamber 417 .

The center auxiliary control valve 71 is in its first position, communicating the left front actuator upper chamber 116 to the left rear actuator via the front and rear upper fluid lines 121 , the first and fourth auxiliary fluid lines 46 , 49 and the left rear lower fluid line 322 . The lower chamber 317 of the left front actuator is also communicated with the left rear actuator lower chamber 117 through the left front lower fluid line 122, the second and third auxiliary fluid lines 47, 48 and the left front and rear fluid lines 321. Cavity 316. This auxiliary valve positioning provides the same actuator chamber communication as the dive control suspension system of FIG. 9 . The first fluid circuit is thus defined by the left front upper fluid line 121 , the right front upper fluid line 221 , the first auxiliary fluid line 46 , the fourth auxiliary fluid line 49 , the left rear lower fluid line 322 and the right rear lower fluid line 422 . The second fluid circuit is defined by left front lower fluid line 122 , right front lower fluid line 222 , second auxiliary fluid line 47 , third auxiliary fluid line 48 , left rear upper fluid line 321 , and right rear upper fluid line 421 . The main control valve 30 is shown in the tail down dive active position connecting the left front actuator upper chamber 116, the right front actuator upper chamber 216, the left rear actuator lower chamber 317 and the right rear actuator lower chamber 417 Connected to fluid pressure supply pump 40 .

In Figure 15, a multi-mode suspension system is shown wherein the auxiliary control valves 70, 71, 72 are positioned in a jounce control configuration. Both the front auxiliary control valve 70 and the rear auxiliary control valve 72 are in their second positions, as in the dive control arrangement shown in FIG. 14 .

The central auxiliary control valve 71 is in its second position, connecting the left front actuator upper chamber 116 to the left rear actuator via the left front upper fluid line 121 , the first and third auxiliary fluid lines 46 , 48 and the left rear upper fluid line 321 . The lower chamber 316 communicates and also connects the left front actuator lower chamber 117 to the left rear actuator lower chamber 322 through the left front lower fluid line 122, the second and fourth auxiliary fluid lines 47, 49 and the left rear lower fluid line 322. Cavities 317 communicate. This auxiliary valve positioning provides the same actuator cavity communication as the jounce control suspension system of FIG. 10 . The first fluid circuit is thus defined by the left upper fluid line 121 , the right front upper fluid line 221 , the first auxiliary fluid line 46 , the third auxiliary fluid line 48 , the left rear upper fluid line 321 and the right rear upper fluid line 421 . The second fluid circuit is defined by left front lower fluid line 122 , right front lower fluid line 222 , second auxiliary fluid line 47 , fourth auxiliary fluid line 49 , left rear lower fluid line 322 and right rear lower fluid line 422 . Main control valve 30 is shown in the pitch active position, communicating each of actuator chambers 116 , 216 , 316 and 416 to fluid pressure supply pump 40 .

In Figure 16, a multi-mode suspension system is shown wherein the auxiliary control valves 70, 71, 72 are positioned in a coupled control configuration. Actuator control valves 70 , 71 , 72 are shown each in their first position, providing the same actuator chamber communication as the linkage control suspension system of FIG. 11 . The first fluid circuit is thus defined by the left front upper fluid line 121 , the right front lower fluid line 222 , the first auxiliary fluid line 46 , the fourth auxiliary fluid line 49 , the left rear lower fluid line 322 and the right rear upper fluid line 421 . The second fluid circuit is defined by right front upper fluid line 211 , left front lower fluid line 122 , second auxiliary fluid line 47 , third auxiliary fluid line 48 , left rear upper fluid line 321 and right rear lower fluid line 422 . The main control valve 30 is shown in the coupled active position communicating the left front actuator lower chamber 117, the right front actuator upper chamber 216, the left rear actuator upper chamber 316 and the right rear actuator lower chamber 417 to the fluid Pressure supply pump 40 .

For all of the suspension systems described above, if the actuator piston connections 118, 218, 318, 418 of the respective suspension units are arranged to connect to the lower end of the bumper rather than the upper end of the bumper (that is, the actuator piston connection extends Downward instead of upward), the main control valve 30 performs the opposite operation (ie, the first and second fluid lines communicate with the fluid pressure supply pump 40 and the fluid reservoir 43).

The multi-mode suspension system of Figures 12 to 16 using three separate control valves 70, 71, 72 allows for independent control of roll, pitch, pitch and warp, it is contemplated that when more restrictive functions are required, the Central auxiliary control valve 71 or front and rear auxiliary control valves 70 , 72 . For example, when the front and rear auxiliary control valves 70, 72 are omitted, depending on whether the upper actuator chamber of the left suspension unit is in permanent communication with the upper actuator chamber or the lower actuator chamber of the right suspension unit, the central auxiliary control valve 71 By itself it can be used to independently control only pitch and pitch or only roll and articulation.

An example of such a dual mode suspension system is shown in Figures 17 and 18, which is identical to that of Figures 12 to 16 except that the front and rear auxiliary control valves 70, 72 are omitted. In this dual mode suspension system configured to control roll and articulation, the left actuator upper chamber 116, 316 is in permanent communication with the right actuator lower chamber 207, 417, while the left actuator lower chamber 117, 317 is in permanent communication with The right actuator upper chamber 216, 416 is in permanent communication. In the rolling control configuration shown in FIG. 17, the central auxiliary control valve 71 is in the second position such that the first fluid circuit is composed of the left front upper fluid line 121, the right front lower fluid line 222, the first auxiliary fluid line 46, the third auxiliary fluid line Fluid line 48 , left rear upper fluid line 321 and right rear lower fluid line 422 define. The second fluid circuit is defined by right front upper fluid line 221 , left front lower fluid line 122 , second auxiliary fluid line 47 , fourth auxiliary fluid line 49 , left rear lower fluid line 322 and right rear upper fluid line 421 . The first and second fluid circuits are thus equivalent to the fluid circuits of the multi-mode suspension system roll control arrangement of FIG. 13 . In the hitch control arrangement shown in FIG. 18, the dual-mode suspension system has the central auxiliary control valve 71 in the first position such that the first and second fluid circuits are equivalent to the multi-mode suspension of the hitch control arrangement of FIG. rack system fluid lines. This dual-mode suspension system using only a single auxiliary control valve 71 is a more cost-effective solution to the multi-mode suspension system of FIGS. 12-16 when active pitch and pitch control is not required.

Similarly, pitch and roll or pitch and coupling can be controlled by omitting the central auxiliary control valve, depending on how the actuator chamber communicates back and forth.

FIG. 19 illustrates one embodiment of a passive hydraulically interconnected suspension (PHIS) system generally indicated by the reference numeral 500 for a vehicle having a vehicle body and four wheels. This embodiment is configured to prevent the vehicle from rolling. The suspension system 500 has a first suspension unit 502 mounted to the left front wheel, a second suspension unit 504 mounted to the right front wheel, a third suspension unit 506 mounted to the left rear wheel, and a fourth suspension unit 506 mounted to the right rear wheel. Suspension unit 508 . Each of the suspension units 502 to 508 is similar or identical to the suspension units shown in the other figures (particularly FIG. 1 ).

The passive suspension system 500 has a first upper fluid line 510 in communication with an upper port 512 of the first suspension unit 502, a first lower fluid line 514 in communication with a lower port 516 of the first suspension unit 502, a first lower fluid line 514 in communication with a second The second upper fluid line 517 communicated with the upper port 518 of the suspension unit 504, the second lower fluid line 520 communicated with the lower port 522 of the second suspension unit 504, the second lower fluid line 520 communicated with the upper port 526 of the third suspension unit 506 A third upper fluid line 524, a third lower fluid line 528 in communication with the lower port 530 of the third suspension unit 506, a fourth upper fluid line 532 in communication with the upper port 534 of the fourth suspension unit 508, and a fourth upper fluid line 532 in communication with the lower port 530 of the fourth suspension unit 508, and A fourth lower fluid line 536 communicates with a lower port 538 of the quad suspension unit 508 . The passive suspension unit 500 also has two fluid lines 540 and 542 . The first fluid line 540 is formed by connecting the first upper fluid line 510 , the second lower fluid line 520 , the third upper fluid line 524 and the fourth lower fluid line 536 . The second fluid line 542 is formed by connecting the first lower fluid line 514 , the second upper fluid line 517 , the third lower fluid line 528 and the fourth upper fluid line 532 . Fluid lines 540 and 542 each connect themselves to respective accumulators 544 , 546 through respective damper valves 548 , 550 .

When a vehicle equipped with suspension system 500 is cornering, under high speed steering input conditions, an anti-roll coupling is created by the fluid lines and applied to the vehicle chassis. For example, in a rolling condition, pressurized fluid in line 542 may flow into lower chambers 560 and 562 of left hand units 502 and 506 and into upper chambers 564 and 568 of right hand units 504 and 506 . Therefore, the rolling resistance will be significantly increased.

The accumulators 544 and 546 are pre-charged to a specified pressure between 10 and 30 bar. Fluid lines 540 and 546 include hoses and tubing such as 570 and wiring such as 572 . The fluid line arrangement shown in Figure 19 can provide additional roll resistance in response to chassis roll without altering other modes of performance such as resistance to pitch, dive and articulation. Some variations of the embodiment shown in Fig. 19 break the ties between ride comfort, road handling and vehicle handling inherent in most common passenger cars so that rollover can be prevented.

Figures 20, 21 and 22 illustrate alternative embodiments of passive hydraulically interconnected suspension systems for preventing pitch, pitch and assisting articulation, respectively. They are similar to the PHIS system shown in Figure 19, except that the fluid lines are configured to connect different fluid lines. In some embodiments, a vehicle-mounted PHIS is configured for all of the different configurations shown in FIGS. conversion between. It will be appreciated that the active vehicle system described above can be simplified to achieve this. The use of these valves, the configuration can be initiated by a signal from an on-board system that can detect eg hard braking. In this case, the system can be reconfigured to prevent the dive. Similarly, sensors associated with a vehicle's steering system can detect sharp turns of a steering wheel, and the system can also be reconfigured to prevent rolling.

Passive vehicle suspension systems retain the main advantages of both passive independent and interconnected suspensions and are in many cases desirable for passenger vehicles, especially four-wheel drive passenger vehicles. The system uses no additional energy. The suspension system works like a conventional passive suspension system most of the time and also provides additional resistance to roll, pitch, dive and in some cases articulation when the vehicle undergoes large turns or has high speed braking input . The additional roll and dive resistance provided in response to the dynamic state of the vehicle prevents the vehicle from rolling over, and improves braking performance and safety. When there is no need for extra functionality, each suspension unit such as the 502-508 works like a regular shock absorber.

The auxiliary drive arrangement described above can also be applied to other suspension systems employing interconnected double-acting cylinders, arranged to operate in an active or passive manner, not just in the hybrid suspension unit described above with respect to Figure 1 .

Claims (23)

1. vehicle suspension unit, it has longitudinal axis, and comprises:

Along the buffer element that described longitudinal axis extends between buffer upper end and buffer lower end, described buffer element provides the buffering vertical shift of described buffer upper end with respect to described buffer lower end;

With respect to the fixing vehicle body support in described buffer upper end;

The wheel stand fixing with respect to described buffer lower end; With

With respect to the actuator component of the coaxial setting of described buffer element, described actuator component comprises:

Actuator casing, this actuator casing limits the actuator cavity of the fluid filled of longitudinal extension, and described actuator casing is fixing with respect to one in described buffer upper end and the described buffer lower end;

Actuator piston, this actuator piston are installed in the described actuator cavity, are used to carry out the reciprocal vertical shift by described actuator cavity, and described actuator piston is divided into actuator epicoele and actuator cavity of resorption with described actuator cavity;

Actuator piston link, this actuator piston link are fixed to described actuator piston and longitudinal extension by described actuator casing, and described actuator piston link is fixed with respect in described buffer upper end and the described buffer lower end another;

Upper end-hole, this upper end-hole extends through described actuator casing, is communicated with described actuator epicoele; With

Lower end mouth, this lower end mouth extends through described actuator casing, is communicated with described actuator cavity of resorption.

2. vehicle suspension as claimed in claim 1 unit, wherein said buffer element comprises:

Buffer housing, this buffer housing limit the buffer cavity of the liquid filling of longitudinal extension, and described buffer housing further limits in described buffer upper end and the described buffer lower end;

Buffering piston, this buffering piston are installed in the described buffer cavity, are used to carry out by the vertical to-and-fro motion of the buffering of described buffer cavity, and described buffering piston is divided into buffer epicoele and buffer cavity of resorption with described buffer cavity; With

Buffering piston link, this buffering piston link are fixed to described buffering piston and longitudinal extension passes through described buffer housing, and described buffering piston link limits another in described buffer upper end and the described buffer lower end.

3. vehicle suspension as claimed in claim 1 or 2 unit further is included in the spring between spring upper end and the spring lower end longitudinal extension, and described spring upper end is fixing with respect to described buffer upper end, and described spring lower end is fixed with respect to described buffer lower end.

4. each described vehicle suspension unit of claim as described above, wherein said actuator casing is around described buffer housing extending circumferentially.

5. as each described vehicle suspension unit in the claim 2 to 4, wherein said buffer housing is the form of buffer cylinder, and described buffering piston is the form that cylindrical and described buffering piston link is a piston rod.

6. as each described vehicle suspension unit in the claim 2 to 5, wherein said actuator casing typically has the circular crosssection, and the inwall of described actuator casing is limited by the perisporium of described buffer housing, and described actuator piston has the circular crosssection.

7. as each described vehicle suspension unit in the claim 2 to 6, wherein said buffer housing is around described actuator casing extending circumferentially.

8. active vehicle suspension system comprises:

By first suspension unit that each limits in the claim 1 to 7, this first suspension unit is connected to vehicle body with first wheel, the described vehicle body support of described first suspension unit is installed to described vehicle body, and the described wheel stand of described first suspension unit is installed to described first wheel;

By second suspension unit that each limits in the claim 1 to 7, this second suspension unit is connected to described vehicle body with second wheel, the described vehicle body support of described second suspension unit is installed to described vehicle body, and the described wheel stand of described second suspension unit is installed to described second wheel;

Be communicated with the described upper end-hole of described first suspension unit first on fluid pipe-line;

The first time fluid pipe-line that is communicated with the described lower end mouth of described first suspension unit;

Be communicated with the described upper end-hole of described second suspension unit second on fluid pipe-line;

The second time fluid pipe-line that is communicated with the described lower end mouth of described second suspension unit,

The hydrodynamic pressure supply;

Fluid reservoir;

Control valve unit, this control valve unit can be operated under the actuator standby mode, so that in fluid pipe-line and the described second time fluid pipe-line on fluid pipe-line, the described first time fluid pipe-line, described second on described first each is communicated to described fluid reservoir, described control valve unit further can be operated under at least one actuator active mode, optionally to be communicated with:

On described first in fluid pipe-line and the described first time fluid pipe-line one with described hydrodynamic pressure supply, and another in fluid pipe-line and the described first time fluid pipe-line and described fluid reservoir on described first; With

On described second in fluid pipe-line and the described second time fluid pipe-line one with described hydrodynamic pressure supply, and another in fluid pipe-line and the described second time fluid pipe-line and described fluid reservoir on described second;

Sensing system, this sensing system be used to detect the described vehicle condition of indication vehicle parameter one or more and

Control system, this control system be used for according to by described sensor system senses to described parameter control described control valve unit.

9. active vehicle suspension system as claimed in claim 8, wherein said hydrodynamic pressure supply is by the power steering system pressurization of described vehicle.

10. active vehicle suspension system as claimed in claim 8 or 9, fluid pipe-line and described second time fluid pipe-line permanent communication on wherein said first, fluid pipe-line permanent communication on described first time fluid pipe-line and described second.

11., further comprise as each described active vehicle suspension system in the claim 8 to 10:

By the 3rd suspension unit that each limits in the claim 1 to 7, the 3rd suspension unit is connected to vehicle body with the 3rd wheel, the described vehicle body support of described the 3rd suspension unit is installed to described vehicle body, and the described wheel stand of described the 3rd suspension unit is installed to described the 3rd wheel;

By the 4th suspension unit that each limits in the claim 1 to 7, the 4th suspension unit is connected to described vehicle body with the 4th wheel, the described vehicle body support of described the 4th suspension unit is installed to described vehicle body, and the described wheel stand of described the 4th suspension unit is installed to described the 4th wheel;

Be communicated with the described upper end-hole of described the 3rd suspension unit the 3rd on fluid pipe-line;

The 3rd time fluid pipe-line that is communicated with the described lower end mouth of described the 3rd suspension unit;

Be communicated with the described upper end-hole of described the 4th suspension unit the 4th on fluid pipe-line; With

The 4th time fluid pipe-line that is communicated with the described lower end mouth of described the 4th suspension unit;

Described control valve unit further can be operated under the described actuator standby mode, so that fluid pipe-line and described the 4th time fluid pipe-line on fluid pipe-line, described the 3rd time fluid pipe-line, the described the 4th on the described the 3rd are communicated to described fluid storage, described control valve unit also further can be operated under at least one described actuator active mode, optionally to be communicated with:

One and described fluid on the described the 3rd in fluid pipe-line and described the 3rd time fluid pipe-line

Pressure supply, and another in fluid pipe-line and described the 3rd time fluid pipe-line and described fluid reservoir on the described the 3rd; With

On the described the 4th in fluid pipe-line and described the 4th time fluid pipe-line one with described hydrodynamic pressure supply, and another in fluid pipe-line and described the 4th time fluid pipe-line and described fluid reservoir on the described the 4th.

12. active vehicle suspension system as claimed in claim 11, fluid pipe-line and described the 4th time fluid pipe-line permanent communication on the wherein said the 3rd, fluid pipe-line permanent communication on described the 3rd time fluid pipe-line and the described the 4th.

13. as each described active vehicle suspension system in the claim 8 to 12, wherein said sensor device is configured to detect one or more in the parameter of rolling situation of the described vehicle body of indication, under this rolling situation, described vehicle body tilts with a roll angle or has a possibility that becomes to tilt with a roll angle, described control system be configured to control described control valve unit so that:

When described rolling situation is the first rolling situation, described control valve unit is operated under the first rolling active mode, thereby fluid pipe-line and described the 4th time fluid pipe-line on fluid pipe-line, the described second time fluid pipe-line, the described the 3rd on described first are communicated to described hydrodynamic pressure supply, and fluid pipe-line on fluid pipe-line, described the 3rd time fluid pipe-line and the described the 4th on described first time fluid pipe-line, described second is communicated to described fluid reservoir; With

When described rolling situation is the second rolling situation, described control valve unit is operated under the second rolling active mode, thereby fluid pipe-line and described the 4th time fluid pipe-line on fluid pipe-line, the described second time fluid pipe-line, the described the 3rd on described first are communicated to described fluid reservoir, and fluid pipe-line on fluid pipe-line, described the 3rd time fluid pipe-line and the described the 4th on described first time fluid pipe-line, described second is communicated to described hydrodynamic pressure supply.

14. as each described active vehicle suspension system in the claim 8 to 12, wherein said sensing system is configured to detect one or more in the parameter of the situation of jolting of the described vehicle body of indication, under this jolts situation, the height of described vehicle body outside predetermined neutral altitude range, described control system be configured to control described control valve unit so that:

When the described situation of jolting is that the height of described vehicle body is when being higher than first of described neutral altitude range and jolting situation, making described control valve unit be operated in first jolts under the active mode, thereby fluid pipe-line on the fluid pipe-line and the described the 4th on the fluid pipe-line, the described the 3rd on the fluid pipe-line, described second on described first is communicated to described hydraulic pressure supply, and described first time fluid pipe-line, described second time fluid pipe-line, described the 3rd time fluid pipe-line and described the 4th time fluid pipe-line are communicated to described fluid reservoir; With

When the described situation of jolting is that the height of described vehicle body is when being lower than second of described neutral altitude range and jolting situation, making described control valve unit be operated in second jolts under the active mode, thereby fluid pipe-line on the fluid pipe-line and the described the 4th on the fluid pipe-line, the described the 3rd on the fluid pipe-line, described second on described first is communicated to described fluid reservoir, and described first time fluid pipe-line, described second time fluid pipe-line, described the 3rd time fluid pipe-line and described the 4th time fluid pipe-line are communicated to described hydrodynamic pressure supply.

15. as each described active vehicle suspension system in the claim 8 to 12, wherein said sensing system is configured to detect one or more in the parameter of underriding situation of the described vehicle body of indication, under this underriding situation, described vehicle body is with a underriding angle tilt or have the possibility that becomes with a underriding angle tilt, described control system be configured to control described control valve unit so that:

When described underriding situation is the first underriding situation, described control valve unit is operated under the first underriding active mode, thereby fluid pipe-line, described the 3rd time fluid pipe-line and described the 4th time fluid pipe-line on the fluid pipe-line, described second on described first are communicated to described fluid reservoir, and fluid pipe-line on the fluid pipe-line and the described the 4th on described first time fluid pipe-line, the described second time fluid pipe-line, the described the 3rd is communicated to described hydrodynamic pressure supply; With

When described underriding situation is the second underriding situation, described control valve unit is operated under the second underriding active mode, thereby fluid pipe-line, described the 3rd time fluid pipe-line and described the 4th time fluid pipe-line on the fluid pipe-line, described second on described first are communicated to described hydrodynamic pressure supply, and fluid pipe-line on the fluid pipe-line and the described the 4th on described first time fluid pipe-line, the described second time fluid pipe-line, the described the 3rd is communicated to described fluid reservoir.

16. as each described active vehicle suspension system in the claim 8 to 12, wherein said sensing system is configured to detect one or more in the parameter of connection situation of the described vehicle of indication, described control system be configured to control described control valve unit so that:

When described connection situation is the first connection situation, making described control valve unit be operated in first connects under the active mode, thereby fluid pipe-line on fluid pipe-line, described second time fluid pipe-line, described the 3rd time fluid pipe-line and the described the 4th on described first is communicated to described fluid reservoir, and fluid pipe-line on the fluid pipe-line, the described the 3rd on described first time fluid pipe-line, described second and described the 4th time fluid pipe-line are communicated to described hydrodynamic pressure supply; With

When described connection situation is the second connection situation, making described control valve unit be operated in second connects under the active mode, thereby fluid pipe-line on fluid pipe-line, described second time fluid pipe-line, described the 3rd time fluid pipe-line and the described the 4th on described first is communicated to described hydrodynamic pressure supply, and fluid pipe-line on the fluid pipe-line, the described the 3rd on described first time fluid pipe-line, described second and described the 4th time fluid pipe-line are communicated to described fluid reservoir.

17. as each described active vehicle suspension system in the claim 8 to 16, wherein said control valve unit comprises main control valve, this main control valve can be worked so that optionally be communicated to described hydrodynamic pressure supply pump with one in the first fluid circuit and second fluid line, and in the described first fluid circuit and second fluid line another is communicated to described fluid reservoir;

Wherein said first fluid circuit comprises:

On described first in fluid pipe-line and the described first time fluid pipe-line one;

On described second in fluid pipe-line and the described second time fluid pipe-line one;

On the described the 3rd in fluid pipe-line and described the 3rd time fluid pipe-line one; With

On the described the 4th in fluid pipe-line and described the 4th time fluid pipe-line one;

And wherein said second fluid line comprises:

On described first in fluid pipe-line and the described first time fluid pipe-line another;

On described second in fluid pipe-line and the described second time fluid pipe-line another;

On the described the 3rd in fluid pipe-line and described the 3rd time fluid pipe-line another; With

On the described the 4th in fluid pipe-line and described the 4th time fluid pipe-line another;

Wherein, described control valve unit can further comprise one or more aux. control valves, these one or more aux. control valves can be worked so that optionally dispose described first fluid circuit and described second fluid line between at least two kinds of configuration structures, described at least two kinds of configuration structures be selected from comprising the control configuration structure that rolls, the control configuration structure that dives, control configuration structure and connecting in the group of control configuration structure, wherein jolts:

In described rolling control configuration structure, described first fluid circuit comprises fluid pipe-line and described the 4th time fluid pipe-line on fluid pipe-line on described first, the described second time fluid pipe-line, the described the 3rd;

In described underriding control configuration structure, described first fluid circuit comprises fluid pipe-line on the fluid pipe-line on described first, described second, described the 3rd time fluid pipe-line and described the 4th time fluid pipe-line;

In the described control configuration structure that jolts, described first fluid circuit comprises on the fluid pipe-line on described first, described second on the fluid pipe-line, the described the 3rd fluid pipe-line on the fluid pipe-line and the described the 4th;

In described connection control configuration structure, described first fluid circuit comprises fluid pipe-line on fluid pipe-line on described first, described second time fluid pipe-line, described the 3rd time fluid pipe-line and the described the 4th.

18. a vehicle suspension system is used to have the vehicle of vehicle body and four wheels, described suspension system comprises:

Be installed to first suspension unit of front left wheel;

Be installed to second suspension unit of right front wheel;

Be installed to the 3rd suspension unit of left back wheel; With

Be installed to the 4th suspension unit of right rear wheel,

Each described suspension unit has:

Be installed to the vehicle body support and the wheel stand that is installed to corresponding wheel of described vehicle body;

The housing of the cavity of the fluid filled of qualification longitudinal extension, described housing is fixing with respect to one in described vehicle body support and the described wheel stand;

Be installed in the piston that is used in the described cavity to carry out by the reciprocal vertical shift of described cavity;

Described piston is divided into epicoele and cavity of resorption with described cavity;

Be fixed to described piston and the longitudinal extension piston link by described housing, described piston link is fixed with respect in described vehicle body support and the described wheel stand another;

The upper end-hole that extend through described housing, is communicated with described epicoele; With

The lower end mouth that extend through described housing, is communicated with described cavity of resorption;

Described suspension system further comprises:

Be communicated with the described upper end-hole of described first suspension unit first on fluid pipe-line;

The first time fluid pipe-line that is communicated with the described lower end mouth of described first suspension unit;

Be communicated with the described upper end-hole of described second suspension unit second on fluid pipe-line;

The second time fluid pipe-line that is communicated with the described lower end mouth of described second suspension unit;

Be communicated with the described upper end-hole of described the 3rd suspension unit the 3rd on fluid pipe-line;

The 3rd time fluid pipe-line that is communicated with the described lower end mouth of described the 3rd suspension unit;

Be communicated with the described upper end-hole of described the 4th suspension unit the 4th on fluid pipe-line;

The 4th time fluid pipe-line that is communicated with the described lower end mouth of described the 4th suspension unit;

Control valve unit, this control valve unit can be worked so that optionally dispose the first fluid circuit and second fluid line between at least two kinds of configuration structures, described at least two kinds of configuration structures are selected from and comprise the group of rolling the control configuration structure, diving the control configuration structure, jolting and control configuration structure and connect the control configuration structure, wherein:

In described rolling control configuration structure, described first fluid circuit comprises fluid pipe-line and described the 4th time fluid pipe-line on fluid pipe-line on described first, the described second time fluid pipe-line, the described the 3rd;

In described underriding control configuration structure, described first fluid circuit comprises fluid pipe-line on the fluid pipe-line on described first, described second, described the 3rd time fluid pipe-line and described the 4th time fluid pipe-line;

In the described control configuration structure that jolts, described first fluid circuit comprises on the fluid pipe-line on described first, described second on the fluid pipe-line, the described the 3rd fluid pipe-line on the fluid pipe-line and the described the 4th;

In described connection control configuration structure, described first fluid circuit comprises fluid pipe-line on fluid pipe-line on described first, described second time fluid pipe-line, described the 3rd time fluid pipe-line and the described the 4th.

19. a vehicle suspension unit, it has longitudinal axis, and comprises:

Along the buffer element that described longitudinal axis extends between buffer upper end and buffer lower end, described buffer element provides the buffering vertical shift of described buffer upper end with respect to described buffer lower end; With

Actuator component with respect to the coaxial setting of described buffer element.

20. a vehicle suspension unit, it has longitudinal axis, and comprises:

Along the buffer element that described longitudinal axis extends between buffer upper end and buffer lower end, described buffer element provides the buffering vertical shift of described buffer upper end with respect to described buffer lower end; With

Actuator component with respect to the coaxial setting of described buffer element, described actuator component comprises the actuator casing of the actuator cavity of the fluid filled that limits longitudinal extension, described actuator component comprises also and is installed in the described actuator cavity, is used to carry out the actuator piston by the reciprocal vertical shift of described actuator cavity that described actuator piston is divided into actuator epicoele and actuator cavity of resorption with described actuator cavity;

The upper end-hole that is communicated with described actuator epicoele; With

The lower end mouth that is communicated with described actuator cavity of resorption.

21. a vehicle suspension system, described suspension system comprises:

According to first suspension unit of second aspect present invention, this first suspension unit is set to be installed to the front left wheel assembly;

According to second suspension unit of second aspect present invention, this second suspension unit is set to be installed to the right front wheel assembly;

According to the 3rd suspension unit of second aspect present invention, the 3rd suspension unit is set to be installed to left back vehicle wheel component; With

According to the 4th suspension unit of second aspect present invention, the 4th suspension unit is set to be installed to the right rear wheel assembly,

Be communicated with the described upper end-hole of described first suspension unit first on fluid pipe-line;

The first time fluid pipe-line that is communicated with the described lower end mouth of described first suspension unit;

Be communicated with the described upper end-hole of described second suspension unit second on fluid pipe-line;

The second time fluid pipe-line that is communicated with the described lower end mouth of described second suspension unit;

Be communicated with the described upper end-hole of described the 3rd suspension unit the 3rd on fluid pipe-line;

The 3rd time fluid pipe-line that is communicated with the described lower end mouth of described the 3rd suspension unit;

Be communicated with the described upper end-hole of described the 4th suspension unit the 4th on fluid pipe-line;

The 4th time fluid pipe-line that is communicated with the described lower end mouth of described the 4th suspension unit;

Comprise two or more the first fluid circuit in the described fluid pipe-line; With

Comprise two other or the second more a plurality of fluid lines in the described fluid pipe-line.

22. a vehicle suspension system comprises:

According to first suspension unit of second aspect, this first suspension unit is set to first wheel is connected to vehicle body;

According to second suspension unit of second aspect, this second suspension unit is set to second wheel is connected to described vehicle body;

Be communicated with the described upper end-hole of described first suspension unit first on fluid pipe-line;

The first time fluid pipe-line that is communicated with the described lower end mouth of described first suspension unit;

Be communicated with the described upper end-hole of described second suspension unit second on fluid pipe-line;

The second time fluid pipe-line that is communicated with the described lower end mouth of described second suspension unit.

23. a main control valve comprises:

The valve body that comprises elongate cavity;

First port;

Second port;

The supply port; With

A pair of outlet port.

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