WO2015078190A1 - 一种车辆悬架单元以及互连悬架*** - Google Patents

一种车辆悬架单元以及互连悬架*** Download PDF

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Publication number
WO2015078190A1
WO2015078190A1 PCT/CN2014/082644 CN2014082644W WO2015078190A1 WO 2015078190 A1 WO2015078190 A1 WO 2015078190A1 CN 2014082644 W CN2014082644 W CN 2014082644W WO 2015078190 A1 WO2015078190 A1 WO 2015078190A1
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WO
WIPO (PCT)
Prior art keywords
vehicle suspension
suspension unit
outer cylinder
port
oil
Prior art date
Application number
PCT/CN2014/082644
Other languages
English (en)
French (fr)
Inventor
徐光中
张农
Original Assignee
徐光中
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN201310616130.3A external-priority patent/CN103587371B/zh
Priority claimed from CN201410105218.3A external-priority patent/CN103879254B/zh
Application filed by 徐光中 filed Critical 徐光中
Publication of WO2015078190A1 publication Critical patent/WO2015078190A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/06—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected fluid
    • B60G21/073—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected fluid between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/06—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected fluid
    • B60G21/067—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected fluid between wheels on different axles on the same side of the vehicle, i.e. the left or the right side
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/10—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using liquid only; using a fluid of which the nature is immaterial
    • F16F9/14—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect
    • F16F9/16—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts
    • F16F9/18—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein
    • F16F9/185—Bitubular units
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/10—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using liquid only; using a fluid of which the nature is immaterial
    • F16F9/14—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect
    • F16F9/16—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts
    • F16F9/22—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with one or more cylinders each having a single working space closed by a piston or plunger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/15—Fluid spring
    • B60G2202/152—Pneumatic spring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/15—Fluid spring
    • B60G2202/154—Fluid spring with an accumulator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/20—Type of damper
    • B60G2202/24—Fluid damper
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/81—Interactive suspensions; arrangement affecting more than one suspension unit front and rear unit
    • B60G2204/8102—Interactive suspensions; arrangement affecting more than one suspension unit front and rear unit diagonally arranged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/83—Type of interconnection
    • B60G2204/8304—Type of interconnection using a fluid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/40—Constructional features of dampers and/or springs
    • B60G2206/41—Dampers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/10—Damping action or damper
    • B60G2500/11—Damping valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/30—Height or ground clearance

Definitions

  • the present invention relates to a vehicle suspension unit and an interconnect suspension system having the suspension unit.
  • a two-axle four-wheel vehicle suspension system provides vertical, pitch, roll and twist stiffness and damping to the body.
  • Vehicle comfort and tire grip require less vertical and torsional stiffness of the suspension, and lateral and longitudinal operational stability of the vehicle requires higher suspension roll and pitch stiffness.
  • As a traditional four-wheel independent suspension system there are contradictions between different requirements, and it is often necessary to make compromises between the two in suspension design.
  • the transverse stabilizer bar also known as the anti-roll bar, provides high roll stiffness without affecting the vertical stiffness and pitch stiffness, but at the same time increases the torsional stiffness, which can result in greatly reduced tire grip performance for off-road conditions. And it will cause problems such as body distortion, stress fatigue, and reduced life.
  • each tire uses two double-acting hydraulic cylinders to combine the anti-roll and anti-pitch interconnected suspensions while providing high roll and pitch stiffness.
  • the disadvantage is that the number of double hydraulic cylinders increases the number of mounting brackets and occupies a larger chassis space, correspondingly increases the unsprung mass and restricts the space in the vehicle; and the excessive pitch stiffness, in the absence of a certain pitch damping In this case, when the front wheel of the vehicle passes over the obstacle, the road surface impact is transmitted to the rear wheel, thereby reducing ride comfort.
  • the vehicle suspension unit provided by the present invention includes An outer cylinder tube and an inner cylinder tube, wherein the outer cylinder tube is provided with a piston rod coaxial with the outer cylinder tube, the upper end of the piston rod is provided with an inner piston, and the inner piston is located in the inner cylinder tube Dividing the inner cylinder into an inner cylinder upper chamber and an inner cylinder lower chamber;
  • the lower end of the inner cylinder is provided with an annular outer piston, the annular outer piston is located in the annular cavity between the outer cylinder and the piston rod, and the annular cavity is divided into an upper cylinder and an outer cylinder. Cavity
  • An upper portion of the inner cylinder tube is provided with an inner cylinder oiling port communicating with an upper chamber of the inner cylinder, and an upper portion of the inner cylinder tube or a lower portion of the outer cylinder tube is provided to be connected to the inner cylinder lower chamber Passing the inner cylinder port;
  • An upper portion of the outer cylinder tube is provided with an outer cylinder oiling port communicating with the upper chamber of the outer cylinder, and a lower portion of the outer cylinder tube is provided with an outer cylinder lower oil port communicating with the lower chamber of the outer cylinder.
  • the inside of the piston rod has a passage extending from a lower portion of the piston rod to an upper portion, and an upper end of the passage is in communication with the lower chamber of the inner cylinder.
  • the lower portion of the outer cylinder is provided with an inner cylinder lower port that communicates with the lower end of the passage.
  • the inner wall of the inner cylinder has a passage therein, the passage extending from a lower portion of the inner wall of the inner cylinder to an upper portion, and the lower end of the passage is
  • the inner cylinder lower chamber is in communication, and the upper portion of the inner cylinder tube is provided with an inner cylinder lower oil port communicating with the upper end of the passage.
  • the present invention also provides an interconnect suspension system comprising four vehicle suspension units as described above, wherein the first vehicle suspension unit is mounted on the left front wheel and the second vehicle suspension unit is mounted on the right front wheel, The three vehicle suspension unit is mounted on the right rear wheel, and the fourth vehicle suspension unit is mounted on the left rear wheel;
  • An inner cylinder oil inlet of the first vehicle suspension unit, an inner cylinder lower oil port of the second vehicle suspension unit, an inner cylinder lower oil port of the third vehicle suspension unit, and an inner cylinder of the fourth vehicle suspension unit The oil inlet is connected through a pipeline and connected to the first gas accumulator;
  • An inner cylinder lower port of the first vehicle suspension unit, an inner cylinder oil inlet of the second vehicle suspension unit, an inner cylinder oil inlet of the third vehicle suspension unit, and an inner cylinder of the fourth vehicle suspension unit The oil port is connected through a pipeline and connected to a second gas accumulator.
  • the outer cylinder upper oil port and the outer cylinder lower oil port of the first vehicle suspension unit are connected through a pipeline and connected to the third gas accumulator;
  • the outer cylinder upper oil port and the outer cylinder lower oil port of the second vehicle suspension unit are connected through a pipeline and connected to the fourth gas accumulator;
  • the outer cylinder upper oil port and the outer cylinder lower oil port of the third vehicle suspension unit are connected through a pipeline and connected to the fifth gas accumulator;
  • the outer cylinder upper oil port and the outer cylinder lower oil port of the fourth vehicle suspension unit are connected through a pipeline and connected to the sixth gas accumulator.
  • the outer cylinder lower oil port of the first vehicle suspension unit is connected to the third gas accumulator through a pipeline;
  • the outer cylinder lower oil port of the second vehicle suspension unit is connected to the fourth gas accumulator through a pipeline;
  • the outer cylinder lower oil port of the third vehicle suspension unit is connected to the fifth gas accumulator through a pipeline;
  • the outer cylinder lower oil port of the fourth vehicle suspension unit is connected to the sixth gas accumulator through a pipeline;
  • the outer cylinder oiling ports of the first vehicle suspension unit, the second vehicle suspension unit, the third vehicle suspension unit, and the fourth vehicle suspension unit are respectively in communication with the air.
  • the interconnected suspension system further includes a hydraulic oil tank and a hydraulic pump, and an oil inlet of the hydraulic pump is connected to the hydraulic oil tank;
  • the oil outlet of the hydraulic pump is connected to the outer cylinder lower oil port of the first vehicle suspension unit via a first check valve and a first control valve;
  • the oil outlet of the hydraulic pump is connected to the outer cylinder lower oil port of the second vehicle suspension unit via a second check valve and a second control valve;
  • the oil outlet of the hydraulic pump is connected to the outer cylinder lower oil port of the third vehicle suspension unit via a pipeline through a third one-way valve and a third control valve;
  • the oil outlet of the hydraulic pump is connected to the outer cylinder lower oil port of the fourth vehicle suspension unit via a pipeline via a fourth check valve and a fourth control valve.
  • the outer cylinder upper oil port, the outer cylinder lower oil port of the first vehicle suspension unit and the outer cylinder oil inlet port and the outer cylinder lower oil port of the second vehicle suspension unit are connected through a pipeline and are connected to the third Gas accumulators are connected;
  • the outer cylinder upper oil port, the outer cylinder lower oil port of the third vehicle suspension unit and the outer cylinder oil inlet port and the outer cylinder lower oil port of the fourth vehicle suspension unit are connected through the pipeline and the fourth The gas accumulators are connected.
  • the outer cylinder lower oil port of the first vehicle suspension unit and the outer cylinder lower oil port of the second vehicle suspension unit are connected through a pipeline and connected to the third gas accumulator;
  • An outer cylinder lower oil port of the third vehicle suspension unit and an outer cylinder lower oil port of the fourth vehicle suspension unit are connected through a pipeline and connected to the fourth gas accumulator;
  • the outer cylinder oiling ports of the first vehicle suspension unit, the second vehicle suspension unit, the third vehicle suspension unit, and the fourth vehicle suspension unit are respectively in communication with the air.
  • the interconnected suspension system further includes a hydraulic oil tank and a hydraulic pump, and an oil inlet of the hydraulic pump is connected to the hydraulic oil tank;
  • the oil outlet of the hydraulic pump passes through the first check valve, the first control valve, and the outer cylinder lower port of the first vehicle suspension unit and the outer cylinder of the second vehicle suspension unit
  • the oil ports are connected;
  • the oil outlet of the hydraulic pump passes through the pipeline through the second check valve, the second control valve, and the outer cylinder lower port of the third vehicle suspension unit and the outer cylinder of the fourth vehicle suspension unit The ports are connected.
  • An outer cylinder lower port of the first vehicle suspension unit, an outer cylinder lower port of the second vehicle suspension unit, an outer cylinder oiling port of the third vehicle suspension unit, and a fourth vehicle suspension unit The oil port of the outer cylinder is connected through the pipeline and connected to the third gas accumulator;
  • An outer cylinder oiling port of the first vehicle suspension unit, an outer cylinder oiling port of the second vehicle suspension unit, an outer cylinder lower oil port of the third vehicle suspension unit, and a fourth vehicle suspension unit The outer cylinder lower port is connected through the pipeline and connected to the fourth gas accumulator.
  • the interconnected suspension system further includes a hydraulic oil tank and a hydraulic pump, and an oil inlet of the hydraulic pump is connected to the hydraulic oil tank;
  • the oil outlet of the hydraulic pump passes through the first check valve through the pipeline, the first control valve and the outer cylinder lower port of the first vehicle suspension unit, and the outer cylinder lower port of the second vehicle suspension unit And an outer cylinder oiling port of the third vehicle suspension unit and an outer cylinder oiling port of the fourth vehicle suspension unit;
  • the oil outlet of the hydraulic pump passes through the second check valve, the second control valve, and the outer cylinder oil port of the first vehicle suspension unit and the outer cylinder oil port of the second vehicle suspension unit through the pipeline
  • the outer cylinder lower oil port of the third vehicle suspension unit and the outer cylinder lower oil port of the fourth vehicle suspension unit are connected.
  • the vehicle suspension unit and the interconnecting suspension system embodying the present invention have the following beneficial effects: the vehicle suspension unit of the present invention can simultaneously provide elastic support and damping shock absorption without requiring additional shock absorbers,
  • the vehicle suspension unit can constitute a passive, semi-active interconnected suspension system, which can be adjusted for different performance requirements by adjusting the inner diameter of the inner and outer cylinders of the vehicle suspension unit and the size of the gas accumulator. Independent optimization greatly eliminates or improves the contradiction between the comfort and operational stability of the traditional suspension system.
  • the interconnected suspension system based on the present invention can be conveniently Achieve height adjustment without affecting suspension stiffness performance.
  • Figure 1 is a schematic view of a first embodiment of a vehicle suspension unit of the present invention
  • Figure 2 is a schematic view of a second embodiment of the vehicle suspension unit of the present invention.
  • Figure 3 is a schematic illustration of a first embodiment of an interconnected suspension system of the present invention.
  • Figure 4 is a schematic illustration of a second embodiment of the interconnected suspension system of the present invention.
  • Figure 5 is a schematic illustration of a third embodiment of the interconnected suspension system of the present invention.
  • Figure 6 is a schematic illustration of a fourth embodiment of the interconnected suspension system of the present invention.
  • Figure 7 is a schematic illustration of a fifth embodiment of the interconnected suspension system of the present invention.
  • Figure 8 is a schematic illustration of a sixth embodiment of the interconnected suspension system of the present invention.
  • Figure 9 is a schematic illustration of a seventh embodiment of the interconnected suspension system of the present invention.
  • Figure 10 is a schematic illustration of an eighth embodiment of the interconnected suspension system of the present invention.
  • the vehicle suspension unit 1 of the embodiment includes The inner cylinder tube 13 and the outer cylinder tube 14 are provided with a piston rod 17 coaxial with the outer cylinder tube 14 in the outer cylinder tube 14.
  • the lower end of the piston rod 17 is disposed on the bottom of the outer cylinder tube 14, and the upper end of the piston rod 17
  • An inner piston 15 is disposed, and the inner piston 15 is disposed in the inner cylinder tube 13 and divides the inner cavity of the inner cylinder tube 13 into an inner cylinder upper chamber 2 and an inner cylinder lower chamber 3, and the piston rod 17 has a passage 171 therein, and the passage 171 Extending from the lower portion of the piston rod 17 to the upper portion, the upper portion of the piston rod 17 is provided with a passage communicating with the piston rod 17 and a hole of the inner cylinder lower chamber 3; the lower end of the inner cylinder tube 13 is provided with an annular outer piston 16 and an annular outer piston 16
  • the annular cavity is located between the outer cylinder 14 and the piston rod 17 and divides the annular cavity into an outer cylinder upper chamber 6 and an outer cylinder lower chamber 7; an inner cylinder upper chamber 2 and an inner cylinder lower chamber 3 of the inner cylinder tube 13 And the outer cylinder upper chamber 6 and the
  • an upper support 11 is provided at the upper end of the inner cylinder tube 13, and the upper support 11 can facilitate the vehicle suspension unit and the vehicle body.
  • the lower end of the outer cylinder tube 14 is provided with a lower support 12, which can facilitate the connection of the vehicle suspension unit to the vehicle.
  • the oil port 5, the outer cylinder oil port 8 and the outer cylinder oil port 9 can be connected to the gas accumulator through a pipe to provide elastic rigidity. Adjustment of parameters such as the inner diameter of the inner cylinder 13 and the outer cylinder 14 of the vehicle suspension unit 1 and the size of the gas accumulator It can be independently optimized for different performance requirements, greatly eliminating or improving the contradiction between the comfort and operational stability requirements of traditional suspension systems.
  • the inner cylinder upper port 4, the inner cylinder lower port 5, the outer cylinder upper port 8 and the outer cylinder of the vehicle suspension unit 1 may be provided.
  • the lower port 9 is connected to the damper valve 10, respectively, so that the vehicle suspension unit 1 of the present invention can simultaneously provide elastic support and damping damping without requiring an additional damper.
  • the vehicle suspension unit of the present invention can be applied to a passive, semi-active suspension system.
  • the damping valve 10 can be preset to be non-adjustable, or can be designed to have an adjustable valve opening degree.
  • the damping control unit can control the damping size, and can be obtained by adjusting the damping force under a small energy consumption condition. Optimum ride comfort and handling stability.
  • FIG. 2 is a schematic view of a second embodiment of the vehicle suspension unit of the present invention
  • the structure of the second embodiment of the vehicle suspension unit is substantially the same as that of the first embodiment, and only the inner cylinder lower port The position of 5 and the structure of the piston rod 17 are different.
  • the inner cylinder lower oil port 5 is provided at the upper portion of the inner cylinder tube 13, specifically, in the present embodiment, the inner cylinder tube 13 is barrel
  • the wall has a passage 131 extending from a lower portion of the inner wall of the inner cylinder 13 to an upper portion, the passage 131 being an annular passage of the annular wall, or a single one or a plurality of openings in the wall of the cylinder
  • the inner cylinder 13 is a double cylinder wall structure, that is, the cylinder wall of the inner cylinder 13 is composed of an outer cylinder wall and an inner cylinder wall, and the passage 131 is formed between the inner cylinder wall and the outer cylinder wall.
  • the piston rod 17 is a solid piston rod which is hollow with respect to the piston rod of the first embodiment. Under the same cylinder size, the diameter of the piston rod 17 of the present embodiment can be reduced, and the outer cylinder The volume of the cylinder will increase, or it can be said that under the same area difference, the size of the cylinder can be made smaller, the cylinder is more compact, and the sealing structure, reliability and processability are simplified. Also greatly improved.
  • Other structures of the vehicle suspension unit of the present embodiment are the same as those of the first embodiment, and are not described herein.
  • FIG. 3 is a schematic view of a first embodiment of an interconnected suspension system of the present invention, which is a passive interconnected suspension system.
  • the interconnected suspension system includes four vehicle suspension units as described above, wherein the first vehicle suspension unit 101 is mounted to the left front wheel and the second vehicle suspension unit 201 is mounted to the right front wheel, third The vehicle suspension unit 301 is mounted on the right rear wheel, and the fourth vehicle suspension unit 401 is mounted on the left rear wheel.
  • the inner cylinder upper port of the first vehicle suspension unit 101, the inner cylinder lower port of the second vehicle suspension unit 201, and the inner cylinder of the third vehicle suspension unit 301 are oiled.
  • the port and the inner cylinder oiling port of the fourth vehicle suspension unit 401 are connected by a pipeline and connected to the first gas accumulator 21a to form a closed oil passage 21; the inner cylinder lower port of the first vehicle suspension unit 101, The inner cylinder oiling port of the second vehicle suspension unit 201, the inner cylinder oiling port of the third vehicle suspension unit 301, and the inner cylinder lower oil port of the fourth vehicle suspension unit 401 are connected through the pipeline and the second
  • the gas accumulators 22a are connected to form a closed oil passage 22.
  • the first gas accumulator 21a and the second gas accumulator 22a and the closed oil passages 21, 22 in which they are located are used to provide additional roll stiffness and can reduce the side of the vehicle when cornering without affecting comfort Tilt angle.
  • the outer cylinder upper oil port of the first vehicle suspension unit 101 and the outer cylinder lower oil port communicate with each other through the pipe 20 and are connected to the third gas accumulator 101a; the outer cylinder oil port of the second vehicle suspension unit 201 and The outer cylinder lower oil port communicates with the fourth gas accumulator 201a through the pipeline 20; the outer cylinder upper oil port of the third vehicle suspension unit 301 and the outer cylinder lower oil port communicate with each other through the pipeline 20 and The five gas accumulators 301a are connected; the outer cylinder upper port and the outer cylinder lower port of the fourth vehicle suspension unit 401 are in communication with the pipe 20 and connected to the sixth gas accumulator 401a.
  • the third to sixth gas accumulators 101a, 201a, 301a, 401a are independent of one another and can provide vertical spring stiffness to the interconnected suspension system as well as supporting vehicle weight and load.
  • FIG. 4 is a schematic illustration of a second embodiment of an interconnected suspension system of the present invention, which is a passive interconnect suspension system.
  • the embodiment is improved on the basis of the first embodiment.
  • the outer cylinder lower oil port of the first vehicle suspension unit 101 is connected through the third gas accumulator 101a of the pipeline 20;
  • the outer cylinder lower oil port of the second vehicle suspension unit 201 is connected to the fourth gas accumulator 201a through the pipeline 20;
  • the outer cylinder lower oil port of the third vehicle suspension unit 301 is stored through the pipeline 20 and the fifth gas.
  • the 301a is connected; the outer cylinder lower port of the fourth vehicle suspension unit 401 is connected to the sixth gas accumulator 401a via the pipeline 20; the first vehicle suspension unit 101, the second vehicle suspension unit 201, and the third vehicle
  • the outer cylinder oil inlets of the suspension unit 301 and the fourth vehicle suspension unit 401 are respectively in communication with the air, and since the upper chamber of the outer cylinder communicates with the atmosphere, the effective force receiving area of the annular piston can be maximized.
  • the other structure of this embodiment is the same as that of the first embodiment of the interconnect suspension system and will not be described again.
  • FIG. 5 is a schematic view of a third embodiment of the interconnected suspension system of the present invention, which is further improved on the basis of the first embodiment of the interconnected suspension system, increasing the height of the vehicle body Adjustment function.
  • the interconnected suspension system further includes a hydraulic oil tank 36 and a hydraulic pump 32.
  • the hydraulic pump 32 is driven by a motor 31.
  • the oil inlet of the hydraulic pump 32 is connected to the hydraulic oil tank 36, and the oil outlet of the hydraulic pump 32 is connected with a relief valve 33.
  • the oil outlet of the relief valve 33 is connected to the hydraulic oil tank 36.
  • the oil outlet of the hydraulic pump 32 is connected to the outer cylinder oil port and the outer cylinder oil port of the first vehicle suspension unit 101 via the first check valve 35a and the first control valve 37a.
  • the oil outlet of the hydraulic pump 32 is connected to the outer cylinder oil port and the outer cylinder oil port of the second vehicle suspension unit 201 via the second check valve 35b and the second control valve 37b through the pipeline; the hydraulic pump 32 The oil outlet is connected to the outer cylinder oil port and the outer cylinder oil port of the third vehicle suspension unit 301 through the third check valve 35c and the third control valve 37b through the pipeline; the oil outlet of the hydraulic pump 32 passes through the pipe
  • the road is connected to the outer cylinder upper oil port and the outer cylinder lower oil port of the fourth vehicle suspension unit 401 via the fourth check valve 35d and the fourth control valve 37d.
  • the first vehicle suspension unit 101 is taken as an example to illustrate how the vehicle height adjustment is implemented.
  • the first control valve 37a connects the hydraulic pump 32 with the first The outer cylinder upper oil port 8 and the outer cylinder lower oil port 9 of the vehicle suspension unit 101 communicate, and the extra hydraulic oil from the hydraulic pump 32 pushes the inner cylinder tube 13 of the first vehicle suspension unit 101 upward relative to the outer cylinder tube 14 , Thereby raising the body.
  • the first control valve 37a connects the outer cylinder oil port 8 and the outer cylinder oil port 9 of the first vehicle suspension unit 101 with the hydraulic oil tank 36, and the first vehicle is due to the gravity of the vehicle body.
  • the hydraulic oil in the outer cylinder 14 of the suspension unit 101 is pushed out, and the inner cylinder 13 is moved downward relative to the outer cylinder 14, and the height of the vehicle body is lowered.
  • the height adjustment of the other vehicle suspension unit is the same as the height adjustment of the first vehicle suspension unit 101, and can be simultaneously adjusted or separately adjusted under the control of the suspension control system.
  • a displacement sensor 38 for detecting the displacement of the inner cylinder tube 13 relative to the outer cylinder tube 14 is provided on each vehicle suspension unit, and the displacement sensor 38 may be a linear displacement sensor.
  • the first to fourth control valves 37a, 37b, 37c, 37d may be electrically controlled valves or hydraulically controlled valves.
  • the gas pressure and volume of the third to sixth gas accumulators 101a, 201a, 301a, 401a remain substantially unchanged, so the vertical and pitch stiffness properties of the interconnected suspension system do not vary with the height adjustment of the vehicle body.
  • the improvement made by the interconnect suspension system of the present embodiment on the basis of the first embodiment is also applicable to the second embodiment of the interconnect suspension system, that is, the first vehicle suspension unit 101 and the second vehicle suspension unit 201.
  • the outer cylinder oiling ports of the third vehicle suspension unit 301 and the fourth vehicle suspension unit 401 are respectively disconnected from the hydraulic system, and the first vehicle suspension unit 101, the second vehicle suspension unit 201, and the third
  • the outer cylinder oil ports of the vehicle suspension unit 301 and the fourth vehicle suspension unit 401 are respectively in communication with the air.
  • a schematic view of a fourth embodiment of the interconnected suspension system of the present invention is a passive interconnect suspension system.
  • the interconnected suspension system includes four vehicle suspension units as described above, wherein the first vehicle suspension unit 101 is mounted to the left front wheel and the second vehicle suspension unit 201 is mounted to the right front wheel, third The vehicle suspension unit 301 is mounted on the right rear wheel, and the fourth vehicle suspension unit 401 is mounted on the left rear wheel.
  • the inner cylinder upper port of the first vehicle suspension unit 101, the inner cylinder lower port of the second vehicle suspension unit 201, and the inner cylinder of the third vehicle suspension unit 301 are oiled.
  • the port and the inner cylinder oiling port of the fourth vehicle suspension unit 401 are connected by a pipeline and connected to the first gas accumulator 21a to form a closed oil passage 21; the inner cylinder lower port of the first vehicle suspension unit 101, The inner cylinder oiling port of the second vehicle suspension unit 201, the inner cylinder oiling port of the third vehicle suspension unit 301, and the inner cylinder lower oil port of the fourth vehicle suspension unit 401 are connected through the pipeline and the second
  • the gas accumulators 22a are connected to form a closed oil passage 22.
  • the first gas accumulator 21a and the second gas accumulator 22a and the closed oil passages 21, 22 in which they are located are used to provide additional roll stiffness and can reduce the side of the vehicle when cornering without affecting comfort Tilt angle.
  • the outer cylinder oil inlet port and the outer cylinder lower oil port of the first vehicle suspension unit 101 and the outer cylinder oil inlet port and the outer cylinder lower oil port of the second vehicle suspension unit 201 are connected through a pipeline and are stored with a third gas.
  • the energy device 18a is connected to form a closed oil passage 18; the outer cylinder oil inlet port, the outer cylinder lower oil port of the third vehicle suspension unit 301, and the outer cylinder oil port and the outer cylinder oil port of the fourth vehicle suspension unit 401 pass through
  • the lines are in communication and are connected to a fourth gas accumulator 19a to form a closed oil line 19.
  • the interconnection suspension system of the present embodiment can further reduce the vehicle torsional rigidity in the case where the performance of the interconnection suspension system of the first embodiment can be obtained, thereby obtaining an uneven road surface, that is, better grip performance under off-road conditions. To reduce or eliminate body torsional stress.
  • an illustration of a fifth embodiment of the interconnected suspension system of the present invention is a passive interconnect suspension system.
  • This embodiment is based on the fourth embodiment of the interconnected suspension system. Specifically, the outer cylinder lower port of the first vehicle suspension unit 101 and the outer cylinder of the second vehicle suspension unit 201 are oiled.
  • the port is connected by a pipeline and connected to the third gas accumulator 18a to form a closed oil passage 18; the outer cylinder lower port of the third vehicle suspension unit 301 and the outer cylinder lower port of the fourth vehicle suspension unit 401 pass
  • the pipeline is in communication with and connected to the fourth gas accumulator 19a to form a closed oil passage 19; a first vehicle suspension unit 101, a second vehicle suspension unit 201, a third vehicle suspension unit 301, and a fourth vehicle suspension unit
  • the outer cylinder oil ports of the 401 are respectively connected to the air.
  • the other structure of this embodiment is the same as that of the fourth embodiment of the interconnect suspension system and will not be described again.
  • FIG. 8 is a schematic view of a sixth embodiment of the interconnected suspension system of the present invention, which is further improved on the basis of the fourth embodiment of the interconnected suspension system, and the height of the vehicle body is increased. Adjustment function.
  • the interconnected suspension system further includes a hydraulic oil tank 36 and a hydraulic pump 32.
  • the hydraulic pump 32 is driven by a motor 31.
  • the oil inlet of the hydraulic pump 32 is connected to the hydraulic oil tank 36, and the oil outlet of the hydraulic pump 32 is connected with a relief valve 33.
  • the oil outlet of the relief valve 33 is connected to the hydraulic oil tank 36.
  • the oil outlet of the hydraulic pump 32 passes through the first check valve 35a, the first control valve 35a, and the outer cylinder oil port of the first vehicle suspension unit 101, the outer cylinder oil port, and The outer cylinder upper oil port and the outer cylinder lower oil port of the second vehicle suspension unit 201 are connected; the oil outlet of the hydraulic pump 32 passes through the second check valve 35b, the second control valve 37b and the third vehicle suspension through the pipeline
  • the outer cylinder upper oil port of the unit 301, the outer cylinder lower oil port, and the outer cylinder oil inlet port and the outer cylinder lower oil port of the fourth vehicle suspension unit 401 are connected.
  • the first vehicle suspension unit 101 and the second vehicle suspension unit 201 are taken as an example to illustrate how the vehicle height adjustment is implemented, and the first vehicle suspension unit 101 and the second vehicle suspension unit 201 need to be added.
  • the first control valve 37a communicates the hydraulic pump 32 with the closed oil passage 18, and the additional hydraulic oil from the hydraulic pump 32 pushes the inner cylinder 13 of the first vehicle suspension unit 101 and the second vehicle suspension unit 201 relative to each other.
  • the outer cylinder 14 is moved up to raise the body.
  • the first control valve 37a connects the closed oil passage 18 with the hydraulic oil tank 36, and the outer cylinder tube 14 of the first vehicle suspension unit 101 and the second vehicle suspension unit 201 due to the gravity of the vehicle body The hydraulic oil inside is pressed out, and the inner cylinder 13 is moved downward relative to the outer cylinder 14, and the height of the vehicle body is lowered.
  • the gas pressure and volume in the third gas accumulator 18a and the fourth gas accumulator 19a remain substantially unchanged, so the vertical and pitch stiffness properties of the interconnected suspension system do not vary with the height adjustment of the vehicle body.
  • the cross-sectional area of the inner cylinder upper chamber and the inner cylinder lower chamber of the inner cylinder of the vehicle suspension unit is nearly equal.
  • the oil flows from the inner cylinder upper chamber of one side of the vehicle suspension unit to the other side of the vehicle.
  • the inner cylinder lower chamber of the inner cylinder of the suspension unit so that the gas pressure and volume in the first gas accumulator 21a and the second gas accumulator 22a remain substantially unchanged, so the roll stiffness of the interconnected suspension system constant. That is to say, the height adjustment does not affect the stiffness performance of the vehicle suspension system, that is, it does not affect the comfort and operational stability.
  • a displacement sensor 38 for detecting the displacement of the inner cylinder tube 13 relative to the outer cylinder tube 14 is provided on each vehicle suspension unit, and the displacement sensor 38 may be a linear displacement sensor.
  • the first to second control valves 37a, 37b may be electrically controlled valves or hydraulically controlled valves.
  • the improvement made by the interconnection suspension system of the present embodiment on the basis of the fourth embodiment is also applicable to the fifth embodiment of the interconnection suspension system, that is, the first vehicle suspension unit 101 and the second vehicle suspension unit 201.
  • the outer cylinder oiling ports of the third vehicle suspension unit 301 and the fourth vehicle suspension unit 401 are respectively disconnected from the hydraulic system, and the first vehicle suspension unit 101, the second vehicle suspension unit 201, and the third
  • the outer cylinder oil ports of the vehicle suspension unit 301 and the fourth vehicle suspension unit 401 are respectively in communication with the air.
  • a schematic view of a seventh embodiment of an interconnected suspension system of the present invention is a passive interconnect suspension system.
  • the interconnected suspension system of the present embodiment includes four vehicle suspension units as described in the preferred embodiment of the above vehicle suspension unit, wherein the first vehicle suspension unit 101 is mounted to the left front wheel, and the second vehicle suspension unit 201 Mounted on the right front wheel, the third vehicle suspension unit 301 is mounted on the right rear wheel, and the fourth vehicle suspension unit 401 is mounted on the left rear wheel.
  • the inner cylinder upper oil port of the first vehicle suspension unit 101, the inner cylinder lower oil port of the second vehicle suspension unit 201, and the inner cylinder of the third vehicle suspension unit 301 are oiled.
  • the port and the inner cylinder oiling port of the fourth vehicle suspension unit 401 are connected by a pipeline and connected to the first gas accumulator 21a to form a closed oil passage 21;
  • the inner cylinder oiling port of the second vehicle suspension unit 201, the inner cylinder oiling port of the third vehicle suspension unit 301, and the inner cylinder lower oil port of the fourth vehicle suspension unit 401 are connected through the pipeline and the second
  • the gas accumulators 22a are connected to form a closed oil passage 22.
  • the first gas accumulator 21a and the second gas accumulator 22a and the closed oil passages 21, 22 in which they are located are used to provide additional roll stiffness and can reduce the side of the vehicle when cornering without affecting comfort Tilt angle.
  • An outer cylinder lower port of the first vehicle suspension unit 101, an outer cylinder lower port of the second vehicle suspension unit 201, an outer cylinder oiling port of the third vehicle suspension unit 301, and a fourth vehicle suspension unit 401 The oil supply port of the outer cylinder is connected through the pipeline and connected to the third gas accumulator 23a to form a closed oil passage 23; the outer cylinder oil inlet of the first vehicle suspension unit 101 and the outer cylinder of the second vehicle suspension unit 201
  • the oiling port, the outer cylinder lower oil port of the third vehicle suspension unit 301 and the outer cylinder lower oil port of the fourth vehicle suspension unit 401 are connected through a pipeline and connected to the fourth gas accumulator 24b to form a closed oil passage. twenty four.
  • the interconnected suspension system of the present embodiment can improve the heading during acceleration and braking under the performance conditions of the first embodiment and the third embodiment of the interconnect suspension system. , nodding, thus further improving the stability of the vehicle.
  • the interconnected suspension system further includes a hydraulic oil tank 36 and a hydraulic pump 32.
  • the hydraulic pump 32 is driven by a motor 31.
  • the oil inlet of the hydraulic pump 32 is connected to the hydraulic oil tank 36, and the oil outlet of the hydraulic pump 32 is connected with a relief valve 33.
  • the oil outlet of the relief valve 33 is connected to the hydraulic oil tank 36.
  • the oil outlet of the hydraulic pump 32 is passed through the first check valve 35a, the first control valve 37a and the pipeline through the pipeline.
  • An outer cylinder lower port of the first vehicle suspension unit 101, an outer cylinder lower port of the second vehicle suspension unit 201, an outer cylinder oiling port of the third vehicle suspension unit 301, and a fourth vehicle suspension unit 401 The outer cylinder is connected to the oil port
  • the oil outlet of the hydraulic pump 32 is passed through the second check valve 35b, the second control valve 37b, and An outer cylinder oiling port of the first vehicle suspension unit 101, an outer cylinder oiling port of the second vehicle suspension unit 201, an outer cylinder oil lowering port of the third vehicle suspension unit 301, and a fourth vehicle suspension unit 401
  • the outer cylinder is connected to the oil port .
  • the height adjustment is now explained by taking the oil path of the first check valve 35a and the first control valve 37a as an example.
  • the first control valve 37a connects the hydraulic pump 32 and the closed oil circuit. 23 the additional hydraulic oil from the hydraulic pump 32 pushes the inner cylinder 13 of the first vehicle suspension unit 101 and the second vehicle suspension unit 201 upward relative to the outer cylinder tube 14, thereby raising the first vehicle suspension unit 101 And the vehicle body at the location where the second vehicle suspension unit 201 is located.
  • the first control valve 37a connects the closed oil passage 23 with the hydraulic oil tank 36, and the outer cylinder cylinder 14 of the first vehicle suspension unit 101 and the second vehicle suspension unit 201 due to the gravity of the vehicle body
  • the hydraulic oil inside is pressed out, and the inner cylinder tube 13 is moved downward relative to the outer cylinder tube 14, thereby lowering the vehicle body at the position where the first vehicle suspension unit 101 and the second vehicle suspension unit 201 are located.
  • a displacement sensor 38 for detecting the displacement of the inner cylinder tube 13 relative to the outer cylinder tube 14 is provided on each vehicle suspension unit, and the displacement sensor 38 may be a linear displacement sensor.
  • the first to second control valves 37a, 37b may be electrically controlled valves or hydraulically controlled valves.
  • the vehicle suspension unit in the above interconnected suspension system employs the interconnecting suspension unit shown in the first embodiment of the interconnecting suspension unit, it being understood that the interconnections in the above interconnected suspension systems
  • the suspension unit can be replaced with the interconnected suspension unit of the second embodiment, and the same function can be achieved as well.

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Abstract

一种车辆悬架单元以及互连悬架***，其中车辆悬架单元（1）包括外缸筒（14）和内缸筒（13），外缸筒（14）内设有活塞杆（17），活塞杆（17）的上端设有内活塞（15），内活塞（15）位于内缸筒（13）；内缸筒（13）的下端设有环形外活塞（16），环形外活塞（16）位于外缸筒（14）和活塞杆（17）之间的环形腔体内；内缸筒（13）具有内缸上油口（4）和内缸下油口（5），外缸筒（14）具有外缸上油口（8）和外缸下油口（9）。该车辆悬架单元（1）可同时提供弹性支撑和阻尼减震作用，多个该车辆悬架单元（1）可以构成被动、半主动互连悬架***。

Description

一种车辆悬架单元以及互连悬架*** 技术领域
本发明涉及一种车辆悬架单元以及具有该悬架单元的互连悬架***。
背景技术
一般来说，双轴四轮车辆悬架***给车身提供垂向、俯仰、侧倾和扭曲的刚度以及阻尼。车辆舒适性和轮胎抓地性要求较小的悬架垂向和扭曲刚度，车辆横向和纵向操作稳定性要求较高的悬架侧倾和俯仰刚度。作为传统四轮独立悬架***，不同的要求之间存在着矛盾，往往在悬架设计时需要在两者中做出妥协。
横向稳定杆，又称防侧倾杆，能够在不影响垂向刚度和俯仰刚度情况下提供较高的侧倾刚度，但是同时提高了扭曲刚度，这样会导致越野路况的轮胎抓地性能大大减弱，并且会导致车身扭曲变形，应力疲劳，以及寿命减小等问题。
在美国专利申请 US20040080124 、 US20050001401 中披露的悬架***中四个双作用液压油缸通过两个独立管路互相连接，并与液压蓄能器结合起来，可以提供额外的侧倾刚度而不影响车身垂向、俯仰和扭曲刚度。车身垂向和俯仰刚度由并联的钢制螺旋弹簧提供，因此克服了横向稳定杆的缺点，同时提高了市区和越野路况的性能。但其存在的缺点是：随着悬架设计偏向更高的舒适性，减小的垂向刚度和俯仰刚度会导致： 1 、悬架防撞击限位块被击穿的概率大大增加，导致车辆乘员感觉不适； 2 、急加速和刹车时的抬头和点头现象明显导致过多的前后轮胎载荷变化从而影响到加速和刹车性能，即延长的加速时间和紧急刹车距离，而且视线变化导致安全风险，以及恶化的乘坐舒适性。
在一项公告号为 CN101765727 的中国专利公开的互连悬架***中，通过伺服阀门控制的方法来切换管路的连接方式，从而实现抗侧倾或者抗俯仰功能。但其缺点是成本和故障率较高，而且同一时刻只能提供一个方向的刚度，无法同时抑制横向和纵向两个方向的车身角度变化。
在美国专利 US5480188 披露的悬架***中，每个轮胎使用两个双作用液压缸将抗侧倾和抗俯仰的互联悬架组合到一起，同时提供较高的侧倾和俯仰刚度。缺点是双倍的液压缸数量增加了安装支架的数量并占据更大的底盘空间，相应的增加了簧下质量并制约了车内乘坐空间；而且过高的俯仰刚度，在缺少一定俯仰阻尼的情况下，车辆前轮驶过障碍物时会将路面冲击传递到后轮，从而降低乘坐舒适性。
发明内容
本发明的目的在于提供一种车辆悬架单元以及具有该悬架单元的互连悬架***，利用最小的底盘空间和质量，在提供悬架操作稳定性的情况下，同时改善车辆的舒适性。
本发明所提供的车辆悬架单元包括 外缸筒和内缸筒，所述外缸筒内设有与所述外缸筒同轴的活塞杆，所述活塞杆的上端设有内活塞，所述内活塞位于所述内缸筒中并将所述内缸筒分为内缸上腔和内缸下腔；
所述内缸筒的下端设有环形外活塞，所述环形外活塞位于所述外缸筒和活塞杆之间的环形腔体内并将所述环形腔体分为外缸上腔和外缸下腔；
所述内缸筒的上部设有与所述内缸上腔相连通的内缸上油口，所述内缸筒的上部或所述外缸筒的下部设有与所述内缸下腔相连通的内缸下油口；
所述外缸筒的上部设有与所述外缸上腔相连通的外缸上油口，所述外缸筒的下部设有与所述外缸下腔相连通的外缸下油口。
在本发明所述车辆悬架单元中，所述活塞杆的内部具有一通道，所述通道由所述活塞杆的下部延伸至上部，所述通道的上端与所述内缸下腔相连通，所述外缸筒的下部设有与所述通道的下端相连通的内缸下油口。
在本发明所述车辆悬架单元中，所述内缸筒的筒壁内具有一通道，所述通道由所述内缸筒的筒壁的下部延伸至上部，所述通道的下端与所述内缸下腔相连通，所述内缸筒的上部设有与所述通道的上端相连通的内缸下油口。
本发明还提供了一种互连悬架***，包括四个如以上所述的车辆悬架单元，其中第一车辆悬架单元安装在左前车轮，第二车辆悬架单元安装在右前车轮，第三车辆悬架单元安装在右后车轮，第四车辆悬架单元安装在左后车轮；
所述第一车辆悬架单元的内缸上油口、第二车辆悬架单元的内缸下油口、第三车辆悬架单元的内缸下油口和第四车辆悬架单元的内缸上油口通过管路相连通并与第一气体蓄能器相连；
所述第一车辆悬架单元的内缸下油口、第二车辆悬架单元的内缸上油口、第三车辆悬架单元的内缸上油口和第四车辆悬架单元的内缸下油口通过管路相连通并与第二气体蓄能器相连。
在本发明所述的互连悬架***中， 所述第一车辆悬架单元的外缸上油口和外缸下油口通过管路相连通并与第三气体蓄能器相连；
所述第二车辆悬架单元的外缸上油口和外缸下油口通过管路相连通并与第四气体蓄能器相连；
所述第三车辆悬架单元的外缸上油口和外缸下油口通过管路相连通并与第五气体蓄能器相连；
所述第四车辆悬架单元的外缸上油口和外缸下油口通过管路相连通并与第六气体蓄能器相连。
在本发明所述的互连悬架***中， 所述第一车辆悬架单元的外缸下油口通过管路与第三气体蓄能器相连；
所述第二车辆悬架单元的外缸下油口通过管路与第四气体蓄能器相连；
所述第三车辆悬架单元的外缸下油口通过管路与第五气体蓄能器相连；
所述第四车辆悬架单元的外缸下油口通过管路与第六气体蓄能器相连；
所述第一车辆悬架单元、第二车辆悬架单元、第三车辆悬架单元和第四车辆悬架单元的外缸上油口分别与空气相连通。
在本发明所述的互连悬架***中， 所述互连悬架***还包括液压油箱以及液压泵，所述液压泵的进油口与所述液压油箱相连;
所述液压泵的出油口通过管路经由第一单向阀、第一控制阀与所述第一车辆悬架单元的外缸下油口相连；
所述液压泵的出油口通过管路经由第二单向阀、第二控制阀与所述第二车辆悬架单元的外缸下油口相连；
所述液压泵的出油口通过管路经由第三单向阀、第三控制阀与所述第三车辆悬架单元的外缸下油口相连；
所述液压泵的出油口通过管路经由第四单向阀、第四控制阀与所述第四车辆悬架单元的外缸下油口相连。
在本发明所述的互连悬架***中， 所述第一车辆悬架单元的外缸上油口、外缸下油口和所述第二车辆悬架单元的外缸上油口、外缸下油口通过管路相连通并与第三气体蓄能器相连；
所述第三车辆悬架单元的外缸上油口、外缸下油口和所述第四车辆悬架单元的外缸上油口、外缸下油口通过管路相连通并与第四气体蓄能器相连。
在本发明所述的互连悬架***中， 所述第一车辆悬架单元的外缸下油口和所述第二车辆悬架单元的外缸下油口通过管路相连通并与第三气体蓄能器相连；
所述第三车辆悬架单元的外缸下油口和所述第四车辆悬架单元的外缸下油口通过管路相连通并与第四气体蓄能器相连；
所述第一车辆悬架单元、第二车辆悬架单元、第三车辆悬架单元和第四车辆悬架单元的外缸上油口分别与空气相连通。
在本发明所述的互连悬架***中， 所述互连悬架***还包括液压油箱以及液压泵，所述液压泵的进油口与所述液压油箱相连;
所述液压泵的出油口通过管路经由第一单向阀、第一控制阀和所述第一车辆悬架单元的外缸下油口以及所述第二车辆悬架单元的外缸下油口相连；
所述液压泵的出油口通过管路经由第二单向阀、第二控制阀和所述第三车辆悬架单元的外缸下油口以及所述第四车辆悬架单元的外缸下油口相连。
在本发明所述的互连悬架***中， 所述第一车辆悬架单元的外缸下油口、第二车辆悬架单元的外缸下油口、所述第三车辆悬架单元的外缸上油口和第四车辆悬架单元的外缸上油口通过管路相连通并与第三气体蓄能器相连；
所述第一车辆悬架单元的外缸上油口、第二车辆悬架单元的外缸上油口、所述第三车辆悬架单元的外缸下油口和第四车辆悬架单元的外缸下油口通过管路相连通并与第四气体蓄能器相连。
在本发明所述的互连悬架***中， 所述互连悬架***还包括液压油箱以及液压泵，所述液压泵的进油口与所述液压油箱相连；
所述液压泵的出油口通过管路经由第一单向阀，第一控制阀和所述第一车辆悬架单元的外缸下油口、第二车辆悬架单元的外缸下油口、第三车辆悬架单元的外缸上油口以及第四车辆悬架单元的外缸上油口相连；
所述液压泵的出油口通过管路经由第二单向阀、第二控制阀和所述第一车辆悬架单元的外缸上油口、第二车辆悬架单元的外缸上油口、第三车辆悬架单元的外缸下油口以及第四车辆悬架单元的外缸下油口相连。
实施本发明的车辆悬架单元以及互连悬架***，具有以下有益效果：本发明的车辆悬架单元可以同时提供弹性支撑和阻尼减震作用，而不需要额外的减震器，多个该车辆悬架单元可以构成被动、半主动的互连悬架***，通过车辆悬架单元的内缸筒和外缸筒的内径以及气体蓄能器的尺寸等参数的调整，可以针对不同的性能需求独立优化，极大的消除或改善了传统悬架***的舒适性和操作稳定性之间的对立矛盾。另外，基于本发明的互联悬架***，可以方便的 实现 车身高度调节而不影响悬架刚度性能。
附图说明
下面将结合附图及实施例对本发明作进一步说明，附图中：
图1是本发明的车辆悬架单元的第一实施例的示意图；
图2是本发明的车辆悬架单元的第二实施例的示意图；
图3是本发明的互连悬架***的第一实施例的示意图；
图4是本发明的互连悬架***的第二实施例的示意图；
图5是本发明的互连悬架***的第三实施例的示意图；
图6是本发明的互连悬架***的第四实施例的示意图；
图7是本发明的互连悬架***的第五实施例的示意图；
图8是本发明的互连悬架***的第六实施例的示意图；
图9是本发明的互连悬架***的第七实施例的示意图；
图10是本发明的互连悬架***的第八实施例的示意图。
具体实施方式
为了对本发明的技术特征、目的和效果有更加清楚的理解，现对照附图详细说明本发明的具体实施方式。
下面详细描述本发明的车辆悬架单元以及互连悬架***的实施例，这些实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。
在本发明的车辆悬架单元以及互连悬架***的描述中，需要理解的是，术语'前'、'后'、'上'、'下'、'上端'、'下端'、'上部'、'下部'等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。此外，术语'第一'、'第二'等仅用于描述目的，而不能理解为指示或暗示相对重要性。
如图1所示，为本发明的车辆悬架单元的第一实施例的示意图， 该实施例的车辆悬架单元 1 包括 内缸筒13和外缸筒14，其中外缸筒14内设有与外缸筒14同轴的活塞杆17，活塞杆17的下端设在外缸筒14内的底部上，活塞杆17的上端设有内活塞15，内活塞15位于内缸筒13中并将内缸筒13的内腔分为内缸上腔2和内缸下腔3，活塞杆17的内部具有一通道171，通道171由活塞杆17的下部延伸至上部，活塞杆17的上部设有连通活塞杆17的通道171与内缸下腔3的孔；内缸筒13的下端设有环形外活塞16，环形外活塞16位于外缸筒14和活塞杆17之间的环形腔体内并将环形腔体分为外缸上腔6和外缸下腔7；内缸筒13的内缸上腔2和内缸下腔3，以及外缸筒14的外缸上腔6和外缸下腔7相互隔离；内缸筒13的上部设有与内缸上腔2相连通的内缸上油口4，内缸下腔3与活塞杆17的通道171相连通，外缸筒14的下部设有与活塞杆17的通道171相连通的内缸下油口5，也即内缸下油口5与内缸下腔3相连通；在外缸筒14的上部设有与外缸上腔6相连通的外缸上油口8，外缸筒14的下部设有与外缸下腔7相连通的外缸下油口9。
在本实施例中，为了方便车辆悬架单元1与车辆的其他部件相连接，进一步，在内缸筒13的上端设有上支座11，上支座11可以方便车辆悬架单元与车辆主体的连接；在外缸筒14的下端设有下支座12，下支座12可以方便车辆悬架单元与车辆的连接。
本发明的车辆悬架单元1的相互隔离的内缸上腔2、内缸下腔3、外缸上腔6和外缸下腔7和与其相对应的内缸上油口4、内缸下油口5、外缸上油口8和外缸下油口9可以通过管路与气体蓄能器连接来提供弹性刚度。 通过车辆悬架单元 1 的 内缸筒 13 和外缸筒 14 的内径以及气体蓄能器的尺寸等参数的调整 ，可以针对不同的性能需求独立优化，极大的消除或改善了传统悬架***的舒适性和操作稳定性要求之间的对立矛盾。
在本实施例中，为了使车辆悬架单元1具有阻尼减震作用，可以在车辆悬架单元1的内缸上油口4、内缸下油口5、外缸上油口8和外缸下油口9分别连接有阻尼阀10，这样本发明的车辆悬架单元1可同时提供弹性支撑和阻尼减震作用，而不需要额外的减震器。使本发明的车辆悬架单元可应用于被动、半主动的悬架***中。阻尼阀10可以是预设的不可调节式的，也可以设计成阀芯开度可调式的，通过悬架控制单元控制阻尼大小，可以在较小的能耗条件下，通过阻尼力的调节获得最佳的乘坐舒适性和操控稳定性。
如图2所示，为本发明的车辆悬架单元的第二实施例的示意图，车辆悬架单元的第二实施例的结构与第一实施例的结构基本相同，仅在内缸下油口5的位置以及活塞杆17的结构上有所不同，在本实施例中，内缸下油口5设置在内缸筒13的上部，具体地，在本实施例中，内缸筒13的筒壁内具有一通道131，该通道131由内缸筒13的筒壁的下部延伸至上部，该通道131可以环筒壁的环形通道，或者也可以单独的一条或数条开在筒壁内的孔，通道131是环形通道时，内缸筒13为双筒壁结构，即内缸筒13的筒壁由外筒壁和内筒壁构成，通道131形成在内筒壁和外筒壁之间，通道131的下端与内缸筒13的内缸下腔3相连通，设在内缸筒13的上端的内缸下油口5与通道131的上端相连通，也即内缸下油口5与内缸下腔3相连通。在本实施例中，活塞杆17为实心活塞杆，相对于第一实施例的活塞杆为空心的，在相同的油缸尺寸条件下，本实施例的活塞杆17的直径可以减小，外缸筒的容积会增大，或者，也可以说，在同样的面积差的条件下，油缸的尺寸可以做的小一些，使油缸更为紧凑，同时也简化了密封结构，可靠性和易加工性也大大改善。本实施例的车辆悬架单元的其他结构与第一实施例相同，不在赘述。
如图3所示，为本发明的互连悬架***的第一实施例的示意图，其为被动式互连悬架***。如图所示，该互连悬架***包括四个如以上所述车辆悬架单元，其中第一车辆悬架单元101安装在左前车轮，第二车辆悬架单元201安装在右前车轮，第三车辆悬架单元301安装在右后车轮，第四车辆悬架单元401安装在左后车轮。
参看图3，在本实施例中，第一车辆悬架单元101的内缸上油口、第二车辆悬架单元201的内缸下油口、第三车辆悬架单元301的内缸下油口和第四车辆悬架单元401的内缸上油口通过管路相连通并与第一气体蓄能器21a相连形成封闭油路21；第一车辆悬架单元101的内缸下油口、第二车辆悬架单元201的内缸上油口、第三车辆悬架单元301的内缸上油口和第四车辆悬架单元401的内缸下油口通过管路相连通并与第二气体蓄能器22a相连形成封闭油路22。第一气体蓄能器21a和第二气体蓄能器22a以及其所在的封闭油路21、22用于提供额外的侧倾刚度，可以在不影响舒适性的情况下减小车辆转弯时的侧倾角度。
第一车辆悬架单元101的外缸上油口和外缸下油口通过管路20相连通并与第三气体蓄能器101a相连；第二车辆悬架单元201的外缸上油口和外缸下油口通过管路20相连通并与第四气体蓄能器201a相连；第三车辆悬架单元301的外缸上油口和外缸下油口通过管路20相连通并与第五气体蓄能器301a相连；第四车辆悬架单元401的外缸上油口和外缸下油口通过管路20相连通并与第六气体蓄能器401a相连。第三至六气体蓄能器101a、201a、301a、401a相互独立，可以为互连悬架***提供垂向弹簧刚度以及支撑车重和载荷。
如图4所示，为本发明的互连悬架***的第二实施例的示意图，其为被动式互连悬架***。本实施例在第一实施例的基础上做了改进，具体是，在本实施例中，第一车辆悬架单元101的外缸下油口通过管路20第三气体蓄能器101a相连；第二车辆悬架单元201的外缸下油口通过管路20与第四气体蓄能器201a相连；第三车辆悬架单元301的外缸下油口通过管路20与第五气体蓄能器301a相连；第四车辆悬架单元401的外缸下油口通过管路20与第六气体蓄能器401a相连；第一车辆悬架单元101、第二车辆悬架单元201、第三车辆悬架单元301和第四车辆悬架单元401的外缸上油口分别与空气相连通，由于外缸上腔与大气相连通，可以使环形活塞的有效受力面积最大。该实施例的其他结构与互连悬架***的第一实施例的结构相同，不再赘述。
如图5所述，为本发明的互连悬架***的第三实施例的示意图，该实施例是在互连悬架***的第一实施例的基础上做了进一步改进，增加了车身高度调节功能。
参看图 5 ，在本实施例中， 互连悬架***还包括液压油箱36以及液压泵32，液压泵32由马达31驱动，液压泵32的进油口与液压油箱36相连，液压泵32的出油口连接有溢流阀33，溢流阀33的出油口与液压油箱36相连。为了可以调节车身高度，液压泵32的出油口通过管路经由第一单向阀35a、第一控制阀37a与第一车辆悬架单元101的外缸上油口和外缸下油口相连；液压泵32的出油口通过管路经由第二单向阀35b、第二控制阀37b与第二车辆悬架单元201的外缸上油口和外缸下油口相连；液压泵32的出油口通过管路经由第三单向阀35c、第三控制阀37b与第三车辆悬架单元301的外缸上油口和外缸下油口相连；液压泵32的出油口通过管路经由第四单向阀35d、第四控制阀37d与第四车辆悬架单元401的外缸上油口和外缸下油口相连。
参看图5，现以第一车辆悬架单元101为例说明车身高度调节是如何实现的，在需要增加第一车辆悬架单元101的高度时，第一控制阀37a将液压泵32与第一车辆悬架单元101的外缸上油口8、外缸下油口9连通，来自液压泵32的额外液压油推动第一车辆悬架单元101的内缸筒13相对外缸筒14上移，从而抬高车身。相反，当需要降低车身高度时，第一控制阀37a将第一车辆悬架单元101的外缸上油口8、外缸下油口9与液压油箱36连通，由于车身重力作用，第一车辆悬架单元101的外缸筒14内的液压油被压出，内缸筒13相对外缸筒14下移，车身高度降低。其他车辆悬架单元的高度调节与第一车辆悬架单元101的高度调节相同，可以在悬架控制***的控制下同时调节或单独调节。
为了实现对车身高度的精确控制，在每个车辆悬架单元上设有用于检测内缸筒13相对外缸筒14的位移的位移传感器38，位移传感器38可以是线性位移传感器。在本实施例中，第一至第四控制阀37a、37b、37c、37d可以是电控阀，也可以是液控阀。
车身高度调节时，第三至六气体蓄能器101a、201a、301a、401a的气体压力和体积基本保持不变，所以互连悬架***的垂向和俯仰刚度性能不随车身高度调节而变化。
本实施例的互连悬架***在第一实施例的基础上所做的改进同样适用于互连悬架***的第二实施例，即将第一车辆悬架单元101、第二车辆悬架单元201、第三车辆悬架单元301和第四车辆悬架单元401的外缸上油口分别与液压***断开，而将第一车辆悬架单元101、第二车辆悬架单元201、第三车辆悬架单元301和第四车辆悬架单元401的外缸上油口分别与空气相连通。
如图6所示，为本实用新型的互连悬架***的第四实施例的示意图，其为被动式互连悬架***。如图所示，该互连悬架***包括四个如以上所述车辆悬架单元，其中第一车辆悬架单元101安装在左前车轮，第二车辆悬架单元201安装在右前车轮，第三车辆悬架单元301安装在右后车轮，第四车辆悬架单元401安装在左后车轮。
参看图6，在本实施例中，第一车辆悬架单元101的内缸上油口、第二车辆悬架单元201的内缸下油口、第三车辆悬架单元301的内缸下油口和第四车辆悬架单元401的内缸上油口通过管路相连通并与第一气体蓄能器21a相连形成封闭油路21；第一车辆悬架单元101的内缸下油口、第二车辆悬架单元201的内缸上油口、第三车辆悬架单元301的内缸上油口和第四车辆悬架单元401的内缸下油口通过管路相连通并与第二气体蓄能器22a相连形成封闭油路22。第一气体蓄能器21a和第二气体蓄能器22a以及其所在的封闭油路21、22用于提供额外的侧倾刚度，可以在不影响舒适性的情况下减小车辆转弯时的侧倾角度。
在本实施例的互连悬挂***中， 第一车辆悬架单元101的外缸上油口、外缸下油口和第二车辆悬架单元201的外缸上油口、外缸下油口通过管路相连通并与第三气体蓄能器18a相连形成封闭油路18；第三车辆悬架单元301的外缸上油口、外缸下油口和第四车辆悬架单元401的外缸上油口、外缸下油口通过管路相连通并与第四气体蓄能器19a相连形成封闭油路19。本实施例的互连悬挂***在可以获得第一实施例的互连悬挂***的性能的情况下，可以进一步降低车辆扭曲刚度，从而获得不平路面，也即越野路况下的更好的抓地性能，减轻或消除车身扭转应力。
如图7所示，为本发明的互连悬架***的第五实施例的示意，其为被动式互连悬架***。该实施例是在互连悬架***的第四实施例的基础上做了改进，具体，第一车辆悬架单元101的外缸下油口和第二车辆悬架单元201的外缸下油口通过管路相连通并与第三气体蓄能器18a相连形成封闭油路18；第三车辆悬架单元301的外缸下油口和第四车辆悬架单元401的外缸下油口通过管路相连通并与第四气体蓄能器19a相连形成封闭油路19；第一车辆悬架单元101、第二车辆悬架单元201、第三车辆悬架单元301和第四车辆悬架单元401的外缸上油口分别与空气相连通。该实施例的其他结构与互连悬架***的第四实施例的结构相同，不再赘述。
如图8所示，为本发明的互连悬架***的第六实施例的示意，该实施例是在互连悬架***的第四实施例的基础上做了进一步改进，增加了车身高度调节功能。
参看图 8 ，在本实施例中， 互连悬架***还包括液压油箱36以及液压泵32，液压泵32由马达31驱动，液压泵32的进油口与液压油箱36相连，液压泵32的出油口连接有溢流阀33，溢流阀33的出油口与液压油箱36相连。为了可以调节车身高度，液压泵32的出油口通过管路经由第一单向阀35a、第一控制阀35a和第一车辆悬架单元101的外缸上油口、外缸下油口以及第二车辆悬架单元201的外缸上油口、外缸下油口相连；液压泵32的出油口通过管路经由第二单向阀35b、第二控制阀37b和第三车辆悬架单元301的外缸上油口、外缸下油口以及第四车辆悬架单元401的外缸上油口、外缸下油口相连。
参看图8，现以第一车辆悬架单元101和第二车辆悬架单元201为例说明车身高度调节是如何实现的，在需要增加第一车辆悬架单元101和第二车辆悬架单元201的高度时，第一控制阀37a将液压泵32与封闭油路18连通，来自液压泵32的额外液压油推动第一车辆悬架单元101和第二车辆悬架单元201的内缸筒13相对外缸筒14上移，从而抬高车身。相反，当需要降低车身高度时，第一控制阀37a将封闭油路18与液压油箱36连通，由于车身重力作用，第一车辆悬架单元101和第二车辆悬架单元201的外缸筒14内的液压油被压出，内缸筒13相对外缸筒14下移，车身高度降低。
当调节车身高度时，第三气体蓄能器18a和第四气体蓄能器19a内气体压力和体积基本保持不变，所以互连悬架***的垂向和俯仰刚度性能不随车身高度调节变化。车辆悬架单元的内缸筒的内缸上腔和内缸下腔的截面积接近相等，车身高度变化时，油液从一侧的车辆悬架单元的内缸上腔流向另一侧的车辆悬架单元的内缸筒的内缸下腔，故而第一气体蓄能器21a和第二气体蓄能器22a内气体压力和体积也基本保持不变，所以互连悬架***的侧倾刚度不变。也就是说，高度调节不影响车辆悬架***的刚度性能，也即是不影响舒适性和操作稳定性。
为了实现对车身高度的精确控制，在每个车辆悬架单元上设有用于检测内缸筒13相对外缸筒14的位移的位移传感器38，位移传感器38可以是线性位移传感器。在本实施例中，第一至第二控制阀37a、37b可以是电控阀，也可以是液控阀。
本实施例的互连悬架***在第四实施例的基础上所做的改进同样适用于互连悬架***的第五实施例，即将第一车辆悬架单元101、第二车辆悬架单元201、第三车辆悬架单元301和第四车辆悬架单元401的外缸上油口分别与液压***断开，而将第一车辆悬架单元101、第二车辆悬架单元201、第三车辆悬架单元301和第四车辆悬架单元401的外缸上油口分别与空气相连通。
参看图9，为本实用新型的互连悬架***的第七实施例的示意图，其为被动式互连悬架***。本实施例的互连悬架***包括四个如以上车辆悬架单元的优选实施例所述的车辆悬架单元，其中第一车辆悬架单元101安装在左前车轮，第二车辆悬架单元201安装在右前车轮，第三车辆悬架单元301安装在右后车轮，第四车辆悬架单元401安装在左后车轮。
参看图9，在本实施例中，第一车辆悬架单元101的内缸上油口、第二车辆悬架单元201的内缸下油口、第三车辆悬架单元301的内缸下油口和第四车辆悬架单元401的内缸上油口通过管路相连通并与第一气体蓄能器21a相连形成封闭油路21；第一车辆悬架单元101的内缸下油口、第二车辆悬架单元201的内缸上油口、第三车辆悬架单元301的内缸上油口和第四车辆悬架单元401的内缸下油口通过管路相连通并与第二气体蓄能器22a相连形成封闭油路22。第一气体蓄能器21a和第二气体蓄能器22a以及其所在的封闭油路21、22用于提供额外的侧倾刚度，可以在不影响舒适性的情况下减小车辆转弯时的侧倾角度。
在本实施例的互连悬挂***中， 第一车辆悬架单元101的外缸下油口、第二车辆悬架单元201的外缸下油口、第三车辆悬架单元301的外缸上油口和第四车辆悬架单元401的外缸上油口通过管路相连通并与第三气体蓄能器23a相连形成封闭油路23；第一车辆悬架单元101的外缸上油口、第二车辆悬架单元201的外缸上油口、第三车辆悬架单元301的外缸下油口和第四车辆悬架单元401的外缸下油口通过管路相连通并与第四气体蓄能器24b相连形成封闭油路24。
本实施例的互连悬架***中，封闭油路23、24 提供车体垂向刚度和侧倾刚度，本实施例的互连悬架***在满足互连悬架***的第一实施例和第三实施例的性能条件下，能改善加速和刹车时的抬头，点头现象，从而进一步提高车辆操稳性能。
参看图 10 ， 为本发明的互连悬架***的第八实施例的示意，该实施例是在互连悬架***的第五实施例的基础上做了进一步改进，增加了车身高度调节功能。
参看图 10 ，在本实施例中， 互连悬架***还包括液压油箱36以及液压泵32，液压泵32由马达31驱动，液压泵32的进油口与液压油箱36相连，液压泵32的出油口连接有溢流阀33，溢流阀33的出油口与液压油箱36相连。为了可以调节车身高度，液压泵32的出油口通过管路经由第一单向阀35a、第一控制阀37a和 第一车辆悬架单元101的外缸下油口、第二车辆悬架单元201的外缸下油口、第三车辆悬架单元301的外缸上油口以及第四车辆悬架单元401的外缸上油口相连 ；液压泵32的出油口通过管路经由第二单向阀35b、第二控制阀37b和 第一车辆悬架单元101的外缸上油口、第二车辆悬架单元201的外缸上油口、第三车辆悬架单元301的外缸下油口以及第四车辆悬架单元401的外缸下油口相连 。
参看图10，现以第一单向阀35a和第一控制阀37a所在油路为例说明高度调节是如何实现的，当需要提升车身时，第一控制阀37a将液压泵32与封闭油路23连通,来自液压泵32的额外液压油推动第一车辆悬架单元101和第二车辆悬架单元201的内缸筒13相对外缸筒14上移，从而抬高第一车辆悬架单元101和第二车辆悬架单元201所在位置的车身。相反，当需要降低车身高度时，第一控制阀37a将封闭油路23与液压油箱36连通，由于车身重力作用，第一车辆悬架单元101和第二车辆悬架单元201的外缸筒14内的液压油被压出，内缸筒13相对外缸筒14下移，从而降低第一车辆悬架单元101和第二车辆悬架单元201所在位置的车身。
为了实现对车身高度的精确控制，在每个车辆悬架单元上设有用于检测内缸筒13相对外缸筒14的位移的位移传感器38，位移传感器38可以是线性位移传感器。在本实施例中，第一至第二控制阀37a、37b可以是电控阀，也可以是液控阀。
以上的互连悬架***中的车辆悬架单元都采用互连悬架单元的第一实施例所示的互连悬架单元，需要理解的是，以上各互连悬架***中的互连悬架单元可以用第二实施例的互连悬架单元替换，同样可以实现相同的功能。
需要理解的是，在等效体积的条件下，各实施例中气体蓄能器的数目并不局限于图示中的数目，图示中的数目仅是示意性的。
上面结合附图对本发明的实施例进行了描述，但是本发明并不局限于上述的具体实施方式，上述的具体实施方式仅仅是示意性的，而不是限制性的，本领域的普通技术人员在本发明的启示下，在不脱离本发明宗旨和权利要求所保护的范围情况下，还可做出很多形式，这些均属于本发明的保护之内。

Claims (12)

  1. 一种车辆悬架单元，其特征在于，包括外缸筒和内缸筒，所述外缸筒内设有与所述外缸筒同轴的活塞杆，所述活塞杆的上端设有内活塞，所述内活塞位于所述内缸筒中并将所述内缸筒分为内缸上腔和内缸下腔；
    所述内缸筒的下端设有环形外活塞，所述环形外活塞位于所述外缸筒和活塞杆之间的环形腔体内并将所述环形腔体分为外缸上腔和外缸下腔；
    所述内缸筒的上部设有与所述内缸上腔相连通的内缸上油口，所述内缸筒的上部或所述外缸筒的下部设有与所述内缸下腔相连通的内缸下油口；
    所述外缸筒的上部设有与所述外缸上腔相连通的外缸上油口，所述外缸筒的下部设有与所述外缸下腔相连通的外缸下油口。
  2. 根据权利要求1所述的车辆悬架单元，其特征在于，所述活塞杆的内部具有一通道，所述通道由所述活塞杆的下部延伸至上部，所述通道的上端与所述内缸下腔相连通，所述外缸筒的下部设有与所述通道的下端相连通的内缸下油口。
  3. 根据权利要求1所述的车辆悬架单元，其特征在于，所述内缸筒的筒壁内具有一通道，所述通道由所述内缸筒的筒壁的下部延伸至上部，所述通道的下端与所述内缸下腔相连通，所述内缸筒的上部设有与所述通道的上端相连通的内缸下油口。
  4. 一种互连悬架***，其特征在于，包括四个如权利要求1至3任一项所述的车辆悬架单元，其中第一车辆悬架单元安装在左前车轮，第二车辆悬架单元安装在右前车轮，第三车辆悬架单元安装在右后车轮，第四车辆悬架单元安装在左后车轮；
    所述第一车辆悬架单元的内缸上油口、第二车辆悬架单元的内缸下油口、第三车辆悬架单元的内缸下油口和第四车辆悬架单元的内缸上油口通过管路相连通并与第一气体蓄能器相连；
    所述第一车辆悬架单元的内缸下油口、第二车辆悬架单元的内缸上油口、第三车辆悬架单元的内缸上油口和第四车辆悬架单元的内缸下油口通过管路相连通并与第二气体蓄能器相连。
  5. 根据权利要求4所述的互连悬架***，其特征在于，
    所述第一车辆悬架单元的外缸上油口和外缸下油口通过管路相连通并与第三气体蓄能器相连；
    所述第二车辆悬架单元的外缸上油口和外缸下油口通过管路相连通并与第四气体蓄能器相连；
    所述第三车辆悬架单元的外缸上油口和外缸下油口通过管路相连通并与第五气体蓄能器相连；
    所述第四车辆悬架单元的外缸上油口和外缸下油口通过管路相连通并与第六气体蓄能器相连。
  6. 根据权利要求4所述的互连悬架***，其特征在于，
    所述第一车辆悬架单元的外缸下油口通过管路与第三气体蓄能器相连；
    所述第二车辆悬架单元的外缸下油口通过管路与第四气体蓄能器相连；
    所述第三车辆悬架单元的外缸下油口通过管路与第五气体蓄能器相连；
    所述第四车辆悬架单元的外缸下油口通过管路与第六气体蓄能器相连；
    所述第一车辆悬架单元、第二车辆悬架单元、第三车辆悬架单元和第四车辆悬架单元的外缸上油口分别与空气相连通。
  7. 根据权利要求5或6所述的互连悬架***，其特征在于，所述互连悬架***还包括液压油箱以及液压泵，所述液压泵的进油口与所述液压油箱相连;
    所述液压泵的出油口通过管路经由第一单向阀、第一控制阀与所述第一车辆悬架单元的外缸下油口相连；
    所述液压泵的出油口通过管路经由第二单向阀、第二控制阀与所述第二车辆悬架单元的外缸下油口相连；
    所述液压泵的出油口通过管路经由第三单向阀、第三控制阀与所述第三车辆悬架单元的外缸下油口相连；
    所述液压泵的出油口通过管路经由第四单向阀、第四控制阀与所述第四车辆悬架单元的外缸下油口相连。
  8. 根据权利要求4所述的互连悬架***，其特征在于，
    所述第一车辆悬架单元的外缸上油口、外缸下油口和所述第二车辆悬架单元的外缸上油口、外缸下油口通过管路相连通并与第三气体蓄能器相连；
    所述第三车辆悬架单元的外缸上油口、外缸下油口和所述第四车辆悬架单元的外缸上油口、外缸下油口通过管路相连通并与第四气体蓄能器相连。
  9. 根据权利要求4所述的互连悬架***，其特征在于，所述第一车辆悬架单元的外缸下油口和所述第二车辆悬架单元的外缸下油口通过管路相连通并与第三气体蓄能器相连；
    所述第三车辆悬架单元的外缸下油口和所述第四车辆悬架单元的外缸下油口通过管路相连通并与第四气体蓄能器相连；
    所述第一车辆悬架单元、第二车辆悬架单元、第三车辆悬架单元和第四车辆悬架单元的外缸上油口分别与空气相连通。
  10. 根据权利要求8或9所述的互连悬架***，其特征在于，所述互连悬架***还包括液压油箱以及液压泵，所述液压泵的进油口与所述液压油箱相连;
    所述液压泵的出油口通过管路经由第一单向阀、第一控制阀和所述第一车辆悬架单元的外缸下油口以及所述第二车辆悬架单元的外缸下油口相连；
    所述液压泵的出油口通过管路经由第二单向阀、第二控制阀和所述第三车辆悬架单元的外缸下油口以及所述第四车辆悬架单元的外缸下油口相连。
  11. 根据权利要求4所述的互连悬架***，其特征在于，
    所述第一车辆悬架单元的外缸下油口、第二车辆悬架单元的外缸下油口、所述第三车辆悬架单元的外缸上油口和第四车辆悬架单元的外缸上油口通过管路相连通并与第三气体蓄能器相连；
    所述第一车辆悬架单元的外缸上油口、第二车辆悬架单元的外缸上油口、所述第三车辆悬架单元的外缸下油口和第四车辆悬架单元的外缸下油口通过管路相连通并与第四气体蓄能器相连。
  12. 根据权利要求11所述的互连悬架***，其特征在于，所述互连悬架***还包括液压油箱以及液压泵，所述液压泵的进油口与所述液压油箱相连；
    所述液压泵的出油口通过管路经由第一单向阀，第一控制阀和所述第一车辆悬架单元的外缸下油口、第二车辆悬架单元的外缸下油口、第三车辆悬架单元的外缸上油口以及第四车辆悬架单元的外缸上油口相连；
    所述液压泵的出油口通过管路经由第二单向阀、第二控制阀和所述第一车辆悬架单元的外缸上油口、第二车辆悬架单元的外缸上油口、第三车辆悬架单元的外缸下油口以及第四车辆悬架单元的外缸下油口相连。
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