Double-electromagnetic-valve active hydraulic lifting automobile shock absorber

Abstract

The invention discloses a double-electromagnetic-valve active hydraulic lifting automobile shock absorber, and belongs to the technical field of shock absorbers. A double-electromagnetic-valve active hydraulic lifting automobile shock absorber comprises a piston rod recovery valve assembly, the outer side of the piston rod recovery valve assembly is connected with a working cylinder, the outer side of the working cylinder is sleeved with an oil storage cylinder, one end of the oil storage cylinder is connected with a valve body, and the end, away from the valve body, of the oil storage cylinder is connected with an oil seal guide seat. An energy accumulator is connected to the outer side of the oil storage cylinder, the shock absorber is of a double-solenoid-valve structure, recovery is controlled through a recovery solenoid valve, compression is controlled through a compression solenoid valve, different currents can be introduced into the two solenoid valves respectively, recovery and compression strokes are controlled independently, different damping forces are generated, and therefore good riding comfort can be provided; meanwhile, the active lifting function of the shock absorber is achieved, the height of the chassis can be changed, and better stability and trafficability are provided.

Description

Technical Field

[0001] The invention relates to the technical field of shock absorbers, and more specifically to a dual-solenoid valve active hydraulic lifting automobile shock absorber. Background Art

[0002] The car shock absorber is actually a vibration damper. The shock absorber is not only used in the suspension of the car, but also in other locations, such as in the cab, seat, steering wheel, etc. It can also be used as a buffer on the vehicle bumper.

[0003] Traditional shock absorbers are structures that generate damping force hydraulically. They have no solenoid valves and cannot adjust the damping force. The ride comfort is far inferior to that of electronically controlled shock absorbers. The existing external solenoid valve shock absorption technology, and the existing external solenoid valves are single / double solenoid valves. Although compression and recovery can be controlled by solenoid valves, they can only passively supply current to the solenoid valves according to the vehicle body preview system, thereby changing the damping force of the shock absorber. It is impossible to actively raise and lower the shock absorber piston rod, and it is impossible to change the vehicle chassis height. Summary of the invention

[0004] The purpose of the present invention is to provide a dual-solenoid valve active hydraulic lifting automobile shock absorber to solve the problems raised in the above background technology.

[0005] A dual-solenoid valve active hydraulic lifting automobile shock absorber comprises a piston rod restoring valve assembly, the outer side of the piston rod restoring valve assembly is connected to a working cylinder, the outer side of the working cylinder is sleeved with an oil storage cylinder, one end of the oil storage cylinder is connected to a valve body, and the end of the oil storage cylinder away from the valve body is connected to an oil seal guide seat, the outer side of the oil storage cylinder is connected to an accumulator, one end of the valve body is connected to a restoring solenoid valve, and the end of the valve body away from the restoring solenoid valve is connected to a compression solenoid valve, both ends of the valve body are connected to a one-way valve, the restoring solenoid valve and the compression solenoid valve are respectively radially connected and sealed to the valve body, and are sealed at the upper end of the shock absorber by means of threads, circumferential sealing, and riveting.

[0006] Preferably, the end of the valve body away from the working cylinder is connected to a hydraulic pump, the end of the valve body close to the restoring solenoid valve is provided with a restoring side hydraulic channel, and the end of the valve body close to the compression solenoid valve is provided with a compression side hydraulic channel.

[0007] Preferably, a vacuum pump is connected to the upper end of the outer side of the valve body, and a first exhaust hole is opened at the end of the valve body facing the near-restoring solenoid valve, and a second exhaust hole is opened at the end of the valve body away from the near-restoring solenoid valve. There are four connectors on the outside of the shock absorber, namely the oil flow channel of the restoration solenoid valve, the oil flow channel of the compression solenoid valve, the first exhaust hole and the second exhaust hole. When the shock absorber needs to be vacuumed during assembly, the vacuum pump will exhaust the air inside the shock absorber along the first exhaust hole and the second exhaust hole to achieve the required vacuum degree, and inject oil along the oil flow channel of the restoration solenoid valve and the oil flow channel of the compression solenoid valve; then tighten the first safety valve, connect the external hydraulic pump to the interface of the oil flow channel of the restoration solenoid valve and the oil flow channel of the compression solenoid valve, and finally open the first safety valve.

[0008] Preferably, the first safety valve is connected to both sides of the end of the valve body close to the working cylinder, the third oil chamber is opened at the end of the valve body close to the recovery solenoid valve, and the fifth oil chamber is opened at the end of the valve body close to the compression solenoid valve, and the recovery solenoid valve is connected to the first safety valve through the third oil chamber, and the compression solenoid valve is connected to the first safety valve connected to one end close to the compression solenoid valve through the fifth oil chamber.

[0009] Preferably, the cavity formed by the inner cavity of the working cylinder and the piston rod recovery valve assembly is the first oil chamber, the cavity formed by the oil storage cylinder and the outer side of the working cylinder is the second oil chamber, the cavity formed by the accumulator and the outer side of the oil storage cylinder is the external oil chamber, and a fourth oil chamber is provided at one end of the working cylinder close to the valve body.

[0010] Preferably, the compression solenoid valve includes a base, a wave spring is connected to the upper end of the base, a valve plate is connected to the end of the wave spring away from the base, a pilot valve seat is connected to the end of the valve plate away from the wave spring, a liquid passing shaft is connected to the middle part of the pilot valve seat, an end cap is connected to the outer side of the end of the liquid passing shaft close to the pilot valve seat, a second safety valve is connected to the end of the end cap away from the pilot valve seat, and a sealing valve plate is connected to the connection between the pilot valve seat and the valve plate. The oil flows through the pilot valve seat, the liquid passing shaft and the end cap to reach the oil chamber, and then passes through the safety valve and reaches the external oil chamber after interception. At this time, the solenoid valve can control the contact distance between the end cap and the liquid passing shaft, thereby affecting the intercepting area. When the current is low, the end cap is in the middle position and its intercepting area is larger. At the same time, the safety valve is in an open state, so that the intercepting area is increased.

[0011] Preferably, the fifth oil chamber is divided into two oil circuits after entering the interior of the solenoid valve, and the first oil circuit forms a first oil pressure chamber after passing through the pilot valve seat, and the second oil circuit also forms two oil circuits through the oil of the liquid-passing shaft, and the first oil circuit forms a second oil pressure chamber, and the second oil circuit forms a third oil pressure chamber after passing through the end cap. When the cut-off area increases, the pressure difference between the third oil pressure chamber and the external oil chamber will produce a low-speed damping force, and cause the pressure difference between the second oil pressure chamber and the first oil pressure chamber to increase, thereby making it easier for the sealing valve plate to open, and then the second oil pressure chamber and the first oil pressure chamber to produce a high-speed damping force; when the current increases, the end cap is at the lowest position and contacts the upper end of the liquid-passing shaft, and its cut-off area is the smallest, and the pressure difference between the third oil pressure chamber and the external oil chamber produces a low-speed damping force, causing the pressure difference between the second oil pressure chamber and the first oil pressure chamber to decrease, thereby making it more difficult to open the sealing valve plate, so that the second oil pressure chamber and the first oil pressure chamber will produce a high-speed damping force.

[0012] Preferably, an inclined hole is provided on the contact surface between the pilot valve seat and the valve plate.

[0013] Compared with the prior art, the advantages of the present invention are: 1. In the present invention, the shock absorber adopts a dual solenoid valve structure. The recovery is controlled by the recovery solenoid valve, and the compression is controlled by the compression solenoid valve. Different currents can be respectively passed through the two solenoid valves to independently control the recovery and compression strokes and generate different damping forces, thereby providing better riding comfort. At the same time, it has the function of active lifting and lowering of the shock absorber, thereby changing the chassis height and providing better stability and passability.

[0014] 2. In the present invention, a corresponding compression damping force or a restoring damping force is generated by a compression solenoid valve or a restoring solenoid valve according to current input, thereby realizing electronically controlled damping force adjustment, and then actively adjusting the shock absorption damping according to different road conditions, greatly improving vehicle comfort.

[0015] 3. In the present invention, the damping force of the compression stroke and the restoring stroke are independently controlled by two solenoid valves without interfering with each other, so that different currents can be passed into the solenoid valve-compression or the solenoid valve-restoring to achieve independent control of the damping force, and the active chassis lifting function can make the car better adapt to various road conditions, thereby improving the vehicle comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a schematic diagram of the overall structure of the present invention; Figure 2 It is a partial structural schematic diagram of the present invention; Figure 3 It is a schematic diagram of the structure of the compression solenoid valve of the present invention; Figure 4 It is a schematic diagram of the top structure of the present invention.

[0017] Explanation of the numbers in the figure: 1. Piston rod recovery valve assembly; 2. Oil seal guide seat; 3. Oil storage cylinder; 4. Working cylinder; 5. Accumulator; 6. Recovery solenoid valve; 7. Valve body; 8. Compression solenoid valve; 801. Base; 802. Wave spring; 803. Valve plate; 804. Pilot valve seat; 805. Liquid shaft; 806. End cap; 807. Second safety valve; 808. Sealing valve plate; 9. Vacuum pump; 10. Hydraulic pump; 11. Recovery side hydraulic flow channel; 12. Compression side hydraulic flow channel; 13. First safety valve; 14. Check valve; 15. First exhaust hole; 16. Second exhaust hole; 17. External oil chamber; 18. First oil chamber; 19. Second oil chamber; 20. Third oil chamber; 21. Fourth oil chamber; 22. Fifth oil chamber; 809. First oil pressure chamber; 810. Second oil pressure chamber; 811. Third oil pressure chamber. DETAILED DESCRIPTION

[0018] Example: See Figure 1 A dual-solenoid valve active hydraulic lifting automobile shock absorber includes a piston rod restoring valve assembly 1, a working cylinder 4 is connected to the outside of the piston rod restoring valve assembly 1, an oil storage cylinder 3 is sleeved on the outside of the working cylinder 4, one end of the oil storage cylinder 3 is connected to a valve body 7, and the end of the oil storage cylinder 3 away from the valve body 7 is connected to an oil seal guide seat 2, an accumulator 5 is connected to the outside of the oil storage cylinder 3, one end of the valve body 7 is connected to a restoring solenoid valve 6, and the end of the valve body 7 away from the restoring solenoid valve 6 is connected to a compression solenoid valve 8, both ends of the valve body 7 are connected to a check valve 14, the restoring solenoid valve 6 and the compression solenoid valve 8 are radially connected and sealed with the valve body 7 respectively, and are sealed at the upper end of the shock absorber by threading, circumferential sealing, and riveting. The piston rod restoring valve assembly 1 is composed of a piston rod and a restoring valve assembly.

[0019] See also Figure 2 A hydraulic pump 10 is connected to the end of the valve body 7 away from the working cylinder 4, a restoring side hydraulic channel 11 is opened at the end of the valve body 7 close to the restoring solenoid valve 6, and a compression side hydraulic channel 12 is opened at the end of the valve body 7 close to the compression solenoid valve 8, and the hydraulic pump 10 is connected to the compression side hydraulic channel 12 and the restoring side hydraulic channel 11.

[0020] See also Figure 2A vacuum pump 9 is connected to the upper end of the outer side of the valve body 7, and a first exhaust hole 15 is opened at the end of the valve body 7 facing the near-restoring solenoid valve 6, and a second exhaust hole 16 is opened at the end of the valve body 7 away from the near-restoring solenoid valve 6. There are four connectors on the outside of the shock absorber, namely the restoration side hydraulic channel 11, the compression side hydraulic channel 12, the first exhaust hole 15 and the second exhaust hole 16. When the shock absorber needs to be vacuumed during assembly, the vacuum pump 9 will exhaust the air inside the shock absorber along the first exhaust hole 15 and the second exhaust hole 16 to achieve the required vacuum degree, and inject oil along the restoration side hydraulic channel 11 and the compression side hydraulic channel 12; then tighten the first safety valve 13, and connect the external hydraulic pump 10 to the restoration side hydraulic channel 11 and the compression side hydraulic channel 12 at the interface, and finally open the first safety valve 13.

[0021] See also Figure 3 The first safety valve 13 is connected to both sides of the end of the valve body 7 close to the working cylinder 4, the third oil chamber 20 is opened at the end of the valve body 7 close to the restoration solenoid valve 6, and the fifth oil chamber 22 is opened at the end of the valve body 7 close to the compression solenoid valve 8, and the restoration solenoid valve 6 is connected to the first safety valve 13 through the third oil chamber 20, and the compression solenoid valve 8 is connected to the first safety valve 13 connected to one end close to the compression solenoid valve 8 through the fifth oil chamber 22.

[0022] See also Figure 1 The cavity formed by the inner cavity of the working cylinder 4 and the piston rod recovery valve assembly 1 is the first oil cavity 18, the cavity formed by the oil storage cylinder 3 and the outer side of the working cylinder 4 is the second oil cavity 19, the cavity formed by the accumulator 5 and the outer side of the oil storage cylinder 3 is the external oil cavity 17, and a fourth oil cavity 21 is opened at one end of the working cylinder 4 close to the valve body 7.

[0023] Specifically, a large current is passed through the compression solenoid valve 8 to minimize the throttling area of ​​the compression solenoid valve 8, reduce leakage, and allow the hydraulic pump 10 to rotate in a clockwise direction. As the hydraulic pump 10 rotates, the oil in the first oil chamber 18 of the upper cavity of the piston rod will be drawn out along the first oil chamber 18, the second oil chamber 19, the third oil chamber 20 and the recovery side hydraulic channel 11, and injected into the compression side hydraulic channel 12 through the hydraulic pump 10, and flows into the fourth oil chamber 21 through the fifth oil chamber 22. The hydraulic pump 10 forcibly intervenes to inject the oil in the upper cavity of the piston rod into the lower cavity of the piston rod, so that the piston rod moves upward, thereby achieving the purpose of lifting the vehicle chassis. In this way, when the vehicle needs to be lifted, the compression solenoid valve 8 generates a corresponding compression damping force according to the current input, so that the oil is injected into the lower cavity of the piston rod, and then the piston rod moves upward, and drives the vehicle to move upward, so that the compression stroke can be independently controlled and different damping forces can be generated, so that the shock absorber has the function of active lifting, changes the chassis height, and improves the vehicle comfort.

[0024] See also Figure 4The compression solenoid valve 8 includes a base 801, a wave spring 802 is connected to the upper end of the base 801, a valve plate 803 is connected to the end of the wave spring 802 away from the base 801, a pilot valve seat 804 is connected to the end of the valve plate 803 away from the wave spring 802, a liquid shaft 805 is connected to the middle part of the pilot valve seat 804, an end cap 806 is connected to the outer side of the end of the liquid shaft 805 close to the pilot valve seat 804, a second safety valve 807 is connected to the end of the end cap 806 away from the pilot valve seat 804, and the connection between the pilot valve seat 804 and the valve plate 803 is as follows: A sealing valve plate 808 is connected at the end of the solenoid valve 806. The oil flows through the pilot valve seat 804, the liquid shaft 805 and the end cap 806 to reach the third oil pressure chamber 811, and then passes through the second safety valve 807. After being cut off, it reaches the external oil chamber 17. At this time, the solenoid valve can control the contact distance between the end cap 806 and the liquid shaft 805, thereby affecting the cut-off area. When the current is low, the end cap 806 is in the middle position, and its cut-off area is large. At the same time, the second safety valve 807 is in the open state, so that the cut-off area is increased. The components of the compression solenoid valve 8 are the same as those of the recovery solenoid valve 6. The one-way valve 14 is composed of a base 801, a wave spring 802, a valve plate 803 and a pilot valve seat 804. Taking the one-way valve 14 of the compression solenoid valve 8 as an example, when the one-way valve 14 is compressed, the oil inside the compression solenoid valve 8 flows from the base 801 to the second safety valve 807. The wave spring 802 in the one-way valve 14 has a certain pre-pressure at the working height, and the valve plate 803 is tightly pressed against the pilot valve seat 804. There is an inclined hole on the contact surface between the pilot valve seat 804 and the valve plate 803, and the valve plate 803 seals the hole. During the compression process, the pressure in the fifth oil chamber 22 at the entrance of the compression solenoid valve 8 is greater than the pressure in the oil chamber 17 outside the solenoid valve. At this time, the inside of the solenoid valve is positive pressure, and the oil and the wave spring 802 together give pressure to the valve plate 803, pressing the valve plate 803 against the pilot valve seat 804, and the K inclined hole is closed, and the one-way valve 14 does not work. When the one-way valve 14 is restored, the volume of the fourth oil chamber 21 in the lower chamber of the piston rod restoration valve assembly 1 increases and the pressure decreases, and the oil inside the compression solenoid valve 8 flows toward the direction of the second safety valve 807 to the base 801. The pressure in the external oil chamber 17 of the compression solenoid valve 8 is greater than the fifth oil chamber 22 inside the compression solenoid valve 8, so that the inside of the compression solenoid valve 8 is negative pressure, and then the valve plate 803 is opened by the pressure of the external oil chamber 17, and the one-way valve 14 is opened, and then the oil in the external oil chamber 17 will enter the fifth oil chamber 22 and flow into the inner cavity of the fourth oil chamber 21, thereby achieving pressure balance.

[0025] Specifically, when the chassis of the vehicle needs to be lowered, the restoration solenoid valve 6 passes a large current to minimize the throttling area of ​​the restoration solenoid valve 6 and reduce leakage; and the hydraulic pump 10 is rotated in a counterclockwise direction, and the oil in the fourth oil chamber 21 of the lower cavity of the piston rod is extracted along the fourth oil chamber 21, the fifth oil chamber 22 and the restoration side hydraulic channel 11, and then injected into the restoration side hydraulic channel 11 through the hydraulic pump 10, and then flows into the first oil chamber 18 through the third oil chamber 20 and the second oil chamber 19. At this time, the hydraulic pump forcibly intervenes to inject the oil in the lower cavity of the piston rod into the upper cavity of the piston rod, so that the piston rod moves downward, thereby achieving the purpose of lowering the vehicle chassis. In this way, when the vehicle needs to be lowered, the restoration solenoid valve 6 generates a corresponding restoration damping force according to the current input, so that the oil is injected into the upper cavity of the piston rod, and then the piston rod moves downward, and drives the vehicle to move downward, so that the restoration stroke can be independently controlled and different damping forces can be generated, so that the shock absorber has the function of active lowering, and the chassis height is changed, while improving the vehicle comfort.

[0026] See also Figure 1 and Figure 4 , the fifth oil chamber 22 is divided into two oil paths after entering the solenoid valve, and the first oil path forms the first oil pressure chamber 809 after passing through the pilot valve seat 804, and the second oil path also forms two oil paths through the oil of the liquid-passing shaft 805, and the first oil path forms the second oil pressure chamber 810, and the second oil path forms the third oil pressure chamber 811 after passing through the end cap 806. When the intercepting area increases, the pressure difference between the third oil pressure chamber 811 and the external oil chamber 17 will generate a low-speed damping force, and cause the pressure difference between the second oil pressure chamber 810 and the first oil pressure chamber 809 to increase. , making it easier for the sealing valve plate 808 to open, and then allowing the second oil pressure chamber 810 and the first oil pressure chamber 809 to generate a high-speed damping force; when the current increases, the end cap 806 is at the lowest position and contacts the upper end of the liquid-passing shaft 805, and its intercepting area is the smallest. The pressure difference between the third oil pressure chamber 811 and the external oil chamber 17 generates a low-speed damping force, causing the pressure difference between the second oil pressure chamber 810 and the first oil pressure chamber 809 to become smaller, making it more difficult to open the sealing valve plate 808, so that the second oil pressure chamber 810 and the first oil pressure chamber 809 will generate a high-speed damping force.

[0027] Specifically, the present invention adopts a dual solenoid valve structure, in which the recovery is controlled by the recovery solenoid valve 6 and the compression is controlled by the compression solenoid valve 8, so that different currents are respectively passed through the two solenoid valves to independently control the recovery and compression strokes and generate different damping forces, thereby providing better ride comfort. At the same time, it has the function of actively raising and lowering the shock absorber, and can also change the chassis height to provide better stability and passability.

[0028] See also Figure 4 An inclined hole is provided on the contact surface between the pilot valve seat 804 and the valve plate 803 .

[0029] Working principle: First, the vacuum pump 9 will exhaust the air inside the shock absorber along the first exhaust hole 15 and the second exhaust hole 16 to achieve the required vacuum degree, and inject oil along the hydraulic flow channel 11 on the recovery side and the hydraulic flow channel 12 on the compression side; then tighten the first safety valve 13, connect the external hydraulic pump 10 to the interface at the hydraulic flow channel 11 on the recovery side and the hydraulic flow channel 12 on the compression side, and finally open the first safety valve 13; When the vehicle chassis needs to be lifted, the compression solenoid valve 8 passes a large current to minimize the throttling area of ​​the compression solenoid valve 8 and reduce leakage; and the hydraulic pump 10 is rotated in a clockwise direction. As the hydraulic pump 10 rotates, the oil in the first oil chamber 18 of the upper cavity of the piston rod is drawn out along the first oil chamber 18, the second oil chamber 19, the third oil chamber 20 and the recovery side hydraulic flow channel 11, and is injected into the compression side hydraulic flow channel 12 through the hydraulic pump 10, and flows into the fourth oil chamber 21 through the fifth oil chamber 22. The hydraulic pump 10 is forced to intervene to inject the oil in the upper cavity of the piston rod into the lower cavity of the piston rod, so that the piston rod moves upward, thereby achieving the purpose of lifting the vehicle chassis; When the vehicle chassis needs to be lowered, the restoration solenoid valve 6 passes a large current to minimize the throttling area of ​​the restoration solenoid valve 6 and reduce leakage; and the hydraulic pump 10 rotates counterclockwise, and the oil in the fourth oil chamber 21 of the lower cavity of the piston rod is extracted along the fourth oil chamber 21, the fifth oil chamber 22 and the restoration side hydraulic channel 11, and then injected into the restoration side hydraulic channel 11 through the hydraulic pump 10, and then flows into the first oil chamber 18 through the third oil chamber 20 and the second oil chamber 19. At this time, the hydraulic pump forcibly intervenes to inject the oil in the lower cavity of the piston rod into the upper cavity of the piston rod, so that the piston rod moves downward, thereby achieving the purpose of lowering the vehicle chassis, and all operations are ended here.

[0030] The above shows and describes the basic principles, main features and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited by the above embodiments. The above embodiments and descriptions are only preferred examples of the present invention and are not intended to limit the present invention. Without departing from the spirit and scope of the present invention, the present invention may have various changes and improvements, which fall within the scope of the present invention. The scope of protection of the present invention is defined by the attached claims and their equivalents.

Claims

1. A dual solenoid valve active hydraulic lifting automobile shock absorber, comprising a piston rod return valve assembly (1), characterized in that: The outer side of the piston rod recovery valve assembly (1) is connected to a working cylinder (4), the outer side of the working cylinder (4) is sleeved with an oil storage cylinder (3), one end of the oil storage cylinder (3) is connected to a valve body (7), and the end of the oil storage cylinder (3) away from the valve body (7) is connected to an oil seal guide seat (2), the outer side of the oil storage cylinder (3) is connected to an accumulator (5), one end of the valve body (7) is connected to a recovery solenoid valve (6), and the end of the valve body (7) away from the recovery solenoid valve (6) is connected to a compression solenoid valve (8), and both ends of the valve body (7) are connected to a one-way valve (14).

2. The dual solenoid valve active hydraulic lifting automobile shock absorber according to claim 1 is characterized in that: The end of the valve body (7) away from the working cylinder (4) is connected to a hydraulic pump (10), the end of the valve body (7) close to the restoring solenoid valve (6) is provided with a restoring side hydraulic flow channel (11), and the end of the valve body (7) close to the compression solenoid valve (8) is provided with a compression side hydraulic flow channel (12).

3. The dual solenoid valve active hydraulic lifting automobile shock absorber according to claim 2 is characterized in that: The upper outer end of the valve body (7) is connected to a vacuum pump (9), and a first exhaust hole (15) is provided at one end of the valve body (7) facing the near-reset solenoid valve (6), and a second exhaust hole (16) is provided at one end of the valve body (7) away from the near-reset solenoid valve (6).

4. The dual solenoid valve active hydraulic lifting automobile shock absorber according to claim 3 is characterized by: The first safety valve (13) is connected to both sides of one end of the valve body (7) close to the working cylinder (4), a third oil chamber (20) is provided at one end of the valve body (7) close to the recovery solenoid valve (6), and a fifth oil chamber (22) is provided at one end of the valve body (7) close to the compression solenoid valve (8).

5. The dual solenoid valve active hydraulic lifting automobile shock absorber according to claim 4 is characterized in that: The cavity formed by the inner cavity of the working cylinder (4) and the piston rod recovery valve assembly (1) is a first oil cavity (18), the cavity formed by the oil storage cylinder (3) and the outer side of the working cylinder (4) is a second oil cavity (19), the cavity formed by the accumulator (5) and the outer side of the oil storage cylinder (3) is an external oil cavity (17), and a fourth oil cavity (21) is formed at one end of the working cylinder (4) close to the valve body (7).

6. The dual solenoid valve active hydraulic lifting automobile shock absorber according to claim 5 is characterized in that: The compression solenoid valve (8) comprises a base (801), the upper end of the base (801) is connected to a wave spring (802), the end of the wave spring (802) away from the base (801) is connected to a valve plate (803), the end of the valve plate (803) away from the wave spring (802) is connected to a pilot valve seat (804), the middle part of the pilot valve seat (804) is connected to a liquid-passing shaft (805), the outer side of the end of the liquid-passing shaft (805) close to the pilot valve seat (804) is connected to an end cap (806), the end of the end cap (806) away from the pilot valve seat (804) is connected to a second safety valve (807), and the connection between the pilot valve seat (804) and the valve plate (803) is connected to a sealing valve plate (808).

7. The dual solenoid valve active hydraulic lifting automobile shock absorber according to claim 6 is characterized by: The fifth oil chamber (22) is divided into two oil paths after entering the interior of the solenoid valve, and the first oil path forms a first oil pressure chamber (809) after passing through the pilot valve seat (804), and the second oil path also forms two oil paths after passing through the oil of the liquid-passing shaft (805), and the first oil path forms a second oil pressure chamber (810), and the second oil path forms a third oil pressure chamber (811) after passing through the end cap (806).

8. The dual solenoid valve active hydraulic lifting automobile shock absorber according to claim 7 is characterized in that: An inclined hole is provided on the contact surface between the pilot valve seat (804) and the valve plate (803).

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