Electromagnetic valve for variable damping shock absorber

Abstract

An electromagnetic valve for a variable-damping shock absorber belongs to the technical field of variable-damping shock absorbers and comprises a coil portion, a hydraulic portion and an electromagnetic portion connected between the coil portion and the hydraulic portion, the hydraulic portion comprises a hydraulic shell, a main valve component, a pilot valve component and an oil liquid communication component connected between the main valve component and the pilot valve component are arranged in the hydraulic shell, and the main valve component and the pilot valve component are connected through the oil liquid communication component. The electromagnetic valve has the advantages that the internal structure of the electromagnetic valve is optimally designed, so that the movement relevance of the main valve and the pilot valve is higher, the pressure output of the electromagnetic valve can be more stably controlled, the fluctuation of the damping force of the shock absorber is reduced, and the working reliability of the shock absorber can be improved.

Description

Technical Field

[0001] The utility model relates to the technical field of variable damping shock absorbers, in particular to a solenoid valve for a variable damping shock absorber. Background Art

[0002] In the existing technology, solenoid valve products include two parts: electromagnetic drive and hydraulic valve body. The hydraulic valve body includes a main valve part and a pilot part. In the existing solenoid valve design, the main valve part and the pilot part of the solenoid valve are generally separated from each other and coupled and connected by pressure oil.

[0003] For example, the patent with publication number CN112815033A proposes a solenoid valve for variable damping shock absorber. The solenoid valve includes two parts: electromagnetic drive and hydraulic valve body. The hydraulic valve body includes a main valve part and a pilot part. The flow pressure and flow of the main valve are controlled by the pilot part. In the design of the solenoid valve, the main valve part and the pilot part are separated by the pilot valve seat, and the main valve part and the pilot part are pressure-transmitted by pressurized oil. However, in the actual working process, the main valve and the pilot valve move independently. In this working mode, the pressure will build up slowly, especially when the shock absorber works at a slower speed. The pressure difference of the solenoid valve is small, resulting in a low damping force, which causes the vehicle's handling to decrease. Figure 1 shown. Utility Model Content

[0004] In order to solve the above technical problems, the utility model provides a solenoid valve for a variable damping shock absorber. By designing the internal structure of the solenoid valve, the movement correlation between the main valve and the pilot valve is strengthened, and pressure can be built up faster when the shock absorber is running at low speed, thereby providing higher damping force to improve the vehicle's handling performance.

[0005] To achieve the above-mentioned purpose, the technical solution adopted by the present invention to solve its technical problems is: it includes a coil part, a hydraulic part and an electromagnetic part connected therebetween, the hydraulic part includes a hydraulic housing, and a main valve component, a pilot valve component and an oil-liquid connecting component connected therebetween are arranged in the hydraulic housing; the outer side of the electromagnetic part is interference fit with the coil part, and the inner side of the electromagnetic part is interference fit with the hydraulic part; the hydraulic housing is configured as a cylindrical housing, and the oil-liquid connecting component is axially guided and installed at the center of the interior of the hydraulic housing; the oil-liquid connecting component includes a pilot connecting rod guided and installed in the hydraulic housing, and the pilot connecting rod directly connects the pilot valve component with the main valve component when the coil is energized.

[0006] An axial passage is provided in the pilot connecting rod. A plurality of through holes I are provided at intervals along the circumferential direction at one end of the pilot connecting rod close to the main valve component. The through holes I are communicated with the axial passage.

[0007] The pilot valve component includes a guide seat fixed in the hydraulic housing, and the oil communication component is guided through the guide seat in the axial direction.

[0008] The pilot valve component further includes a pilot valve core slidably connected to one end of the coil portion in the hydraulic housing. The pilot valve core is connected to one end of the oil communication component through a pilot spring.

[0009] A pilot valve cavity is formed between the hydraulic housing, the pilot valve core and the guide seat.

[0010] The main valve component includes a main valve seat fixed in the hydraulic housing at one end away from the coil part and a main valve piston slidably connected to the middle of the hydraulic housing. The oil connecting component is connected to the guide seat through an elastic component so that the oil connecting component is connected to the main valve piston in a conflicting manner.

[0011] The elastic component includes a preload spring locked and fixed on one end of the oil connecting component away from the coil portion and a main valve spring sleeved on the outside of the guide seat. One end of the main valve spring is connected to the guide seat in contact with the preload spring, and the other end of the main valve spring is connected to the preload spring in contact with the preload spring.

[0012] An annular groove is provided at one end of the main valve piston away from the main valve seat to match the radial clearance of the oil connecting component, and the radial clearance between the oil connecting component and the main valve piston is greater than the radial clearance between the oil connecting component and the guide seat.

[0013] The main valve seat and the hydraulic housing are connected to each other through an adjusting gasket.

[0014] An overflow hole is provided at the center of the main valve piston, an oil inlet hole is provided in the main valve seat, a plurality of through holes II are provided at intervals along the circumference of the pilot valve core, a plurality of oil outlets are provided at intervals along the circumference of the hydraulic housing, a groove is provided on the outer side of the hydraulic housing near one end of the coil portion, and an L-shaped flow channel is formed between the groove and the electromagnetic portion;

[0015] A first oil channel is formed between the oil inlet hole, the oil outlet, and the gap between the main valve piston and the main valve seat; a second oil channel is formed between the oil inlet hole, the overflow hole, the axial channel in the center of the pilot connecting rod, the gap between the pilot valve core and the hydraulic housing, and the L-shaped flow channel; a third oil channel is formed between the oil inlet hole, the overflow hole, the axial channel in the center of the pilot connecting rod, the through hole II, and the L-shaped flow channel.

[0016] A main valve cavity is formed between the hydraulic housing, the main valve piston and the guide seat.

[0017] The electromagnetic part includes a threaded shell installed in the shock absorber mounting hole, the outer side of the threaded shell is interference fit with the coil part, the inner side of the threaded shell is interference fit with the hydraulic part, and a magnetic pole is fixed to one end of the threaded shell close to the coil part; the electromagnetic part also includes a pole bushing connected to the threaded shell, and an armature assembly guided through the magnetic pole is installed in the pole bushing.

[0018] An annular protrusion is circumferentially provided on one end of the pilot valve core close to the coil portion and is sealed with the magnetic pole.

[0019] The beneficial effects of the utility model are:

[0020] 1. The utility model provides a solenoid valve for a variable damping shock absorber. By mechanically connecting the main valve component and the pilot valve component of the hydraulic unit through an oil-liquid connecting component, the main valve component and the pilot valve component are in direct contact after the connection. This can more directly transmit the electromagnetic force to the main valve piston, thereby significantly improving the pressure building speed of the shock absorber system, especially the damping force when the shock absorber moves at low speeds, thereby improving the vehicle's handling performance.

[0021] 2. The utility model adopts a separate design of the main valve piston and the oil-liquid connecting component in the main valve component, and the radial clearance between the main valve piston and one end of the oil-liquid connecting component is matched, thereby allowing dimensional deviation of parts processing, ensuring that the solenoid valve will not produce mechanical jamming during operation, and further ensuring the stability and reliability of the system operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The following is a brief description of the contents and marks in the drawings of the utility model specification:

[0023] Figure 1 A diagram showing the relationship between the operating speed of a shock absorber and the pressure difference of a solenoid valve in the prior art;

[0024] Figure 2 This is a cross-sectional view of a solenoid valve for a variable damping shock absorber according to the present invention;

[0025] Figure 3 This is an exploded view of the solenoid valve for the variable damping shock absorber of the utility model;

[0026] Figure 4 It is a cross-sectional view of the electromagnetic part of the present utility model;

[0027] Figure 5 This is an exploded view of the hydraulic part of the utility model;

[0028] Figure 6 It is a cross-sectional view of the hydraulic part of the present utility model;

[0029] Figure 7This is a schematic diagram of the connection of the oil-liquid connecting components in the present utility model;

[0030] Figure 8 This is a schematic diagram of the oil flow of the solenoid valve of the utility model in the power-on mode;

[0031] Figure 9 This is a schematic diagram of the oil flow of the solenoid valve of the utility model in the power-off mode;

[0032] The markings in the above figure are: 1. Coil part, 2. Solenoid part, 21. Threaded housing, 22. Magnetic pole, 23. Magnetic pole bushing, 24. Armature assembly, 241. Armature body, 242. Armature push rod, 3. Hydraulic part, 31. Hydraulic housing, 311. Oil outlet, 312. Groove, 313. L-shaped flow channel, 32. Main valve component, 321. Main valve seat, 3211. Oil inlet hole, 322. Main valve piston, 3221. Annular groove, 3222. Overflow hole, 323 .Preload spring, 324. Main valve spring, 325. Adjusting gasket, 326. Main valve cavity, 33. Pilot valve component, 331. Guide seat, 332. Pilot valve core, 3321. Through hole II, 3322. Annular protrusion, 333. Pilot spring, 334. Pilot valve cavity, 34. Oil connecting component, 341. Pilot connecting rod, 342. Axial channel, 343. Through hole I, 35. First oil channel, 36. Second oil channel, 37. Third oil channel. DETAILED DESCRIPTION

[0033] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. The following embodiments are used to illustrate the present invention but are not used to limit the scope of the present invention.

[0034] In the description of the present invention, it should be noted that the terms "upper", "lower", "front", "back", "left", "right", "vertical", "inside", "outside", etc., indicating directions or positional relationships, are based on the directions or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, they cannot be understood as limitations on the present invention.

[0035] In the description of this utility model, it should be noted that, unless otherwise specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; mechanical connections, electrical connections; and direct connections or indirect connections through an intermediary. Those skilled in the art will understand the specific meanings of these terms in this utility model based on the specific circumstances.

[0036] In existing technology, solenoid valves consist of two parts: an electromagnetic drive and a hydraulic valve body. The hydraulic valve body consists of a main valve section and a pilot section. These two sections are typically separate and coupled together by pressurized oil. However, in actual operation, the independent displacement of the main and pilot valves can easily cause system pressure fluctuations, making it impossible to accurately and stably regulate the shock absorber's pressure oil flow and pressure. This can lead to significant fluctuations in the solenoid valve's pressure output, which in turn can cause significant fluctuations in the shock absorber's damping force, reducing its reliability.

[0037] Regarding the above technical issues, such as Figure 2 and Figure 3 As shown, the utility model provides a solenoid valve for a variable damping shock absorber, which includes a coil part 1, a hydraulic part 3 and an electromagnetic part 2 connected therebetween. The hydraulic part 3 includes a hydraulic housing 31. A main valve component 32, a pilot valve component 33 and an oil-liquid connecting component 34 connected therebetween are arranged in the hydraulic housing 31. The main valve component 32 and the pilot valve component 33 are mechanically connected via the oil-liquid connecting component 34. After the connection, the movement correlation between the main valve component 32 and the pilot valve component 33 is stronger, and pressure can be built up faster when the shock absorber is running at low speed, thereby providing higher damping force to improve the vehicle's handling performance.

[0038] Specifically, the outer side of the electromagnetic part 2 is interference fit with the coil part 1 , and the inner side of the electromagnetic part 2 is interference fit with the hydraulic part 3 , thereby ensuring the firmness and stability of the entire electromagnetic valve structure.

[0039] Specifically, if Figure 5 、 Figure 6 and Figure 7As shown, the hydraulic housing 31 is configured as a cylindrical housing, with an oil communication component 34 installed axially at the center of the hydraulic housing 31. The oil communication component 34 includes a pilot connecting rod 341 guided and mounted within the hydraulic housing 31. The pilot connecting rod 341 is provided with an axial passage 342 with both ends open. The pilot connecting rod 341 has a plurality of through holes I 343 circumferentially spaced apart at one end thereof, which are located near the main valve component 32. The through holes I 343 are connected to the axial passage 342, allowing the shock absorber pressure oil to enter the cavity of the pilot valve component 33 through the axial passage 342 and simultaneously flow into the cavity of the main valve component 32 through the plurality of through holes I 343. This strengthens the motion correlation between the main valve component 32 and the pilot valve component 33, enabling more stable control of the pressure output of the solenoid valve.

[0040] Specifically, the pilot valve component 33 includes a guide seat 331 fixed (interference installed) in the hydraulic housing 31. The guide seat 331 is configured as a cylindrical component, including a cylindrical section I and a cylindrical section II. The outer diameter of the cylindrical section I is larger than the outer diameter of the cylindrical section II. The cylindrical section I is interference pressed into the hydraulic housing 31. A guide hole is provided on the central axis of the guide seat 331. The oil connecting component 34 is guided axially through the guide hole. The oil connecting component 34 is clearance-matched with the guide hole to ensure that the oil connecting component 34 can slide freely in the guide seat 331.

[0041] The pilot valve assembly 33 also includes a pilot valve core 332 slidably connected within the hydraulic housing 31 near one end of the coil unit 1. This pilot valve core 332 is a moving part and is connected to one end of the oil communication component 34 via a pilot spring 333. A stop is provided on the end of the oil communication component 34 near the pilot valve core 332. A positioning groove is provided on the end surface of the cylindrical section I of the guide seat 331 near the end of the pilot valve core 332. An annular groove is formed between the stop and the positioning groove for positioning one end of the pilot spring 333. A positioning boss is provided on the end of the pilot valve core 332 near the oil communication component 34. This boss is connected to the other end of the pilot spring 333 in a positioning sleeve. The pilot valve core 332 is connected to one end of the oil communication component 34 via the pilot spring 333 in a positioning and guiding manner, ensuring stable operation of the pilot valve core 332 when the solenoid valve is energized.

[0042] Specifically, the main valve component 32 includes a main valve seat 321 fixed (interference press-fitted) in the hydraulic housing 31 at one end away from the coil part 1 and a main valve piston 322 slidably connected to the middle of the hydraulic housing 31. The oil connecting component 34 is connected to the guide seat 331 through an elastic component so that the oil connecting component 34 is connected to the main valve piston 322 in contact with each other, ensuring that they will not detach during operation.

[0043] The elastic component includes a preload spring 323 secured to the end of the oil connection component 34 away from the coil portion 1 by a spring lock, and a main valve spring 324 sleeved on the outside of the guide seat 331 (cylindrical section II). One end of the main valve spring 324 is in contact with the guide seat 331, while the other end of the main valve spring 324 is in contact with the preload spring 323. The combined force of the main valve spring 324 and the preload spring 323 ensures that the main valve spring 324 and the preload spring 323 are in contact with each other and do not separate during operation. Furthermore, the stiffness coefficient of the preload spring 323 is significantly lower than that of the main valve spring 324, ensuring that in the initial state, the main valve piston 322 and the main valve seat 321 have a relatively small preload force and a small spring stiffness, making the shock absorber operate more smoothly and reducing the discomfort caused by excessive spring force during shock absorber operation.

[0044] The end of the main valve piston 322 away from the main valve seat 321 is provided with an annular groove 3221 that matches the radial clearance of the oil connecting component 34. The radial clearance between the oil connecting component 34 and the main valve piston 322 is greater than the radial clearance between the oil connecting component 34 and the guide seat 331, so that the movement guidance between the oil connecting component 34 and the main valve piston 322, and the oil connecting component 34 and the guide seat 331 are independent of each other, and the dimensional deviation of the parts processing is allowed, which ensures that the solenoid valve will not produce mechanical jamming during operation, thereby ensuring the reliability of the system operation.

[0045] In addition, the main valve seat 321 and the hydraulic housing 31 are connected to each other via an adjusting gasket 325 . The adjusting gasket 325 can be single or multiple and is determined by the required preload force of the main valve piston 322 after calculation and adjustment.

[0046] Specifically, an overflow hole 3222 is provided at the center of the main valve piston 322, an oil inlet hole 3211 is provided in the main valve seat 321, a plurality of through holes II 3321 are provided at intervals along the circumferential direction on the pilot valve core 332, a plurality of oil outlets 311 are provided at intervals along the circumferential direction on the hydraulic housing 31, and a groove 312 is provided on the outer side of the hydraulic housing 31 near one end of the coil part 1, and an L-shaped flow channel 313 is formed between the groove 312 and the electromagnetic part 2. A first oil channel 35, or the main flow channel, is formed between the oil inlet 3211, the oil outlet 311, and the gap between the main valve piston 322 and the main valve seat 321. A second oil channel 36 is formed between the oil inlet 3211, the overflow hole 3222, the axial channel 342 at the center of the pilot connecting rod 341, the gap between the pilot valve core 332 and the hydraulic housing 31, and the L-shaped flow channel 313. A third oil channel 37 is formed between the oil inlet 3211, the overflow hole 3222, the axial channel 342 at the center of the pilot connecting rod 341, the through hole II 3321, and the L-shaped flow channel 313. When the solenoid valve is in the normal energized operating mode, the shock absorber pressure oil flows through the third oil channel 37 and the first oil channel 35 to the oil outlet 311. When the solenoid valve is in the de-energized mode, the shock absorber pressure oil flows through the second oil channel 36 and the first oil channel 35 to the oil outlet 311. The solenoid valve maintains separate channels for the shock absorber's pressure oil in both normal energized and de-energized modes, primarily to increase the solenoid's pressure-building speed. Similar products on the market lack a mechanical connection between the pilot chamber and the main valve chamber, resulting in a slower pressure buildup when oil is flowing. However, this design mechanically connects the pilot chamber to the main valve chamber via a connecting rod. The electromagnetic force generated by the solenoid acts directly on the main valve piston, accelerating pressure buildup. This allows the shock absorber to build higher pressure even at low flow rates, improving vehicle handling.

[0047] The hydraulic housing 31 , the pilot valve core 332 and the guide seat 331 form a pilot valve cavity 334 , and the hydraulic housing 31 , the main valve piston 322 and the guide seat 331 form a main valve cavity 326 , both of which can accommodate a certain volume of shock absorber pressure oil.

[0048] Specifically, the electromagnetic unit 2 includes a threaded housing 21 mounted in the shock absorber mounting hole. The outer side of the threaded housing 21 is interference-fitted with the coil unit 1, and the inner side of the threaded housing 21 is interference-fitted with the hydraulic unit 3. A magnetic pole 22 is fixed to one end of the threaded housing 21 near the coil unit 1. The electromagnetic unit 2 also includes a pole bushing 23 connected to the threaded housing 21. An armature assembly 24 is guided and installed in the pole bushing 23, which guides through the magnetic pole 22. The armature assembly 24 includes an armature push rod 242 and an armature body 241 that is press-fitted or riveted along its axial direction. Both ends of the armature push rod 242 extend through the armature body 241, and one end of the armature push rod 242 is connected to the pole bushing 23 via a guide bearing. The other end of the armature push rod 242 guides and fits with the magnetic pole 22. The armature assembly 24 is a moving part that works in conjunction with the coil unit 1. When the coil assembly within the coil unit 1 is energized, the armature body 241 is driven by electromagnetic force, driving the armature push rod 242 to move. The travel of the armature push rod 242 is determined by the axial position of the magnetic pole 22. The coil unit 1 receives a current signal from the shock absorber controller. Current passing through the coil unit 1 generates a magnetic field. The electromagnetic unit 2, under the action of this magnetic field, generates an electromagnetic force. This electromagnetic force drives the armature body 241 within the electromagnetic unit 2, driving the armature push rod 242 to push the pilot valve core 332 toward the main valve assembly 32 of the hydraulic unit 3. Furthermore, an annular protrusion 3322 is circumferentially disposed on one end of the pilot valve core 332, near the coil unit 1, to seal against the magnetic pole 22. This ensures that the annular protrusion 3322 maintains a sealed contact with the magnetic pole 22 in the de-energized mode, preventing shock absorber pressure oil from entering the electromagnetic unit 2 and affecting its normal operation.

[0049] The control method of the solenoid valve for the variable damping shock absorber includes a normal working mode and a safe working mode.

[0050] In normal working mode, the solenoid valve is in the energized state and receives the current signal from the controller. The magnitude of the working current received by the solenoid valve determines the pressure value of the shock absorber pressure oil flowing through the solenoid valve. The greater the working current received by the solenoid valve, the greater the pressure difference of the shock absorber pressure oil, and the greater the damping force of the shock absorber, and vice versa.

[0051] In the safe working mode, the solenoid valve is in a power-off state, the solenoid valve does not receive the current signal from the controller, and the damping force of the shock absorber is maintained at an intermediate level.

[0052] Specific working status such as Figure 8 and Figure 9 As shown. Figure 8The diagram illustrates the solenoid valve's operating state in normal operating mode. The specific control method is as follows: After the solenoid valve is energized, the armature push rod 242 contacts the pilot valve core 332 under the action of electromagnetic force. Once the set control current is reached, the armature push rod 242 presses the pilot valve core 332 against the oil connection component 34. Shock absorber pressure oil flows from the solenoid valve's terminal oil inlet through the overflow hole 3222 of the main valve piston 322 to the axial channel 342 of the oil connection component 34. Simultaneously, the pressure oil enters the main valve cavity 326 through the circumferential through-hole I 343 of the oil connection component 34. Simultaneously, the pressure oil also enters the pilot valve cavity 334 through the axial channel 342 of the oil connection component 34. When the pilot valve core 332 is pressed against the oil connection component 34 by the electromagnetic force, the pressure oil in the pilot valve cavity 334 cannot be discharged, causing the oil pressure in the pilot valve cavity 334 to increase. The high oil pressure in the pilot valve chamber 334 is transmitted to the main valve piston 322 area through the oil connection component 34 and its connected pilot spring 333 and elastic component. When the downward pressure on the main valve piston 322 exceeds the upward pressure generated by the oil inlet, the main valve piston 322 cannot open. When the pressure in the pilot valve chamber 334 increases to a level where the generated hydraulic pressure can overcome the electromagnetic force, the pilot valve core 332 will separate from the oil connection component 34 to form a flow channel. At this time, the pressurized oil in the pilot valve chamber 334 will flow through this channel and through the through hole II 3321 of the pilot valve core 332 to the L-shaped flow channel 313, and then to the oil outlet 311, that is, through the second oil channel 36 to reach the oil outlet 311. In this way, the oil pressure in the pilot valve chamber 334 will decrease. After the oil pressure in the pilot valve chamber 334 decreases, the downward force acting on the main valve piston 322 will decrease. Under the action of the hydraulic thrust of the oil inlet, the main valve piston 322 will separate from the main valve seat 321 and form a first oil channel 35. In this way, the shock absorber oil at the oil inlet will flow from the first oil channel 35 into the oil drain port.

[0053] Figure 9The diagram illustrates the working state of the solenoid valve in power-off mode. The specific control method is as follows: in power-off mode, the pilot valve core 332, under the action of the pilot spring 333, contacts and seals the magnetic pole 22. At the same time, the shock absorber oil flows from the oil inlet 3211 of the main valve seat 321 into the main valve cavity 326, forming two circulation channels. The pressures between the two channels are interrelated and influence each other. The two channels include a first oil channel 35 and a third oil channel 37. The formation process of the first oil channel 35 is as follows: Under the action of liquid pressure, the main valve piston 322 overcomes the spring force of the elastic component and separates from the main valve seat 321. After separation, the first oil channel 35 is formed, and the shock absorber oil from the oil inlet flows through this channel to the oil outlet 311. The formation process of the third oil channel 37 is as follows: pressurized oil from the oil inlet flows through the overflow hole 3222 in the center of the main valve piston 322 to the axial channel 342 in the center of the pilot connecting rod 341. The pressurized oil then flows through multiple through-holes I 343 in the pilot connecting rod 341 into the main valve chamber 326. Simultaneously, the pressurized oil also flows through the axial channel 342 of the pilot connecting rod 341 into the pilot valve chamber 334. At this point, because the pilot valve core 332 is in contact and sealed with the magnetic pole 22 by the action of the pilot spring 333, the pressurized oil in the pilot valve chamber 334 can only flow through the designed clearance between the pilot valve core 332 and the hydraulic housing 31, entering the L-shaped flow channel 313 formed on the side of the hydraulic housing 31 and reaching the oil outlet 311 of the solenoid valve. By designing the clearance between the pilot valve core 332 and the hydraulic housing 31, the pressure in the pilot valve chamber 334 is determined, thereby affecting the pressure output of the first oil channel 35.

[0054] In summary, the present invention optimizes the internal structure of the solenoid valve to make the movement correlation between the main valve and the pilot valve stronger, which can more stably control the pressure output of the solenoid valve, reduce the fluctuation of the damping force of the shock absorber, and improve the reliability of the shock absorber.

[0055] The above description is merely an illustration of some principles of the present invention. This specification is not intended to limit the present invention to the specific structure and applicable scope shown and described. Therefore, all corresponding modifications and equivalents that may be used fall within the scope of the patent applied for by the present invention.

Claims

1. A solenoid valve for a variable damping shock absorber, characterized in that: It includes a coil part, a hydraulic part and an electromagnetic part connected therebetween, the hydraulic part includes a hydraulic housing, a main valve component, a pilot valve component and an oil-fluid connecting component connected therebetween are arranged in the hydraulic housing; the outer side of the electromagnetic part is interference fit with the coil part, and the inner side of the electromagnetic part is interference fit with the hydraulic part; the hydraulic housing is configured as a cylindrical housing, and the oil-fluid connecting component is axially guided and installed at the center of the hydraulic housing; the oil-fluid connecting component includes a pilot connecting rod guided and installed in the hydraulic housing, and the pilot connecting rod directly connects the pilot valve component with the main valve component when the coil is energized.

2. The solenoid valve for a variable damping shock absorber according to claim 1, characterized in that: An axial passage is provided in the pilot connecting rod. A plurality of through holes I are provided at intervals along the circumferential direction at one end of the pilot connecting rod close to the main valve component. The through holes I are communicated with the axial passage.

3. The solenoid valve for a variable damping shock absorber according to claim 1, wherein: The pilot valve component includes a guide seat fixed in the hydraulic housing, and the oil communication component is guided through the guide seat in the axial direction.

4. The solenoid valve for a variable damping shock absorber according to claim 3, wherein: The pilot valve component further includes a pilot valve core slidably connected to one end of the coil portion in the hydraulic housing. The pilot valve core is connected to one end of the oil communication component through a pilot spring.

5. The solenoid valve for a variable damping shock absorber according to claim 4, characterized in that: A pilot valve cavity is formed between the hydraulic housing, the pilot valve core and the guide seat.

6. The solenoid valve for a variable damping shock absorber according to claim 4, characterized in that: The main valve component includes a main valve seat fixed in the hydraulic housing at one end away from the coil part and a main valve piston slidably connected to the middle of the hydraulic housing. The oil connecting component is connected to the guide seat through an elastic component so that the oil connecting component is connected to the main valve piston in a conflicting manner.

7. The solenoid valve for a variable damping shock absorber according to claim 6, characterized in that: The elastic component includes a preload spring locked and fixed on one end of the oil connecting component away from the coil portion and a main valve spring sleeved on the outside of the guide seat. One end of the main valve spring is connected to the guide seat in contact with the preload spring, and the other end of the main valve spring is connected to the preload spring in contact with the preload spring.

8. The solenoid valve for a variable damping shock absorber according to claim 6, characterized in that: An annular groove is provided at one end of the main valve piston away from the main valve seat to match the radial clearance of the oil connecting component, and the radial clearance between the oil connecting component and the main valve piston is greater than the radial clearance between the oil connecting component and the guide seat.

9. The solenoid valve for a variable damping shock absorber according to claim 6, characterized in that: The main valve seat and the hydraulic housing are connected to each other through an adjusting gasket.

10. The solenoid valve for a variable damping shock absorber according to claim 6, wherein: An overflow hole is provided at the center of the main valve piston, an oil inlet hole is provided in the main valve seat, a plurality of through holes II are provided at intervals along the circumference of the pilot valve core, a plurality of oil outlets are provided at intervals along the circumference of the hydraulic housing, a groove is provided on the outer side of the hydraulic housing near one end of the coil portion, and an L-shaped flow channel is formed between the groove and the electromagnetic portion; A first oil channel is formed between the oil inlet hole, the oil outlet, and the gap between the main valve piston and the main valve seat; a second oil channel is formed between the oil inlet hole, the overflow hole, the axial channel in the center of the pilot connecting rod, the gap between the pilot valve core and the hydraulic housing, and the L-shaped flow channel; a third oil channel is formed between the oil inlet hole, the overflow hole, the axial channel in the center of the pilot connecting rod, the through hole II, and the L-shaped flow channel.

11. The solenoid valve for a variable damping shock absorber according to claim 6, wherein: A main valve cavity is formed between the hydraulic housing, the main valve piston and the guide seat.

12. The solenoid valve for a variable damping shock absorber according to claim 4, characterized in that: The electromagnetic part includes a threaded shell installed in the shock absorber mounting hole, the outer side of the threaded shell is interference fit with the coil part, the inner side of the threaded shell is interference fit with the hydraulic part, and a magnetic pole is fixed to one end of the threaded shell close to the coil part; the electromagnetic part also includes a pole bushing connected to the threaded shell, and an armature assembly guided through the magnetic pole is installed in the pole bushing.

13. The solenoid valve for a variable damping shock absorber according to claim 12, characterized in that: An annular protrusion is circumferentially provided on one end of the pilot valve core close to the coil portion and is sealed with the magnetic pole.

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