Built-in damping regulating valve and semi-active electronic shock absorber

Abstract

This application provides a built-in damping regulating valve and a semi-active electronic shock absorber, relating to the fields of engineering hydraulics and vibration damping technology. The built-in damping regulating valve includes a piston with a main valve throttle orifice; a main valve core, the peripheral wall of which slides against the inner wall of the piston, one end of which forms an adjustable main valve throttle orifice with the piston; a solenoid valve assembly, including a pilot valve core rod and an electromagnetic drive module; a main spring; a pilot spring; and a spring seat. The spring seat and the main valve core form a first chamber, and the spring seat and the electromagnetic drive module form a second chamber. The spring seat includes a central mounting boss with a pilot normally open flow channel and a pilot throttle orifice. The pilot valve core rod passes through the pilot throttle orifice, the main spring is sleeved on the outside of the central mounting boss, and the pilot spring is sleeved on the pilot valve core rod. The built-in damping regulating valve can effectively adjust the damping of the shock absorber during compression and recovery strokes, and the semi-active electronic shock absorber can better serve the vehicle.

Description

Technical Field

[0001] This application relates to the fields of engineering hydraulics and vibration reduction technology, specifically to a built-in damping regulating valve and a semi-active electronic vibration damper. Background Technology

[0002] Vehicles vibrate due to uneven roads and various driving conditions during operation, affecting the driving experience and threatening driving safety. With the vigorous development of the vehicle industry, traditional passive suspensions with non-adjustable damping are increasingly unable to meet the vibration reduction requirements under different working conditions. Semi-active electronic shock absorbers can adjust the damping of the shock absorber in real time according to different driving conditions using sophisticated semi-active suspension control algorithms, which can effectively solve the contradiction between motorcycle ride comfort and handling stability.

[0003] The damping regulating valve is the core component of a semi-active shock absorber that enables adjustable damping. As the damping fluid passes through the regulating valve, the friction within the fluid molecules converts the kinetic energy of the vehicle's vibrations into heat energy, which is then dissipated to the outside, causing the vehicle's vibrations to decay rapidly. Damping regulating valves can be categorized into built-in and external types based on their placement within the shock absorber.

[0004] The built-in damping regulating valve is placed inside the shock absorber cylinder. During the compression and recovery process of the shock absorber, the damping oil can pass through the damping regulating valve in both directions, thereby adjusting the damping of the shock absorber during the compression and recovery strokes.

[0005] The effectiveness of conventional built-in damping adjustment valves in adjusting different driving conditions still needs improvement in order to balance motorcycle riding comfort and operational stability. Summary of the Invention

[0006] The purpose of this application is to provide a built-in damping adjustment valve that can adjust the damping of the shock absorber in real time according to different driving conditions, which can effectively solve the contradiction between motorcycle riding comfort and handling stability.

[0007] Another object of this application is to provide a semi-active electronic damper that has all the characteristics of the aforementioned built-in damping regulating valve.

[0008] The embodiments of this application are implemented as follows:

[0009] An embodiment of this application provides a built-in damping regulating valve, comprising:

[0010] Piston, one end of which is provided with a main valve throttle orifice;

[0011] A main valve core assembly, the main valve core assembly including a main valve core, the peripheral wall of the main valve core slidingly engaging with the inner wall of the piston, one end of the main valve core abutting against the inner wall of the main valve throttle orifice and being able to move away from the inner wall and form an adjustable opening main valve throttle orifice with the inner wall;

[0012] A solenoid valve assembly, the solenoid valve assembly including a pilot valve core rod and an electromagnetic drive module;

[0013] Main spring;

[0014] Pilot spring;

[0015] A spring seat, which together with the main valve core forms a first chamber, and the spring seat together with the electromagnetic drive module forms a second chamber. The spring seat includes a central mounting boss, which has a pilot normally open flow channel and a pilot throttling orifice. The pilot valve core rod passes through the pilot throttling orifice. The main spring is sleeved on the outside of the central mounting boss and compressed between the main valve core and the spring seat. The pilot spring is sleeved on the pilot valve core rod and compressed between the spring seat and the pilot valve core rod.

[0016] The electromagnetic drive module is connected to the piston and can drive the pilot valve core rod to move, thereby changing the opening of the pilot throttle orifice.

[0017] In addition, the built-in damping regulating valve provided according to the embodiments of this application may also have the following additional technical features:

[0018] In an optional embodiment of this application, the cross-section of the spring seat is bow-shaped.

[0019] In an optional embodiment of this application, the main valve core assembly further includes a first one-way plate, a second one-way plate, and a third one-way plate. The main valve core has a normally open throttling orifice, a compression inlet orifice, a recovery inlet orifice, a compression return orifice, and a recovery return orifice. The piston includes a radial orifice and an axial orifice.

[0020] The radial hole and the main valve throttling hole are bidirectionally connected through the normally open throttling hole and the main valve throttling port;

[0021] The axial hole connects the second chamber and the compression reflux hole or the recovery reflux hole;

[0022] The first unidirectional plate is disposed in the compression return hole to allow the damping oil to flow unidirectionally from the axial hole to the radial hole;

[0023] The second one-way plate is disposed on the side of the main valve core near the main valve throttling orifice and blocks the restoration return orifice;

[0024] The third unidirectional plate is disposed on the side of the main valve core away from the main valve throttling orifice and blocks the compression inlet orifice and the recovery inlet orifice.

[0025] In an optional embodiment of this application, the spring seat includes an oil flow channel, and the second chamber communicates with the axial hole through the oil flow channel.

[0026] In an optional embodiment of this application, the pilot valve core rod has an outer conical surface at the interface with the pilot throttling orifice.

[0027] In an optional embodiment of this application, the piston includes a front guide platform and a rear guide platform, and the main valve core includes a first flange and a second flange, wherein the first flange is slidably engaged with the front guide platform and the second flange is slidably engaged with the rear guide platform;

[0028] The compression return hole is located on the first flange, and the axial hole is located on the rear guide plate.

[0029] In an optional embodiment of this application, the electromagnetic drive module includes an electromagnetic coil, a solenoid valve housing, a solenoid valve inner cylinder, a magnetic shielding ring, an electromagnet, a limiting ring, and a pole shoe.

[0030] The solenoid valve housing is connected to the piston. The solenoid coil is sleeved on the inner cylinder of the solenoid valve and outside the magnetic isolation ring. The electromagnet is sleeved on the pilot valve core rod. The pilot valve core rod slides in cooperation with the inner wall of the solenoid valve inner cylinder and the pole shoe. The magnetic isolation ring separates the inner cylinder of the solenoid valve from the pole shoe. The pole shoe abuts against the front end face of the solenoid coil. One side of the pole shoe abuts against the side of the spring seat away from the main valve core. The other side of the pole shoe abuts against the end face of the magnetic isolation ring. The limiting ring is sleeved on the pilot valve core rod and located between the electromagnet and the pole shoe.

[0031] In an optional embodiment of this application, the pilot valve core rod includes an axial channel and a radial channel. The radial channel communicates with the axial channel. One end of the axial channel communicates with the first chamber, and the other end of the axial channel communicates with the inner cavity of the solenoid valve inner cylinder. The axial channel also communicates with the space between the solenoid valve inner cylinder and the electromagnet through the radial channel.

[0032] In an optional embodiment of this application, the axial channel is located in the flared shape on the inner wall of the port at the inner end of the solenoid valve.

[0033] An embodiment of this application provides a semi-active electronic damper, including a compression chamber, a recovery chamber, and a built-in damping regulating valve as described in any one of the above claims. The piston has a radial orifice, the main valve throttle orifice is connected to the compression chamber, and the radial orifice is connected to the recovery chamber.

[0034] The beneficial effects of this application are:

[0035] The built-in damping regulating valve of this application, through a rationally designed spring seat, ensures reliable support, fixation, and guidance for the main spring and pilot spring, preventing radial offset of the springs from affecting the accuracy of the solenoid valve assembly adjustment. This allows for effective adjustment of the damper damping during compression and recovery strokes. A rationally designed pilot valve core rod outer cone angle makes this built-in damping regulating valve an inverse proportional damping regulating valve. Increased solenoid coil current leads to increased pilot valve core rod displacement, increased pilot throttle orifice flow area, and smaller pressure differential at the main valve throttle orifice, resulting in reduced damping and providing fail-safe protection. Semi-active electronic dampers using this built-in damping regulating valve can also better serve vehicles, ensuring operational stability while maintaining ride comfort through reliable damping adjustment. Attached Figure Description

[0036] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0037] Figure 1 A schematic diagram of a built-in damping regulating valve provided for an embodiment of this application;

[0038] Figure 2 for Figure 1 A cross-sectional view from one perspective;

[0039] Figure 3 A schematic diagram showing the formation of the main valve throttle orifice between the main valve core and the piston;

[0040] Figure 4 for Figure 1 A cross-sectional view from another perspective;

[0041] Figure 5 for Figure 1 A magnified view of part A;

[0042] Figure 6 An exploded view of the main valve core and spring seat from one perspective;

[0043] Figure 7 for Figure 6 Another perspective;

[0044] Figure 8 This is a cross-sectional view of the solenoid valve assembly.

[0045] Figure 9 This is a cross-sectional view of the pilot valve core rod from one perspective.

[0046] Figure 10 This is a cross-sectional view of the pilot valve core rod from another perspective.

[0047] Figure 11 A schematic diagram showing the flow direction of damping oil in the built-in damping regulating valve during the compression stroke;

[0048] Figure 12 for Figure 11 A diagram from another perspective;

[0049] Figure 13 A schematic diagram showing the flow direction of damping oil in the built-in damping regulating valve when the stroke is restored;

[0050] Figure 14 for Figure 13 A diagram from another perspective.

[0051] Icons: 100-Built-in damping regulating valve; 10-Piston; 11-Main valve throttle orifice; 12-Radial orifice; 13-Axial orifice; 14-Front guide plate; 15-Rear guide plate; 20-Main valve core assembly; 21-Main valve core; 211-Normal throttle orifice; 212-Compression inlet orifice; 213-Restoration inlet orifice; 214-Compression return orifice; 215-Restoration return orifice; 216-First flange; 217-Second flange; 22-First one-way plate; 23-Second one-way plate; 24-Third one-way plate; 25-Saddle spring; 26-Clamp; 27-Screw; 30-Solenoid valve assembly; 31-Pilot valve core rod ; 311-Axial channel; 312-Radial channel; 313-First section; 314-Second section; 315-Third section; 321-Electromagnetic coil; 322-Electromagnetic valve housing; 323-Electromagnetic valve inner cylinder; 324-Magnetic shielding ring; 325-Electromagnet; 326-Limiting ring; 327-Pole shoe; 328-Coil frame; 40-Main spring; 50-Pilot spring; 60-Spring seat; 61-Central mounting boss; 611-Pilot normally open flow channel; 612-Pilot throttling orifice; 62-Oil flow channel; 70-Sealing ring; 101-First chamber; 102-Second chamber; 103-Main valve throttling orifice. Detailed Implementation

[0052] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0053] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0054] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0055] In the description of this application, it should be noted that the terms "inner" and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the product is conventionally placed during use. These terms are used only for the convenience of describing this application and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0056] In the description of this application, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0057] Example

[0058] An embodiment of this application provides a semi-active electronic damper, including a compression chamber, a recovery chamber, and a built-in damping regulating valve 100 as described below. The piston 10 has a radial hole 12, the main valve throttle hole 11 communicates with the compression chamber, and the radial hole 12 communicates with the recovery chamber.

[0059] The compression chamber and the recovery chamber can refer to the corresponding structure of the existing damping regulating valve. This application does not improve the structure, and will not be described in detail below.

[0060] For details, please refer to Figures 1 to 10 An embodiment of this application provides a built-in damping regulating valve 100, comprising:

[0061] Piston 10, one end of piston 10 is provided with main valve throttle orifice 11;

[0062] The main valve core assembly 20 includes a main valve core 21. The peripheral wall of the main valve core 21 is slidably engaged with the inner wall of the piston 10. One end of the main valve core 21 abuts against the inner wall of the main valve throttle orifice 11 and can be separated from the inner wall to form an adjustable opening main valve throttle orifice 103.

[0063] Solenoid valve assembly 30, which includes pilot valve core 31 and electromagnetic drive module;

[0064] Main spring 40;

[0065] Pilot spring 50;

[0066] Spring seat 60, spring seat 60 and main valve core 21 form a first chamber 101, spring seat 60 and electromagnetic drive module form a second chamber 102. Spring seat 60 includes a central mounting boss 61. The central mounting boss 61 is provided with a pilot normally open flow channel 611 and a pilot throttling hole 612. Pilot valve core rod 31 passes through the pilot throttling hole 612. Main spring 40 is sleeved on the outside of central mounting boss 61 and compressed between main valve core 21 and spring seat 60. Pilot spring 50 is sleeved on pilot valve core rod 31 and compressed between spring seat 60 and pilot valve core rod 31.

[0067] The electromagnetic drive module is connected to the piston 10 and can drive the pilot valve core rod 31 to move, thereby changing the opening degree of the pilot throttle orifice 612.

[0068] The piston 10 is provided with a sealing ring 70 to prevent the damping oil from leaking outside the piston 10, which would cause the recovery chamber and compression chamber to flow outside the piston 10. It should be noted that this application has multiple sealing rings 70, and each sealing ring 70 has the same designation, but its structure and specifications are not limited to be the same, which will not be described in detail below.

[0069] in, Figure 4 The view is relative to Figure 2 The cross-sectional view shown is obtained by rotating the viewpoint 90 degrees.

[0070] In short, the central mounting boss 61 reliably supports and fixes the main spring 40 and the pilot spring 50. Since the main spring 40 is fitted along the central mounting boss 61, its extension and contraction direction is stable and will not deviate radially. When the electromagnetic drive module drives the pilot valve core rod 31, the pilot spring 50 compresses or extends. The pilot valve core rod 31 moves at the pilot throttle orifice 612 of the spring seat 60, and its stable movement direction ensures the stability of the extension and contraction direction of the pilot spring 50. Thus, during damping and vibration reduction, the electromagnetic drive module can dynamically adjust the pilot valve core rod 31 to adapt to external pressure. Because both the main spring 40 and the pilot spring 50 can stably extend and contract according to their predetermined strokes, the actual adjustment amount is consistent with or minimally deviates from the theoretical adjustment amount, ensuring the adjustment effect meets expectations.

[0071] As shown in the figure, the spring seat 60 of this application has an arc-shaped cross-section. It has a central mounting boss 61 to support the main spring 40 and accommodate and support the pilot spring 50, while also forming a partial enclosure around the main spring 40, further guiding and supporting it. In short, it provides positioning grooves for the main spring 40 and the pilot spring 50, achieving a comprehensive function of support, fixation, and guidance. The structure is simple and reasonable, avoiding the use of multiple structures to accomplish the functions of support, fixation, and guidance, making the entire built-in damping regulating valve 100 more compact.

[0072] The spring seat 60 includes an oil flow channel 62, and the second chamber 102 communicates with the axial hole 13 (described below) through the oil flow channel 62. The oil flow channels 62 are centrally symmetrically distributed on the spring seat 60, and there are four in this embodiment, corresponding to four axial holes 13.

[0073] Please combine Figure 1 , Figure 6 and Figure 7 The main valve core assembly 20 also includes a first one-way plate 22, a second one-way plate 23 and a third one-way plate 24. The main valve core 21 has a normally open throttling orifice 211, a compression inlet orifice 212, a recovery inlet orifice 213, a compression return orifice 214 and a recovery return orifice 215. The piston 10 includes a radial hole 12 and an axial hole 13.

[0074] The radial holes 12 and the main valve throttle hole 11 are bidirectionally connected through the normally open throttle hole 211 and the main valve throttle port 103, and the axial hole 13 connects the second chamber 102 and the compression return hole 214 or the restoration return hole 215. In this embodiment, there are eight radial holes 12, which are evenly spaced on the piston 10.

[0075] The first one-way plate 22 is disposed in the compression return hole 214 to allow the damping oil to flow unidirectionally from the axial hole 13 to the radial hole 12. In this embodiment, a saddle spring 25 is provided on one side of the first one-way plate 22, and a clamp 26 is provided on one side of the saddle spring 25, so that the first one-way plate 22 is elastically held against the first flange 216 (described below).

[0076] The second one-way disc 23 is disposed on the side of the main valve core 21 near the main valve throttle orifice 11 and blocks the return flow orifice 215; the third one-way disc 24 is disposed on the side of the main valve core 21 away from the main valve throttle orifice 11 and blocks the compression inlet orifice 212 and the return inlet orifice 213. The second one-way disc 23 and the third one-way disc 24 are respectively fixed to the main valve core 21 by screws 27.

[0077] In this application, the first unidirectional sheet 22, the second unidirectional sheet 23, and the third unidirectional sheet 24 are all annular, which eliminates the need for angle positioning when installing these unidirectional sheets, making the installation structure simpler and the installation process easier, thus improving the production efficiency of the product.

[0078] Furthermore, in this embodiment, the piston 10 includes a front guide platform 14 and a rear guide platform 15, and the main valve core 21 includes a first flange 216 and a second flange 217. The first flange 216 is slidably engaged with the front guide platform 14, and the second flange 217 is slidably engaged with the rear guide platform 15.

[0079] A compression reflux hole 214 is provided on the first flange 216, and an axial hole 13 is provided on the rear guide plate 15.

[0080] With the guidance of the front guide plate 14 and the rear guide plate 15, the main valve core 21 moves in a stable direction, which is more conducive to reliable adjustment.

[0081] Please combine Figure 8 The electromagnetic drive module includes an electromagnetic coil 321, a solenoid valve housing 322, a solenoid valve inner cylinder 323, a magnetic shielding ring 324, an electromagnet 325, a limiting ring 326, and a pole shoe 327. In this embodiment, the electromagnetic coil 321 is sleeved on the coil frame 328.

[0082] Specifically, the solenoid valve housing 322 is connected to the piston 10 via a threaded connection, and a sealing ring 70 is provided between them. The solenoid coil 321 is sleeved on the coil frame 328, which is directly sleeved on the outside of the solenoid valve inner cylinder 323 and the magnetic isolation ring 324. The electromagnet 325 is sleeved on the outside of the pilot valve core rod 31. The pilot valve core rod 31 slides in contact with the inner wall of the solenoid valve inner cylinder 323 and the inner wall of the pole shoe 327. The magnetic isolation ring 324 separates the solenoid valve inner cylinder 323 from the pole shoe 327. The two ends of the magnetic isolation ring 324 are interference-fitted with the pole shoe 327 and the solenoid valve inner cylinder 323 and abut against them. The pole shoe 327 is fitted against the front end face of the electromagnetic coil 321. One side of the pole shoe 327 abuts against the side of the spring seat 60 away from the main valve core 21, and the other side of the pole shoe 327 abuts against the end face of the magnetic shielding ring 324. The limiting ring 326 is fitted outside the pilot valve core rod 31 and is located between the electromagnet 325 and the pole shoe 327. A sealing ring 70 is provided between the peripheral wall of the pole shoe 327 and the solenoid valve housing 322. The pole shoe 327 has an end cap structure, which can enclose the second chamber 102 with the spring seat 60.

[0083] By designing the structure of the electromagnetic drive module, the magnetic isolation ring 324 can block the magnetic lines of force from directly passing from the inner cylinder 323 of the solenoid valve to the pole shoe 327. Instead, the magnetic lines of force pass from the inner cylinder 323 through the electromagnet 325 to the pole shoe 327. The axial cross-sectional length of the electromagnet 325 is smaller than that of the electromagnetic coil 321. Within the range of motion of the electromagnet 325, it is completely enveloped by the electromagnetic coil 321, ensuring a stable output of electromagnetic force. This ensures that the movement of the pilot valve core rod 31 will not affect the electromagnetic force on the electromagnet 325. The electromagnetic force on the electromagnet 325 is only related to the magnitude of the current and has constant force characteristics.

[0084] Please combine Figure 9 and Figure 10 The pilot valve core rod 31 of this application includes an axial channel 311 and a radial channel 312. The radial channel 312 communicates with the axial channel 311. One end of the axial channel 311 communicates with the first chamber 101, and the other end of the axial channel 311 communicates with the inner cavity of the solenoid valve inner cylinder 323. The axial channel 311 also communicates with the space between the solenoid valve inner cylinder 323 and the electromagnet 325 through the radial channel 312. The axial channel 311 and the radial channel 312 allow damping oil to flow in. The damping oil can flow into the space between the solenoid valve inner cylinder 323 and the electromagnet 325 to balance the pressure of the damping oil on the pilot valve core rod 31, and avoid pressure imbalance that would affect the movement of the pilot valve core rod 31 driven by the electromagnet 325.

[0085] Furthermore, the inner wall of the port of the axial channel 311 at the end of the solenoid valve inner cylinder 323 is funnel-shaped. This funnel-shaped structure S can make the hydraulic force of the damping oil at both ends of the pilot valve core rod 31 more balanced, further ensuring the accuracy of the movement range and response speed of the pilot valve core rod 31.

[0086] The pilot valve core rod 31 has an outer conical surface at its mating point with the pilot throttling orifice 612, forming a pilot throttling port. The built-in damping regulating valve 100 of this application is an inverse proportional damping regulating valve. The outer conical surface design allows for a larger flow area in the pilot valve core rod 31 as the current increases, resulting in a smaller pressure differential at the main valve throttling port 103 and reduced damping. At zero current, the pilot valve core rod 31 closes the pilot throttling orifice 612. At this time, the main valve core 21, under the action of the main spring 40, completely abuts against the inner wall of the main valve throttling port 103, maximizing the pressure differential and providing fail-safe protection. Specifically, the pilot valve core rod 31 is divided into a first section 313, a second section 314 and a third section 315. The first section 313 is the part with an outer conical surface, the second section 314 is the part with the pilot spring 50 sleeved on it, and the diameter of the third section 315 is larger than that of the second section 314. Therefore, the two ends of the pilot spring 50 are limited by the first section 313 and the third section 315.

[0087] The principle of this embodiment is:

[0088] Please combine Figure 11 and Figure 12 When the built-in damping regulating valve 100 is in the compression stroke, the damping oil flows from the main valve throttle orifice 11 through the normally open throttle orifice 211 to the radial orifice 12. The damping oil enters the first chamber 101 from the compression inlet orifice 212, and then enters the second chamber 102 through the pilot normally open flow channel 611 and the pilot throttle orifice 612. It then flows through the oil flow channel 62, the axial orifice 13, and the compression return orifice 214 to the radial orifice 12 in sequence. After the pilot throttle orifice 612 is opened, the main valve core 21 separates from the inner wall of the main valve throttle orifice 11 to form a gap (i.e., the main valve throttle port 103) to allow the damping oil to flow.

[0089] Specifically, during the compression process, the compression chamber is under high pressure. When the main valve core 21 is not open, a portion of the damping oil q1 enters the recovery chamber from the compression chamber through the normally open throttle hole 211 on the main valve core 21, and another portion of the damping oil q3 enters the rear chamber (first chamber 101) of the main valve core 21 through the compression inlet hole 212 on the main valve core 21 and the third one-way plate 24. When the pilot valve core rod 31 is not open, the damping oil q4 entering the rear chamber of the main valve core 21 will enter the pilot return chamber (second chamber 102) through the pilot normally open flow channel 611 on the spring seat 60. When the pilot valve core rod 31 is open, a portion of the damping oil q4 and q5 will enter the recovery chamber through the compression return hole 214 on the main valve core 21. When the pilot valve core rod 31 opens, the pressure in the rear chamber of the main valve core 21 decreases, reducing the back pressure on the main valve core 21 and making it easier for the main valve core 21 to open. After the main valve core 21 opens, a large amount of damping oil q2 will overflow through the gap between the main valve core 21 and the inner wall of the main valve throttle orifice 11 (main valve throttle port 103) to reach the recovery chamber. By controlling the displacement of the pilot valve core rod 31, the opening of the pilot valve throttle orifice is controlled, thereby adjusting the pressure in the rear chamber of the main valve core 21, and thus controlling the displacement of the main valve core 21, achieving the adjustment of the differential pressure-flow characteristics of the damping regulating valve during compression.

[0090] Please combine Figure 13 and Figure 14 When the built-in damping regulating valve 100 is in the recovery stroke, the damping oil flows from the radial hole 12 through the normally open throttle hole 211 to the main valve throttle hole 11. The damping oil enters the first chamber 101 through the recovery inlet hole 213, and then enters the second chamber 102 through the pilot normally open flow channel 611 and the pilot throttle hole 612. It then flows through the oil flow channel 62, the axial hole 13, and the recovery return hole 215 to the main valve throttle hole 11 in sequence. After the pilot throttle hole 612 is opened, the main valve core 21 separates from the inner wall of the main valve throttle hole 11 to form a gap (main valve throttle port 103) for the damping oil to flow.

[0091] Specifically, during the recovery process, the recovery chamber is under high pressure. When the main valve core 21 is not open, a portion of the damping oil q1 enters the compression chamber through the normally open throttle hole 211 on the main valve core 21 from the recovery chamber. Another portion of the damping oil q3 will enter the rear chamber of the main valve core 21 through the recovery inlet hole 213 on the main valve core 21 and the third one-way plate 24. When the pilot valve core rod 31 is not open, the damping oil q4 entering the rear chamber of the main valve core 21 will enter the pilot return chamber through the pilot normally open flow channel 611 on the spring seat 60. When the pilot valve core rod 31 is open, a portion of the damping oil q4 and q5 will enter the compression chamber through the recovery return hole 215 on the main valve core 21. When the pilot valve core rod 31 opens, the pressure in the rear chamber of the main valve core 21 decreases, reducing the back pressure on the main valve core 21 and making it easier for the main valve core 21 to open. After the main valve core 21 opens, a large amount of damping oil q2 will flow through the overflow port of the main valve throttle port 103 to the compression chamber. By controlling the displacement of the pilot valve core rod 31, the opening of the pilot valve throttle port is controlled, thereby adjusting the pressure in the rear chamber of the main valve core 21, and thus controlling the displacement of the main valve core 21, achieving the adjustment of the differential pressure-flow characteristics of the damping regulating valve during the recovery process.

[0092] As can be seen from the above process, during the adjustment process of the built-in damping regulating valve 100 of this application, the main valve core 21 is initially stationary. The movement of the pilot valve core rod 31 generates a first-level adjustment. Then, the main valve core 21 moves, further achieving flow regulation, which is a second-level adjustment. The overall damping force adjustment range is relatively wide. Furthermore, through the control of the electromagnetic drive module, it can achieve a millisecond-level rapid, real-time, continuous dynamic damping adjustment effect. The damping generated is at its maximum when the solenoid valve assembly 30 is de-energized, providing safety assurance for equipment using this built-in damping regulation. By designing the structure, the spring arrangement can be made more reasonable, avoiding deviations in spring movement that could affect the damping adjustment effect, and reducing unnecessary space occupation. The flow channel design of each one-way plate in conjunction with the main valve core 21, piston 10, and spring seat 60 ensures orderly flow of the damping oil. The paths into the first chamber 101, the second chamber 102, and out of the second chamber 102 are the same, reducing unnecessary structural use and making the overall structure more reasonable and compact. It is not necessary to construct completely independent flow channels for the recovery and compression strokes. It effectively saves installation space and is more conducive to promotion and application in different devices, making it highly practical.

[0093] In summary, the built-in damping regulating valve 100 of this application, through the rational design of the spring seat 60, ensures reliable support, fixation, and guidance for the main spring 40 and the pilot spring 50, preventing radial offset of the springs from affecting the accuracy of the solenoid valve assembly 30 adjustment. This allows for effective adjustment of the damper damping during compression and recovery strokes. The rational design of the outer cone angle of the pilot valve core rod 31 makes the built-in damping regulating valve 100 an inverse proportional damping regulating valve. Increased current in the solenoid coil 321 leads to increased displacement of the pilot valve core rod 31, resulting in a larger flow area at the pilot throttle orifice. This reduces the pressure difference at the main valve throttle orifice 103, thus decreasing damping and providing fail-safe protection. Semi-active electronic dampers using this built-in damping regulating valve 100 can better serve vehicles, ensuring operational stability and ride comfort through reliable damping adjustment.

[0094] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A built-in damping regulating valve, characterized in that, include: Piston, one end of which is provided with a main valve throttle orifice; A main valve core assembly, the main valve core assembly including a main valve core, the peripheral wall of the main valve core slidingly engaging with the inner wall of the piston, one end of the main valve core abutting against the inner wall of the main valve throttle orifice and being able to move away from the inner wall and form an adjustable opening main valve throttle orifice with the inner wall; A solenoid valve assembly, the solenoid valve assembly including a pilot valve core rod and an electromagnetic drive module; Main spring; Pilot spring; A spring seat, which together with the main valve core forms a first chamber, and the spring seat together with the electromagnetic drive module forms a second chamber. The spring seat includes a central mounting boss, which has a pilot normally open flow channel and a pilot throttling orifice. The pilot valve core rod passes through the pilot throttling orifice. The main spring is sleeved on the outside of the central mounting boss and compressed between the main valve core and the spring seat. The pilot spring is sleeved on the pilot valve core rod and compressed between the spring seat and the pilot valve core rod. The electromagnetic drive module is connected to the piston and can drive the pilot valve core rod to move, thereby changing the opening of the pilot throttle orifice. The main valve core assembly further includes a first one-way plate, a second one-way plate, and a third one-way plate. The main valve core has a normally open throttling orifice, a compression inlet orifice, a recovery inlet orifice, a compression return orifice, and a recovery return orifice. The piston includes a radial orifice and an axial orifice. The radial hole and the main valve throttling hole are bidirectionally connected through the normally open throttling hole and the main valve throttling port; The axial hole connects the second chamber and the compression reflux hole or the recovery reflux hole; The first unidirectional plate is disposed in the compression return hole to allow the damping oil to flow unidirectionally from the axial hole to the radial hole; The second one-way plate is disposed on the side of the main valve core near the main valve throttling orifice and blocks the restoration return orifice; The third unidirectional plate is disposed on the side of the main valve core away from the main valve throttling orifice and blocks the compression inlet orifice and the recovery inlet orifice; The spring seat includes an oil flow channel, and the second chamber communicates with the axial hole through the oil flow channel.

2. The built-in damping regulating valve according to claim 1, characterized in that, The cross-section of the spring seat is bow-shaped.

3. The built-in damping regulating valve according to claim 1, characterized in that, The pilot valve core rod has an outer conical surface at the interface with the pilot throttling orifice.

4. The built-in damping regulating valve according to claim 1, characterized in that, The piston includes a front guide platform and a rear guide platform, and the main valve core includes a first flange and a second flange. The first flange is slidably engaged with the front guide platform, and the second flange is slidably engaged with the rear guide platform. The compression return hole is located on the first flange, and the axial hole is located on the rear guide plate.

5. The built-in damping regulating valve according to claim 1, characterized in that, The electromagnetic drive module includes an electromagnetic coil, a solenoid valve housing, a solenoid valve inner cylinder, a magnetic shielding ring, an electromagnet, a limiting ring, and a pole shoe. The solenoid valve housing is connected to the piston. The solenoid coil is sleeved on the inner cylinder of the solenoid valve and outside the magnetic isolation ring. The electromagnet is sleeved on the pilot valve core rod. The pilot valve core rod slides in cooperation with the inner wall of the solenoid valve inner cylinder and the pole shoe. The magnetic isolation ring separates the inner cylinder of the solenoid valve from the pole shoe. The pole shoe abuts against the front end face of the solenoid coil. One side of the pole shoe abuts against the side of the spring seat away from the main valve core. The other side of the pole shoe abuts against the end face of the magnetic isolation ring. The limiting ring is sleeved on the pilot valve core rod and located between the electromagnet and the pole shoe.

6. The built-in damping regulating valve according to claim 5, characterized in that, The pilot valve core rod includes an axial channel and a radial channel. The radial channel is connected to the axial channel. One end of the axial channel is connected to the first chamber, and the other end of the axial channel is connected to the inner cavity of the solenoid valve inner cylinder. The axial channel is also connected to the space between the solenoid valve inner cylinder and the electromagnet through the radial channel.

7. The built-in damping regulating valve according to claim 6, characterized in that, The axial channel is located on the inner wall of the port at the inner end of the solenoid valve, which is funnel-shaped.

8. A semi-active electronic vibration damper, characterized in that, The device includes a compression chamber, a recovery chamber, and a built-in damping regulating valve as described in any one of claims 1-7, wherein the piston has a radial orifice, the main valve throttle orifice is connected to the compression chamber, and the radial orifice is connected to the recovery chamber.

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