Semi-active damper

Abstract

The application discloses a kind of semi-active shock absorber, including cylinder body assembly and the base fixed in the rear end of cylinder body assembly, the cylinder body assembly includes pressure cylinder, intermediate cylinder and oil storage cylinder, piston assembly is arranged in the sliding seal of pressure cylinder, and pressure cylinder is divided into pressure cylinder upper cavity and pressure cylinder lower cavity, piston rod is arranged in the pressure cylinder upper cavity, the front end of piston rod extends to the outside of cylinder body assembly, and rear end is fixedly connected with piston assembly, valve group and oil circuit system are arranged on the base, the front end of intermediate cylinder is communicated with pressure cylinder upper cavity, and rear end is communicated with pressure cylinder lower cavity and oil storage cylinder by oil circuit system, and the valve group includes first high-speed on-off valve, second high-speed on-off valve, manual overflow valve, electric control proportional valve and third high-speed on-off valve which are distributed along the circumferential direction and surround the outer circumferential surface of cylinder body assembly.The application is integrally arranged with all control valves and shock absorber, and installation space is reduced, which can be interchangeably installed and used with passive shock absorber, without changing vehicle bogie structure.

Description

Technical Field

[0001] This invention relates to the field of vehicle shock absorption technology, and more particularly to a semi-active shock absorber. Background Technology

[0002] Semi-active dampers are a technology for actively controlling vibration. They achieve vibration control by adding controllable damping elements to the vibration system. Compared with traditional passive dampers, semi-active dampers have advantages such as fast response speed and high control precision. Therefore, semi-active dampers are widely used in vibration control in the automotive, aerospace, and other fields.

[0003] With the rapid development of rail transit products, higher requirements are placed on the high-speed operation stability and track adaptability of vehicles. As a key system affecting vehicle dynamics, the suspension system has diversified in recent years, especially variable parameter suspension, which can adjust the damping characteristics of the shock absorbers in real time according to the vehicle's motion state, maximizing vehicle stability and safety. Currently, most variable parameter suspension systems use semi-active shock absorbers based on ceiling control theory. This control theory requires multiple control valves, typically housed in separate valve boxes outside the shock absorber. This results in excessively large shock absorber bodies, making them incompatible with traditional passive shock absorbers in existing vehicles. Significant modifications to the vehicle's bogie structure are often required, creating numerous difficulties and limitations in practical applications. Summary of the Invention

[0004] The purpose of this invention is to address the shortcomings of existing technologies by proposing a semi-active shock absorber in which all control valves are integrated with the shock absorber, reducing installation space and allowing for interchangeable installation with passive shock absorbers without requiring changes to the vehicle bogie structure.

[0005] The technical solution to achieve the objective of this invention is:

[0006] A semi-active shock absorber includes a cylinder assembly and a base fixedly disposed at the rear end of the cylinder assembly. The cylinder assembly includes a pressure cylinder, an intermediate cylinder, and an oil reservoir arranged sequentially from the inside to the outside. A piston assembly is slidably sealed inside the pressure cylinder, and the piston assembly divides the pressure cylinder into an upper chamber and a lower chamber. A piston rod is disposed in the upper chamber of the pressure cylinder, with its front end extending to the outside of the cylinder assembly and its rear end fixedly connected to the piston assembly. A valve group and an oil circuit system are disposed on the base. The front end of the intermediate cylinder is connected to the upper chamber of the pressure cylinder, and its rear end is connected to the lower chamber of the pressure cylinder and the oil reservoir through the oil circuit system. The valve group includes a first high-speed switching valve, a second high-speed switching valve, a manual relief valve, an electronically controlled proportional valve, and a third high-speed switching valve distributed circumferentially around the outer periphery of the cylinder assembly.

[0007] Furthermore, the oil circuit system is located on the base and includes a first oil port and a second oil port connected to the lower chamber of the pressure cylinder, a third oil port connected to the intermediate cylinder, a fourth oil port connected to the oil storage cylinder, and a fifth oil port and a sixth oil port both connected to the third oil port. A one-way valve is provided between the second oil port and the lower chamber of the pressure cylinder. The inlet of the first high-speed switching valve is connected to the first oil port and the outlet is connected to the sixth oil port. The inlet of the second high-speed switching valve is connected to the third oil port and the outlet is connected to the inlet of the manual relief valve. The inlet of the manual relief valve is connected to both the outlet of the second high-speed switching valve and the sixth oil port, and the outlet is connected to the fourth oil port. The inlet of the electronically controlled proportional valve is connected to the third oil port and the outlet is connected to the fourth oil port. The inlet of the third high-speed switching valve is connected to the third oil port and the outlet is connected to the first oil port.

[0008] Furthermore, the base is provided with a first mounting hole, a second mounting hole, a third mounting hole, a fourth mounting hole, and a fifth mounting hole surrounding the outer circumference of the cylinder assembly. The first high-speed switching valve, the second high-speed switching valve, the manual overflow valve, the electronically controlled proportional valve, and the third high-speed switching valve are respectively installed on the fifth mounting hole, the first mounting hole, the third mounting hole, the fourth mounting hole, and the second mounting hole, with their inlets and outlets located in the corresponding mounting holes and directly connected to the corresponding oil circuit system.

[0009] Furthermore, it also includes a damping valve, the inlet of which is connected to a third mounting hole, and the outlet of which is connected to a sixth oil hole.

[0010] Furthermore, a flow channel is provided between the outlet of the sixth oil hole and the third mounting hole, and the damping valve is installed in the flow channel.

[0011] Furthermore, the cylinder assembly is mounted on the upper part of the base, the second oil hole is coaxially arranged with the cylinder assembly, and the valve group, the first oil hole, the third oil hole, the fourth oil hole, the fifth oil hole and the sixth oil hole are all not higher than the second oil hole.

[0012] Furthermore, the lower one-way valve includes a first valve stop fixedly installed in the second oil hole, and a first valve plate covering the second oil hole and abutting against the base is provided below the first valve stop. A first spring is connected between the first valve plate and the first valve stop.

[0013] Furthermore, the first high-speed switching valve, the second high-speed switching valve, the manual relief valve, the electronically controlled proportional valve, and the third high-speed switching valve are all arranged along the axial direction of the cylinder block assembly.

[0014] By adopting the above technical solution, the present invention has the following beneficial effects:

[0015] This invention sets both the valve assembly and the cylinder block assembly on the same base, improving upon the existing solution of external valve box for semi-active shock absorbers. It achieves integrated installation of the control valve and the shock absorber, which can effectively reduce the size of the semi-active shock absorber, reduce the installation space, and allow for direct interchange with passive shock absorbers without requiring changes to the vehicle bogie structure.

[0016] The oil circuit system of this invention is integrated into the base. The cylinder assembly adopts a special three-cylinder structure design and connects the various control valves in the valve group and the various cylinders of the cylinder assembly through a special oil circuit system. On the one hand, it realizes instantaneous unloading in the variable damping, tension and compression directions, which can meet the needs of ceiling control theory. On the other hand, it realizes the oil guiding function of the intermediate cylinder, improves the oil guiding pipe scheme used in existing products, avoids openings on the plane of the base, reduces the radial space occupied, and further reduces the volume of the semi-active shock absorber.

[0017] The present invention has multiple mounting holes pre-installed on the base to facilitate the installation of corresponding control valves. At the same time, the inlet and outlet of each control valve are located in the mounting holes, realizing direct connection with the corresponding oil circuit system without the need for external pipes, resulting in higher integration and better overall structure.

[0018] This invention incorporates a damping valve to form a passive damping valve system, which enables the semi-active shock absorber to provide the same damping characteristics as a regular passive shock absorber when power is off. It achieves segmented damping control based on the speed point, overcoming the shortcomings of existing semi-active shock absorbers that only have one damping orifice and can only control the damping characteristics at one speed point.

[0019] The damping valve of this invention is integrated into the flow channel inside the base, which does not occupy external space and further reduces the volume of the semi-active shock absorber.

[0020] This invention, by rationally arranging the positions of the valve assembly and the oil circuit system, places the valve assembly on the lower half of the semi-active shock absorber, below the liquid level inside the semi-active shock absorber, effectively preventing air from entering the valve assembly and causing a loss of damping force.

[0021] In this invention, the lower one-way valve is integrated on the base and can be directly connected to the pressure cylinder and the intermediate cylinder. This avoids the internal leakage problem that is easily caused by the separate design of the lower one-way valve and the base, and does not affect the overall volume, thus further reducing the size of the semi-active shock absorber.

[0022] In this invention, each control valve in the valve assembly is arranged circumferentially, further reducing the volume of the semi-active shock absorber. Attached Figure Description

[0023] To make the content of this invention easier to understand, the invention will be further described in detail below with reference to specific embodiments and accompanying drawings, wherein:

[0024] Figure 1 This is a schematic diagram of the structure of the present invention;

[0025] Figure 2 This is a schematic diagram of the structure of the base of the present invention;

[0026] Figure 3 This is a diagram showing the distribution of the oil circuit system of the present invention;

[0027] Figure 4 for Figure 3 Sectional view of plane AA in the middle;

[0028] Figure 5 This is a simplified structural diagram of the damping valve of the present invention;

[0029] Figure 6 This is a diagram showing the distribution of the valve assembly of the present invention.

[0030] The labels in the attached diagram are:

[0031] Cylinder assembly 1, pressure cylinder 1-1, intermediate cylinder 1-2, oil reservoir 1-3, piston assembly 1-4, piston rod 1-5, base 2, valve group 3, first high-speed switching valve 3-1, second high-speed switching valve 3-2, manual relief valve 3-3, electronically controlled proportional valve 3-4, third high-speed switching valve 3-5, first oil hole 4, second oil hole 5, third oil hole 6, fourth oil hole 7, fifth oil hole 8, sixth oil hole 9, first mounting hole 10, second mounting hole 11, third mounting hole 12, fourth mounting hole 13, fifth mounting hole 14, lower check valve 15, first valve stop 15-1, first valve plate 15-2, first spring 15-3, damping valve 16, second valve stop 16-1, second valve core 16-2, normally open damping hole 16-2-1, variable cross-section damping hole 16-2-2, second spring 16-3, second valve plate 16-4. Detailed Implementation

[0032] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0033] (Example 1)

[0034] like Figures 1 to 6The semi-active shock absorber shown includes a cylinder assembly 1, a base 2, a valve group 3, and an oil circuit system. The cylinder assembly 1 is fixedly located at the left end of the base 2 and includes a pressure cylinder 1-1, an intermediate cylinder 1-2, an oil reservoir 1-3, a piston assembly 1-4, and a piston rod 1-5. The pressure cylinder 1-1, the intermediate cylinder 1-2, and the oil reservoir 1-3 are arranged sequentially from the inside to the outside. The piston assembly 1-4 is slidably sealed inside the pressure cylinder 1-1, dividing the pressure cylinder 1-1 into an upper pressure cylinder chamber and a lower pressure cylinder chamber located on the left and right sides, respectively. The piston rod 1-5 is located in the upper pressure cylinder chamber, with its left end extending to the outside of the cylinder assembly 1 and its right end fixedly connected to the piston assembly 1-4. Both valve assembly 3 and the oil circuit system are mounted on the base. The left end of the intermediate cylinder 1-2 is connected to the upper chamber of the pressure cylinder, and the right end is connected to the lower chamber of the pressure cylinder and the oil reservoir 1-3 through the oil circuit system. This allows the intermediate cylinder 1-2 to provide oil guiding, improving upon the existing oil guiding pipe design and avoiding openings on the plane of the base 2, thus reducing the radial space occupied. Valve assembly 3 includes a first high-speed switching valve 3-1, a second high-speed switching valve 3-2, a manual overflow valve 3-3, an electronically controlled proportional valve 3-4, and a third high-speed switching valve 3-5, all circumferentially distributed around the outer periphery of the cylinder assembly 1. By mounting valve assembly 3 and cylinder assembly 1 on the same base 2, the existing external valve box design for semi-active shock absorbers is improved. This allows the control valve and shock absorber to be integrated into a single unit, effectively reducing the size of the semi-active shock absorber, shrinking the installation space, and enabling direct interchangeability with passive shock absorbers without requiring modifications to the vehicle bogie structure.

[0035] The first high-speed switching valve 3-1, the second high-speed switching valve 3-2, the manual relief valve 3-3, the electronically controlled proportional valve 3-4, and the third high-speed switching valve 3-5 are all arranged along the axial direction of the cylinder assembly 1, thereby reducing the radial space occupied and further reducing the volume of the semi-active shock absorber. The cylinder assembly 1 is installed on the upper part of the base 2, and the oil circuit system and valve group 3 are located on the lower part of the base 2, so that the valve group 3 is arranged on the lower half of the semi-active shock absorber, below the internal liquid level of the semi-active shock absorber, effectively preventing air from entering the valve group and causing loss of damping force.

[0036] The oil circuit system is located on the base 2, including a first oil hole 4, a second oil hole 5, a third oil hole 6, a fourth oil hole 7, a fifth oil hole 8, and a sixth oil hole 9. The base 2 has a first mounting hole 10, a second mounting hole 11, a third mounting hole 12, a fourth mounting hole 13, and a fifth mounting hole 14 arranged counterclockwise around the outer circumference of the cylinder assembly 1. A first high-speed switching valve 3-1, a second high-speed switching valve 3-2, a manual overflow valve 3-3, an electronically controlled proportional valve 3-4, and a third high-speed switching valve 3-5 are respectively installed in the fifth mounting hole 14, the first mounting hole 10, the third mounting hole 12, the fourth mounting hole 13, and the second mounting hole 11, with their inlets and outlets located within the corresponding mounting holes and directly connected to the corresponding oil circuit system. This eliminates the need for external pipes, resulting in higher integration and better overall structural integrity. The first mounting hole 10, the second mounting hole 11, the third mounting hole 12, the fourth mounting hole 13, the fifth mounting hole 14, the first oil hole 4, the third oil hole 6, the fourth oil hole 7, the fifth oil hole 8, and the sixth oil hole 9 are all not higher than the second oil hole 5.

[0037] Specifically, both the first oil hole 4 and the second oil hole 5 are connected to the lower chamber of the pressure cylinder. The second oil hole 5 is located at the axis of the lower chamber of the pressure cylinder and a lower one-way valve 15 is provided between it and the lower chamber of the pressure cylinder, so that hydraulic oil can only enter the lower chamber of the pressure cylinder through the second oil hole 5 and cannot flow in the reverse direction. The lower one-way valve 15 includes a first valve stop 15-1 fixedly installed in the second oil hole 5. Below the first valve stop 15-1 is a first valve plate 15-2 that covers the second oil hole 5 and abuts against the plane of the base 2. A first spring 15-3 is connected between the first valve plate 15-2 and the first valve stop 15-1, so that the lower one-way valve 15 is integrated on the base 2. This avoids the internal leakage problem that is easily caused by the separate design of the lower one-way valve 15 and the base 2, and does not affect the overall volume, further reducing the volume of the semi-active shock absorber.

[0038] The third oil port 6 connects to the intermediate cylinder 1-2, the fourth oil port 7 connects to the oil storage cylinder 1-3, and the fifth oil port 8 and the sixth oil port 9 are both connected to the third oil port 6. The inlet of the first high-speed switching valve 3-1 connects to the first oil port 4, and the outlet connects to the sixth oil port 9. The inlet of the second high-speed switching valve 3-2 connects to the third oil port 6, and the outlet connects to the inlet of the manual relief valve 3-3. The inlet of the manual relief valve 3-3 is connected to both the outlet of the second high-speed switching valve 3-2 and the sixth oil port 9, and the outlet connects to the fourth oil port 7. The inlet of the electro-hydraulic proportional valve 3-4 connects to the third oil port 6, and the outlet connects to the fourth oil port 7. The inlet of the third high-speed switching valve 3-5 connects to the third oil port 6, and the outlet connects to the first oil port 4. A flow channel is provided between the sixth oil port 9 and the outlet of the third mounting hole 12. A damping valve 16 is provided in the flow channel. The inlet of the damping valve 16 connects to the outlet of the third mounting hole 12, and the outlet connects to the sixth oil port 9.

[0039] The semi-active shock absorber in this embodiment has a unidirectional circulating oil circuit structure. The intermediate cylinder 1-2 provides a passage between the upper chamber of the pressure cylinder and the base 2. The electronically controlled proportional valve 3-4 is a hydraulic pressure control valve, mainly composed of an electromagnet and a first spring valve system. It plays a role in constant pressure and stabilization in the system and is the main device for adjusting the damping force of the shock absorber. The electronic control system can control the opening pressure of the valve core through the electromagnet, thereby controlling the pressure difference of the oil at both ends of the relief valve to control the damping force. The model is HydraForce TS10-27. The first high-speed switching valve 3-1 and the second high-speed switching valve 3-2 are switching valves that open when energized and close when de-energized. They play a role in rapid unloading in the oil circuit. The model is HydraForce SV10-24. The third high-speed switching valve 3-5 is a switching valve that closes when energized and opens when de-energized. It plays the role of a safety valve in the oil circuit. When the system fails and loses power, this valve opens. The model is HydraForce SV10-25. The manual relief valve 3-3 is a hydraulic pressure control valve, used for pressure setting and stabilization. Its model is HydraForce RV10-20. The opening of its relief port is manually set at the factory. It is used in conjunction with the third high-speed switching valve 3-5 and the damping valve 16 to adjust the unloading pressure. The damping valve 16 can change the cross-sectional area of ​​its valve port according to the oil pressure. The damping valve 16 also has a normally open valve orifice to generate the required damping force when the oil flows. Specifically, the damping valve 16 includes a second valve stop 16-1, a second valve core 16-2, a second spring 16-3, and a second valve plate 16-4. The flow channel has a step, and the second valve plate 16-4 is mounted on the step. The second valve stop 16-1 is threaded into the flow channel. The second valve core 16-2 and the second spring 16-3 are installed from left to right between the second valve stop 1 and the second valve plate 16-4, with the left end of the second valve core 16-2 inserted into the second valve stop 16-1, allowing it to move to the right against the preload of the second spring 16-3. The second valve core 16-2 has a normally open damping hole 16-2-1 and a variable cross-section damping hole 16-2-2. When the oil pressure is low, the oil can flow through the normally open damping hole 16-2-1 to generate damping force. When the oil pressure is high, the oil pressure pushes open the second valve core 16-2, causing it to move to the right against the preload of the second spring 16-3. The variable cross-section damping hole 16-2-2 is exposed above the second valve stop 16-1, allowing the oil to flow through this hole and generate damping force. By designing the diameter of the long through damping hole and the variable cross-section valve hole in the second valve core 16-2, and adjusting the preload of the second spring 16-3, the damping force generated by the shock absorber under different oil pressures can be precisely controlled.

[0040] The following three functional modes are achieved by controlling different solenoid valves.

[0041] I. Variable Damping Mode

[0042] The external electrical control system controls the first high-speed switching valve 3-1, the second high-speed switching valve 3-2 and the third high-speed switching valve 3-5 to close, and the electronically controlled proportional valve 3-4 adjusts its valve opening according to the magnitude of the input current.

[0043] In the stretched state, the lower check valve 15 is closed, and the piston assembly 1-4 pushes the oil through the intermediate cylinder 1-2 into the third oil hole 6, and then through the third oil hole 6 into the electro-hydraulic proportional valve 3-4 installed on the fourth mounting hole 13. The electro-hydraulic proportional valve 3-4 changes its valve opening according to the magnitude of the input current, generating a corresponding damping force. After passing through the electro-hydraulic proportional valve 3-4, the oil enters the oil reservoir 1-3 through the fourth oil hole 7. At the same time, the oil in the oil reservoir 1-3 enters the base 2 through the fifth oil hole 8 and the sixth oil hole 9, and through the second oil hole 5, opens the lower check valve 15 to enter the lower chamber of the pressure cylinder for replenishment.

[0044] In the compression state, the lower chamber of the pressure cylinder is a high-pressure chamber, the lower check valve 15 on the base 2 is closed, and the upper check valve is integrated on the piston assembly 1-4. At this time, the upper check valve is open, and the oil in the lower chamber of the pressure cylinder passes through the upper check valve, through the upper chamber of the pressure cylinder, through the intermediate cylinder 1-2, and into the third oil hole 6 on the base 2. As in the tension state, it enters the electronically controlled proportional valve 3-4 through the third oil hole 6, generates a controllable damping force, and then enters the oil storage cylinder 1-3 through the fourth oil hole 7.

[0045] II. Unloading Mode

[0046] According to the ceiling control method, the shock absorber needs to provide tensile unloading and compression unloading functions respectively.

[0047] Tension unloading mode:

[0048] The first high-speed switching valve 3-1 is open, while the second high-speed switching valve 3-2, the third high-speed switching valve 3-5, and the electro-proportional valve 3-4 are closed.

[0049] In the stretched state, the lower check valve of piston assembly 1-4 is closed. Piston assembly 1-4 pushes the oil through the intermediate cylinder 1-2 into the third oil port 6, and then through the first high-speed switching valve 3-1, into the lower chamber of the pressure cylinder through the first oil port 4. At the same time, the oil in the reservoir enters the base 2 through the fifth oil port 8 and the sixth oil port 9, and through the second oil port 5, opens the lower check valve 15 to enter the lower chamber of the pressure cylinder for replenishment. Because the valve orifice of the first high-speed switching valve 3-1 is large, the damping force can be quickly reduced after opening.

[0050] Compression and unloading mode:

[0051] The second high-speed switching valve 3-2 is open, while the first high-speed switching valve 3-1, the third high-speed switching valve 3-5, and the electro-proportional valve 3-4 are closed.

[0052] In the compression state, the lower chamber of the pressure cylinder is a high-pressure chamber. The lower one-way valve 15 on the base 2 is closed, and the upper one-way valve on the piston assembly 1-4 is open. The first high-speed switching valve 3-1, the third high-speed switching valve 3-5, and the electronically controlled proportional valve 3-4, which are connected to the upper chamber of the pressure cylinder, the intermediate cylinder 1-2, and the third oil hole 6, are all in the closed state. Therefore, the oil in the lower chamber of the pressure cylinder enters the first oil hole 4, passes through the second high-speed switching valve 3-2, and enters the oil reservoir 1-3 through the sixth oil hole 9.

[0053] III. Passive Variable Damping Mode

[0054] When the system is powered off, the electronically controlled proportional valve 3-4, the first high-speed switching valve 3-1, and the second high-speed switching valve 3-2 are closed, and the third high-speed switching valve 3-5 is opened.

[0055] In the stretched state, the lower check valve of piston assembly 1-4 is closed. Piston assembly 1-4 pushes the oil through intermediate cylinder 1-2 into the third oil port 6, and then through the third oil port 6 into the third high-speed switching valve 3-5 installed on the second mounting hole 11. After passing through the third high-speed switching valve 3-5, the oil can either pass through the damping valve 16 located at the outlet flow channel of the third mounting hole 12, and enter the oil reservoir 1-3 through the sixth oil port 9, or enter the inlet of the third mounting hole 12, pass through the manual overflow valve 3-3, and then enter the oil reservoir 1-3 through the fourth oil port 7.

[0056] In the compression state, the lower chamber of the pressure cylinder is a high-pressure chamber. The lower one-way valve 15 on the base 2 is closed, and the upper one-way valve on the piston assembly 1-4 is open. The oil in the lower chamber of the pressure cylinder passes through the upper one-way valve of the piston assembly 1-4, through the upper chamber of the pressure cylinder, through the intermediate cylinder 1-2, and into the third oil hole 6 on the base 2. At this time, similar to the tension state, the oil passes through the damping valve 16 or the manual relief valve 3-3 into the oil reservoir 1-3.

[0057] Whether the hydraulic fluid passes through the damping valve 16 or the manual relief valve 3-3 can be set according to the vehicle's passive damping characteristics. When the hydraulic fluid pressure is low, the fluid generates damping force through the small orifice in the damping valve 16. When the hydraulic fluid pressure increases, the fluid pushes open the valve core of the damping valve 16, generating a second stage of damping force. When the hydraulic fluid pressure continues to increase and exceeds the preset opening pressure of the manual relief valve 3-3, the manual relief valve 3-3 opens to provide an unloading function.

[0058] This invention integrates the valve assembly 3 and cylinder block assembly 1 onto the same base 2, improving upon the existing external valve box design of semi-active shock absorbers. This integrated design of the control valve and shock absorber effectively reduces the size of the semi-active shock absorber, minimizes installation space, and allows for direct interchangeability with passive shock absorbers without altering the vehicle's bogie structure. Combined with a unique hydraulic system design and a three-cylinder cylinder block assembly design, the hydraulic system connects the control valves in the valve assembly to the cylinders of the cylinder block assembly, and includes a damping valve 16 that works in conjunction with the control valves. This achieves three functions: variable damping, instantaneous unloading in the tension and compression directions, and maintaining passive damping characteristics in fault mode, all meeting the theoretical requirements of roof control. Furthermore, it enables the intermediate cylinder to provide oil guidance, improving upon the existing oil guide pipe design by avoiding openings on the base plane, reducing the radial space occupied, and further minimizing the size of the semi-active shock absorber.

[0059] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above descriptions are merely specific embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A semi-active shock absorber, characterized in that: The system includes a cylinder assembly and a base fixedly disposed at the rear end of the cylinder assembly. The cylinder assembly includes a pressure cylinder, an intermediate cylinder, and an oil reservoir arranged sequentially from the inside to the outside. A piston assembly is slidably sealed inside the pressure cylinder. The piston assembly divides the pressure cylinder into an upper chamber and a lower chamber. A piston rod is disposed in the upper chamber of the pressure cylinder. The front end of the piston rod extends to the outside of the cylinder assembly, and the rear end is fixedly connected to the piston assembly. A valve group and an oil circuit system are disposed on the base. The front end of the intermediate cylinder is connected to the upper chamber of the pressure cylinder, and the rear end is connected to the lower chamber of the pressure cylinder and the oil reservoir through the oil circuit system. The valve group includes a first high-speed switching valve, a second high-speed switching valve, a manual relief valve, an electronically controlled proportional valve, and a third high-speed switching valve distributed circumferentially around the outer circumference of the cylinder assembly. The oil circuit system is located on the base and includes a first oil port and a second oil port connected to the lower chamber of the pressure cylinder, a third oil port connected to the intermediate cylinder, a fourth oil port connected to the oil storage cylinder, and a fifth oil port and a sixth oil port both connected to the third oil port. A one-way valve is provided between the second oil port and the lower chamber of the pressure cylinder. The inlet of the first high-speed switching valve is connected to the first oil port and the outlet is connected to the sixth oil port. The inlet of the second high-speed switching valve is connected to the third oil port and the outlet is connected to the inlet of the manual relief valve. The inlet of the manual relief valve is connected to both the outlet of the second high-speed switching valve and the sixth oil port, and the outlet is connected to the fourth oil port. The inlet of the electronically controlled proportional valve is connected to the third oil port and the outlet is connected to the fourth oil port. The inlet of the third high-speed switching valve is connected to the third oil port and the outlet is connected to the first oil port.

2. A semi-active shock absorber according to claim 1, characterized in that: The base is provided with a first mounting hole, a second mounting hole, a third mounting hole, a fourth mounting hole and a fifth mounting hole arranged around the outer circumference of the cylinder assembly. The first high-speed switching valve, the second high-speed switching valve, the manual overflow valve, the electronically controlled proportional valve and the third high-speed switching valve are respectively installed on the fifth mounting hole, the first mounting hole, the third mounting hole, the fourth mounting hole and the second mounting hole, and the inlet and outlet are located in the corresponding mounting holes and are directly connected to the corresponding oil circuit system.

3. A semi-active shock absorber according to claim 2, characterized in that: It also includes a damping valve, the inlet of which is connected to the outlet of the third mounting hole, and the outlet is connected to the sixth oil hole.

4. A semi-active shock absorber according to claim 3, characterized in that: A flow channel is provided between the outlet of the sixth oil hole and the third mounting hole, and the damping valve is installed in the flow channel.

5. A semi-active shock absorber according to claim 1, characterized in that: The cylinder assembly is mounted on the upper part of the base. The second oil hole is coaxially arranged with the cylinder assembly. The valve group, the first oil hole, the third oil hole, the fourth oil hole, the fifth oil hole, and the sixth oil hole are all not higher than the second oil hole.

6. A semi-active shock absorber according to claim 1, characterized in that: The lower one-way valve includes a first valve stop fixedly installed in the second oil hole, and a first valve plate covering the second oil hole and abutting against the base is provided below the first valve stop. A first spring is connected between the first valve plate and the first valve stop.

7. A semi-active shock absorber according to claim 1, characterized in that: The first high-speed switching valve, the second high-speed switching valve, the manual relief valve, the electronically controlled proportional valve, and the third high-speed switching valve are all arranged along the axial direction of the cylinder block assembly.

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