Active hydraulic suspension shock absorber

Abstract

The present invention relates to an active hydraulic suspension shock absorber, comprising an inner tube, an outer tube, a guide assembly, a piston, a piston rod, a suspension seat, a first solenoid valve assembly, a second solenoid valve assembly and an accumulator. Through innovative structural design and control strategy, more efficient and accurate damping force adjustment is achieved, and the first solenoid valve assembly, the second solenoid valve assembly and the accumulator are integrated into one part, thereby improving production efficiency and simplifying production and processing technology. Through the integrated solenoid valve assembly and optimized hydraulic control strategy, the shock absorber can provide optimal suspension performance under various driving conditions and meet the dual requirements of modern automobiles for comfort and controllability.

Description

Technical Field

[0001] The invention relates to the field of automobile shock absorbers, in particular to an active hydraulic suspension shock absorber. Background Art

[0002] In the modern automobile industry, the suspension system is a key component to ensure vehicle driving stability and ride comfort. The suspension system absorbs and mitigates the vibration and impact caused by uneven road surfaces during driving, thereby improving the vehicle's ride comfort and handling stability. As one of the core components of the suspension system, the shock absorber's main function is to control the movement speed of the suspension system, prevent excessive bumps in the vehicle body, and keep the vehicle running smoothly.

[0003] Traditional shock absorbers, also known as passive shock absorbers, have a fixed damping force and cannot be adjusted according to changes in road conditions or vehicle status. Such fixed-characteristic shock absorbers cannot adapt to changing driving conditions, limiting the vehicle's handling and comfort performance on different road surfaces. For example, when driving at high speeds or in intense driving, traditional shock absorbers may not provide sufficient support, resulting in reduced vehicle stability; while at low speeds or in steady driving, traditional shock absorbers may be too hard, resulting in reduced ride comfort.

[0004] In order to overcome the limitations of traditional shock absorbers, active shock absorber technology came into being. Active shock absorbers, also known as adaptive shock absorbers, can dynamically adjust the damping force according to real-time road conditions and vehicle status, providing more accurate and flexible suspension performance adjustment. Such shock absorbers usually use solenoid valves or electronically controlled shock absorbers. By changing the opening and closing degree of the solenoid valve or adjusting the magnetic field strength in the electronically controlled shock absorber, continuous adjustment of the damping force is achieved. Although active shock absorbers have significant advantages in improving vehicle handling and comfort, their damping valves are separately installed in the suspension shock absorber, resulting in independence between each channel, making the overall structure relatively complex, the manufacturing cost is high, and the dependence on the electronic control unit is strong. At the same time, the existing suspension shock absorbers often need to use air springs to inflate and deflate when raising and lowering the vehicle body, thereby adjusting the vehicle body height, but this adjustment method is very slow. Summary of the invention

[0005] The technical problem to be solved by the present invention is to provide an active hydraulic suspension shock absorber in view of the deficiencies of the above-mentioned prior art, aiming to achieve more efficient and precise damping force adjustment through innovative structural design and control strategy, while integrating all channels into one part, improving production efficiency and simplifying production and processing technology. The shock absorber can provide optimal suspension performance under various driving conditions through an integrated solenoid valve assembly and an optimized hydraulic control strategy, thereby meeting the dual needs of modern automobiles for comfort and handling.

[0006] To achieve the above object, the present invention provides the following technical solution: an active hydraulic suspension shock absorber, comprising:

[0007] An inner tube, wherein the inner tube is configured as a tube body having a cavity, and one end of the inner tube is connected to the guide assembly, and the other end is connected to the suspension seat;

[0008] An outer tube, which is arranged on the outer peripheral surface of the inner tube at a coaxial position and forms an outer tube chamber with the outer wall of the inner tube, and one end of the outer tube is connected to the guide assembly and the other end is connected to the suspension seat;

[0009] A guide assembly, the guide assembly connects the inner tube and the upper end of the outer tube, and is used to guide and seal the piston rod during axial movement;

[0010] A piston is arranged in the inner tube in an axially sliding manner and axially divides the inner tube into a recovery chamber and a compression chamber;

[0011] A piston rod, the piston rod passing through the guide assembly and connected to the piston in the inner tube;

[0012] A suspension seat, one end of which is connected to the inner tube, the outer tube and the accumulator, and the other end of which is provided with a first damping chamber and a second damping chamber, and is provided with a recovery channel connecting the outer tube chamber with the first damping chamber, a compression channel connecting the compression chamber with the second damping chamber, and an oil passage connecting the first damping chamber with the second damping chamber;

[0013] A first solenoid valve assembly, wherein the first solenoid valve assembly is installed in the first damping chamber and is used to adjust the damping force value in the first damping chamber;

[0014] A second solenoid valve assembly, the second solenoid valve assembly is installed in the second damping chamber and is used to adjust the damping force value in the second damping chamber;

[0015] An accumulator, which is arranged on one side of the outer tube, connected to the suspension seat, and is in fluid communication with the first damping chamber and the second damping chamber through a compensation pipeline, and is used for compensation during compression and recovery of the shock absorber;

[0016] The inner tube is provided with a restoration hole for connecting the restoration chamber with the outer tube chamber at one end facing the guide assembly, and is configured as follows: when the piston is in a compression state, the damping medium in the compression chamber flows from the compression channel to the second damping chamber, then enters the first damping chamber through the oil passage, and enters the accumulator through the compensation channel to compress the energy storage medium in the accumulator; when the pressure in the first damping chamber reaches a critical level, it flows back from the position of the one-way compensation valve group of the first solenoid valve assembly to the outer tube chamber through the restoration channel, and then flows back to the restoration chamber through the restoration hole; when the piston is in a restoration state, the damping medium in the restoration chamber flows from the restoration hole to the outer tube chamber, then from the restoration channel to the first damping chamber, then enters the second damping chamber through the oil passage, and partially enters the accumulator through the compensation channel to compress the energy storage medium in the accumulator; when the pressure in the second damping chamber reaches a critical level, it flows back from the position of the one-way compensation valve group of the second solenoid valve assembly to the compression chamber through the compression channel.

[0017] By adopting the above technical scheme, the inner and outer tube structures form different chambers, and the inner tube is separated into a recovery chamber and a compression chamber by a piston, wherein the compression chamber is connected to the first solenoid valve assembly through the compression channel, and the recovery chamber connects the recovery chamber, the outer tube chamber, the recovery channel and the second solenoid valve through the recovery hole, and the first and second solenoid valve assemblies are respectively installed in the first and second damping chambers, and then the first and second damping chambers are connected through the oil passage, so that the damping medium in the first and second damping chambers can be connected to the accumulator through the compensation pipeline. The accumulator not only stores the energy during compression / recovery, but also quickly responds to different driving conditions by adjusting the oil pressure. When the pressure in the first damping chamber or the second damping chamber reaches a critical level, the accumulator is connected through the first solenoid valve assembly The one-way compensation valve group of the first or second solenoid valve assembly returns the pressurized oil to the corresponding chamber, thereby realizing rapid pressure release and damping force adjustment. When the vehicle is driving, the piston moves in the inner tube according to the road conditions, causing the oil volume in the recovery chamber and the compression chamber to change. For example, in the compression stroke of the piston (that is, when the suspension is compressed), the oil in the compression chamber flows into the second solenoid valve assembly of the second damping chamber through the compression channel to control the damping force throttling, and then enters the first damping chamber through the oil passage, and finally enters the accumulator through the compensation channel to compress the gas in the accumulator. In this process, the second solenoid valve assembly adjusts the damping force value in the second damping chamber, controls the flow speed and pressure of the oil, and thus adjusts the compression damping characteristics of the shock absorber. The first solenoid valve assembly controls the damping force of the shock absorber and the second ... Flows into the compression chamber. During the whole process, the first solenoid valve assembly and the second solenoid valve assembly adjust the opening of the valve port through the electronic control signal to control the flow and pressure of the oil, thereby realizing precise control of the damping characteristics of the shock absorber. This design allows the shock absorber to adaptively adjust under different road conditions to provide the best handling and comfort. By precisely controlling the damping force and the flow direction of the oil, the vehicle suspension system is highly adjustable, thereby providing the best ride comfort and handling stability under different driving conditions and road conditions. In addition, the design integrates the accumulator to effectively dynamically compensate for the oil pressure, further improving the response speed and adjustment accuracy of the shock absorber, integrating all channels into one part, improving production efficiency, and simplifying the production and processing technology.

[0018] The above-mentioned active hydraulic suspension shock absorber can be further configured as follows: the first solenoid valve assembly and the second solenoid valve assembly both include a damping valve device body, the damping valve device body includes a housing, a front-stage valve and a main-stage valve, the housing corresponding to the front-stage valve is provided with a front-stage valve actuator for controlling the front-stage valve to adjust the closing pressure, the closing pressure acts on the axially movable main-stage valve, the main-stage valve is independently arranged relative to the housing, the main-stage valve includes a main valve housing provided at one end of the housing corresponding to the front-stage valve, a main valve core provided in the main valve housing and lifted and lowered along the axial direction thereof, and a valve ring seat independently arranged with the housing, the inner wall of the main valve housing is provided with a main-stage cavity for accommodating the main valve core, at least one first flow channel for the damping medium to pass through is provided between the outer wall and the housing, the end of the main valve housing facing the front-stage valve cooperates with the housing to form the front-stage cavity, the end of the main valve housing corresponding to the front-stage valve is provided with a guide hole for the central axis of the main valve core to pass through, the central axis is provided with an axial channel corresponding to the front-stage valve and a guide hole respectively connected to the axial channel and the main-stage cavity. The main valve core is arranged between the valve ring seat and the main valve housing, and has a main cavity through groove that connects the main cavity with the transverse channel. The outer wall of the main valve housing corresponding to one side of the shell is provided with a plurality of axially extending axial guide grooves, and the axial guide grooves cooperate with the inner wall of the shell to form the first circulation channel. The valve ring seat is provided with a plurality of second circulation channels that are connected to the first circulation channel. One end of the second circulation channel is connected to the first circulation channel, and the other end is connected to the first damping cavity or the second damping cavity. A first damping channel connected to the main stage chamber is opened on the valve ring seat, a valve ring damping adjustment component pressed on the first damping channel is provided at the valve ring seat corresponding to the first damping channel, an additional valve is provided at the end of the valve ring seat, an additional channel and a one-way compensation channel are provided on the additional valve, one end of the additional channel is connected to the recovery channel or the compression channel, and the other end is connected to the first damping channel, one end of the one-way compensation channel is connected to the first damping chamber or the second damping chamber, and the other end is connected or disconnected with the additional channel through the one-way compensation valve group.

[0019] By adopting the above technical scheme, the first solenoid valve assembly and the second solenoid valve assembly are preferably configured as a damping valve device body with the same structure, wherein the damping valve device body includes a shell, a front-stage valve and a main-stage valve, and the closing pressure is adjusted by the front-stage valve actuator to achieve precise control of the main-stage valve, and a second flow channel connected to the first flow channel and an independently arranged valve ring seat are added. This structure provides more flow paths and optimizes the distribution of the damping medium. At the same time, a controllable damping force is applied to the first damping channel through the valve ring damping adjustment component. The axial channel and the transverse channel enable the main-stage cavity to connect the first damping channel with the front-stage cavity through the main cavity through the main cavity groove in the main-stage shell cover, and reflux through the first flow channel and the second flow channel, thereby achieving The overall cycle of damping, for example, when the piston performs a compression action, the damping oil will enter the additional channel of the second solenoid valve assembly through the compression channel. Due to the closure of its additional valve and the compression channel port, the oil in the compression channel cannot directly enter the second damping chamber. The damping liquid entering the additional valve can only enter the main stage chamber from the first damping channel by pushing the valve ring damping adjustment component due to the one-way compensation valve group arranged outside its one-way compensation flow channel. It only needs to adjust the preload force of the valve ring damping adjustment component to control the initial compression damping force of the second solenoid valve assembly, and then the damping medium entering the main stage chamber is divided, one part passes through the main chamber groove on the main valve housing cover through the transverse channel and the axial channel to enter the front stage chamber, and then through The first flow channel in the front stage chamber enters the second damping chamber through the second flow channel, and the other part pushes the main valve core loaded with closing pressure by the front stage valve actuator, so that the main valve core and the valve ring seat are separated to form a gap, so that part of the damping fluid overcomes the preload force and enters the second damping chamber through the second flow channel. In this way, by controlling the electric control signal of the front stage valve actuator, the opening of the main valve core and the valve ring seat is adjusted, and the flow and pressure of the oil are accurately controlled in real time. Then, the damping fluid in the second damping chamber enters the first damping chamber through the oil passage, and enters the energy storage part of the damping fluid in the accumulator through the compensation passage. Due to the setting of the one-way compensation valve group, the inlet of the one-way compensation flow channel is blocked, and when the pressure in the first damping chamber reaches a critical level The one-way compensation valve group will be pushed away from the one-way compensation flow channel, and the damping fluid will enter the additional channel of the first solenoid valve assembly through the one-way compensation flow channel. At this time, the accumulator will also be released to realize dynamic pressure compensation, thereby improving the response speed and adjustment accuracy of the shock absorber. The damping fluid enters the outer tube chamber through the recovery channel, and then flows back into the recovery chamber through the recovery hole, thereby realizing the damping and vibration reduction of the shock absorber under the entire compression state. The recovery process works in the same way as the compression process. By integrating the damping valve device body, the damping force value can be accurately adjusted. At the same time, the structure is simplified, the manufacturing cost is reduced, and the curved dynamic adjustment of the damping force is realized, thereby providing the best suspension performance under various driving conditions and meeting the dual needs of modern automobiles for comfort and handling.

[0020] The above-mentioned active hydraulic suspension shock absorber can be further configured as follows: the one-way compensation valve group includes a wave spring arranged between the valve ring seat and the additional valve and a compensation valve disc covering the one-way compensation flow channel, one end of the wave spring is against the valve ring seat, and the other end is against the compensation valve disc, and a compensation preload force is applied to the compensation valve disc to cut off the flow between the additional channel and the first damping chamber or the second damping chamber, and when the pressure in the first damping chamber or the second damping chamber exceeds the compensation preload force, the damping medium in the first damping chamber or the second damping chamber can enter the additional valve in one direction through the one-way compensation flow channel.

[0021] By adopting the above technical solution, the one-way compensation valve group presses the compensation valve disc against the one-way compensation flow channel through the wave spring, thereby realizing the check valve function of one-way flow. The one-way compensation valve group opens when the pressure exceeds the preload force, allowing the damping medium to flow in one direction. The wave spring applies a preload force to the compensation valve disc. When the pressure exceeds this force, the damping medium can enter the additional valve through the one-way compensation flow channel, thereby realizing a rapid response. The one-way flow of the damping medium is realized by the one-way compensation valve group, thereby improving the response speed and adjustment accuracy of the shock absorber.

[0022] The above-mentioned active hydraulic suspension shock absorber can be further configured as follows: at least two radial guide grooves are provided between the axial guide groove and the guide hole, and the damping medium flowing into the front stage chamber from the axial channel is guided into the first circulation channel through the radial guide grooves, the inner diameter of the radial guide groove gradually decreases along the direction from the guide hole to the axial guide groove, and the end connected to the axial guide groove has a converging guide portion in a conical shape, the radial guide grooves are equidistantly distributed on the surface of the main valve housing around the guide hole, and the end connected to the guide hole has a trapezoidal guide surface.

[0023] By adopting the above technical solution, the axial guide groove is set up, and the joint is used as the first flow channel, which eliminates radial drilling, reduces the dependence on seals, eliminates the intermediate wall that is difficult to process in the prior art, reduces the manufacturing difficulty, and facilitates maintenance and replacement. In addition, the design of the main valve core rising and falling along the axial direction allows the damping force to be accurately adjusted as needed, thereby improving the response speed and damping performance of the device. By optimizing the main valve housing and the main valve core structure in the main stage valve, the performance of the shock absorber damping valve device is improved and the cost is reduced, avoiding expensive post-processing steps, simplifying the manufacture of radial holes, and guiding the holes to the axial guide grooves. The inner diameter of the radial guide groove in the direction gradually decreases, and the end connected to the axial guide groove has a tapered confluence guide portion, which helps to optimize the flow of the damping medium and reduce the flow resistance, thereby improving the damping performance and improving the circulation efficiency of the damping medium. By arranging a plurality of radial guide grooves equidistantly distributed around the guide hole and each guide groove having a trapezoidal guide surface at one end connected to the guide hole, the fluidity of the damping medium is further improved, ensuring that the medium flows evenly in all directions, thereby improving the response speed and accuracy of the valve. The trapezoidal guide surface has a large upper base connected to the guide hole and a small lower base connected to the radial guide groove, which makes it easier to converge the damping medium.

[0024] The above-mentioned active hydraulic suspension shock absorber can be further configured as follows: the valve ring damping adjustment component includes a valve stem inserted into the valve ring seat, a damping valve plate group sleeved on the outer circumferential surface of the valve stem, and a valve spring seat connected to the end of the valve stem; an inner valve ring spring and an outer valve ring spring arranged inner and outer in an outer manner are provided between the valve spring seat and the damping valve disc group; one end of the valve stem is threaded with the valve ring seat and sleeved with the damping valve plate group, and after the end is connected to the valve spring seat, the damping valve plate group is pressed onto the surface of the first damping channel through the inner valve ring spring and the outer valve ring spring; the end of the valve stem facing the shell is provided with an external drive part for adjusting the pressure of the inner valve ring spring and the outer valve ring spring.

[0025] By adopting the above technical solution, when the damping force needs to be adjusted, the external driving force acts on the external driving part of the valve stem to rotate the valve stem along its axis. Since one end of the valve stem is threadedly connected to the valve ring seat, this movement will change the degree of pressure of the damping valve plate group on the surface of the first damping channel, thereby adjusting the opening of the first damping channel. The change in the opening of the first damping channel directly affects the resistance of the medium to flow, thereby achieving precise control of the damping force. At the same time, compared with the comparative technology, the entire damping force control is more accurate and stable. This design simplifies the adjustment mechanism of the damping force, improves the convenience and accuracy of the adjustment, and maintains the system The response speed and reliability of the shock absorber are improved, and the inner and outer valve ring spring system allows the valve stem to maintain a stable preload force under different load and pressure conditions, ensuring the consistency and predictability of the damping force, and realizing a more precise and flexible adjustment of the damping force. This design not only improves the response speed and adjustment accuracy of the shock absorber, but also allows dynamic adjustment of the damping force under different driving conditions and road conditions, thereby providing better ride comfort and handling stability. In addition, by adjusting the pressure of the valve ring spring through the external drive unit, the damping characteristics can be quickly adjusted without complex tools or equipment, which improves the convenience of maintenance and adjustment.

[0026] The above-mentioned active hydraulic suspension shock absorber can be further configured as follows: the front-stage valve actuator includes a moving iron connected to the front-stage valve, a magnetic isolation sleeve arranged on the outer circumferential surface of the moving iron, an electromagnetic coil, a valve spring and a moving iron seat; the moving iron seat is installed on the magnetic isolation sleeve, and cooperates with the magnetic isolation sleeve to form a moving iron active cavity for the moving iron to axially rise and fall; one end of the moving iron is abutted against the inner wall of the magnetic isolation sleeve through the valve spring, and the other end extends out of the moving iron seat and is provided with a moving iron core shaft fixedly connected to the front-stage valve; the outer wall of the moving iron is positioned and guided by the inner wall of the magnetic isolation sleeve, and swings axially in the moving iron active cavity driven by the electromagnetic coil.

[0027] By adopting the above technical scheme, a single spring arranged on the moving iron core replaces the double spring series structure, and the preload force adjustment of the front-stage valve is realized by a single spring, which simplifies the force transmission path, reduces the influence of the stiffness difference between the springs on the preload force adjustment accuracy, and realizes precise control of the closing pressure of the front-stage valve, thereby ensuring the consistency and reliability of the damping force adjustment. At the same time, the use of a single spring also helps to reduce costs and the number of components, and improves the stability and durability of the entire damping valve device body. Preferably, the moving iron originally guided by the internal shaft sleeve is changed to an integrated moving iron core, so that the outer peripheral surface of the moving iron core slides against the inner wall of the upper magnetic isolation sleeve, thereby The inner shaft guide of the invention is converted into an outer guide sliding, and the setting of a separate valve spring ensures that the front-stage valve can maintain a certain closing force even when the electromagnetic coil is not energized, thereby avoiding leakage and performance degradation of the damping valve. In the existing design, the moving iron must have a core shaft and a shaft sleeve. The verticality is ensured by the cooperation of the core shaft and the shaft sleeve to avoid tilting of the moving iron during movement, thereby generating friction. After the moving iron and the core shaft are set as one body, the moving iron core is converted into an external guide sliding, and a Teflon film is preferably set to reduce the friction caused by the tilt of the moving iron core when it is working, thereby reducing the energy loss and wear caused by friction, and extending the service life of the damping valve device body.

[0028] The above-mentioned active hydraulic suspension shock absorber can be further configured as follows: the front-stage valve actuator assembly includes a moving iron core shaft connected to the front-stage valve, a magnetic isolation sleeve arranged on the outer circumferential surface of the moving iron core shaft, a valve armature driving the moving iron core shaft to work, an electromagnetic coil actuating the valve armature, a valve spring and a return spring, the electromagnetic coil drives the valve armature to swing axially in the shell, the moving iron core shaft is tightly mounted on the valve armature, and the valve armature is maintained in a pre-defined initial position by the valve spring and return spring acting in opposite directions.

[0029] By adopting the above technical scheme, another method of the front-stage valve actuator assembly is provided, in which an electromagnetic coil for actuating the valve armature is arranged as an actuator, and a moving iron core shaft is fixed in the valve armature. The moving iron core shaft transmits the adjustment force of the valve armature to the front-stage valve, and the closing force on the main-stage valve can be set by means of the front-stage valve. The spring assembly that acts in the opposite manner to the valve armature is maintained in a pre-defined initial position, thereby achieving stable positioning and good resetting ability of the valve armature, which ensures that the front-stage valve can be maintained in a predetermined position when no power is supplied, thereby ensuring the stability and reliability of the device.

[0030] The above-mentioned active hydraulic suspension shock absorber can be further configured as follows: the accumulator is an air tank assembly, one end of the air tank assembly is connected to the suspension seat, and the other end is connected to the charging joint, and an air storage piston is arranged inside the air tank assembly to divide the air tank into two upper and lower cavities, wherein the upper cavity is connected to the charging joint for filling gas, and the lower cavity is connected to the compensation pipeline to circulate the damping medium.

[0031] By adopting the above technical scheme, an air storage piston is arranged inside the air storage tank assembly, which is divided into two upper and lower cavities. The upper cavity is used to flush nitrogen, and the lower cavity is connected to the compensation pipeline to circulate the damping medium. The air storage tank assembly is configured to be threadedly connected to the suspension seat at the lower part, and an O-ring is arranged at the connection to prevent oil leakage, and the upper end inflation base is fixed with a retaining spring, and a sealing ring groove is arranged under the retaining spring to prevent gas leakage. A sealing ring groove is arranged on the outside of the air storage piston to isolate the gas and oil in the upper and lower cavities, so that the product can realize the recovery and compression functions when working. This design can provide stable gas pressure when the shock absorber is compressed and restored, thereby enhancing the buffering capacity of the shock absorber. Through the design of the air storage tank assembly, a stable gas pressure source is provided, and the buffering capacity of the shock absorber is enhanced.

[0032] The above-mentioned active hydraulic suspension shock absorber can be further configured as follows: the guide assembly includes a nut cover threadedly connected to the end of the outer tube, the guide assembly connects the inner tube and the outer tube, and provides guidance for the piston rod during axial movement, a plurality of one-way check holes are arranged in the middle of the piston, and both ends of the piston corresponding to the one-way check holes are covered with one-way check valve discs for recovery / compression oil leakage and one-way check.

[0033] With the above technical solution, the nut cover is connected to the outer tube by threads to limit the displacement of the guide assembly and support the load of the vehicle body when it jumps up. The guide assembly connects the inner tube and the outer tube, and provides guidance for the piston rod in axial movement. A sealing ring groove is arranged on the outer diameter to prevent oil leakage from the outer tube, and a dust seal and a step seal are arranged on the inner diameter to prevent dust from entering and prevent oil leakage at the piston rod fitting. It can support a maximum internal pressure of 60MPA. The piston is connected to the piston rod to divide the inner tube into upper and lower cavities, which slide up and down according to functional requirements. The lower end of the outer diameter of the piston 7 has two Sliding ring grooves, and a Grison ring groove is arranged in the middle of the outer diameter. Eight through holes are arranged in the middle for recovery / compression oil leakage and one-way check to ensure the one-way flow of the damping medium, thereby improving the working efficiency of the shock absorber. The guide assembly provides stable guidance and sealing for the piston rod, and at the same time, precise oil control is achieved through the one-way check hole and valve disc.

[0034] The above-mentioned active hydraulic suspension shock absorber can be further configured as follows: one end of the piston rod is connected to the piston, and the other end is connected to the upper bracket after passing through the guide assembly; a lower bracket is fixedly provided on the outer periphery of the outer tube; a suspension spring coaxially arranged with the piston rod is installed between the upper bracket and the lower bracket; an oil extraction port and an oil injection port for extracting / injecting oil into the recovery channel and the compression channel are provided at the suspension seat corresponding to the recovery channel and the compression channel; the oil injection port and the oil extraction port are both connected to the oil pump.

[0035] With the above technical solution, the piston rod connects the upper bracket and the lower bracket, and the suspension spring provides elastic support. The oil extraction port and the oil filling port are used to adjust the oil in the recovery channel and the compression channel, which is convenient for maintenance and adjustment. This design simplifies the maintenance process of the shock absorber and improves the convenience of adjustment. By connecting an external oil pump and injecting oil into the shock absorber, the shock absorber can be controlled to move freely up and down, and it can react faster than air springs to achieve vehicle body lifting.

[0036] The beneficial effects of the present invention are:

[0037] 1. Highly adjustable suspension system: By precisely controlling the damping force and oil flow direction, the vehicle suspension system is highly adjustable for quick response, allowing the vehicle to provide optimal ride comfort and handling stability under different driving conditions and road conditions.

[0038] 2. Integrated solenoid valve assembly: The first solenoid valve assembly and the second solenoid valve assembly are integrated into one part, which simplifies the structure, reduces the manufacturing cost, and improves the production efficiency and assembly convenience.

[0039] 3. Dynamic pressure compensation: Through the design of the accumulator, dynamic pressure compensation is achieved, which further improves the response speed and adjustment accuracy of the shock absorber.

[0040] 4. Accurate damping force adjustment: The design of the valve ring damping adjustment assembly allows the pressure of the inner valve ring spring and the outer valve ring spring to be accurately adjusted through an external drive unit, thereby achieving precise control of the damping force.

[0041] 5. Optimized hydraulic control strategy: Through the optimized hydraulic control strategy, the shock absorber can be adaptively adjusted under different road conditions, providing the best handling and comfort.

[0042] 6. Simplified manufacturing process: The intermediate wall which is difficult to process in the prior art is eliminated, which reduces the dependence on seals, simplifies the manufacturing process and reduces the manufacturing cost.

[0043] 7. Quick response and precise control: The electric control signals of the first and second solenoid valve assemblies can quickly adjust the opening of the main valve core and the valve ring seat, accurately control the flow and pressure of the oil in real time, and improve the response speed and adjustment accuracy of the shock absorber.

[0044] 8. Convenience of maintenance and replacement: Due to the simplification and integration of the structure, the maintenance and replacement of the shock absorber becomes more convenient, reducing the maintenance cost.

[0045] 9. Improved driving experience: By providing continuously variable damping force, the shock absorbers can dynamically adjust according to actual driving conditions, thereby improving the driving experience, especially when driving at high speeds, in curves or on different road conditions.

[0046] 10. Enhanced safety: Quick-response shock absorbers can better control the stability of the vehicle during emergency maneuvers, enhancing driving safety.

[0047] The present invention will be further described below in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Figure 1 It is a three-dimensional schematic diagram of embodiment 1 of the present invention.

[0049] Figure 2 It is a cross-sectional schematic diagram of embodiment 1 of the present invention.

[0050] Figure 3 This is the oil path diagram of Example 1 of the present invention in the compression state.

[0051] Figure 4 This is the oil path diagram of Example 1 of the present invention in the recovery state.

[0052] Figure 5 It is a cross-sectional schematic diagram of the damping valve device body according to Example 1 of the present invention.

[0053] Figure 6 It is a three-dimensional schematic diagram of the main stage housing according to Example 1 of the present invention.

[0054] Figure 7 It is a partial cross-sectional view of the piston and the piston rod of Example 1 of the present invention.

[0055] Figure 8 It is a partial cross-sectional view of the guide assembly of Example 1 of the present invention.

[0056] Fig. 9 It is a partial cross-sectional view of the accumulator according to embodiment 1 of the present invention.

[0057] Fig.10 It is a three-dimensional schematic diagram of embodiment 2 of the present invention.

[0058] Fig.11It is a cross-sectional schematic diagram of embodiment 2 of the present invention.

[0059] Fig.12 It is a cross-sectional schematic diagram of embodiment 3 of the present invention.

[0060] Fig.13 This is the oil path diagram of Example 3 of the present invention in the compression state.

[0061] Fig.14 This is the oil path diagram of Example 3 of the present invention in the recovery state.

[0062] Fig.15 It is a cross-sectional schematic diagram of the damping valve device body according to embodiment 3 of the present invention. Implementation

[0063] Embodiment 1, as Figure 1-9 As shown, an active hydraulic suspension shock absorber comprises:

[0064] The inner tube 1 is configured as a tube body with a cavity, one end of which is connected to the guide assembly 3 and the other end of which is connected to the suspension seat 4;

[0065] The outer tube 2 is arranged on the outer peripheral surface of the inner tube 1 at a coaxial position and forms an outer tube chamber 21 with the outer wall of the inner tube 1, and one end of the outer tube 2 is connected to the guide assembly and the other end is connected to the suspension seat 4;

[0066] The guide assembly 3 is connected to the inner tube 1 and the upper end of the outer tube 2, and is used for guiding and sealing the piston rod 51 during axial movement;

[0067] A piston 5 is arranged in the inner tube 1 in an axially sliding manner and axially divides the inner tube 1 into a recovery chamber 11 and a compression chamber 12;

[0068] A piston rod 51, the piston rod 51 passes through the guide assembly 3 and is connected to the piston 5 in the inner tube 1;

[0069] A suspension seat 4, one end of which is connected to the inner tube 1, the outer tube 2 and the accumulator 6, and the other end of which is provided with a first damping chamber 41 and a second damping chamber 42, and is provided with a recovery passage 411 connecting the outer tube chamber 21 with the first damping chamber 41, a compression passage 421 connecting the compression chamber 12 with the second damping chamber 42, and an oil passage 43 connecting the first damping chamber 41 with the second damping chamber 42;

[0070] A first solenoid valve assembly 7, which is installed in the first damping chamber 41 and is used to adjust the damping force value in the first damping chamber 41;

[0071] A second solenoid valve assembly 8, which is installed in the second damping chamber 42 and is used to adjust the damping force value in the second damping chamber 4;

[0072] The accumulator 6 is arranged at one side of the outer tube 2, connected to the suspension seat 4, and is in fluid communication with the first damping chamber 41 and the second damping chamber 42 through a compensation pipeline 61, and is used for compensation during compression and recovery of the shock absorber;

[0073] The inner tube 1 is provided with a restoration hole 13 that connects the restoration chamber 11 with the outer tube chamber 21 at one end thereof facing the guide assembly 3, and is configured as follows: when the piston 5 is in a compressed state, the damping medium in the compression chamber 12 flows from the compression channel 421 to the second damping chamber 42, and then enters the first damping chamber 41 through the oil passage 43, and enters the accumulator 6 through the compensation passage 61, compressing the energy storage medium in the accumulator 6. When the pressure in the first damping chamber 41 reaches a critical level, the energy storage medium flows back from the one-way compensation valve group 70 of the first solenoid valve assembly 7 through the restoration passage 411 to the outer tube chamber 21. chamber 21, and then flows back to the recovery chamber 11 through the recovery hole 13; when the piston 5 is in the recovery state, the damping medium in the recovery chamber 11 enters the outer tube chamber 21 through the recovery hole 13, and then from the recovery channel 411 to the first damping chamber 41, and then enters the second damping chamber 42 through the oil passage 43, and part of it enters the accumulator 6 through the compensation passage 61 to compress the energy storage medium in the accumulator 6. When the pressure in the second damping chamber 42 reaches a critical level, it flows back to the compression chamber 12 from the position of the one-way compensation valve group 70 of the second solenoid valve assembly 8 through the compression passage 421.

[0074] Correspondingly, in order to realize the vehicle body height adjustment function, the active hydraulic suspension shock absorber also includes: one end of the piston rod 51 is connected to the piston 5, and the other end is connected to the upper bracket 511 after passing through the guide assembly 3, and the lower bracket 22 is fixedly provided on the outer periphery of the outer tube 2, and a suspension spring 50 coaxially arranged with the piston rod 51 is installed between the upper bracket 511 and the lower bracket 22. The suspension seat 4 is provided with an oil extraction port 412 corresponding to the recovery channel 411 for extracting oil from the recovery channel 411, and an oil injection port 422 corresponding to the compression channel 421 is located in the compression channel 421 for injecting and extracting oil. The oil injection port 422 and the oil extraction port 412 are both connected to an external oil pump for quickly raising and lowering the piston rod 51 to adjust the vehicle body height.

[0075] like Figure 3 , Figure 4 , Figure 5As shown, the first solenoid valve assembly 7 and the second solenoid valve assembly 8 are configured as the same type of damping valve device body, the damping valve device body includes a housing 71, a front-stage valve 72 and a main-stage valve, the housing 71 is provided with a front-stage valve actuator for controlling the front-stage valve to adjust the closing pressure at the front-stage valve 72, the closing pressure acts on the axially movable main-stage valve, the main-stage valve is independently configured relative to the housing 71, and the main-stage valve includes a main valve housing cover 73 disposed at one end of the housing 71 corresponding to the front-stage valve 72, and a main valve disposed in the main valve housing cover 73 and lifted and lowered along the axial direction thereof. The main valve housing 73 has a main valve core 74 and a valve ring seat 75 threadedly connected to the housing 71. The inner wall of the main valve housing 73 is provided with a main stage cavity 730 for accommodating the main valve core 74. There is at least one first flow channel 731 for the damping medium to pass through between the outer wall and the housing 71. One end of the main valve housing 73 facing the front stage valve 72 cooperates with the housing 71 to form a front stage cavity 721. One end of the main valve housing 73 corresponding to the front stage valve 72 is provided with a guide hole 732 for the central axis 741 of the main valve core 74 to pass through. The central axis 741 is provided with an axial channel 74 corresponding to the front stage valve 72. 11 and transverse channels 7412 respectively communicating with the axial channel 7411 and the main stage chamber 730, the main valve core 74 is arranged between the valve ring seat 775 and the main valve housing 73, and has a main chamber through groove 742 communicating the main stage chamber 730 with the transverse channel 7412, the outer wall of the main valve housing 73 is provided with a plurality of axially extending axial guide grooves 733 on one side corresponding to the shell 71, the axial guide grooves 733 cooperate with the inner wall of the shell 71 to form the first circulation channel 731, and at least two diameters are provided between the axial guide grooves 733 and the guide holes 732. The radial guide groove 734 guides the damping medium flowing from the axial channel 7411 to the front stage chamber 721 into the first circulation channel 731 through the radial guide groove 734. The inner diameter of the radial guide groove 734 gradually decreases along the direction from the guide hole 732 to the axial guide groove 733, and the end connected to the axial guide groove 733 has a conical converging guide portion 7341. The radial guide grooves 733 are equidistantly distributed on the surface of the main valve housing 73 around the guide hole 732, and the end connected to the guide hole 732 has a trapezoidal guide surface 7321.

[0076] like Figure 5As shown, the valve ring seat 75 has a plurality of second circulation channels 751 in communication with the first circulation channel 731, one end of the second circulation channel 751 is in communication with the first circulation channel 731, and the other end is in communication with the first damping chamber 41 or the second damping chamber 42, and the valve ring seat 75 is provided with a valve ring damping adjustment component which is covered on the first damping channel 757, and the valve ring damping adjustment component includes a valve stem 752 inserted into the valve ring seat 75, a damping valve disc group 753 sleeved on the outer peripheral surface of the valve stem 752, and a valve spring seat 754 at the end of the valve stem 752, and an inner and outer valve spring seat 754 are provided between the valve spring seat 754 and the damping valve disc group 753. The inner valve ring spring 755 and the outer valve ring spring 756 are sleeved and arranged, and the axial heights of the inner valve ring spring 755 and the outer valve ring spring 756 are different to achieve preload forces of different heights. One end of the valve stem 752 is threaded with the valve ring seat 75 and sleeved with the damping valve plate group 753. After the end is connected to the valve spring seat 754, the damping valve plate group 753 is pressed on the surface of the first damping channel 757 through the inner valve ring spring 755 and the outer valve ring spring 756. The end of the valve stem 752 facing the housing 71 is provided with an external driving part 7521 for adjusting the pressure of the inner valve ring spring 755 and the outer valve ring spring 756. The valve ring seat 75 A first damping channel 757 for communicating with the main stage chamber 730 is provided at the corresponding valve ring damping adjustment component, an additional valve 76 is provided at the end of the valve ring seat 75, an additional channel 761 and a one-way compensation flow channel 762 are provided on the additional valve 76, one end of the additional channel 761 is communicated with the recovery channel 411 or the compression channel 412, and the other end is communicated with the first damping channel 751, the one-way compensation flow channel 762 is arranged on one side of the additional channel 761, and one end is communicated with the first damping chamber 41 or the second damping chamber 42, and the other end is communicated with the additional channel 761 through the one-way compensation valve group 70, and the one-way compensation valve group 70 includes A wave spring 701 is arranged between the additional valve 76 and the valve ring seat 75, and a compensation valve disc 702 is covered on the one-way compensation flow channel 762. One end of the wave spring 701 abuts against the valve ring seat 75, and the other end abuts against the compensation valve disc 702, and applies a compensation preload force to the compensation valve disc 702 to cut off the flow between the additional channel 761 and the first damping chamber 41 or the second damping chamber 42. When the pressure in the first damping chamber 41 or the second damping chamber 42 exceeds the compensation preload force, the damping medium in the first damping chamber 41 or the second damping chamber 42 can enter the additional valve 76 in one direction through the one-way compensation flow channel 762.

[0077] like Figure 5As shown, the front-stage valve actuator assembly includes a moving iron 79 connected to the front-stage valve 72, a magnetic isolation sleeve 78 arranged on the outer circumference of the moving iron 79, an electromagnetic coil 724, a valve spring 781 and a moving iron seat 790. The moving iron seat 790 is assembled on the magnetic isolation sleeve 78 by a tight fit or a locking installation with a lower positioning sleeve 792, and cooperates with the magnetic isolation sleeve 78 to form a moving iron active cavity 780 for the moving iron 79 to axially rise and fall. One end of the moving iron 79 is connected to the magnetic isolation sleeve 78 by the valve spring 781. 8, and the other end extends out of the moving iron seat 790 and is provided with a moving iron core shaft 791 fixedly connected to the front-stage valve 72. The outer wall of the moving iron 79 is positioned and guided with the inner wall of the magnetic isolation sleeve 78, and is driven by the electromagnetic coil 724 to swing axially in the moving iron active cavity 780. The single valve spring 781 provided on the moving iron 79 in the embodiment 1 replaces the double spring series structure, and the preload force of the front-stage valve 72 is adjusted by the single valve spring 781, which simplifies the force transmission path and reduces The influence of the stiffness difference between springs on the adjustment accuracy of the preload force is eliminated, and the precise control of the closing pressure of the front-stage valve is achieved, thereby ensuring the consistency and reliability of the damping force adjustment. At the same time, the use of a single spring also helps to reduce costs and the number of components, and improves the stability and durability of the entire damping valve device body. Preferably, the moving iron 79 originally guided by the internal sleeve is changed to a moving iron core shaft 722 and a valve armature 723 that are integrally arranged, so that the outer peripheral surface of the moving iron 79 slides against the inner wall of the magnetic isolation sleeve 78, thereby converting the original inner shaft guide into an outer guided sliding. The setting of a separate valve spring ensures that the front-stage valve 72 can maintain a certain closing force even when the electromagnetic coil 724 is not energized, thereby avoiding leakage and performance degradation of the damping valve. Preferably, a Teflon film 793 is set to reduce the friction caused by the tilt of the moving iron core during operation, thereby reducing the energy loss and wear caused by friction and extending the service life of the damping valve device body.

[0078] refer to Figure 5 and Fig.15 The present invention adopts a single spring structure instead of a double spring series structure, which simplifies the adjustment process of the preload force, reduces the force fluctuation caused by inconsistent spring stiffness, and improves the adjustment stability and accuracy of the damping valve. Fig.15 When the middle moving iron core shaft 722 needs a preload force of 5.1N / mm, the original double spring series structure needs to be designed with the upper spring stiffness of 8 and the lower spring stiffness of 14 according to the calculation formula ((K1*K2) / (K1+K2)=composite stiffness K). Then, after assembly, the composite stiffness is (8*14) / (8+14)=5.1. The fluctuation range caused by the superposition of the tolerances of the double springs is larger than that of the single spring. Figure 5 As shown, by using a single valve spring 781, only a single preload spring with a stiffness of 5.1 N / mm needs to be selected to achieve the same preload force.

[0079] like Figure 7 , Figure 8 As shown, the guide assembly 3 includes a nut cover 31 threadedly connected to the end of the outer tube 2, the guide assembly 3 connects the inner tube 1 and the outer tube 2, and provides guidance for the piston rod 51 during axial movement, a guide sealing ring 32 is arranged on the outer diameter to prevent oil leakage from the outer tube 2, and a dust seal 33 and a step seal 34 are arranged on the inner diameter to prevent dust from entering and prevent oil leakage at the piston rod 51, which can support an internal pressure of 60MPA, 8 one-way check holes 52 are arranged in the middle of the piston 5, and both ends of the piston 5 corresponding to the one-way check holes 52 are covered with one-way check valve discs 53 for restoring / compressing oil leakage and one-way check, the piston rod 51 passes through the piston 5 and is connected to the piston nut 512, and the one-way check valve disc 53 is pressed on the axial ends of the one-way check hole 52 through the piston nut 511 and the piston rod shoulder 513, the piston 5 is provided with two Sly rings 54 on the outer diameter, and a Gly ring 55 is arranged in the middle of the outer diameter.

[0080] like Fig. 9 As shown, the accumulator 6 is an air tank assembly, one end of the air tank assembly 6 is threadedly connected to the suspension seat 4, an O-ring 601 is arranged at the connection to prevent oil leakage, the other end is connected to the charging joint 62 through a retaining spring 602, and an air storage sealing ring 603 is arranged below the retaining spring 602 to prevent nitrogen leakage, and an air storage piston 63 is arranged inside the air tank assembly 6 to divide the air tank 6 into two upper and lower cavities, wherein the upper cavity 64 is connected to the charging joint 62 for flushing nitrogen, and the lower cavity 65 is connected to the compensation pipeline 61 for circulating damping medium, and a sealing ring groove 631 is arranged on the outside of the air storage piston 63 to isolate the gas and oil in the upper cavity 64 and the lower cavity 65, so that the product can achieve recovery and compression functions when working.

[0081] The active hydraulic suspension shock absorber of the present invention has two states of compression and recovery during operation:

[0082] like Figure 3 As shown in the figure, the piston 5 moves downward, the shock absorber is in a compressed state, and the flow path of the damping medium is as follows:

[0083] 1. The damping medium in the compression chamber 12 first enters the additional channel 761 of the second solenoid valve assembly 8 through the compression channel 421;

[0084] 2. Inside the second solenoid valve assembly 8, due to the closed design of the additional valve 76 and the port of the compression channel 421, the damping medium cannot directly flow into the second damping chamber 42;

[0085] 3. The damping medium flows into the additional valve 76. Due to the one-way compensation valve group 70 arranged outside the one-way compensation flow channel 762, the damping medium can only enter the main stage chamber 730 through the first damping channel 757 by pushing the valve ring damping adjustment component;

[0086] 4. By adjusting the preload force of the valve ring damping adjustment component, the primary compression damping force of the second solenoid valve assembly 8 can be controlled. At this time, by controlling the electric control signal of the front-stage valve actuator, the opening of the main valve core 74 and the valve ring seat 75 is adjusted to accurately control the flow and pressure of the oil in real time;

[0087] 5. The damping medium entering the primary chamber 730 is then divided:

[0088] 5.1. A portion of the fluid flows through the main cavity through groove 742 on the main valve housing 73, through the transverse channel 7412 and the axial channel 7411, into the front cavity 721, and then through the radial guide groove 734, the converging guide portion 7341, the axial guide groove 733, and then flows into the second damping cavity 42 through the second circulation channel 751;

[0089] 5.2. The other part pushes the main valve core 74 loaded with closing pressure by the front stage valve actuator, so that the main valve core 74 is separated from the valve ring seat 75 to form a gap, and part of the damping medium overcomes the preload force and flows into the second damping chamber 42 through the second flow channel 751;

[0090] 6. The damping medium converging in the second damping chamber 42 flows into the first damping chamber 41 through the oil passage 43, and then enters the damping fluid of the energy storage part in the accumulator 6 through the compensation passage 61;

[0091] 7. When the pressure in the first damping chamber 41 reaches a critical level, the one-way compensation valve group 70 will be pushed away from the one-way compensation flow channel 762, and the damping medium enters the additional channel 761 of the first solenoid valve assembly 7 through the one-way compensation flow channel 762. At this time, the accumulator 6 releases energy to achieve dynamic pressure compensation, thereby improving the response speed and adjustment accuracy of the shock absorber;

[0092] 8. The damping medium enters the outer tube chamber 21 through the recovery channel 411, and then flows back to the recovery chamber 11 through the recovery hole 13, thereby realizing the hydraulic vibration reduction and accumulator 6 compensation action in the entire compression state.

[0093] like Figure 4 As shown in the figure, the piston 5 is moving upward, the shock absorber is in the recovery state, and the flow path of the damping medium is as follows:

[0094] 1. The damping medium in the recovery chamber 11 first enters the outer tube chamber 21 through the recovery hole 13;

[0095] 2. In the outer tube chamber 21, the damping medium enters the additional channel 761 of the first solenoid valve assembly 7 through the recovery channel 411;

[0096] 3. Inside the first solenoid valve assembly 7, due to the closed design of the additional valve 76 and the port of the recovery channel 411, the damping medium cannot directly flow into the first damping chamber 41;

[0097] 4. The damping medium flows into the additional valve 76. Due to the one-way compensation valve group 70 arranged outside the one-way compensation flow channel 762, the damping medium can only enter the main stage chamber 730 through the first damping channel 757 by pushing the valve ring damping adjustment component;

[0098] 5. By adjusting the preload force of the valve ring damping adjustment component, the primary compression damping force of the first solenoid valve assembly 7 can be controlled. At this time, by controlling the electric control signal of the front-stage valve actuator, the opening of the main valve core 74 and the valve ring seat 75 is adjusted to accurately control the flow and pressure of the oil in real time;

[0099] 6. The damping medium entering the primary chamber 730 is then divided:

[0100] 6.1. A portion of the fluid flows through the main cavity through groove 742 on the main valve housing 73, through the transverse channel 7412 and the axial channel 7411, into the front cavity 721, and then through the radial guide groove 734, the converging guide portion 7341, and the axial guide groove 733, and flows into the first damping cavity 41 from the second flow channel 751;

[0101] 6.2. The other part pushes the main valve core 74 loaded with closing pressure by the front stage valve actuator, so that the main valve core 74 is separated from the valve ring seat 75 to form a gap, and part of the damping medium overcomes the preload force and flows into the first damping chamber 41 through the second flow channel 751;

[0102] 7. The damping medium converging in the first damping chamber 42 is then divided:

[0103] 7.1. A portion of the oil flows into the first damping chamber 41 through the oil passage 43;

[0104] 7.2, the other part enters the energy storage damping fluid in the accumulator 6 through the compensation channel 61;

[0105] 8. When the pressure in the second damping chamber 42 reaches a critical level, the one-way compensation valve group 70 will be pushed away from the one-way compensation flow channel 762, and the damping medium enters the additional channel 761 of the second solenoid valve assembly 8 through the one-way compensation flow channel 762. At this time, the accumulator 6 releases energy to achieve dynamic pressure compensation, thereby improving the response speed and adjustment accuracy of the shock absorber;

[0106] 9. The damping medium enters the compression chamber 12 through the compression channel 421, realizing the hydraulic vibration reduction and accumulator 6 compensation action in the entire recovery state.

[0107] When the embodiment 1 is used as a rear wheel shock absorber, the first solenoid valve assembly 7 and the second solenoid valve assembly 8 are horizontally distributed, thereby improving the flow efficiency and reducing the manufacturing cost.

[0108] Embodiment 2, as Figure 10-11 As shown, an active hydraulic suspension shock absorber comprises:

[0109] The inner tube 1 is configured as a tube body with a cavity, one end of which is connected to the guide assembly 3, and the other end of which is connected to the lower yoke 9;

[0110] The outer tube 2 is arranged on the outer peripheral surface of the inner tube 1 at a coaxial position and forms an outer tube chamber 21 with the outer wall of the inner tube 1, and one end of the outer tube 2 is connected to the guide assembly and the other end is connected to the lower yoke 9;

[0111] The guide assembly 3 is connected to the inner tube 1 and the upper end of the outer tube 2, and is used for guiding and sealing the piston rod 51 during axial movement;

[0112] A piston 5 is arranged in the inner tube 1 in an axially sliding manner and axially divides the inner tube 1 into a recovery chamber 11 and a compression chamber 12;

[0113] A piston rod 51, the piston rod 51 passes through the guide assembly 3 and is connected to the piston 5 in the inner tube 1;

[0114] A lower yoke 9, one end of which is connected to the inner tube 1, the outer tube 2 and the accumulator 6, and the other end is used to press-fit the bushing and then connect to the vehicle body spring arm, and is provided with a first damping chamber 41 and a second damping chamber 42, wherein a recovery channel 411 connecting the outer tube chamber 21 with the first damping chamber 41, a compression channel 421 connecting the compression chamber 12 with the second damping chamber 42, and an oil passage 43 connecting the first damping chamber 41 with the second damping chamber 42 are provided in the lower yoke 9, wherein the first damping chamber 41 and the second damping chamber 42 are arranged vertically;

[0115] A first solenoid valve assembly 7, which is installed in the first damping chamber 41 and is used to adjust the damping force value in the first damping chamber 41;

[0116] A second solenoid valve assembly 8, which is installed in the second damping chamber 42 and is used to adjust the damping force value in the second damping chamber 4;

[0117] The accumulator 6 is arranged at one side of the outer tube 2, connected to the lower yoke 9, and is in fluid communication with the first damping chamber 41 and the second damping chamber 42 through a compensation pipeline 61, and is used for compensation during compression and recovery of the shock absorber;

[0118] The inner tube 1 is provided with a restoration hole 13 that connects the restoration chamber 11 with the outer tube chamber 21 at one end thereof facing the guide assembly 3, and is configured as follows: when the piston 5 is in a compressed state, the damping medium in the compression chamber 12 flows from the compression channel 421 to the second damping chamber 42, and then enters the first damping chamber 41 through the oil passage 43, and enters the accumulator 6 through the compensation passage 61, compressing the energy storage medium in the accumulator 6. When the pressure in the first damping chamber 41 reaches a critical level, the energy storage medium in the accumulator 6 is compressed. When the pressure in the first damping chamber 41 reaches a critical level, the energy storage medium in the accumulator 6 is returned from the position of the one-way compensation valve group 70 of the first solenoid valve assembly 7 through the restoration passage 411 to the outer tube chamber 21, and then returns to the restoration chamber 11 through the restoration hole 13; when the piston 5 is in a restored state, the damping medium in the restoration chamber 11 The energy medium enters the outer tube chamber 21 through the recovery hole 13, then from the recovery channel 411 to the first damping chamber 41, and then enters the second damping chamber 42 through the oil passage 43, and partially enters the accumulator 6 through the compensation passage 61, compressing the energy storage medium in the accumulator 6. When the pressure in the second damping chamber 42 reaches a critical level, it flows back to the compression chamber 12 from the position of the one-way compensation valve group 70 of the second solenoid valve assembly 8 through the compression passage 421. The vertical arrangement design of the first solenoid valve assembly 7 and the second solenoid valve assembly 8 helps to disperse heat more effectively, achieve better thermal management, and maintain stable oil temperature. In addition, the shortened oil flow path improves the dynamic response speed of the shock absorber and improves the handling performance. This layout can also evenly distribute the force, reduce local stress concentration, and extend the service life of the shock absorber. At the same time, the vertically arranged damping chamber is easy to maintain and replace, which improves the reliability and stability of the system and provides flexible installation options for the shock absorber, so that it can adapt to various vehicle designs and suspension configurations, thereby providing optimal ride comfort and handling stability under various driving conditions. When this embodiment 2 is used as a front wheel shock absorber, the solenoid valve is distributed vertically to reduce the radial space and avoid interference with the vehicle half-axle.

[0119] Example 3: Figure 1 , Figure 12-15 As shown, an active hydraulic suspension shock absorber comprises:

[0120] The inner tube 1 is configured as a tube body with a cavity, one end of which is connected to the guide assembly 3 and the other end of which is connected to the suspension seat 4;

[0121] The outer tube 2 is arranged on the outer peripheral surface of the inner tube 1 at a coaxial position and forms an outer tube chamber 21 with the outer wall of the inner tube 1, and one end of the outer tube 2 is connected to the guide assembly and the other end is connected to the suspension seat 4;

[0122] The guide assembly 3 is connected to the inner tube 1 and the upper end of the outer tube 2, and is used for guiding and sealing the piston rod 51 during axial movement;

[0123] A piston 5 is arranged in the inner tube 1 in an axially sliding manner and axially divides the inner tube 1 into a recovery chamber 11 and a compression chamber 12;

[0124] A piston rod 51, the piston rod 51 passes through the guide assembly 3 and is connected to the piston 5 in the inner tube 1;

[0125] A suspension seat 4, one end of which is connected to the inner tube 1, the outer tube 2 and the accumulator 6, and the other end of which is provided with a first damping chamber 41 and a second damping chamber 42, and is provided with a recovery passage 411 connecting the outer tube chamber 21 with the first damping chamber 41, a compression passage 421 connecting the compression chamber 12 with the second damping chamber 42, and an oil passage 43 connecting the first damping chamber 41 with the second damping chamber 42;

[0126] A first solenoid valve assembly 7, which is installed in the first damping chamber 41 and is used to adjust the damping force value in the first damping chamber 41;

[0127] A second solenoid valve assembly 8, which is installed in the second damping chamber 42 and is used to adjust the damping force value in the second damping chamber 4;

[0128] The accumulator 6 is arranged at one side of the outer tube 2, connected to the suspension seat 4, and is in fluid communication with the first damping chamber 41 and the second damping chamber 42 through a compensation pipeline 61, and is used for compensation during compression and recovery of the shock absorber;

[0129] The inner tube 1 is provided with a restoration hole 13 that connects the restoration chamber 11 with the outer tube chamber 21 at one end thereof facing the guide assembly 3, and is configured as follows: when the piston 5 is in a compressed state, the damping medium in the compression chamber 12 flows from the compression channel 421 to the second damping chamber 42, and then enters the first damping chamber 41 through the oil passage 43, and enters the accumulator 6 through the compensation passage 61, compressing the energy storage medium in the accumulator 6. When the pressure in the first damping chamber 41 reaches a critical level, the energy storage medium flows back from the one-way compensation valve group 70 of the first solenoid valve assembly 7 through the restoration passage 411 to the outer tube chamber 21. chamber 21, and then flows back to the recovery chamber 11 through the recovery hole 13; when the piston 5 is in the recovery state, the damping medium in the recovery chamber 11 enters the outer tube chamber 21 through the recovery hole 13, and then from the recovery channel 411 to the first damping chamber 41, and then enters the second damping chamber 42 through the oil passage 43, and part of it enters the accumulator 6 through the compensation passage 61 to compress the energy storage medium in the accumulator 6. When the pressure in the second damping chamber 42 reaches a critical level, it flows back to the compression chamber 12 from the position of the one-way compensation valve group 70 of the second solenoid valve assembly 8 through the compression passage 421.

[0130] Correspondingly, in order to realize the vehicle body height adjustment function, the active hydraulic suspension shock absorber also includes: one end of the piston rod 51 is connected to the piston 5, and the other end is connected to the upper bracket 511 after passing through the guide assembly 3, and the lower bracket 22 is fixedly provided on the outer periphery of the outer tube 2, and a suspension spring 50 coaxially arranged with the piston rod 51 is installed between the upper bracket 511 and the lower bracket 22. The suspension seat 4 is provided with an oil extraction port 412 corresponding to the recovery channel 411 for extracting oil from the recovery channel 411, and an oil injection port 422 corresponding to the compression channel 421 is located in the compression channel 421 for injecting and extracting oil. The oil injection port 422 and the oil extraction port 412 are both connected to an external oil pump for quickly raising and lowering the piston rod 51 to adjust the vehicle body height.

[0131] like Fig.13 , Fig.14 , Fig.15As shown, the first solenoid valve assembly 7 and the second solenoid valve assembly 8 are configured as the same type of damping valve device body, the damping valve device body includes a housing 71, a front-stage valve 72 and a main-stage valve, the housing 71 is provided with a front-stage valve actuator for controlling the front-stage valve to adjust the closing pressure at the front-stage valve 72, the closing pressure acts on the axially movable main-stage valve, the main-stage valve is independently arranged relative to the housing 71, the main-stage valve includes a main valve housing 73 arranged at one end of the housing 71 corresponding to the front-stage valve 72, a main valve core 74 arranged in the main valve housing 73 and lifted and lowered along the axial direction thereof, and a valve ring seat 75 independently arranged from the housing 71, the inner wall of the main valve housing 73 is provided with a main-stage cavity 730 for accommodating the main valve core 74, There is at least one first flow channel 731 for the damping medium to pass through between the outer wall and the shell 71. The end of the main valve shell 73 facing the front-stage valve 72 cooperates with the shell 71 to form a front-stage chamber 721. The end of the main valve shell 73 corresponding to the front-stage valve 72 is provided with a guide hole 732 for the central axis 741 of the main valve core 74 to pass through. The central axis 741 is provided with an axial channel 7411 corresponding to the front-stage valve 72 and a transverse channel 7412 respectively connected to the axial channel 7411 and the main-stage chamber 730. The main valve core 74 is arranged between the valve ring seat 775 and the main valve shell 73, and has a main chamber through groove 742 that connects the main-stage chamber 730 with the transverse channel 7412. A plurality of axially extending axial guide grooves 733 are provided on one side of the outer wall corresponding to the shell 71. The axial guide grooves 733 cooperate with the inner wall of the shell 71 to form the first circulation channel 731. At least two radial guide grooves 734 are provided between the axial guide grooves 733 and the guide hole 732. The damping medium flowing from the axial channel 7411 to the front stage chamber 721 is guided into the first circulation channel 731 through the radial guide grooves 734. The inner diameter of the radial guide grooves 734 gradually decreases along the direction from the guide hole 732 to the axial guide grooves 733, and the end connected to the axial guide grooves 733 has a conical converging guide portion 7341. The radial guide grooves 733 surround the guide hole 732 at equal distances. A trapezoidal guide surface 7321 is provided on the surface of the main valve housing 73 and one end connected to the guide hole 732. A yield expansion hole 7331 is provided at one end of the axial guide groove 733 toward the second circulation channel 751, so that the first circulation channel 731 is connected to the second circulation channel 751 through the yield expansion hole 7331. The setting of the yield expansion hole 7331 makes the first circulation channel 731 connected to the second circulation channel 751 through the yield expansion hole 7331, which ensures that the valve cover spring assembly is unobstructed in the oil path between the first circulation channel 731 and the second circulation channel 751, optimizes the flow path of the damping medium, reduces the flow resistance, and improves the working efficiency of the shock absorber.

[0132] like Fig.15As shown, the valve ring seat 75 has a plurality of second circulation channels 751 in communication with the first circulation channel 731, one end of the second circulation channel 751 is in communication with the first circulation channel 731, and the other end is in communication with the first damping chamber 41 or the second damping chamber 42, the valve ring seat 75 is covered with a valve ring damping adjustment component on the first damping channel 757, the valve ring damping adjustment component includes a valve stem 752 inserted into the valve ring seat 75, a damping valve disc group 753 sleeved on the outer circumference of the valve stem 752, and a valve spring seat 754 at the end of the valve stem 752, an inner valve ring spring 755 and an outer valve ring spring 756 arranged in an inner and outer sleeve connection are provided between the valve spring seat 754 and the damping valve disc group 753, the inner valve ring spring 755 and the outer valve ring spring 756 have different axial heights to achieve different heights The preload force of the degree is provided, one end of the valve stem 752 is threaded with the valve ring seat 75 and is sleeved with the damping valve plate group 753, and after the end is connected to the valve spring seat 754, the damping valve plate group 753 is pressed on the surface of the first damping channel 757 through the inner valve ring spring 755 and the outer valve ring spring 756, and the end of the valve stem 752 facing the housing 71 is provided with an external driving part 7521 for adjusting the pressure of the inner valve ring spring 755 and the outer valve ring spring 756, and the valve ring seat 75 is provided with a first damping channel 757 for conducting with the main stage chamber 730 at the valve ring damping adjustment component corresponding to the valve ring, and an additional valve 76 is provided at the end of the valve ring seat 75, and an additional channel 761 and a one-way compensation flow channel 762 are provided on the additional valve 76, and one end of the additional channel 761 is conducted with the recovery channel 411 or the compression channel 412. The one-way compensation flow channel 762 is arranged on one side of the additional channel 761, and one end thereof is communicated with the first damping chamber 41 or the second damping chamber 42, and the other end thereof is communicated with the additional channel 761 through the one-way compensation valve group 70. The one-way compensation valve group 70 comprises a wave spring 701 arranged in the additional valve 76 and a compensation valve disc 702 covering the one-way compensation flow channel 762. One end of the wave spring 701 abuts against the inner wall of the additional valve 76, and the other end abuts against the compensation valve disc 702, and applies a compensation preload force to the compensation valve disc 702 to cut off the flow between the additional channel 761 and the first damping chamber 41 or the second damping chamber 42, and when the pressure in the first damping chamber 41 or the second damping chamber 42 exceeds the compensation preload force, the first damping chamber 4 The damping medium in the first or second damping chamber 42 can enter the additional valve 76 in one direction through the one-way compensation flow channel 762. A valve cover spring assembly 77 is provided between the valve ring seat 75 and the main valve housing 73. The main valve housing 73 is axially pre-tightened on the shoulder of the housing 71 by the valve cover spring assembly 77. The valve cover spring assembly 77 includes a spring element in the form of a disc spring structure. The inner ring of the spring element abuts against the main valve housing 73, and the outer ring abuts against the valve ring seat 75. By adding the valve cover spring assembly 77, the main valve housing 73 is axially pre-tightened on the shoulder of the housing 71. This pre-tightening force can reduce the vibration of the valve core, improve the stability and accuracy of the damping force adjustment, enhance the structural stability of the entire device, and help to maintain the correct position of the main stage valve, thereby improving the reliability of the damping performance.And position and support it.

[0133] like Fig.15 As shown, the front-stage valve actuator assembly includes a movable iron core shaft 722 connected to the front-stage valve 72, a magnetic isolation sleeve 78 arranged on the outer circumference of the movable iron core shaft 722, a valve armature 723 driving the movable iron core shaft 722 to work, an electromagnetic coil 724 actuating the valve armature 723, a valve spring 781 and a return spring 782, the electromagnetic coil 724 drives the valve armature 723 to swing axially in the housing 71, the movable iron core shaft 722 is tightly mounted on the valve armature 723, and the valve armature 723 is driven by the valve spring 781 and the return spring 782 acting in opposite directions. The return spring 782 is maintained at a predefined initial position, achieving stable positioning and good return capability of the valve armature 723, which ensures that the front-stage valve 72 can be maintained at a predetermined position when not powered, ensuring the stability and reliability of the device. The current of the electromagnetic coil 724 controls the preload force applied by the front-stage valve 72 to the main-stage valve, adjusts the opening of the valve port, and controls the flow and pressure of the oil, thereby achieving precise control of the damping characteristics of the first solenoid valve assembly 7 and the second solenoid valve assembly 8 during recovery and compression.

[0134] The active hydraulic suspension shock absorber of the present invention has two states of compression and recovery during operation:

[0135] like Fig.13 As shown in the figure, the piston 5 moves downward, the shock absorber is in a compressed state, and the flow path of the damping medium is as follows:

[0136] 1. The damping medium in the compression chamber 12 first enters the additional channel 761 of the second solenoid valve assembly 8 through the compression channel 421;

[0137] 2. Inside the second solenoid valve assembly 8, due to the closed design of the additional valve 76 and the port of the compression channel 421, the damping medium cannot directly flow into the second damping chamber 42;

[0138] 3. The damping medium flows into the additional valve 76. Due to the one-way compensation valve group 70 arranged outside the one-way compensation flow channel 762, the damping medium can only enter the main stage chamber 730 through the first damping channel 757 by pushing the valve ring damping adjustment component;

[0139] 4. By adjusting the preload force of the valve ring damping adjustment component, the primary compression damping force of the second solenoid valve assembly 8 can be controlled. At this time, by controlling the electric control signal of the front-stage valve actuator, the opening of the main valve core 74 and the valve ring seat 75 is adjusted to accurately control the flow and pressure of the oil in real time;

[0140] 5. The damping medium entering the primary chamber 730 is then divided:

[0141] 5.1. A part of the fluid flows through the main cavity through groove 742 on the main valve housing 73, through the transverse channel 7412 and the axial channel 7411, into the front cavity 721, and then flows through the radial guide groove 734, the converging guide part 7341, the axial guide groove 733, the yield expansion hole 7331, and the second flow channel 751 into the second damping cavity 42;

[0142] 5.2. The other part pushes the main valve core 74 loaded with closing pressure by the front stage valve actuator, so that the main valve core 74 is separated from the valve ring seat 75 to form a gap, and part of the damping medium overcomes the preload force and flows into the second damping chamber 42 through the second flow channel 751;

[0143] 6. The damping medium converging in the second damping chamber 42 flows into the first damping chamber 41 through the oil passage 43, and then enters the damping fluid of the energy storage part in the accumulator 6 through the compensation passage 61;

[0144] 7. When the pressure in the first damping chamber 41 reaches a critical level, the one-way compensation valve group 70 will be pushed away from the one-way compensation flow channel 762, and the damping medium enters the additional channel 761 of the first solenoid valve assembly 7 through the one-way compensation flow channel 762. At this time, the accumulator 6 releases energy to achieve dynamic pressure compensation, thereby improving the response speed and adjustment accuracy of the shock absorber;

[0145] 8. The damping medium enters the outer tube chamber 21 through the recovery channel 411, and then flows back to the recovery chamber 11 through the recovery hole 13, thereby realizing the hydraulic vibration reduction and accumulator 6 compensation action in the entire compression state.

[0146] like Fig.14 As shown in the figure, the piston 5 is moving upward, the shock absorber is in the recovery state, and the flow path of the damping medium is as follows:

[0147] 1. The damping medium in the recovery chamber 11 first enters the outer tube chamber 21 through the recovery hole 13;

[0148] 2. In the outer tube chamber 21, the damping medium enters the additional channel 761 of the first solenoid valve assembly 7 through the recovery channel 411;

[0149] 3. Inside the first solenoid valve assembly 7, due to the closed design of the additional valve 76 and the port of the recovery channel 411, the damping medium cannot directly flow into the first damping chamber 41;

[0150] 4. The damping medium flows into the additional valve 76. Due to the one-way compensation valve group 70 arranged outside the one-way compensation flow channel 762, the damping medium can only enter the main stage chamber 730 through the first damping channel 757 by pushing the valve ring damping adjustment component;

[0151] 5. By adjusting the preload force of the valve ring damping adjustment component, the primary compression damping force of the first solenoid valve assembly 7 can be controlled. At this time, by controlling the electric control signal of the front-stage valve actuator, the opening of the main valve core 74 and the valve ring seat 75 is adjusted to accurately control the flow and pressure of the oil in real time;

[0152] 6. The damping medium entering the primary chamber 730 is then divided:

[0153] 6.1. A part of the flow passes through the main cavity groove 742 on the main valve housing 73, flows into the front cavity 721 through the transverse channel 7412 and the axial channel 7411, and then flows into the first damping cavity 41 through the second flow channel 751 through the radial guide groove 734, the converging guide part 7341, the axial guide groove 733, and the venting expansion hole 7331;

[0154] 6.2. The other part pushes the main valve core 74 loaded with closing pressure by the front stage valve actuator, so that the main valve core 74 is separated from the valve ring seat 75 to form a gap, and part of the damping medium overcomes the preload force and flows into the first damping chamber 41 through the second flow channel 751;

[0155] 7. The damping medium converging in the first damping chamber 42 is then divided:

[0156] 7.1. A portion of the oil flows into the first damping chamber 41 through the oil passage 43;

[0157] 7.2, the other part enters the energy storage damping fluid in the accumulator 6 through the compensation channel 61;

[0158] 8. When the pressure in the second damping chamber 42 reaches a critical level, the one-way compensation valve group 70 will be pushed away from the one-way compensation flow channel 762, and the damping medium enters the additional channel 761 of the second solenoid valve assembly 8 through the one-way compensation flow channel 762. At this time, the accumulator 6 releases energy to achieve dynamic pressure compensation, thereby improving the response speed and adjustment accuracy of the shock absorber;

[0159] 9. The damping medium enters the compression chamber 12 through the compression channel 421, realizing the hydraulic vibration reduction and accumulator 6 compensation action in the entire recovery state.

Claims

1. An active hydraulic suspension shock absorber, characterized in that: include: An inner tube, wherein the inner tube is configured as a tube body having a cavity, and one end of the inner tube is connected to the guide assembly, and the other end is connected to the suspension seat; An outer tube, which is arranged on the outer peripheral surface of the inner tube at a coaxial position and forms an outer tube chamber with the outer wall of the inner tube, and one end of the outer tube is connected to the guide assembly and the other end is connected to the suspension seat; A guide assembly, the guide assembly connects the inner tube and the upper end of the outer tube, and is used to guide and seal the piston rod during axial movement; A piston is arranged in the inner tube in an axially sliding manner and axially divides the inner tube into a recovery chamber and a compression chamber; A piston rod, the piston rod passing through the guide assembly and connected to the piston in the inner tube; A suspension seat, one end of which is connected to the inner tube, the outer tube and the accumulator, and the other end of which is provided with a first damping chamber and a second damping chamber, and is provided with a recovery channel connecting the outer tube chamber with the first damping chamber, a compression channel connecting the compression chamber with the second damping chamber, and an oil passage connecting the first damping chamber with the second damping chamber; A first solenoid valve assembly, wherein the first solenoid valve assembly is installed in the first damping chamber and is used to adjust the damping force value in the first damping chamber; A second solenoid valve assembly, the second solenoid valve assembly is installed in the second damping chamber and is used to adjust the damping force value in the second damping chamber; An accumulator, which is arranged on one side of the outer tube, connected to the suspension seat, and is in fluid communication with the first damping chamber and the second damping chamber through a compensation pipeline, and is used for compensation during compression and recovery of the shock absorber; The inner tube is provided with a restoration hole for connecting the restoration chamber with the outer tube chamber at one end thereof facing the guide assembly, and is configured such that: when the piston is in a compressed state, the damping medium in the compression chamber flows from the compression channel to the second damping chamber, then enters the first damping chamber through the oil passage, and enters the accumulator through the compensation passage, compressing the energy storage medium in the accumulator. When the pressure in the first damping chamber reaches a critical level, the energy storage medium flows back from the one-way compensation valve group position of the first solenoid valve assembly through the restoration passage to the outer tube chamber, and then flows back to the restoration chamber through the restoration hole; When the piston is in the recovery state, the damping medium in the recovery chamber enters the outer tube chamber through the recovery hole, then from the recovery channel to the first damping chamber, and then enters the second damping chamber through the oil passage, and part of it enters the accumulator through the compensation channel to compress the energy storage medium in the accumulator. When the pressure in the second damping chamber reaches a critical level, it flows back to the compression chamber from the position of the one-way compensation valve group of the second solenoid valve assembly through the compression channel.

2. The active hydraulic suspension shock absorber according to claim 1, characterized in that: The first solenoid valve assembly and the second solenoid valve assembly both include a damping valve device body, the damping valve device body includes a housing, a front-stage valve and a main-stage valve. The housing corresponding to the front-stage valve is provided with a front-stage valve actuator for controlling the front-stage valve to adjust the closing pressure, and the closing pressure acts on the axially movable main-stage valve. The main-stage valve is independently arranged relative to the housing. The main-stage valve includes a main valve housing provided at one end of the housing corresponding to the front-stage valve, a main valve core provided in the main valve housing and lifted and lowered along the axial direction thereof, and a valve ring seat independently arranged with the housing. The inner wall of the main valve housing is provided with a main-stage cavity for accommodating the main valve core, and at least one first flow channel for the damping medium to pass through is provided between the outer wall and the housing. The end of the main valve housing facing the front-stage valve cooperates with the housing to form the front-stage cavity. The end of the main valve housing corresponding to the front-stage valve is provided with a guide hole for the central axis of the main valve core to pass through. The central axis is provided with an axial channel corresponding to the front-stage valve and transverse channels respectively connected to the axial channel and the main-stage cavity. The main valve core The valve ring seat is provided between the valve ring seat and the main valve housing, and has a main cavity through groove connecting the main stage cavity with the transverse channel. The outer wall of the main valve housing is provided with a plurality of axially extending axial guide grooves on one side of the shell corresponding to the shell. The axial guide groove cooperates with the inner wall of the shell to form the first circulation channel. The valve ring seat is provided with a plurality of second circulation channels connected with the first circulation channel. One end of the second circulation channel is connected with the first circulation channel, and the other end is connected with the first damping cavity or the second damping cavity. The valve ring seat is provided with a first damping channel connected with the main stage cavity. The valve ring seat is provided with a valve ring damping adjustment component pressed on the first damping channel at the position corresponding to the first damping channel. The end of the valve ring seat is provided with an additional valve. The additional valve is provided with an additional channel and a one-way compensation flow channel. One end of the additional channel is connected with the recovery channel or the compression channel, and the other end is connected with the first damping channel. One end of the one-way compensation flow channel is connected with the first damping cavity or the second damping cavity, and the other end is connected or disconnected with the additional channel through the one-way compensation valve group.

3. The active hydraulic suspension shock absorber according to claim 2, characterized in that: The one-way compensation valve group includes a wave spring arranged between the valve ring seat and the additional valve, and a compensation valve disc covering the one-way compensation flow channel. One end of the wave spring abuts against the valve ring seat, and the other end abuts against the compensation valve disc, and applies a compensation preload force to the compensation valve disc to cut off the flow between the additional channel and the first damping chamber or the second damping chamber, and when the pressure in the first damping chamber or the second damping chamber exceeds the compensation preload force, the damping medium in the first damping chamber or the second damping chamber can enter the additional valve in one direction through the one-way compensation flow channel.

4. The active hydraulic suspension shock absorber according to claim 2, characterized in that: At least two radial guide grooves are provided between the axial guide groove and the guide hole, and the damping medium flowing from the axial channel to the front stage chamber is guided into the first circulation channel through the radial guide grooves. The inner diameter of the radial guide groove gradually decreases along the direction from the guide hole to the axial guide groove, and the end connected to the axial guide groove has a conical converging guide portion. The radial guide grooves are equidistantly distributed on the surface of the main valve housing around the guide hole, and the end connected to the guide hole has a trapezoidal guide surface.

5. The active hydraulic suspension shock absorber according to claim 2, characterized in that: The valve ring damping adjustment assembly includes a valve stem inserted in the valve ring seat, a damping valve plate group sleeved on the outer circumference of the valve stem and a valve spring seat connected to the end of the valve stem, an inner valve ring spring and an outer valve ring spring arranged inner and outer in an outer manner are provided between the valve spring seat and the damping valve disc group, one end of the valve stem is threaded with the valve ring seat and sleeved with the damping valve plate group, and after the end is connected to the valve spring seat, the damping valve plate group is pressed onto the surface of the first damping channel through the inner valve ring spring and the outer valve ring spring, and an external driving part for adjusting the pressure of the inner valve ring spring and the outer valve ring spring is provided at the end of the valve stem facing the shell.

6. The active hydraulic suspension shock absorber according to claim 2, characterized in that: The front-stage valve actuator assembly includes a moving iron connected to the front-stage valve, a magnetic isolation sleeve arranged on the outer circumference of the moving iron, an electromagnetic coil, a valve spring and a moving iron seat. The moving iron seat is installed on the magnetic isolation sleeve and cooperates with the magnetic isolation sleeve to form a moving iron movable cavity for the moving iron to axially rise and fall. One end of the moving iron is against the inner wall of the magnetic isolation sleeve through the valve spring, and the other end extends out of the moving iron seat and is provided with a moving iron core shaft fixedly connected to the front-stage valve. The outer wall of the moving iron is positioned and guided with the inner wall of the magnetic isolation sleeve, and swings axially in the moving iron movable cavity driven by the electromagnetic coil.

7. The active hydraulic suspension shock absorber according to claim 2, characterized in that: The front-stage valve actuator assembly includes a moving iron core shaft connected to the front-stage valve, a magnetic isolation sleeve arranged on the outer circumferential surface of the moving iron core shaft, a valve armature that drives the moving iron core shaft to work, an electromagnetic coil that actuates the valve armature, a valve spring and a return spring. The electromagnetic coil drives the valve armature to swing axially in the shell, the moving iron core shaft is tightly mounted on the valve armature, and the valve armature is maintained in a predefined initial position by the valve spring and the return spring that act in opposite directions.

8. An active hydraulic suspension shock absorber according to any one of claims 1 to 7, characterized in that: The accumulator is an air tank assembly, one end of which is connected to the suspension seat and the other end is connected to the charging joint. A gas storage piston is arranged inside the air tank assembly, dividing the air tank into two upper and lower cavities, wherein the upper cavity is connected to the charging joint for filling gas, and the lower cavity is connected to the compensation pipeline for circulating damping medium.

9. An active hydraulic suspension shock absorber according to any one of claims 1 to 7, characterized in that: The guide assembly includes a nut cover threadedly connected to the end of the outer tube. The guide assembly connects the inner tube and the outer tube and provides guidance for the piston rod during axial movement. A plurality of one-way check holes are arranged in the middle of the piston. Both ends of the piston corresponding to the one-way check holes are covered with one-way check valve discs for recovery / compression oil leakage and one-way check.

10. An active hydraulic suspension shock absorber according to any one of claims 1 to 7, characterized in that: One end of the piston rod is connected to the piston, and the other end is connected to the upper bracket after passing through the guide assembly. A lower bracket is fixedly provided on the outer periphery of the outer tube, and a suspension spring coaxially arranged with the piston rod is installed between the upper bracket and the lower bracket. The suspension seat is provided with an oil extraction port and an oil injection port for extracting / injecting oil into the recovery channel and the compression channel corresponding to the recovery channel and the compression channel, and the oil injection port and the oil extraction port are both connected to the oil pump.

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