Driving device and damper damping valve

Abstract

The invention provides a driving device and a shock absorber damping valve, relates to the technical field of shock absorber damping valves, and solves the technical problem that a shock absorber damping valve in the prior art is lack of a driving device for realizing control by using current. The device comprises an armature, a valve rod, a pole shoe sleeve, a magnetic core, an elastic piece and a shell assembly, the armature is located in the shell assembly and can do axial movement in the shell assembly, the pole shoe sleeve is matched with the inner wall of the shell assembly, the magnetic core is matched with the inner wall of the pole shoe sleeve, and the elastic piece is arranged in the shell assembly. The elastic piece is arranged between the magnetic core and the armature, one end of the valve rod is connected with the interior of the armature, and the other end of the valve rod sequentially penetrates through the elastic piece and the magnetic core and is in contact with a pilot stage on a damper valve of the shock absorber.

Description

Technical Field

[0001] The invention relates to the technical field of shock absorber damping valves, and in particular to a driving device and a shock absorber damping valve. Background Art

[0002] Shock absorbers suppress the impact of the road on the vehicle body and are widely used in vehicle suspensions. The damping valve can artificially control the damping output of the shock absorber, thereby affecting the comfort and handling of the passengers. However, its hydraulic damping needs to be controlled by electric current, so it is necessary to design a device that converts the control current into force or displacement, applies it to the valve, and then controls the hydraulic damping of the throttle port, and finally forms the damping adjustment function of the entire damping valve. The device that realizes this function is the valve drive device. Summary of the invention

[0003] The purpose of the present invention is to provide a driving device and a shock absorber damping valve to solve the technical problem that the shock absorber damping valve in the prior art lacks a driving device that uses current to achieve control. The preferred technical solution among the many technical solutions provided by the present invention can produce many technical effects as described in detail below.

[0004] To achieve the above object, the present invention provides the following technical solutions:

[0005] The present invention provides a driving device, comprising an armature, a valve stem, a pole shoe sleeve, a magnetic core, an elastic member and a housing assembly, wherein the armature is located in the housing assembly and can make axial movement in the housing assembly, the pole shoe sleeve cooperates with the inner wall of the housing assembly, the magnetic core cooperates with the inner wall of the pole shoe sleeve, the elastic member is arranged between the magnetic core and the armature, one end of the valve stem is connected to the inside of the armature, and the other end of the valve stem passes through the elastic member and the magnetic core in sequence and contacts with the pilot stage on the shock absorber damping valve.

[0006] Optionally, a first middle hole is provided inside the armature, a second middle hole is provided inside the valve stem, an armature rear chamber exists between the rear end of the armature and the bottom wall of the shell assembly, and a rear end gasket is provided on the bottom wall of the shell assembly, and the pilot stage chamber in the pilot stage is connected to the armature rear chamber through the second middle hole and the first middle hole.

[0007] Optionally, a leakage groove is provided on the outer wall of the armature, an armature front chamber exists between the magnetic core and the armature, and the armature rear chamber is connected to the armature front chamber through the leakage groove.

[0008] Optionally, there is a flow gap between the valve stem and the magnetic core, there is an opening and closing channel between the magnetic core and the pilot stage, and the armature front chamber, the flow gap and the opening and closing channel are connected.

[0009] Optionally, a front end gasket is further included, and the front end gasket is arranged between one end of the elastic member and the end surface of the magnetic core;

[0010] Alternatively, a recessed groove is arranged on the end surface of the magnetic core, the front end gasket is located in the recessed groove, and a receiving groove is arranged inside the front end gasket, and one end of the elastic member is located in the receiving groove.

[0011] Optionally, the housing assembly includes a first housing, a second housing and a third housing, the first housing and the third housing are connected via the second housing, the armature is located in the third housing, and the pole shoe sleeve cooperates with the first housing.

[0012] Optionally, a limiting end ring is provided at the front end of the magnetic core.

[0013] The present invention provides a shock absorber damping valve, which comprises a main stage, a pilot stage and a driving device, wherein the main stage, the pilot stage and the driving device are connected in sequence.

[0014] Optionally, the pilot stage comprises a pilot valve, the pilot valve being in contact with a valve stem on the drive device;

[0015] A small flow passage is arranged between the pilot stage and the third housing on the drive device.

[0016] The present invention provides a driving device, including an armature, a valve stem, a pole shoe sleeve, a magnetic core, an elastic member and a housing assembly, wherein the armature is located in the housing assembly and can move axially in the housing assembly, the pole shoe sleeve cooperates with the inner wall of the housing assembly, the magnetic core cooperates with the inner wall of the pole shoe sleeve, an elastic member is arranged between the magnetic core and the armature, one end of the valve stem is connected to the inside of the armature, and the other end of the valve stem passes through the elastic member and the magnetic core in sequence and is connected to the pilot stage on the shock absorber damping valve. Under the action of electric current, the armature is subjected to two electromagnetic attractive forces, namely, the sharp point of the pole shoe sleeve and the plane of the magnetic core. The electromagnetic combined force of the two is transmitted to the pilot valve in the pilot stage through the valve stem, forming a new force balance with the hydraulic pressure, spring force, etc., and generating an opening displacement, resulting in a change in the damping of the throttle port. When the power is not on, the armature and the valve stem are reset by relying on the elastic force of the elastic member, thereby solving the technical problem of the lack of a driving device that uses electric current to achieve control in the shock absorber damping valve in the prior art. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0018] Figure 1 is a schematic structural diagram of a shock absorber damping valve provided in an embodiment of the present invention;

[0019] Figure 2 is a schematic structural diagram of a driving device provided by an embodiment of the present invention;

[0020] Figure 3 is a structural schematic diagram of a pilot stage of a shock absorber damping valve provided in an embodiment of the present invention;

[0021] Figure 4 is a schematic structural diagram of the generation of electromagnetic driving force in the driving device provided in an embodiment of the present invention;

[0022] Figure 5 It is a schematic diagram of another arrangement structure of the front end gasket in the driving device provided in an embodiment of the present invention.

[0023] In the figure, 1 is the pilot stage; 3 is the valve seat; 4 is the pilot valve; 5 is the first elastic member; 6 is the second elastic member; 7 is the moving part; 11 is the main valve seat; 12 is the main valve; 13 is the main spring; 16 is the driving device; 17 is the first shell; 21 is the third shell; 22 is the rear end gasket; 23 is the armature; 23b is the first middle hole; 24 is the second shell; 25 is the elastic member; 26 is the front end gasket; 27 is the pole shoe sleeve; 28 is the magnetic core; 28a is the flow gap; 29 is the valve stem; 29a is the second middle hole. DETAILED DESCRIPTION

[0024] To make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be described in detail below. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other implementation methods obtained by ordinary technicians in this field without creative work belong to the scope of protection of the present invention.

[0025] In the description of the present invention, it should be noted that, unless otherwise specified, the meaning of "plurality" is two or more; the orientations or positional relationships indicated by the terms "upper", "lower", "left", "right", "inner", "outer", "front end", "rear end", "head", "tail", etc. are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", "third", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0026] In the description of the present invention, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "installation", "connection", and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0027] The driving device of the present application is used to adjust the oil medium pressure between the main stage chamber Vm and the pilot stage chamber Vp of the shock absorber damping valve. It mainly uses the electromagnetic principle to make the moving parts of the magnetic circuit generate displacement and electromagnetic driving force to drive the valve to work.

[0028] The present invention provides a driving device, including an armature 23, a valve stem 29, a pole shoe sleeve 27, a magnetic core 28, an elastic member 25 and a housing assembly, wherein the armature 23 is located in the housing assembly and the armature 23 can make axial movement in the housing assembly, the pole shoe sleeve 27 matches with the inner wall of the housing assembly, the magnetic core 28 matches with the inner wall of the pole shoe sleeve 27, an elastic member 25 is arranged between the magnetic core 28 and the armature 23, one end of the valve stem 29 is connected to the inside of the armature 23, and the other end of the valve stem 29 passes through the elastic member 25 and the magnetic core 28 in sequence and is connected to the pilot stage 1 on the damping valve of the shock absorber. Under the action of the current, the armature 23 is subjected to two electromagnetic attractive forces, the sharp point of the pole shoe sleeve 27 and the plane of the magnetic core 28, and the electromagnetic combined force of the two is transmitted to the pilot valve 4 in the pilot stage 1 through the valve stem 29, forming a new force balance with the hydraulic pressure, the spring force, etc., and generating an opening displacement, resulting in a change in the damping of the throttle port. When no electricity is supplied, the armature 23 and the valve stem 29 are reset by the elastic force of the elastic member 25, thereby solving the technical problem of the lack of a driving device for realizing control by electric current in the shock absorber damping valve in the prior art.

[0029] As an optional implementation, a first middle hole 23b is provided inside the armature 23, a second middle hole 29a is provided inside the valve stem 29, an armature rear chamber Vs exists between the rear end of the armature 23 and the bottom wall of the housing assembly, and a rear end gasket 22 is provided on the bottom wall of the housing assembly to prevent the armature 23 from directly hitting the bottom wall of the housing assembly, so that there is an armature rear chamber Vs with a minimum volume between the armature 23 and the bottom wall of the housing assembly, thereby reducing the degree of influence on the position of the armature 23 under pressure shock; the pilot stage chamber Vp in the pilot stage 1 is connected to the armature rear chamber Vs through the second middle hole 29a and the first middle hole 23b. In order to improve the assemblability and guiding performance of the drive device 16, the valve stem 29 does not penetrate the first middle hole 23b in the armature 23, forming a double-arm beam, and the outer wall surface of the armature 23 and the inner wall surface of the third shell 21 are matched with a small gap, which is used to guide the axial movement of the armature 23 in the shell assembly, and the gap size range is 6 / 1000 to 12 / 1000 of the armature outer diameter d3.

[0030] As an optional implementation, a leakage groove is provided on the outer wall of the armature 23, and there is an armature front chamber Ve between the magnetic core 28 and the armature 23. The armature front chamber Ve has a buffering effect, and the armature rear chamber Vs is connected to the armature front chamber Ve through the leakage groove.

[0031] As an optional implementation, there is a flow gap 28a between the valve stem 29 and the magnetic core 28, and the size of the flow gap 28a is 1 / 20 to 3 / 20 of the outer diameter d1 of the valve stem 29. There is an opening and closing channel between the magnetic core 28 and the pilot stage 1, that is, there is an opening and closing channel between the magnetic core 28 and the pilot valve 4 and the moving part 7. Under the push of the valve stem 29 and the armature 23, the end faces of the pilot valve 4 and the moving part 7 will fit or move away from the end face of the magnetic core 28, so that the opening and closing channel is closed or opened, and the armature front chamber Ve, the flow gap 28a and the opening and closing channel are connected. Therefore, the flow gap 28a is connected or disconnected with the small flow channel Qs through the opening and closing channel.

[0032] As an optional embodiment, a front end gasket 26 is also included, see Figure 4 A front gasket 26 is arranged between one end of the elastic member 25 and the end surface of the magnetic core 28. The elastic member 25 is a conical spring. One end of the elastic member 25 presses against the armature 23, and the other end contacts the front gasket 26, forming an elastic configuration to reset the armature 23 when power is not supplied. Under the action of the elastic member 25, the front gasket 26 always contacts the magnetic core 28, and a flow hole is arranged on the front gasket 26, so that the armature front chamber Ve is connected with the flow gap 28a.

[0033] Or see Figure 5The elastic member 25 is a columnar spring, a recessed groove is provided on the end surface of the magnetic core 28, a front end gasket 26 is located in the recessed groove, and a receiving groove is provided in the front end gasket 26, and one end of the elastic member 25 is located in the receiving groove.

[0034] As an optional embodiment, the housing assembly includes a first housing 17, a second housing 24 and a third housing 21, the first housing 17 and the third housing 21 are connected through the second housing 24, the armature 23 is located in the third housing 21, the pole shoe cover 27 cooperates with the first housing 17, the housing assembly, the magnetic core 28 and the pole shoe cover 27 constitute a movement chamber for the armature 23, the armature 23 is wrapped in the movement chamber, and the electromagnetic driving force of the armature 23 is transmitted by the valve stem 29 of the interference connection. At the same time, it is used to cover the armature to achieve the connection of the magnetic circuit.

[0035] The magnetic circuit is the core conversion element of the solenoid valve to convert the control current into controllable damping. Its basic principle is that the electromagnetic force will act in the direction of reducing the magnetic resistance of the movable part. Therefore, in order to ensure that the magnetic circuit passes through the armature 23, the second shell 24 is made of non-magnetic material, and the other magnetic circuit parts are made of soft magnetic materials to reduce hysteresis. In order to ensure the connection strength and oil sealing of the second shell 24 with the first shell 17 and the third shell 21, a brazing process is used to melt the brazing material under high temperature and fill the matching micro gap under the capillary action of the liquid.

[0036] As an optional implementation, a limiting end ring is provided at the front end of the magnetic core 28. The pole shoe cover 27 and the magnetic core 28 of the magnetic circuit are two different components, and the main purpose is to reduce the deformation of the pole shoe tip by using the assembly of micro-interference to constrain radial deformation and the axial contact hard limit through the limiting end ring for assembly.

[0037] The present invention provides a shock absorber damping valve, comprising a main stage, a pilot stage 1 and a drive device 16, which are connected in sequence. The pilot stage 1 controls the size of the valve throttle through the drive device 16 to form a corresponding pilot chamber hydraulic damping. There is a throttling hole between the pilot chamber and the main chamber, so that the pilot damping and the main chamber damping are associated together, and the pressure control of the pilot stage can indirectly control the main stage damping to form a corresponding damping valve characteristic curve. The drive device 16 controls the pilot stage valve opening, adjusts the pilot chamber pressure, and then acts on the main stage valve, causing the damping of the damping valve to change, which ultimately affects the damping force of the shock absorber. The key component of the drive device 16, the armature 23, is the core of forming the driving displacement or force.

[0038] As an optional implementation, Figure 3In the embodiment, the pilot stage 1 includes a pilot valve 4, which contacts the valve stem 29 on the driving device 16; a small flow channel Qs is provided between the pilot stage 1 and the third housing 21 on the driving device 16. The pilot stage 1 includes a pilot valve 4, a moving part 7, a first elastic part 5, a second elastic part 6 and a valve seat 3, and the rear end face of the pilot valve 4 contacts the top end of the valve stem 29 for transmitting the driving force. The pilot valve 4 and the moving part 7 are clearance-matched and the pilot valve 4 can move axially relative to the moving part 7, while the moving part 7 and the valve seat 3 are also clearance-matched and the moving part 7 can move axially relative to the valve seat 3, and both can play a certain degree of guiding and small annular gap throttling role. The top step of the pilot valve 4 will contact the second elastic part 6 under the action of the driving force, and the second elastic part 6 and the first elastic part 5 are connected in series by the moving part 7, one end of the first elastic part 5 is placed in the annular groove of the valve seat 3, and the other end is installed on the step of the moving part 7, and the second elastic part 6 is assembled on the moving part 7 by riveting. Therefore, after the pilot valve 4 contacts the second elastic member 6, it forms an integral spring arrangement with the moving component 7 and the first elastic member 5. Under the force balance formed by the driving force F, the reaction R and the spring arrangement force, the throttling opening s between the pilot valve 4 and the valve seat 3 changes, forming a pilot chamber pressure Pp under the corresponding small flow channel Qs.

[0039] The armature rear chamber Vs is connected to the pilot chamber Vp, and the oil medium flows through the middle hole of the second elastic member 6 of the channel, the middle hole of the pilot valve 4, the second middle hole 29a of the valve stem 29, and the first middle hole 23b of the armature 23 in sequence, so that the oil flows in and out, and then fills the cavity space. The armature front chamber Ve is connected to the small flow channel Qs through a series of holes and gaps of different shapes. The flow gap 28a between the outer wall of the valve stem 29 and the inner wall of the magnetic core 28 is slightly larger than the gap used for guidance. The front and rear chambers of the armature are connected to the external oil flow cavity, which can form a hydraulic cavity damping to buffer the position change of the armature 23 under the impact of oil pressure.

[0040] Figure 3The spring arrangement resultant force Fs shown is opposite to the direction of action of the driving force F, and the overall reaction force R=F-Fs, so the size of Fs will affect the control ability of the driving F on the reaction force R. Therefore, in terms of design, the stiffness of the first elastic member 5 and the second elastic member 6 can be adjusted to regulate the intensity of the action of F on R. In addition, the pilot goal is to achieve the regulation of the pilot pressure Pp, but the structural space of the pilot stage 1 is relatively small, which will limit the flow of oil and the size of the design structure. In the range of a small throttling opening s, the pilot valve 4, the valve stem 29, and the armature 23 are connected as a moving whole. Although the pressure acts on each oil contact surface, the internal oil pressure can offset each other and has no effect on the displacement of the interconnected rigid parts. Therefore, combined with the intermediate hole connecting the pilot pressure Pp and the armature rear chamber pressure Ps, that is, Pp≈Ps, the pressure feedback area A is approximately f(d3,d4)=π / 4×(d42-d3 2 ), that is, the valve opening pressure level of the pilot pressure Pp can be controlled by adjusting the throttle diameter d4 of the valve seat 3.

[0041] Theoretically, there is no size range limit for the effective pressure feedback area A, but in practice, considering the structural space of the pilot stage 1 and the limitations of the force F driving capacity, at least A ≥ 0 is required to achieve the pilot control function. In addition, if A is too small, the stability of the pressure Pp will be affected, and its specific value needs to be determined by trial production of samples of different sizes. Within the effective range of the feedback area A, the smaller its value, the higher the pressure value of the valve opening, but it will be limited by the above-mentioned lower limit of the stable size, and the specific size will be determined by the adjustment range of the damping valve.

[0042] Because the pilot stage chamber Vp and the armature rear chamber Vs are hydraulically connected via a series of intermediate holes, the pressure change of the pilot pressure Pp will be fed back to the armature rear chamber pressure Ps. In order to reduce this pressure feedback, a leakage groove can be arranged on the side wall of the armature 23. The leakage groove connects the armature rear chamber Vs and the armature front chamber Ve, providing a flow path for the oil medium to flow from the pilot stage chamber Vp through the armature rear chamber Vs and the armature front chamber Ve, and then out of the damping valve.

[0043] The gap between the middle hole of the front gasket 26 and the outer wall of the valve stem 29 is significantly smaller than the gap between the inner wall of the magnetic core 28 and the outer wall of the valve stem 29. The former is a radial positioning function to prevent the eccentric elastic force of the elastic member 25 from causing the front gasket 26 to deviate too much from the axis, while the latter is a gap oil flow, so that the armature front chamber Ve is connected to the external flow channel. The outer diameter d1 of the valve stem 29, the inner diameter d2 of the rear gasket 22, and the outer diameter d3 of the armature 23 are several diameter sizes. When the armature 23 contacts the end face of the rear gasket 22, its rear end pressure surface is the area corresponding to d2, and when the end faces of the two are not in contact, the rear end pressure surface is the area corresponding to d3. Because it is inevitable to have a contact surface to achieve axial hard limit, when the limit surface contacts, the switching of the oil pressure pressure surface will inevitably cause the armature 23 to be subjected to force fluctuations, causing a certain degree of impact. At this time, the oil in the armature rear chamber Vs will absorb a certain amount of impact energy, thereby reducing the fluctuation.

[0044] Figure 1 In the embodiment, the overall flow Q of the shock absorber damping valve will form two oil paths, one is the large flow Qp flowing out from the channel between the main valve seat 11 and the main valve 12 in the main stage, and the other is the small flow channel Qs formed by the second elastic member 6, the pilot valve 4, the valve seat 3 and the first housing 17 in the pilot stage 1, forming an outlet pressure Pout. The small flow channel Qs flows through different throttle ports s of the pilot valve 4 and the valve seat 3, and generates a pilot pressure Pp under the action of hydraulic damping, wherein the throttle port s is determined by the force balance of the driving force F of the driving device 16, the spring arrangement force Fs and the hydraulic feedback force R. The pilot pressure Pp will achieve pressure connection through the throttle holes of the main stage and the pilot stage 1 on the valve seat 3, and be converted into the rear end back pressure Pm of the main valve 12, and together with the elastic force of the main spring 13, the annular cavity pressure Pb between the main valve 12 and the main valve seat 11, and the inlet pressure Pin borne by the front of the main valve 12, form a force balance of the main valve 12, and finally make the inlet pressure Pin under the main flow Qp.

[0045] The damping valve of the shock absorber of the present application is a driving device 16 that controls the opening of the pilot stage valve, adjusts the pilot pressure Pp, and then acts on the main stage valve, causing the damping of the damping valve to change, and finally affects the damping force of the shock absorber. The key component of the driving device, the armature 23, is the core of forming the driving displacement or force. The armature 23 is guided by using a certain length of small clearance between the outer wall of the armature 23 and the inner wall of the third shell 21.

[0046] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A driving device, characterized in that: It comprises an armature (23), a valve stem (29), a pole shoe sleeve (27), a magnetic core (28), an elastic member (25) and a housing assembly, wherein: The armature (23) is located in the housing assembly and the armature (23) can move axially in the housing assembly, the pole shoe sleeve (27) cooperates with the inner wall of the housing assembly, the magnetic core (28) cooperates with the inner wall of the pole shoe sleeve (27), the elastic member (25) is arranged between the magnetic core (28) and the armature (23), one end of the valve stem (29) is connected to the inside of the armature (23), and the other end of the valve stem (29) passes through the elastic member (25) and the magnetic core (28) in sequence and contacts with the pilot stage (1) on the shock absorber damping valve.

2. The driving device according to claim 1, characterized in that: The armature (23) is provided with a first middle hole (23b) inside, the valve stem (29) is provided with a second middle hole (29a) inside, an armature rear chamber (Vs) is provided between the rear end of the armature (23) and the bottom wall of the housing assembly, and a rear end gasket (22) is provided on the bottom wall of the housing assembly, and the pilot stage chamber (Vp) in the pilot stage (1) is connected to the armature rear chamber (Vs) via the second middle hole (29a) and the first middle hole (23b).

3. The driving device according to claim 2, characterized in that: The outer wall of the armature (23) is provided with a leakage groove, an armature front chamber (Ve) exists between the magnetic core (28) and the armature (23), and the armature rear chamber (Vs) is connected to the armature front chamber (Ve) through the leakage groove.

4. The driving device according to claim 3, characterized in that: There is a flow gap (28a) between the valve stem (29) and the magnetic core (28), there is an opening and closing channel between the magnetic core (28) and the pilot stage (1), and the armature front chamber (Ve), the flow gap (28a) and the opening and closing channel are connected.

5. The driving device according to claim 1, characterized in that: It also includes a front end gasket (26), which is arranged between one end of the elastic member (25) and the end surface of the magnetic core (28); Alternatively, a recessed groove is provided on the end surface of the magnetic core (28), the front end gasket (26) is located in the recessed groove, and a receiving groove is provided inside the front end gasket (26), and one end of the elastic member (25) is located in the receiving groove.

6. The driving device according to claim 1, characterized in that: The housing assembly comprises a first housing (17), a second housing (24) and a third housing (21); the first housing (17) and the third housing (21) are connected via the second housing (24); the armature (23) is located in the third housing (21); and the pole shoe sleeve (27) cooperates with the first housing (17).

7. The driving device according to claim 1, characterized in that: A limiting end ring is provided at the front end of the magnetic core (28).

8. A shock absorber damping valve, characterized in that: It comprises a main stage, a pilot stage (1) and a driving device (16) as described in any one of claims 1 to 7, wherein the main stage, the pilot stage (1) and the driving device (16) are connected in sequence.

9. The shock absorber damping valve according to claim 8, characterized in that: The pilot stage (1) comprises a pilot valve (4), wherein the pilot valve (4) is in contact with a valve stem (29) on the drive device (16); A small flow passage (Qs) is provided between the pilot stage (1) and the third housing (21) on the drive device (16).

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