Damping-adjustable shock absorber

Abstract

The invention provides a damping-adjustable shock absorber. The damping-adjustable shock absorber comprises a pilot valve assembly and a main valve assembly. The pilot valve assembly includes a housing assembly including a first pilot housing and a second pilot housing and a control assembly. The main valve assembly comprises a main valve sub-assembly and a piston. The main valve sub-assembly comprises a main valve element, a main shell and a main valve plate. The second pilot shell is sleeved with the main valve element. The main housing includes a main end wall and a main peripheral wall. The main end wall covers one axial end portion of the main valve core. The main peripheral wall is arranged on the main valve element in a sleeving mode and used for guiding the main valve element to move in the axial direction of the shell assembly. And the main valve plate covers the other axial end part of the main valve core. The main valve element, the main shell, the main valve plate and the second pilot shell jointly define a control cavity. The pressure in the control cavity directly acts on the main valve plate, and the control assembly can adjust the pressure in the control cavity.

Description

Technical Field

[0001] The present application relates to the field of shock absorbers, and more specifically to a shock absorber with adjustable damping. Background Art

[0002] The Chinese invention patent application with publication number CN105940239A discloses a controllable vibration damper for a motor vehicle. The pilot chamber is formed by a base, a cylindrical side wall and a dimensionally stable cover. The dimensionally stable cover is arranged so as to be able to move axially relative to the fastening pin, and the pilot pressure in the pilot chamber acts on the dimensionally stable cover in the direction of the valve seat.

[0003] However, the controllable vibration damper described above is relatively expensive. For example, in the first embodiment, in order to establish or maintain the pilot pressure in the pilot chamber, the interface between the inner circumference of the dimensionally stable cover and the outer circumference of the sleeve needs to form a sealing interface. The dimensionally stable cover and the sleeve need to have high processing accuracy, resulting in a high cost for the controllable vibration damper. Summary of the invention

[0004] This application is made in view of the above-mentioned state of the prior art. The purpose of this application is to provide a damping adjustable shock absorber, which can overcome at least one of the disadvantages described in the above-mentioned background technology.

[0005] In order to achieve the above objectives, this application adopts the following technical solutions.

[0006] The present application provides a damping adjustable shock absorber as follows, comprising: a pilot valve assembly, which comprises a housing assembly and a control assembly, the housing assembly comprises a first pilot housing and a second pilot housing, the control assembly is accommodated in the first pilot housing; and a main valve assembly, which comprises a main valve subassembly and a piston, the main valve subassembly comprises a main valve core, a main housing and a main valve plate, the main valve core is sleeved in the second pilot housing, the main housing comprises a main end wall and a main peripheral wall, the main end wall covers an axial end of the main valve core, the main peripheral wall is sleeved on the main valve core, and is used to guide the main valve core along the housing assembly The main valve disc covers the other axial end of the main valve core, the main valve core, the main housing, the main valve disc and the second pilot housing jointly define a control chamber, the piston defines a main input flow channel, the main valve disc can be pressed against the piston by the main valve core, so that the main valve disc closes the main input flow channel, and the main valve disc can be at least partially separated from the piston, so that the spaces on both axial sides of the piston are connected via the main input flow channel, wherein the pressure in the control chamber directly acts on the main valve disc, and the control assembly can adjust the pressure in the control chamber.

[0007] In an optional solution, an inner circumference of the main valve core and an outer circumference of the second pilot housing are spaced apart from each other.

[0008] In another optional scheme, the main valve subassembly also includes a main spring, which is sleeved on the second pilot housing, and the main valve core includes a base and an inner flange portion, the base is cylindrical, the outer circumferential surface of the base abuts against the inner circumferential surface of the main circumferential wall, the inner flange portion protrudes radially inward from the inner circumferential surface of the base, and the main spring presses against the inner flange portion.

[0009] In another optional scheme, the main valve core also includes an end flange portion, which protrudes from the other axial end of the base along the axial direction of the main valve core and extends in a ring shape along the circumference of the main valve core. The inner circumferential surface of the end flange portion is formed as a gradually expanding conical surface, so that the thickness of the end flange portion in the radial direction of the main valve core gradually decreases toward the main valve plate side, and the end flange portion presses against the main valve plate.

[0010] In another optional scheme, the main valve plate is annular, and the main valve plate is sleeved on the second pilot housing. The inner periphery of the main valve plate is fixed to the second pilot housing, and the outer periphery of the main valve plate can swing relative to the inner periphery of the main valve plate, so that the outer periphery of the main valve plate can be separated from the piston.

[0011] In another optional scheme, the two main valve sub-assemblies are respectively arranged on both axial sides of the piston, and the main valve sub-assembly also includes a pilot check valve plate, the main housing defines a pilot input flow channel, and the pilot check valve plate is installed on the pilot input flow channel. The pilot check valve plate can press against the main housing to close the pilot input flow channel, and the pilot check valve plate can be at least partially separated from the main housing, so that the hydraulic fluid on the axial side of the piston can flow into the control chamber via the pilot input flow channel.

[0012] In another optional scheme, the pilot check valve plate is annular, and the pilot check valve plate is sleeved on the second pilot housing. The inner periphery of the pilot check valve plate is fixed to the main housing, and the outer periphery of the pilot check valve plate can swing relative to the inner periphery of the pilot check valve plate, so that the outer periphery of the pilot check valve plate can be separated from the main housing.

[0013] In another optional scheme, the piston is sleeved in the second pilot housing, and the pilot valve assembly also includes an overflow assembly, which is arranged on the radial inner side of the first pilot housing and on the outside of the second pilot housing. The overflow assembly includes an overflow check valve plate and an overflow valve disc. The overflow valve disc is provided with an overflow hole, and the overflow hole penetrates the overflow valve disc along the axial direction of the overflow valve disc. The overflow check valve plate can press the overflow valve disc so that the overflow check valve plate closes the overflow hole, and the overflow check valve plate can be at least partially separated from the overflow valve disc, so that the hydraulic fluid in the control chamber flows into the axial side space of the piston through the overflow hole.

[0014] In another optional scheme, the pilot valve assembly also includes an actuating assembly, which includes an iron core, the overflow check valve plate and the overflow valve disc are annular, and the overflow check valve plate and the overflow valve disc are sleeved on the iron core or the second pilot housing, the inner periphery of the overflow check valve plate is fixed to the overflow valve disc, and the outer periphery of the overflow check valve plate can swing relative to the inner periphery of the overflow check valve plate, so that the outer periphery of the overflow check valve plate can be separated from the overflow valve disc.

[0015] In another optional scheme, the pilot valve assembly also includes an actuating assembly, and the control assembly includes a pilot valve core, the pilot valve core is used to define a first working gap and a second working gap, the area of ​​the flow cross-section of the first working gap is variable, and the area of ​​the flow cross-section of the second working gap is predetermined, the actuating assembly is used to actuate the pilot valve core to change the area of ​​the flow cross-section of the first working gap, the pilot valve core is configured to limit the first working gap when the actuating assembly is in an energized state, so that the control assembly can adjust the pressure in the control chamber through the first working gap, and the pilot valve core is configured to limit the second working gap when the actuating assembly is in a de-energized state, so that the pilot valve assembly can limit the pressure in the control chamber through the second working gap.

[0016] By adopting the above technical solution, the main valve core, the main housing, the main valve plate and the housing assembly (the second pilot housing) are jointly defined in the control chamber, and the damping oil can directly act on the main valve plate, so that there is no need to form a sealing interface between the main valve core and the housing assembly (the second pilot housing), and the damping adjustable shock absorber can have a lower cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 A cross-sectional view of the adjustable damping shock absorber according to the first embodiment of the present application is shown, wherein the adjustable damping shock absorber is compressed in a normal mode.

[0018] Figure 2 Shows Figure 1 Cross-sectional view of the adjustable damping shock absorber in which the adjustable damping shock absorber rebounds in normal mode.

[0019] Figure 3 Shows Figure 1 A cross-sectional view of an adjustable damping shock absorber in which the adjustable damping shock absorber is in safety mode.

[0020] Figure 4 A schematic diagram of a pilot valve core of a damping adjustable shock absorber according to a second embodiment of the present application is shown.

[0021] Description of Reference Numerals

[0022] 1 pilot valve assembly;

[0023] 11 housing assembly; 111 first pilot housing; 112 second pilot housing;

[0024] 12 actuating assembly; 121 first iron core; 122 second iron core; 123 coil; 124 armature;

[0025] 13 control assembly; 131 pilot valve core; 132 pilot valve seat; 133 pilot spring; 134 flange; 13a notch;

[0026] 14 overflow assembly; 141 overflow compression check valve plate; 142 overflow rebound check valve plate; 143 overflow compression valve disc; 144 overflow rebound valve disc; 14a compression overflow hole; 14b rebound overflow hole;

[0027] 2 Main valve assembly;

[0028] 21 compression assembly; 211 compression valve core; 212 compression housing; 213 compression spring; 214 compression valve plate; 215 pilot rebound check valve plate; 216 compression base; 217 compression inner flange; 218 compression end flange; 21a compression end wall; 21b compression peripheral wall;

[0029] 22 rebound assembly; 221 rebound valve core; 222 rebound housing; 223 rebound spring; 224 rebound valve plate; 225 pilot compression check valve plate; 226 rebound base; 227 rebound inner flange; 228 rebound end flange; 22a rebound end wall; 22b rebound peripheral wall;

[0030] 23 pistons;

[0031] P1 pilot compression input flow channel; P2 pilot rebound input flow channel; P3 pilot rebound control flow channel; P4 pilot compression control flow channel; P5 overflow input flow channel; P6 overflow flow channel; P7 overflow compression output flow channel; P8 overflow rebound output flow channel; P9 main compression input flow channel; P10 main rebound input flow channel;

[0032] C1 first working chamber; C2 second working chamber; C3 main compression chamber; C4 main rebound chamber; C5 compression control chamber; C6 rebound control chamber;

[0033] S1 first working gap; S2 second working gap;

[0034] A is axial; R is radial; C is circumferential. DETAILED DESCRIPTION

[0035] The exemplary embodiments of the present application are described below with reference to the accompanying drawings. It should be understood that these specific descriptions are only used to teach those skilled in the art how to implement the present application, and are not intended to exhaust all feasible methods of the present application, nor to limit the scope of the present application.

[0036] In the present application, unless otherwise specified, "one defines a certain flow channel or a certain gap" means that the flow channel or gap is at least partially defined by one, "one and the other jointly define a certain flow channel or gap" means that the flow channel or gap is at least partially defined by one and the other, and "one alone defines a certain flow channel" means that the entire flow channel is defined by one.

[0037] (First embodiment)

[0038] Figures 1 to 3 A damping adjustable shock absorber according to a first embodiment of the present application is shown, in particular, a solenoid valve damping adjustable shock absorber suitable for a vehicle.

[0039] The adjustable damping shock absorber may include a pilot valve assembly 1, a main valve assembly 2 and a cylinder (not shown in the figure). The cylinder is used to contain damping oil (an example of hydraulic fluid), and the pilot valve assembly 1 and the main valve assembly 2 may be integrally arranged in the cylinder.

[0040] The pilot valve assembly 1 may include a housing assembly 11 , an actuating assembly 12 , a control assembly 13 and a relief assembly 14 .

[0041] The housing assembly 11 may include a first pilot housing 111 and a second pilot housing 112. Specifically, the first pilot housing 111 may be cylindrical, which may define an overflow compression output flow channel P7. The overflow compression output flow channel P7 may penetrate the peripheral wall of the first pilot housing 111 in the radial direction R, and a plurality of overflow compression output flow channels P7 may be evenly spaced and arranged in the circumferential direction. The second pilot housing 112 may be a hollow stepped shaft, which may define a pilot rebound control flow channel P3, a pilot compression control flow channel P4, an overflow input flow channel P5, and an overflow rebound output flow channel P8. The pilot rebound control flow channel P3 and the pilot compression control flow channel P4 may extend in the radial direction R, and the overflow input flow channel P5 and the overflow rebound output flow channel P8 may extend in the axial direction A. The overflow input flow channel P5 may be coaxially arranged with the second pilot housing 112, and the pilot rebound control flow channel P3 and the pilot compression control flow channel P4 may be connected to each other via the overflow input flow channel P5. The first pilot housing 111 can be sleeved on an end portion of one axial side of the second pilot housing 112 ( Figures 1 to 3 the upper end of the middle).

[0042] The actuator assembly 12 may include a first core 121, a second core 122, a coil 123, and an armature 124. Specifically, the coil 123 is used to generate magnetic flux. The first core 121 may be mounted on an end portion of one axial side of the coil 123 ( Figures 1 to 3 The second core 122 can be installed at the end of the coil 123 on the other side of the axial direction ( Figures 1 to 3 The armature 124 may be disposed radially inward of the coil 123. The first pilot housing 111 may be sleeved on the actuating assembly 12, and the magnetic flux may pass through the first pilot housing 111, the first iron core 121, the second iron core 122 and the armature 124 to form a closed magnetic circuit.

[0043] The control assembly may include a pilot valve core 131, a pilot valve seat 132, and a pilot spring 133. Specifically, the pilot valve core 131 and the pilot valve seat 132 may define a first working gap S1 together. The pilot valve core 131 and the pilot valve seat 132 may be coaxially arranged with each other, and an end portion ( Figures 1 to 3 The upper end portion in the middle) and the end portion on the other axial side of the pilot valve core 131 ( Figures 1 to 3 The lower end of the pilot spring 133 can be close to each other to form an annular first working gap S1. Figures 1 to 3 The upper end of the pilot spring 133 can abut against the pilot valve core 131, and the other axial end of the pilot spring 133 ( Figures 1 to 3 The lower end of the valve body 120 can abut against the pilot valve seat 132.

[0044] The pilot valve core 131 may define an overflow channel P6. The overflow channel P6 may pass through the pilot valve core 131 along the axial direction A, and a plurality of overflow channels P6 may be evenly spaced and arranged in the circumferential direction. The pilot valve core 131 may define a second working gap S2 together with the second pilot housing 112. The second pilot housing 112 may be sleeved on the pilot valve core 131, and a second working gap S2 extending along the axial direction A may be formed between the inner circumference of the second pilot housing 112 and the outer circumference of the pilot valve core 131. As an example, the second working gap S2 may be formed by forming a groove extending along the axial direction A on the inner circumferential surface of the second pilot housing 112 and / or the outer circumferential surface of the pilot valve core 131.

[0045] The area of ​​the flow cross section of the first working gap S1 is variable. Specifically, the pilot spring 133 can be configured to be in a compressed state, which can provide the pilot valve core 131 with an axial direction ( Figures 1 to 3 The pilot valve core 131 can be fixed to the armature 124. When the coil 123 is energized, the armature 124 can provide the pilot valve core 131 with a force toward the other side ( Figures 1 to 3 By adjusting the current of the coil 123, the pilot valve core 131 can move along the axial direction A, so that the pilot valve core 131 and the pilot valve seat 132 are close to or away from each other. The larger the current in the coil 123, the closer the pilot valve core 131 is to the pilot valve seat 132, and the smaller the area of ​​the flow cross section of the first working gap S1, and vice versa.

[0046] The overflow assembly 14 may include an overflow compression check valve plate 141 (an example of an overflow check valve plate), an overflow rebound check valve plate 142 (an example of an overflow check valve plate), an overflow compression valve disc 143 (an example of an overflow valve disc), and an overflow rebound valve disc 144 (an example of an overflow valve disc). Specifically, the overflow assembly 14 may be located radially inside the first pilot housing 111 and outside the second pilot housing 112. The overflow compression valve disc 143 may be provided with a plurality of compression overflow holes 14a, and the compression overflow holes 14a may penetrate the overflow compression valve disc 143 along the axial direction A. The overflow rebound valve disc 144 may be provided with a plurality of rebound overflow holes 14b, and the rebound overflow holes 14b may penetrate the overflow rebound valve disc 144 along the axial direction A. The annular overflow compression check valve plate 141 and the annular overflow compression valve disc 143 may be sleeved on the end portion on the other axial side of the second iron core 122 ( Figures 1 to 3 The overflow compression check valve plate 141 can be arranged on one axial side of the overflow compression valve disc 143 ( Figures 1 to 3The inner circumference of the overflow compression check valve plate 141 can be fixed to the overflow compression valve disc 143. The outer circumference of the overflow compression check valve plate 141 can press against the overflow compression valve disc 143 when closed to close the compression overflow hole 14a, and separate from the overflow compression valve disc 143 when opened. The annular overflow rebound check valve plate 142 and the annular overflow rebound valve disc 144 can be sleeved on the end of one axial side of the second pilot housing 112 ( Figures 1 to 3 The overflow rebound check valve plate 142 can be arranged on the other axial side of the overflow rebound valve disc 144 ( Figures 1 to 3 The inner periphery of the overflow rebound check valve plate 142 may be fixed to the overflow rebound valve disc 144. The outer periphery of the overflow rebound check valve plate 142 may press against the overflow rebound valve disc 144 when closed to close the rebound overflow hole 14b, and may be separated from the overflow rebound valve disc 144 when opened.

[0047] The main valve assembly 2 may include a compression assembly 21 (an example of a main valve subassembly), a rebound assembly 22 (an example of a main valve subassembly), and a piston 23 .

[0048] The compression assembly 21 may include a compression valve core 211 (an example of a main valve core), a compression housing 212 (an example of a main housing), a compression spring 213 (see Figure 3 , Figure 1 and Figure 2 , an example of a main spring), a compression valve plate 214 (an example of a main valve plate) and a pilot rebound check valve plate 215 (an example of a pilot check valve plate). Specifically, the compression valve core 211, the compression housing 212, the compression spring 213, the compression valve plate 214 and the pilot rebound check valve plate 215 can be sleeved in the second pilot housing 112, and the inner periphery of the compression valve core 211 and the outer periphery of the second pilot housing 112 can be spaced apart from each other. The compression housing 212 may include a compression end wall 21a (an example of a main end wall) perpendicular to the axial direction A and a cylindrical compression peripheral wall 21b (an example of a main peripheral wall), and the compression peripheral wall 21b may extend from the compression end wall 21a to the other side of the axial direction ( Figures 1 to 3 The compression end wall 21a can cover one axial end ( Figures 1 to 3 The compression peripheral wall 21b can be sleeved on the compression valve core 211 to guide the compression valve core 211 to move along the axial direction A. The compression valve plate 214 can cover the other axial end of the compression valve core 211 ( Figures 1 to 3The lower end in the middle). The inner periphery of the compression valve plate 214 can be fixed to the second pilot housing 112. The outer periphery of the compression valve plate 214 can swing relative to the inner periphery, so that the outer periphery of the compression valve plate 214 can press against the piston 23 or be spaced apart from the piston 23. The compression valve core 211, the compression housing 212, the compression valve plate 214 and the second pilot housing 112 can jointly define the compression control chamber C5. The compression housing 212 can define a pilot rebound input flow channel P2 (an example of a pilot input flow channel), and the pilot rebound input flow channel P2 can penetrate the compression peripheral wall 21b in the radial direction R. The pilot rebound check valve plate 215 can be installed on the pilot rebound input flow channel P2. The inner periphery of the pilot rebound check valve plate 215 can be fixed to the compression housing 212. The outer periphery of the pilot rebound check valve plate 215 can swing relative to the inner periphery, so that the pilot rebound check valve plate 215 presses against the compression housing 212 or is spaced apart from the compression housing 212. Figures 1 to 3 The upper end of the spring 213 can press against the pilot rebound check valve plate 215, and the other axial end of the compression spring 213 ( Figures 1 to 3 The lower end of the valve core 211 can be pressed against the compression valve core 211.

[0049] Further, the compression valve core 211 may include a compression base 216 (an example of a base), a compression inner flange 217 (an example of an inner flange), and a compression end flange 218 (an example of an end flange). Specifically, the compression base 216 may be cylindrical, and the outer peripheral surface of the compression base 216 may abut against the inner peripheral surface of the compression peripheral wall 21b. The compression inner flange 217 may protrude radially inward from the inner peripheral surface of the compression base 216 and extend in a ring shape in the circumferential direction C. The other axial end ( Figures 1 to 3 The lower end of the inner flange portion 217 can be pressed against the axial end surface of the compression inner flange portion 217 ( Figures 1 to 3 The compression end flange portion 218 can be formed from the other axial end ( Figures 1 to 3 The lower end of the axis) to the other side ( Figures 1 to 3 The compression end flange portion 218 may have a protrusion toward the other axial side ( Figures 1 to 3 The tapered inner circumferential surface gradually expands so that the thickness of the compression end flange portion 218 in the radial direction R increases toward the other axial side ( Figures 1 to 3 The lower side of the image gradually decreases.

[0050] The rebound assembly 22 may include a rebound valve core 221 (an example of a main valve core), a rebound housing 222 (an example of a main housing), a rebound spring 223 (an example of a main spring), a rebound valve plate 224 (an example of a main valve plate) and a pilot compression check valve plate 225 (an example of a pilot check valve plate). Specifically, the rebound valve core 221, the rebound housing 222, the rebound spring 223, the rebound valve plate 224 and the pilot compression check valve plate 225 may be sleeved on the second pilot housing 112, and the inner periphery of the rebound valve core 221 and the outer periphery of the second pilot housing 112 may be spaced apart from each other. The rebound housing 222 may include a rebound end wall 22a (an example of a main end wall) perpendicular to the axial direction A and a cylindrical rebound peripheral wall 22b (an example of a main peripheral wall), and the rebound peripheral wall 22b may be extended from the rebound end wall 22a to one side of the axial direction ( Figures 1 to 3 The rebound end wall 22a can cover the other axial end ( Figures 1 to 3 The rebound peripheral wall 22b may be sleeved on the rebound valve core 221 to guide the rebound valve core 221 to move along the axial direction A. The rebound valve sheet 224 may cover one axial end of the rebound valve core 221 ( Figures 1 to 3 The upper end in the middle). The inner periphery of the rebound valve plate 224 can be fixed to the second pilot housing 112. The outer periphery of the rebound valve plate 224 can swing relative to the inner periphery, so that the outer periphery of the rebound valve plate 224 can press against the piston 23 or be spaced apart from the piston 23. The rebound valve core 221, the rebound housing 222, the rebound valve plate 224 and the second pilot housing 112 can jointly define the rebound control chamber C6. The rebound housing 222 can define a pilot compression input flow channel P1 (an example of a pilot input flow channel), and the pilot compression input flow channel P1 can pass through the rebound end wall 22a along the axial direction A. The pilot compression check valve plate 225 can be installed on the pilot compression input flow channel P1. The inner periphery of the pilot compression check valve plate 225 can be fixed to the rebound housing 222. The outer periphery of the pilot compression check valve plate 225 can swing relative to the inner periphery, so that the pilot compression check valve plate 225 presses against the rebound housing 222 or is spaced apart from the rebound housing 222. Figures 1 to 3 The lower end of the spring 223 can press against the pilot compression check valve plate 225, and the axial end of the rebound spring 223 ( Figures 1 to 3 The upper end of the valve body 220 can press the rebound valve core 221.

[0051] Further, the rebound valve core 221 may include a rebound base 226 (an example of a base), a rebound inner flange 227 (an example of an inner flange), and a rebound end flange 228 (an example of an end flange). Specifically, the rebound base 226 may be cylindrical, and the outer peripheral surface of the rebound base 226 may abut against the inner peripheral surface of the rebound peripheral wall 22b. The rebound inner flange 227 may protrude radially inward from the inner peripheral surface of the rebound base 226 and extend in a ring shape in the circumferential direction C. The axial end ( Figures 1 to 3 The upper end of the inner flange portion 227 can be abutted against the other axial end surface of the rebound inner flange portion 227 ( Figures 1 to 3 The rebound end flange portion 228 can be formed from one axial end ( Figures 1 to 3 The upper end of the Figures 1 to 3 The rebound end flange portion 228 may have a protrusion toward one side in the axial direction (the upper side in the middle) and extend in a ring shape in the circumferential direction C. Figures 1 to 3 The tapered inner circumferential surface gradually expands so that the thickness of the rebound end flange portion 228 in the radial direction R increases toward the axial side ( Figures 1 to 3 The upper side of the image gradually decreases.

[0052] The piston 23 may be confined between the compression assembly 21 and the rebound assembly 22. Specifically, the piston 23 may be sleeved on the second pilot housing 112. The compression assembly 21 may be located on one axial side of the piston 23 ( Figures 1 to 3 The rebound assembly 22 may be located on the other axial side of the piston 23 ( Figures 1 to 3 The piston 23 and the compression valve plate 214 may jointly define the main compression chamber C3. The compression valve plate 214 may cover one axial end of the piston 23 ( Figures 1 to 3 The annular hollow area between the compression valve plate 214 and the piston 23 can be formed as the main compression chamber C3. The piston 23 and the rebound valve plate 224 can jointly define the main rebound chamber C4. The rebound valve plate 224 can cover the other axial end ( Figures 1 to 3 The annular hollow area between the rebound valve plate 224 and the piston 23 can be formed as the main rebound chamber C4.

[0053] The piston 23 can separate the cylinder into a first working chamber C1 and a second working chamber C2. Specifically, the cylinder can be sealed on the piston 23. The cylinder is located on one axial side of the piston 23 ( Figures 1 to 3 The hollow area on the upper side of the cylinder 23 can be formed as a first working chamber C1, and the other axial side of the cylinder 23 ( Figures 1 to 3The hollow area of ​​the piston 23 (lower side) can be formed as the second working chamber C2. The piston 23 can define a main compression input flow channel P9, and the second working chamber C2 can communicate with the main compression chamber C3 via the main compression input flow channel P9. The piston 23 can define a main rebound input flow channel P10, and the first working chamber C1 can communicate with the main rebound chamber C4 via the main rebound input flow channel P10.

[0054] The damping adjustable shock absorber can operate in normal mode or safety mode. Specifically, in normal mode, the coil 123 can be in a power-on state, and the damping of the damping adjustable shock absorber is adjustable. In safety mode, the coil 123 can be in a power-off state, and the damping of the damping adjustable shock absorber is locked, or set to a predetermined value. When the coil 123 switches from a power-on state to a power-off state, the damping adjustable shock absorber can automatically switch from normal mode to safety mode. After the coil 123 resumes power supply, the damping adjustable shock absorber can automatically switch from safety mode to normal mode.

[0055] The following describes how the adjustable damping shock absorber works in normal mode.

[0056] Reference Figure 1 , the adjustable damping shock absorber can be compressed. Specifically, when the adjustable damping shock absorber begins to be compressed, the piston 23 can have an axial displacement relative to the cylinder ( Figure 1 The pressure in the second working chamber C2 increases and is greater than the pressure in the first working chamber C1. The damping oil in the second working chamber C2 can enter the main compression chamber C3 through the main compression input flow channel P9, so that the pressure in the main compression chamber C3 is positively correlated with the pressure in the second working chamber C2. For example, the pressure in the second working chamber C2 and the pressure in the main compression chamber C3 can be roughly equal. Once the pressure in the main compression chamber C3 reaches the opening pressure of the compression assembly 21, the outer peripheral portion of the compression valve plate 214 is moved to one side axially ( Figure 1 The piston 23 is pushed open to the upper side of the cylinder, so that the main compression chamber C3 is directly connected to the first working chamber C1. At this time, the damping oil in the second working chamber C2 can enter the first working chamber C1 through the main compression input flow channel P9 and the main compression chamber C3 in sequence, and the piston 23 can move axially to the other side ( Figure 1 ) moves.

[0057] The opening pressure of the compression assembly 21 is positively correlated with the pressure in the compression control chamber C5. Figure 3 ) can be configured as a compressed state, which can provide the compression valve plate 214 with a pressure toward the other side of the axial direction ( Figure 1 The damping oil in the compression control chamber C5 can directly act on the compression valve plate 214, thereby providing the compression valve plate 214 with a force toward the other side ( Figure 1 Under the combined action of the elastic force and the oil pressure, the compression valve plate 214 can be tightly pressed against the piston 23. The greater the pressure in the compression control chamber C5, the more difficult it is for the compression valve plate 214 to be pushed open, and the greater the opening pressure required for the compression assembly 21.

[0058] The pressure in the compression control chamber C5 is negatively correlated with the area of ​​the flow cross section of the first working gap S1. Specifically, when the adjustable damping shock absorber begins to be compressed, the damping oil in the second working chamber C2 can enter the overflow input channel P5 via the pilot compression input channel P1, the pilot compression check valve plate 225, the rebound control chamber C6 and the pilot rebound control channel P3 in sequence. In one downstream flow path, the damping oil in the overflow input channel P5 can enter the compression control chamber C5 via the pilot compression control channel P4. In another downstream flow path, the damping oil in the overflow input channel P5 can flow into the first working gap S1. With the above configuration, when the pressure in the second working chamber C2 is constant, the larger the area of ​​the flow cross section of the first working gap S1, the smaller the throttling capacity of the first working gap S1, and the smaller the pressure in the compression control chamber C5.

[0059] The second working gap S2 and the overflow channel P6 can be connected in parallel to each other. Specifically, the pilot valve core 131 and the second iron core 122 can be spaced apart from each other, so that the second working gap S2 and the input end of the overflow channel P6 can be connected to the other axial side of the pilot valve core 131 ( Figure 1 The spaces of the lower side of the pilot valve core 131 are connected to each other, and the output end of the second working gap S2 and the overflow channel P6 can be connected to the output end of the second working gap S2 and the overflow channel P6 through the axial side of the pilot valve core 131 ( Figure 1 The spaces of the first working gap S1 and the second working gap S2 (upper side) are connected to each other. In the flow direction of the damping oil, the first working gap S1 can be located on the upstream side of the second working gap S2 and the overflow channel P6, and connected in series with the second working gap S2 and the overflow channel P6 connected in parallel. In one flow path, the damping oil flowing out of the first working gap S1 can enter the first working chamber C1 via the overflow channel P6, the compression overflow hole 14a, and the overflow compression output channel P7 in sequence. In another flow path, the damping oil flowing out of the first working gap S1 can enter the first working chamber C1 via the second working gap S2, the compression overflow hole 14a, and the overflow compression output channel P7 in sequence.

[0060] The pilot valve assembly 1 can change the compression damping of the damping adjustable shock absorber. Specifically, the pressure in the second working chamber C2 is restricted by the opening pressure of the compression assembly 21. Once the compression valve plate 214 is opened, the excess pressure in the second working chamber C2 will be released, so that the pressure that the second working chamber C2 can be saturated with has an upper limit. In other words, the upper limit of the pressure in the second working chamber C2 is positively correlated with the opening pressure of the compression assembly 21. In addition, since the compression damping is positively correlated with the pressure in the second working chamber C2, the opening pressure of the compression assembly 21 can be changed by adjusting the current of the coil 123, thereby changing the compression damping of the damping adjustable shock absorber.

[0061] Reference Figure 2 , the compressed adjustable damping shock absorber can rebound. Specifically, when the adjustable damping shock absorber starts to rebound, the piston 23 can have an axial side relative to the cylinder ( Figure 2 The vibration damping oil in the first working chamber C1 can enter the main rebound chamber C4 through the main rebound input channel P10, so that the pressure in the main rebound chamber C4 is positively correlated with the pressure in the first working chamber C1. For example, the pressure in the first working chamber C1 and the pressure in the main rebound chamber C4 can be substantially equal. Once the pressure in the main rebound chamber C4 reaches the opening pressure of the rebound assembly 22, the outer peripheral portion of the rebound valve plate 224 is moved axially to the other side ( Figure 2 The main rebound chamber C4 is pushed open to allow the main rebound chamber C4 to be directly connected to the second working chamber C2. At this time, the damping oil in the first working chamber C1 can enter the second working chamber C2 via the main rebound input flow channel P10 and the main rebound chamber C4 in sequence, and the piston 23 can move axially to one side ( Figure 2 ) in the upper part of the image.

[0062] The opening pressure of the rebound assembly 22 is positively correlated with the pressure in the rebound control chamber C6. Specifically, the rebound spring 223 can be configured to be in a compressed state, which can provide the rebound valve plate 224 with an axial pressure ( Figure 2 The damping oil in the rebound control chamber C6 can directly act on the rebound valve plate 224, thereby providing the rebound valve plate 224 with a force toward one axial side ( Figure 2 Under the combined action of the elastic force and the oil pressure, the rebound valve plate 224 can be tightly pressed against the piston 23. The greater the pressure in the rebound control chamber C6, the more difficult it is for the rebound valve plate 224 to be pushed open, and the greater the opening pressure required for the rebound assembly 22.

[0063] The pressure in the rebound control chamber C6 is negatively correlated with the area of ​​the flow cross section of the first working gap S1. Specifically, when the adjustable damping shock absorber starts to rebound, the damping oil in the first working chamber C1 can enter the overflow input channel P5 via the pilot rebound input channel P2, the pilot rebound check valve plate 215, the compression control chamber C5 and the pilot compression control channel P4 in sequence. In one downstream flow path, the damping oil in the overflow input channel P5 can enter the rebound control chamber C6 via the pilot rebound control channel P3. In another downstream flow path, the damping oil in the overflow input channel P5 can flow into the first working gap S1. With the above configuration, when the pressure in the first working chamber C1 is constant, the larger the area of ​​the flow cross section of the first working gap S1, the smaller the throttling capacity of the first working gap S1, and the smaller the pressure in the rebound control chamber C6.

[0064] The second working gap S2 and the overflow channel P6 can be connected in parallel to each other. Specifically, the pilot valve core 131 and the second iron core 122 can be spaced apart from each other, so that the second working gap S2 and the input end of the overflow channel P6 can be connected to the other axial side of the pilot valve core 131 ( Figure 1 The spaces of the lower side of the pilot valve core 131 are connected to each other, and the output end of the second working gap S2 and the overflow channel P6 can be connected to the output end of the second working gap S2 and the overflow channel P6 through the axial side of the pilot valve core 131 ( Figure 1 The spaces of the first working gap S1 and the second working gap S2 (upper side) are connected to each other. In the flow direction of the damping oil, the first working gap S1 can be located on the upstream side of the second working gap S2 and the overflow channel P6, and connected in series with the second working gap S2 and the overflow channel P6 connected in parallel. In one flow path, the damping oil flowing out of the first working gap S1 can enter the second working chamber C2 via the overflow channel P6, the rebound overflow hole 14b, and the overflow rebound output channel P8 in sequence. In another flow path, the damping oil flowing out of the first working gap S1 can enter the second working chamber C2 via the second working gap S2, the rebound overflow hole 14b, and the overflow rebound output channel P8 in sequence.

[0065] The pilot valve assembly 1 can change the rebound damping of the damping adjustable shock absorber. Specifically, the pressure in the first working chamber C1 is restricted by the opening pressure of the rebound assembly 22. Once the rebound valve plate 224 is opened, the excess pressure in the first working chamber C1 will be released, so that the pressure that the first working chamber C1 can be saturated with has an upper limit. In other words, the upper limit of the pressure in the first working chamber C1 is positively correlated with the opening pressure of the rebound assembly 22. In addition, since the rebound damping is positively correlated with the pressure in the first working chamber C1, the opening pressure of the rebound assembly 22 can be changed by adjusting the current of the coil 123, thereby changing the rebound damping of the damping adjustable shock absorber.

[0066] Here's how adjustable damping shock absorbers work in safety mode.

[0067] Reference Figure 3 , the pilot valve assembly 1 no longer sets the opening pressure of the compression assembly 21 and the rebound assembly 22 through the first working gap S1. Specifically, when the coil 123 is de-energized, the armature 124 will no longer provide the pilot valve core 131 with an axial pressure toward the other side ( Figure 3 Driven by the pilot spring 133, the pilot valve core 131 can move to one side in the axial direction ( Figure 3 The upper side of the pilot valve core 131 moves until the end of the axial side of the pilot valve core 131 ( Figure 3 The upper end portion in the middle) abuts against the end portion ( Figure 3 The lower end in the middle). Once the pilot valve core 131 abuts against the second iron core 122, the area of ​​the flow cross section of the first working gap S1 can reach the maximum value, so that the first working gap S1 has almost no or only a small throttling capacity. In addition, when the pilot valve core 131 abuts against the second iron core 122, the overflow channel P6 and the second working gap S2 will no longer be able to use the space on the axial side of the pilot valve core 131 to be connected in parallel with each other. Under this configuration, the damping oil in the overflow input channel P5 can enter the overflow compression output channel P7 or the overflow rebound output channel P8 via the first working gap S1 and the second working gap S2 in turn, without passing through the overflow channel P6.

[0068] The damping of the adjustable damping shock absorber can be locked. Specifically, the area of ​​the flow cross section of the second working gap S2 depends on the predetermined size of the pilot valve core 131 and the second pilot housing 112, so that the area of ​​the flow cross section of the second working gap S2 is predetermined. When the area of ​​the flow cross section of the second working gap S2 remains unchanged, the opening pressure of the compression assembly 21 and the rebound assembly 22 can be locked to a predetermined value, so that the compression damping and the rebound damping do not change in the installation mode.

[0069] The damping adjustable shock absorber can have moderate or hard characteristics. Specifically, the area of ​​the flow cross section of the second working gap S2 can be small, so that the second working gap S2 has a larger throttling capacity. Under this configuration, the damping oil in the compression control chamber C5 or the rebound control chamber C6 can have a larger pressure, so that the damping adjustable shock absorber can have a larger compression damping or rebound damping, thereby ensuring that the vehicle has better controllability when the damping adjustable shock absorber has poor power supply or even power failure.

[0070] The adjustable damping shock absorber of this embodiment has at least the following advantages.

[0071] Compared with the prior art, the damping adjustable shock absorber can have a lower cost. Specifically, the compression control chamber C5 is defined by the compression valve core 211, the compression housing 212, the compression valve plate 214 and the second pilot housing 112, and the damping oil can directly act on the compression valve plate 214, so that no sealing interface is required between the compression valve core 211 and the second pilot housing 112. The rebound control chamber C6 is defined by the rebound valve core 221, the rebound housing 222, the rebound valve plate 224, the pilot compression check valve plate 225 and the second pilot housing 112, and the damping oil can directly act on the rebound valve plate 224, so that no sealing interface is required between the rebound valve core 221 and the second pilot housing 112.

[0072] Compared with the prior art, the damping adjustable shock absorber can have a simple and compact structure. Specifically, the overflow assembly 14 uses a valve plate (overflow compression check valve plate 141, overflow rebound check valve plate 142) as the overflow valve, so that the structure of the overflow assembly 14 itself is relatively simple. The overflow assembly 14 is arranged outside the second pilot housing 112, so that the overall damping adjustable shock absorber can be arranged in a relatively compact manner.

[0073] The damping adjustable shock absorber can have high reliability. Specifically, the second working gap S2 can replace the first working gap S1 for throttling in the power-off state, so that the damping adjustable shock absorber does not have too soft damping characteristics in the power-off state, thereby realizing the power-off protection function. In addition, the pilot compression control flow channel P4 for connecting the compression control chamber C5, the pilot rebound control flow channel P3 for connecting the rebound control chamber C6, and the overflow input flow channel P5 are all located inside the second pilot housing 112, and are separately defined by the second pilot housing 112, so that the flow channel inside the damping adjustable shock absorber is not easy to leak.

[0074] (Second embodiment)

[0075] The second embodiment is a modification of the first embodiment. For features that are the same or similar to those of the first embodiment, the same reference numerals are used in this embodiment and detailed description of these features is omitted.

[0076] Reference Figure 4 The pilot valve core 131 may include a flange 134. Specifically, the end surface ( Figures 1 to 3 The flange 134 may be provided on the upper end surface of the circumferential direction and extend from the end surface to one side in the axial direction ( Figures 1 to 3 The flange 134 may be provided with one or more notches 13a. The notches 13a may penetrate the flange 134 in the radial direction R. In the case where a plurality of notches 13a are provided, the plurality of notches 13a may be evenly spaced and arranged in the circumferential direction C.

[0077] The notch 13a of the pilot valve core 131 defines a second working gap S2. Specifically, in the safety mode, the end portion ( Figures 1 to 3 The upper end portion in the middle) can abut against the end portion ( Figures 1 to 3 The end surface of the second core 122 on the other axial side ( Figures 1 to 3 The lower end surface in the notch 13a can cover the top of the notch 13a, so that the notch 13a is closed in the axial direction A and the circumferential direction C, and is connected in the radial direction R, and forms a second working gap S2. In the flow direction of the damping oil, the first working gap S1 can be located upstream of the overflow channel P6, and the second working gap S2 can be located downstream of the overflow channel P6. The first working gap S1, the overflow channel P6 and the second working gap S2 can be connected in series in sequence. With this configuration, the damping oil in the overflow input channel P5 can enter the overflow compression output channel P7 or the overflow rebound output channel P8 via the first working gap S1, the overflow channel P6 and the second working gap S2 in sequence. Accordingly, in the normal mode, the pilot valve core 131 and the second iron core 122 can be separated from each other. In other words, in the normal mode, the pilot valve assembly 1 no longer (only) limits the opening pressure of the compression assembly 21 and the rebound assembly 22 through the second working gap S2.

[0078] It should be understood that the above embodiments are merely exemplary and are not intended to limit the present application. Those skilled in the art may make various modifications and changes to the above embodiments under the guidance of the present application without departing from the scope of the present application.

[0079] It should be understood that when there are multiple flow channels or gaps, the area of ​​the flow cross section of the flow channel or gap refers to the sum of the areas of the flow cross sections of the multiple flow channels or gaps.

[0080] It should be understood that the pilot valve seat 132 and the second pilot housing 112 may be formed as one piece.

[0081] It should be understood that in other possible embodiments, the second working gap S2 in the first embodiment and the second working gap S2 in the second embodiment may be defined by the same pilot valve core 131 and exist at the same time.

[0082] It should be understood that the preload forces of the compression spring 213 and the rebound spring 223 may be different, so that the compression damping and the rebound damping in the safety mode are different.

Claims

1. A damping adjustable shock absorber, characterized in that: include: A pilot valve assembly (1), comprising a housing assembly (11) and a control assembly (13), wherein the housing assembly (11) comprises a first pilot housing (111) and a second pilot housing (112), and the control assembly (13) is accommodated in the first pilot housing (111); as well as A main valve assembly (2), comprising a main valve subassembly (21, 22) and a piston (23), wherein the main valve subassembly (21, 22) comprises a main valve core (211, 221), a main housing (212, 222) and a main valve plate (214, 224), wherein the main valve core (211, 221) is sleeved on the second pilot housing (112), wherein the main housing (212, 222) comprises a main end wall (21a, 22a) and a main peripheral wall (21b, 22b), wherein the main end wall (21a, 22a) covers an axial end of the main valve core (211, 221), wherein the main peripheral wall (21b, 22b) is sleeved on the main valve core (211, 221) and is used to guide the main valve core (211, 221) to move along the axial direction (A) of the housing assembly (11), wherein the main valve plate (214, 224) covers the other axial end of the main valve core (211, 221), the main valve core (211, 221), the main housing (212, 222), the main valve plate (214, 224) and the second pilot housing (112) jointly define a control chamber (C5, C6), the piston (23) defines a main input flow channel (P9, P10), the main valve plate (214, 224) can be pressed against the piston (23) by the main valve core (211, 221), so that the main valve plate (214, 224) closes the main input flow channel (P9, P10), and the main valve plate (214, 224) can be at least partially spaced from the piston (23), so that the space on both axial sides of the piston (23) is connected via the main input flow channel (P9, P10), wherein The pressure in the control chamber (C5, C6) directly acts on the main valve plate (214, 224), and the control component (13) is capable of adjusting the pressure in the control chamber (C5, C6).

2. The adjustable damping shock absorber according to claim 1, characterized in that: The inner circumference of the main valve core (211, 221) and the outer circumference of the second pilot housing (112) are spaced apart from each other.

3. The adjustable damping shock absorber according to claim 1, characterized in that: The main valve subassembly (21, 22) further comprises a main spring (213, 223), wherein the main spring (213, 223) is sleeved on the second pilot housing (112). The main valve core (211, 221) includes a base (216, 226) and an inner flange (217, 227), the base (216, 226) is cylindrical, the outer peripheral surface of the base (216, 226) abuts against the inner peripheral surface of the main peripheral wall (21b, 22b), the inner flange (217, 227) protrudes radially inward from the inner peripheral surface of the base (216, 226), and the main spring (213, 223) presses against the inner flange (217, 227).

4. The adjustable damping shock absorber according to claim 3, characterized in that: The main valve core (211, 221) also includes an end flange portion (218, 228), which protrudes from the other axial end of the base (216, 226) along the axial direction (A) of the main valve core (211, 221), and extends in a ring shape along the circumferential direction (C) of the main valve core (211, 221), and the inner circumferential surface of the end flange portion (218, 228) is formed as a gradually expanding conical surface, so that the thickness of the end flange portion (218, 228) in the radial direction (R) of the main valve core (211, 221) gradually decreases toward the main valve plate (214, 224), and the end flange portion (218, 228) presses against the main valve plate (214, 224).

5. The adjustable damping shock absorber according to claim 1, characterized in that: The main valve plate (214, 224) is annular, and the main valve plate (214, 224) is sleeved on the second pilot housing (112). The inner periphery of the main valve plate (214, 224) is fixed to the second pilot housing (112), and the outer periphery of the main valve plate (214, 224) can swing relative to the inner periphery of the main valve plate (214, 224), so that the outer periphery of the main valve plate (214, 224) can be spaced apart from the piston (23).

6. The adjustable damping shock absorber according to claim 1, characterized in that: The two main valve subassemblies (21, 22) are respectively arranged on both axial sides of the piston (23), and the main valve subassemblies (21, 22) further include pilot check valve plates (215, 225). The main housing (212, 222) defines a pilot input flow channel (P1, P2), and the pilot check valve plates (215, 225) are installed on the pilot input flow channel (P1, P2). The pilot check valve plates (215, 225) can press against the main housing (212, 222) to close the pilot input flow channel (P1, P2), and the pilot check valve plates (215, 225) can be at least partially spaced apart from the main housing (212, 222), so that the hydraulic fluid on the axial side of the piston (23) can flow into the control chamber (C5, C6) via the pilot input flow channel (P1, P2).

7. The adjustable damping shock absorber according to claim 6, characterized in that: The pilot check valve plate (215, 225) is annular, and is sleeved on the second pilot housing (112). The inner periphery of the pilot check valve plate (215, 225) is fixed to the main housing (212, 222), and the outer periphery of the pilot check valve plate (215, 225) can swing relative to the inner periphery of the pilot check valve plate (215, 225), so that the outer periphery of the pilot check valve plate (215, 225) can be spaced apart from the main housing (212, 222).

8. The adjustable damping shock absorber according to any one of claims 1 to 7, characterized in that: The piston (23) is sleeved on the second pilot housing (112). The pilot valve assembly (1) further comprises an overflow assembly (14), the overflow assembly (14) being arranged on the radial inner side of the first pilot housing (111) and on the outer side of the second pilot housing (112), the overflow assembly (14) comprising an overflow check valve plate (141, 142) and an overflow valve disc (143, 144), the overflow valve disc (143, 144) being provided with overflow holes (14a, 14b), the overflow holes (14a, 14b) penetrating the overflow valve disc (143, 144) along the axial direction (A) of the overflow valve disc (143, 144) The overflow valve disc (143, 144) is configured to be provided with a plurality of overflow check valve plates (141, 142), the overflow check valve plates (141, 142) can press against the overflow valve discs (143, 144), so that the overflow check valve plates (141, 142) close the overflow holes (14a, 14b), and the overflow check valve plates (141, 142) can be at least partially spaced apart from the overflow valve discs (143, 144), so that the hydraulic fluid in the control chamber (C5, C6) flows into the axial side space of the piston (23) via the overflow holes (14a, 14b).

9. The adjustable damping shock absorber according to claim 8, characterized in that: The pilot valve assembly (1) further comprises an actuating assembly (12), the actuating assembly (12) comprising an iron core (122), the overflow check valve sheet (141, 142) and the overflow valve disc (143, 144) being annular, the overflow check valve sheet (141, 142) and the overflow valve disc (143, 144) being sleeved on the iron core (122) or the second pilot housing (112), the inner peripheral portion of the overflow check valve sheet (141, 142) being fixed to the overflow valve disc (143, 144), the outer peripheral portion of the overflow check valve sheet (141, 142) being able to swing relative to the inner peripheral portion of the overflow check valve sheet (141, 142), so that the outer peripheral portion of the overflow check valve sheet (141, 142) can be spaced apart from the overflow valve disc (143, 144).

10. The adjustable damping shock absorber according to any one of claims 1 to 7, characterized in that: The pilot valve assembly (1) further comprises an actuating assembly (12), the control assembly (13) comprises a pilot valve core (131), the pilot valve core (131) is used to define a first working gap (S1) and a second working gap (S2), the area of ​​the flow cross section of the first working gap (S1) is variable, the area of ​​the flow cross section of the second working gap (S2) is predetermined, the actuating assembly (12) is used to actuate the pilot valve core (131) to change the area of ​​the flow cross section of the first working gap (S1), The pilot valve core (131) is configured to define the first working gap (S1) when the actuating assembly (12) is in an energized state, so that the control assembly (13) can adjust the pressure in the control chamber (C5, C6) through the first working gap (S1), and The pilot valve core (131) is configured to define the second working gap (S2) when the actuating assembly (12) is in a power-off state, so that the pilot valve assembly (1) can limit the pressure in the control chamber (C5, C6) through the second working gap (S2).

Images