Solenoid valve structure for damper damping control

Abstract

The invention belongs to an electromagnetic valve structure for damper damping control in the technical field of vehicle dampers. A valve seat body (12a) of the sealing valve seat (12) is provided with a groove portion (12e), the edge portion of the groove portion (12e) is provided with a supporting block (12b), the middle of the groove portion (12e) is provided with a concave throttling hole (12d), the bottom face of the throttling hole (12d) is provided with a center throttling hole (12c), a diaphragm body (13a) of the elastic diaphragm (13) is provided with a penetrating groove (13e), a diaphragm force arm (13b) is formed between the penetrating groove (13e) and the diaphragm body (13a), and the middle of the diaphragm body (12a) is provided with a diaphragm middle hole (13c). According to the electromagnetic valve structure for shock absorber damping control, on the basis of reducing the production cost, the shock absorber is accurately controlled to reach the required damping force under different current conditions, the performance of the shock absorber is improved, meanwhile, the performance of the electromagnetic valve is adjusted in real time during production, the consistency level between parts is guaranteed, and the one-time offline qualification rate of the electromagnetic valve is improved.

Description

Technical Field

[0001] The invention belongs to the technical field of vehicle shock absorbers, and more specifically, relates to a solenoid valve structure for shock absorber damping control. Background Art

[0002] Shock absorbers are used to suppress the impact of shock absorption and adjustment from the road. They are widely used in vehicle shock absorption, and play a role in attenuating the vibration of the frame and body, improving the smoothness of the car's ride, providing a good driving experience, and improving the comfort of vehicle driving. Although the shock-absorbing spring can filter the vibration of the road during the driving of the vehicle, the shock-absorbing spring itself will also have reciprocating motion, and the shock absorber is used to suppress the jumping of this shock-absorbing spring. The shock absorber is filled with oil and has two inner and outer chambers. The oil can flow through the pores connecting the two chambers, and a damping solenoid valve is installed at the position to control the flow of the pores to control the damping force of the shock absorber. The external solenoid valve used in the market to control the damping force is currently complex in structure, with many points affecting performance, and it is difficult to fully control, which affects the shock absorption performance of the vehicle shock absorber, resulting in low consistency between valves in batches during mass production, and low one-time pass rate.

[0003] There is a technology in the prior art named "electrically controlled variable damping shock absorber" and with a publication (announcement) number of "CN1560491A", which relates to the electronically controlled damping technology of shock absorbers. It is suitable for the suspension (including semi-active suspension) of various vehicles that require the damping of the shock absorber to change with driving conditions. Compared with the traditional shock absorber, the present invention adds a fast solenoid valve located at the top of the cylinder and a pressure limiting valve controlled by it, and changes the piston flow valve and bottom valve of the traditional shock absorber into a simple one-way valve that only allows the oil to flow upward. Such a design allows the oil to flow only in one direction upward, so that the compression damping and tension damping can be adjusted by simply controlling the switch action of the pressure limiting valve. In order to comprehensively consider the comprehensive requirements of various driving conditions (including load, road conditions, vehicle speed, longitudinal acceleration, lateral acceleration, vertical acceleration, etc.) and driver's intention on the damping strength of the shock absorber, the present invention proposes to use a microprocessor to receive various driving conditions and driver's intention signals, and output instructions to the solenoid valve after performing a comprehensive logical analysis on the input signals to achieve control of the shock absorber resistance.

[0004] However, this technology does not involve the technical problems and technical solutions of the present application. Summary of the invention

[0005] The technical problem to be solved by the present invention is: in view of the shortcomings of the prior art, a solenoid valve structure for shock absorber damping control is provided, which has a simple structure and can optimize the structure of the electromagnetic part and the pilot part to accurately control the shock absorber to achieve the required damping force under different current conditions on the basis of reducing production costs, thereby improving the performance of the shock absorber, and at the same time realizing real-time adjustment of the performance of the solenoid valve during production, thereby ensuring the consistency level between parts and improving the first-time qualified rate of the solenoid valve.

[0006] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is:

[0007] The present invention is an electromagnetic valve structure for shock absorber damping control, comprising a sealing valve seat, an elastic diaphragm, and a pilot valve core. The sealing valve seat comprises a valve seat body, a groove portion is arranged on the valve seat body, a support block is arranged on the edge of the groove portion, a recessed throttling hole is arranged in the middle of the groove portion, and a central throttling hole is arranged on the bottom surface of the throttling hole. The elastic diaphragm comprises a diaphragm body, a penetration groove is arranged on the diaphragm body, a diaphragm force arm is formed between the penetration groove and the diaphragm body, and a diaphragm middle hole is arranged in the middle of the diaphragm body.

[0008] The pilot valve core comprises a valve core body, one end surface of the valve core body is provided with an outwardly convex intermediate ring, the other end surface of the valve core body is provided with a concave stress-bearing groove, and the bottom surface of the stress-bearing groove is a stress-bearing surface.

[0009] The opening on the stress-bearing surface of the pilot valve core is connected to the middle ring, and the valve core body on the side of the middle ring is provided with a plurality of regular through holes, and the joint between the valve core side wall of the valve core body and the end surface with the stress-bearing groove is a valve core sealing ring.

[0010] The sealing valve seat is riveted into the main valve sleeve, the elastic diaphragm is attached to one side of the sealing valve seat, and the pilot valve core is attached to the elastic diaphragm.

[0011] The filter screen, main spring, main valve core, gasket and valve port are sequentially placed into the main valve sleeve, and the valve port is press-fitted to form a hydraulic sub-assembly.

[0012] The PTFE lubricating cloth and the magnetic core body are sequentially placed in the integrated housing, the front yoke sleeve is press-fitted, and the magnetic core shaft is installed to form an electromagnetic sub-assembly; the solenoid and the rear yoke sleeve are integrally injection-molded to form a solenoid sub-assembly.

[0013] The pilot valve core is placed in the hydraulic sub-assembly, and then press-fitted with the electromagnetic sub-assembly, and finally the buckle, solenoid sub-assembly and sealing ring are installed to form the electromagnetic valve structure for shock absorber damping control.

[0014] When the lower force-bearing surface of the elastic diaphragm is subjected to the electromagnetic force F3, the force arm is deformed and the lower force-bearing surface moves. The greater the electromagnetic force, the greater the deformation until it is sealed with the throttle hole of the sealing valve seat. By rotating the sealing valve seat at different angles and changing the sealing valve seat support block to different positions, the force arm length of the elastic diaphragm is different, and the stiffness of the elastic diaphragm is changed, thereby balancing the electromagnetic force.

[0015] When the solenoid valve structure for shock absorber damping control is in an unpowered state, the oil enters the main valve cavity from the inlet Q1 through the central throttling hole of the main valve core, and then enters the pilot cavity from the central throttling hole of the sealing valve seat after passing through the filter. At this time, the pilot valve core is not subjected to the electromagnetic force F3. Under the preload force of the elastic diaphragm, the valve core sealing ring of the pilot valve core is tightly attached to the front yoke sleeve, and the pilot cavity channel T2 is closed. The oil can only flow out from the annular gap between the valve core side wall of the pilot valve core and the main valve sleeve to the Q3 port. At this time, the oil channel of the pilot cavity is T1; as the inlet oil pressure P1 continues to increase, there is a pressure difference with the main valve cavity oil pressure P2. The oil pressure difference overcomes the preload force F1 of the main spring, pushes the main valve core open, and the main valve cavity opens, and the oil begins to flow out from the Q2 port.

[0016] When the solenoid valve structure for shock absorber damping control is in the energized state: the solenoid is energized to generate a magnetic field, the magnetic core generates an electromagnetic force F3, and the magnetic core shaft moves. When the magnetic core shaft contacts the force-bearing surface of the pilot valve core, it overcomes the preload force of the elastic diaphragm and pushes the pilot valve core to move, sealing the throttle hole on the sealing valve seat. As the electromagnetic force increases, the throttle hole opening becomes smaller, and the throttle hole is completely closed. As the electromagnetic force increases, the throttle hole becomes more difficult to open. As the oil pressure P2 in the main valve chamber increases, the throttle hole opens. The oil pressure P3 acting on the force-bearing surface of the elastic diaphragm increases continuously. When it reaches a certain value, the electromagnetic force F3 is overcome to push the pilot valve core downward, and the throttle hole of the sealing valve seat is continuously opened. The oil passes through the pilot cavity, through the normally through hole of the pilot valve core, and flows out from the gap between the front yoke sleeve and the sealing ring of the pilot valve core to the Q3 port. Since the throttle hole of the sealing valve seat is opened, the oil in the main valve cavity is depressurized, and the oil at the inlet Q1 pushes the main valve core and starts to flow out from the Q2 port.

[0017] The technical solution of the present invention is adopted, and the working principle and beneficial effects are as follows:

[0018] The electromagnetic valve structure for damping control of the shock absorber described in the present invention improves the structures of the sealing valve seat, the elastic diaphragm, and the pilot valve core respectively, and the sealing valve seat is riveted into the main valve sleeve, the elastic diaphragm is attached to one side of the sealing valve seat, the pilot valve core is attached to the elastic diaphragm, and then other components are installed to form the electromagnetic valve structure for damping control of the shock absorber. Such a structural setting can realize the switching of the electromagnetic valve structure for damping control of the shock absorber between the non-powered state and the powered state, meet the needs of shock absorption control, and only need to improve the local structure to improve the performance of shock absorption control. Specifically, when it is in the off-power state: the oil enters the main valve cavity from the inlet Q1 through the central throttling hole of the main valve core, and then passes through the filter, and enters the pilot cavity from the central throttling hole of the sealing valve seat. At this time, the pilot valve core is not subjected to the electromagnetic force F3. Under the preload force of the elastic diaphragm, the valve core sealing ring 14d of the pilot valve core is stuck to the front yoke sleeve, and the pilot cavity channel T2 is closed. The oil can only flow out from the annular gap between the valve core side wall of the pilot valve core and the main valve sleeve to the Q3 port. At this time, the oil channel of the pilot cavity is T1; as the inlet oil pressure P1 continues to increase, there is a pressure difference with the main valve cavity oil pressure P2. The oil pressure difference overcomes the preload force F1 of the main spring, pushes open the main valve core, and the main valve cavity opens, and the oil begins to flow out from the Q2 port. When in the energized state: the solenoid is energized to generate a magnetic field, and the magnetic core generates an electromagnetic force F3 to push the magnetic core shaft to move. When the magnetic core shaft contacts the force surface of the pilot valve core, it overcomes the preload force of the elastic diaphragm and pushes the pilot valve core to move, sealing the throttle hole on the sealing valve seat. As the electromagnetic force increases, the throttle hole opening becomes smaller and the throttle hole is completely closed. As the electromagnetic force increases, the throttle hole is more difficult to open. As the oil pressure P2 in the main valve chamber continues to increase, the oil pressure P3 acting on the force surface of the elastic diaphragm continues to increase. When it reaches a certain value, the electromagnetic force F3 is overcome to push the pilot valve core downward, and the throttle hole of the sealing valve seat is continuously opened. The oil passes through the pilot chamber, the normal through hole of the pilot valve core, and flows out from the gap between the front yoke sleeve and the pilot valve core sealing ring to the Q3 port. Since the throttle hole of the sealing valve seat is opened, the oil in the main valve chamber is depressurized, and the oil at the inlet Q1 pushes the main valve core open and begins to flow out from the Q2 port. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The following is a brief description of the contents and symbols in the drawings of this specification:

[0020] Figure 1 It is a structural schematic diagram of the electromagnetic valve structure for shock absorber damping control according to the present invention;

[0021] Figure 2 It is a structural schematic diagram of the electromagnetic valve structure for shock absorber damping control of the present invention when it is in a non-powered state;

[0022] Figure 3It is a structural schematic diagram of the electromagnetic valve structure for shock absorber damping control of the present invention when it is in a powered-on state;

[0023] Figure 4 It is a structural schematic diagram of the electromagnetic valve structure for shock absorber damping control of the present invention when it is in a powered-on state;

[0024] Figure 5 A schematic diagram of the structure of the filter screen of the electromagnetic valve structure for shock absorber damping control according to the present invention;

[0025] Figure 6 A schematic structural diagram of an elastic diaphragm of a solenoid valve structure for damping control of a shock absorber according to the present invention;

[0026] Figure 7 A schematic structural diagram of a sealing valve seat of a solenoid valve structure for damping control of a shock absorber according to the present invention;

[0027] Figure 8 It is a structural schematic diagram of the sealing valve seat and the elastic diaphragm of the electromagnetic valve structure for shock absorber damping control of the present invention when they are attached;

[0028] Fig. 9 It is a structural schematic diagram of a pilot valve core of a solenoid valve structure for shock absorber damping control according to the present invention;

[0029] Fig.10 It is a structural schematic diagram of a pilot valve core of a solenoid valve structure for shock absorber damping control according to the present invention;

[0030] The marks in the attached drawings are respectively: 1, solenoid; 2, buckle; 3, rear yoke sleeve; 4, integrated housing; 5, sealing ring; 6, main valve sleeve; 7, filter screen; 8, main spring; 9, main valve core; 10, gasket; 11, valve port; 12, sealing valve seat; 13, elastic diaphragm; 14, pilot valve core; 15, front yoke sleeve; 16, PTFE lubricating cloth; 17, magnetic core shaft; 18, magnetic core body; 30, electromagnetic sub-assembly; 31, hydraulic sub-assembly; 32, solenoid sub-assembly. DETAILED DESCRIPTION

[0031] The following is a further detailed description of the specific implementation of the present invention, such as the shape, structure, mutual position and connection relationship between the various components involved, the function and working principle of each part, etc., through the description of the embodiments with reference to the accompanying drawings:

[0032] As attached Figure 1 -Attached Fig.10As shown, the present invention is a solenoid valve structure for shock absorber damping control, including a sealing valve seat 12, an elastic diaphragm 13, and a pilot valve core 14. The sealing valve seat 12 includes a valve seat body 12a, a groove portion 12e is provided on the valve seat body 12a, a support block 12b is provided on the edge of the groove portion 12e, a recessed throttling hole 12d is provided in the middle of the groove portion 12e, and a central throttling hole 12c is provided on the bottom surface of the throttling hole 12d. The elastic diaphragm 13 includes a diaphragm body 13a, a penetration groove 13e is provided on the diaphragm body 13a, a diaphragm force arm 13b is formed between the penetration groove 13e and the diaphragm body 13a, and a diaphragm middle hole 13c is provided in the middle of the diaphragm body 13a. The pilot valve core 14 includes a valve core body 14f, a convex intermediate ring 14a is provided on one end surface of the valve core body 14f, and a concave stress groove 14g is provided on the other end surface of the valve core body 14f, and the bottom surface of the stress groove 14g is a stress surface 14e. The above structure proposes an improved technical solution to the deficiencies in the prior art. When the structure is set, the structures of the sealing valve seat 12, the elastic diaphragm 13, and the pilot valve core 14 are improved respectively, and the sealing valve seat 12 is riveted into the main valve sleeve 6, the elastic diaphragm 13 is attached to one side of the sealing valve seat 12, and the pilot valve core 14 is attached to the elastic diaphragm 13, and then other components are installed to form a solenoid valve structure for shock absorber damping control. Such a structural setting can realize the switching of the solenoid valve structure for shock absorber damping control between the non-powered state and the powered state, meet the needs of shock absorption control, and only need to improve the performance of shock absorption control through the improvement of local structure. Specifically, when it is in the off-power state: the oil enters the main valve cavity from the inlet Q1 through the central throttling hole of the main valve core 9, and then passes through the filter 7, and enters the pilot cavity from the central throttling hole 12c of the sealing valve seat 12. At this time, the pilot valve core 14 is not subjected to the electromagnetic force F3. Under the preload force of the elastic diaphragm 13, the valve core sealing ring 14d of the pilot valve core 14 is tightly attached to the front yoke sleeve 15, and the pilot cavity channel T2 is closed. The oil can only flow out from the annular gap between the valve core side wall 14c of the pilot valve core 14 and the main valve sleeve 6 to the Q3 port. At this time, the oil channel of the pilot cavity is T1; as the inlet oil pressure P1 continues to increase, there is a pressure difference with the main valve cavity oil pressure P2. The oil pressure difference overcomes the preload force F1 of the main spring 8, pushes the main valve core 9 open, the main valve cavity opens, and the oil begins to flow out from the Q2 port.When in the power-on state: the solenoid 1 is energized to generate a magnetic field, the magnetic core 18 generates an electromagnetic force F3, and pushes the magnetic core shaft 17 to move. When the magnetic core shaft 17 contacts the force-bearing surface 14e of the pilot valve core 14, it overcomes the pre-tightening force of the elastic diaphragm 13, pushes the pilot valve core 14 to move, and seals the throttle hole 12d on the sealing valve seat 12. As the electromagnetic force increases, the opening of the throttle hole 12d becomes smaller, and the throttle hole 12d is completely closed. As the electromagnetic force increases, the throttle hole 12d becomes more difficult to open. As the oil pressure P2 in the main valve chamber continues to increase, the throttle hole 12d is completely closed. The oil pressure P3 of the force-bearing surface 13d of the elastic diaphragm 13 is continuously increased. When it reaches a certain value, the electromagnetic force F3 is overcome to push the pilot valve core 14 downward, and the throttle hole 12d of the sealing valve seat 12 is continuously opened. The oil flows through the pilot cavity, the constant through hole 14b of the pilot valve core 14, and flows out from the gap between the front yoke sleeve 15 and the sealing ring 14d of the pilot valve core 14 to the Q3 port. Since the throttle hole 12d of the sealing valve seat 12 is opened, the oil in the main valve cavity is depressurized, and the oil at the inlet Q1 pushes the main valve core 9 and begins to flow out from the Q2 port. The electromagnetic valve structure for damping control of the shock absorber described in the present invention has a simple structure. By optimizing the structure of the electromagnetic part and the pilot part, the shock absorber is accurately controlled to achieve the required damping force under different current conditions on the basis of reducing the production cost, and the performance of the shock absorber is improved. At the same time, the electromagnetic valve performance is adjusted in real time during production to ensure the consistency level between parts and improve the first-time qualified rate of the electromagnetic valve.

[0033] The opening 14i on the force-bearing surface 14e of the pilot valve core 14 is connected to the intermediate ring 14a, the valve core body 14f on the side of the intermediate ring 14a is provided with a plurality of regular through holes 14b, and the joint portion between the valve core side wall 14c of the valve core body 14f and the end surface provided with the force-bearing groove 14g is a valve core sealing ring 14d. The above structure further limits the structure of the pilot valve core 14.

[0034] The sealing valve seat 12 is riveted into the main valve sleeve 6, the elastic diaphragm 13 is attached to one side of the sealing valve seat 12, and the pilot valve core 14 is attached to the elastic diaphragm 13. The above structure limits the installation state of the sealing valve seat 12, the elastic diaphragm 13, and the pilot valve core 14. The sealing valve seat 12 is riveted into the main valve sleeve 6 to achieve a fixed connection of the sealing valve seat, the elastic diaphragm 13 is attached to one side of the sealing valve seat 12, and the pilot valve core 14 is attached to the elastic diaphragm 13. In this way, when the electromagnetic valve structure for shock absorber damping control is working, the sealing valve seat 12, the elastic diaphragm 13, and the pilot valve core 14 cooperate to achieve reliable switching of the electromagnetic valve between the non-powered state and the powered state.

[0035] The filter screen 7, main spring 8, main valve core 9, gasket 10, and valve port 11 are sequentially placed in the main valve sleeve 6, and the valve port 10 is pressed to form a hydraulic sub-assembly 31. The PTFE lubricating cloth 16 and magnetic core body 18 are sequentially placed in the integrated housing 4, the front yoke sleeve 15 is pressed, and the magnetic core shaft 17 is installed to form an electromagnetic sub-assembly 30; the solenoid 1 and the rear yoke sleeve 3 are injection molded to form a solenoid sub-assembly 32. The pilot valve core 14 is placed in the hydraulic sub-assembly 31, and then press-fitted and connected with the electromagnetic sub-assembly 30, and finally the buckle 2, the solenoid sub-assembly 32 and the sealing ring 5 are installed to form a solenoid valve structure for shock absorber damping control. The above structure forms an integral structure of the electromagnetic valve structure. The purpose of setting a filter screen in the main valve cavity is mainly to prevent fine impurities from entering the pilot cavity and causing the pilot valve core to jam. At present, there is no solution in the industry to take this measure to solve the above technical problems.

[0036] After the lower force-bearing surface 13e of the elastic diaphragm 13 is subjected to the electromagnetic force F3, the force arm 13b is deformed, and the lower force-bearing surface 13e moves. The greater the electromagnetic force, the greater the deformation, until it is sealed with the throttle hole 12d of the sealing valve seat 12. Since the electromagnetic force F3 fluctuates greatly and has a low consistency level, in order to achieve accurate control of the inlet pressure P1, it is necessary to accurately control the pilot chamber pressure P3. According to the force balance principle of the elastic diaphragm 13: P3*S3+F2=F3, it can be known that accurate control of P3 requires accurate control of the force value of F3-F2, so it is necessary to change the elastic diaphragm (13) rebound force F2 to balance the fluctuation of the electromagnetic force F3. By rotating the sealing valve seat 12 at different angles and changing the supporting block 12b of the sealing valve seat 12 at different positions, the force arm 13b of the elastic diaphragm 13 is different in length, and the stiffness of the elastic diaphragm 13 is changed, so as to balance the electromagnetic force, accurately control the force value of F3-F2, and thus improve the consistency level of the performance of the solenoid valve. In the structure of the present invention, the rotation angle between the elastic diaphragm and the sealing valve seat is not only a means of adjusting the valve performance (offsetting the electromagnetic force), but more importantly, it is used to compensate for the fluctuation of the electromagnetic force. When the electromagnetic force is too large, the angle is fine-tuned and the diaphragm stiffness is adjusted to be larger. When the electromagnetic force is too small, the stiffness is adjusted to be smaller. In this way, a higher consistency level of inlet pressure (F liquid + F diaphragm = F electricity) can be better achieved. Since the consistency level of electromagnetic force in the industry is difficult to control well and fluctuates greatly, the production line can test the value of the electromagnetic force to achieve real-time adjustment of the diaphragm angle of the next process, thereby improving the consistency level of PQ performance of the solenoid valve off the production line at one time. This is a key protection point that solves the dilemma faced by the industry.

[0037] When the solenoid valve structure for damping control of the shock absorber is in an energized state: the oil enters the main valve cavity from the inlet Q1 through the central throttling hole of the main valve core 9, and then enters the pilot cavity from the central throttling hole 12c of the sealing valve seat 12 after passing through the filter 7. At this time, the pilot valve core 14 is not subjected to the electromagnetic force F3. Under the preload force of the elastic diaphragm 13, the valve core sealing ring 14d of the pilot valve core 14 is tightly attached to the front yoke sleeve 15, and the pilot cavity channel T2 is closed. The oil can only flow out to the Q3 port from the annular gap between the valve core side wall 14c of the pilot valve core 14 and the main valve sleeve 6. At this time, the oil channel of the pilot cavity is T1; as the inlet oil pressure P1 continues to increase, there is a pressure difference with the main valve cavity oil pressure P2. The oil pressure difference overcomes the preload force F1 of the main spring 8, pushes the main valve core 9, and the main valve cavity opens, and the oil begins to flow out from the Q2 port. In the structure of the present invention, the force balance principle of the main valve core is: P1*S1=P2*S2+F1. In this way, the use requirements can be reliably met. A filter screen 7 is arranged in the main valve cavity of the solenoid valve to reduce impurities entering the pilot cavity to prevent the pilot valve core from being stuck.

[0038] When the solenoid valve structure for shock absorber damping control is in the energized state: the solenoid 1 is energized to generate a magnetic field, the magnetic core 18 generates an electromagnetic force F3, and the magnetic core shaft 17 is pushed to move. When the magnetic core shaft 17 contacts the force surface 14e of the pilot valve core 14, it overcomes the preload force of the elastic diaphragm 13, pushes the pilot valve core 14 to move, and seals the throttle hole 12d on the sealing valve seat 12, and provides voltage, for example, 0.3-0.7A. As the electromagnetic force increases, the opening of the throttle hole 12d becomes smaller. When the voltage is increased, for example, 0.7-1.6A, the throttle hole 12d is completely closed. As the electromagnetic force increases, the throttle hole 12d is more difficult to open. As the oil pressure P2 in the main valve chamber continues to increase, the oil pressure P3 acting on the force surface 13d of the elastic diaphragm 13 continues to increase. When it reaches a certain value, it overcomes the electromagnetic force F3 to push The moving pilot valve core 14 moves downward, and the throttle hole 12d of the sealing valve seat 12 is continuously opened. The oil passes through the pilot chamber, the normal through hole 14b of the pilot valve core 14, and flows out from the gap between the front yoke sleeve 15 and the sealing ring 14d of the pilot valve core 14 to the Q3 port. Since the throttle hole 12d of the sealing valve seat 12 is opened, the oil in the main valve chamber is depressurized, and the oil in the inlet Q1 pushes the main valve core 9 and starts to flow out from the Q2 port. At this time, the force balance principle of the pilot valve core 14 is: P3*S3+F2=F3, and the force balance principle of the main valve core 9 is: P1*S1=P2*S2+F1; by inputting different current sizes to control the size of different electromagnetic forces, the difficulty of opening the throttle hole 12d of the sealing valve seat 12 is realized. The larger the current, the larger the electromagnetic force, and the more difficult it is to open the side throttle hole 12d, that is, the larger the oil pressure P1 at the Q1 port. In the structure of the present invention, after power is turned on, the pilot valve core is only subject to the balance of liquid pressure, diaphragm rebound force and electromagnetic force, which is different from the valve on the market that is subject to the balance of four forces: liquid pressure, diaphragm rebound force, electromagnetic force and pilot spring force.

[0039] The present invention is described above by way of example in conjunction with the accompanying drawings. It is obvious that the specific implementation of the present invention is not limited to the above-mentioned method. As long as various improvements are made using the method concept and technical solution of the present invention, or the concept and technical solution of the present invention are directly applied to other occasions without improvement, they are all within the protection scope of the present invention.

Claims

1. A solenoid valve structure for shock absorber damping control, characterized in that: The invention comprises a sealing valve seat (12), an elastic diaphragm (13), and a pilot valve core (14). The sealing valve seat (12) comprises a valve seat body (12a). The valve seat body (12a) is provided with a groove portion (12e). A support block (12b) is provided at the edge of the groove portion (12e). A recessed throttling hole (12d) is provided in the middle of the groove portion (12e). A central throttling hole (12c) is provided at the bottom of the throttling hole (12d). The elastic diaphragm (13) comprises a diaphragm body (13a). A penetration groove (13e) is provided on the diaphragm body (13a). A diaphragm force arm (13b) is formed between the penetration groove (13e) and the diaphragm body (13a). A diaphragm middle hole (13c) is provided in the middle of the diaphragm body (12a).

2. The solenoid valve structure for shock absorber damping control according to claim 1, characterized in that: The pilot valve core (14) comprises a valve core body (14f), one end surface of the valve core body (14f) is provided with an outwardly convex intermediate ring (14a), the other end surface of the valve core body (14f) is provided with a concave stress groove (14i), and the bottom surface of the stress groove (14i) is a stress surface (14e).

3. The solenoid valve structure for shock absorber damping control according to claim 2, characterized in that: The opening (14i) on the force-bearing surface (14e) of the pilot valve core (14) is connected to the intermediate ring (14a), and the valve core body (14f) on the side of the intermediate ring (14a) is provided with a plurality of regular through holes (14b), and the joint portion between the valve core side wall (14c) of the valve core body (14f) and the end surface where the force-bearing groove (14g) is provided is a valve core sealing ring (14d).

4. The solenoid valve structure for shock absorber damping control according to claim 3, characterized in that: The sealing valve seat (12) is riveted into the main valve sleeve (6), the elastic diaphragm (13) is attached to one side of the sealing valve seat (12), and the pilot valve core (14) is attached to the elastic diaphragm (13).

5. The solenoid valve structure for shock absorber damping control according to claim 4, characterized in that: The filter screen (7), main spring (8), main valve core (9), gasket (10), and valve port (11) are sequentially placed in the main valve sleeve (6), and the valve port (10) is press-fitted to form a hydraulic sub-assembly (31).

6. The solenoid valve structure for shock absorber damping control according to claim 5, characterized in that: The PTFE lubricating cloth (16) and the magnetic core (18) are sequentially placed in the integrated housing (4), the front yoke sleeve (15) is press-fitted, and the magnetic core shaft (17) is installed to form an electromagnetic sub-assembly (30); the solenoid (1) and the rear yoke sleeve (3) are injection-molded together to form a solenoid sub-assembly (32).

7. The solenoid valve structure for shock absorber damping control according to claim 6, characterized in that: The pilot valve core (14) is placed in the hydraulic sub-assembly (31), and then press-fitted with the electromagnetic sub-assembly (30), and finally the buckle (2), the solenoid sub-assembly (32) and the sealing ring (5) are installed to form a solenoid valve structure for shock absorber damping control.

8. The solenoid valve structure for shock absorber damping control according to claim 1 or 2, characterized in that: When the lower force-bearing surface (13e) of the elastic diaphragm (13) is subjected to the electromagnetic force F3, the force arm (13b) is deformed and the lower force-bearing surface (13e) moves. The greater the electromagnetic force, the greater the deformation until the throttling hole (12d) of the sealing valve seat (12) is sealed. By rotating the sealing valve seat (12) at different angles and changing the support block (12b) of the sealing valve seat (12) to different positions, the force arm (13b) of the elastic diaphragm (13) is made different in length, and the stiffness of the elastic diaphragm (13) is changed, thereby balancing the electromagnetic force.

9. The solenoid valve structure for shock absorber damping control according to claim 1 or 2, characterized in that: When the shock absorber damping control solenoid valve structure is in an energized state, the oil enters the main valve chamber from the inlet Q1 through the central throttling hole of the main valve core (9), passes through the filter (7), and enters the pilot chamber through the central throttling hole (12c) of the sealing valve seat (12). At this time, the pilot valve core (14) is not subjected to the electromagnetic force F3. Under the preload force of the elastic diaphragm (13), the valve core sealing ring (14d) of the pilot valve core (14) and the front yoke are The sleeve (15) is tightly fitted, the pilot chamber channel T2 is closed, and the oil can only flow out to the Q3 port from the annular gap between the valve core side wall (14c) of the pilot valve core (14) and the main valve sleeve (6). At this time, the oil channel of the pilot chamber is T1; as the inlet oil pressure P1 continues to increase, there is a pressure difference with the main valve chamber oil pressure P2, and the oil pressure difference overcomes the preload force F1 of the main spring (8), pushes the main valve core (9), and the main valve chamber opens, and the oil begins to flow out from the Q2 port.

10. The solenoid valve structure for shock absorber damping control according to claim 1 or 2, characterized in that: When the electromagnetic valve structure for shock absorber damping control is in an energized state: the solenoid (1) is energized to generate a magnetic field, the magnetic core (18) generates an electromagnetic force F3, and pushes the magnetic core shaft (17) to move. When the magnetic core shaft (17) contacts the force-bearing surface (14e) of the pilot valve core (14), it overcomes the pre-tightening force of the elastic diaphragm (13), pushes the pilot valve core (14) to move, and seals the throttle hole (12d) on the sealing valve seat (12). As the electromagnetic force increases, the opening of the throttle hole (12d) becomes smaller, and the throttle hole (12d) is completely closed. As the electromagnetic force increases, the throttle hole (12d) becomes more difficult to open, and as the oil pressure P in the main valve chamber increases, the throttle hole (12d) becomes more difficult to open. 2 continuously increases, and the oil pressure P3 acting on the force-bearing surface (13d) of the elastic diaphragm (13) continuously increases. When it reaches a certain value, it overcomes the electromagnetic force F3 and pushes the pilot valve core (14) downward, and the throttle hole (12d) of the sealing valve seat (12) is continuously opened. The oil flows through the pilot chamber, through the constant through hole (14b) of the pilot valve core (14), and flows out from the gap between the front yoke sleeve (15) and the sealing ring (14d) of the pilot valve core (14) to the Q3 port. Since the throttle hole (12d) of the sealing valve seat (12) is opened, the oil in the main valve chamber is relieved, and the oil at the inlet Q1 pushes the main valve core (9) away and begins to flow out from the Q2 port.

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