Electric control shock absorber and vehicle

Abstract

The invention provides an electric control shock absorber and a vehicle, the electric control shock absorber comprises two valve devices connected to an outer cylinder barrel, one valve device is used for communicating one inner sub-cavity with an outer cavity, and the other valve device is used for communicating the other inner sub-cavity with the outer cavity; each valve device comprises a main flow channel, an oil return flow channel and a valve port channel with adjustable flow capacity, the main flow channel is communicated with the corresponding inner sub-cavity, and the oil return flow channel and the valve port channel are communicated with the outer cavity; when the piston is switched between the compression stroke and the reset stroke, one of the two inner sub-cavities is a high-pressure inner sub-cavity, and the other inner sub-cavity is a low-pressure inner sub-cavity; a main flow channel of the valve device communicated with the high-pressure inner sub-cavity is disconnected from the oil return flow channel and is communicated with the valve port channel; and a main flow channel of the valve device communicated with the low-pressure inner sub-cavity is disconnected from the valve port channel and is communicated with the oil return flow channel. By adopting the mode in the embodiment of the invention, each valve device can be switched between the pressure relief working condition and the oil return working condition corresponding to the compression stroke and the reset stroke of the piston, so that the valve device can realize bidirectional conduction of the inner sub-cavity and the upper cavity.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and specifically, to an electronically controlled shock absorber and a vehicle. Background Art

[0002] The electronically controlled shock absorber is a common device provided in vehicles. With the continuous development of vehicle control technology, users' demand for independently adjusting the damping of the electronically controlled shock absorber is increasing day by day. However, the existing electronically controlled shock absorber with adjustable damping has a relatively complex structure and a small adjustable damping range, which cannot meet the needs of users. At least solving one of the above problems is the object of the present invention. Summary of the Invention

[0003] An object of the present invention is to provide a new technical solution for an electronically controlled shock absorber and a vehicle, and to simplify the structure of the shock absorber by improving the structure of the electronically controlled shock absorber.

[0004] On the one hand, the present invention provides an electronically controlled shock absorber, which includes two valve devices connected to an outer cylinder. One valve device is used to connect an inner sub-cavity and an outer cavity, and the other valve device is used to connect another inner sub-cavity and the outer cavity. The valve devices each include a main flow channel, an oil return flow channel, and a valve port channel with adjustable flow capacity. The main flow channel is kept connected to the corresponding inner sub-cavity, and the oil return flow channel and the valve port channel are both kept connected to the outer cavity. When the piston switches between the compression stroke and the reset stroke, one of the two inner sub-cavities is a high-pressure inner sub-cavity, and the other is a low-pressure inner sub-cavity. The main flow channel of the valve device connected to the high-pressure inner sub-cavity is disconnected from the oil return flow channel and connected to the valve port channel. The main flow channel of the valve device connected to the low-pressure inner sub-cavity is disconnected from the valve port channel and connected to the oil return flow channel.

[0005] By adopting the method in the embodiment of the present application, each valve device can switch between the pressure relief working condition and the oil return working condition corresponding to the compression stroke and the reset stroke of the piston. Therefore, the valve device can realize the two-way conduction between the inner sub-cavity and the upper cavity, thereby simplifying the structure of the electronically controlled shock absorber.

[0006] At the same time, in the pressure relief working condition, the damping of the compression stroke or the reset stroke of the piston is separately adjusted by separately adjusting the flow capacity of the valve port channel of a single valve device. At this time, in the compression stroke, the low-pressure inner sub-cavity can also be quickly filled through the oil return flow channel of the valve device. Even if the damping value of the high-pressure inner sub-cavity is large at this time (the large damping value is achieved by reducing the flow capacity of the valve port channel), it will not cause the formation of a cavity in the low-pressure inner sub-cavity and cause abnormal noise. Furthermore, the adjustable range of the shock absorber damping can be increased, the decoupling of the damping adjustment of the reset stroke and the compression stroke is realized, the adjustability of the electronically controlled shock absorber is further improved, and a better experience is brought to the subjective performance. It can make better adjustment effects for different driving scenarios of the vehicle.

[0007] On the other hand, a vehicle is provided, which includes the above-mentioned electronically controlled shock absorber.

[0008] Other features and advantages of this specification will become clear through the following detailed description of the exemplary embodiments of this specification with reference to the accompanying drawings. Description of the Drawings

[0009] The drawings incorporated in and constituting a part of this specification illustrate embodiments of this specification and, together with the description thereof, are used to explain the principles of this specification.

[0010] Figure 1 is a structural diagram of the electronically controlled shock absorber in an embodiment of the present invention;

[0011] Figure 2 is Figure 1 a partially enlarged schematic diagram of the structure of;

[0012] Figure 3 is one of the structural diagrams of the valve device in an embodiment of the present invention, under the pressure relief condition;

[0013] Figure 4 is one of the structural diagrams of the valve device in an embodiment of the present invention, under the oil return condition;

[0014] Figure 5 is Figure 3 a side sectional view of the pilot valve seat of;

[0015] Figure 6 is Figure 3 a bottom view of the pilot valve seat in;

[0016] Figure 7 is Figure 3 a top view of the pilot valve seat in;

[0017] Figure 8 is another structural diagram of the valve device in an embodiment of the present invention;

[0018] Figure 9 is a flow path diagram of the damping fluid, with the piston in the compression stroke;

[0019] Figure 10 is a flow path diagram of the damping fluid, with the piston in the return stroke;

[0020] Figure 11 is Figure 8 a perspective view of the first sub-valve seat of, from the first perspective (from the right side to the left side in Figure 8 );

[0021] Figure 12 is Figure 8 a perspective view of the first sub-valve seat of, from the first perspective (from the left side to the right side in Figure 8 );

[0022] Figure 13 is Figure 8 a perspective view of the second sub-valve seat of Figure 8 from the right side to the left side in

[0023] Figure 14 is Figure 8 a perspective view of the second sub-valve seat of Figure 8 from the right side to the left side in

[0024] Description of reference numerals:

[0025] 1. Piston; 2. Inner cylinder; 3. Outer cylinder; 5. Valve device; 6. Middle cylinder; 8. Pilot valve seat; 9. Oil return valve plate; 10. Pressure relief valve plate; 11. Outer valve sleeve; 12. Valve body; 13. Magnetic conductive housing; 15. Solenoid assembly; 16. Push rod; 17. Valve core; 18. Core part; 19. Support valve; 20. Nut; 21. Connector;

[0026] 18a. Compressed surface part; 18b. Sealing surface part;

[0027] 81. Oil return flow path; 81a. Oil return opening;

[0028] 82. Top end; 82a. Second pressure relief opening;

[0029] 83. Wall part; 83a. First groove part;

[0030] 84. Main flow path; 841. First sub-flow path segment; 842. Second sub-flow path segment; 842a. First pressure relief opening;

[0031] 85. Valve port passage; 85a. Main passage; 85b. Additional passage; 85d. Second communication hole;

[0032] 86. Second sub-valve seat; 86a. Through hole; 87. First sub-valve seat;

[0033] 91. Connection hole; 92. First communication hole. Detailed implementation manners

[0034] In order to enable those skilled in the art of this technology to better understand the solution of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific implementation manners.

[0035] This application provides an electronically controlled shock absorber, such as Figure 1 , Figure 2 , Figure 3 and Figure 5As shown, the electronically controlled shock absorber includes an inner cylinder 2 and an outer cylinder 3 nested with each other, and an outer cavity (at the position shown by E) is defined between the two. The outer cavity includes a receiving cavity and a pressure regulating cavity. The pressure regulating cavity is located above the receiving cavity in the height direction in the figure. The pressure regulating cavity contains compressed air or other types of pressure regulating components so that the outer cavity is always in an approximately constant pressure state. The receiving cavity is provided with a damping fluid, and the damping fluid is hydraulic oil or other types of compressed gas.

[0036] The inner cylinder 2 defines an inner cavity, and a movable piston 1 is provided in the inner cavity. The piston 1 divides the inner cylinder 2 into two inner sub-cavities. One inner sub-cavity is an upper cavity (the position indicated by A in the figure) and the other is a lower cavity (the position indicated by B in the figure). Damping fluids are provided in both of the two inner sub-cavities and the receiving cavity.

[0037] The electronically controlled shock absorber further includes two valve devices 5 connected to the outer cylinder 3. One of the two valve devices 5 communicates the upper cavity with the outer cavity, and the other communicates the lower cavity with the outer cavity.

[0038] Both valve devices 5 have a main flow channel 84, an oil return flow channel 81, and a valve port channel 85 with adjustable flow capacity (wherein, the adjustment method of the flow capacity of the valve port channel 85 will be described later). The main flow channel 84 remains in communication with the corresponding inner sub-cavity, and both the oil return flow channel 81 and the valve port channel 85 are in communication with the outer cavity. The main flow channel 84 can be communicated with the oil return flow channel 81 or the valve port channel 85.

[0039] The valve device 5 has a pressure relief working condition and a return oil working condition. Please refer to Figure 3 and Figure 4 for understanding. Figure 3 The flow path and flow direction of the damping fluid when the valve device 5 is in the pressure relief working condition are shown by the arrows in Figure 4 The flow path and flow direction of the damping fluid when the valve device 5 is in the return oil working condition are shown by the arrows in

[0040] When the piston 1 switches between the compression stroke and the reset stroke, the volume of one of the two inner sub-cavities is compressed to form a high-pressure area, serving as the high-pressure inner sub-cavity, and the volume of the other increases correspondingly to form a low-pressure area, serving as the low-pressure inner sub-cavity. While the valve device 5 communicating with the high-pressure area is in the pressure relief working condition, the valve device 5 communicating with the low-pressure area is in the oil return working condition.

[0041] When the pressure in the high-pressure inner sub-cavity is greater than that in the outer cavity, the valve device 5 communicating with the high-pressure inner sub-cavity is in the pressure relief working condition. At this time, the pressure in the low-pressure inner sub-cavity is less than that in the outer cavity, and the valve device 5 communicating with the low-pressure inner sub-cavity is in the oil return working condition.

[0042] When the piston 1 switches between the compression stroke and the reset stroke, each valve device 5 switches between the above-mentioned pressure relief working condition and oil return working condition. Please refer to Figure 9 , in Figure 9In [the situation], the piston 1 is in the compression stroke, the high-pressure inner cavity is the lower cavity, the valve device 5 connected to the lower cavity is in the pressure relief condition, and the valve device 5 connected to the upper cavity is in the oil return condition. Please refer to Figure 10 , in Figure 10 , the piston 1 changes to the reset stroke. At this moment, the valve device 5 connected to the lower cavity is in the oil return condition, and the valve device 5 connected to the upper cavity is in the pressure relief condition.

[0043] In the pressure relief condition, the main flow channel 84 of the valve device 5 communicating with the high-pressure inner cavity is disconnected from the oil return flow channel 81 and is connected to the valve port channel 85. The damping fluid can enter the main flow channel 84 from the inner cavity in the high-pressure area and pass through the main flow channel 84 into the valve port channel 85 and then leak out to the outer cavity.

[0044] In the oil return condition, the main flow channel 84 of the valve device 5 communicating with the low-pressure inner cavity is disconnected from the valve port channel 85 and is connected to the oil return flow channel 81. The damping fluid can flow from the outer cavity in the low-pressure area through the oil return flow channel 81 and the main flow channel 84 in sequence and then flow back to the corresponding inner cavity.

[0045] By adopting the method in the embodiment of the present application, each valve device 5 can switch between the pressure relief condition and the oil return condition corresponding to the compression stroke and the reset stroke of the piston 1, so that the valve device 5 can realize the bidirectional conduction between the inner cavity and the outer cavity. Thus, the structure of the electronic control shock absorber is simplified.

[0046] At the same time, in the pressure relief condition, by separately adjusting the flow capacity of the valve port channel 85 of a single valve device 5, the damping of the compression stroke or the reset stroke of the piston 1 can be separately adjusted. At this time, in the compression stroke, the low-pressure inner cavity can also be quickly filled through the oil return flow channel 81 of the valve device 5. Even if the damping value of the high-pressure inner cavity is large (the large damping value is achieved by reducing the flow capacity of the valve port channel 85) at this time, it will not cause the formation of a cavity in the low-pressure inner cavity and cause abnormal noise. Furthermore, the adjustable range of the shock absorber damping can be increased, the decoupling of the damping adjustment of the reset stroke and the compression stroke is realized, the adjustability of the electronic control shock absorber is further improved, and a better experience is brought to the subjective performance. It can make better adjustment effects for different driving scenarios of the vehicle.

[0047] In a specific embodiment, as Figure 3 , Figure 4 and Figure 5 shown, the valve device 5 has an oil return valve plate 9 and a pressure relief valve plate 10. The oil return valve plate 9 is arranged at the position where the main flow channel 84 is connected to the oil return flow channel 81 to connect or disconnect the main flow channel 84 from the oil return flow channel 81. The pressure relief valve plate 10 is arranged at the position where the main flow channel 84 is connected to the valve port channel 85 to connect or disconnect the main flow channel 84 from the valve port channel 85.

[0048] In this embodiment, the oil return valve plate 9 and the pressure relief valve plate 10 are arranged in sequence along the flow direction of the damping fluid. The oil return flow passage 81 is always in communication with the outer cavity, and the main flow passage 84 is always in communication with the corresponding inner sub-cavity. The high-pressure damping fluid in the high-pressure inner sub-cavity can push open the pressure relief valve plate 10 to relieve pressure. When the pressure in the low-pressure inner sub-cavity is lower than that in the outer cavity, the damping fluid in the outer cavity can push open the oil return valve plate 9 to flow back and supplement the low-pressure inner sub-cavity.

[0049] Specifically, please refer to Figure 4 , Figure 5 and Figure 6 . Each valve device 5 includes a pilot valve seat 8. The pilot valve seat 8 is provided with a main flow passage 84. The main flow passage 84 includes a first flow passage sub-section 841 and a second flow passage sub-section 842 that are connected. The connection position of the two has a wall portion 83. The second flow passage sub-section 842 penetrates the wall portion 83 to form a first pressure relief opening 842a. The first pressure relief opening 842a is used to communicate with the first flow passage sub-section 841.

[0050] The pilot valve seat 8 is also provided with an oil return flow passage 81. The oil return flow passage 81 has an oil return opening 81a at the wall portion 83. The oil return valve plate 9 covers the wall portion 83, and part of the oil return valve plate 9 covers the oil return opening 81a.

[0051] In this embodiment, part of the oil return valve plate 9 covers the oil return opening 81a. In the oil return working condition, the high-pressure damping fluid in the oil return flow passage 81 acts on the oil return valve plate 9 through the oil return opening 81a to drive the oil return valve plate 9 to deflect and deform, and then enters the first flow passage sub-section 841 through the oil return opening 81a.

[0052] As Figure 5 shown, part of the oil return valve plate 9 is provided with a first communication hole 92. The first flow passage sub-section 841 and the second flow passage sub-section 842 are connected through the first communication hole 92. In the pressure relief working condition, the high-pressure damping fluid in the first flow passage sub-section 841 can press the oil return valve plate 9 against the wall portion 83, thereby blocking the oil return opening 81a.

[0053] Thus, by covering one side surface of the oil return valve plate 9 on the oil return opening 81a and the other side surface being located in the first flow passage sub-section 841, it is possible to control the communication or disconnection between the oil return flow passage 81 and the main flow passage 84 through the pressure difference of the damping fluid on both sides of the oil return valve plate 9 when the valve device 5 is in different working conditions. Such a structure is simpler and has a higher integration degree, which is beneficial to the miniaturization of the valve device 5.

[0054] In this embodiment, the second flow passage sub-section 842 has a first pressure relief opening 842a at the wall portion 83. The first pressure relief opening 842a is located between the connection hole 91 and the oil return opening 81a. The first pressure relief opening 842a is at least partially connected to the first communication hole 92, thereby connecting the first flow passage sub-section 841 and the second flow passage sub-section 842.

[0055] Specifically, the bottom end of the pilot valve seat 8 is directly or indirectly connected to the inner cylinder 2, and the top end 82 of the pilot valve seat 8 is axially located on the side away from the inner cylinder 2. The first flow path sub-section 841 penetrates through the top end 82 of the pilot valve seat 8 to form a second pressure relief opening 82a, and the pressure relief valve piece 10 fits against the end face of the top end 82 of the pilot valve seat 8 to block the second pressure relief opening 82a.

[0056] In a specific example of this embodiment, the pilot valve seat 8 is provided with a first groove portion 83a, which is recessed from the top end 82 of the pilot valve seat 8 to form. The bottom of the first groove portion 83a serves as the wall portion 83, and the notch serves as the second pressure relief opening 82a. The wall forming the first flow path sub-section 841 includes the inner wall of the first groove portion 83a.

[0057] In another specific example of this embodiment, refer to Figures 8 - 14 , the pilot valve seat 8 includes a first sub-valve seat 87 and a second sub-valve seat 86, which are arranged opposite to each other. The first sub-valve seat 87 is fixedly connected to the inner cylinder 2, and the second sub-valve seat 86 is located on the side of the first sub-valve seat 87 away from the inner cylinder 2. The oil return valve piece 9 is located between the first sub-valve seat 87 and the second sub-valve seat 86. The second sub-valve seat 86 can be axially pressed against the first sub-valve seat 87, or the second sub-valve seat 86 can be connected to the valve body 12 to be spaced apart from the first sub-valve seat 87.

[0058] The end face of the first sub-valve seat 87 facing the second sub-valve seat 86 is the wall portion 83, and the end face of the second sub-valve seat 86 facing the first sub-valve seat 87 is recessed to form a groove structure, and the groove structure forms a part of the first flow path sub-section 841;

[0059] The second sub-valve seat 86 further includes a through hole 86a, which is a part of the first flow path sub-section 841. The through hole 86a penetrates through the end face of the second sub-valve seat 86 away from the first sub-valve seat 87 to form the second pressure relief opening 82a.

[0060] In the above embodiment, the oil return valve piece 9 is a flexible valve piece, and a connection hole 91 is provided in the middle thereof to be fixedly connected to the pilot valve seat 8 through a connecting member 21 passing through the connection hole 91. The connecting member 21 is a thread pair, and the thread pair includes a screw rod and a nut 20 adapted thereto. The screw rod axially passes through the connection hole 91 and the pilot valve seat 8 and cooperates with the nut 20 to press the oil return valve piece 9 against the wall portion 83.

[0061] The pressure relief valve piece 10 is of a flexible structure, and a connection hole 91 is also provided in the middle of the pressure relief valve piece 10. Both the oil return valve piece 9 and the pressure relief valve piece 10 are connected to the pilot valve seat 8 through the same connecting member 21. The connecting member 21 (screw rod) can be a split structure or as shown in Figure 8 , divided into upper and lower two sections, one section is used to connect the pressure relief valve piece 10, and the other section is used to connect the oil return valve piece 9.

[0062] It should be noted that the pressure relief valve plate 10 can also be of a rigid structure. The valve device 5 further includes a pressure relief driving member for driving the pressure relief valve plate 10 to reset to block the second pressure relief opening 82a.

[0063] The pressure relief driving member includes an elastic member. One end of the elastic member is connected to the valve body 12, and the other end presses the pressure relief valve plate 10 against the top end surface 82 of the pilot valve. Under the pressure relief condition, the pressure relief valve plate 10 deforms the elastic member under the action of the pressure in the first sub-channel 841. Conversely, under the reset condition, the elastic member drives the pressure relief valve plate 10 to reset and block the second pressure relief opening 82a. The driving member can also include an electromagnetic driving member, etc.

[0064] Certainly, in this embodiment, the oil return valve plate 9 can also be of a rigid structure. An elastic member is provided in the first sub-channel 841. One end of the elastic member is connected to the valve body 12, and the other end is in contact with the oil return valve plate 9. Since the oil return valve plate 9 itself can respond to the pressure in the first sub-channel 841 to reset, the elastic member only needs to keep the relative position of the oil return valve plate 9 unchanged. In addition to the elastic member, it can also be a guiding structure or other structures that can ensure that the position of the oil return valve plate 9 does not shift relative to the pilot valve seat 8 during movement.

[0065] In the above embodiment, in order to adjust the flow capacity of the valve port channel 85, a valve core is further provided in the valve body 12.

[0066] Specifically, a support valve 19 is provided in the valve body 12. The support valve 19 is disposed on the side of the pressure relief valve plate 10 away from the top end 82 of the pilot valve seat 8. The support valve 19 radially supports and is connected to the valve body 12. The support valve 19, the valve core, and the pilot valve seat 8 are sequentially sleeved and connected to the valve body 12. The support valve 19 is in contact with the sealing surface portion 18b of the valve core. An electromagnetic driving member is sleeved outside the valve body 12 to drive the valve core to move axially. A part of the valve core is located in the valve port channel 85 to block the valve port channel 85 or adjust the opening degree of the valve port channel 85.

[0067] Specifically, the valve port channel 85 includes a main channel 85a and an additional channel 85b that are connected. The core portion 18 is used to adjust the opening degree of the connection between the main flow channel 84 and the main channel 85a. The core portion 18 is provided with a second communication hole to keep the main channel 85a and the additional channel 85b in communication.

[0068] The valve core further includes a push rod 16. The electromagnetic driving member applies a resistance to the core portion 18 by driving the push rod 16 to block the main channel 85a or adjust the opening degree of the main channel 85a. The core portion 18 is further provided with a valve core flow channel that communicates with the second communication hole. The push rod 16 is used to block the valve core flow channel or adjust the opening degree of the valve core flow channel. The electromagnetic driving member applies an electromagnetic force to the push rod 16 to prevent the damping fluid from flowing through the valve core flow channel.

[0069] The core part 18 includes a pressure-receiving surface portion 18a and a sealing surface portion 18b; the sealing surface portion 18b is used to seal the valve port passage 85, and the pressure-receiving surface portion 18a is disposed opposite to the second pressure-relief opening 82a. The second communication hole is located in the pressure-receiving surface portion 18a.

[0070] Under the pressure-relief working condition, the high-pressure damping fluid in the main flow passage 84 applies pressure to the pressure-receiving surface portion 18a. When the pressure of the damping fluid is greater than the magnetic force of the electromagnetic driving member on the valve core, the pressure-receiving surface portion 18a drives the sealing surface portion 18b to move under the push of the damping fluid to open the valve port passage 85.

[0071] In a specific example, the pressure-receiving surface portion 18a extends radially, and the sealing surface portion 18b extends axially and is disposed on the side of the pressure-receiving surface portion 18a close to the support valve 19. An outer valve sleeve 11 is further disposed in the valve body 12. The outer valve sleeve 11 and the support valve 19 enclose a cavity. The pressure-receiving surface portion 18a is located in the cavity and moves axially along the cavity.

[0072] In the above embodiment, the shock absorber further includes two intermediate cylinder barrels 6 sleeved on the inner cylinder barrel 2. The intermediate cylinder barrels 6 are located in the outer cavity. Each intermediate cylinder barrel 6 and the inner cylinder barrel 2 respectively define an intermediate cavity, and each intermediate cavity forms a communication with each inner sub-cavity in one-to-one correspondence. That is, Figure 2 、 Figure 10 and Figure 11 the upper cavity A in is communicated with the intermediate cavity C, and the lower cavity B is communicated with the intermediate cavity D. The intermediate cavity can be an annular space surrounding the inner cylinder barrel 2. The valve device 5 forms a communication with the corresponding inner sub-cavity through the intermediate cavity.

[0073] The valve body 12 is connected to the outer cylinder barrel 3. The valve port passage 85 penetrates through the barrel wall of the outer cylinder barrel 3 to communicate with the outer cavity. A part of the pilot valve seat 8 is located in the valve body 12 and connected to the valve body 12, and a part extends out of the valve body 12, is connected to the corresponding intermediate cylinder barrel 6, and is communicated with the corresponding intermediate cavity through the intermediate cylinder barrel 6. In this way, the installation position of the valve device 5 can be adjusted by adjusting the size of the intermediate cavity.

[0074] The valve device 5 further includes a solenoid assembly 15. The solenoid assembly 15 is connected in the magnetic conductive housing 13 of the electromagnetic driving member to be electrically connected to the electromagnetic driving member.

[0075] In this article, specific examples are used to elaborate on the principle and implementation manner of the present invention. The description of the above embodiments is only used to help understand the method and its core idea of the present invention. It should be noted that for those of ordinary skill in the art in this technical field, without departing from the principle of the present invention, several improvements and modifications can still be made to the present invention, and these improvements and modifications also fall within the protection scope of the claims of the present invention.

Claims

1. An electronically controlled shock absorber, comprising an inner cylinder (2) and an outer cylinder (3) nested with each other, an outer cavity being defined therebetween, the inner cylinder (2) defining an inner cavity, a movable piston (1) being provided in the inner cavity, and the piston (1) dividing the inner cylinder (2) into two inner sub-cavities. Characterized in that, the electronically controlled shock absorber comprises: two valve devices (5) connected to the outer cylinder (3), one valve device (5) being used to communicate one of the inner sub-cavities with the outer cavity, and the other valve device (5) being used to communicate the other inner sub-cavity with the outer cavity; each of the valve devices (5) includes a main flow channel (84), an oil return flow channel (81), and a valve port channel (85) with adjustable flow capacity, the main flow channel (84) being kept in communication with the corresponding inner sub-cavity, and both the oil return flow channel (81) and the valve port channel (85) being kept in communication with the outer cavity; when the piston (1) switches between the compression stroke and the reset stroke, one of the two inner sub-cavities is a high-pressure inner sub-cavity and the other is a low-pressure inner sub-cavity; the main flow channel (84) of the valve device (5) communicating with the high-pressure inner sub-cavity is disconnected from the oil return flow channel (81) and is in communication with the valve port channel (85); the main flow channel (84) of the valve device (5) communicating with the low-pressure inner sub-cavity is disconnected from the valve port channel (85) and is in communication with the oil return flow channel (81).

2. The electronically controlled shock absorber according to claim 1, characterized in that, the valve device (5) has an oil return valve plate (9) and a pressure relief valve plate (10), the oil return valve plate (9) being arranged at the position where the main flow channel (84) is connected to the oil return flow channel (81) to connect or disconnect the main flow channel (84) from the oil return flow channel (81); the pressure relief valve plate (10) is arranged at the position where the main flow channel (84) is connected to the valve port channel (85) to connect or disconnect the main flow channel (84) from the valve port channel (85).

3. The electronically controlled shock absorber according to claim 2, characterized in that, it further includes a pilot valve seat (8), the pilot valve seat (8) being provided with the main flow channel (84), the main flow channel (84) including a first flow channel sub-segment (841) and a second flow channel sub-segment (842), a wall portion (83) being provided at the connecting position thereof, and the second flow channel sub-segment (842) penetrating through the wall portion (83) to form a first pressure relief opening (842a) for communicating with the first flow channel sub-segment (841); 4. The electronically controlled shock absorber according to claim 3, characterized in that, The pilot valve seat (8) is further provided with the oil return flow passage (81). The oil return flow passage (81) has an oil return opening (81a) in the wall portion (83). The oil return valve plate (9) covers the wall portion (83). Part of the oil return valve plate (9) covers the oil return opening (81a), and part of the oil return valve plate (9) is provided with a first communication hole (92). The first sub-flow passage segment (841) and the second sub-flow passage segment (842) are communicated through the first communication hole (92) and the first pressure relief opening (842a).

5. The electronically controlled shock absorber according to claim 4, wherein, a connection hole (91) is provided in the middle of the oil return valve plate (9) so that the connecting member (21) passes through the connection hole (91) to be fixed to the pilot valve seat (8); the first pressure relief opening (842a) is located between the connection hole (91) and the oil return opening (81a).

6. The electronically controlled shock absorber according to claim 5, wherein, the first sub-flow passage segment (841) penetrates through one end of the pilot valve seat (9) to form a second pressure relief opening (82a). The pressure relief valve plate (10) fits against the end of the pilot valve seat (9) to block the second pressure relief opening (82a); wherein, a connection hole is also provided in the middle of the pressure relief valve plate (10). Both the oil return valve plate (9) and the pressure relief valve plate (10) are connected to the pilot valve seat (8) through the same connecting member (21).

7. The electronically controlled shock absorber according to claim 6, wherein, the pilot valve seat (8) is provided with a first groove portion (83a), and the first groove portion (83a) is recessed from the end of the pilot valve seat (8) to form; the bottom of the first groove portion (83a) serves as the wall portion (83), and the notch serves as the second pressure relief opening (82a). The wall forming the first sub-flow passage segment (841) includes the inner wall of the first groove portion (83a).

8. The electronically controlled shock absorber according to claim 6, wherein, the pilot valve seat (8) includes a first sub-valve seat (87) and a second sub-valve seat (86) which are arranged opposite to each other. The end face of the first sub-valve seat (87) facing the second sub-valve seat (86) is the wall portion (83). The end face of the second sub-valve seat (86) facing the first sub-valve seat (87) is recessed to form a groove structure, and the groove structure forms part of the first sub-flow passage segment (841); the second sub-valve seat (86) further includes a through hole (86a), and the through hole (86a) is part of the first sub-flow passage segment (841). The through hole (86a) penetrates through the end face of the second sub-valve seat (86) far from the first sub-valve seat (87) to form the second pressure relief opening (82a).

9. The electronically controlled shock absorber according to any one of claims 1-8, wherein, The valve device further includes a valve body (12), a valve core (17) is further provided in the valve body (12), an electromagnetic driving member is sleeved outside the valve body (12), the electromagnetic driving member drives the valve core (17) to move axially, and a part of the valve core (17) is located in the valve port channel (85) to block the valve port channel (85) or adjust its opening degree.

10. The electronically controlled shock absorber according to claim 9, characterized in that the valve port channel (85) includes a main channel (85a) and an additional channel (85b) that are connected and communicated, the valve core (17) is used to adjust the opening degree of the communication between the main flow channel (84) and the main channel (85a), and the valve core (17) is provided with a second communication hole (85d) to keep the main channel (85a) and the additional channel (85b) in communication.

11. The electronically controlled shock absorber according to claim 10, characterized in that the valve core (17) further includes a core part (18) and a push rod (16), the electromagnetic driving member applies a resistance to the core part (18) by driving the push rod (16) to block the main channel (85a) or adjust the opening degree of the main channel (85a); the core part (18) is provided with a valve core flow channel, the valve core flow channel communicates with the second communication hole (85d), and the push rod (16) is used to block the valve core flow channel or adjust the opening degree of the valve core flow channel.

12. The electronically controlled shock absorber according to any one of claims 1-11, characterized in that the electronically controlled shock absorber further includes two middle cylinder barrels (6) sleeved on the inner cylinder barrel (2), the middle cylinder barrels (6) are located in the outer cavity, each middle cylinder barrel (6) and the inner cylinder barrel (4) define a middle cavity, each middle cavity and each inner sub-cavity are in one-to-one correspondence and form a communication, and the valve device (5) forms a communication with the corresponding inner sub-cavity through the middle cavity.

13. A vehicle, characterized in that the vehicle includes the electronically controlled shock absorber according to any one of claims 1-12.

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