Damping valve of CDC shock absorber

Abstract

The invention relates to a damping valve of a CDC shock absorber, and belongs to the technical field of damping valves, the damping valve comprises an outer shell, a valve sleeve assembly and an ejector rod assembly, the valve sleeve assembly is fixed on the outer shell, the ejector rod assembly can reciprocate relative to the valve sleeve assembly, the valve sleeve assembly is provided with a valve port, a main discharge port and an auxiliary discharge port, and the main discharge port and the auxiliary discharge port are respectively communicated with the valve port; a follow-up valve element used for opening and closing the main discharge port is arranged on the ejector rod assembly, the main discharge port is in a closed state when the damping valve is not powered on, and the main discharge port is in an open state when the damping valve is powered on. The output end of the auxiliary discharge port is provided with a pressure release valve assembly used for generating reverse supporting. The pressure release valve assembly is integrated through the auxiliary release port, reverse supporting can be continuously carried out in the zero-current state, abnormal shaking caused by insufficient supporting force of a suspension in low-speed running is eliminated, and the stability of a vehicle body is improved. The working mode that electromagnetic force is replaced by the pressure release valve assembly to maintain the basic pressure is adopted, the vehicle can be in a power-off state in the normal driving period, and therefore energy consumption is reduced.

Description

Technical Field

[0001] This application relates to the field of damping valves, and more particularly to a damping valve for a CDC shock absorber. Background Technology

[0002] CDC (Continuous Damping Control) is a key technology that improves vehicle dynamics by adjusting the damping force of shock absorbers in real time. In this system, the CDC shock absorber damping valve, as the core actuator, controls the flow cross-section of the hydraulic fluid via a solenoid valve to achieve stepless adjustment of the damping force. Its performance directly affects the vehicle's handling stability and ride comfort, especially in the field of new energy vehicles where energy consumption and precision requirements are even more stringent.

[0003] Existing shock absorber damping valves include a housing, a valve sleeve assembly, and a push rod assembly. The push rod assembly consists of a push pin and a push rod that are linked together. When energized, electromagnetic force drives the push pin to move towards the valve port. By changing the mating distance between the push pin's sealing end and the valve port, the oil flow is adjusted, thereby achieving linear control of the shock absorber's damping force.

[0004] Regarding the aforementioned shock absorber damping valve, the inventor believes that the structure has the following fundamental defects in the zero current (i.e., no power) state: Since effective pressure support cannot be established in the initial position, when the vehicle is traveling at low speed or encountering a small flow condition, the shock absorber loses its ability to support the vehicle body, leading to the risk of vehicle body instability. Summary of the Invention

[0005] To improve the pressure loss problem under zero current conditions and enhance the vehicle's shock absorption stability under various operating conditions, this application provides a CDC shock absorber damping valve.

[0006] This application provides a CDC shock absorber damping valve, which adopts the following technical solution: A damping valve for a CDC shock absorber includes an outer shell, a valve sleeve assembly, and a push rod assembly. The valve sleeve assembly is fixed to the outer shell, and the push rod assembly is reciprocating relative to the valve sleeve assembly. The valve sleeve assembly is provided with a valve port and a main vent port and an auxiliary vent port respectively connected to the valve port. The push rod assembly is equipped with a follow-up valve core for opening and closing the main vent. When the damping valve is not energized, the main vent is in a closed state, and when the damping valve is energized, the main vent is in an open state. The output end of the auxiliary vent is equipped with a pressure relief valve assembly for generating reverse support.

[0007] Optionally, the pressure relief valve assembly includes a mounting shell, a top head, and a support spring. The mounting shell has a pressure relief hole at one end near the auxiliary relief port. The mounting shell has an inner cavity communicating with the pressure relief hole. The top head is slidably fitted against the side wall of the inner cavity. One end of the support spring is connected to the end of the inner cavity away from the pressure relief hole, and the other end of the support spring is connected to the top head.

[0008] Optionally, the push rod assembly includes a push rod and a moving iron core fixed to the push rod, and a coil is provided inside the housing, with the coil located outside the moving iron core.

[0009] Optionally, the push rod includes a push rod body and a push pin for changing the valve opening. The moving iron core is fixed on the push rod body, the push pin is located at one end of the push rod body near the valve opening, the follower valve core is located on the push pin, and a pilot spring is sleeved on the outside of the push pin. One end of the pilot spring abuts against the valve sleeve assembly, and the other end abuts against the follower valve core.

[0010] Optionally, the valve sleeve assembly includes an iron core sleeve and a valve seat sleeve fixed to the inside of the outer casing, the valve port is located on the valve seat sleeve, the main vent and the auxiliary vent are located on the iron core sleeve, and the pressure relief valve assembly is detachably connected to the valve seat sleeve.

[0011] Optionally, the valve seat sleeve is provided with a mounting groove that fits the mounting shell, and a guide rod is provided on the side of the top head away from the vent hole. The guide rod slides through the mounting shell, and the support spring is sleeved on the outside of the guide rod. The mounting groove is provided with a through hole through which the guide rod can pass. The valve seat sleeve is provided with a stop notch on the side near the mounting groove for stopping the guide rod.

[0012] Optionally, a guide sleeve is fixed on the outer shell, a magnetic seat is fixedly assembled in the guide sleeve, a guide bushing is fixed in the magnetic seat, the push rod body slides through the guide bushing, a limiting step is provided at the end of the guide sleeve away from the push pin, a limiting stop is provided on the iron core sleeve that extends into the guide sleeve, and an annular groove is opened on the side of the guide sleeve near the outer shell, and an O-ring is installed in the annular groove.

[0013] Optionally, a first venting gap is formed between the outer side of the limiting stop and the inner wall of the guide sleeve, one end of the first venting gap is connected to the valve port, and the other end is connected to the auxiliary venting port.

[0014] Optionally, a guide ring is provided on the side of the valve seat sleeve near the limiting stop, and the follower valve core is slidably fitted to the inner side of the guide ring. A second venting gap is formed between the inner side of the limiting stop and the outer wall of the guide ring. One end of the second venting gap is connected to the valve port, and the other end is connected to the main venting port.

[0015] Optionally, the outer casing is provided with a magnetic shielding sleeve, which is disposed between the moving iron core and the coil.

[0016] In summary, this application includes at least one of the following beneficial technical effects: 1. By integrating a pressure relief valve assembly into the auxiliary vent, a continuous reverse support force can be generated in a zero-current state, eliminating abnormal shaking caused by insufficient suspension support during low-speed driving and improving the vehicle's shock absorption stability under various operating conditions. By replacing the traditional electromagnetic force to maintain the basic pressure with the pressure relief valve assembly, the system can be kept in a power-off state during normal driving periods, significantly reducing the overall energy consumption load of the vehicle's suspension system, while avoiding control signal drift caused by small current fluctuations.

[0017] 2. By independently undertaking the function of establishing the initial support pressure through the pressure relief valve assembly, the first relief gap does not need to rely on the extremely small opening of the traditional solution to achieve flow resistance control. The design constraints of the first relief gap are completely removed, and its size can be fully enlarged to allow conventional contaminants carried by the oil to pass freely. This structurally eliminates the risk of impurities accumulating and causing the follower valve core to jam. After the first relief gap is enlarged, the oil flow boundary layer resistance decreases synchronously, which helps to reduce the viscous energy consumption during the damping valve operation process, thereby delaying the performance degradation trend of the valve's internal sealing material under long-term thermal load. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall structure of a CDC shock absorber damping valve according to Embodiment 1 of this application.

[0019] Figure 2 This is a schematic diagram illustrating the structure of the valve sleeve assembly and the pressure relief valve assembly in Embodiment 1 of this application.

[0020] Figure 3 This is a schematic diagram illustrating the structure of the push rod assembly in Embodiment 1 of this application.

[0021] Figure 4 yes Figure 2 A magnified view of a portion of point A in the middle.

[0022] Figure 5 This is a schematic diagram illustrating the structure of the adjustment component in Embodiment 2 of this application.

[0023] Explanation of reference numerals in the attached drawings: 1. Outer shell; 11. Coil; 12. Magnetic shielding sleeve; 13. Guide sleeve; 131. Limiting step; 132. O-ring seal; 2. Valve sleeve assembly; 21. Iron core sleeve; 211. Main vent; 2111. Second vent gap; 212. Auxiliary vent; 2121. First vent gap; 213. Limiting stop; 22. Valve seat sleeve; 221. Valve port; 222. Mounting groove; 2221. Through hole; 223. Stop 1. Notch; 224. Guide ring; 3. Push rod assembly; 31. Push rod component; 311. Push rod body; 3111. Magnetic guide seat; 312. Push pin; 3121. Follower valve core; 313. Pilot spring; 32. Moving iron core; 4. Pressure relief valve assembly; 41. Mounting shell; 411. Pressure relief hole; 412. Mounting cavity; 42. Push head; 43. Support spring; 44. Guide rod; 5. Adjustment assembly; 51. Adjusting washer; 52. Adjusting bolt. Detailed Implementation

[0024] The following combination Figures 1-5 This application will be described in further detail below.

[0025] Example 1:

[0026] Embodiment 1 of this application discloses a damping valve for a CDC shock absorber. (Refer to...) Figure 1 A damping valve for a CDC shock absorber includes a housing 1, a valve sleeve assembly 2, and a push rod assembly 3. The valve sleeve assembly 2 is fixed to the housing 1, and the push rod assembly 3 can reciprocate relative to the valve sleeve assembly 2. The valve sleeve assembly 2 has a valve port 221 and a main vent port 211 and an auxiliary vent port 212 respectively connected to the valve port 221. The push rod assembly 3 is provided with a follower valve core 3121 for opening and closing the main vent port 211. When the damping valve is not energized, the main vent port 211 is in a closed state, and when the damping valve is energized, the main vent port 211 is in an open state. The output end of the auxiliary vent port 212 is provided with a pressure relief valve assembly 4 for generating reverse support.

[0027] When the damping valve is in the unenergized (zero current) state, the follower valve core 3121 drives the main vent 211 to close, and the oil circuit path of the auxiliary vent 212 is activated. The high-pressure oil flows into the auxiliary vent 212 through the valve port 221 and then flows to the pressure relief valve assembly 4. When the oil squeezes the pressure relief valve assembly 4, the pressure relief valve assembly 4 generates reverse support, thereby supporting the weight of the vehicle body under idle / low speed conditions.

[0028] When the damping valve is energized, the follower valve core 3121 drives the main vent 211 to open. Due to the setting of the pressure relief valve assembly 4, the flow resistance of the main vent 211 is much lower than the flow resistance of the output end of the auxiliary vent 212. The oil automatically switches to the main circuit, and the high-pressure oil flows directly to the main vent 211 through the valve port 221. The auxiliary vent 212 is idle. At this time, although the pressure relief valve assembly 4 remains open, there is no actual oil flow.

[0029] This application utilizes the pressure relief valve assembly 4 integrated in the auxiliary vent 212 to generate a continuous reverse support force in a zero-current state, eliminating abnormal shaking caused by insufficient suspension support during low-speed driving and improving the vehicle's shock absorption stability under various operating conditions. By replacing the traditional electromagnetic force-based base pressure working mode with the pressure relief valve assembly 4, the system can be kept in a power-off state during normal driving periods, significantly reducing the overall energy consumption load of the new energy vehicle suspension system, while avoiding control signal drift caused by minute current fluctuations.

[0030] Reference Figure 2 The pressure relief valve assembly 4 includes a mounting housing 41, a top head 42, and a support spring 43. The mounting housing 41 has a pressure relief hole 411 at one end near the auxiliary relief port 212. An inner mounting cavity 412 communicating with the pressure relief hole 411 is formed inside the mounting housing 41. The top head 42 is slidably fitted against the side wall of the inner mounting cavity 412. One end of the support spring 43 is connected to the bottom wall of the inner mounting cavity 412 away from the pressure relief hole 411, and the other end of the support spring 43 is connected to the side of the top head 42 away from the relief hole. In this embodiment, the support spring 43 is a compression spring.

[0031] Reference Figure 1 and Figure 3 The push rod assembly 3 includes a push rod 31 and a moving iron core 32 fixed to the push rod 31. A coil 11 is fixed inside the outer casing 1, and the coil 11 is located outside the moving iron core 32. Thus, the electromagnetic coupling structure between the moving iron core 32 and the coil 11 enables millisecond-level displacement response of the push rod 31, improving the real-time damping adjustment when the vehicle is cornering or on bumpy roads. A magnetic shielding sleeve 12 is also fixed inside the outer casing 1, and the magnetic shielding sleeve 12 is located between the moving iron core 32 and the coil 11. Thus, the magnetic shielding sleeve 12 facilitates blocking the leakage magnetic path of the moving iron core 32, increasing the electromagnetic driving force and achieving a larger valve opening adjustment margin under the same current.

[0032] Reference Figure 2 and Figure 3The push rod 31 includes a push rod body 311 and a push pin 312 for changing the opening of the valve port 221. A moving iron core 32 is fixed to the outer wall of the push rod body 311. The push pin 312 is fixed to one end of the push rod body 311 near the valve port 221. A follower valve core 3121 is integrally formed on the push pin 312. A through hole is formed on the non-circumferential side wall of the follower valve core 3121, allowing oil to pass through the valve port 221. A pilot spring 313 is sleeved on the outer side of the push pin 312, with one end of the pilot spring 313 abutting against the valve sleeve assembly 2 and the other end abutting against the follower valve core 3121. In this embodiment, the pilot spring 313 is a compression spring. Under the preset thrust of the pilot spring 313, when the power is off, the push rod body 311 is pushed to the limit position of the stroke. At this time, the push pin 312 is completely disengaged from the valve port 221. At the same time, the follower valve core 3121 closes the inlet of the main vent port 211, forcing the oil to turn to the pressure relief valve assembly 4 of the auxiliary vent port 212, and establishing zero current support pressure. After the power is turned on, the electromagnetic force overcomes the pilot spring 313 to drive the push rod body 311. The push pin 312 moves towards the valve port 221 and gradually reduces the opening of the valve port 221. Meanwhile, the follower valve core 3121 simultaneously releases the blockage of the main vent port 211. The main oil circuit opens first under the action of oil pressure differential. The continuous compression of the pilot spring 313 maintains the position feedback of the push pin 312, so that the opening of the valve port 221 is linearly mapped to the current value, and the damping force is precisely controlled.

[0033] Reference Figure 1 and Figure 2 The valve sleeve assembly 2 includes an iron core sleeve 21 and a valve seat sleeve 22 fixed inside the outer casing 1. A valve port 221 is formed on the valve seat sleeve 22, and a main vent port 211 and an auxiliary vent port 212 are formed on the iron core sleeve 21. The pressure relief valve assembly 4 is detachably connected to the valve seat sleeve 22. The valve seat sleeve 22 has a mounting groove 222 that matches the mounting shell 41. In this embodiment, the outer side of the mounting shell 41 has an external thread, and the mounting groove 222 has an internal thread that matches the external thread, thereby enabling detachable assembly of the mounting shell 41 and the mounting groove 222. A guide rod 44 is fixed to the side of the top head 42 away from the vent hole. The guide rod 44 slides through the mounting shell 41. The support spring 43 is sleeved on the outside of the guide rod 44. A through hole 2221 is provided on the mounting groove 222 for the guide rod 44 to pass through. A stop notch 223 is provided on the side of the valve seat sleeve 22 near the mounting groove 222 to stop the guide rod 44. The axial travel of the guide rod 44 is mechanically constrained by the stop notch, and the compression of the support spring 43 is controlled within the safe range of elastic deformation, avoiding failure of the spring due to excessive compression caused by over-displacement of the top head 42.

[0034] Reference Figures 1-3The outer shell is fixedly fitted with a guide sleeve 13, a magnetic seat 3111 is fixedly fitted in the guide sleeve 13, a guide bushing 3112 is press-fitted and fixed in the magnetic seat 3111, the push rod body 311 slides through the guide bushing 3112, and a limit step 131 is integrally formed at the end of the guide sleeve 13 away from the push pin 312.

[0035] Reference Figure 2 The core sleeve 21 has an integrally formed limiting stop 213 extending into the guide sleeve 13. A first venting gap 2121 is formed between the outer side of the limiting stop 213 and the inner wall of the guide sleeve 13. One end of the first venting gap 2121 is connected to the valve port 221, and the other end is connected to the auxiliary venting port 212. To reduce the risk of oil leakage from the outer casing 1, an annular groove is provided on the side of the guide sleeve 13 near the outer casing 1, and an O-ring seal 132 is installed in the annular groove. Thus, this application independently undertakes the function of establishing the initial support pressure through the pressure relief valve assembly 4. The first relief gap 2121 does not need to rely on the extremely small opening of the traditional solution to achieve flow resistance control. The design constraints of the first relief gap 2121 are completely removed, and its size can be fully enlarged to allow conventional contaminants carried by the oil to pass freely. This structurally eliminates the risk of impurities accumulating and causing the follower valve core 3121 to jam. After the first relief gap 2121 is enlarged, the oil flow boundary layer resistance decreases synchronously, which helps to reduce the viscous energy consumption during the damping valve operation process, thereby delaying the performance degradation trend of the valve sealing material under long-term thermal load.

[0036] Reference Figure 2 and Figure 4A guide ring 224 is integrally formed on the side of the valve seat sleeve 22 near the limiting stop 213. The follower valve core 3121 is slidably fitted to the inner side of the guide ring 224. A second venting gap 2111 is formed between the inner side of the limiting stop 213 and the outer wall of the guide ring 224. One end of the second venting gap 2111 is connected to the valve port 221, and the other end of the second venting gap 2111 is connected to the main venting port 211. The inlet of the second venting gap 2111 is closed by the circumferential side wall of the follower valve core 3121. Thus, the axial sliding of the follower valve core 3121 inside the guide ring 224 forms dynamic opening and closing control of the inlet end of the second venting gap 2111: when de-energized, the follower valve core 3121 moves axially backward to close the inlet of the second venting gap 2111, forcing the oil to flow to the first venting gap 2121, and then to the pressure relief valve assembly 4 through the auxiliary venting port 212, so as to form an initial support force in the zero-current state; when energized, the follower valve core 3121 moves axially forward, opening the inlet of the second venting gap 2111, and the oil enters the main venting port 211 through the second venting gap 2111 to form a low-resistance passage. The second venting gap 2111 constitutes the pre-control flow channel of the main venting port 211, and the precise opening and closing control of the main venting port 211 is achieved by precisely guiding the follower valve core 3121 through the guide ring 224.

[0037] The implementation principle of Embodiment 1 of this application is as follows: When the damping valve is in the unenergized (zero current) state, the follower valve core 3121 drives the main discharge port 211 to close, the oil path of the auxiliary discharge port 212 is activated, the high pressure oil flows into the auxiliary discharge port 212 through the valve port 221, and then flows to the pressure relief valve assembly 4. When the oil squeezes the pressure relief valve assembly 4, the pressure relief valve assembly 4 generates reverse support, thereby being able to lift the weight of the vehicle body under idle / low speed conditions.

[0038] When the damping valve is energized, the follower valve core 3121 drives the main vent 211 to open. Due to the setting of the pressure relief valve assembly 4, the flow resistance of the main vent 211 is much lower than the flow resistance of the output end of the auxiliary vent 212. The oil automatically switches to the main circuit, and the high-pressure oil flows directly to the main vent 211 through the valve port 221. The auxiliary vent 212 is idle. At this time, although the pressure relief valve assembly 4 remains open, there is no actual oil flow.

[0039] This application utilizes the pressure relief valve assembly 4 integrated in the auxiliary vent 212 to generate a continuous reverse support force in a zero-current state, eliminating abnormal shaking caused by insufficient suspension support during low-speed driving and improving the vehicle's shock absorption stability under various operating conditions. By replacing the traditional electromagnetic force-based base pressure working mode with the pressure relief valve assembly 4, the system can be kept in a power-off state during normal driving periods, significantly reducing the overall energy consumption load of the new energy vehicle suspension system, while avoiding control signal drift caused by minute current fluctuations.

[0040] Furthermore, this application independently assumes the function of establishing the initial support pressure through the pressure relief valve assembly 4. The first relief gap 2121 does not need to rely on the extremely small opening of the traditional solution to achieve flow resistance control. The design constraints of the first relief gap 2121 are completely removed, and its size can be fully enlarged to allow conventional contaminants carried by the oil to pass freely. This structurally eliminates the risk of impurities accumulating and causing the follower valve core 3121 to jam. After the first relief gap 2121 is enlarged, the oil flow boundary layer resistance decreases synchronously, which helps to reduce the viscous energy consumption during the damping valve operation process, thereby delaying the performance degradation trend of the valve sealing material under long-term thermal load.

[0041] Example 2:

[0042] Reference Figure 1 Embodiment 2 of this application discloses a damping valve for a CDC shock absorber. (Refer to...) Figure 5 The difference between this second embodiment and the first embodiment is that the mounting shell 41 is provided with an adjustment component 5 for adjusting the initial pre-compression of the support spring 43. The adjustment component 5 includes an adjustment washer 51 and several adjustment bolts 52. The adjustment washer 51 is located between the bottom wall of the mounting cavity 412 and the support spring 43. Several adjustment bolts 52 are threaded onto the mounting shell 41, and the tail of each adjustment bolt 52 extends into the mounting cavity 412 and abuts against the adjustment washer 51. By turning the adjustment bolts 52, the length of the adjustment bolts 52 extending into the mounting cavity 412 is changed, which can change the initial pre-compression of the support spring 43. The longer the length of the adjustment bolts 52 extending into the mounting cavity 412, the greater the initial pre-compression of the support spring 43.

[0043] The magnitude of the reverse support force of the output of the supporting spring 43 is calculated according to formula (1): F = k·Δx + k·x0; Formula (1) Where k is the elastic coefficient of the support spring 43, x0 is the initial pre-compression of the support spring 43, and Δx is the working compression of the support spring 43. Referring to formula (1), under zero flow conditions, the initial support force F0 of the support spring 43 is k·x0. Adjusting x0 can change F0. There is no need to replace the support spring 43. The initial static preload of the pressure relief valve assembly 4 can be finely adjusted by adjusting the bolt 52.

[0044] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A damping valve for a CDC shock absorber, characterized in that: It includes an outer shell (1), a valve sleeve assembly (2) and a push rod assembly (3). The valve sleeve assembly (2) is fixed on the outer shell (1). The push rod assembly (3) can reciprocate relative to the valve sleeve assembly (2). The valve sleeve assembly (2) is provided with a valve port (221) and a main vent (211) and an auxiliary vent (212) respectively connected to the valve port (221). The push rod assembly (3) is provided with a follower valve core (3121) for opening and closing the main vent (211). When the damping valve is not energized, the main vent (211) is in a closed state, and when the damping valve is energized, the main vent (211) is in an open state. The output end of the auxiliary vent (212) is provided with a pressure relief valve assembly (4) for generating reverse support.

2. The damping valve for a CDC shock absorber according to claim 1, characterized in that: The pressure relief valve assembly (4) includes a mounting shell (41), a top head (42), and a support spring (43). The mounting shell (41) has a pressure relief hole (411) at one end near the auxiliary vent (212). The mounting shell (41) has an inner mounting cavity (412) communicating with the pressure relief hole (411). The top head (42) is slidably fitted to the side wall of the inner mounting cavity (412). One end of the support spring (43) is connected to the end of the inner mounting cavity (412) away from the pressure relief hole (411), and the other end of the support spring (43) is connected to the top head (42).

3. The damping valve for a CDC shock absorber according to claim 2, characterized in that: The top rod assembly (3) includes a top rod (31) and a moving iron core (32) fixed on the top rod (31). A coil (11) is provided inside the outer shell (1), and the coil (11) is located outside the moving iron core (32).

4. A CDC shock absorber damping valve according to claim 3, characterized in that: The push rod (31) includes a push rod body (311) and a push pin (312) for changing the opening of the valve port (221). The moving iron core (32) is fixed on the push rod body (311). The push pin (312) is located at one end of the push rod body (311) near the valve port (221). The follower valve core (3121) is located on the push pin (312). A pilot spring (313) is sleeved on the outside of the push pin (312). One end of the pilot spring (313) abuts against the valve sleeve assembly (2), and the other end abuts against the follower valve core (3121).

5. A CDC shock absorber damping valve according to claim 4, characterized in that: The valve sleeve assembly (2) includes an iron core sleeve (21) and a valve seat sleeve (22) fixed inside the outer shell (1). The valve port (221) is located on the valve seat sleeve (22). The main vent (211) and the auxiliary vent (212) are located on the iron core sleeve (21). The pressure relief valve assembly (4) is detachably connected to the valve seat sleeve (22).

6. A CDC shock absorber damping valve according to claim 5, characterized in that: The valve seat sleeve (22) is provided with a mounting groove (222) that is adapted to the mounting shell (41). The top head (42) is provided with a guide rod (44) on the side away from the vent hole. The guide rod (44) slides through the mounting shell (41). The support spring (43) is sleeved on the outside of the guide rod (44). The mounting groove (222) is provided with a through hole (2221) through which the guide rod (44) can pass. The valve seat sleeve (22) is provided with a stop notch (223) on the side near the mounting groove (222) for stopping the guide rod (44).

7. A CDC shock absorber damping valve according to claim 6, characterized in that: A guide sleeve (13) is fixed on the outer shell (1), a magnetic seat (3111) is fixedly assembled in the guide sleeve (13), a guide bushing (3112) is fixed in the magnetic seat (3111), the push rod body (311) slides through the guide bushing (3112), a limiting step (131) is provided at the end of the guide sleeve (13) away from the push pin (312), a limiting stop (213) is provided on the iron core sleeve (21) and extends into the guide sleeve (13), an annular groove is provided on the side of the guide sleeve (13) close to the outer shell (1), and an O-ring seal (132) is installed in the annular groove.

8. A CDC shock absorber damping valve according to claim 7, characterized in that: A first venting gap (2121) is formed between the outer side of the limiting stop (213) and the inner wall of the guide sleeve (13). One end of the first venting gap (2121) is connected to the valve port (221), and the other end is connected to the auxiliary venting port (212).

9. A CDC shock absorber damping valve according to claim 7, characterized in that: The valve seat sleeve (22) is provided with a guide ring (224) on the side near the limiting stop (213). The follower valve core (3121) is slidably fitted to the inner side of the guide ring (224). A second venting gap (2111) is formed between the inner side of the limiting stop (213) and the outer wall of the guide ring (224). One end of the second venting gap (2111) is connected to the valve port (221), and the other end is connected to the main venting port (211).

10. A CDC shock absorber damping valve according to claim 3, characterized in that: The outer casing (1) is provided with a magnetic shielding sleeve (12), which is located between the moving iron core (32) and the coil (11).

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