Shock absorber

Abstract

The invention relates to the technical field of passenger car suspensions, and provides a shock absorber which comprises a plurality of working cylinders arranged in a sleeved mode and a piston rod assembly arranged in the first working cylinder, and a piston divides the first working cylinder into a compression cavity and a recovery cavity; the first working cylinder and the second working cylinder are provided with oil passing holes, the bottom valve is provided with a second flow channel, the transition ring and the second cylinder form a fifth working cavity, the compression cavity is communicated with the fifth working cavity through the first flow channel of the bottom valve, the fifth working cavity is communicated with the fourth working cavity through the compression electromagnetic valve, and the fourth working cavity is communicated with the third working cavity through the recovery electromagnetic valve. And the air bag type energy accumulator is arranged in the fourth working cavity and is inflated. Due to the design of the four-cylinder coaxial multi-cavity, the built-in air bag energy accumulator and the inner cavity valve path, an external energy accumulator and a large number of external pipelines are eliminated, the axial size and the transverse size are remarkably reduced, the leakage risk is reduced, and the integration and reliability of the system are improved.

Description

Technical Field

[0001] This invention relates to the field of passenger vehicle suspension technology, and in particular to a shock absorber. Background Technology

[0002] With the development of active suspension and high-performance chassis control technologies, fully active shock absorbers, due to their variable damping force and active energy management capabilities, have become key actuators for improving vehicle handling and comfort. Currently, most mainstream fully active shock absorbers adopt a single-tube or twin-tube structure.

[0003] Existing shock absorber structures take up more space, which makes them difficult to fit in low-slung suspension structures or space-constrained vehicle platforms, limiting the application of fully active shock absorbers in compact, ultra-low chassis, or styling-constrained models. Summary of the Invention

[0004] In view of the shortcomings of the prior art described above, the object of the present invention is to provide a vibration damper to reduce space occupation.

[0005] To achieve the above and other related objectives, the present invention provides a vibration damper, comprising:

[0006] First working cylinder;

[0007] A piston rod assembly is disposed inside the first working cylinder. The piston rod assembly includes a piston and a piston rod. The piston divides the internal chamber of the first working cylinder into a compression chamber and a recovery chamber.

[0008] The second working cylinder is sleeved on the outside of the first working cylinder. The chamber between the second working cylinder and the first working cylinder forms the second working chamber. The first working cylinder is provided with a first oil passage hole for connecting the restoration chamber and the second working chamber.

[0009] The third working cylinder is sleeved on the outside of the second working cylinder. The chamber between the third working cylinder and the second working cylinder forms the third working chamber. The second working cylinder is provided with a second oil passage for connecting the third working chamber and the second working chamber.

[0010] The fourth working cylinder is sleeved on the outside of the third working cylinder, and the chamber between the fourth working cylinder and the third working cylinder constitutes the fourth working chamber;

[0011] A guide oil seal assembly is disposed at the first end of the fourth working cylinder;

[0012] A bottom valve is provided at the second end of the fourth working cylinder, and a bottom valve first flow channel is provided inside the bottom valve.

[0013] A transition ring is disposed between the second working cylinder and the fourth working cylinder. The chamber between the transition ring and the second working cylinder constitutes the fifth working chamber. The transition ring is connected to the end of the third working cylinder through a connector. The compression chamber is connected to the fifth working chamber through the first flow channel of the bottom valve. The fifth working chamber is connected to the fourth working chamber through a compression solenoid valve. The fourth working chamber is connected to the third working chamber through a reset solenoid valve.

[0014] A gas bag accumulator is disposed in the fourth working chamber and is filled with gas.

[0015] In a specific embodiment of the present invention, a second flow channel is provided inside the bottom valve, which is connected to the second working chamber. A first oil valve and a second oil valve are provided on the bottom valve. The first oil valve is connected to the second flow channel of the bottom valve, and the second oil valve is connected to the first flow channel of the bottom valve. The first oil valve and the second oil valve are connected to the electro-hydraulic pump through a reversing valve.

[0016] In one specific embodiment of the present invention, the air bag inflation nozzle of the air bag accumulator is disposed at one end of the shock absorber.

[0017] In one specific embodiment of the present invention, the air bag accumulator is an annular air bag structure.

[0018] In one specific embodiment of the present invention, the annular airbag structure is interrupted in the circumferential direction.

[0019] In a specific embodiment of the present invention, the first end of the transition ring is interference-fitted with the connector, and the second end of the transition ring is interference-fitted with the bottom valve.

[0020] In a specific embodiment of the present invention, the compression solenoid valve includes a side hole of a compression check valve, a center hole of a compression check valve, and a compression outlet. The center hole of the compression check valve communicates with the fifth working chamber, and the compression outlet and the side hole of the compression check valve communicate with the fourth working chamber. The one-way valve direction between the side hole of the compression check valve and the center hole of the compression check valve is from the side hole of the compression check valve to the center hole of the compression check valve. The center hole of the compression check valve and the compression outlet communicate with the interior of the compression solenoid valve.

[0021] In a specific embodiment of the present invention, the recovery solenoid valve includes a recovery check valve side hole, a recovery check valve center hole, and a recovery oil outlet. The recovery check valve center hole is connected to the third working chamber, and the recovery oil outlet and the recovery check valve side hole are connected to the fourth working chamber. The one-way valve direction between the recovery check valve side hole and the recovery check valve center hole is from the recovery check valve side hole to the recovery check valve center hole. The recovery check valve center hole and the recovery oil outlet are connected to the interior of the recovery solenoid valve.

[0022] In one specific embodiment of the present invention, the recovery solenoid valve and the compression solenoid valve are connected to the outside of the fourth working cylinder.

[0023] In one specific embodiment of the present invention, the recovery solenoid valve and the compression solenoid valve are arranged in a staggered manner along the axial direction of the vibration damper.

[0024] In a specific embodiment of the present invention, the angle between the projections of the axes of the recovery solenoid valve and the compression solenoid valve onto the axial direction of the damper is 0-180°.

[0025] In a specific embodiment of the present invention, the piston is provided with a compression relief valve and a recovery relief valve, wherein the compression relief valve and the recovery relief valve are two one-way valves in opposite directions.

[0026] This invention proposes a vibration damper in which the first to fourth working cylinders are stacked to form multiple coaxial chambers. Oil is transferred through pre-designed oil passages and built-in valves, reducing external piping and sealing joints, and compressing potential leakage paths, thereby reducing the risk of oil leakage. Simultaneously, the accumulator is located in the fourth working chamber (a gas bag-type accumulator is built into the outermost cylinder), and oil compensation and control are achieved through the internal cavities between the sleeves and the built-in valves, eliminating the need for an external accumulator and numerous external pipelines, thus significantly reducing the lateral width. Attached Figure Description

[0027] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 This is a schematic diagram of the vibration damper in one embodiment of the present invention;

[0029] Figure 2 This is a diagram showing the oil flow direction during the recovery process of the shock absorber in one embodiment of the present invention;

[0030] Figure 3 This is a schematic diagram of a vibration damper according to one embodiment of the present invention;

[0031] Figure 4 This is a schematic diagram of the bottom valve and oil valve seat assembly of the shock absorber in one embodiment of the present invention;

[0032] Figure 5 This is a schematic diagram of the oil valve of the shock absorber in one embodiment of the present invention;

[0033] Figure 6 This is a schematic diagram of the air bag accumulator of the shock absorber in one embodiment of the present invention;

[0034] Figure 7 This is a three-dimensional structural diagram of the vibration damper according to one embodiment of the present invention;

[0035] Figure 8 This is a schematic diagram of the end face of the vibration damper in one embodiment of the present invention.

[0036] Explanation of reference numerals in the attached drawings: 11. First working cylinder; 12. Second working cylinder; 13. Third working cylinder; 14. Fourth working cylinder; 15. Transition ring; 16. Connector; 17. First oil passage; 18. Second oil passage; 20. Guide oil seal assembly; 30. Bottom valve; 31. Second flow channel of bottom valve; 32. First flow channel of bottom valve; 33. Reversing valve; 34. Electro-hydraulic pump; 35. First oil passage valve; 36. Second oil passage valve; 40. Air bag accumulator; 41. Air bag inflation nozzle; 50. Piston rod Components; 51. Piston rod; 52. Piston; 53. Compression relief valve; 54. Reset relief valve; 61. Reset chamber; 62. Compression chamber; 63. Second working chamber; 64. Third working chamber; 65. Fourth working chamber; 66. Fifth working chamber; 70. Compression solenoid valve; 71. Side hole of compression check valve; 72. Center hole of compression check valve; 73. Compression oil outlet; 80. Reset solenoid valve; 81. Side hole of reset check valve; 82. Center hole of reset check valve; 83. Reset oil outlet. Detailed Implementation

[0037] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that, unless otherwise specified, the following embodiments and features described therein can be combined with each other.

[0038] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the illustrations only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0039] With the development of active suspension and high-performance chassis control technologies, fully active shock absorbers, due to their variable damping force and active energy management capabilities, have become key actuators for improving vehicle handling and comfort. Currently, most mainstream fully active shock absorbers adopt a single-tube or twin-tube structure, and their structure and working method have certain commonalities.

[0040] A typical fully active vibration damper consists of the following core components:

[0041] The working cylinder (with built-in piston valve) is the main chamber used to generate damping force and realize telescopic movement;

[0042] The oil reservoir (surrounding the working cylinder) is used to hold and return oil.

[0043] An integrated solenoid valve assembly (usually located at the top or bottom of the piston rod) adjusts the damping by changing the cross-sectional area of ​​the oil flow through an electric drive.

[0044] The accumulator releases and absorbs oil during the extension and retraction of the piston rod to compensate for the volume change of the piston rod.

[0045] Its working principle is as follows: the solenoid valve achieves instantaneous damping adjustment by changing the flow cross-sectional area of ​​the oil circuit; during the piston rod extension (compression) or retraction (restoration) process, additional oil compensation is required due to the change in piston rod volume. The accumulator, as a fluid volume compensation and energy storage device, undertakes the transfer of oil between the compression and restoration strokes to maintain system pressure and oil balance. To accommodate the control of both compression and restoration strokes, existing designs typically use a shared valve body or coaxially stacked valve assemblies for the control valve bodies of the two oil circuits.

[0046] However, the combination of axially integrated solenoid valve assemblies and external accumulators results in the solenoid valves stacking along the piston rod axis, significantly increasing the overall axial height of the shock absorber. Furthermore, the external accumulator and its connecting pipes occupy lateral space, increasing the lateral width of the shock absorber. This space occupancy makes it difficult to adapt to low-slung suspension structures or space-constrained vehicle platforms, limiting the application of fully active shock absorbers in compact, ultra-low chassis, or styling-constrained vehicles. At the same time, axial stacking and external components can also lead to issues such as mass concentration, increased installation complexity, increased risk of pipe leaks, and higher maintenance costs, affecting system integration and reliability.

[0047] like Figure 1-8As shown, the present invention proposes a vibration damper, including a first working cylinder 11, a piston rod assembly 50, a second working cylinder 12, a third working cylinder 13, a fourth working cylinder 14 (oil reservoir), a guide oil seal assembly 20, a bottom valve 30, a transition ring 15, and an air bag accumulator 40.

[0048] The piston rod assembly 50 is disposed inside the first working cylinder 11. The piston rod assembly 50 includes a piston 52 and a piston rod 51. The piston 52 divides the internal chamber of the first working cylinder 11 into a compression chamber 62 and a recovery chamber 61.

[0049] The second working cylinder 12 is sleeved on the outside of the first working cylinder 11. The chamber between the second working cylinder 12 and the first working cylinder 11 forms the second working chamber 63. The first working cylinder 11 is provided with a first oil passage hole 17 for connecting the restoration chamber 61 and the second working chamber 63.

[0050] The third working cylinder 13 is sleeved on the outside of the second working cylinder 12. The chamber between the third working cylinder 13 and the second working cylinder 12 forms the third working chamber 64. The second working cylinder 12 is provided with a second oil passage hole 18 for connecting the third working chamber 64 and the second working chamber 63.

[0051] The fourth working cylinder 14 is sleeved on the outside of the third working cylinder 13, and the chamber between the fourth working cylinder 14 and the third working cylinder 13 constitutes the fourth working chamber 65.

[0052] Multi-layer coaxial sleeves and internal valve circuits replace external connections, reducing external flanges, piping, and sealing joints, compressing leaky paths, and lowering the risk of oil leakage. Multiple chambers share pressure, reducing pressure differentials and wear on individual seals, and improving system durability. The built-in air bag creates a closed system, improving maintainability and reliability. Shorter internal flow channels and rapid gas volume compensation result in faster damping adjustment response and higher control precision, while more uniform mass distribution helps reduce noise and vibration.

[0053] The guide oil seal assembly 20 is located at the first end (e.g., the upper end) of the fourth working cylinder 14. The guide oil seal assembly 20 primarily performs guiding, sealing, dustproofing, and lubrication functions. It precisely aligns with the piston rod 51, restricts radial displacement and sway, and transfers lateral loads to the guide members to reduce the impact and wear of the rod end on the inner cavity components. The oil seal seals the fourth working chamber 65, preventing oil leakage and blocking external dust, moisture, and air from entering, protecting the built-in air bag and inner cavity valve circuit from contamination and gas ingress. The wiping lip removes impurities from the rod surface and maintains the lubricating film, reducing friction and jamming, and improving low-speed response sensitivity. Overall, it extends the lifespan of the seals and piston rod 51, reduces maintenance and leakage risks, improves damping control accuracy, and helps improve NVH and vehicle handling performance.

[0054] The bottom valve 30 is located at the second end (e.g., the lower end) of the fourth working cylinder 14, and the bottom valve 30 is provided with a bottom valve first flow channel 32.

[0055] A transition ring 15 is disposed between the second working cylinder 12 and the fourth working cylinder 14. The chamber between the transition ring 15 and the second working cylinder 12 constitutes the fifth working chamber 66. The transition ring 15 is connected to the end of the third working cylinder 13 via a connector 16. The compression chamber 62 is connected to the fifth working chamber 66 via the first flow channel 32 of the bottom valve. The fifth working chamber 66 is connected to the fourth working chamber 65 via a compression solenoid valve 70. The fourth working chamber 65 is connected to the third working chamber 64 via a recovery solenoid valve 80. The system includes two solenoid valve assemblies, serving as the compression solenoid valve 70 for the compression path and the recovery solenoid valve 80 for the recovery path. This physically separates the compression and recovery flow paths within the internal cavity, allowing for independent adjustment of the compression and recovery damping forces. The independent solenoid valve layout eliminates the mutual influence and coupling between compression and recovery, enabling individual calibration of damping characteristics for different operating conditions and improving the coordination between vehicle handling and ride comfort. The short flow channel within the internal cavity, combined with the orderly flow diversion of the transition ring 15, improves the regulation response speed and control accuracy, facilitating rapid closed-loop control and more refined low-speed / high-speed damping vectoring. Simultaneously, the built-in valve path and transition ring 15 structure reduce external piping and connectors, lowering leakage points and installation complexity, thus enhancing reliability and durability. Independent regulation also facilitates the implementation of degraded control strategies (such as single-path bypass or flow limiting) under fault or failure conditions, improving system safety and maintainability.

[0056] The airbag-type accumulator 40 is disposed in the fourth working chamber 65, and the airbag-type accumulator 40 is filled with gas. The airbag-type accumulator 40 is built into the fourth working chamber 65, eliminating the need for an external accumulator and a large number of external pipelines, significantly reducing axial height and lateral occupation, and facilitating installation in low or space-constrained suspensions.

[0057] like Figure 1As shown, in a specific embodiment of the present invention, the compression solenoid valve 70 includes a compression check valve side hole 71, a compression check valve center hole 72, and a compression outlet 73. The compression check valve center hole 72 communicates with the fifth working chamber 66, and the compression outlet 73 and the compression check valve side hole 71 communicate with the fourth working chamber 65. The one-way valve direction between the compression check valve side hole 71 and the compression check valve center hole 72 is from the compression check valve side hole 71 to the compression check valve center hole 72. The compression check valve center hole 72 and the compression outlet 73 communicate internally with the compression solenoid valve 70. This one-way valve arrangement allows for a low-impedance bypass path in one direction, while in the opposite flow direction, the fluid must pass through the adjustable throttling channel of the solenoid valve. By combining the electrically controlled opening of the solenoid valve, the flow rate under compression conditions can be precisely adjusted to achieve the required damping characteristics, while the check valve can provide rapid bypass or prevent reverse flow when needed, reduce transient pressure rise, improve valve response speed and cavitation resistance, and provide a degradation path when the solenoid valve is closed or fails, thereby improving reliability and safety.

[0058] like Figure 1 As shown, in a specific embodiment of the present invention, the recovery solenoid valve 80 includes a recovery check valve side hole 81, a recovery check valve center hole 82, and a recovery outlet 83. The recovery check valve center hole 82 communicates with the third working chamber 64, and the recovery outlet 83 and the recovery check valve side hole 81 communicate with the fourth working chamber 65. The one-way valve direction between the recovery check valve side hole 81 and the recovery check valve center hole 82 is from the recovery check valve side hole 81 to the recovery check valve center hole 82. The recovery check valve center hole 82 and the recovery outlet 83 communicate internally with the recovery solenoid valve 80. This structure allows the recovery flow path to obtain a low-resistance channel (check valve bypass) in its permissible direction, while in the direction requiring controlled regulation, the fluid must pass through the variable throttling orifice of the recovery solenoid valve 80, thereby achieving independent and precise adjustment of the recovery damping force. This arrangement avoids mutual interference between the compression / recovery channels, improving the decoupling and control accuracy of the two damping paths. Simultaneously, the rapid bypass of the check valve improves low-speed sensitivity and transient response, reduces pressure fluctuations and noise, and provides a safe degraded path in case of valve failure, enhancing system reliability.

[0059] In the above scheme, under CDC mode, when the shock absorber is compressed (the electro-hydraulic pump 34 is not working), the piston rod 51 assembly moves towards the bottom valve 30, and the volume of the compression chamber 62 decreases. During this process, the oil in the compression chamber 62 passes through the center hole of the bottom valve, through the second flow channel 31 of the bottom valve, and enters the fifth working chamber 66. The oil from the fifth working chamber 66 passes through the center hole 72 of the compression check valve, and then enters the compression solenoid valve 70 (at this time, the throttling is adjustable), and after throttling, it enters the fourth working chamber 65 from the compression outlet 73. (During the compression stroke, the volume of the air bag accumulator 40 decreases due to the internal and external pressure difference to compensate for the volume intrusion of the piston rod 51). At the same time, the piston rod 51 assembly moves towards the bottom valve 30, and the volume of the recovery chamber 61 increases. During this process, the oil in the fourth working chamber 65 pushes open the small hole 81 on the side of the restoration check valve and enters the central hole of the restoration solenoid valve 80. Then it enters the third working chamber 64, passes through the second oil passage hole 18 and enters the second working chamber 63, and then passes through the first oil passage hole 17 and enters the restoration chamber 61.

[0060] That is: compression chamber 62 → bottom valve center hole → bottom valve second flow channel 31 → fifth working chamber 66 → compression check valve center hole 72 (enters compression solenoid valve 70) → through the throttling channel of compression solenoid valve 70 (throttling flow adjustable) → compression oil outlet 73 → fourth working chamber 65 → push open the small hole 81 on the side of the restoration check valve → restoration check valve center hole 82 → third working chamber 64 → through the second oil passage hole 18 (oil passage hole on the second working cylinder 12) → second working chamber 63 → through the first oil passage hole 17 (oil passage hole on the first working cylinder 11) → restoration chamber 61 (returns to the restoration side of piston 52), completing the oil replenishment return flow.

[0061] In the above scheme, under the CDC model, such as Figure 2 As shown, when the shock absorber is stretched (the electro-hydraulic pump 34 is not working), the piston rod 51 assembly moves away from the bottom valve 30, and the volume of the recovery chamber 61 decreases. During this process, the oil in the recovery chamber 61 enters the second working chamber 63 through the first oil passage 17, then enters the third working chamber 64 through the second oil passage 18, and then enters the recovery solenoid valve 80 through the center hole 82 of the recovery check valve (at this time, the throttling is adjustable). After throttling, it enters the fourth working chamber 65 from the recovery outlet 83. (During the recovery stroke, the volume of the air bag accumulator 40 increases due to the internal and external pressure difference to compensate for the extension volume of the piston rod 51). At the same time, the piston rod 51 assembly moves away from the bottom valve 30, and the volume of the compression chamber 62 increases. During this process, the oil in the fourth working chamber 65 pushes open the side hole 71 of the compression check valve and enters the central hole with the compression check valve, then flows into the fifth working chamber 66, and finally enters the compression chamber 62 through the second flow channel 31 of the bottom valve. The compression damping force can be controlled and adjusted by the compression solenoid valve 70 assembly.

[0062] That is: the oil flows through the recovery chamber 61 → through the first oil passage 17 → the second working chamber 63 → through the second oil passage 18 → the third working chamber 64 → into the center hole 82 of the recovery check valve (the check valve allows flow in this direction) → into the internal throttling channel of the recovery solenoid valve 80 (at this time, the solenoid valve is throttled according to the set value) → discharged from the recovery outlet 83 into the fourth working chamber 65 (oil storage chamber). The oil in the fourth working chamber 65 acts on the gas bag accumulator 40, the gas expands, and the volume increases to compensate for the extension volume of the piston rod 51.

[0063] like Figure 1 As shown, in a specific embodiment of the present invention, the bottom valve 30 is provided with a second flow channel 31, which communicates with the second working chamber 63. The bottom valve 30 is provided with a first oil valve 35 and a second oil valve 36. The first oil valve 35 communicates with the second flow channel 31, and the second oil valve 36 communicates with the first flow channel 32. The first oil valve 35 and the second oil valve 36 are connected to an electro-hydraulic pump 34 via a reversing valve 33. It has rapid lifting and rapid lowering functions. The first oil valve 35 and the second oil valve 36 remain open before the shock absorber is filled with oil. After the shock absorber is filled with oil, the oil valves can be manually adjusted to the closed state to achieve pre-pressurization before transportation. After the shock absorber is installed on the vehicle, the oil valves are manually adjusted to the open state again, so that the internal oil circuit of the shock absorber is connected to the external oil pipe, forming a complete circuit.

[0064] like Figure 3 As shown, when the electro-hydraulic pump 34 is engaged, the system no longer passively drives the flow of oil in the chamber solely through the stroke of the piston 52. Instead, the pump sends high-pressure oil into one side chamber via the reversing valve 33, creating a controlled chamber pressure difference. This actively generates a driving force that causes the piston rod 51 to extend or retract rapidly. The oil propelled by the driving force flows back to the pump's suction port through the inner cavity channel on the other side, forming a complete hydraulic circuit. The reversing valve 33 determines the pump flow direction and cooperates with the two oil passage valves / flow channels in the bottom valve 30 to achieve the two working modes of extension / retraction.

[0065] In active mode, when the shock absorber is stretched (the electro-hydraulic pump 34 component participates in the circuit operation), the electro-hydraulic pump 34 operates, pumping out high-pressure oil that passes through the reversing valve 33, then through the oil pipe to the first flow channel 32 of the bottom valve, and finally enters the compression chamber 62. At this time, the compression chamber 62 is filled with high-pressure oil, while the pressure in the recovery chamber 61 is lower. The pressure difference will generate an upward thrust on the piston 52, causing the piston rod 51 to move upward and lift rapidly. At the same time, the oil in the recovery chamber 61 enters the second working chamber 63 through the first oil passage 17, then enters the second flow channel 31 of the bottom valve, and finally enters the hydraulic pump suction port through the oil pipe and the reversing valve 33, thus forming a complete circuit.

[0066] That is: electro-hydraulic pump 34 high pressure outlet → reversing valve 33 (set to supply oil to the first flow channel) → oil pipe → bottom valve first flow channel 32 → compression chamber 62 (filled with high pressure oil by the pump).

[0067] The oil discharged from the recovery chamber 61 → enters the second working chamber 63 through the first oil passage 17 → through the second flow channel 31 of the bottom valve → oil pipe → reversing valve 33 → returns to the oil suction port of the electro-hydraulic pump 34 (forming a circuit).

[0068] In active mode, when the shock absorber is compressed (the electro-hydraulic pump 34 component participates in the circuit operation), the electro-hydraulic pump 34 operates, and the pumped high-pressure oil passes through the reversing valve 33, then through the oil pipe into the second flow channel 31 of the bottom valve, then into the second working chamber 63, and finally into the recovery chamber 61 through the first oil passage 17. At this time, the recovery chamber 61 is filled with high-pressure oil, while the pressure in the compression chamber 62 is lower. The pressure difference will generate a downward thrust on the piston 52, causing the piston rod 51 to descend rapidly. At the same time, the oil in the compression chamber 62 directly enters the hydraulic pump suction port through the first flow channel 32 of the bottom valve, through the oil pipe and the reversing valve 33, thus forming a complete circuit.

[0069] That is, the high-pressure outlet of the electro-hydraulic pump 34 → the reversing valve 33 (set to supply oil to the second flow channel) → the oil pipe → the second flow channel 31 of the bottom valve → the second working chamber 63 → through the second oil passage 18 → the third working chamber 64 → through the center hole 82 of the reset check valve ( / the passage of the reset solenoid valve 80) → into the reset chamber 61 (charged with high pressure).

[0070] The oil discharged from the compression chamber 62 → passes through the first flow channel 32 of the bottom valve → oil pipe → reversing valve 33 → returns to the oil suction port of the electro-hydraulic pump 34 (completing the circuit).

[0071] In active mode, high-pressure oil is delivered to the compression chamber 62 or the recovery chamber 61 via the electro-hydraulic pump 34 and the reversing valve 33, creating a controlled pressure difference and driving the piston 52 to rapidly extend / retract. Simultaneously, oil on the other side flows back to the pump suction port through the inner cavity oil passage and the bottom valve 30, forming a closed loop. This operating mode enables the shock absorber to have rapid lifting / lowering, precise attitude control, and active damping capabilities.

[0072] like Figure 1 As shown, in a specific embodiment of the present invention, the air bag inflation nozzle 41 of the air bag accumulator 40 is disposed at one end of the shock absorber. Distributing the air bag inflation nozzle 41 of the air bag accumulator 40 at one end of the shock absorber means that the inflation / deflation port is directly arranged in an accessible position at the end cap or bottom of the cylinder, typically equipped with an inflation valve with a check valve and a dustproof protective cover. This arrangement allows for pre-inflation, pressure adjustment, or replenishment of the air bag using standard inflation equipment at the manufacturing, oil injection pre-pressurization, or loading site, and also facilitates online or offline fine-tuning of the air pressure during subsequent maintenance.

[0073] like Figure 6As shown, in a specific embodiment of the present invention, the airbag accumulator 40 is an annular airbag structure. An annular airbag refers to an airbag arranged in a ring-shaped (concentric ring) manner within the annular cavity between the shock absorber cylinder and the inner cylinder / piston rod assembly 50. The airbag is arranged circumferentially, with its inner diameter fitting around the piston rod 51 or the outer side of the inner cylinder, and its outer diameter conforming to the inner wall of the cylinder or a support member such as the transition ring 15. After inflation, it forms a continuous gas phase volume within the annular cavity, used to compensate for the volume of oil displaced by the piston rod 51's intrusion / extension and as an energy / pressure buffer element.

[0074] like Figure 6 As shown, in a specific embodiment of the present invention, the annular airbag structure is interrupted in the circumferential direction (e.g., a C-shaped structure). The C-shaped annular airbag enables quick installation and on-site replacement from the side, avoiding the need for axial disassembly and assembly of the inner cylinder as a whole, thus improving assembly efficiency and after-sales maintenance convenience. The annular airbag structure can cover vibration dampers of different diameters with a small number of specifications during production or after-sales, simplifying inventory and facilitating lateral replacement, reducing axial disassembly and assembly workload, and improving assembly and maintenance efficiency.

[0075] In one specific embodiment of the invention, the first end of the transition ring 15 is interference-fitted with the connector 16, and the second end of the transition ring 15 is interference-fitted with the bottom valve 30. Here, the interference fit mechanically clamps the transition ring 15 onto the connector 16 and the bottom valve 30, pre-tightening and positioning the transition ring 15 radially / axially. The interference fit is typically controlled by tolerance and assembled using a heating or cold assembly process. The purpose here is to form a rigid, concentric mechanical connection between the transition ring 15 and adjacent parts, eliminating gaps and ensuring radial concentricity and axial positioning.

[0076] like Figure 7 , 8 As shown, in a specific embodiment of the present invention, the recovery solenoid valve 80 and the compression solenoid valve 70 are connected to the outside of the fourth working cylinder 14. These two valves are installed on the outside of the fourth working cylinder 14, meaning the valve bodies are located outside the cylinder body rather than within the internal cavity, and communicate with the oil chamber of the fourth working cylinder 14 through an external interface. The coils of the solenoid valves, electrical connectors, and the external structure of the recovery solenoid valve 80 are all easily arranged and maintained from the outside.

[0077] like Figure 1 , 2As shown in Figure 7, in a specific embodiment of the present invention, the recovery solenoid valve 80 and the compression solenoid valve 70 are arranged in a staggered manner along the axial direction of the vibration damper. Axial stagger means that the two valves do not overlap in the axial direction of the vibration damper, but are arranged with a certain offset distance along the axis, so that they are not superimposed in the same axial position. This reduces the axial dimension stacking, facilitates the distribution of valves into available space, and improves the overall structural compactness. It avoids mutual interference between valve bodies or concentrated loads at the same point, which is beneficial for thermal management and vibration isolation. It allows for optimization of the flow path arrangement of each valve, shortening the diameter of a certain flow path or simplifying the pipe connection path. It facilitates division of labor in processing and assembly, reducing the technological difficulty of a single area.

[0078] like Figure 8 As shown, in a specific embodiment of the present invention, the projection angle between the axes of the recovery solenoid valve 80 and the compression solenoid valve 70 on the axial direction of the shock absorber is 0-180°. The recovery solenoid valve 80 assembly and the compression solenoid valve 70 assembly are respectively arranged on the side of the shock absorber, and the axial projection angle α between the two solenoid valves is adjustable, making it easier to adapt to different arrangement spaces. Under different vehicle or equipment arrangement conditions, the valve position can be adjusted to avoid interference parts and facilitate pipeline routing and cable layout. Optimizing installation and maintenance channels, selecting the side that is easier to operate for valve installation reduces assembly difficulty. It can disperse heat sources and power connections, avoiding localized heat accumulation or cable congestion. Different arrangements such as 0° (same side) and 180° (opposite side) can be used to meet space, stress, and maintenance preferences.

[0079] like Figure 1 , 2 As shown, in a specific embodiment of the present invention, the piston 52 is provided with a compression relief valve 53 and a recovery relief valve 54, which are two one-way valves in opposite directions. When the compression stroke speed is very fast or the pressure is too high, some of the high-pressure oil in the compression chamber 62 can push open the compression relief valve 53 in the piston rod assembly 50 and enter the recovery chamber 61. The compression relief valve 53 serves as overload protection. The compression damping force can be controlled and adjusted by the compression solenoid valve 70 assembly. When the recovery stroke speed is very fast or the pressure is too high, some of the high-pressure oil in the recovery chamber 61 can push open the recovery relief valve 54 in the piston rod assembly 50 and enter the compression chamber 62. The recovery relief valve 54 serves as overload protection.

[0080] In summary, this invention achieves a compact structure, low axial height, significantly reduced external piping and flange joints, and reduced leakage paths through the integrated design of multi-layer coaxial sleeves and internal valve circuits, interference fit of transition ring 15, built-in annular air bag (and its side-mounted or coverable structure), and orderly arrangement of foot valve 30, recovery / compression solenoid valve 70, and check valve. Multi-chamber pressure sharing and short internal flow channels reduce the pressure differential and wear on a single seal, improve durability, and enhance the response speed and control accuracy of damping adjustment. The annular air bag and its arrangement (segmented or soft side-covered) offer significant advantages in compensating for piston 52 displacement, buffering transient impacts, improving NVH, and facilitating adaptation to different diameters and on-site maintenance. The recovery / compression solenoid valve 70, in conjunction with the check valve, physically separates the compression and recovery flow paths, allowing for independent and precise adjustment. This enables rapid lifting / lowering and precise attitude control in both CDC passive mode and electro-hydraulic pump 34 active mode, while also providing reliable overload protection through the pressure relief valve. The adjustable installation angle on the side and the external layout improve installation adaptability and maintainability. The oil valve design of the bottom valve 30 supports processes such as oil injection pre-pressurization, transportation isolation and on-site connection. Overall, it takes into account high-performance control, reliability, maintainability and engineering adaptability.

[0081] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in the present invention should still be covered by the claims of the present invention.

[0082] Throughout this description, numerous specific details, such as examples of components and / or methods, are provided to provide a complete understanding of embodiments of the invention. However, those skilled in the art will recognize that embodiments of the invention may be practiced without one or more of these specific details or by other devices, systems, components, methods, parts, materials, components, etc. In other instances, well-known structures, materials, or operations have not been specifically shown or described in detail to avoid obscuring aspects of embodiments of the invention.

Claims

1. A damper characterized by, The utility model relates to a shock absorber, comprising: a first working cylinder; a piston rod assembly arranged in the first working cylinder, the piston rod assembly comprising a piston and a piston rod, the piston dividing an inner chamber of the first working cylinder into a compression chamber and a recovery chamber; a second working cylinder arranged outside the first working cylinder, a chamber between the first working cylinder and the second working cylinder forming a second working chamber, the first working cylinder being provided with a first oil passage hole for connecting the recovery chamber and the second working chamber; a third working cylinder arranged outside the second working cylinder, a chamber between the second working cylinder and the third working cylinder forming a third working chamber, the second working cylinder being provided with a second oil passage hole for connecting the third working chamber and the second working chamber; a fourth working cylinder arranged outside the third working cylinder, a chamber between the third working cylinder and the fourth working cylinder forming a fourth working chamber; a guide oil seal assembly arranged at a first end of the fourth working cylinder; a bottom valve arranged at a second end of the fourth working cylinder, the bottom valve being provided with a first flow channel; a transition ring arranged between the second working cylinder and the fourth working cylinder, a chamber between the transition ring and the second working cylinder forming a fifth working chamber, the transition ring being connected to an end of the third working cylinder through a connector, the compression chamber being connected to the fifth working chamber through the first flow channel of the bottom valve, the fifth working chamber being connected to the fourth working chamber through a compression electromagnetic valve, and the fourth working chamber being connected to the third working chamber through a recovery electromagnetic valve; a gas bag type accumulator arranged in the fourth working chamber, the gas bag type accumulator being filled with gas.

2. The damper of claim 1, wherein The bottom valve is provided with a second flow channel, the second flow channel being connected to the second working chamber, the bottom valve being provided with a first oil passage valve and a second oil passage valve, the first oil passage valve being connected to the second flow channel of the bottom valve, the second oil passage valve being connected to the first flow channel of the bottom valve, and the first oil passage valve and the second oil passage valve being connected to an electro-hydraulic pump through a reversing valve.

3. The damper of claim 1, wherein A gas bag inflation nozzle of the gas bag type accumulator is arranged at one end of the shock absorber.

4. The damper of claim 1, wherein The gas bag type accumulator is in a ring-shaped gas bag structure.

5. The damper of claim 4, wherein The ring-shaped gas bag structure is discontinuously arranged in a circumferential direction.

6. The damper of claim 1, wherein A first end of the transition ring is in interference fit with the connector, and a second end of the transition ring is in interference fit with the bottom valve.

7. The damper of claim 1, wherein The compression electromagnetic valve comprises a compression check valve side small hole, a compression check valve center hole and a compression oil outlet, the compression check valve center hole being connected to the fifth working chamber, the compression oil outlet and the compression check valve side small hole being connected to the fourth working chamber, a one-way valve direction between the compression check valve side small hole and the compression check valve center hole being from the compression check valve side small hole to the compression check valve center hole, and the compression check valve center hole and the compression oil outlet being connected to an inside of the compression electromagnetic valve.

8. The damper of claim 1, wherein The recovery electromagnetic valve comprises a recovery check valve side small hole, a recovery check valve center hole and a recovery oil outlet, the recovery check valve center hole is communicated with the third working chamber, the recovery oil outlet and the recovery check valve side small hole are communicated with the fourth working chamber, the direction of the check valve between the recovery check valve side small hole and the recovery check valve center hole is from the recovery check valve side small hole to the recovery check valve center hole, and the recovery check valve center hole and the recovery oil outlet are communicated with the inside of the recovery electromagnetic valve.

9. The damper of claim 1, wherein The recovery electromagnetic valve and the compression electromagnetic valve are connected to the outside of the fourth working cylinder.

10. The damper of claim 1, wherein The recovery electromagnetic valve and the compression electromagnetic valve are arranged in a staggered manner in the axial direction of the shock absorber.

11. The damper of claim 1, wherein The projection angle between the shaft centers of the recovery electromagnetic valve and the compression electromagnetic valve in the axial direction of the shock absorber is 0-180°.

12. The damper of claim 1, wherein The piston is provided with a compression pressure relief valve and a recovery pressure relief valve, and the compression pressure relief valve and the recovery pressure relief valve are two check valves with opposite directions.

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