Electromagnetic valve for a variable-damping shock absorber and control method thereof

Abstract

A solenoid valve for a variable damping shock absorber and a control method thereof belong to the technical field of variable damping shock absorbers. The solenoid valve for the variable damping shock absorber comprises a coil part, a hydraulic part and an electromagnetic part connected therebetween. The hydraulic part comprises a hydraulic shell, and the hydraulic shell is provided with a main valve part, a pilot valve part and an oil communication part connected therebetween. The solenoid valve has the beneficial effects that the motion correlation of the main valve and the pilot valve is stronger through the optimized design of the internal structure of the solenoid valve, the pressure output of the solenoid valve can be more stably controlled, the fluctuation of the damping force of the shock absorber is reduced, and the reliability of the operation of the shock absorber can be improved.

Description

Technical Field

[0001] This invention relates to the field of variable damping vibration damper technology, and in particular to a solenoid valve for a variable damping vibration damper and its control method. Background Technology

[0002] In existing technology, solenoid valve products consist of two parts: electromagnetic drive and hydraulic valve body. The hydraulic valve body includes a main valve part and a pilot part. In existing solenoid valve designs, the main valve part and the pilot part of the solenoid valve are generally separate and are coupled together by pressure oil.

[0003] For example, patent CN112815033A discloses a solenoid valve for a variable damping shock absorber. This solenoid valve comprises two parts: an electromagnetic drive and a hydraulic valve body. The hydraulic valve body includes a main valve section and a pilot section. The flow pressure and flow rate of the main valve are controlled by the pilot section. In this solenoid valve design, the main valve section and the pilot section are separated by a pilot valve seat, and pressure is transmitted between them via pressurized oil. However, in actual operation, the main valve and the pilot valve move independently. In this operating mode, pressure build-up is relatively slow, especially when the shock absorber operates at lower speeds. The pressure difference of the solenoid valve is small, resulting in lower damping force and reduced vehicle handling. Figure 1 As shown. Summary of the Invention

[0004] To address the aforementioned technical problems, this invention provides a solenoid valve for a variable damping shock absorber and its control method. By designing the internal structure of the solenoid valve, the motion correlation between the main valve and the pilot valve is strengthened, enabling the pressure to be built up more quickly when the shock absorber is running at low speed, thereby providing higher damping force to improve the vehicle's handling performance.

[0005] To achieve the above objectives, the technical solution adopted by the present invention to solve its technical problem is as follows: The invention includes a coil section, a hydraulic section, and an electromagnetic section connected between them. The hydraulic section includes a hydraulic housing, within which a main valve component, a pilot valve component, and an oil communication component connected between them are disposed. The outer side of the electromagnetic section is interference-fitted with the coil section, and the inner side of the electromagnetic section is interference-fitted with the hydraulic section. The hydraulic housing is configured as a cylindrical housing, and the oil communication component is axially guided and installed at the center of the hydraulic housing. The oil communication component includes a pilot connecting rod guided and installed within the hydraulic housing, which directly connects the pilot valve component and the main valve component when the coil is energized.

[0006] An axial channel is provided inside the pilot connecting rod, and multiple through holes I are provided circumferentially at intervals at one end of the pilot connecting rod near the main valve component. The through holes I are connected to the axial channel.

[0007] The pilot valve component includes a guide seat fixed within the hydraulic housing, and the oil communication component is axially guided through the guide seat.

[0008] The pilot valve component also includes a pilot valve core that is slidably connected within the hydraulic housing near one end of the coil section. The pilot valve core is connected to one end of the oil communication component via a pilot spring.

[0009] The hydraulic housing, the pilot valve core, and the guide seat together form a pilot valve cavity.

[0010] The main valve component includes a main valve seat fixed inside the hydraulic housing at one end away from the coil section and a main valve piston slidably connected in the middle of the hydraulic housing. The oil communication component is connected to the guide seat through an elastic component so that the oil communication component abuts against the main valve piston.

[0011] The elastic component includes a preload spring that is locked and fixed to the end of the oil communication component away from the coil and a main valve spring that is sleeved outside the guide seat. One end of the main valve spring is in contact with the guide seat, and the other end of the main valve spring is in contact with the preload spring.

[0012] The end of the main valve piston away from the main valve seat is provided with an annular groove that radially clearances with the oil communication component. The radial clearance between the oil communication component and the main valve piston is greater than the radial clearance between the oil communication component and the guide seat.

[0013] The main valve seat and the hydraulic housing are connected by an adjusting shim for limiting.

[0014] An overflow hole is provided at the center of the main valve piston, an oil inlet hole is provided inside the main valve seat, a plurality of through holes II are provided circumferentially on the pilot valve core, a plurality of oil outlets are provided circumferentially on the hydraulic housing, and a groove is provided on the outer side of the hydraulic housing near the coil part, and the groove and the electromagnetic part form an L-shaped flow channel.

[0015] A first oil passage is formed between the oil inlet, the oil outlet, and the gap between the main valve piston and the main valve seat; a second oil passage is formed between the oil inlet, the overflow hole, the axial channel at the center of the pilot connecting rod, the gap between the pilot valve core and the hydraulic housing, and the L-shaped flow channel; a third oil passage is formed between the oil inlet, the overflow hole, the axial channel at the center of the pilot connecting rod, the through hole II, and the L-shaped flow channel.

[0016] The hydraulic housing, the main valve piston, and the guide seat together form the main valve cavity.

[0017] The electromagnetic unit includes a threaded housing installed in a vibration damper mounting hole. The outer side of the threaded housing is interference-fitted with the coil unit, and the inner side of the threaded housing is interference-fitted with the hydraulic unit. A magnetic pole is fixed at one end of the threaded housing near the coil unit. The electromagnetic unit also includes a magnetic pole bushing connected to the threaded housing. An armature assembly that guides the magnetic pole is installed inside the magnetic pole bushing.

[0018] The pilot valve core has an annular protrusion circumferentially arranged at one end near the coil section to seal with the magnetic pole.

[0019] A control method for the solenoid valve of the variable damping shock absorber includes a normal operating mode and a safe operating mode.

[0020] In the normal operating mode, the solenoid valve is energized and receives a current signal from the controller. The greater the operating current received by the solenoid valve, the greater the pressure difference of the damper oil and the greater the damping force of the damper, and vice versa.

[0021] In the safe operating mode, the solenoid valve is de-energized, and the damping force of the shock absorber remains at an intermediate level.

[0022] The beneficial effects of this invention are:

[0023] 1. This invention provides a solenoid valve for a variable damping shock absorber. By mechanically connecting the main valve component and the pilot valve component of the hydraulic unit through an oil communication component, the main valve component and the pilot valve component are in direct contact after connection. This allows the electromagnetic force to be transmitted to the main valve piston more directly, thereby significantly improving the pressure build-up speed of the shock absorber system, especially the damping force when the shock absorber is moving at low speed, thus improving the vehicle's handling performance.

[0024] 2. By separating the main valve piston and the oil communication component in the main valve assembly, and by radially clearance fitting one end of the main valve piston and the oil communication component, the present invention allows for dimensional deviations in the machining of the components, ensuring that the solenoid valve will not experience mechanical jamming during operation, and further ensuring the stability and reliability of the system operation. Attached Figure Description

[0025] The following is a brief explanation of the contents of each of the accompanying drawings and the markings in the drawings:

[0026] Figure 1 This is a graph showing the relationship between the operating speed of a vibration damper and the differential pressure of a solenoid valve in the prior art.

[0027] Figure 2 This is a cross-sectional view of the solenoid valve for the variable damping vibration damper of the present invention;

[0028] Figure 3 This is an exploded view of the solenoid valve for the variable damping vibration damper of the present invention;

[0029] Figure 4 This is a cross-sectional view of the electromagnetic part in this invention;

[0030] Figure 5 This is an exploded view of the hydraulic unit in this invention;

[0031] Figure 6 This is a cross-sectional view of the hydraulic unit in this invention;

[0032] Figure 7 This is a schematic diagram of the connection of the oil fluid communication component in this invention;

[0033] Figure 8 This is a schematic diagram of the oil flow of the solenoid valve of the present invention in the energized mode;

[0034] Figure 9 This is a schematic diagram of the oil flow of the solenoid valve of the present invention in the power-off mode;

[0035] The markings in the above figures are as follows: 1. Coil section, 2. Electromagnetic section, 21. Threaded housing, 22. Magnetic pole, 23. Magnetic pole bushing, 24. Armature assembly, 241. Armature body, 242. Armature push rod, 3. Hydraulic section, 31. Hydraulic housing, 311. Oil outlet, 312. Groove, 313. L-shaped flow channel, 32. Main valve assembly, 321. Main valve seat, 3211. Oil inlet, 322. Main valve piston, 3221. Annular groove, 3222. Overflow hole, 323. 324. Preload spring; 325. Main valve spring; 326. Adjusting shim; 327. Main valve cavity; 33. Pilot valve assembly; 331. Guide seat; 332. Pilot valve core; 3321. Through hole II; 3322. Annular protrusion; 333. Pilot spring; 334. Pilot valve cavity; 34. Oil communication component; 341. Pilot connecting rod; 342. Axial channel; 343. Through hole I; 35. First oil passage; 36. Second oil passage; 37. Third oil passage. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments will be clearly and completely described below with reference to the accompanying drawings. The following embodiments are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0037] In the description of this invention, it should be noted that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0038] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0039] In existing technologies, solenoid valve products consist of two parts: an electromagnetic drive and a hydraulic valve body. The hydraulic valve body includes a main valve section and a pilot section. The main valve section and the pilot section of the solenoid valve are generally separate, connected by pressure oil. However, in actual operation, the independent displacement of the main valve and the pilot valve easily causes system pressure fluctuations, making it impossible to accurately and stably regulate the flow and pressure of the damper's pressure oil. This results in large fluctuations in the pressure output of the solenoid valve, leading to large fluctuations in the damping force of the damper and reducing the reliability of the damper's operation.

[0040] To address the above technical issues, such as Figure 2 and Figure 3 As shown, the present invention provides a solenoid valve for a variable damping shock absorber. The solenoid valve includes a coil part 1, a hydraulic part 3, and an electromagnetic part 2 connected between them. The hydraulic part 3 includes a hydraulic housing 31, in which a main valve component 32, a pilot valve component 33, and an oil communication component 34 connected between them are disposed. The main valve component 32 and the pilot valve component 33 are mechanically connected through the oil communication component 34. After connection, the motion correlation between the main valve component 32 and the pilot valve component 33 is stronger, and pressure can be built up faster when the shock absorber is running at low speed, thereby providing higher damping force to improve the vehicle's handling performance.

[0041] Specifically, the outer side of the electromagnetic part 2 is interference-fitted with the coil part 1, and the inner side of the electromagnetic part 2 is interference-fitted with the hydraulic part 3, ensuring the robustness and stability of the entire solenoid valve structure.

[0042] Specifically, such as Figure 5 , Figure 6 and Figure 7As shown, the hydraulic housing 31 is a cylindrical housing, and an oil communication component 34 is axially guided and installed at the center of the hydraulic housing 31. The oil communication component 34 includes a pilot connecting rod 341 guided and installed inside the hydraulic housing 31. The pilot connecting rod 341 is provided with an axial channel 342 with openings at both ends. At the end of the pilot connecting rod 341 near the main valve component 32, multiple through holes I 343 are arranged circumferentially at intervals. The through holes I 343 are connected to the axial channel 342, so that the damper pressure oil enters the cavity where the pilot valve component 33 is located through the axial channel 342 and flows into the cavity where the main valve component 32 is located through the multiple through holes I 343. This makes the motion correlation between the main valve component 32 and the pilot valve component 33 stronger, and can more stably control the pressure output of the solenoid valve.

[0043] Specifically, the pilot valve component 33 includes a guide seat 331 fixed (interference-fitted) inside the hydraulic housing 31. The guide seat 331 is configured as a cylindrical component, including cylindrical section I and cylindrical section II. The outer diameter of cylindrical section I is larger than the outer diameter of cylindrical section II. Cylindrical section I is interference-fitted inside the hydraulic housing 31. A guide hole is provided at the central axis of the guide seat 331. The oil communication component 34 is guided axially through the guide hole. The oil communication component 34 is clearance-fitted with the guide hole to ensure that the oil communication component 34 can slide freely inside the guide seat 331.

[0044] The aforementioned pilot valve component 33 further includes a pilot valve core 332 slidably connected within the hydraulic housing 31 near one end of the coil section 1. This pilot valve core 332 is a moving component and is connected to one end of the oil communication component 34 via a pilot spring 333. The oil communication component 34 has a limiting platform at one end near the pilot valve core 332, and the cylindrical section I of the guide seat 331 has a positioning groove on its end face near the pilot valve core 332. An annular groove for positioning one end of the pilot spring 333 is formed between the limiting platform and the positioning groove. The pilot valve core 332 has a positioning boss at one end near the oil communication component 34, which is positioned and sleeved with the other end of the pilot spring 333. The pilot valve core 332 is positioned and guided by the pilot spring 333 at one end of the oil communication component 34, ensuring the stability of the pilot valve core 332's operation in the energized mode of the solenoid valve.

[0045] Specifically, the main valve component 32 includes a main valve seat 321 fixed (interference-fitted) in the hydraulic housing 31 at one end away from the coil part 1 and a main valve piston 322 slidably connected in the middle of the hydraulic housing 31. The oil communication component 34 is connected to the guide seat 331 through an elastic component so that the oil communication component 34 and the main valve piston 322 are in contact and connected, ensuring that they will not separate during operation.

[0046] The elastic components include a preload spring 323 locked to the end of the oil communication component 34 away from the coil section 1 by a spring lock, and a main valve spring 324 sleeved on the outside of the guide seat 331 (cylindrical section II). One end of the main valve spring 324 is in contact with the guide seat 331, and the other end is in contact with the preload spring 323. Under the combined force of the main valve spring 324 and the preload spring 323, the main valve spring 324 and the preload spring 323 are kept in contact and will not disengage during operation. Moreover, the stiffness coefficient of the preload spring 323 is significantly lower than that of the main valve spring 324, ensuring that the main valve piston 322 and the main valve seat 321 have a smaller preload force and a smaller spring stiffness in the initial state, making the operation of the shock absorber smoother and reducing the discomfort caused by excessive spring force during the operation of the shock absorber.

[0047] The main valve piston 322 has an annular groove 3221 at the end away from the main valve seat 321, which is radially clearance-fitted with the oil communication component 34. The radial clearance between the oil communication component 34 and the main valve piston 322 is greater than the radial clearance between the oil communication component 34 and the guide seat 331. This makes the movement guidance between the oil communication component 34 and the main valve piston 322, and between the oil communication component 34 and the guide seat 331, independent of each other. It also allows for dimensional deviations in the machining of parts, ensuring that the solenoid valve will not be mechanically jammed during operation, thus ensuring the reliability of the system.

[0048] In addition, the main valve seat 321 and the hydraulic housing 31 are connected by an adjusting shim 325 for limiting. The adjusting shim 325 can be used as a single piece or in combination, and is determined after calculation and adjustment based on the preload required by the main valve piston 322.

[0049] Specifically, the main valve piston 322 has an overflow hole 3222 at its center, the main valve seat 321 has an oil inlet hole 3211, the pilot valve core 332 has multiple through holes II 3321 spaced around its circumference, the hydraulic housing 31 has multiple oil outlets 311 spaced around its circumference, and the outer side of the hydraulic housing 31 near the coil part 1 has a groove 312, which forms an L-shaped flow channel 313 with the electromagnetic part 2. The first oil passage 35, i.e., the main flow passage, is formed between the oil inlet 3211, the oil outlet 311, and the gap between the main valve piston 322 and the main valve seat 321. The second oil passage 36 is formed between the oil inlet 3211, the overflow hole 3222, the axial passage 342 at the center of the pilot connecting rod 341, the gap between the pilot valve core 332 and the hydraulic housing 31, and the L-shaped flow channel 313. The third oil passage 37 is formed between the oil inlet 3211, the overflow hole 3222, the axial passage 342 at the center of the pilot connecting rod 341, the through hole II 3321, and the L-shaped flow channel 313. When the solenoid valve is in normal energized working mode, the shock absorber pressure oil reaches the oil outlet 311 through the third oil passage 37 and the first oil passage 35. When the solenoid valve is in de-energized mode, the shock absorber pressure oil reaches the oil outlet 311 through the second oil passage 36 and the first oil passage 35. In both normal energized and de-energized modes, the flow channels for the shock absorber's pressurized oil are separate, primarily to enhance the solenoid valve's pressure build-up speed. Similar products on the market have no mechanical connection between the pilot chamber and the main valve chamber, resulting in slower pressure build-up when oil flows. However, this design mechanically connects the pilot chamber and the main valve chamber via a connecting rod. The electromagnetic force generated by the solenoid directly acts on the main valve piston, leading to much faster pressure build-up. This means the shock absorber can build up higher pressure even at low flow rates, improving vehicle handling.

[0050] The hydraulic housing 31, the pilot valve core 332, and the guide seat 331 together form a pilot valve cavity 334, and the hydraulic housing 31, the main valve piston 322, and the guide seat 331 together form a main valve cavity 326, both of which can accommodate a certain volume of damper pressure oil.

[0051] Specifically, the electromagnetic part 2 includes a threaded housing 21 installed in the damper mounting hole. The outer side of the threaded housing 21 is interference-fitted with the coil part 1, and the inner side of the threaded housing 21 is interference-fitted with the hydraulic part 3. A magnetic pole 22 is fixed at one end of the threaded housing 21 near the coil part 1. The electromagnetic part 2 also includes a magnetic pole bushing 23 connected to the threaded housing 21. An armature assembly 24, which guides the magnetic pole 22, is installed in the magnetic pole bushing 23. The armature assembly 24 includes an armature push rod 242 and an armature body 241 that is interference-fitted or riveted along its axial direction. Both ends of the armature push rod 242 protrude from the armature body 241, and one end of the armature push rod 242 is connected to the magnetic pole bushing 23 through a guide bearing. The other end of the armature push rod 242 is guided and fitted with the magnetic pole 22. The armature assembly 24 is a moving part that works in conjunction with the coil section 1. When the coil assembly in the coil section 1 is energized, the armature body 241 is pushed by electromagnetic force, driving the armature push rod 242 to move. The travel of the armature push rod 242 is determined by the axial position of the magnetic pole 22. The coil section 1 receives a current signal from the shock absorber controller. After the current passes through the coil section 1, a magnetic field is generated. Under the action of the magnetic field, the electromagnetic section 2 generates an electromagnetic force. The electromagnetic force drives the armature body 241 in the electromagnetic section 2 to drive the armature push rod 242 to push the pilot valve core 332 towards the main valve component 32 of the hydraulic section 3. Moreover, the pilot valve core 332 has an annular protrusion 3322 circumferentially arranged near the end of the coil section 1, which seals with the magnetic pole 22. This ensures that in the de-energized mode, the annular protrusion 3322 is in contact and sealed with the magnetic pole 22, preventing the shock absorber pressure oil from entering the electromagnetic section 2 and affecting the normal operation of the solenoid valve.

[0052] The control method for the solenoid valve used in the aforementioned variable damping shock absorber includes a normal operating mode and a safe operating mode.

[0053] In normal operating mode, the solenoid valve is energized and receives a current signal from the controller. The magnitude of the working current received by the solenoid valve determines the pressure value of the damper oil flowing through the solenoid valve. The greater the working current received by the solenoid valve, the greater the pressure difference of the damper oil and the greater the damping force of the damper, and vice versa.

[0054] In safe operating mode, the solenoid valve is de-energized and does not receive a current signal from the controller, so the damping force of the shock absorber remains at an intermediate level.

[0055] Specific work status as follows: Figure 8 and Figure 9 As shown. Figure 8This diagram illustrates the operating state of the solenoid valve in normal working mode. The specific control method is as follows: After the solenoid valve is energized, the armature push rod 242 contacts the pilot valve core 332 under the action of electromagnetic force. Once the set control current is reached, the armature push rod 242 presses the pilot valve core 332 tightly against the oil connection component 34. The damper pressure oil flows from the end inlet of the solenoid valve through the overflow hole 3222 of the main valve piston 322 to the axial channel 342 of the oil connection component 34. Simultaneously, the pressure oil enters the main valve chamber 326 through the circumferential through-hole I 343 of the oil connection component 34, and also enters the pilot valve chamber 334 through the axial channel 342 of the oil connection component 34. When the pilot valve core 332 is pressed against the oil connection component 34 under the action of electromagnetic force, the pressure oil in the pilot valve chamber 334 cannot be discharged, and the oil pressure in the pilot valve chamber 334 will increase. The high oil pressure in the pilot valve chamber 334 is transmitted to the main valve piston 322 area through the oil connection component 34 and the connected pilot spring 333 and elastic component. When the downward hydraulic pressure on the main valve piston 322 is greater than the lifting hydraulic pressure generated at the oil inlet, the main valve piston 322 cannot open. When the pressure in the pilot valve chamber 334 increases to the point that the generated hydraulic pressure can overcome the electromagnetic force, the pilot valve core 332 will disengage from the oil connection component 34 to form a flow channel. At this time, the pressurized oil in the pilot valve chamber 334 will flow through this channel and through the through hole II 3321 of the pilot valve core 332 to the L-shaped flow channel 313 and then to the oil outlet 311, that is, through the second oil channel 36 to the oil outlet 311. As a result, the oil pressure in the pilot valve chamber 334 will decrease. After the oil pressure in the pilot valve chamber 334 decreases, the downward pressure acting on the main valve piston 322 will decrease. Under the action of the hydraulic thrust lifting the oil inlet, the main valve piston 322 will disengage from the main valve seat 321 and form the first oil passage 35. In this way, the damper oil in the oil inlet will flow from the first oil passage 35 into the oil outlet.

[0056] Figure 9This diagram illustrates the operating state of the solenoid valve in the power-off mode. The specific control method is as follows: In power-off mode, the pilot valve core 332, under the action of the pilot spring 333, contacts and seals with the magnetic pole 22. Simultaneously, the damper oil flows from the oil inlet 3211 of the main valve seat 321 into the main valve cavity 326, forming two flow channels. The pressure between these two channels is interconnected and influences each other. These two channels include a first oil channel 35 and a third oil channel 37. The formation process of the first oil channel 35 is as follows: Under hydraulic pressure, the main valve piston 322 overcomes the spring force of the elastic component and separates from the main valve seat 321, forming the first oil channel 35. The damper oil from the oil inlet flows through this channel to the oil outlet 311. The formation process of the third oil passage 37 is as follows: Pressure oil from the inlet reaches the axial passage 342 at the center of the pilot connecting rod 341 via the overflow hole 3222 at the center of the main valve piston 322. The pressure oil then enters the main valve cavity 326 through multiple through holes I 343 in the pilot connecting rod 341. Simultaneously, pressure oil also enters the pilot valve cavity 334 through the axial passage 342 of the pilot connecting rod 341. At this time, because the pilot valve core 332 is sealed to the magnetic pole 22 under the action of the pilot spring 333, the pressure oil in the pilot valve cavity 334 can only flow through the designed fit gap between the pilot valve core 332 and the hydraulic housing 31, entering the L-shaped flow channel 313 formed on the side of the hydraulic housing 31 and reaching the outlet 311 of the solenoid valve. By designing and defining the fit gap between the pilot valve core 332 and the hydraulic housing 31, the pressure in the pilot valve cavity 334 can be determined, thereby affecting the pressure output of the first oil passage 35.

[0057] In summary, this invention optimizes the internal structure of the solenoid valve, making the motion correlation between the main valve and the pilot valve stronger, enabling more stable control of the solenoid valve's pressure output, reducing fluctuations in the damping force of the shock absorber, and improving the reliability of the shock absorber's operation.

[0058] The above description is merely an illustration of some principles of the present invention. This specification is not intended to limit the present invention to the specific structures and applicable scope shown. Therefore, all possible modifications and equivalents that may be used fall within the scope of the patent application of this invention.

Claims

1. A solenoid valve for a variable damping vibration damper, characterized in that, The device includes a coil section, a hydraulic section, and an electromagnetic section connecting them. The hydraulic section includes a hydraulic housing, within which are disposed a main valve component, a pilot valve component, and an oil communication component connected between them. The outer side of the electromagnetic section is interference-fitted with the coil section, and the inner side of the electromagnetic section is interference-fitted with the hydraulic section. The hydraulic housing is a cylindrical housing, and the oil communication component is axially guided and installed at the center of the hydraulic housing. The oil communication component includes a pilot connecting rod guided and installed within the hydraulic housing, which directly connects the pilot valve component and the main valve component when the coil is energized.

2. The solenoid valve for a variable damping vibration damper according to claim 1, characterized in that: An axial channel is provided inside the pilot connecting rod, and multiple through holes I are provided circumferentially at intervals at one end of the pilot connecting rod near the main valve component. The through holes I are connected to the axial channel.

3. The solenoid valve for a variable damping vibration damper according to claim 1, characterized in that: The pilot valve component includes a guide seat fixed within the hydraulic housing, and the oil communication component is axially guided through the guide seat.

4. The solenoid valve for a variable damping vibration damper according to claim 3, characterized in that: The pilot valve component also includes a pilot valve core that is slidably connected within the hydraulic housing near one end of the coil section. The pilot valve core is connected to one end of the oil communication component via a pilot spring.

5. The solenoid valve for a variable damping vibration damper according to claim 4, characterized in that: The hydraulic housing, the pilot valve core, and the guide seat together form a pilot valve cavity.

6. The solenoid valve for a variable damping vibration damper according to claim 3, characterized in that: The main valve component includes a main valve seat fixed inside the hydraulic housing at one end away from the coil section and a main valve piston slidably connected in the middle of the hydraulic housing. The oil communication component is connected to the guide seat through an elastic component so that the oil communication component abuts against the main valve piston.

7. The solenoid valve for a variable damping vibration damper according to claim 6, characterized in that: The elastic component includes a preload spring that is locked and fixed to the end of the oil communication component away from the coil and a main valve spring that is sleeved outside the guide seat. One end of the main valve spring is in contact with the guide seat, and the other end of the main valve spring is in contact with the preload spring.

8. The solenoid valve for a variable damping vibration damper according to claim 6, characterized in that: The end of the main valve piston away from the main valve seat is provided with an annular groove that radially clearances with the oil communication component. The radial clearance between the oil communication component and the main valve piston is greater than the radial clearance between the oil communication component and the guide seat.

9. The solenoid valve for a variable damping vibration damper according to claim 6, characterized in that: The main valve seat and the hydraulic housing are connected by an adjusting shim for limiting.

10. The solenoid valve for a variable damping vibration damper according to claim 6, characterized in that: An overflow hole is provided at the center of the main valve piston, an oil inlet hole is provided inside the main valve seat, a plurality of through holes II are provided circumferentially on the pilot valve core, a plurality of oil outlets are provided circumferentially on the hydraulic housing, and a groove is provided on the outer side of the hydraulic housing near the coil part, and the groove and the electromagnetic part form an L-shaped flow channel. A first oil passage is formed between the oil inlet, the oil outlet, and the gap between the main valve piston and the main valve seat; a second oil passage is formed between the oil inlet, the overflow hole, the axial channel at the center of the pilot connecting rod, the gap between the pilot valve core and the hydraulic housing, and the L-shaped flow channel; a third oil passage is formed between the oil inlet, the overflow hole, the axial channel at the center of the pilot connecting rod, the through hole II, and the L-shaped flow channel.

11. The solenoid valve for a variable damping vibration damper according to claim 6, characterized in that: The hydraulic housing, the main valve piston, and the guide seat together form the main valve cavity.

12. The solenoid valve for a variable damping vibration damper according to claim 4, characterized in that: The electromagnetic unit includes a threaded housing installed in a damper mounting hole. The outer side of the threaded housing is interference-fitted with the coil unit, and the inner side of the threaded housing is interference-fitted with the hydraulic unit. A magnetic pole is fixed at one end of the threaded housing near the coil unit. The electromagnetic unit also includes a magnetic pole bushing connected to the threaded housing. An armature assembly that guides the magnetic pole is installed inside the magnetic pole bushing.

13. The solenoid valve for a variable damping vibration damper according to claim 12, characterized in that: The pilot valve core has an annular protrusion circumferentially arranged at one end near the coil section to seal with the magnetic pole.

14. A control method for a solenoid valve for a variable damping vibration damper as described in any one of claims 1 to 13, characterized in that, This includes normal working mode and safe working mode. In the normal operating mode, the solenoid valve is energized and receives a current signal from the controller. The greater the operating current received by the solenoid valve, the greater the pressure difference of the damper oil and the greater the damping force of the damper, and vice versa. In the safe operating mode, the solenoid valve is de-energized, and the damping force of the shock absorber remains at an intermediate level.

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