Intelligent shock absorber with triple redundant seal structure

Abstract

The application discloses a kind of intelligent shock absorber with triple redundancy sealing structure, it is related to shock absorber technical field, solve the technical problem that traditional shock absorber sealing poor reliability, stiffness adjustment range is limited, dynamic response is insufficient.The shock absorber includes cylinder, piston rod, triple redundancy sealing assembly, multi-chamber adjusting mechanism, inductive electric control module and control unit;Piston rod is slidably arranged in cylinder, triple redundancy sealing assembly is arranged at the cooperation place of both, and is composed of main airtight sealing element, secondary dynamic compensation sealing element and emergency self-repairing sealing layer;Multi-chamber adjusting mechanism includes main gas chamber, auxiliary gas chamber and communication partition component, and effective volume and air pressure can be adjusted;Inductive electric control module collects working parameters, and control unit controls both collaborative work through preset algorithm, realizes stiffness and damping self-adaptive adjustment.The application has high sealing reliability, fast dynamic response and high adjustment precision.

Description

Technical Field

[0001] This invention relates to the field of automotive shock absorber technology, specifically to an intelligent shock absorber with a triple redundant sealing structure, which is particularly suitable for the suspension systems of high-end passenger cars, off-road vehicles, and special vehicles. Background Technology

[0002] In the fields of high-end passenger cars, off-road vehicles, and special vehicles, higher requirements are placed on the sealing reliability, dynamic responsiveness, and adaptive capability of suspension systems. Traditional single-chamber air shock absorbers suffer from problems such as simple sealing structure, easy air leakage and failure, and limited stiffness adjustment range under long-term harsh road conditions or high-frequency compression and rebound conditions. This leads to unstable vehicle dynamic performance, reduced comfort, and the inability to optimize stiffness according to real-time road conditions.

[0003] Existing shock absorbers often employ a single-seal design, which is prone to failure under high pressure and dynamic conditions due to piston rod misalignment, seal wear, and other factors, thus affecting the shock absorber's operational stability. Furthermore, the traditional single-chamber structure's stiffness adjustment method is relatively simple, failing to meet the dynamic adaptation requirements under various road conditions. Its electronic control system also has a slow response speed, making it difficult to achieve precise and coordinated adjustment of stiffness and damping. Especially with the development trend of multi-road adaptive suspension and intelligent chassis systems, the market urgently needs a high-performance shock absorber with ultra-high sealing reliability, intelligent multi-chamber adjustment, and the ability to achieve comprehensive optimization of stiffness and damping.

[0004] Therefore, developing an intelligent air damper that adopts a triple redundant sealing design, integrates a multi-chamber volume adjustable structure, and supports real-time road condition response is of great strategic significance and commercial prospect for improving vehicle dynamic performance and ride quality, enhancing the reliability and environmental adaptability of suspension systems, and promoting the breakthrough of domestic intelligent chassis technology. Summary of the Invention

[0005] To address the technical problems of traditional shock absorbers in the prior art, such as simple sealing structure, easy air leakage failure, limited stiffness adjustment range, and insufficient dynamic response, which cannot meet the adaptive needs of high-end vehicles under various road conditions, this invention provides an intelligent shock absorber with a triple redundant sealing structure. The triple redundant sealing design improves sealing reliability, and the coordinated work of the multi-chamber adjustment mechanism and the inductive and electronic control module enables precise adaptive adjustment of stiffness and damping, thus solving the shortcomings of the prior art.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] An intelligent shock absorber with a triple redundant sealing structure includes a cylinder, a piston rod, a triple redundant sealing assembly, a multi-chamber adjustment mechanism, an inductive control module, and a control unit. The piston rod slides through the cylinder, dividing the cylinder interior into a working chamber and a compensation chamber. The triple redundant sealing assembly is located at the mating point between the cylinder and the piston rod, achieving a high airtight seal in the working chamber. The multi-chamber adjustment mechanism is integrated within the working chamber, allowing adjustment of the effective volume and air pressure distribution of the working chamber. The inductive control module is electrically connected to the multi-chamber adjustment mechanism and the control unit, used to collect the shock absorber's operating parameters and drive the multi-chamber adjustment mechanism. Based on the collected operating parameters, the control unit uses a preset algorithm to control the multi-chamber adjustment mechanism and the inductive control module to work collaboratively, achieving adaptive adjustment of the shock absorber's stiffness and damping.

[0008] Furthermore, the triple redundant sealing assembly comprises, from the inside out, a main airtight seal, a secondary dynamic compensation seal, and an emergency self-healing sealing layer. The main airtight seal is a composite structure of special rubber and a metal skeleton, tightly fitted between the inner wall of the cylinder and the outer wall of the piston rod, undertaking the main sealing function. The secondary dynamic compensation seal is a flexible adaptive material structure, arranged outside the main airtight seal, used to compensate for dynamic sway and micro-vibration between the piston rod and the cylinder. The emergency self-healing sealing layer is coated on the inner wall of the cylinder outside the secondary dynamic compensation seal, containing microcapsule repair material, which can automatically release repair material to fill defects when a small leak occurs at the sealing surface.

[0009] Furthermore, the multi-chamber regulating mechanism includes a main air chamber, at least one auxiliary air chamber, and a communication isolation component; the main air chamber and the auxiliary air chamber are independently arranged in the working chamber, and the communication isolation component includes a miniature high-speed solenoid valve and an air passage pipe. The miniature high-speed solenoid valve is connected to the main air chamber and the auxiliary air chamber respectively through the air passage pipe, and is used to control the communication or isolation state of the main air chamber and the auxiliary air chamber.

[0010] Furthermore, the communication isolation assembly also includes a high-precision pressure sensor, which is installed in the main air chamber and the auxiliary air chamber respectively, for collecting real-time air pressure data of each air chamber and transmitting the data to the control unit.

[0011] Furthermore, the inductive control module includes an inductive sensor, an electromagnetic drive unit, and a signal processing unit; the inductive sensor is used to collect displacement, velocity, and acceleration parameters of the piston rod; the signal processing unit filters and amplifies the collected parameters and then transmits them to the control unit; the electromagnetic drive unit receives instructions from the control unit and drives the miniature high-speed solenoid valve of the multi-chamber regulating mechanism to operate.

[0012] Furthermore, the inductive sensor adopts a differential inductive structure and is arranged at the end of the piston rod and cylinder, with a measurement accuracy of not less than ±0.01mm and a response time of not more than 10ms.

[0013] Furthermore, the control unit has a built-in air circuit control algorithm. The algorithm calculates the optimal air chamber connection state and air pressure regulation value based on the displacement, velocity, and acceleration parameters collected by the inductive control module and the air pressure parameters collected by the multi-chamber adjustment mechanism, thereby controlling the opening and closing of the miniature high-speed solenoid valve.

[0014] Furthermore, the special rubber of the main airtight seal is made of fluororubber, and the metal skeleton is made of stainless steel, and the two are integrally formed by molding process; the secondary dynamic compensation seal is made of silicone rubber with a Shore hardness of 50-60HA; the microcapsule repair material of the emergency self-healing sealing layer is a polyurethane repair agent with a microcapsule particle size of 5-10μm.

[0015] Furthermore, there are two auxiliary gas chambers, namely a first auxiliary gas chamber and a second auxiliary gas chamber. Each of the first auxiliary gas chamber and the main gas chamber, and the second auxiliary gas chamber and the main gas chamber, is equipped with a miniature high-speed solenoid valve, which can independently control the connection or disconnection between each auxiliary gas chamber and the main gas chamber, so as to realize multi-level stiffness adjustment.

[0016] Furthermore, the gas path control algorithm adopts closed-loop feedback regulation, and the control unit performs calculations every 10ms to update the gas chamber connection status and gas pressure target value in real time.

[0017] The intelligent shock absorber with a triple redundant sealing structure of the present invention has the following advantages compared with the prior art:

[0018] 1. High sealing reliability: It adopts a triple redundant sealing structure of "main airtight seal + secondary dynamic compensation seal + emergency self-repair seal", forming a three-dimensional sealing system from the inside out. The main seal undertakes the main sealing function, the secondary seal compensates for dynamic deviation, and the emergency self-repair seal realizes automatic repair of minor leaks. It completely solves the problem of single seal and easy air leakage in traditional shock absorbers, improves the sealing stability of shock absorbers under high pressure and dynamic working conditions, and extends service life.

[0019] 2. Wide range and high precision of stiffness adjustment: It adopts a multi-chamber modular design, and controls the on / off state of the main chamber and each auxiliary chamber through the connecting and separating components. It can flexibly change the effective volume of the working chamber and the air pressure distribution to achieve multi-level stiffness adjustment; with the high-precision pressure sensor and inductive control module, it can achieve closed-loop precise control of air pressure and stiffness to adapt to the usage needs of different road conditions.

[0020] 3. Fast dynamic response and strong adaptive capability: The inductive control module adopts a differential inductive sensor, which has a short response time and high measurement accuracy, and can quickly capture piston rod motion parameters and road condition information; the control unit analyzes parameters in real time through preset algorithms and drives the multi-chamber adjustment mechanism to achieve adaptive adjustment of stiffness and damping, thereby improving the vehicle's dynamic performance and ride comfort.

[0021] 4. Reasonable structure and strong adaptability: The overall structure is compact and can be directly adapted to the suspension systems of existing high-end passenger cars, off-road vehicles and special vehicles without the need for major modifications to the vehicle chassis. It is highly practical and has broad commercial application prospects. Attached Figure Description

[0022] Figure 1 This is a block diagram of the control unit of this intelligent shock absorber with a triple redundant sealing structure;

[0023] Figure 2 This is a block diagram of the inductor and electronic control module of the intelligent shock absorber with a triple redundant sealing structure;

[0024] Figure 3 This is a block diagram of the overall system of the intelligent shock absorber with a triple redundant sealing structure. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to specific embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0026] Example 1

[0027] like Figures 1 to 3 A smart shock absorber with a triple redundant sealing structure includes a cylinder, a piston rod, a triple redundant sealing assembly, a multi-chamber adjustment mechanism, an inductive control module, and a control unit.

[0028] The cylinder is made of high-strength aluminum alloy, and the inner wall is precision polished to a roughness of no more than Ra0.8μm, ensuring smooth sliding of the piston rod and improving sealing performance. The piston rod is made of stainless steel with a hard chrome plating on the surface and a thickness of 5-8μm, which improves wear resistance and corrosion resistance. The piston rod slides through the cylinder, dividing the inside of the cylinder into a working chamber and a compensation chamber. The compensation chamber is filled with compensation oil to balance the pressure changes in the working chamber and prevent the piston rod from jamming.

[0029] The triple redundant sealing assembly is located at the mating point between the cylinder and piston rod, and from the inside out includes a main airtight seal, a secondary dynamic compensation seal, and an emergency self-healing sealing layer. The main airtight seal is a composite structure of fluororubber and a stainless steel skeleton, integrally molded using a compression molding process. Fluororubber features high strength, low permeability, high temperature resistance (-40℃~120℃), and aging resistance. The stainless steel skeleton enhances the structural strength of the seal. The main airtight seal fits tightly between the inner wall of the cylinder and the outer wall of the piston rod, performing the main sealing function and capable of withstanding high-pressure gas of 0.5-2.0MPa without leakage. The secondary dynamic compensation seal is made of silicone rubber with a Shore hardness of 55HA, possessing good elasticity and self-adaptive deformation capabilities. It is located outside the main airtight seal, fitting tightly against both the inner wall of the cylinder and the outer wall of the piston rod, and is used for compensation. The piston rod compensates for dynamic runout (maximum runout not exceeding 0.1mm) and micro-vibration between the piston rod and cylinder, preventing wear of the main seal due to piston rod movement deviation, serving as the first safety redundancy. An emergency self-healing sealing layer is coated on the inner wall of the cylinder outside the auxiliary dynamic compensation seal, with a thickness of 20-30μm. It contains polyurethane microcapsule repair material with a microcapsule particle size of 8μm. When a small leak occurs at the sealing surface (leakage not exceeding 0.01L / min), the microcapsule ruptures under the pressure difference, releasing the polyurethane repair agent to quickly fill the sealing defect, forming a second safety redundancy. This completely eliminates the risk of air leakage from the material, structural, and mechanistic levels.

[0030] The multi-chamber regulating mechanism is integrated within the working chamber and includes a main chamber, a first auxiliary chamber, a second auxiliary chamber, and a communication and isolation assembly. The main chamber, the first auxiliary chamber, and the second auxiliary chamber are arranged independently and are all filled with an inert gas (nitrogen is preferred in this embodiment to avoid oxidation and corrosion), with an initial pressure of 1.0 MPa. The communication and isolation assembly includes two miniature high-speed solenoid valves (model: SV10-02), gas pipelines, and three high-precision pressure sensors (model: PT1000). The two miniature high-speed solenoid valves are connected to the main chamber and the first auxiliary chamber, and the main chamber and the second auxiliary chamber, respectively, via gas pipelines, and are used to independently control the connection or isolation status of each auxiliary chamber with the main chamber. The three high-precision pressure sensors are installed on the inner walls of the main chamber, the first auxiliary chamber, and the second auxiliary chamber, respectively, with a measurement range of 0-3.0 MPa and an accuracy of ±0.001 MPa, used to collect real-time gas pressure data from each chamber and transmit the data to the control unit.

[0031] The inductive control module includes an inductive sensor, an electromagnetic drive unit, and a signal processing unit. The inductive sensor (model: LVDT-01) is a differential inductive structure, located at the end of the piston rod and cylinder, with a measurement range of 0-100mm, a measurement accuracy of ±0.01mm, and a response time of 8ms. It is used to collect the displacement x, velocity v, and acceleration a parameters of the piston rod, reflecting the compression and rebound state of the shock absorber and road condition information. The signal processing unit uses an STM32F103 microcontroller as its core, with built-in low-pass filter and amplification circuits. It filters and amplifies the collected displacement, velocity, and acceleration parameters to remove external interference signals (such as electromagnetic interference and vibration interference), ensuring parameter accuracy, and then transmits the processed parameters to the control unit. The electromagnetic drive unit is electrically connected to a miniature high-speed solenoid valve, receiving commands from the control unit to drive the valve's opening and closing, achieving rapid air circuit switching and air pressure regulation, with a response time of no more than 10ms.

[0032] The control unit uses an STM32F407 microcontroller with a built-in preset air path control algorithm. It is electrically connected to the inductor control module and the multi-chamber adjustment mechanism. It receives displacement x, velocity v, and acceleration a parameters transmitted by the inductor control module, as well as air pressure parameters of each chamber (main chamber air pressure P1, first auxiliary chamber air pressure P2, and second auxiliary chamber air pressure P3) transmitted by the multi-chamber adjustment mechanism. The algorithm calculates the optimal air chamber connection state and air pressure adjustment value, and then controls the opening and closing of the miniature high-speed solenoid valve to achieve adaptive adjustment of the shock absorber stiffness and damping.

[0033] The following discloses the specific content of the gas path control algorithm, as well as the meaning of each letter in the algorithm:

[0034] 1. Core objective of the algorithm: Based on real-time road condition parameters (displacement x, velocity v, acceleration a) and air pressure parameters of each air chamber (P1, P2, P3), calculate the optimal air chamber connection state (opening and closing of the main air chamber and each auxiliary air chamber) and the target air pressure value, control the action of the miniature high-speed solenoid valve, so that the stiffness and damping of the shock absorber are adapted to the current road conditions, taking into account both comfort and support.

[0035] 2. Meaning of each letter in the algorithm:

[0036] x: Real-time displacement of piston rod (unit: mm), positive value indicates piston rod extension (shock absorber stretching), negative value indicates piston rod retraction (shock absorber compression).

[0037] v: Real-time speed of piston rod (unit: mm / s). Positive values ​​indicate the extension speed of piston rod, and negative values ​​indicate the retraction speed of piston rod. The larger the absolute value, the more violent the shock absorber's movement.

[0038] a: Real-time acceleration of the piston rod (unit: mm / s²). Positive values ​​indicate the acceleration of the piston rod extending, while negative values ​​indicate the acceleration of the piston rod retracting. The larger the absolute value, the more severe the road bumps.

[0039] P1: Real-time air pressure in the main air chamber (unit: MPa);

[0040] P2: Real-time air pressure in the first auxiliary air chamber (unit: MPa);

[0041] P3: Real-time air pressure in the second auxiliary air chamber (unit: MPa);

[0042] P0: Target air pressure value (unit: MPa), which is the optimal air pressure that the main air chamber (or the entire connected air chamber) needs to achieve under the current road conditions;

[0043] K: Stiffness coefficient (unit: N / mm), which is inversely proportional to the effective volume of the air chamber. The larger the effective volume, the smaller the K value, and the softer the shock absorber; the smaller the effective volume, the larger the K value, and the stiffer the shock absorber.

[0044] K0: Target stiffness coefficient (unit: N / mm), which is the optimal stiffness coefficient that the shock absorber needs to achieve under the current road conditions;

[0045] V1: Main air chamber volume (unit: cm³);

[0046] A fixed value; in this embodiment, V1 = 500 cm³.

[0047] V2: Volume of the first auxiliary air chamber (unit: cm³);

[0048] A fixed value; in this embodiment, V2 = 300 cm³.

[0049] V3: Volume of the second auxiliary air chamber (unit: cm³);

[0050] A fixed value; in this embodiment, V3 = 200 cm³.

[0051] Vtotal: The total effective volume of the air chambers (unit: cm³), determined based on the connectivity of the air chambers, obtained by adding the volumes of the connected air chambers;

[0052] ΔP: Pressure regulation difference (unit: MPa), which is the difference between the target pressure P0 and the current main air chamber pressure P1;

[0053] T: Adjustment time (unit: ms), which is the time required to complete the air pressure adjustment;

[0054] U: Output voltage of the electromagnetic drive unit (unit: V), used to control the opening degree of the miniature high-speed solenoid valve. The higher the voltage, the larger the opening degree and the faster the air pressure regulation speed.

[0055] K1, K2, K3: Algorithm correction coefficients, determined based on experimental calibration. In this embodiment, K1=0.8, K2=0.5, and K3=0.3, used to optimize calculation accuracy and adapt to different road conditions.

[0056] 3. Specific steps of the algorithm:

[0057] Step 1: Parameter Acquisition and Preprocessing: The control unit receives the piston rod displacement x, velocity v, and acceleration a transmitted in real time from the inductor control module, as well as the main chamber pressure P1, first auxiliary chamber pressure P2, and second auxiliary chamber pressure P3 transmitted from the multi-chamber adjustment mechanism; the signal processing unit filters and amplifies x, v, and a to remove interference signals and obtain the effective parameters x, v, and a.

[0058] Step 2: Calculation of target stiffness coefficient K0: Based on the preprocessed effective x, effective v, and effective a, calculate the target stiffness coefficient K0 using formula (1);

[0059] K0 = K1×|a_valid| + K2×|v_valid| + K3×|x_valid| (1)

[0060] In formula (1), |a_effective|, |v_effective|, and |x_effective| are the absolute values ​​of acceleration, velocity, and displacement, respectively. K1, K2, and K3 are correction coefficients. Through experimental calibration, it is ensured that K0 can accurately reflect the current road conditions' requirements for the stiffness of the shock absorber. The bumpier the road conditions (the larger |a_effective| and |v_effective| are), the larger K0 is, and the stiffer the shock absorber needs to be to improve support. The smoother the road conditions (the smaller |a_effective| and |v_effective| are), the smaller K0 is, and the softer the shock absorber needs to be to improve comfort.

[0061] Step 3: Determine the air chamber connectivity state: Based on the target stiffness coefficient K0, determine the total effective volume Vtotal of the air chambers, and then determine the air chamber connectivity state. The specific rules are as follows:

[0062] When K0 ≤ 5 N / mm (flat road conditions, such as highways): less stiffness is required. At this time, both miniature high-speed solenoid valves are opened, and the main air chamber, the first auxiliary air chamber, and the second auxiliary air chamber are connected. Vtotal = V1 + V2 + V3 = 500 + 300 + 200 = 1000 cm³, with the maximum effective volume and the minimum stiffness, thus improving ride comfort.

[0063] When 5 < K0 ≤ 10 N / mm (general road conditions, such as urban roads): medium stiffness is required. At this time, the micro high-speed solenoid valve corresponding to the first auxiliary air chamber is opened and the micro high-speed solenoid valve corresponding to the second auxiliary air chamber is closed. The main air chamber is connected to the first auxiliary air chamber. V total = V1 + V2 = 500 + 300 = 800 cm³. The stiffness is medium, taking into account both comfort and support.

[0064] When K0 > 10 N / mm (bumpy road conditions, such as off-road surfaces and curved roads): greater rigidity is required. At this time, both miniature high-speed solenoid valves are closed, the main air chamber, the first auxiliary air chamber, and the second auxiliary air chamber are independent of each other, Vtotal = V1 = 500 cm³, the effective volume is the smallest, the rigidity is the largest, and the support and handling are improved.

[0065] Step 4: Calculation of target air pressure P0: Based on the determined total V and target stiffness coefficient K0, calculate the target air pressure P0 using formula (2);

[0066] P0 = K0 × V_total / 1000 (2)

[0067] In formula (2), V is in cm³, K0 is in N / mm, and P0 is in MPa. This formula is derived based on the relationship between the gas state equation and the stiffness coefficient, ensuring that P0 can enable the shock absorber to reach the target stiffness K0.

[0068] Step 5: Air Pressure Regulation Control: Calculate the air pressure regulation difference ΔP = P0 - P1. Based on the magnitude of ΔP, determine the output voltage U and adjustment time T of the electromagnetic drive unit, and then control the operation of the miniature high-speed solenoid valve. The specific rules are as follows:

[0069] When ΔP ≥ 0.1 MPa (current air pressure is lower than target air pressure, inflation is required): control the output voltage of the electromagnetic drive unit U = 12V (maximum opening), adjust the time T = ΔP × 1000 ms / MPa, and quickly inflate the main air chamber (or the entire connected air chamber) until the air pressure reaches P0;

[0070] When -0.1 MPa < ΔP < 0.1 MPa (current air pressure is close to the target air pressure, no large adjustment is needed): control the output voltage of the electromagnetic drive unit U = 6V (medium opening), adjust the time T = |ΔP| × 2000 ms / MPa, slowly adjust the air pressure to ensure that the air pressure is stable at P0;

[0071] When ΔP ≤ -0.1 MPa (current air pressure is higher than target air pressure, air needs to be released): control the output voltage of the electromagnetic drive unit U = 3V (minimum opening), adjust the time T = |ΔP| × 1500 ms / MPa, slowly release air until the air pressure reaches P0;

[0072] Step 6: Closed-loop feedback regulation: During the air pressure regulation process, the high-precision pressure sensor collects the air pressure data of each air chamber in real time and feeds it back to the control unit. The control unit compares the current air pressure with the target air pressure P0 in real time. If the deviation exceeds ±0.005MPa, repeat steps 4-5 until the air pressure stabilizes at P0, thus achieving closed-loop precise control.

[0073] Step 7: Cyclic execution: The control unit executes steps 1-6 cyclically every 10ms, updating road condition parameters and air pressure parameters in real time, dynamically adjusting the air chamber connection status and air pressure, ensuring that the shock absorber is always in the optimal working state, and achieving adaptive adjustment of stiffness and damping.

[0074] In this embodiment, through the coordinated operation of the above algorithm and various components, the shock absorber can achieve a continuously adjustable stiffness of 5-20 N / mm, an air pressure adjustment accuracy of ±0.005 MPa, and a response time of no more than 20 ms. It can effectively adapt to different road conditions such as smooth, normal, and bumpy roads. At the same time, the triple redundant sealing structure ensures the high airtightness of the shock absorber under long-term high-frequency operation, and the sealing life is more than 3 times that of traditional shock absorbers.

[0075] The above embodiments are merely preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Various modifications and improvements made by those skilled in the art to the technical solutions of the present invention without departing from the spirit of the present invention should fall within the protection scope defined by the claims of the present invention.

Claims

1. A smart shock absorber with a triple redundant sealing structure, characterized in that, The device includes a cylinder, piston rod, triple redundant sealing assembly, multi-chamber adjustment mechanism, inductive control module, and control unit. The piston rod slides through the cylinder, dividing the cylinder interior into a working chamber and a compensation chamber. The triple redundant sealing assembly is located at the mating point between the cylinder and piston rod, achieving a high airtight seal in the working chamber. The multi-chamber adjustment mechanism is integrated within the working chamber, allowing adjustment of the effective volume and air pressure distribution. The inductive control module is electrically connected to the multi-chamber adjustment mechanism and control unit, used to collect shock absorber operating parameters and drive the multi-chamber adjustment mechanism. Based on the collected operating parameters, the control unit uses a preset algorithm to control the multi-chamber adjustment mechanism and the inductive control module to work collaboratively, achieving adaptive adjustment of the shock absorber's stiffness and damping.

2. The intelligent shock absorber with a triple redundant sealing structure according to claim 1, characterized in that, The triple redundant sealing assembly comprises, from the inside out, a main airtight seal, a secondary dynamic compensation seal, and an emergency self-healing sealing layer. The main airtight seal is a composite structure of special rubber and a metal skeleton, tightly fitted between the inner wall of the cylinder and the outer wall of the piston rod, and performs the main sealing function. The secondary dynamic compensation seal is a flexible adaptive material structure, arranged outside the main airtight seal, and is used to compensate for dynamic sway and micro-vibration between the piston rod and the cylinder. The emergency self-healing sealing layer is coated on the inner wall of the cylinder outside the secondary dynamic compensation seal and contains microcapsule repair material, which can automatically release repair material to fill defects when a small leak occurs at the sealing surface.

3. The intelligent shock absorber with a triple redundant sealing structure according to claim 1, characterized in that, The multi-chamber regulating mechanism includes a main air chamber, at least one auxiliary air chamber, and a communication and isolation component. The main air chamber and the auxiliary air chamber are independently arranged in the working chamber. The communication and isolation component includes a miniature high-speed solenoid valve and an air passage pipe. The miniature high-speed solenoid valve is connected to the main air chamber and the auxiliary air chamber respectively through the air passage pipe, and is used to control the communication or isolation state of the main air chamber and the auxiliary air chamber.

4. The intelligent shock absorber with a triple redundant sealing structure according to claim 3, characterized in that, The communication isolation assembly also includes a high-precision pressure sensor, which is installed in the main air chamber and the auxiliary air chamber respectively, for collecting real-time air pressure data of each air chamber and transmitting the data to the control unit.

5. The intelligent shock absorber with a triple redundant sealing structure according to claim 1, characterized in that, The inductive control module includes an inductive sensor, an electromagnetic drive unit, and a signal processing unit. The inductive sensor is used to collect displacement, velocity, and acceleration parameters of the piston rod. The signal processing unit filters and amplifies the collected parameters before transmitting them to the control unit. The electromagnetic drive unit receives instructions from the control unit and drives the miniature high-speed solenoid valve of the multi-chamber regulating mechanism to operate.

6. The intelligent shock absorber with a triple redundant sealing structure according to claim 5, characterized in that, The inductive sensor adopts a differential inductive structure and is arranged at the end of the piston rod and cylinder. The measurement accuracy is not less than ±0.01mm and the response time is not more than 10ms.

7. The intelligent shock absorber with a triple redundant sealing structure according to claim 1, characterized in that, The control unit has a built-in air circuit control algorithm. The algorithm calculates the optimal air chamber connection state and air pressure regulation value based on the displacement, velocity, and acceleration parameters collected by the inductive control module and the air pressure parameters collected by the multi-chamber adjustment mechanism, thereby controlling the opening and closing of the miniature high-speed solenoid valve.

8. The intelligent shock absorber with a triple redundant sealing structure according to claim 2, characterized in that, The main airtight seal uses fluororubber as its special rubber and stainless steel as its metal skeleton, and the two are integrally formed by molding. The secondary dynamic compensation seal uses silicone rubber with a Shore hardness of 50–60 HA. The microcapsule repair material of the emergency self-healing sealing layer is a polyurethane repair agent with a microcapsule particle size of 5–10 μm.

9. The intelligent shock absorber with a triple redundant sealing structure according to claim 3, characterized in that, The auxiliary gas chamber is provided in two parts, namely the first auxiliary gas chamber and the second auxiliary gas chamber. Each auxiliary gas chamber is equipped with a miniature high-speed solenoid valve between the first auxiliary gas chamber and the main gas chamber, and between the second auxiliary gas chamber and the main gas chamber. These valves can independently control the connection or disconnection between each auxiliary gas chamber and the main gas chamber, thereby achieving multi-level stiffness adjustment.

10. The intelligent shock absorber with a triple redundant sealing structure according to claim 7, characterized in that, The gas path control algorithm adopts closed-loop feedback regulation. The control unit performs a calculation every 10ms to update the gas chamber connection status and gas pressure target value in real time.

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