Electromagnetic valve for a vehicle shock absorber

Abstract

This invention belongs to the field of solenoid valve technology, specifically relating to a solenoid valve for a vehicle shock absorber, including a pilot valve, a main valve body, a pressure boosting seat, and a pressure boosting valve sleeve. The main valve body has an inlet and an outlet. The pressure boosting valve sleeve has a partition plate that divides the inner cavity of the main valve housing into an adjustment chamber and a return chamber. The partition plate has a pressure regulating hole, which is sealed by the pilot valve core. The pressure boosting seat is located inside the pressure boosting valve sleeve and slides axially in a sealing fit with it, dividing the adjustment chamber into a pressure boosting chamber and a main liquid chamber. The main liquid chamber is connected to the inlet and outlet. The pressure boosting seat has a throttling orifice. One end of the pressure boosting seat has an isolation ring that isolates the main liquid chamber and the outlet. A limiting boss is provided on the inner wall of the main valve housing. The pressure boosting valve sleeve includes a pressure boosting sleeve body and a positioning part. The positioning part is located between the limiting boss and the main valve body and abuts axially against both. The pressure boosting valve sleeve has a throttling channel that connects the return chamber and the inlet. This reduces the number of parts, saves manufacturing costs, and improves assembly efficiency and quality.

Description

Technical Field

[0001] This invention belongs to the field of electromagnetic valve technology, and specifically relates to an electromagnetic valve for a vehicle shock absorber. Background Technology

[0002] The shock absorber is the core component of a vehicle's suspension system. It significantly improves ride comfort, handling stability, and driving safety by converting and dissipating the vibration energy generated during vehicle operation into heat. Hydraulic shock absorbers are commonly used in vehicle suspensions. These consist of two chambers, an inner and an outer chamber, each filled with hydraulic oil. The oil flows between the two chambers through a hydraulic passage. A solenoid valve is installed in this passage to adjust the damping force of the shock absorber. By adjusting the current flowing into the solenoid valve, the flow rate of the oil is controlled, thus regulating the oil flow in the hydraulic passage and ultimately adjusting the damping force of the hydraulic shock absorber.

[0003] Common solenoid valves in traditional vehicle shock absorbers are single-channel throttling solenoid valves, comprising a pilot valve assembly and a main valve assembly. The pilot valve assembly includes a pilot valve housing, an electromagnetic coil housed within the pilot valve housing, and a pilot valve core located inside the electromagnetic coil and axially slidingly engaged with the pilot valve housing. The main valve assembly includes a solenoid valve housing and a pilot valve sleeve housed within the solenoid valve housing, with a throttling orifice on the pilot valve sleeve. When the electromagnetic coil is energized, the pilot valve core moves and blocks the throttling orifice on the pilot valve sleeve. By changing the current flowing through the electromagnetic coil, the thrust on the pilot valve core is changed, thereby altering the resistance applied to the hydraulic fluid by the pilot valve core, thus achieving damping adjustment of the shock absorber.

[0004] In vehicle research and development and production, the damping performance of shock absorbers adapted to the suspension systems of different vehicle models varies, and the required solenoid valve specifications and performance parameters also differ. If the aforementioned type of single-channel throttling solenoid valve is still used, the damping performance of the solenoid valve is generally adjusted in vehicle research and development and production by changing the size of the throttling orifice on the pilot valve sleeve. However, this method has a limited range of damping force adjustment for the solenoid valve. To expand the damping force adjustment range of the solenoid valve, Chinese patents with publication numbers CN120720358A and CN121088776A both disclose automotive shock absorber solenoid valves with built-in multi-stage throttling mechanisms. Taking one embodiment as an example, such as... Figure 1As shown, the solenoid valve includes a pilot valve housing 1, a solenoid coil 2, and a pilot valve core 3 that reciprocates axially relative to the solenoid coil 2. A main valve housing 4 is sealed to the outside of the open end of the pilot valve housing 1. Inside the main valve housing 4, from the end furthest from the solenoid coil 2 to the end closest to the solenoid coil 2, there are sequentially arranged a main valve body 5 sealed to the main valve housing 4, a pressure boosting seat 6 axially abutting against the main valve body 5, a pressure boosting valve sleeve 7 sleeved on the outside of the pressure boosting seat 6, and a valve core 3 fixed to the main valve housing 4. The inner wall has a limiting part 41; the main valve body 5 is provided with an inlet hole 51 and an outlet hole 52 that communicate with the inner cavity of the main valve housing 4; one end of the pressure booster sleeve 7 abuts axially with the limiting part 41, and the other end of the pressure booster sleeve 7 abuts with the outer edge of the main valve body 5; the inner side of the pressure booster sleeve 7 near the limiting part 41 is provided with a partition plate 71 that divides the inner cavity of the main valve housing 4 into an adjustment chamber and a return chamber 91, and the return chamber 91 is located on the side away from the main valve body 5; the partition plate 71 is provided with a connecting adjustment The pressure regulating hole 72 of the throttling chamber and the return chamber 91 is closed when the pilot valve core 3 is in the extreme position close to the main valve body 5; the booster valve sleeve 7 is also provided with a throttling channel 73 connecting the return chamber 91 and the liquid inlet 51; the booster seat 6 is located inside the booster valve sleeve 7 and the two are axially slidingly sealed together, dividing the regulating chamber into the booster chamber 92 and the main liquid chamber 93. The booster chamber 92 is located between the booster seat 6 and the partition plate 71, and the main liquid chamber 93 is connected to the liquid inlet 51 and the liquid outlet respectively. The inlet 52 is connected to the main valve body 5; the booster seat 6 is provided with a throttling orifice 61 connecting the booster chamber 92 and the main liquid chamber 93; an elastic support 74 is provided between the booster seat 6 and the partition plate 71, with its two ends respectively abutting against the two; the booster seat 6 has an isolation ring 62 that moves synchronously with it at one end near the main valve body 5, the isolation ring 62 abuts against the main valve body 5 and isolates the main liquid chamber 93 and the outlet 52; it also includes a one-way elastic valve 63 for controlling the flow of fluid from the inlet 51 to the main liquid chamber 93. After the shock absorber oil enters the solenoid valve through the inlet 51, it must overcome the resistance of the one-way elastic valve 63, the throttling orifice 61 on the booster seat 6, the pressure regulating orifice 72 on the partition plate, the pilot valve core 3, and the throttling channel 73 before it can be discharged from the outlet 52. These types of solenoid valves are equipped with multi-stage throttling mechanisms. By changing the parameters of one or more throttling structures within the solenoid valve during design and production, the overall damping performance can be altered. This allows the solenoid valve to be adapted to shock absorbers and vehicles with different damping performance requirements, saving design and production costs.

[0005] Figure 1In existing solenoid valves, to prevent the pressure booster sleeve 7 from blocking the outlet hole 52 on the main valve body 5, a pressure ring 79 is coaxially installed between the pressure booster sleeve 7 and the main valve body 5. The pressure ring 79 protrudes from the outer wall of the pressure booster sleeve 7, with its outer edge abutting against the outer edge of the main valve body 5 and its inner edge abutting against the outer edge of the pressure booster sleeve 7. The pressure ring 79 is radially inclined from the outside to the inside towards the main valve body 5. In this structure, the pressure ring 79 and the pressure booster sleeve 7 are two independent parts, requiring separate cutting and processing. This not only increases manufacturing costs but also introduces misalignment between them. During mass production, this leads to a high defect rate for both parts and assembled solenoid valves, affecting the overall quality of the solenoid valve. Furthermore, during assembly, the pressure ring 79 undergoes varying degrees of deformation due to compression, resulting in uncertain damping variations in oil flow. This leads to significant differences in damping performance among solenoid valves of the same specification, affecting the overall damping performance of the solenoid valve. Summary of the Invention

[0006] The technical problem to be solved by the present invention is to provide a solenoid valve for a vehicle shock absorber, which improves the assembly yield of the solenoid valve, ensures the damping performance of the solenoid valve, saves the processing and manufacturing cost of the solenoid valve, and saves manpower.

[0007] The technical solution adopted by this invention to solve this technical problem is: a vehicle shock absorber solenoid valve, comprising a pilot valve housing, an electromagnetic coil, a pilot valve core, and a main valve housing sealed to the opening end of the pilot valve housing. Inside the main valve housing, from the end furthest from the electromagnetic coil to the end closest to the electromagnetic coil, a main valve body, a pressure boosting seat, and a pressure boosting valve sleeve are sequentially arranged. The main valve body is sealed to the main valve housing and has an inlet and an outlet port. Inside the pressure boosting valve sleeve, at the end furthest from the main valve body, a partition plate is provided that divides the inner cavity of the main valve housing into an adjustment chamber and a return chamber. The partition plate has a pressure regulating hole connecting the adjustment chamber and the return chamber. The reflux chamber is located on the side away from the main valve body; the pilot valve core seals the pressure regulating hole when it is in the extreme position close to the main valve body; the pressure boosting seat is located inside the pressure boosting valve sleeve and is axially slidingly sealed with it, dividing the regulating chamber into a pressure boosting chamber and a main liquid chamber. The pressure boosting chamber is located on the side away from the main valve body and has an elastic support member inside that abuts against the pressure boosting seat and the partition plate. The main liquid chamber is connected to the inlet and outlet holes. The pressure boosting seat has a throttling hole that connects the pressure boosting chamber and the main liquid chamber. The pressure boosting seat has an isolation ring at the end near the main valve body that isolates the main liquid chamber and the outlet hole. It also includes a one-way damping valve that passes through the inlet hole to the main liquid chamber. The inner wall of the main valve housing is provided with a limiting protrusion that is spaced apart from the main valve body; The booster valve sleeve includes a booster sleeve body and a positioning part on the outer side wall of the booster sleeve body. The booster valve sleeve is an integrally formed structure. The positioning part is located between the limiting boss and the main valve body and abuts against them axially. The booster valve sleeve is provided with a throttling channel that connects the return chamber and the liquid inlet.

[0008] Furthermore, the electromagnetic coil is provided with a guide assembly fixedly installed inside the pilot valve housing. The guide assembly has a guide hole at its center, and the pilot valve core is located inside the guide hole, with the two slidingly engaged along the axial direction of the guide hole.

[0009] Furthermore, the pilot valve core includes a guide rod axially slidably connected in a guide hole of the guide assembly and a tapered plug disposed on the guide rod near the main valve body, wherein the thin end of the tapered plug is located away from the guide rod. When the pilot valve core is located at its extreme position close to the main valve body, the thin end of the conical plug is located inside the pressure regulating hole to block the pressure regulating hole; when the pilot valve core is located at its extreme position far from the main valve body, the conical plug is located outside the pressure regulating hole and spaced apart from the partition plate.

[0010] Furthermore, the limiting boss is a ring structure coaxially arranged inside the main valve housing, and the limiting boss and the main valve housing are integrally formed; the inner diameter of the limiting boss of the ring structure is smaller than the inner diameter of the positioning part, and the inner sidewall of the limiting boss of the ring structure is located radially outside the liquid outlet hole in the main valve body.

[0011] Furthermore, the one-way damping valve includes a fixed plate, a valve plate, and an elastic element disposed within the main valve housing. The fixed plate is fixedly disposed within the main liquid chamber and spaced apart from the main valve body. The valve plate is located between the fixed plate and the main valve body, and the elastic element is located between the valve plate and the fixed plate and elastically abuts against both. When the valve plate is located at its extreme position near the main valve body, the valve plate abuts against the main valve body and isolates the main liquid chamber from the inlet.

[0012] Furthermore, the main valve body is provided with threaded holes whose axis is parallel to the axis of the liquid inlet hole, and the liquid inlet holes are spaced apart on the outside of the threaded holes; the fixed plate is provided with guide posts, and the end of the guide post away from the fixed plate is located in the threaded hole of the main valve body and is threadedly sealed to it; the valve plate is a ring plate structure sleeved on the guide post, and the elastic element is a spring sleeved on the guide post.

[0013] Furthermore, the outer wall of the booster sleeve body is spaced apart from the inner wall of the main valve housing; the positioning part is a ring plate structure coaxial with the booster sleeve body, and the throttling channel is a through hole structure axially extending on the positioning part.

[0014] Furthermore, a gasket is axially sandwiched between the main valve body and the positioning part, and the inner wall of the gasket is located outside the liquid outlet and the throttling channel.

[0015] Furthermore, the partition plate includes a partition plate body and a pressure regulating hole sleeve. The partition plate body is provided with a mounting hole, and the pressure regulating hole sleeve is located in the mounting hole and the two are interference-fitted. The through hole on the pressure regulating hole sleeve is the pressure regulating hole. A limiting pressure plate is integrally formed on the outer wall of the pressure regulating hole sleeve near the main valve body. The limiting pressure plate is located in the pressure boosting chamber and abuts against the partition plate body axially. The partition plate body and the pressure boosting valve sleeve are integrally formed structures.

[0016] Furthermore, the elastic support includes an annular gasket and an annular spring sheet sleeved on the outside of the pressure regulating hole sleeve. The annular gasket is located between the annular spring sheet and the partition plate body, and the annular spring sheet is located between the limiting pressure plate and the annular spring sheet. The outer diameter of the annular spring sheet is larger than the outer diameter of the annular gasket. The booster seat is provided with an integrally formed abutment sleeve on the side away from the main valve body, and the abutment sleeve abuts against the annular gasket.

[0017] Compared with the prior art, the beneficial effects of the present invention are as follows: It provides a vehicle shock absorber solenoid valve, which sets the pressure valve sleeve as an integrally formed structure including the pressure valve sleeve and the positioning part, and achieves axial positioning of the pressure valve sleeve in the solenoid valve by axially cooperating with the positioning part, the main valve body and the limiting boss. This eliminates the pressure ring in the previous solenoid valve, which not only saves processing and manufacturing costs, but also reduces the assembly process of the solenoid valve and improves the assembly efficiency of the solenoid valve. In addition, it avoids the misfit and damping misfit caused by too many parts and the deformation of the pressure ring, improves the assembly quality of the solenoid valve, and ensures the consistency of the damping performance and the reliability of the adjustment of the solenoid valve. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the axial cross-sectional structure of a conventional solenoid valve in the background art of this invention; Figure 2 This is a schematic diagram of the axial cross-sectional structure of the present invention; Figure 3 for Figure 2 Enlarged schematic diagram of the main valve assembly; Figure 4 yes Figure 2 Enlarged structural diagram of section A in the middle; Figure 5 This is a schematic diagram of one embodiment of the pressure booster valve sleeve and partition plate in this invention; Figure 6This is a schematic diagram of one embodiment of the pressure booster seat in the invention; Figure 7 This is a schematic diagram of the structure of the pilot valve core sealing the pressure regulating hole in the invention; Reference numerals: 1-Pilot valve housing; 11-Guide assembly; 12-Return spring; 13-Return abutment part; 2-Solenoid coil; 21-Pilot valve seat; 3-Pilot valve core; 31-Guide rod; 32-Conical plug; 33-Connecting sleeve; 4-Main valve housing; 41-Limiting part; 42-Limiting boss; 5-Main valve body; 51-Inlet port; 52-Outlet port; 53-One-way flexible valve; 6-Pressure booster seat; 61-Throttle orifice; 62-Isolation ring; 63-One-way damping valve; 631-Fixing plate; 632-Valve plate; 633-Elastic component; 634-Guide post; 64-Annular sealing groove; 65-Sealing ring; 66-Abutting sleeve; 7-Pressure booster valve sleeve; 71-Divider plate; 711-Divider plate body; 712-Pressure regulating hole sleeve; 713-Limiting pressure plate; 72-Pressure regulating hole; 723-Small hole; 724-Large hole; 73-Throttle channel; 74-Elastic support component; 741-Annular gasket; 742-Annular spring; 79-Pressure ring; 8-Positioning part; 81-Washer; 91-Return chamber; 92-Pressure booster chamber; 93-Main liquid chamber. Detailed Implementation

[0019] The present invention will be further described below with reference to the accompanying drawings and embodiments. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0020] As attached Figure 2-7As shown, a vehicle shock absorber solenoid valve includes a pilot valve housing 1, a solenoid coil 2, a pilot valve core 3, and a main valve housing 4 sealed to the open end of the pilot valve housing 1. Inside the main valve housing 4, from the end furthest from the solenoid coil 2 to the end closest to the solenoid coil 2, a main valve body 5, a pressure boosting seat 6, and a pressure boosting valve sleeve 7 are sequentially arranged. The main valve body 5 is sealed to the main valve housing 4 and has an inlet hole 51 and an outlet hole 52. Inside the pressure boosting valve sleeve 7, at the end furthest from the main valve body 5, is a partition plate 71 that divides the inner cavity of the main valve housing 4 into an adjusting chamber and a return chamber 91. The partition plate 71 has a pressure regulating hole 72 connecting the adjusting chamber and the return chamber 91. The return chamber 91 is located on the side furthest from the main valve body 5. When the pilot valve core 3 is in its extreme position close to the main valve body 5, the pressure regulating hole 72 is sealed. The pressure boosting seat 6 is located inside the pressure boosting valve sleeve 7 and is axially slidingly sealed to it, dividing the adjusting chamber into the pressure boosting chamber 92 and the main fluid chamber. 93. The boosting chamber 92 is located on the side away from the main valve body 5 and has an elastic support 74 that abuts against the boosting seat 6 and the partition plate 71. The main liquid chamber 93 is connected to the inlet hole 51 and the outlet hole 52. The boosting seat 6 has a throttling hole 61 that connects the boosting chamber 92 and the main liquid chamber 93. The boosting seat 6 has an isolation ring 62 at the end near the main valve body 5 that isolates the main liquid chamber 93 and the outlet hole 52. It also includes a passage from the inlet hole 51 to the main liquid chamber 93. The main valve housing 4 has a one-way damping valve 63; the inner wall of the main valve housing 4 is provided with a limiting boss 42 spaced apart from the main valve body 5; the booster valve sleeve 7 includes a booster sleeve body 70 and a positioning part 8 on the outer wall of the booster sleeve body 70, and the booster valve sleeve 7 is an integrally formed structure; the positioning part 8 is located between the limiting boss 42 and the main valve body 5 and abuts against them axially; the booster valve sleeve 7 is provided with a throttling channel 73 that connects the return chamber 91 and the liquid inlet hole 51.

[0021] The pilot valve housing 1 is a cylindrical structure with one open end and one closed end. An insulating pilot valve seat 21 is wrapped around the outside of the solenoid valve coil 2. The pilot valve seat 21 is fixedly installed inside the pilot valve housing 1, and the closed end of the pilot valve housing 1 is sealed by the pilot valve housing 1. The pilot valve core 3 is located inside the solenoid coil 2 and can move axially towards the main valve body 5 under external force. When the pilot valve core 3 is at its extreme position near the main valve body 5, it blocks the pressure regulating port 72. The main valve housing 4 is generally a cylindrical structure with both open ends. The pilot valve housing 1, solenoid coil 2, pilot valve core 3, and main valve housing 4 are coaxially arranged.

[0022] When the electromagnetic coil is not energized, the boosting chamber 92 and the return chamber 91 are connected through the pressure regulating hole 72. The oil in the damper, after passing through the inlet 51, pushes the one-way damping valve 63 to deform, connecting the inlet 51 to the main liquid chamber 93. The oil then enters the main liquid chamber 93 and passes through the throttling hole 61 on the boosting seat 6 into the boosting chamber 92. When the pressure exerted by the oil in the main liquid chamber 93 on the boosting seat 6 is greater than the supporting force exerted by the elastic support member 74 on the boosting seat 6, the oil in the main liquid chamber 93 pushes the boosting seat 6 and its isolation ring 62 to move synchronously away from the main valve body 5, causing the isolation ring 62 to disengage from the main valve body 5. At this time, the main liquid chamber 93 is connected to the outlet hole 52, and most of the oil in the main liquid chamber 93 is discharged through the outlet hole 52. The oil in the boosting chamber 92 flows into the return chamber 91 through the pressure regulating hole 72 and then merges into the outlet hole 52 through the throttling channel 73 before being discharged.

[0023] When the electromagnetic coil 2 is energized, it generates an electromagnetic field. Under the action of electromagnetic force, the pilot valve core 3 moves to the limit position close to the main valve body 5, blocking the pressure regulating hole 72 and isolating the boosting chamber 92 and the return chamber 91. The pilot valve core 3 is continuously subjected to an axial thrust towards the main valve body 5, so that the oil in the boosting chamber 92 cannot easily push the pilot valve core 3 open. The oil entering the boosting chamber 92 through the throttle hole 61 continues to increase, so that the pressure in the boosting chamber 92 continues to increase. This increases the reaction force exerted by the oil in the boosting chamber 92 on the boosting seat 6 towards the main valve body 5, increases the pressure of the oil in the main liquid chamber 93, and pushes the boosting seat 6 and the isolation ring 61 towards the main valve body 5. This makes the gap between the isolation ring 61 and the main valve body 5 smaller or even seals and abuts, so that the boosting seat 6 is not easily pushed away from the main valve body 5 by the oil in the main liquid chamber 93, increasing the flow resistance of the oil from the main liquid chamber 93 directly into the outlet hole 52. Only when the oil pressure at the inlet 51 is high enough to open the one-way damping valve 63, connecting the inlet 51 to the main liquid chamber 93 and ensuring sufficient oil pressure in the main liquid chamber 93 to push the booster seat 6 away from the main valve body 5, can the oil in the booster chamber 92 be squeezed to push the pilot valve core 3 away from the main valve body 5. This allows the booster chamber 92 to connect with the return chamber 91 through the pressure regulating hole 72, and the main liquid chamber 93 to connect with the outlet 52. At this time, a portion of the oil flows back to the damper through the main liquid chamber 93 and the outlet 52, while the other portion flows back to the damper through the booster chamber 92, the return chamber 91, the throttling channel 73, and the outlet 52, thus balancing the oil system path of the damper. During this process, the oil flowing through the solenoid valve experiences a large damping force, and the oil pressure difference between the inlet 51 and the outlet 52 is large, thereby providing a large damping force to the damper.

[0024] This invention achieves axial positioning of the pressure booster valve sleeve 7 within the solenoid valve by configuring the pressure booster valve sleeve 70 as an integrally formed structure including the pressure booster valve sleeve 70 and the positioning part 8, and axially engaging the positioning part 8, the main valve body 5, and the limiting boss 42. This eliminates the need for the pressure ring 79 in conventional solenoid valves, saving on the manufacturing cost of the pressure ring 79, reducing the assembly steps of the solenoid valve, and improving the assembly efficiency of the solenoid valve. In addition, it avoids the misfit and damping misfit caused by too many parts and deformation of the pressure ring 79, improving the assembly quality of the solenoid valve and ensuring the consistency of the damping performance of the solenoid valve.

[0025] The pilot valve housing 1 is mainly used to integrate and assemble the solenoid coil 2, pilot valve core 3, and main valve housing 4. The solenoid coil 2 generates a magnetic field when energized to drive the pilot valve core 3 in axial reciprocating motion. The pilot valve core 3 is mainly used to control the opening and closing of the pressure regulating orifice 72. When the solenoid coil 2 is energized, the pilot valve core 3 mainly blocks the pressure regulating orifice 72 and provides resistance to the oil flowing through it, increasing the oil pressure in the booster chamber 92. This causes the oil in the booster chamber 92 to push the booster seat 6 and the one-way damping valve 63 towards the main valve body 5, increasing the flow resistance of the oil in the solenoid valve and ultimately providing a larger damping force for the automotive shock absorber. Generally, the solenoid coil 2 has a guide assembly 11 fixedly installed inside the pilot valve housing 1. The guide assembly 11 has a guide hole at its center, and the pilot valve core 3 is located within the guide hole, with both slidingly engaged along the axial direction of the guide hole. The guide hole mainly limits the pilot valve core 3 to move along the axis of the solenoid coil 2 after being subjected to magnetic force. The pilot valve housing 1 is generally equipped with a return spring 12 coaxially sleeved on the outside of the pilot valve core 3. The outer wall of the pilot valve core 3 is also equipped with a return abutment part 13. The return spring 12 is located between the return abutment part 13 and the guide assembly 11 and elastically abuts against both of them. The axial distance between the pilot valve core 3 and the pressure regulating hole 72 when the electromagnetic coil 2 is not energized can be changed by adjusting the length of the return spring 12 and the axial position of the return abutment part 13 on the pilot valve core 3, thereby realizing the adjustment of the oil circuit cross-section between the two.

[0026] The pilot valve core 3 is generally cylindrical, and its end face near the pressure regulating hole 72 can be an arc surface, a plane, or a conical surface. Preferably, the pilot valve core 3 includes a guide rod 31 axially slidably connected in the guide hole of the guide assembly 11 and a conical plug 32 disposed on the end of the guide rod 31 near the main valve body 5, with the thin end of the conical plug 32 located away from the guide rod 31. When the pilot valve core 3 is in its extreme position near the main valve body 5, the thin end of the conical plug 32 is located inside the pressure regulating hole 72, blocking the pressure regulating hole 72. When the pilot valve core 3 is in its extreme position away from the main valve body 5, the conical plug 32 is located outside the pressure regulating hole 72 and spaced apart from the partition plate 71. In addition to blocking the pressure regulating hole 72, the conical plug 32 also cooperates with the pressure regulating hole 72 to guide its own movement, ensuring that it successfully blocks the pressure regulating hole 72.

[0027] The guide rod 31 and the conical plug 32 can be a single integral structure or two detachably connected components. As a further preferred embodiment, the larger outer diameter end of the conical plug 32 is provided with a connecting sleeve 33, which is sleeved and connected to the guide rod 31. The conical plug 32 is detachably mounted on the guide rod 31 via the connecting sleeve 33. When the diameter of the pressure regulating hole 72 is changed to adjust the damping performance of the entire solenoid valve to adapt to the shock absorbers of different vehicles, the conical plug 32 with a size and structure compatible with the changed pressure regulating hole 72 can be directly replaced, saving on the design and manufacturing costs of the solenoid valve. The connecting sleeve 33 and the guide rod 31 can be directly interference-fitted or fastened with bolts or other fasteners.

[0028] The main valve housing 4 connects the main valve body 5, the booster seat 6, the booster valve sleeve 7, and the pilot valve assembly to form a solenoid valve. The limiting boss 42 on the inner wall of the main valve housing 4 can be multiple protrusions extending from its inner wall, or it can be a ring structure. To ensure the installation accuracy of the booster valve sleeve 7 and facilitate the machining and forming of the main valve housing 4, preferably, the limiting boss 42 is a ring structure coaxially arranged inside the main valve housing 4, and the limiting boss 42 and the main valve housing 4 are an integrally formed structure. The inner diameter of the ring-shaped limiting boss 42 is smaller than the inner diameter of the positioning part 8, and the inner wall of the ring-shaped limiting boss 42 is located radially outside the outlet hole 52 in the main valve body 5. The limiting boss 42 and the main valve body 5 cooperate to axially position the booster valve sleeve 7. The main valve body 5 is generally a cylindrical structure, and the outer wall of the main valve body 5 and the inner wall of the main valve housing 4 can be sealed together by threads and adhesive bonding. One or more inlet holes 51 and outlet holes 52 can be provided on the main valve body 5. The axes of the inlet holes 51 and outlet holes 52 are generally parallel to the axis of the main valve housing 4.

[0029] The booster seat 6, booster valve sleeve 7, and partition plate 71 cooperate to form a booster chamber 92. As the booster chamber 92 moves axially relative to the booster valve sleeve 7 based on the pressure difference between it and the main liquid chamber 93, it also drives the isolation ring 62 and the one-way damping valve 63 to move synchronously. The throttling orifice 61 on the booster seat 6 is used to divert the oil flowing into the main liquid chamber 93 from the inlet hole 51, reducing the vibration and vortex caused by the direct impact of the oil on the one-way damping valve 63, providing a certain buffer for the one-way damping valve 63, and improving the stability of the solenoid valve and the vibration damper. Solenoid valves with different orifice diameters of throttling orifice 61 have different damping forces. The isolation ring 62 is located between the inlet hole 51 and the outlet hole 52, mainly used to control the connection between the main liquid chamber 93 and the outlet hole 52 as it moves synchronously with the booster seat 6. The isolation ring 62 and the booster seat 6 are generally an integrally formed structure.

[0030] The one-way damping valve 63 is an elastic valve, mainly used to provide a buffer for the oil entering the main liquid chamber 93, preventing the oil from directly entering the main liquid chamber 93 from the oil inlet 51 and impacting the booster seat 6, causing vibration and vortex flow in the main liquid chamber 93, thus improving the overall stability of the solenoid valve and the accuracy of vehicle performance test results. Specifically, the one-way damping valve 63 includes a fixed plate 631, a valve plate 632, and an elastic element 633 disposed in the main valve housing 4. The fixed plate 631 is fixedly disposed in the main liquid chamber 93 and spaced apart from the main valve body 5. The valve plate 632 is located between the fixed plate 631 and the main valve body 5. The elastic element 633 is located between the valve plate 632 and the fixed plate 631 and elastically abuts against both. When the valve plate 632 is located at its extreme position close to the main valve body 5, the valve plate 632 abuts against the main valve body 5 and isolates the main liquid chamber 93 from the oil inlet 51. The elastic element 633 can be a spring arranged along the axial direction of the main valve housing 4 in the direction of extension and retraction, or it can be an elastic rubber block such as polyurethane or silicone. When assembling the valve plate 632, the elastic element 633 needs to be pre-compressed to ensure that the valve plate 632 and the liquid inlet 51 cooperate with each other so that the liquid inlet 51 is in a normally closed state.

[0031] The fixing plate 631 can be fixedly installed on the main valve body 5 or the booster seat 6. Specifically, the main valve body 5 is provided with threaded holes whose axis is parallel to the axis of the inlet hole 51, and the inlet holes 51 are spaced apart outside the threaded holes; the fixing plate 631 is provided with guide posts 634, and one end of the guide post 634 away from the fixing plate 631 is located in the threaded hole of the main valve body 5 and is threadedly sealed to it; the valve plate 632 is a ring plate structure sleeved on the guide post 634, and the elastic element 633 is a spring sleeved on the guide post 634. The one-way damping valve 63 is spaced apart from the booster seat 6 to avoid the damping force at the inlet hole being affected by the axial movement of the booster seat 6.

[0032] The booster sleeve 7 is used to limit the booster seat 6 to ensure that the booster seat 6 moves along its axial direction. The booster sleeve body 70 is generally a circular sleeve structure, and its outer side wall can be directly attached to the inner side wall of the main valve housing 4 or arranged at intervals. The positioning part 8 on the booster sleeve body 70 can be a multiple protrusion structure protruding outward from the outer side wall of the booster sleeve body 70, or it can be a ring plate structure or a sleeve structure. The throttling channel 73 on the booster sleeve 7 can be a through hole provided on the booster sleeve body 70 or the positioning part 8. Preferably, the outer side wall of the booster sleeve body 70 is arranged at intervals with the inner side wall of the main valve housing 4; the positioning part 8 is a ring plate structure coaxial with the booster sleeve body 70, and the throttling channel 73 is a through hole structure that passes through the positioning part 8 axially. The positioning part 8 is located at one end of the booster sleeve 7 near the main valve body 5, and the thickness of the positioning part 8 of the ring plate structure is less than the axial length of the entire booster sleeve 7. Because the outer wall of the booster sleeve body 70 is spaced apart from the inner wall of the main valve housing 4, it is easy to assemble. The precision requirements of the booster sleeve body 70 are not high, and the positioning part 8 of the ring plate structure is also easier to process. The throttling channel 73 is set as a through hole structure on the positioning part 8 to reduce the amount of drilling and save the processing cost of the booster valve sleeve 7. Among them, the oil in the return chamber 91 will flow back to the outlet hole 52 through the gap between the booster sleeve body 70 and the main valve housing 4 and the throttling channel 73 on the positioning part 8. There are generally multiple throttling channels 73, and the multiple throttling channels 73 are distributed along the circumference of the booster valve sleeve 7. In design and production, the damping force of the solenoid valve can be adjusted by adjusting the cross-sectional area of ​​the throttling channel 73 on the solenoid valve booster valve sleeve 7 of this structure.

[0033] As a further preferred embodiment, a washer 81 is axially sandwiched between the main valve body 5 and the positioning part 8, with the inner wall of the washer 81 located outside the outlet hole 52 and the throttling channel 73. Adding the washer 81 extends the distance from the outlet of the throttling channel 73 to the outlet 52, thus extending the oil path from the return chamber 91, the throttling channel 73 to the outlet 52, further improving the damping adjustment capability of the solenoid valve. The washer 81 has a small thickness, allowing for minute adjustments to the overall damping performance of the solenoid valve by adjusting the number of washer 81s.

[0034] The partition plate 71 is used to separate the return chamber 91 and the booster chamber 92. The pressure regulating hole 72 on the partition plate, in addition to connecting the return chamber 91 and the booster chamber 92, is also used to cooperate with the pilot valve core 3 to control its oil flow cross-section, thereby controlling the flow rate and damping force of the oil in the solenoid valve. Preferably, the partition plate 71 includes a partition plate body 711 and a pressure regulating hole sleeve 712. The partition plate body 711 has a mounting hole, and the pressure regulating hole sleeve 712 is located within the mounting hole with an interference fit. The through hole on the pressure regulating hole sleeve 712 is the pressure regulating hole 72. A limiting pressure plate 713 is integrally formed on the outer wall of the pressure regulating hole sleeve 712 near the main valve body 5. The limiting pressure plate 713 is located within the booster chamber 92 and axially abuts against the partition plate body 711. The partition plate body 711 and the booster valve sleeve 712 are integrally formed structures. The partition plate body 711 and the pressure regulating hole sleeve 712 are detachably connected, and the pressure regulating hole sleeve 712 is interference-fitted with the mounting hole. By replacing the pressure regulating hole sleeve 712 with different pressure regulating holes 72, solenoid valves with different damping forces can be obtained, thereby improving the design and manufacturing efficiency of solenoid valves.

[0035] As a further preferred embodiment, the pressure regulating hole 72 has a stepped hole structure, with the small hole 723 of the stepped hole located at one end near the pressure boosting chamber 92, and the large hole 724 of the stepped hole arranged axially adjacent to the small hole 723. The resistance to the oil can be adjusted more precisely by replacing the pressure regulating hole sleeve 712 with different large holes 724 and / or small holes 723.

[0036] The elastic support 74 can be a conical spring or an elastic rubber block with its two ends abutting against the partition plate 71 and the pressure booster seat 6, respectively. However, the spring needs to be pre-compressed during assembly to complete the assembly of the pressure booster seat 6 and the main valve body 5. During this process, the spring will apply a reaction force to the pressure booster seat 6 and the main valve body 5, causing the pressure booster seat 6 and the main valve body 5 to pop out and be lost, wasting raw materials and manpower. Preferably, the elastic support 74 includes an annular gasket 741 and an annular spring sheet 742 sleeved on the outside of the pressure regulating hole sleeve 712. The annular gasket 741 is located between the annular spring sheet 742 and the partition plate body 711, and the annular spring sheet 742 is located between the limiting pressure plate 713 and the annular spring sheet 742. The outer diameter of the annular spring sheet 742 is larger than the outer diameter of the annular gasket 741. The pressure booster seat 6 is provided with an integrally formed abutment sleeve 66 on the side away from the main valve body 5, and the abutment sleeve 66 abuts against the annular gasket 741. Compared to springs, annular washers 741 and annular springs 742 are easier to assemble, have lower ejection force, and will not eject the booster seat 6, thus preventing its loss. This simplifies assembly and saves manpower. Annular springs 742 are generally ring-plate structures made of elastic rubber.

[0037] Preferably, the outer wall of the booster seat 6 is provided with an annular sealing groove 64 arranged coaxially therewith, and a sealing ring 65 is provided in the annular sealing groove 64. The sealing ring 65 is in sealing engagement with the inner wall of the booster valve sleeve 7. The annular sealing ring 65 is in axial sliding engagement with the inner wall of the booster valve sleeve 7. By providing the sealing ring 65, the sealing connection between the booster seat 6 and the booster valve sleeve 7 is ensured, further improving the sealing performance of the booster chamber 92.

[0038] The embodiments described herein are preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Therefore, all equivalent changes made in accordance with the structure, shape, and principle of the present invention should be covered within the scope of protection of the present invention.

Claims

1. A vehicle shock absorber solenoid valve, comprising a pilot valve housing (1), an electromagnetic coil (2), a pilot valve core (3), and a main valve housing (4) sealed to the opening end of the pilot valve housing (1). The main valve housing (4) contains a main valve body (5), a pressure boosting seat (6), and a pressure boosting valve sleeve (7) arranged sequentially from the end furthest from the electromagnetic coil (2) to the end closest to the electromagnetic coil (2). The main valve body (5) is sealed to the main valve housing (4), and the main valve body (5) has an inlet hole (51) and an outlet hole (52). The pressure boosting valve sleeve (7) contains a partition plate (71) at the end furthest from the main valve body (5) that divides the inner cavity of the main valve housing (4) into an adjustment chamber and a return chamber (91). The partition plate (71) has a pressure regulating hole (72) connecting the adjustment chamber and the return chamber (91). The return chamber (91) is located on the side furthest from the main valve body (5). When the pilot valve core (3) is in the extreme position close to the main valve body (5), it seals the pressure regulating hole (72); the pressure boosting seat (6) is located inside the pressure boosting valve sleeve (7) and is axially slidingly sealed with it, dividing the regulating chamber into a pressure boosting chamber (92) and a main liquid chamber (93). The pressure boosting chamber (92) is located on the side away from the main valve body (5) and is provided with an elastic support member (74) that abuts against the pressure boosting seat (6) and the partition plate (71). The liquid chamber (93) is connected to the inlet hole (51) and the outlet hole (52). The booster seat (6) is provided with a throttling hole (61) connecting the booster chamber (92) and the main liquid chamber (93). The booster seat (6) is provided with an isolation ring (62) at one end near the main valve body (5) to isolate the main liquid chamber (93) and the outlet hole (52). It also includes a one-way damping valve (63) that leads from the inlet hole (51) to the main liquid chamber (93). The feature is that: The inner wall of the main valve housing (4) is provided with a limiting boss (42) spaced apart from the main valve body (5). The booster valve sleeve (7) includes a booster sleeve body (70) and a positioning part (8) on the outer side wall of the booster sleeve body (70). The booster valve sleeve (7) is an integral structure formed in one piece. The positioning part (8) is located between the limiting boss (42) and the main valve body (5) and abuts against them axially. The booster valve sleeve (7) is provided with a throttling channel (73) that connects the return cavity (91) and the liquid inlet (51).

2. The vehicle shock absorber solenoid valve according to claim 1, characterized by: The electromagnetic coil (2) has a guide assembly (11) fixedly installed inside the pilot valve housing (1). The guide assembly (11) has a guide hole at its center. The pilot valve core (3) is located inside the guide hole and the two slide together along the axial direction of the guide hole.

3. The vehicle shock absorber solenoid valve according to claim 2, characterized by: The pilot valve core (3) includes a guide rod (31) axially slidably connected in the guide hole of the guide assembly (11) and a tapered plug (32) disposed on the guide rod (31) near the end of the main valve body (5), with the thin end of the tapered plug (32) located away from the guide rod (31). When the pilot valve core (3) is located at the extreme position close to the main valve body (5), the thin end of the conical plug (32) is located inside the pressure regulating hole (72) to block the pressure regulating hole (72); when the pilot valve core (3) is located at the extreme position far away from the main valve body (5), the conical plug (32) is located outside the pressure regulating hole (72) and spaced apart from the partition plate (71).

4. The vehicle shock absorber solenoid valve according to claim 1, characterized by: The limiting boss (42) is a ring structure coaxially arranged inside the main valve housing (4). The limiting boss (42) and the main valve housing (4) are integrally formed. The inner diameter of the limiting boss (42) of the ring structure is smaller than the inner diameter of the positioning part (8). The inner wall of the limiting boss (42) of the ring structure is located radially outside the liquid outlet hole (52) in the radial direction of the main valve body (5).

5. The vehicle shock absorber solenoid valve according to claim 1, characterized by: The one-way damping valve (63) includes a fixed plate (631), a valve plate (632), and an elastic element (633) disposed in the main valve housing (4). The fixed plate (631) is fixedly disposed in the main liquid chamber (93) and spaced apart from the main valve body (5). The valve plate (632) is located between the fixed plate (631) and the main valve body (5). The elastic element (633) is located between the valve plate (632) and the fixed plate (631) and elastically abuts against both. When the valve plate (632) is located at the extreme position close to the main valve body (5), the valve plate (632) abuts against the main valve body (5) and isolates the main liquid chamber (93) and the inlet hole (51).

6. The vehicle shock absorber solenoid valve according to claim 5, characterized by: The main valve body (5) is provided with a threaded hole whose axis is parallel to the axis of the liquid inlet hole (51), and the liquid inlet hole (51) is spaced apart outside the threaded hole; the fixed plate (631) is provided with a guide post (634), and one end of the guide post (634) away from the fixed plate (631) is located in the threaded hole of the main valve body (5) and is threadedly sealed to it; the valve plate (632) is a ring plate structure sleeved on the guide post (634), and the elastic element (633) is a spring sleeved on the guide post (634).

7. The vehicle shock absorber solenoid valve according to any one of claims 1 to 6, characterized by: The outer wall of the booster sleeve body (70) is spaced apart from the inner wall of the main valve housing (4); the positioning part (8) is a ring plate structure coaxial with the booster sleeve body (70), and the throttling channel (73) is a through hole structure axially through the positioning part (8).

8. The vehicle shock absorber solenoid valve according to claim 7, characterized by: A washer (81) is axially sandwiched between the main valve body (5) and the positioning part (8), and the inner wall of the washer (81) is located outside the liquid outlet (52) and the throttling channel (73).

9. The vehicle shock absorber solenoid valve according to claim 7, characterized by: The partition plate (71) includes a partition plate body (711) and a pressure regulating hole sleeve (712). The partition plate body (711) is provided with a mounting hole, and the pressure regulating hole sleeve (712) is located in the mounting hole and the two are interference fit. The through hole on the pressure regulating hole sleeve (712) is the pressure regulating hole (72). The pressure regulating hole sleeve (712) is provided with a limiting pressure plate (713) integrally formed on the outer wall of one end near the main valve body (5). The limiting pressure plate (713) is located in the pressure boosting chamber (92) and abuts against the partition plate body (711) axially. The partition plate body (711) and the pressure boosting valve sleeve (7) are integrally formed structures.

10. The vehicle shock absorber solenoid valve according to claim 9, characterized in that: The elastic support (74) includes an annular gasket (741) and an annular spring sheet (742) sleeved on the outside of the pressure regulating hole sleeve (712). The annular gasket (741) is located between the annular spring sheet (742) and the partition plate body (711), and the annular spring sheet (742) is located between the limiting pressure plate (713) and the annular spring sheet (742). The outer diameter of the annular spring sheet (742) is larger than the outer diameter of the annular gasket (741). The booster seat (6) is provided with an integrally formed abutment sleeve (66) on the side away from the main valve body (5), and the abutment sleeve (66) abuts against the annular gasket (741).

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