A solenoid valve for automotive shock absorbers

Abstract

This invention discloses an automotive shock absorber solenoid valve, relating to the field of automotive suspension system technology. The invention establishes a control structure between the coil and the adjusting spring, balancing electromagnetic force and mechanical preload. This allows the valve core to adjust the valve seat opening pressure according to the energized state, thereby achieving rapid switching between high-damping and low-damping modes of the shock absorber. Compared to traditional fixed-damping structures, this invention can change the oil flow resistance in real time according to different vehicle operating conditions, improving ride comfort under low-speed driving or smooth road conditions, and enhancing suspension support stability under high-speed steering, braking, or complex road conditions. Simultaneously, the valve core directly serves as a moving iron core structure, reducing intermediate transmission losses and improving electromagnetic response speed and damping adjustment accuracy.

Description

Technical Field

[0001] This invention relates to the field of automotive suspension system technology, specifically to an automotive shock absorber solenoid valve. Background Technology

[0002] The shock absorber is the core component of the vehicle suspension system. Its function is to absorb and attenuate the vibration energy caused by road impacts, ensuring the smoothness of vehicle driving and handling stability. With the continuous development of automotive technology, traditional passive shock absorbers can no longer meet the growing requirements for driving comfort and safety. Therefore, continuously adjustable damping shock absorbers have emerged. CDC shock absorbers adjust the flow resistance of the oil inside the shock absorber in real time through solenoid valves, thereby achieving continuous adjustment of damping force, so that the vehicle can always maintain the best suspension performance under different road conditions and driving conditions.

[0003] As a key control component of CDC shock absorbers, the performance of the solenoid valve directly affects the shock absorber's response speed, adjustment accuracy, and reliability. Existing traditional solenoid valves have multiple transmission links between the electromagnetic drive mechanism and the valve opening / closing mechanism, resulting in a significant time delay between the command issued by the electronic control unit and the actual change in damping force. This cannot meet the real-time suspension adjustment requirements during high-speed driving. Some solenoid valves use proportional electromagnets to directly drive the valve core. Although the structure is simple, the valve opening adjustment range is limited, making it difficult to achieve wide-range continuous adjustment from extremely low to extremely high damping. Furthermore, when the electromagnetic control system malfunctions... In the event of power failure or malfunction, some solenoid valves may fail to automatically return to a safe default damping state, potentially causing the vehicle's suspension to be too stiff or too soft under these conditions, affecting driving safety. Most importantly, existing solenoid valves struggle to balance throttling characteristics under both low and high flow conditions. This can lead to excessive throttling at low flow rates, resulting in overly high damping, or insufficient throttling at high flow rates, resulting in underly high damping. Consequently, the solenoid valves operate in a high-pressure oil environment, placing extremely high demands on the pressure resistance and durability of the seals. Seal failure will lead to oil leakage, affecting not only damping performance but also potentially causing environmental pollution and safety hazards. Summary of the Invention

[0004] To address the problems of existing traditional solenoid valves, such as narrow damping force adjustment range, slow response, lack of safety guarantee in the event of power failure, uneven damping force changes, and poor long-term sealing reliability, this invention provides a solenoid valve for automotive shock absorbers.

[0005] The present invention is achieved through the following technical solution: an automotive shock absorber solenoid valve, comprising a valve sleeve and an electromagnetic drive unit, wherein the valve sleeve is provided with an axially movable valve seat and a valve seat ring that cooperates with the valve seat to open and close the flow channel, and the electromagnetic drive unit comprises a coil, a moving iron core disposed in the magnetic field of the coil, and a wire harness and connector terminals electrically connected to an external electronic control unit, wherein the moving iron core is a valve core, and the valve core extends axially toward the valve seat; An adjusting spring is provided between the valve core and the valve seat, and the preload of the adjusting spring is opposite to the direction of the electromagnetic driving force of the valve core. When the coil is energized, the valve core is driven to move backward by electromagnetic force and reduces the mechanical preload acting on the valve seat by compressing the adjusting spring, so that the oil can push open the valve seat and open the flow channel with a lower pressure, thus realizing the low-damping mode. When the coil is de-energized, the adjusting spring releases its stored energy and rebounds forward, increasing the mechanical preload acting on the valve seat. This requires the oil to apply higher pressure to push open the valve seat, thus achieving a high-damping mode.

[0006] Furthermore, the front end of the valve sleeve is provided with an oil hole A port connecting the upper chamber of the shock absorber and an oil hole B port connecting the lower chamber of the shock absorber. The front end of the valve seat is provided with multiple rectangular slots and through cylindrical holes. During the compression stroke, the high-pressure oil in the lower chamber flows in from the oil hole B port and impacts the valve seat head-on. When the preload of the adjusting spring is partially offset by the electromagnetic force, the oil pushes the valve seat away and moves backward, passing through the rectangular slots, the through cylindrical holes, and the axially arranged gaskets A, Bracelet, B, end ring gasket, and cross gasket, and finally flows back to the upper chamber from the oil hole A port.

[0007] Furthermore, it also includes a valve tappet, a tappet spring, and a tappet washer. The front end of the valve tappet has a hemispherical structure, and the rear end has a conical boss. The tappet spring is supported on the rear end of the valve tappet by the tappet washer. The valve tappet is movably disposed in the tappet seat, and the tappet seat is fixed inside the valve sleeve. During the recovery process, the high-pressure oil in the upper chamber is injected through the oil hole A, impacting the hemispherical front end of the valve rod. Overcoming the resistance of the rod spring, the valve rod slides backward within the rod seat. The oil bypasses the conical protrusion and enters the central hole of the valve seat, finally flowing back to the lower chamber through the oil hole B.

[0008] Furthermore, the diameter of the oil hole A is larger than that of the oil hole A opening. Under low flow conditions, only the oil hole A opening works independently, while under high flow conditions, the oil hole A opening and the oil hole A opening work together to achieve adaptive adjustment of the flow capacity.

[0009] Furthermore, the valve sleeve has a rear yoke seat at its rear end, and a magnetic isolation ring made of non-magnetic material is provided between the valve sleeve and the rear yoke seat. The magnetic isolation ring is used to block the diffusion of magnetic lines of force to the valve sleeve, forcing the magnetic flux to concentrate in the valve core area. The rear end of the rear yoke seat has a magnetic core cover for sealing the magnetic circuit.

[0010] Furthermore, when the coil is energized, the adjusting spring is compressed and stores mechanical energy. When the coil is de-energized, the adjusting spring instantly releases the stored energy, pushing the valve core and valve core assembly to rebound violently forward, pressing the valve push rod and the valve seat to the initial closed position, so that the solenoid valve automatically switches to the high-damping mode, realizing a purely mechanical failure safety guarantee.

[0011] Furthermore, the valve sleeve has a small drain hole at its end, and the rear yoke has an inclined cylindrical through hole and a rectangular drain groove. The small drain hole, the inclined cylindrical through hole and the rectangular drain groove are connected in sequence to form a drain channel. A sealing ring A is provided between the valve sleeve and the end cover, a sealing ring B is provided on the outside of the valve sleeve, a sealing ring D and a sealing ring E are provided between the valve sleeve and the rear yoke, and a sealing ring C is provided at the adjusting bolt.

[0012] Furthermore, the preload of the adjusting spring is adjusted by the adjusting bolt and the adjusting bolt seat. One end of the adjusting spring is positioned by a spring pin and abuts against the adjusting bolt seat, while the other end of the adjusting spring abuts against the cross washer and the valve core assembly.

[0013] Furthermore, the flower-shaped gasket has a flower-shaped opening, and the cross-shaped gasket has a cross-shaped opening. The two are connected in series in the flow path of the compression stroke to form a multi-stage throttling structure.

[0014] The present invention has the following beneficial effects: This automotive shock absorber solenoid valve, through a control structure that balances electromagnetic force and mechanical preload between the coil and the adjusting spring, allows the valve core to adjust the valve seat opening pressure according to the energized state, thereby achieving rapid switching between high-damping and low-damping modes of the shock absorber. Compared to traditional fixed-damping structures, this invention can change the oil flow resistance in real time according to different vehicle operating conditions, improving ride comfort under low-speed driving or smooth road conditions, and enhancing suspension support stability under high-speed steering, braking, or complex road conditions. Simultaneously, the valve core directly serves as a moving iron core structure, reducing intermediate transmission losses and improving electromagnetic response speed and damping adjustment accuracy.

[0015] This automotive shock absorber solenoid valve utilizes a multi-stage throttling flow channel formed by rectangular slots, through-cylindrical holes, flower-shaped gaskets, and cross-shaped gaskets. Combined with a dual-channel adaptive flow structure at oil port A, it enables graded flow guidance and progressive throttling control of the hydraulic fluid under different flow conditions, thereby reducing hydraulic shock and fluid noise and improving the shock absorber's operational stability. Simultaneously, this invention leverages the energy storage and rebound characteristics of the adjusting spring to automatically push the valve core and valve core assembly back to the high-damping position in the event of a power failure. This achieves purely mechanical fail-safe protection, ensuring the shock absorber maintains stable damping capability even when the vehicle's electronic control system malfunctions, thus improving overall vehicle driving safety.

[0016] Of course, any product implementing this invention does not necessarily need to achieve all of the advantages described above at the same time. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of the shock absorber solenoid valve of the present invention; Figure 2 This is a schematic diagram of the exploded structure of the electromagnetic valve of the shock absorber of the present invention; Figure 3 This is an exploded structural diagram of the shock absorber solenoid valve of the present invention from another perspective; Figure 4 This is a schematic diagram of the internal structure of the solenoid valve of the shock absorber of the present invention; Figure 5 This is a schematic diagram of the external structure of the valve sleeve of the present invention; Figure 6 This is a schematic diagram of the overall structure of the rear yoke of the present invention.

[0018] In the diagram: 1. Sealing ring A; 2. End cap; 3. Valve seat ring; 4. Valve seat; 5. Valve push rod; 6. Push rod spring; 7. Push rod washer; 8. Valve core assembly; 9. Valve sleeve; 10. Sealing ring B; 11. Adjusting bolt; 12. Sealing ring C; 13. Spring pin; 14. Coil; 15. Rear yoke seat; 16. Sealing ring D; 17. Sealing ring E; 18. Magnetic core cover; 19. Push rod seat; 20. Washer ring A; 21. Flower-shaped washer; 22. 23. Washer ring B; 24. End ring washer; 25. Cross washer; 26. Adjusting spring; 27. Adjusting bolt seat; 28. Valve core; 29. ​​Magnetic shielding ring; 30. Wire harness; 31. Connector terminal; 32. Oil hole A; 33. Oil hole A1; 34. Upper chamber; 35. Lower chamber; 36. Oil hole B; 37. Rectangular slot; 38. Through cylindrical hole; 39. Oil drain hole; 40. Rectangular slot for oil drain. Detailed Implementation

[0019] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] In the description of this invention, it should be understood that the terms "opening", "upper", "lower", "thickness", "top", "middle", "length", "inner", "around", etc., which indicate orientation or positional relationship, are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the components or elements referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as limiting this invention.

[0021] Please see Figures 1-6 The present invention provides a technical solution: an automotive shock absorber solenoid valve, including a valve sleeve 9 and an electromagnetic drive unit. The valve sleeve 9 is provided with an axially movable valve seat 4 and a valve seat ring 3 that cooperates with the valve seat 4 to open and close the flow channel. The electromagnetic drive unit includes a coil 14, a moving iron core disposed in the magnetic field of the coil 14, and a wire harness 29 and a connector terminal 30 that are electrically connected to an external electronic control unit. The moving iron core is a valve core 27, which extends axially toward the valve seat 4. An adjusting spring 25 is provided between the valve core 27 and the valve seat 4. The preload of the adjusting spring 25 is opposite to the direction of the electromagnetic driving force of the valve core 27. When coil 14 is energized, valve core 27 is driven to move backward by electromagnetic force and reduces the mechanical preload on valve seat 4 by compressing adjusting spring 25, so that oil can push valve seat 4 open to open the flow channel with lower pressure, thus realizing low damping mode. When coil 14 is de-energized, adjusting spring 25 releases its stored energy and rebounds forward, increasing the mechanical preload on valve seat 4. This requires higher pressure from the oil to open valve seat 4, achieving a high-damping mode. When coil 14 is energized, it drives valve core 27 to move towards rear yoke 15, compressing adjusting spring 25 to reduce the mechanical clamping force on valve seat 4. This allows the oil in lower chamber 34 or upper chamber 33 to open valve seat 4 with only lower pressure, thereby reducing oil flow resistance. When coil 14 is de-energized, adjusting spring 25 releases its stored mechanical energy, pushing valve core 27 and valve core assembly 8 to quickly reset and press valve seat 4, increasing the opening pressure of valve seat 4. This allows the shock absorber to quickly enter a high-damping state, thereby improving vehicle stability at high speeds and on complex road conditions.

[0022] The front end of the valve sleeve 9 is provided with oil port A 31 and oil port A1 32 connecting the upper chamber 33 of the shock absorber, and oil port B 35 connecting the lower chamber 34 of the shock absorber. The front end of the valve seat 4 is provided with multiple rectangular slots 36 and through cylindrical holes 37. During the compression stroke, the high-pressure oil in the lower chamber 34 rushes in from oil port B 35 and impacts the valve seat 4 head-on. When the preload of the adjusting spring 25 is partially offset by the electromagnetic force, the oil pushes the valve seat 4 backward and passes through the rectangular slots 36, through cylindrical holes 37, and the washer ring A20 and flower-shaped washer arranged in sequence along the axial direction. The oil flow from the oil hole A port 31 back to the upper chamber 33. The adjusting spring 25 is located between the valve core 27 and the valve seat 4 and can continuously provide mechanical preload to the valve seat 4. In the process of mutual balance between electromagnetic driving force and spring force, the opening pressure of the valve seat 4 can be continuously adjusted, avoiding the problem of limited damping adjustment range in the traditional single spring structure. At the same time, the adjusting spring 25 transmits axial pressure through the cross washer 24, the end ring washer 23 and the valve core assembly 8, which can improve the internal force stability.

[0023] It also includes a valve rod 5, a rod spring 6, and a rod washer 7. The front end of the valve rod 5 is a hemispherical structure, and the rear end is provided with a conical section boss. The rod spring 6 is supported at the rear end of the valve rod 5 by the rod washer 7. The valve rod 5 is movably disposed in the rod seat 19, and the rod seat 19 is fixed inside the valve sleeve 9. During the recovery stroke, high-pressure oil in the upper chamber 33 is injected through oil hole A1 32, impacting the hemispherical front end of the valve stem 5. Overcoming the resistance of the stem spring 6, the valve stem 5 slides backward within the stem seat 19. The oil bypasses the conical boss and enters the central hole of the valve seat 4, finally flowing back to the lower chamber 34 from oil hole B 35. The hemispherical structure at the front end of the valve stem 5 reduces fluid disturbance caused by the frontal impact of the oil in the upper chamber 33. The conical boss at the rear end forms an annular guide gap when the valve stem 5 moves backward, allowing the oil to flow smoothly around and enter the central hole of the valve seat 4. The stem spring 6 provides a reset force through the stem washer 7, enabling the valve stem 5 to reciprocate stably within the stem seat 19, improving the response sensitivity and guiding stability during the recovery stroke.

[0024] The diameter of oil port A31 is larger than that of oil port A132. Under low flow conditions, only oil port A132 works independently. Under high flow conditions, oil port A31 and oil port A132 work together to achieve adaptive adjustment of flow capacity. Since the diameter of oil port A31 is larger than that of oil port A132, under low speed and low flow conditions, oil flows only through oil port A132, which can improve the low flow control accuracy. Under high speed and high flow conditions, oil port A31 and oil port A132 participate in the flow simultaneously, improving the overall flow capacity and avoiding abnormal pressure rise inside the shock absorber due to excessive instantaneous flow, thus balancing vehicle comfort and shock resistance performance.

[0025] The rear end of the valve sleeve 9 is provided with a rear yoke seat 15. A magnetic isolation ring 28 made of non-magnetic material is provided between the valve sleeve 9 and the rear yoke seat 15. The magnetic isolation ring 28 is used to block the diffusion of magnetic lines of force to the valve sleeve 9, forcing the magnetic flux to concentrate in the valve core 27 area. The rear end of the rear yoke seat 15 is provided with a magnetic core cover 18, which is used to close the magnetic circuit. The magnetic isolation ring 28 is made of non-magnetic material and is set between the valve sleeve 9 and the rear yoke seat 15. It can effectively block the diffusion of magnetic lines of force to the valve sleeve 9, so that the magnetic flux generated by the coil 14 is concentrated in the valve core 27 area, improving the magnetic field utilization rate and electromagnetic driving force. At the same time, the magnetic core cover 18 set at the rear end of the rear yoke seat 15 can form a complete closed magnetic circuit, reduce magnetic flux leakage, and improve the working efficiency and response speed of the coil 14.

[0026] When coil 14 is energized, adjusting spring 25 is compressed and stores mechanical energy. When coil 14 is de-energized, adjusting spring 25 instantly releases the stored energy, pushing valve core 27 and valve core assembly 8 to rebound violently forward, pressing valve rod 5 and valve seat 4 to the initial closed position, causing the solenoid valve to automatically switch to high-damping mode, achieving a purely mechanical fail-safe protection. When coil 14 is energized, adjusting spring 25 stores mechanical energy during compression. When the vehicle's electronic control system fails or coil 14 is de-energized, adjusting spring 25 can quickly release the stored energy, pushing valve core 27 and valve core assembly 8 to rebound forward, and re-pressing valve rod 5 and valve seat 4, causing the solenoid valve to automatically return to the high-damping state, thus forming a mechanical fail-safe protection structure that can be achieved without electronic control, improving vehicle driving safety.

[0027] The valve sleeve 9 has a small oil drain hole 38 at its end. The rear yoke 15 has an inclined cylindrical through hole 39 and a rectangular oil drain groove 40. The small oil drain hole 38, the inclined cylindrical through hole 39, and the rectangular oil drain groove 40 are sequentially connected to form an oil drain channel. A sealing ring A1 is provided between the valve sleeve 9 and the end cover 2. A sealing ring B10 is provided outside the valve sleeve 9. A sealing ring D16 and a sealing ring E17 are provided between the valve sleeve 9 and the rear yoke 15. A sealing ring C12 is provided at the adjusting bolt 11. The small oil drain hole 38... The inclined cylindrical through hole 39 and the oil drain rectangular groove 40 are connected in sequence to form an internal oil drain channel, which can discharge residual oil and abnormal pressure inside the valve sleeve 9 in a timely manner, and avoid the accumulation of internal hydraulic pressure affecting the movement stability of the valve core 27. At the same time, the sealing rings A1, B10, C12, D16 and E17 respectively seal the connection areas of the end cover 2, valve sleeve 9, adjusting bolt 11 and rear yoke 15, improve the overall sealing performance and prevent shock absorber oil leakage.

[0028] The preload of the adjusting spring 25 is adjusted by the adjusting bolt 11 and the adjusting bolt seat 26. One end of the adjusting spring 25 is positioned by the spring pin 13 and abuts against the adjusting bolt seat 26, while the other end of the adjusting spring 25 abuts against the cross washer 24 and the valve core assembly 8. By rotating the adjusting bolt 11, the compression of the adjusting bolt seat 26 on the adjusting spring 25 can be changed, thereby adjusting the initial preload of the adjusting spring 25 and achieving precise adjustment of the valve seat 4 opening pressure. One end of the adjusting spring 25 is axially positioned by the spring pin 13, and the other end abuts against the cross washer 24 and the valve core assembly 8, which can prevent the adjusting spring 25 from shifting or tilting under long-term vibration conditions and improve structural stability.

[0029] The flower-shaped gasket 21 has a flower-shaped opening, and the cross gasket 24 has a cross-shaped opening. The two are connected in series in the flow path of the compression stroke to form a multi-stage throttling structure. The flower-shaped opening on the flower-shaped gasket 21 and the cross-shaped opening on the cross gasket 24 are connected in series to form a composite throttling structure. When the oil flows through the openings of different shapes, it forms a fluid shear effect in different directions, which causes the oil pressure to decrease step by step, thereby improving the linearity of the damping output of the shock absorber, reducing hydraulic shock and vibration noise under high-speed conditions, and improving the ride comfort of the vehicle.

[0030] The specific working process of this invention is as follows: The electromagnetic force generated by the coil 14 of the automotive shock absorber solenoid valve cooperates with the mechanical preload of the adjusting spring 25 to adjust the opening pressure of the valve seat 4, thereby changing the flow resistance of the oil inside the shock absorber and achieving switching between high-damping and low-damping modes. When the shock absorber is in the recovery stroke, the oil pressure inside the upper chamber 33 of the shock absorber increases, and the oil first enters the solenoid valve through the oil hole A1 port 32 located at the front end of the valve sleeve 9. Under high flow conditions, the oil hole A1 port 31 also participates in the flow. When the coil 14 is de-energized, the coil 14 does not generate a magnetic field, and the valve core 27 remains in a forward-pressed state under the action of the adjusting spring 25. The adjusting spring 25 passes through the cross washer 24, the end ring washer 23, the washer ring B22, the flower-shaped washer 21, the washer ring A20, and the valve core assembly. 8. The preload is transmitted forward, keeping both valve stem 5 and valve seat 4 in a high-pressure state. At this time, the oil in the upper chamber 33 enters through oil hole A1 port 32 and directly impacts the hemispherical structure at the front end of valve stem 5. As the oil pressure gradually increases, when the oil pressure exceeds the elastic force of stem spring 6, valve stem 5 slides backward along the center hole inside stem seat 19, stem spring 6 is compressed, and oil bypasses the conical section boss at the front end of valve stem 5 and enters the center hole of valve seat 4. Then, it flows through the through cylindrical hole 37 inside valve seat 4 to oil hole B port 35 and finally flows back to the lower chamber 34 of the shock absorber. Since the adjusting spring 25 provides a large mechanical preload in the power-off state, the oil must reach a high pressure before it can push valve stem 5 to move. At this time, the internal flow resistance of the solenoid valve is high, and the shock absorber is in high-damping mode.

[0031] When the vehicle ECU control system inputs an electrical signal to the connector terminal 30 via the wiring harness 29, the coil 14 is energized and forms a magnetic field around it. The magnetic lines of force form a closed magnetic circuit through the rear yoke 15, the valve core 27, and the valve sleeve 9. Since a magnetic isolation ring 28 is provided between the valve sleeve 9 and the rear yoke 15, the magnetic isolation ring 28 can block part of the magnetic flux from diffusing to the valve sleeve 9, so that the magnetic field is concentrated on the valve core 27 area. Therefore, the valve core 27 moves axially towards the rear yoke 15 under the action of electromagnetic force. During the backward movement of the valve core 27, the adjusting spring 25 is compressed, so that the mechanical preload of the adjusting spring 25 is partially offset, thereby reducing the valve... The valve stem 5 is subjected to a clamping force, so the oil in the upper chamber 33 only needs a low pressure to push the valve stem 5 backward. At this time, the oil flow path is still that the oil enters through the oil hole A1 port 32, flows through the front end of the valve stem 5, then through the center hole of the valve seat 4 and the through cylindrical hole 37, and finally enters the oil hole B port 35. However, due to the reduction of mechanical preload, the oil flow resistance is significantly reduced, and the shock absorber enters a low-damping mode. When the return stroke flow is small, only the oil hole A1 port 32 participates in the work. When the flow increases, the oil hole A1 port 31 also participates in the flow, thereby improving the overall flow capacity and realizing the adaptive adjustment of the flow capacity.

[0032] When the shock absorber enters the compression stroke, the oil pressure inside the lower chamber 34 increases. The oil enters the solenoid valve through the oil hole B 35 on the valve sleeve 9 and acts directly on the front end of the valve seat 4. The front end of the valve seat 4 is provided with multiple rectangular slots 36 and through cylindrical holes 37. After the oil enters, it first impacts the front end face of the valve seat 4. When the coil 14 is de-energized, the adjusting spring 25 is in a naturally compressed state, and the valve core 27 presses forward against the valve core assembly 8, so that the valve seat 4 is subjected to a large mechanical preload. At this time, the oil in the lower chamber 34 must reach a high pressure before it can overcome the adjusting spring. The clamping force of the spring 25 pushes the valve seat 4 to move backward along the axial direction. After the valve seat 4 moves backward, a flow gap is formed between the valve seat 4 and the valve seat ring 3. The oil flows through the rectangular groove 36 at the front end of the valve seat 4, the through cylindrical hole 37, and then through the multi-stage throttling structure formed by the gasket A20, the flower-shaped gasket 21, the gasket B22, the end ring gasket 23, and the cross gasket 24. Finally, it flows back to the upper chamber 33 of the shock absorber from the oil hole A 31. Because the oil needs to overcome a large mechanical preload and multi-stage throttling resistance, the flow resistance is large in the compression stroke state, and the shock absorber maintains a high damping state.

[0033] When coil 14 is energized, valve core 27 moves backward under electromagnetic force and compresses adjusting spring 25. Adjusting spring 25 stores mechanical energy during compression, and at the same time, the mechanical clamping force on valve seat 4 decreases. At this time, the oil in lower chamber 34 only needs a lower pressure to push valve seat 4 backward, and a flow gap is more easily formed between valve seat 4 and valve seat ring 3. The oil flows from oil hole B 35 to oil hole A 31 along the same path. However, due to the reduced opening pressure of valve seat 4, the overall flow resistance decreases, and the shock absorber enters a low-damping mode. The flower-shaped opening of flower-shaped gasket 21 and the cross-shaped opening of cross gasket 24 form a multi-stage throttling effect during compression, so that the oil forms a progressive damping adjustment at different flow stages, improving the damping response accuracy and working stability of the shock absorber.

[0034] Throughout the operation, the preload of the adjusting spring 25 can be adjusted via the adjusting bolt 11 and the adjusting bolt seat 26. After the adjusting bolt 11 is screwed into the internal thread at the bottom of the valve sleeve 9, the initial compression of the adjusting spring 25 can be changed, thereby changing the opening pressure of the valve seat 4 and realizing the adjustment of the basic damping parameters. One end of the adjusting spring 25 is positioned by the spring pin 13 and abuts against the adjusting bolt seat 26, while the other end abuts against the cross washer 24 and the valve core assembly 8, ensuring the axial force of the adjusting spring 25 is stable.

[0035] Meanwhile, the valve sleeve 9 is provided with an oil drain hole 38 at its end, and the rear yoke 15 is provided with an inclined cylindrical through hole 39 and an oil drain rectangular groove 40 inside. The oil drain hole 38, the cylindrical through hole 39 and the oil drain rectangular groove 40 are connected in sequence to form an oil drain channel. When the solenoid valve generates leaking oil or abnormal pressure, the oil can be discharged through the above-mentioned oil drain path to prevent the internal pressure from accumulating and affecting the movement of the valve core 27. The sealing rings A1, B10, C12, D16 and E17 respectively seal the connection area of ​​the valve sleeve 9, the adjusting bolt 11 and the rear yoke 15 to prevent oil leakage.

[0036] When the vehicle's electronic control system fails or the coil 14 is de-energized, the mechanical energy stored inside the adjusting spring 25 is released instantly, pushing the valve core 27 and the entire valve core assembly 8 to quickly rebound forward and re-press the valve tappet 5 and valve seat 4, so that the solenoid valve quickly returns to the high-damping closed state, thereby achieving pure mechanical failure safety protection and ensuring that the vehicle suspension still has stable shock absorption capability in the event of electronic control failure.

Claims

1. A solenoid valve for an automotive shock absorber, comprising a valve sleeve (9) and an electromagnetic drive unit, wherein the valve sleeve (9) contains an axially movable valve seat (4) and a valve seat ring (3) that cooperates with the valve seat (4) to open and close a flow channel, and the electromagnetic drive unit comprises a coil (14), a moving iron core disposed in the magnetic field of the coil (14), and a wire harness (29) and connector terminals (30) electrically connected to an external electronic control unit, characterized in that, The moving iron core is a valve core (27), which extends axially toward the valve seat (4); An adjusting spring (25) is provided between the valve core (27) and the valve seat (4), and the preload of the adjusting spring (25) is opposite to the direction of the electromagnetic driving force of the valve core (27). When the coil (14) is energized, the valve core (27) is driven to move backward by electromagnetic force and reduces the mechanical preload acting on the valve seat (4) by compressing the adjusting spring (25), so that the oil can push open the valve seat (4) with a lower pressure to open the flow channel and realize the low damping mode. When the coil (14) is de-energized, the adjusting spring (25) releases its stored energy and rebounds forward, increasing the mechanical preload acting on the valve seat (4), so that the oil needs to be under higher pressure to push open the valve seat (4), thus achieving a high-damping mode.

2. The automotive shock absorber solenoid valve according to claim 1, characterized in that, The front end of the valve sleeve (9) is provided with an oil hole A (31) and an oil hole A1 (32) connecting the upper chamber (33) of the shock absorber, and an oil hole B (35) connecting the lower chamber (34) of the shock absorber. The front end of the valve seat (4) is provided with multiple rectangular slots (36) and through cylindrical holes (37). During the compression stroke, the high-pressure oil in the lower chamber (34) flows in from the oil hole B (35) and impacts the valve seat (4) head-on. When the preload of the adjusting spring (25) is partially offset by the electromagnetic force, the oil pushes the valve seat (4) back and moves backward, passing through the rectangular slot (36), the through cylindrical hole (37), and the washer ring A (20), flower-shaped washer (21), washer ring B (22), end ring washer (23), and cross washer (24) arranged in sequence along the axial direction, and finally flows back to the upper chamber (33) from the oil hole A (31).

3. The automotive shock absorber solenoid valve according to claim 2, characterized in that, It also includes a valve rod (5), a rod spring (6) and a rod washer (7). The front end of the valve rod (5) is a hemispherical structure and the rear end is provided with a conical protrusion. The rod spring (6) is supported on the rear end of the valve rod (5) by the rod washer (7). The valve rod (5) is movably disposed in the rod seat (19) and the rod seat (19) is fixed inside the valve sleeve (9). During the recovery process, the high-pressure oil in the upper chamber (33) is injected from the oil hole A1 (32), impacting the hemispherical front end of the valve rod (5), overcoming the resistance of the rod spring (6), and pushing the valve rod (5) to slide backward in the rod seat (19). The oil bypasses the conical section boss and enters the center hole of the valve seat (4), and finally flows back to the lower chamber (34) from the oil hole B (35).

4. The automotive shock absorber solenoid valve according to claim 2, characterized in that, The diameter of the oil hole A (31) is larger than that of the oil hole A1 (32). Under low flow conditions, only the oil hole A1 (32) works independently. Under high flow conditions, the oil hole A (31) and the oil hole A1 (32) work together to achieve adaptive adjustment of flow capacity.

5. The automotive shock absorber solenoid valve according to claim 1, characterized in that, The valve sleeve (9) has a rear yoke seat (15) at its rear end. A magnetic isolation ring (28) made of non-magnetic material is provided between the valve sleeve (9) and the rear yoke seat (15). The magnetic isolation ring (28) is used to block the diffusion of magnetic lines of force to the valve sleeve (9) and force the magnetic flux to concentrate in the valve core (27) area. The rear end of the rear yoke seat (15) has a magnetic core cover (18) for sealing the magnetic circuit.

6. A solenoid valve for an automotive shock absorber according to claim 3, characterized in that, When the coil (14) is energized, the adjusting spring (25) is compressed and stores mechanical energy. When the coil (14) is de-energized, the adjusting spring (25) releases the stored energy instantly, pushing the valve core (27) and valve core assembly (8) to violently rebound forward, pressing the valve rod (5) and valve seat (4) to the initial closed position, so that the solenoid valve automatically switches to the high damping mode, realizing a purely mechanical failure safety guarantee.

7. A solenoid valve for an automotive shock absorber according to claim 5, characterized in that, The valve sleeve (9) has an oil drain hole (38) at its end. The rear yoke (15) has an inclined cylindrical through hole (39) and an oil drain rectangular groove (40). The oil drain hole (38), the inclined cylindrical through hole (39) and the oil drain rectangular groove (40) are connected in sequence to form an oil drain channel. A sealing ring A (1) is provided between the valve sleeve (9) and the end cover (2). A sealing ring B (10) is provided on the outside of the valve sleeve (9). A sealing ring D (16) and a sealing ring E (17) are provided between the valve sleeve (9) and the rear yoke (15). A sealing ring C (12) is provided at the adjusting bolt (11).

8. A solenoid valve for an automotive shock absorber according to claim 6, characterized in that, The preload of the adjusting spring (25) is adjusted by adjusting bolt (11) and adjusting bolt seat (26). One end of the adjusting spring (25) is positioned by spring pin (13) and abuts against the adjusting bolt seat (26). The other end of the adjusting spring (25) abuts against the cross washer (24) and the valve core assembly (8).

9. A solenoid valve for an automotive shock absorber according to claim 2, characterized in that, The flower-shaped gasket (21) has a flower-shaped opening, and the cross gasket (24) has a cross-shaped opening. The two are connected in series in the flow path of the compression stroke to form a multi-stage throttling structure.

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