A full active suspension system shock absorber lock oil valve block

Abstract

The application discloses a lock oil valve block of a full active suspension system shock absorber of an automobile and relates to the technical field of a vehicle suspension system, in particular to the lock oil valve block of the full active suspension system shock absorber of the automobile. The lock oil valve block specifically comprises a valve body, at least two lock oil channels are integrated in the valve body, a side wall of each lock oil channel is provided with an oil passing hole communicated to the outside of the valve body, the oil passing hole and one end of the lock oil channel form an oil passing channel, and one group of lock oil components capable of moving axially along the lock oil channel is installed on the inner side of the end of each lock oil channel away from the oil passing channel. The lock oil valve block adopts an integrated valve body and integrates a plurality of independent design lock oil channel structures and corresponding lock oil component designs, greatly improves the overall integration and layout regularity of a full active suspension hydraulic pipeline system, saves the installation space of a vehicle chassis, effectively guarantees the installation consistency and operation synchronism of lock oil structures of various hydraulic oil paths, improves the vehicle assembly production efficiency, and is also helpful to the maintenance of the full active suspension system of the automobile.

Description

Technical Field

[0001] This invention relates to the field of vehicle suspension system technology, and more specifically to a damper oil lock-up valve block for a fully active automotive suspension system. Background Technology

[0002] In a fully active suspension system for automobiles, the shock absorbers and the motor pump are connected by multiple hydraulic lines. These lines need to be equipped with oil-locking structures to perform functions such as pre-filling of hydraulic medium, maintaining pressure during vehicle transportation, and isolating pipelines for later maintenance.

[0003] Currently, most existing hydraulic locking structures are designed with independent single-circuit hydraulic lines. When an active suspension system is equipped with multiple hydraulic lines, a separate hydraulic locking valve needs to be installed on each line. On the one hand, the configuration of multiple hydraulic locking valves increases the total number of system components and assembly steps. At the same time, the dispersed valve bodies occupy a large amount of chassis installation space, reducing the overall integration of the suspension piping. On the other hand, multiple independent hydraulic locking valves control different hydraulic circuits, making it difficult to ensure the consistency of installation and synchronization of operation of each hydraulic locking structure. During vehicle transportation, vehicle assembly, and after-sales maintenance, staff need to operate each hydraulic locking valve one by one, making the entire operation process quite complex and affecting the maintenance efficiency of the entire hydraulic suspension system.

[0004] Therefore, this application proposes a damper oil lock-up valve block for a fully active suspension system for automobiles. Summary of the Invention

[0005] This invention provides a damper oil lock-up valve block for a fully active automotive suspension system to solve the problems mentioned in the background art.

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

[0007] This invention discloses a damper oil lock-up valve block for a fully active suspension system of an automobile. The damper oil lock-up valve block includes a valve body, the valve body having at least two oil lock-up channels integrated inside. Each oil lock-up channel has an oil passage hole on its side wall that connects to the outside of the valve body. The oil passage hole and one end of the oil lock-up channel form an oil passage. Each oil lock-up channel has a set of oil lock-up components that can move axially along the oil lock-up channel on its inner side at the end away from the oil passage. When the oil lock-up components move toward the oil passage, they can block the oil passage.

[0008] Furthermore, the oil-locking channel includes a slide section, a screwing section, and an oil pipe connector docking section. The screwing section is located at one end of the slide section and is coaxially connected to the slide section. The oil pipe connector docking section is used to connect to the oil pipe connector. The oil pipe connector docking section is connected to the other end of the slide section through the oil-locking hole, and a dust cap is detachably fastened to the inner side of the oil pipe connector docking section.

[0009] Furthermore, the inner wall of the slide section has a smooth mirror-like structure.

[0010] Furthermore, the oil-locking hole located on one side of the slide section has a chamfered or spherical arc structure.

[0011] Furthermore, the oil passage is composed of an oil passage hole, an oil lock hole, an oil pipe connector mating part, and a slide part near the oil lock hole, and the oil lock passage is located near the oil lock hole.

[0012] Furthermore, the inner wall of the screwing part is provided with threads, a first annular groove is provided on the inner wall of one end of the screwing part near the slide part, and a second annular groove is provided on the inner wall of the other end of the screwing part.

[0013] Furthermore, the oil-locking assembly includes an oil-locking bolt, which is installed inside the oil-locking channel and threadedly connected to the screwing part in the oil-locking channel.

[0014] Furthermore, the oil-locking bolt includes a central post, which is slidably inserted into the interior of the slide section and the outer diameter of the central post is adapted to the inner diameter of the slide section. A plug is integrally formed at one end of the central post near the oil-locking hole, and a threaded head is integrally formed at the other end of the central post for threaded connection with the screwing part. An annular retaining plate is integrally formed on the outer edge of the threaded head away from the central post, and a tool docking operation hole is provided at the center of the threaded head away from the central post.

[0015] Furthermore, the surface of the central column adopts a smooth mirror structure, and a ring-shaped groove is formed on the outer wall of the central column near the end of the plug.

[0016] Furthermore, the outer diameter of the plug is larger than the inner diameter of the oil-locking hole, and the edge of the end of the plug is adapted to the hole edge structure at the opposite end of the oil-locking hole.

[0017] Furthermore, the oil-locking assembly also includes a first sealing ring, a second sealing ring, an O-ring, and a retaining ring. The first sealing ring is engaged in the first annular groove and the inner edge of the first sealing ring is tightly fitted with the surface of the central post. The retaining ring is engaged in the second annular groove and is used to prevent the oil-locking bolt from coming off.

[0018] Furthermore, both the second sealing ring and the O-ring are engaged in the groove, and the O-ring is located on the side of the second sealing ring away from the oil lock hole.

[0019] Furthermore, the valve body has an integrally formed mounting foot on one side corresponding to the position of each oil pipe joint mating part for fixing the oil pipe joint.

[0020] Furthermore, the valve body is integrally formed with a mounting base on its exterior to facilitate assembly between the valve body and the vehicle.

[0021] The advantages of this invention over the prior art are as follows:

[0022] This invention employs an integrated valve body with multiple independently designed locking channels and corresponding locking components, replacing the traditional decentralized structure where each hydraulic line has its own locking valve. This effectively reduces the number of components in the automotive fully active suspension hydraulic system, simplifies the hydraulic pipeline assembly process, and significantly improves the overall integration and layout regularity of the fully active suspension hydraulic system. It also effectively saves installation space in the vehicle chassis. Furthermore, the integrated locking channels within the valve body ensure consistent installation and synchronized operation of the locking structures in each hydraulic line. Additionally, this integrated valve block enables… The factory-pre-filled hydraulic lines and oil-locking pressure-maintaining function can maintain the pre-filled state of the hydraulic medium in the lines for a long time, effectively reducing the vacuuming and medium filling processes in the assembly of the fully active suspension system of automobiles, thereby improving the overall vehicle assembly production efficiency. At the same time, in vehicle transportation, vehicle assembly and after-sales maintenance scenarios, the staff does not need to operate the individual oil-locking valves one by one. They can centrally control multiple oil lines through the integrated valve block. This can quickly block the corresponding oil lines and block the flow of hydraulic medium during maintenance, enabling targeted component disassembly and maintenance. It also greatly simplifies the oil-locking and oil-releasing operation process, and significantly improves the convenience and efficiency of system inspection and maintenance. Attached Figure Description

[0023] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0024] Figure 1 This is a three-dimensional structural schematic diagram of the oil lock valve block of a shock absorber in a fully active suspension system for automobiles according to the present invention;

[0025] Figure 2 This is a schematic diagram of the disassembled structure of the oil lock valve block of the shock absorber in a fully active suspension system for automobiles according to the present invention.

[0026] Figure 3 This is a cross-sectional view of the valve body in the oil lock valve block of a shock absorber in an automotive fully active suspension system according to the present invention.

[0027] Figure 4 This is a cross-sectional structural schematic diagram of the oil lock valve block of a shock absorber in a fully active suspension system for automobiles according to the present invention;

[0028] Figure 5 This is a schematic diagram of the structure of the oil lock valve block of the shock absorber in the fully active suspension system of an automobile after it is assembled with the oil pipe connector during use.

[0029] Reference numerals: 1. Valve body; 2. Oil lock channel; 201. Slide section; 202. Tightening section; 203. Oil pipe joint connection section; 204. Oil lock hole; 205. First annular groove; 206. Second annular groove; 3. Oil lock assembly; 301. Oil lock bolt; 311. Center column; 312. Plug; 313. Threaded column head; 314. Clamping platform; 315. Clamping groove; 302. Snap ring; 303. First sealing ring; 304. Second sealing ring; 305. O-ring; 4. Mounting foot; 5. Oil passage hole; 6. Mounting seat; 7. Dust cap; 8. Oil pipe connector; 9. Dust plug. Detailed Implementation

[0030] 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, not all, of the embodiments of the present invention. The following description of at least one exemplary embodiment is illustrative in nature and is not intended to limit the present invention or its application or use in any way. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0031] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0032] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as exemplary and not as limiting. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0033] In the description of this invention, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is generally based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this invention and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this invention; the directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0034] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0035] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this invention.

[0036] Currently, most hydraulic locking mechanisms in automotive fully active suspension systems are designed as independent single-circuit hydraulic lines. This necessitates the separate installation of locking valves on each of the multiple hydraulic lines, increasing the total number of system components and assembly steps. Furthermore, the dispersed valves occupy significant chassis mounting space, reducing the overall integration of the suspension piping. Additionally, multiple independent locking valves controlling different hydraulic circuits make it difficult to ensure consistent installation and synchronized operation of each locking mechanism. During vehicle transportation, assembly, and after-sales maintenance, personnel must operate each locking valve individually, resulting in a complex process and impacting the maintenance efficiency of the entire hydraulic suspension system. This application proposes a locking valve block for a shock absorber in an automotive fully active suspension system, with the specific solution as follows:

[0037] Example

[0038] like Figures 1-5 As shown in this embodiment, a shock absorber oil lock-up valve block for a fully active suspension system is provided. Specifically, the shock absorber oil lock-up valve block includes a valve body 1. The valve body 1 integrates at least two oil lock-up channels 2. Each oil lock-up channel 2 is independent of each other and is integrally formed with the valve body 1. Each oil lock-up channel 2 has an oil passage 5 on its side wall that connects to the outside of the valve body 1. The oil passage 5 and one end of the oil lock-up channel 2 form an oil passage. In addition, in order to maintain the pre-filled state of hydraulic oil in the hydraulic pipeline after leaving the factory, lock oil during transportation, and isolate and block hydraulic oil during the later maintenance of the fully active suspension system, thereby reducing the vacuuming and medium filling processes during the assembly stage of the fully active suspension system and improving assembly efficiency, a set of locks that can move axially along the oil lock-up channel 2 are installed on the inner side of the end of each oil lock-up channel 2 away from the oil passage. When the oil locking assembly 3 moves towards the oil passage, it can block the oil passage. It should be noted that in the automotive active suspension system, each hydraulic line is integrated at both ends of the multi-line hydraulic line through the oil pipe connector 8 into the corresponding oil passage in the two shock absorber oil locking valve blocks. The hydraulic line is pre-filled with medium before leaving the factory. Finally, the oil passage is blocked by the oil locking assembly 3 inside the corresponding oil locking passage 2 in the shock absorber oil locking valve blocks at both ends of the hydraulic line. This ensures that the hydraulic lines in the automotive fully active suspension system are always pre-filled with medium before use. In addition, when the hydraulic lines need to be disassembled for maintenance of the automotive fully active suspension system, the oil passage can be re-blocked by the oil locking assembly 3 to block the flow of medium, allowing for targeted disassembly of the corresponding maintenance parts.

[0039] Compared to the traditional method of installing multiple independent oil lock valves separately, this application sets multiple oil lock channels 2 on the same valve body 1, and integrates and installs corresponding oil lock components 3 in each oil lock channel 2. This allows multiple sets of hydraulic lines between the shock absorber and the motor pump in the same set of automotive fully active suspension system to be integrated and installed through the shock absorber oil lock valve block. This ensures the consistency of the installation and operation synchronization of the oil lock structure of each hydraulic line, effectively improves the integration of the automotive fully active suspension hydraulic system, reduces the number of corresponding parts and saves chassis installation space. At the same time, it can also greatly improve the assembly efficiency of the automotive fully active suspension hydraulic system and facilitate the maintenance of the automotive fully active suspension hydraulic system in the future.

[0040] In this embodiment, as Figure 3As shown, the oil-locking channel 2 includes a slide section 201, a screwing section 202, and an oil pipe connector docking section 203. The screwing section 202 is located at one end of the slide section 201 and is coaxially connected to the slide section 201. The oil pipe connector docking section 203 is used to dock with the oil pipe connector 8. The oil pipe connector docking section 203 is connected to the other end of the slide section 201 through the oil-locking hole 204. The slide section 201, the screwing section 202, and the oil-locking hole 204 are all circular channel designs.

[0041] In addition, to prevent dust or scratches from entering the inner side of the oil pipe joint mating part 203 before the shock absorber oil lock valve block is connected to the hydraulic line, a dust cap 7 is detachably fastened to the inner side of the oil pipe joint mating part 203. The dust cap 7 can be removed from the oil pipe joint mating part 203 by the operator when the shock absorber oil lock valve block is connected to the hydraulic line.

[0042] In this embodiment, the oil passage is composed of an oil passage hole 5, an oil lock hole 204, an oil pipe connector mating part 203, and a slide part 201 near the oil lock hole 204, and the position where the oil lock passage 2 communicates with the oil passage hole 5 is close to the oil lock hole 204.

[0043] In this embodiment, as Figures 2-4 As shown, in order to enable the oil-locking assembly 3 to move axially within the oil-locking channel 2, thereby achieving the blocking and opening of the oil passage, the inner wall of the screwing part 202 is provided with threads. The oil-locking assembly 3 includes an oil-locking bolt 301, which is installed inside the oil-locking channel 2 and threadedly connected to the screwing part 202 in the oil-locking channel 2. The valve body 1 can be made of iron or aluminum, and the oil-locking bolt 301 can be made of iron, aluminum, or copper.

[0044] In this embodiment, as Figures 2-4As shown, in order to enable the oil-locking assembly 3 to cooperate with the oil-locking channel 2 structure to achieve the sealing and opening of the oil passage, the oil-locking bolt 301 specifically includes a central post 311. The central post 311 is slidably inserted into the inside of the slide section 201, and the outer diameter of the central post 311 is adapted to the inner diameter of the slide section 201. At the same time, a plug 312 is integrally formed at one end of the central post 311 near the oil-locking hole 204, while a threaded head 313 that is threadedly connected to the screwing part 202 is integrally formed at the other end of the central post 311. A tool docking operation hole is provided at the center of the end of the threaded head 313 away from the central post 311. The tool docking operation hole at the end of the threaded head 313 is preferably a countersunk hexagonal socket. Personnel use appropriate tools and the tool docking operating hole to screw the threaded head 313, so that the threaded head 313 rotates along the thread direction inside the screwing part 202 and moves axially at the same time. This causes the central column 311 at the front end of the threaded head 313 to drive the plug 312 to move axially inside the slide part 201. When the central column 311 drives the plug 312 to move towards the oil lock hole 204 and the plug 312 abuts against the inner edge of the oil lock hole 204 to form a line seal, the oil passage can be blocked. When the central column 311 drives the plug 312 to move away from the oil lock hole 204, the plug 312 disengages from the oil lock hole 204, and the oil passage is unblocked and opened.

[0045] In this embodiment, as Figures 2-4 As shown, to ensure a dynamic seal between the entire oil-locking assembly 3 and the oil-locking channel 2, the inner wall of the slide section 201 has a smooth mirror surface, and the surface of the central column 311 also has a smooth mirror surface. A first annular groove 205 is formed on the inner wall of the screwing section 202 near the slide section 201, and an annular groove 315 is formed on the outer wall of the central column 311 near the plug 312. The oil-locking assembly 3 also includes a first sealing ring 303, a second sealing ring 304, and an O-ring 305. The first sealing ring 303 is engaged in the first annular groove 205, and its inner edge is tightly fitted to the surface of the central column 311. The second sealing ring 304 and the O-ring 305... Both are snapped into the slot 315, and the O-ring 305 is located on the side of the second sealing ring 304 away from the oil lock hole 204. The first sealing ring 303 is fixed in the first annular groove 205, while the second sealing ring 304 moves with the central column 311. The first sealing ring 303 and the second sealing ring 304 cooperate to achieve a double sealing effect. The O-ring 305 can provide support for the second sealing ring 304 in the high-pressure hydraulic pipeline environment, so as to improve the second sealing ring 304 to maintain a stable sealing effect for a long time under high pressure. Optionally, the first sealing ring 303 and the second sealing ring 304 are made of hydrogenated nitrile rubber, while the O-ring 305 is made of polytetrafluoroethylene.

[0046] In this embodiment, as Figures 2-4 As shown, in order to ensure that the oil-locking assembly 3 can maintain structural stability under vehicle vibration and high-pressure hydraulic environment and to prevent the oil-locking assembly 3 from falling out of the oil-locking channel 2, a second annular groove 206 is provided on the inner wall of the other end of the screwing part 202. The oil-locking assembly 3 also includes a retaining spring 302, which is engaged in the second annular groove 206 to limit the oil-locking bolt 301 from falling out of the oil-locking channel 2.

[0047] In this embodiment, as Figure 4 As shown, to improve the stability of the retaining spring 302 in the second annular groove 206 of the oil-locking assembly 3 of the shock absorber during use, an annular retaining platform 314 is integrally formed on the outer edge of the threaded head 313 away from the central post 311. When the oil-locking bolt 301 releases the blockage of the oil passage, the end of the threaded head 313 moves to the end of the screwing part 202 away from the first annular groove 205, and the inner edge of the retaining spring 302 is fitted into the retaining platform 314, so that the threaded head 313 and the retaining spring 302 are engaged. The 02 components act as a limit to each other, preventing the snap ring 302 from being directly removed when the threaded head 313 abuts against the snap ring 302. At the same time, it also prevents the oil-locking bolt 301 from being directly removed from the oil-locking channel 2 when the snap ring 302 is not removed. The correct way to remove the snap ring 302 is to first turn the oil-locking bolt 301 toward the oil-locking hole 204, so that the retaining platform 314 at the end of the threaded head 313 disengages from the inner edge of the snap ring 302, after which the snap ring 302 can be removed.

[0048] In this embodiment, in order to improve the sealing between the oil-locking bolt 301 and the inner edge of the oil-locking hole 204, the oil-locking hole 204 is located on one side of the slide section 201 with a chamfered or spherical arc structure, and the outer diameter of the plug 312 is larger than the inner diameter of the oil-locking hole 204, and the edge of the end of the plug 312 is adapted to the hole edge structure of the opposite end of the oil-locking hole 204.

[0049] In this embodiment, as Figure 1 , Figure 5 As shown, in order to facilitate the stable connection and installation of the oil pipe connector 8 installed at the end of the hydraulic pipeline with the corresponding oil pipe joint mating part 203, a mounting foot 4 for fixing the oil pipe connector 8 is integrally formed on one side of the valve body 1 corresponding to the position of each oil pipe joint mating part 203. The mounting foot 4 is provided with a threaded hole corresponding to the mounting hole on the oil pipe connector 8.

[0050] In this embodiment, as Figure 1 , Figure 5 As shown, in order to facilitate the assembly of the integrated hydraulic pipeline with the vehicle's fully active suspension system via the shock absorber oil lock valve block, a mounting base 6 is integrally formed on the outside of the valve body 1.

[0051] In some embodiments, in order to prevent water or mud from entering the inner side of the end of the oil lock channel 2 during normal vehicle use, causing the oil lock bolt 301 to rust, a dust plug 9 is installed on the valve body 1 at the position corresponding to each oil lock channel 3 by screws. After the hydraulic lines in the fully active suspension system of the car are installed, the dust plug 9 can be inserted into the inner side of the end of the oil lock channel 2.

[0052] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A damper oil lock-up valve block for a fully active automotive suspension system, characterized in that: The damper oil lock valve block includes a valve body (1), and the valve body (1) has at least two oil lock channels (2) integrated inside. Each oil lock channel (2) has an oil passage (5) on its side wall that connects to the outside of the valve body (1). The oil passage (5) and one end of the oil lock channel (2) form an oil passage. Each of the oil-locking channels (2) has an oil-locking assembly (3) installed on the inner side of the end away from the oil passage. The oil-locking assembly (3) can move axially along the oil-locking channel (2). When the oil-locking assembly (3) moves toward the oil passage, it can block the oil passage.

2. The oil lock valve block of a shock absorber in a fully active suspension system for automobiles according to claim 1, characterized in that: The oil-locking channel (2) includes a slide section (201), a screwing section (202), and an oil pipe connector docking section (203). The screwing section (202) is located at one end of the slide section (201) and is coaxially connected to the slide section (201). The oil pipe connector docking section (203) is used to dock with the oil pipe connector (8). The oil pipe connector docking section (203) is connected to the other end of the slide section (201) through the oil-locking hole (204). A dust cap (7) is detachably fastened to the inside of the oil pipe connector docking section (203).

3. The oil lock valve block of a shock absorber in a fully active suspension system for automobiles according to claim 2, characterized in that: The inner wall of the slide section (201) has a smooth mirror structure.

4. The oil lock valve block of a shock absorber in a fully active suspension system for automobiles according to claim 3, characterized in that: The oil lock hole (204) is located on one side of the slide section (201), and the edge of the hole is either chamfered or spherical arc structure.

5. The oil lock valve block of a shock absorber in a fully active suspension system for automobiles according to claim 2, characterized in that: The oil passage is composed of an oil passage hole (5), an oil lock hole (204), an oil pipe connector docking part (203), and a slide part (201) near the oil lock hole (204). The oil lock passage (2) is connected to the oil passage hole (5) at a position close to the oil lock hole (204).

6. The oil lock valve block of a shock absorber in a fully active suspension system for automobiles according to claim 2, characterized in that: The inner wall of the screwing part (202) is provided with threads, and a first annular groove (205) is provided on the inner wall of one end of the screwing part (202) near the slide part (201), and a second annular groove (206) is provided on the inner wall of the other end of the screwing part (202).

7. The oil lock valve block of a shock absorber in a fully active suspension system for automobiles according to claim 2, characterized in that: The oil-locking assembly (3) includes an oil-locking bolt (301), which is installed inside the oil-locking channel (2) and threadedly connected to the screwing part (202) in the oil-locking channel (2).

8. The oil lock valve block of a shock absorber in a fully active suspension system for automobiles according to claim 7, characterized in that: The oil-locking bolt (301) includes a central post (311), which is slidably inserted into the interior of the slide section (201) and the outer diameter of the central post (311) is adapted to the inner diameter of the slide section (201). A plug (312) is integrally formed at one end of the central post (311) near the oil-locking hole (204), and a threaded head (313) is integrally formed at the other end of the central post (311) and is threaded to the screwing part (202). An annular locking platform (314) is integrally formed on the outer edge of the threaded head (313) away from the central post (311), and a tool docking operation hole is provided at the center of the end of the threaded head (313) away from the central post (311). The surface of the central column (311) adopts a smooth mirror structure, and a ring-shaped groove (315) is opened on the outer wall of the central column (311) near the end of the plug (312). The outer diameter of the plug (312) is larger than the inner diameter of the oil lock hole (204), and the edge of the end of the plug (312) is adapted to the hole edge structure of the opposite end of the oil lock hole (204).

9. The oil lock valve block of a shock absorber in a fully active suspension system for automobiles according to claim 8, characterized in that: The oil-locking assembly (3) further includes a first sealing ring (303), a second sealing ring (304), an O-ring (305), and a retaining ring (302). The first sealing ring (303) is engaged in the first annular groove (205), and the inner edge of the first sealing ring (303) is tightly fitted with the surface of the central column (311). The retaining ring (302) is engaged in the second annular groove (206) and is used to limit the oil-locking bolt (301) from detachment. The second sealing ring (304) and the O-ring (305) are both snapped into the groove (315), and the O-ring (305) is located on the side of the second sealing ring (304) away from the oil lock hole (204).

10. The oil lock-up valve block of a shock absorber in a fully active suspension system for automobiles according to claim 1, characterized in that: The valve body (1) has an integrally formed mounting foot (4) on one side corresponding to the position of each oil pipe joint docking part (203) for fixing the oil pipe connector (8). The valve body (1) is also integrally formed with a mounting base (6) to facilitate the assembly between the valve body (1) and the automobile.

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