Electromagnetic valve damper

Abstract

The application provides a solenoid valve damper, which comprises an oil cylinder assembly, a piston rod with a piston valve assembly, an inner damping cylinder and an outer cylinder barrel, the piston rod is arranged in the working cylinder in a reciprocating manner, the piston valve assembly divides the internal space of the working cylinder into a compression chamber and a recovery chamber, the inner damping cylinder is sleeved outside the working cylinder, and an inner chamber is formed between the working cylinder and the inner damping cylinder; the outer cylinder barrel is sleeved outside the inner damping cylinder, and an outer chamber is formed between the inner damping cylinder and the outer cylinder barrel; the solenoid valve assembly is installed outside the oil cylinder assembly, the solenoid valve assembly is internally provided with a first chamber and a main valve port, the inner chamber is communicated with the first chamber through an inner damping cylinder guide hole, the first chamber is communicated with the outer chamber through the main valve port, and the solenoid valve assembly is a normally open solenoid valve; in the state that the solenoid valve assembly is not powered, the main valve port is kept open. The application can keep low damping without power supply in normal driving, and only needs to be powered and controlled when the damping force needs to be increased, so that the energy consumption of the whole vehicle is reduced, and the driving mileage is improved.

Description

Technical Field

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

[0002] Shock absorbers are important components of a vehicle's suspension system. They use the damping force generated when internal damping fluid flows through a throttling structure to attenuate vibrations between the vehicle body and wheels, directly affecting the vehicle's ride comfort, handling stability, and driving safety.

[0003] With increasingly stringent requirements for vehicle ride quality, adjustable damping force shock absorbers are being used more and more widely. Adjustable damping force shock absorbers typically use solenoid valves to adjust the opening and closing of the internal oil flow channels or the flow cross-section, thereby changing the damping force of the shock absorber. Currently, most solenoid valves used in shock absorbers adopt a normally closed design, meaning that the main valve port is closed when the solenoid valve is not energized.

[0004] A prior art disclosure discloses a hydraulic shock absorber solenoid valve for vehicle testing, which includes an elastic support member within a pressure chamber. One end of the elastic support member abuts against a pressure seat, and the other end abuts against a partition plate. A ring plate and an elastic valve plate located inside the ring plate are mounted on the pressure seat. The elastic valve plate can reciprocate axially along the inlet port. When the pressure seat and the elastic valve plate are at their extreme positions near the main valve body, the upper end of the ring plate abuts against the main valve body, isolating the main hydraulic chamber from the outlet port. The elastic valve plate isolates the main hydraulic chamber from the inlet port, and the valve port remains closed in the initial state, forming a normally closed valve structure.

[0005] Furthermore, existing technology also discloses a solenoid valve and a vibration damper, whose main relief valve section includes a first elastic element disposed between the inner plate-shaped valve body section and the outer plate-shaped valve body section, and applying a preload force toward the relief valve seat to the inner plate-shaped valve body section. Under normal conditions, the first elastic element keeps the inner plate-shaped valve body section pressed against the relief valve seat, and the relief valve port remains closed; when the pressure in the intermediate cavity and the liquid inlet cavity acts on the inner plate-shaped valve body section and overcomes the preload force of the first elastic element, the inner plate-shaped valve body section moves away from the relief valve seat along a first direction, forming a relief valve port, through which oil can flow. This structure is a normally closed relief valve structure.

[0006] In addition, the prior art also discloses a damping force regulating valve and a damping force adjustable damper, which uses a spring to apply a pre-tightening force to the main valve, so that the main valve is pressed on the valve seat in the initial state and the main valve port is kept closed; when the oil pressure or electromagnetic force overcomes the spring pre-tightening force, the main valve leaves the valve seat, the main valve port opens, and the oil flows through the main valve port to achieve damping regulation. This structure belongs to a normally closed damping force regulating valve.

[0007] In addition, an external damping control valve is disclosed in the prior art. Its main valve is controlled by a pilot valve. The main valve is formed as a central valve. In the initial state, the main valve body is seated on the main valve seat and the main valve port is kept closed. When the control pressure causes the main valve body to be lifted away from the main valve seat, the damping medium flows radially outward and flows out from the damping valve housing through the passage to achieve damping adjustment. This structure belongs to the normally closed type external electrically controlled damping valve.

[0008] However, the aforementioned existing technologies all employ normally closed valve structures, which share the following shortcomings: 1. When the valve port remains closed in the initial non-energized state, the main oil circuit flow is blocked, the damper's default damping is too large, and the vehicle's smoothness and ride comfort are insufficient when there is no power. Second, in order to achieve a low-damping comfort state, the solenoid valve needs to be continuously energized to keep the valve port open, which increases the vehicle's power consumption and reduces energy utilization. 3. When the solenoid valve loses power or the electronic control system malfunctions, the elastic element pushes the valve body to reset, the valve port closes quickly, the damping force increases suddenly, the suspension suddenly stiffens, the flexible buffering capacity decreases, and the driving control and driving safety are affected. Fourth, the continuous energization of the solenoid valve causes the coil, elastic components, seals and other parts to be subjected to thermal stress and working loads, which accelerates the aging and fatigue process, limits the overall service life of the shock absorber and increases the replacement frequency.

[0009] In view of this, the inventors of this application have designed an electromagnetic valve vibration damper in order to overcome the above-mentioned technical problems. Summary of the Invention

[0010] The technical problem to be solved by the present invention is to overcome the defects of the existing normally closed solenoid valve vibration damper, such as high energy consumption, sudden increase in damping force when power is lost affecting ride comfort and driving safety, and heavy burden on component lifespan, and to provide a solenoid valve vibration damper.

[0011] The present invention solves the above-mentioned technical problems through the following technical solution: A solenoid valve vibration damper, characterized in that it includes: A hydraulic cylinder assembly includes a working cylinder, a piston rod with a piston valve assembly, an inner damping cylinder, and an outer cylinder. The piston rod is reciprocally disposed within the working cylinder. The piston valve assembly divides the internal space of the working cylinder into a compression chamber and a recovery chamber. The inner damping cylinder is sleeved on the outside of the working cylinder, forming an inner chamber between them. The outer cylinder is sleeved on the outside of the inner damping cylinder, forming an outer chamber between them. The working cylinder has a working cylinder through hole on its cylinder wall that connects the restoration chamber and the inner chamber, and the inner damping cylinder has an inner damping cylinder through hole on its cylinder wall. A solenoid valve assembly is installed on the outside of the cylinder assembly. The solenoid valve assembly has a first chamber and a main valve port. The inner chamber is connected to the first chamber through the inner damping cylinder through hole, and the first chamber is connected to the outer chamber through the main valve port. The solenoid valve assembly is a normally open solenoid valve. When the solenoid valve assembly is not energized, the main valve port remains open.

[0012] In this invention, the oil can flow smoothly through the main valve port when the solenoid valve is not energized, and the shock absorber is in a low-damping comfort state, ensuring ride comfort without continuous energization. Furthermore, even in the event of a power failure, the main valve port remains open, preventing the shock absorber from suddenly stiffening due to power loss, thus achieving fail-safe operation.

[0013] According to one embodiment of the present invention, sealing rings are press-fitted to both ends of the internal damping cylinder, and sealing rings are installed in the inner grooves of the sealing rings. This ensures a reliable seal of the internal chamber, preventing undesirable leakage of oil between the internal chamber and adjacent chambers.

[0014] According to one embodiment of the present invention, the piston valve assembly includes a valve plate assembly, a piston valve, and fasteners. The valve plate assembly and the piston valve are sequentially mounted on the piston rod and locked in place by the fasteners. The piston valve assembly has a simple structure and reliable assembly, facilitating the throttling and flow control of the damping oil during the compression stroke.

[0015] According to one embodiment of the present invention, a cylinder base is mounted on the bottom of the outer cylinder, and a bottom valve assembly is disposed on the cylinder base. The first end of the working cylinder is press-fitted onto the bottom valve assembly. In this way, the working cylinder can obtain reliable positioning and support.

[0016] According to one embodiment of the present invention, the bottom valve assembly includes a bottom valve, a lower valve plate assembly, an upper valve plate assembly, and a connecting member. The bottom valve, the lower valve plate assembly, and the upper valve plate assembly are sequentially mounted on the connecting member and locked in place by a fixing member. This allows for throttling control of the compensation oil circuit and the relief oil circuit during the compression stroke and the recovery stroke, respectively.

[0017] According to one embodiment of the present invention, a guide is press-fitted to the second end of the working cylinder. The guide is interference-fitted with the working cylinder and clearance-fitted with the piston rod. The piston rod reciprocates relative to the guide. This structure allows the piston rod to receive good guidance, ensuring smooth reciprocating motion.

[0018] According to one embodiment of the present invention, an oil seal is installed on the guide, which is sealed by rotating the outer cylinder together. This prevents oil and gas inside the outer cylinder from leaking out, ensuring reliable sealing.

[0019] According to one embodiment of the present invention, an installation port is provided on the outer side of the outer cylinder, and a solenoid valve mounting seat is provided at the installation port. The solenoid valve assembly is installed in the solenoid valve mounting seat and passes through the installation port to connect with the inner damping cylinder through hole of the inner damping cylinder. The solenoid valve assembly is installed on the outside of the cylinder assembly, which facilitates assembly, debugging and maintenance, and does not occupy the effective space inside the working cylinder.

[0020] According to one embodiment of the present invention, the solenoid valve assembly includes: a magnetic core cover assembly, the magnetic core cover assembly including an outer valve body; A magnetic core assembly, wherein the magnetic core assembly is disposed within the magnetic core cover assembly; A pilot valve, wherein the pilot valve is disposed axially corresponding to the magnetic core assembly; A floating relief valve, the floating relief valve being configured to float axially, wherein the pilot valve and the floating relief valve are connected through a guide post of the pilot valve; A valve body assembly, the valve body assembly including an inner valve body, the inner valve body being mounted on an outer valve body, the outer valve body and the inner valve body enclosing each other to form a chamber, the pilot valve and the floating relief valve being disposed in the chamber; An overflow valve seat, wherein the main valve port is formed by the overflow valve seat and the floating overflow valve in cooperation; An elastic reset assembly is disposed on and limited on one axial side of the floating relief valve, and the elastic reset assembly is configured to provide axial support force to the floating relief valve. An axial gap is formed between the floating relief valve and the relief valve seat, so that the main valve port is in a normally open and conductive state when the solenoid valve is not energized, so as to allow oil to flow.

[0021] With the above structure, the main valve port remains open when there is no power, and the solenoid valve is only energized when increased damping force is required, significantly reducing energy consumption and heat generation. At the same time, this pilot-operated overflow structure uses the pilot stage pressure difference to control the main valve core's movement, possessing the power amplification characteristics of driving a large flow rate with a small current.

[0022] According to one embodiment of the present invention, the solenoid valve further includes a coil surrounding the periphery of the magnetic core cover assembly; when the coil is not energized, the main valve port remains open and the pilot valve is closed. When not energized, oil flows concentratedly through the main valve port, operating in a low-damping state.

[0023] According to one embodiment of the present invention, when the coil switches from an energized state to an unenergized state, the magnetic core assembly resets axially, and the elastic reset assembly supports the floating relief valve, keeping the main valve port open. Through the above-described power-off reset logic, the solenoid valve can automatically return to a low-damping state at any time when power is lost.

[0024] According to one embodiment of the present invention, the floating overflow valve includes a floating cavity and an overflow valve body, the overflow valve body being installed at a first end of the floating cavity, and a floating connection is achieved through clearance fit; An overflow guide groove is provided at the second end of the floating cavity, and the guide post of the pilot valve passes through the overflow guide groove and contacts the overflow valve body. This enables reliable axial linkage between the pilot valve and the floating overflow valve.

[0025] According to one embodiment of the present invention, after the coil is energized, the main valve port and the pilot valve are closed, the first chamber is formed between the overflow valve body and the overflow valve seat, and a second chamber is formed between the floating chamber and the overflow valve body, and the first chamber and the second chamber are interconnected; The oil pressure in the first chamber drives the overflow valve body to move axially toward the floating chamber to open the main valve port; the oil pressure in the second chamber drives the overflow valve body to move axially away from the floating chamber to open the pilot valve.

[0026] With the help of the dynamic balance of the chamber pressure, the opening of the main valve port can change continuously with the current, so as to realize the continuous and precise adjustment of the damping force of the shock absorber, and the response is fast and the linearity is good.

[0027] According to one embodiment of the present invention, at least one overflow valve body pressure relief hole is provided on the overflow valve body for connecting the first chamber and the second chamber.

[0028] According to one embodiment of the present invention, at least one floating cavity pressure relief hole is provided on the second end of the floating cavity for connecting the second chamber and the pilot valve chamber, wherein the pilot valve chamber is formed between the pilot valve and the floating cavity.

[0029] According to one embodiment of the present invention, the pilot valve is provided with at least one pilot valve pressure relief hole for connecting the pilot valve chamber with a third chamber, the third chamber being formed between the pilot valve, the outer valve body and the inner valve body.

[0030] According to one embodiment of the present invention, the third chamber is provided with a third chamber pressure relief hole for oil to flow out of the solenoid valve.

[0031] The pressure relief channel formed by the aforementioned pressure relief hole allows for the transmission and release of oil pressure between chambers and between the solenoid valve and the outside, ensuring the stable implementation of pilot overflow regulation.

[0032] The positive and progressive effects of this invention are as follows: The electromagnetic valve vibration damper of this invention has the following advantages: I. Failure Safety. The solenoid valve assembly is a normally open solenoid valve. When not energized or de-energized, the main valve port remains open, and the shock absorber automatically maintains a low-damping, basic comfort state, avoiding suspension stiffness and severe impact due to power failure, thus improving driving safety and ride comfort.

[0033] II. Energy saving. The vehicle maintains low damping without requiring power during normal driving, and only needs to be powered to control the damping force, significantly reducing overall vehicle energy consumption and improving driving range.

[0034] Third, long service life. The continuous energization time of the solenoid valve is greatly shortened, reducing the wear and tear on the coil and related components, extending the service life of the solenoid valve and vibration damper, and reducing the replacement frequency.

[0035] IV. Continuously Adjustable Damping. The pilot-operated overflow normally open solenoid valve has the power amplification characteristics of driving a large flow rate with a small current. It has a rapid structural response and good linearity, and can realize continuous and precise adjustment of the damping force of the vibration damper. Attached Figure Description

[0036] The above and other features, properties and advantages of the present invention will become more apparent from the following description taken in conjunction with the accompanying drawings and embodiments, in which the same reference numerals always denote the same features, wherein: Figure 1 This is a schematic diagram of the electromagnetic valve vibration damper of the present invention.

[0037] Figure 2 This is a schematic diagram of the flow channel structure in the electromagnetic valve vibration damper of the present invention.

[0038] Figure 3 This is a schematic diagram of the internal damping cylinder in the electromagnetic valve vibration damper of the present invention.

[0039] Figure 4 This is a schematic diagram of the bottom valve assembly in the electromagnetic valve damper of the present invention.

[0040] Figure 5 This is a schematic diagram of the hydraulic cylinder assembly in the recovery stroke of the electromagnetic valve damper of the present invention.

[0041] Figure 6 This is a schematic diagram of the hydraulic cylinder assembly in the compression stroke of the electromagnetic valve damper of the present invention.

[0042] Figure 7 This is a schematic diagram of the solenoid valve assembly in the solenoid valve vibration damper of the present invention.

[0043] Figure 8 This is an exploded view of the solenoid valve assembly in the solenoid valve vibration damper of the present invention.

[0044] Figure 9This is a schematic diagram of the flow channel chamber of the solenoid valve assembly in the solenoid valve vibration damper of the present invention.

[0045] Figure 10 This is a perspective view of the pilot valve of the solenoid valve assembly in the solenoid valve vibration damper of the present invention.

[0046] Figure 11 This is an axial sectional view of the pilot valve of the solenoid valve assembly in the solenoid valve vibration damper of the present invention.

[0047] Figure 12 This is a perspective view of the floating relief valve of the solenoid valve assembly in the solenoid valve vibration damper of the present invention.

[0048] Figure 13 This is an axial cross-sectional view of the floating relief valve of the solenoid valve assembly in the solenoid valve vibration damper of the present invention.

[0049] Figure 14 This is a schematic diagram showing the installation of the pilot valve and floating relief valve of the solenoid valve assembly in the solenoid valve damper of the present invention.

[0050] Figure 15 This is a schematic diagram of the structure of the elastic reset component of the solenoid valve assembly in the solenoid valve damper of the present invention.

[0051] Figure 16 This is a schematic diagram of the second embodiment of the elastic reset component of the solenoid valve assembly in the solenoid valve damper of the present invention.

[0052] Figure 17 This is a schematic diagram of the structure of the elastic reset component of the solenoid valve assembly in the solenoid valve damper of the present invention, according to Embodiment 3.

[0053] Figure 18 This is a schematic diagram showing the state of the solenoid valve assembly in the non-energized state in the solenoid valve vibration damper of the present invention.

[0054] Figure 19 This is a force analysis diagram of the solenoid valve assembly in the solenoid valve vibration damper of the present invention.

[0055] Figure 20 This is a schematic diagram of the solenoid valve assembly in the initial pressure build-up state in the solenoid valve vibration damper of the present invention.

[0056] Figure 21 This is a schematic diagram of the solenoid valve assembly in the solenoid valve vibration damper of the present invention, in which the pilot valve is open and pressure is released once.

[0057] Figure 22 This is a schematic diagram of the solenoid valve assembly in the solenoid valve vibration damper of the present invention, with the pilot valve open, the main valve port open, and secondary pressure relief.

[0058] Figure 23This is a schematic diagram of the flow and pressure characteristic curves of the solenoid valve assembly in the solenoid valve vibration damper of the present invention.

[0059] Figure 24 The graph shows the relationship between normally closed valves, semi-normally closed valves, and normally open valves and damping force. Detailed Implementation

[0060] The present invention will be further described below with reference to specific embodiments and accompanying drawings. More details are set forth in the following description in order to provide a full understanding of the present invention. However, the present invention can obviously be implemented in many other ways different from those described herein. Those skilled in the art can make similar extensions and derivations based on actual application situations without departing from the spirit of the present invention. Therefore, the scope of protection of the present invention should not be limited by the content of this specific embodiment.

[0061] Embodiments of the invention will now be described in detail with reference to the accompanying drawings. It should be noted that these and subsequent drawings are merely illustrative and are not drawn to scale, and should not be construed as limiting the scope of the invention. Wherever possible, the same reference numerals will be used in all drawings to denote the same or similar parts.

[0062] Furthermore, although the terminology used in this invention is selected from commonly known and used terms, some terms mentioned in this specification may have been selected by the applicant in his or her judgment, and their detailed meanings are explained in the relevant sections of the description herein.

[0063] Furthermore, the invention should be understood not only through the actual terminology used, but also through the meaning implied by each term.

[0064] To facilitate understanding, the objective meanings of some terms used in this application will be explained first, followed by a description of the structure of the hydraulic cylinder assembly, the structure of the solenoid valve assembly, and the working process and principle of the shock absorber.

[0065] In this application text, the following terms have the following meanings: Working cylinder 110 refers to the inner cylinder body of the hydraulic cylinder assembly, whose internal space is divided into a compression chamber Q4 and a recovery chamber Q3 by the piston valve assembly 130. Piston rod 120 refers to a rod-shaped component with one end connected to the piston valve assembly 130 and the other end extending out of the working cylinder 110. Piston valve assembly 130 refers to the valve assembly connected to the end of the piston rod 120 that extends into the working cylinder 110.

[0066] The inner damping cylinder 140 refers to the cylindrical component that is sleeved on the outside of the working cylinder 110, forming an inner chamber Q2 between the inner and outer cylinders 110. The outer cylinder 150 refers to the cylindrical component that is sleeved on the outside of the inner damping cylinder 140, forming an outer chamber Q1 between the inner and outer cylinders 140. The inner chamber Q2 refers to the annular chamber formed between the inner damping cylinder 140 and the working cylinder 110. The outer chamber Q1 refers to the annular chamber formed between the inner damping cylinder 140 and the outer cylinder 150.

[0067] Compression chamber Q4 refers to the chamber within the working cylinder 110 located on one side of the piston valve assembly 130, whose volume decreases when the piston rod 120 moves downward. Recovery chamber Q3 refers to the chamber within the working cylinder 110 located on the other side of the piston valve assembly 130, whose volume decreases when the piston rod 120 moves upward. Working cylinder through hole 111 refers to the through hole formed on the cylinder wall of the working cylinder 110, connecting the recovery chamber Q3 and the inner chamber Q2. Inner damping cylinder through hole 144 refers to the through hole formed on the cylinder wall of the inner damping cylinder 140, connecting the inner chamber Q2 and the first chamber A of the solenoid valve assembly 200.

[0068] The main valve port 20 refers to the valve port formed by the cooperation of the overflow valve body 242 and the overflow valve seat 260 of the floating overflow valve 240, connecting the first chamber A and the outer chamber 245 of the overflow valve. The first chamber A refers to the chamber formed within the solenoid valve assembly 200 between the overflow valve body 242 and the overflow valve seat 260. The second chamber B refers to the chamber formed within the solenoid valve assembly 200 between the floating chamber 241 and the overflow valve body 242. The pilot valve chamber C refers to the chamber formed within the solenoid valve assembly 200 between the pilot valve 230 and the floating chamber 241. The third chamber D refers to the chamber formed within the solenoid valve assembly 200 between the pilot valve 230, the outer valve body 214, and the inner valve body 251. The outer chamber 245 of the overflow valve refers to the annular chamber located radially outside the overflow valve seat 260, connected to the first chamber A via the main valve port 20, and connected to the outer chamber Q1.

[0069] Pilot valve port 10 refers to the valve port formed by the cooperation between the pilot sealing surface 234 at the lower end of the pilot valve 230 and the upper end face of the floating relief valve 240. Guide post 233 refers to the columnar structure extending downwards from the bottom of the pilot valve 230 and inserted into the floating relief valve 240. Bottom valve assembly 190 refers to the valve assembly disposed on the cylinder base 180. Guide 160 refers to the annular member press-fitted to the second end of the working cylinder 110. Solenoid valve mounting seat 300 refers to the mounting member disposed at the mounting port on the outer side of the outer cylinder 150.

[0070] like Figure 1 and Figure 2 As shown, this invention discloses a solenoid valve vibration damper, mainly comprising a cylinder assembly 100 and a solenoid valve assembly 200. The cylinder assembly 100 is used to contain damping oil and generate the damping force required for vibration damping. The solenoid valve assembly 200 is installed on the outside of the cylinder assembly and is used to adjust the damping force of the vibration damper.

[0071] The hydraulic cylinder assembly 100 includes a working cylinder 110, a piston rod 120, a piston valve assembly 130, an inner damping cylinder 140, an outer cylinder 150, a guide 160, an oil seal 170, a cylinder base 180, a bottom valve assembly 190, and a solenoid valve mounting seat 300.

[0072] The cylinder assembly 100 and the solenoid valve assembly 200 are connected through the solenoid valve mounting seat 300 provided on the outer cylinder 150, so that the solenoid valve assembly 200 passes through the mounting port of the outer cylinder 150 and connects to the inner damping cylinder through hole 144 of the inner damping cylinder 140.

[0073] Preferably, the working cylinder 110 is cylindrical, and a piston rod 120 with a piston valve assembly 130 is disposed inside it. The piston rod 120 is reciprocally disposed within the working cylinder 110, with one end extending from the upper end of the working cylinder 110. The piston valve assembly 130 is installed at the end of the piston rod 120 that extends into the working cylinder 110. The piston valve assembly 130 divides the internal space of the working cylinder 110 into an upper compression chamber Q4 and a lower recovery chamber Q3.

[0074] The piston valve assembly 130 preferably includes a valve plate assembly 131, a piston valve 132, and a fastener 133 (e.g., a nut). The valve plate assembly 131 and the piston valve 132 are sequentially mounted on the piston rod 120 and locked in place by the fastener 133. The piston valve 132 has a piston through-hole 134 for connecting the compression chamber Q4 and the recovery chamber Q3. The valve plate assembly 131 covers the piston through-hole 134 and can be driven open under the pressure of the oil in the compression chamber Q4, thereby allowing oil to flow from the compression chamber Q4 into the recovery chamber Q3 through the piston through-hole 134.

[0075] The piston valve assembly 130 is assembled as follows: the valve plate assembly 131 and the piston valve 132 are sequentially mounted on the piston rod 120 and locked with fasteners 133 (e.g., nuts), and then inserted into the working cylinder 110. A guide 160 is press-fitted to the second end of the working cylinder 110. The guide 160 has an interference fit with the working cylinder 110 and a clearance fit with the piston rod 120. The piston rod 120 reciprocates on the guide 160, thereby obtaining good guidance and ensuring smooth reciprocating motion. An oil seal 170 is installed on the guide 160, which is used to seal the outer cylinder 150 by screwing it in, ensuring that the oil and gas inside the outer cylinder 150 do not leak out.

[0076] like Figure 3As shown, the inner damping cylinder 140 is sleeved on the outside of the working cylinder 110, and an inner chamber Q2 is formed between the inner wall of the inner damping cylinder 140 and the outer wall of the working cylinder 110. The inner damping cylinder 140 includes an inner damping cylinder 143 and two sealing rings 141 respectively press-fitted (e.g., press-fitted and welded) at both ends of the inner damping cylinder 143. A sealing ring 142 is installed in the inner groove of each sealing ring 141. Through the sealing rings 141 and 142, the two ends of the inner chamber Q2 are reliably sealed to prevent oil leakage from the inner chamber Q2.

[0077] The outer cylinder 150 is sleeved on the outside of the inner damping cylinder 140, and an outer chamber Q1 is formed between the outer wall of the inner damping cylinder 140 and the inner wall of the outer cylinder 150. A cylinder base 180 is installed at the bottom of the outer cylinder 150. A bottom valve assembly 190 is provided on the cylinder base 180, and the lower end of the working cylinder 110 is pressed onto the bottom valve assembly 190, thereby positioning and supporting the working cylinder 110.

[0078] The working cylinder 110 has a working cylinder through hole 111 on its cylinder wall, connecting the recovery chamber Q3 and the inner chamber Q2. The inner damping cylinder 140 has an inner damping cylinder through hole 144 on its cylinder wall. The solenoid valve assembly 200 has a first chamber A and a main valve port 20. The inner chamber Q2 is connected to the first chamber A via the inner damping cylinder through hole 144, and the first chamber A is connected to the outer chamber Q1 via the main valve port 20. This forms the main damping oil circuit for the recovery stroke: recovery chamber Q3, working cylinder through hole 111, inner chamber Q2, inner damping cylinder through hole 144, first chamber A, main valve port 20 to outer chamber Q1.

[0079] like Figure 4 As shown, the bottom valve assembly 190 includes a bottom valve 191, a lower valve plate assembly 192, an upper valve plate assembly 193, and a connecting member 195 (e.g., a bolt). The bottom valve 191, lower valve plate assembly 192, and upper valve plate assembly 193 are sequentially mounted on the connecting member 195 and locked in place by a fastener 194 (e.g., a nut). The bottom valve 191 has a bottom valve reset guide hole 196 and a bottom valve compression guide hole 197. The bottom valve reset guide hole 196 connects the outer chamber Q1 and the compression chamber Q4. The upper valve plate assembly 193 covers the bottom valve reset guide hole 196 and opens when negative pressure is generated in the compression chamber Q4, allowing oil in the outer chamber Q1 to flow into the compression chamber Q4 through the bottom valve reset guide hole 196. The bottom valve compression through hole 197 connects the compression chamber Q4 and the outer chamber Q1. The lower valve plate assembly 192 covers the bottom valve compression through hole 197 and opens under the action of the oil pressure in the compression chamber Q4, allowing the high-pressure oil in the compression chamber Q4 to leak into the outer chamber Q1 through the bottom valve compression through hole 197.

[0080] The bottom valve assembly 190 is assembled as follows: the lower valve plate assembly 192, the bottom valve 191, and the upper valve plate assembly 193 are sequentially passed through the connecting piece 195 (e.g., bolts), and each part is locked with the fastener 194 (e.g., nuts) to form the bottom valve assembly 190. A cylinder base 180 is installed at the bottom of the outer cylinder 150, and the bottom valve assembly 190 is mounted on the cylinder base 180. The first end of the working cylinder 110 is press-fitted onto the bottom valve assembly 190. The cylinder base 180 and the outer cylinder 150 are fixedly connected by installation and welding, and the solenoid valve mounting seat 300 is positioned and welded to the outer cylinder 150.

[0081] For example, an installation port is provided on the outer side of the outer cylinder 150, and a solenoid valve mounting seat 300 is provided at the installation port. The solenoid valve mounting seat 300 is, for example, welded to the outer cylinder 150. The solenoid valve assembly 200 and the solenoid valve mounting seat 300 are, for example, threaded onto the outer cylinder 150, and pass through the installation port to mate with the inner damping cylinder guide hole 144 of the inner damping cylinder 140. The above-mentioned external arrangement structure allows the solenoid valve assembly 200 to be located outside the cylinder assembly, which facilitates assembly, debugging and maintenance, while not occupying the effective space inside the working cylinder 110.

[0082] Based on the above structural description, the working process of the hydraulic cylinder assembly 100 is as follows: like Figure 5 As shown, during the recovery stroke of the cylinder assembly 100, the piston rod 120 moves upward, causing the piston valve assembly 130 to move upward synchronously, resulting in a decrease in the volume of the recovery chamber Q3, thereby creating a squeezing effect on the oil inside the recovery chamber Q3. Driven by the pressure gradient, the high-pressure oil in the recovery chamber Q3 first passes through the working cylinder guide hole 111 into the inner chamber Q2. Then, it flows through the inner chamber Q2 and through the inner damping cylinder guide hole 144, entering the first chamber A of the solenoid valve assembly 200. Subsequently, after the oil flows through the main valve port 20 for throttling and damping adjustment, it finally flows into the outer chamber Q1, thus completing the oil circulation cycle of the recovery stroke.

[0083] At the same time, due to the upward movement of the piston valve assembly 130, the volume of the compression chamber Q4 increases, generating negative pressure. Under the pressure difference between the outer chamber Q1 and the compression chamber Q4, the oil in the outer chamber Q1 flows through the bottom valve reset guide hole 196 and drives the upper valve plate assembly 193 to open, so that the oil flows into the compression chamber Q4 through the bottom valve reset guide hole 196 and the opened upper valve plate assembly 193 to maintain the continuity of the hydraulic system and prevent the occurrence of idle phenomenon.

[0084] like Figure 6As shown, during the compression stroke of the cylinder assembly 100, the piston rod 120 moves downward, causing the piston valve assembly 130 to move downward synchronously, resulting in a decrease in the volume and an increase in pressure in the compression chamber Q4. Under this pressure, some of the oil in the compression chamber Q4 passes through the piston guide hole 134 and drives the valve plate assembly 131 to open, flowing into the recovery chamber Q3 through the piston guide hole 134 and the opened valve plate assembly 131 to compensate for the decrease in volume of the recovery chamber Q3 due to the intrusion of the piston rod 120, thereby preventing the occurrence of idle stroke and ensuring the continuous output of damping force.

[0085] At the same time, the remaining high-pressure oil in the compression chamber Q4 flows through the compression guide hole 197 of the bottom valve and drives the lower valve plate assembly 192 to open under the action of pressure difference, so that the high-pressure oil is discharged into the outer chamber Q1 through the compression guide hole 197 of the bottom valve and the opened lower valve plate assembly 192, thereby forming the main damping oil circuit of the compression stroke, realizing the adjustment of compression damping force and energy dissipation.

[0086] like Figures 7 to 9 As shown, the solenoid valve assembly 200 in this application is a normally open solenoid valve used in electronically controlled vibration dampers. The solenoid valve assembly 200 is mounted on the damper cylinder and connects to the inner damping cylinder 140 and the outer cylinder 150, forming an inner chamber Q2 and an outer chamber Q1 between them. The solenoid valve assembly 200 includes a magnetic core cover assembly 210, a magnetic core assembly 220, a pilot valve 230, a floating relief valve 240, a valve body assembly 250, a relief valve seat 260, and an elastic reset assembly 270.

[0087] The magnetic core cover assembly 210 comprises four parts: a bushing 211, a magnetic core cover 212, a magnetic shielding ring 213, and an outer valve body 214. The magnetic core cover 212, the magnetic shielding ring 213, and the outer valve body 214 are assembled as a whole by interference fit and laser welding. The magnetic shielding ring 213 is made of a non-magnetic or weakly magnetic metal to block unintended magnetic leakage in the electromagnetic circuit. The bushing 211 is interference-fitted into the grooved magnetic core cover 212, providing low-friction guidance for the axial movement of the magnetic core assembly 220. The outer valve body 214 in the magnetic core cover assembly 210 provides a load-bearing base for the installation of other valve components.

[0088] The magnetic core assembly 220 comprises two parts: a magnetic core guide rod 221 and a magnetic core 222. The magnetic core guide rod 221 passes through the magnetic core 222 and is press-fitted onto the magnetic core 222 by riveting. An upper magnetic core spring 223 is installed on top of the magnetic core assembly 220, and the entire assembly is inserted into the magnetic core cover assembly 210. The magnetic core guide rod 221 and the bushing 211 are fitted with a clearance fit to ensure smooth sliding. A lower magnetic core spring 224 is installed between the magnetic core assembly 220 and the magnetic core retainer 225. The magnetic core retainer 225 is fixed to the outer valve body 214 of the magnetic core cover assembly 210 by interference fit. The magnetic core assembly 220 can move axially within the cavity formed by the magnetic core cover assembly 210 and the magnetic core retainer 225, maintaining its initial equilibrium position through the combined force of the upper magnetic core spring 223 and the lower magnetic core spring 224. The coil 280 is mounted around the periphery of the magnetic core cover 212 and is secured by the coil end cap 281. The coil end cap 281 can be connected to the magnetic core cover assembly 210 by threading, welding or interference riveting.

[0089] Preferably, the operating current adjustment range of coil 280 is 0A to 1.6A. Here, 1.6A is the maximum operating current of coil 280. Within this current adjustment range, the system pressure increases monotonically with increasing current. At 0A, the main valve port 20 is open, and the pressure is lowest with minimal damping. As the current increases from 0A, the pressure rises smoothly without a high-pressure dead zone in the low-current range. The PQ pressure-flow characteristic has good linearity, enabling continuous and smooth adjustment of the damping force and improving control accuracy. However, this is not limiting; the maximum operating current of coil 280 can also be set according to the damping adjustment requirements of different vibration dampers.

[0090] The valve body assembly 250 comprises an inner valve body 251 and a support plate 252. The inner valve body 251 and the support plate 252 are fixed together by interference fit or welding. The inner valve body 251 is mounted on the outer valve body 214 of the magnetic core cover assembly 210 by threading, welding, or interference riveting. The outer valve body 214 and the inner valve body 251 together form a sealed chamber for accommodating the moving components inside the valve. The support plate 252 is used to limit the installation of the elastic reset component 270. The support plate 252 is fixed to the inner wall of the inner valve body 251 by interference riveting or welding. The pilot valve 230 and the floating relief valve 240 are fitted together by the guide post 233 of the pilot valve 230 and installed in the chamber formed by the outer valve body 214 and the inner valve body 251. The pilot valve 230 and the magnetic core assembly 220 are arranged axially and their axial positions are directly driven by the push rod of the magnetic core assembly 220 to control the opening and closing state of the pilot valve port 10.

[0091] like Figure 10 and Figure 11As shown, the pilot valve 230 has a guide post 233 at its bottom, which extends downward and inserts into the floating relief valve 240. This mating pair mainly serves a guiding function, ensuring that the pilot valve 230 moves strictly along the axial direction during operation and preventing skewing. The lower end of the pilot valve 230 has a pilot sealing surface 234, which is in close contact with the upper end surface of the floating relief valve 240. Together, they form the pilot valve port 10, used to control the on / off state of the oil circuit.

[0092] like Figures 12 to 14 As shown, the floating relief valve 240 comprises a floating chamber 241 and a relief valve body 242, forming an integrated component with its own internal chamber structure. The relief valve body 242 is installed at the first end of the floating chamber 241, and the two are connected by a clearance fit to achieve a floating connection, allowing the relief valve body 242 to produce a small range of axial adaptive displacement relative to the floating chamber 241. An overflow guide groove 246 is provided at the second end of the floating chamber 241, through which the guide post 233 of the pilot valve 230 passes and contacts the relief valve body 242, realizing the linkage of their movements. The relief valve seat 260 is installed on the inner valve body 251 by interference fitting, and is axially limited by the step of the inner valve body 251. The main valve port 20 is formed by the cooperation of the relief valve body 242 and the relief valve seat 260 of the floating relief valve 240, and the opening and closing state of the main valve port 20 determines the on / off state of the main oil circuit.

[0093] like Figure 15 As shown, the elastic reset assembly 270 is disposed on one axial side of the floating relief valve 240 and reliably limited, configured to provide continuous axial support force to the floating relief valve 240. Simultaneously, the elastic reset assembly 270 also provides axial support to the pilot valve 230. The elastic reset assembly 270 can be a wave spring, a helical compression spring, a rubber elastomer, or any other compressible component that can return to its original state, and can be flexibly selected according to actual assembly space and stiffness requirements. For example, in cases where the axial dimension of the assembly space is limited, a wave spring with a compact axial dimension can be selected; in cases requiring a larger support stroke, a helical compression spring can be selected; and in cases requiring damping and buffering characteristics, a rubber elastomer can be selected.

[0094] This invention does not preclude the use of other flexible structural components with compressibility and elastic recovery characteristics in the elastic reset component 270. In the basic embodiments of this application, such as... Figure 15As shown, the elastic reset assembly 270 is installed between the support plate 252 and the floating relief valve 240. The support plate 252 axially limits one end of the elastic reset assembly 270, and the other end of the elastic reset assembly 270 abuts against the end face of the floating relief valve 240. The elastic support force generated by its pre-compression is sufficient to overcome the weight of the floating relief valve 240 itself and external interference forces, forcibly maintaining the axial gap between the floating relief valve 240 and the relief valve seat 260, so that the main valve port 20 is in the normally open and conductive state when the solenoid valve is not energized.

[0095] The overflow valve body 242 has at least one overflow valve body pressure relief hole 244 for connecting the first chamber A and the second chamber B. The speed of pressure build-up can be controlled by adjusting the flow area of ​​the overflow valve body pressure relief hole 244. The second end of the floating chamber 241 has at least one floating chamber pressure relief hole 243 for connecting the second chamber B and the pilot valve chamber C, which is formed between the pilot valve 230 and the floating chamber 241. The pilot valve 230 has at least one pilot valve pressure relief hole 231 for connecting the pilot valve chamber C and the third chamber D, ensuring that the pressures in the pilot valve chamber C and the third chamber D are consistent, and promptly relieving the pressure in the pilot valve chamber C. The third chamber D is formed between the pilot valve 230, the outer valve body 214, and the inner valve body 251, and is equipped with a third chamber pressure relief hole 232 for guiding the oil in the third chamber D to the outer chamber Q1 for final pressure relief.

[0096] In terms of performance, the floating relief valve 240's built-in second chamber B, in conjunction with the dedicated drainage orifice and relief valve body pressure relief hole 244, ensures more uniform pressure transmission and a more linear response. Simultaneously, the hydrodynamic dynamic balance of the floating characteristics eliminates pressure shocks, achieving smooth pressure stabilization. Furthermore, the large-size lateral guide surface prevents jamming, ensuring stable long-term operation.

[0097] Combination Figure 7 and Figure 8The specific positions and connections between the components are as follows: The magnetic core cover assembly 210 is located above the solenoid valve, serving as the supporting base for the magnetic circuit and the upper structure. The magnetic core assembly 220 is coaxially disposed within the internal cavity of the magnetic core cover assembly 210 and can slide back and forth along the axial direction. The coil 280 is coaxially wrapped around the outer periphery of the magnetic core cover 212 of the magnetic core cover assembly 210, and is arranged coaxially with the magnetic core assembly 220 to generate a uniform axial electromagnetic force. The pilot valve 230 is disposed axially below the magnetic core assembly 220, with its top end opposite to the lower push rod of the magnetic core assembly 220, and its guide post 233 extending downward into the floating cavity 241 of the floating relief valve 240. The floating relief valve 240 is disposed axially below the pilot valve 230 and is coaxially opposite to the relief valve seat 260 below it. The valve body assembly 250 is coaxially sleeved outside the pilot valve 230 and the floating relief valve 240. The upper end of its inner valve body 251 is sealed to the lower end of the outer valve body 214 of the magnetic core cover assembly 210, and the lower end is fixedly connected to the relief valve seat 260. The elastic reset assembly 270 is disposed between the floating relief valve 240 and the valve body assembly 250 (e.g., the valve body assembly 250 support plate 252), with its two ends abutting against the lower end face of the floating relief valve 240 and the upper end face of the support plate 252, respectively. The sealing connections between the above components can be achieved by welding, riveting, sealing rings, or other sealing connection methods known to those skilled in the art, ensuring pressure isolation between the chambers.

[0098] It should be noted that in the initial state when the solenoid valve is not energized, the floating relief valve 240 is subject to its own weight and external hydraulic load, and tends to displace axially toward the relief valve seat 260. When the displacement reaches the point where the relief valve body 242 and the relief valve seat 260 are in contact, the main valve port 20 closes, the main oil circuit is cut off, and the initial damping of the hydraulic system increases uncontrollably, causing shocks when the vehicle starts or at low speeds, reducing driving smoothness and ride comfort.

[0099] By providing a limited elastic reset component 270 on one axial side of the floating relief valve 240, the elastic support force generated by its pre-compression satisfies the following relationship: Felasticity > Fgravity + Finterference Among them, Felasticity is the axial elastic support force generated by the pre-compression of the elastic reset component 270, FGravity is the gravity of the floating relief valve 240 itself, and FInterference is the external interference force such as oil disturbance.

[0100] Under the above conditions, the elastic support force of the elastic reset component 270 is sufficient to overcome the axial action of the floating relief valve 240's own weight and external interference force, forcibly maintaining the axial clearance between the floating relief valve 240 and the relief valve seat 260, so that the main valve port 20 is in a normally open and conductive state when the solenoid valve is not energized, thereby eliminating the risk of unexpected lock-up of the main oil circuit under the power failure state and reducing the initial oil flow resistance of the hydraulic system.

[0101] like Figure 18 As shown, in the 0A state where the solenoid valve is not energized, the coil 280 has no current input and does not generate electromagnetic force. The magnetic core assembly 220 is kept in its initial upper position by the combined elastic force of the upper spring 223 and the lower spring 224. At this time, the pilot valve 230 is not pushed downward by the magnetic core assembly 220, and the pilot valve port 10 remains closed. At the same time, the elastic support force of the elastic reset assembly 270 lifts the floating relief valve 240 upward, overcoming the weight of the floating relief valve 240 itself and external interference forces such as oil disturbance, so that a stable axial gap is maintained between the relief valve body 242 and the relief valve seat 260, and the main valve port 20 remains in the normally open and conductive state. At this time, the main oil circuit is directly connected, and the oil can flow sequentially through the inner chamber Q2, the first chamber A, the outer chamber 245 of the relief valve to the outer chamber Q1. The system damping force is small, and it is in a comfort mode. This state can be maintained without energizing coil 280, and there is no power consumption under normal driving conditions, which effectively increases the vehicle's mileage and achieves energy saving.

[0102] When coil 280 suddenly switches from an energized state to an unenergized state, the electromagnetic force disappears instantly. The magnetic core assembly 220 quickly resets under the elastic force of the upper spring 223 and lower spring 224, releasing the downward pressure on the pilot valve 230. Simultaneously, the elastic reset assembly 270 continuously provides stable axial elastic support to the floating relief valve 240, preventing it from momentarily shifting downwards and contacting the relief valve seat 260 due to instantaneous hydraulic shock or inertia. The main valve port 20 remains open, ensuring continuous oil flow through the main oil circuit. The damping force does not change abruptly, preventing the shock absorber from suddenly stiffening and ensuring driving stability and passenger safety. Therefore, the solenoid valve maintains comfort even when de-energized.

[0103] like Figure 19 As shown, when the solenoid valve is energized (using 1.6A as the evaluation standard), its force analysis is as follows: Fm is the electromagnetic force; S1 is the pressure-bearing area of ​​the main valve port 20; P1 is the hydraulic pressure of the first chamber A, satisfying the formula: F1=P1×S1.

[0104] S2 is the pressure-bearing area of ​​the upper end face of the overflow valve body 242, and P2 is the hydraulic pressure of the second chamber B, satisfying the formula: F2=P2×S2.

[0105] S3 is the pressure-bearing area of ​​the floating cavity pressure relief hole 243, and P3 is the hydraulic pressure of the second chamber B, satisfying the formula: F3=P3×S3.

[0106] Phase 1 (Initial Pressure Buildup): P1=P2, Fm+F2>F1+F3, pilot valve 230 does not open, floating relief valve 240 does not open.

[0107] Second stage (pilot valve opening): P1≠P2, F3>Fm, F1<F2, the pilot valve 230 is opened, and the floating relief valve 240 remains closed.

[0108] Third stage (main valve opening): F3>Fm, F1>F2, the pilot valve 230 is opened, and the floating relief valve 240 is opened.

[0109] It should be noted that the above force analysis only considers the effects of electromagnetic force and hydrodynamic force, and does not take into account the influence of spring force and the self-gravity of components.

[0110] When the coil 280 is energized to enter the working state, the electromagnetic force drives the magnetic core assembly 220 to move downward, pushing the pilot valve 230 to press down, first overcoming the supporting force of the elastic reset assembly 270 to make the relief valve body 242 of the floating relief valve 240 fit with the relief valve seat 260, the main valve port 20 is closed, and the pilot valve port 10 is also in the closed state at the same time, at this time, the initial pressure building stage is entered. At this time, P1=P2, Fm+F2>F1+F3, the pilot valve 230 is not opened, and the floating relief valve 240 is not opened (as Figure 20 shown). The inner chamber Q2 communicates with the first chamber A, the relief valve body pressure relief orifice 244 communicates the second chamber B with the first chamber A, the second chamber B communicates with the first chamber A, the three chambers of the inner chamber Q2, the first chamber A and the second chamber B are communicated to start pressure building, and the damping force gradually increases as the pressure rises.

[0111] As the oil pressure in the second chamber B continues to rise, when the hydrodynamic force increases enough to overcome the electromagnetic force, the pilot valve 230 is pushed upward, the pilot valve port 10 is opened, and the primary pressure relief stage is entered. At this time, P1≠P2, F3>Fm, F1<F2, the pilot valve 230 is opened, and the floating relief valve 240 is not opened (as Figure 21 shown). At this time, the oil flows through the inner chamber Q2, the first chamber A, the relief valve body pressure relief orifice 244, the second chamber B, the floating chamber pressure relief orifice 243, the pilot valve chamber C, the pilot valve pressure relief orifice 231, the third chamber D, and the third chamber pressure relief orifice 232 in sequence to the outer chamber Q1 to realize small-flow pressure relief. The pilot valve pressure relief orifice 231 is mainly used to release the pressure of the pilot valve chamber C, so as to ensure that the pressure of the pilot valve chamber C is consistent with that of the third chamber D.

[0112] As the pressure in the first chamber A continues to increase, when the force exerted by the pressure in the second chamber B on the pressure-bearing surface is less than the force exerted by the pressure in the first chamber A on the pressure-bearing surface, the floating relief valve 240 moves upward as a whole under the action of the upper and lower pressure difference, opens the main valve port 20, and enters the secondary pressure relief stage. At this time, F3>Fm, F1>F2, the pilot valve 230 is opened, and the floating relief valve 240 is opened (as Figure 22 shown). At this time, the oil flows through the main oil path from the inner chamber Q2, the first chamber A, and the relief valve outer chamber 245 to the outer chamber Q1 to realize large-flow conduction, and complete continuous damping adjustment in the full current range.

[0113] Based on the above working process, the working principle of the solenoid valve of this invention is as follows: The valve achieves dynamic pressure regulation through the balance of hydraulic force and electromagnetic force. During the pressure build-up process, hydraulic oil flows into the second chamber B through the overflow valve body pressure relief hole 244. As the oil continuously enters, the pressure in the second chamber B gradually increases. When the pressure in the second chamber B reaches a set threshold, the hydraulic pressure acting on the cross-section of the pilot valve pressure relief hole 231 forms an upward hydraulic force F, calculated by the formula F = P × S, where P is the pressure in the second chamber B and S is the effective working area of ​​the pilot valve pressure relief hole 231. When the hydraulic force F is greater than the electromagnetic force, it pushes the pilot valve 230 to move upward against resistance, and the pilot valve port 10 is opened. The oil flows out from the floating chamber pressure relief hole 243, enters the pilot valve chamber C, and is discharged to the external oil tank through the pilot valve pressure relief hole 231, thereby achieving system pressure relief.

[0114] During the pressure relief process, the pilot valve 230 is not in a fully open or fully closed state, but maintains dynamic balance under the combined action of hydraulic force and control force. This puts the pilot valve port 10 in a "floating open" fine-tuning state, which can automatically adjust the opening degree according to the fluctuation of system pressure and maintain pressure stability.

[0115] For normally open solenoid valves, the system pressure increases monotonically with increasing current across the entire current range from 0A to the maximum operating current. For example... Figure 23 As shown, the flow-pressure characteristic curve of a normally open valve exhibits a steady increase in pressure with current from 0A, without a high-pressure dead zone in the low-current range. In contrast, the normally closed solenoid valve shows higher system pressure in the low-current range below 0A to 0.4A, with poor continuity in damping force changes with current, exhibiting a dead zone; the pressure only begins to increase from 0.4A. Figure 23 As shown in the figure, the PQ (flow and pressure) characteristic curve of the solenoid valve described in this embodiment shows that, within the current adjustment range of 0A to 1.6A, the system pressure increases monotonically with the increase of current, which can realize continuous and smooth adjustment of damping force, covering the full adjustment range from 0A to the maximum working current, and eliminating the pressure adjustment dead zone in the low current range.

[0116] Based on the structure of the above-mentioned cylinder assembly and solenoid valve assembly, the electronically controlled shock absorber of the present invention keeps the main valve port 20 open during normal vehicle operation when the coil 280 is not energized, relying on the supporting force of the elastic reset component 270. This meets the requirements for comfortable driving with low damping, without the need to continuously energize the coil 280 for a long time. This reduces the workload of the coil 280 and related electrical components, reduces component wear, extends the overall service life of the solenoid valve, reduces the frequency of shock absorber replacement, and improves the economic efficiency of use.

[0117] As can be seen from the above embodiments, the solenoid valve assembly of this embodiment provides continuous axial support force by setting a limited elastic reset component 270 on the axial side of the floating relief valve 240, realizing the normal open conduction of the main valve port 20 when the solenoid valve is not energized. This solves the problems of high energy consumption, sudden change in damping loss, and large component wear caused by the need for continuous energization to maintain a small damping state in existing normally closed solenoid valves. At the same time, through the monotonically increasing pressure characteristic of the entire range from 0A to 1.6A, the adjustment dead zone in the low current range is eliminated, and the continuous and smooth adjustment of the damping force is realized, which greatly improves the driving smoothness and ride comfort of the electronically controlled shock absorber.

[0118] In addition, the solenoid valve assembly in this invention also has the following characteristics: First, the floating relief valve 240 has a built-in pressure equalization chamber, the second chamber B. The pressure in the inner chamber is transmitted to the second chamber B through the pressure relief hole 244 of the relief valve body to accumulate pressure, and after the valve is opened, the pressure is released through the pilot valve pressure relief hole 231. Second, this structure is a dynamically opening and closing linkage valve, which maintains dynamic balance under the action of hydraulic force, i.e., floating characteristics. Third, the side guide surface is large, and the valve opening is stable.

[0119] Example 2: like Figure 16 As shown, the structure of this embodiment is basically the same as that of Embodiment 1. The only difference is (only the differences between this embodiment and Embodiment 1 are described, while repeated descriptions of the same parts are omitted): An upwardly extending annular support device 261 is integrally provided on the overflow valve seat 260. The elastic reset component 270 is installed between the support device 261 and the floating overflow valve 240. The lower end of the elastic reset component 270 abuts against the upper end surface of the support device 261, and the upper end abuts against the lower end surface of the overflow valve body 242 of the floating overflow valve 240. The elastic support force generated by pre-compression lifts the floating overflow valve 240 upward, maintaining the axial gap between the floating overflow valve 240 and the overflow valve seat 260, ensuring that the main valve port 20 is in a normally open and conductive state when the solenoid valve is not energized.

[0120] The solenoid valve assembly described in this embodiment does not require an additional support plate 252 on the valve body assembly 250 to limit the elastic reset assembly 270, which simplifies the structure of the valve body assembly 250, shortens the axial assembly size of the solenoid valve, and is suitable for vibration damper applications where axial installation space is limited.

[0121] Example 3: like Figure 17As shown, the structure of this embodiment is basically the same as that of Embodiment 1. The only difference is that (only the differences between this embodiment and Embodiment 1 are described, and repeated descriptions of the same parts are omitted): the elastic reset component 270 is directly installed between the overflow valve seat 260 and the floating overflow valve 240. The lower end of the elastic reset component 270 directly abuts against the upper end surface of the overflow valve seat 260, and the upper end abuts against the lower end surface of the overflow valve body 242 of the floating overflow valve 240. The elastic support force generated by pre-compression directly acts on the overflow valve body 242, maintaining the axial clearance between the overflow valve body 242 and the overflow valve seat 260, and ensuring that the main valve port 20 is in a normally open and conductive state when the solenoid valve is not energized.

[0122] According to the solenoid valve assembly described in this embodiment, the intermediate limiting structure such as the support plate 252 or support device is eliminated, which further simplifies the assembly process of the internal valve components, reduces the number of parts, and lowers the manufacturing cost. At the same time, the elastic support force acts directly on the mating end face of the main valve port 20, and the support response is more direct, which can more reliably prevent the floating overflow valve 240 from being disturbed and accidentally locking.

[0123] Based on the descriptions of the elastic reset component in Embodiments 1, 2, and 3 above, the synergistic relationship between the strong and elastic reset components is detailed below: When the solenoid valve is in its initial position, i.e., when it is not energized and the current is 0A, due to the action of the elastic reset component, the oil path sequentially passes through: inner chamber Q2, first chamber A, overflow valve outer chamber 245 to outer chamber Q1. Then it flows out of the solenoid valve. The oil in inner chamber Q2 transmits hydraulic pressure through this path. At this time, the elastic reset component, due to its elastic force, initially ensures that the main valve port 20 is open, allowing for drainage. The elastic reset component provides relatively low damping force, resulting in high vehicle comfort.

[0124] When the solenoid valve is powered on (e.g., with a current of 1.6A), the elastic recovery component is deformed by electromagnetic force, thereby closing the main valve port 20. That is, the floating relief valve 240 and the relief valve seat 260 come into contact, completing the closure of the main valve port 20. The oil can no longer be transmitted through the above path, thus the oil begins to undergo the following three stages.

[0125] Phase 1: Initial Pressure Building.

[0126] When coil 280 is energized, the main valve port 20 and the pilot valve port 10 close due to electromagnetic force. Oil cannot flow from the inner chamber Q2 to the outer chamber Q1.

[0127] At this time, the inner chamber Q2 is connected to the first chamber A. The overflow valve body pressure relief hole 244 is used to connect the second chamber B to the first chamber A and to control the rate of pressure build-up. Therefore, the second chamber B is connected to the first chamber A.

[0128] The three chambers, Q2, A, and B, are connected and pressure begins to build up. The damping force increases.

[0129] Second stage: Pilot valve port 10 opens, releasing pressure once.

[0130] The critical point between pressure build-up and valve opening occurs when the pressure in the second chamber B increases to a certain value. At this point, the hydraulic force overcomes the electromagnetic force F, and the pilot valve 230 is opened by the hydraulic force. At this time, the pilot valve port 10 opens.

[0131] The liquid in the second chamber B flows through the floating chamber pressure relief hole 243, then through the pilot valve chamber C and the third chamber D. The liquid in the pilot valve chamber C communicates with the third chamber D through the pilot valve pressure relief hole 231. The pilot valve pressure relief hole 231 is mainly used to relieve the pressure in the pilot valve chamber C, ensuring that the pressure in the pilot valve chamber C and the third chamber D are consistent.

[0132] The liquid in the third chamber D is depressurized through the pressure relief hole 232 in the third chamber, and then flows through the outer chamber Q1.

[0133] The oil path passes sequentially through: inner chamber Q2, first chamber A, overflow valve body pressure relief hole 244, second chamber B, pilot valve chamber C, pilot valve pressure relief hole 231, third chamber D, third chamber pressure relief hole 232 to outer chamber Q1.

[0134] Third stage: Pilot valve port 10 opens, main valve port 20 opens, and secondary pressure relief occurs.

[0135] Due to the hydraulic force, the pilot valve port 10 remains open during this stage. As the pressure in the first chamber A gradually increases, the force generated by the pressure in the second chamber B and the pressure-bearing surface is less than the force generated by the pressure in the first chamber A and the pressure-bearing surface. The floating relief valve 240 moves upward, at which point the main valve port 20 opens.

[0136] The oil path passes through the following chambers in sequence: inner chamber Q2, first chamber A, overflow valve outer chamber 245 to outer chamber Q1.

[0137] When the solenoid valve is de-energized, it returns to the state where the current is 0A.

[0138] Since there is no electromagnetic force, the elastic reset component returns to its original state by its inherent elastic characteristics, thereby opening the main valve port 20.

[0139] The oil path is restored to pass through: inner chamber Q2, first chamber A, overflow valve outer chamber 245 to outer chamber Q1 in sequence. Then it flows out through the solenoid valve, and the oil in inner chamber Q2 transmits hydraulic pressure through this path.

[0140] like Figure 24As shown, in the full current range from 0A to the maximum operating current (e.g., the current range from 0A to 1.6A), the system pressure of the normally open solenoid valve shows a monotonically increasing trend with the increase of current. Starting from 0A, it exhibits the characteristic of a steady increase in pressure. There is no high pressure dead zone in the low current range, and the damping force can be continuously and smoothly adjusted.

[0141] In contrast, normally closed solenoid valves exhibit higher system pressure in the low current range below 0A to 0.4A (e.g., 0A, 0.2A, and 0.4A), with poor continuity in damping force variation with current and a dead zone in regulation. The pressure only begins to increase from 0.4A (e.g., the range from 0.4A to 0.6A). This indicates that normally closed solenoid valves require continuous energization to maintain low damping, while normally open solenoid valves can achieve low damping even without energization.

[0142] Furthermore, the relationship between the current and damping force of the three types of solenoid valves is shown in the table below:

[0143] As shown in the table above, the normally open solenoid valve according to the above-described structure of the present invention is in a minimum damping force state without energization in comfort mode, and maintains the minimum damping force in failure mode, thus possessing the dual advantages of energy saving and failure safety. Simultaneously, this pilot-operated overflow normally open solenoid valve has the power amplification characteristic of driving a large flow rate with a small current, utilizing the pilot stage pressure difference to control the main valve core's action, significantly reducing energy consumption and heat generation. Furthermore, the structure has a rapid response and good linearity, enabling continuous and precise adjustment of the damper's damping force.

[0144] In summary, the solenoid valve damper of this invention, by employing a normally open solenoid valve assembly 200 and a hydraulic cylinder assembly 100, eliminates the pre-tightening structure that normally presses the main valve port 20. When not energized, the main valve port 20 opens naturally, maintaining a low-damping state without energization in the comfort mode of normal vehicle operation. This completely eliminates the solenoid valve power consumption in comfort mode, reducing overall vehicle energy consumption and increasing mileage.

[0145] Meanwhile, in the event of a power outage or circuit failure, the main valve port 20 remains open, and the damping force returns to its initial soft state, preventing suspension stiffness and hard impacts, thus achieving fail-safe logic. Furthermore, the solenoid valve is only energized when increased damping force is needed, significantly reducing energization time, lowering component thermal load and workload, slowing aging and wear, and extending the overall service life of the shock absorber. Combined with a pilot overflow structure, it achieves power amplification characteristics of small current driving large flow, resulting in rapid damping adjustment response and good linearity, enabling continuous and precise damping force control.

[0146] For those skilled in the art, the above disclosure is merely illustrative and does not constitute a limitation of this application. Although not explicitly stated herein, those skilled in the art may make various modifications, improvements, and corrections to this application. Such modifications, improvements, and corrections are suggested in this application and therefore remain within the spirit and scope of the exemplary embodiments of this application.

[0147] While specific embodiments of the present invention have been described above, those skilled in the art should understand that these are merely illustrative examples, and the scope of protection of the present invention is defined by the appended claims. Those skilled in the art can make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, but all such changes and modifications fall within the scope of protection of the present invention.

Claims

1. A solenoid valve vibration damper, characterized in that, include: A hydraulic cylinder assembly includes a working cylinder, a piston rod with a piston valve assembly, an inner damping cylinder, and an outer cylinder. The piston rod is reciprocally disposed within the working cylinder. The piston valve assembly divides the internal space of the working cylinder into a compression chamber and a recovery chamber. The inner damping cylinder is sleeved on the outside of the working cylinder, forming an inner chamber between them. The outer cylinder is sleeved on the outside of the inner damping cylinder, forming an outer chamber between them. The working cylinder has a working cylinder through hole on its cylinder wall that connects the restoration chamber and the inner chamber, and the inner damping cylinder has an inner damping cylinder through hole on its cylinder wall. A solenoid valve assembly is installed on the outside of the cylinder assembly. The solenoid valve assembly has a first chamber and a main valve port. The inner chamber is connected to the first chamber through the inner damping cylinder through hole, and the first chamber is connected to the outer chamber through the main valve port. The solenoid valve assembly is a normally open solenoid valve. When the solenoid valve assembly is not energized, the main valve port remains open.

2. The electromagnetic valve vibration damper as described in claim 1, characterized in that, The two ends of the internal damping cylinder are respectively press-fitted with sealing rings, and a sealing ring is installed in the inner groove of the sealing ring.

3. The electromagnetic valve vibration damper as described in claim 1, characterized in that, The piston valve assembly includes a valve plate assembly, a piston valve, and fasteners. The valve plate assembly and the piston valve are sequentially mounted on the piston rod and locked in place by the fasteners.

4. The electromagnetic valve vibration damper as described in claim 1, characterized in that, A cylinder base is installed at the bottom of the outer cylinder, and a bottom valve assembly is provided on the cylinder base. The first end of the working cylinder is press-fitted onto the bottom valve assembly.

5. The electromagnetic valve vibration damper as described in claim 4, characterized in that, The bottom valve assembly includes a bottom valve, a lower valve plate assembly, an upper valve plate assembly, and a connector. The bottom valve, the lower valve plate assembly, and the upper valve plate assembly are sequentially installed on the connector and locked in place by a fastener.

6. The electromagnetic valve vibration damper as described in claim 1, characterized in that, A guide is press-fitted to the second end of the working cylinder. The guide is interference-fitted with the working cylinder and clearance-fitted with the piston rod. The piston rod reciprocates relative to the guide.

7. The electromagnetic valve vibration damper as described in claim 6, characterized in that, An oil seal is installed on the guide, which is sealed by rotating the outer cylinder together.

8. The electromagnetic valve vibration damper as described in claim 1, characterized in that, An installation port is provided on the outer side of the outer cylinder, and a solenoid valve mounting seat is provided at the installation port. The solenoid valve assembly is installed in the solenoid valve mounting seat and passes through the installation port to connect with the inner damping cylinder through hole of the inner damping cylinder.

9. The electromagnetic valve vibration damper as described in claim 1, characterized in that, The solenoid valve assembly includes: a magnetic core cover assembly, the magnetic core cover assembly including an outer valve body; A magnetic core assembly, wherein the magnetic core assembly is disposed within the magnetic core cover assembly; A pilot valve, wherein the pilot valve is disposed axially corresponding to the magnetic core assembly; A floating relief valve, the floating relief valve being configured to float axially, wherein the pilot valve and the floating relief valve are connected through a guide post of the pilot valve; A valve body assembly, the valve body assembly including an inner valve body, the inner valve body being mounted on an outer valve body, the outer valve body and the inner valve body enclosing each other to form a chamber, the pilot valve and the floating relief valve being disposed in the chamber; An overflow valve seat, wherein the main valve port is formed by the overflow valve seat and the floating overflow valve in cooperation; An elastic reset assembly is disposed on and limited on one axial side of the floating relief valve, and the elastic reset assembly is configured to provide axial support force to the floating relief valve. An axial gap is formed between the floating relief valve and the relief valve seat, so that the main valve port is in a normally open and conductive state when the solenoid valve is not energized, so as to allow oil to flow.

10. The electromagnetic valve vibration damper as described in claim 9, characterized in that, The solenoid valve also includes a coil that surrounds the periphery of the magnetic core cover assembly; when the coil is not energized, the main valve port remains open and the pilot valve is closed.

11. The electromagnetic valve vibration damper as described in claim 10, characterized in that, When the coil switches from an energized state to an unenergized state, the magnetic core assembly resets axially, and the elastic reset assembly supports the floating overflow valve, keeping the main valve port open.

12. The electromagnetic valve vibration damper as described in claim 10, characterized in that, The floating overflow valve includes a floating cavity and an overflow valve body. The overflow valve body is installed at the first end of the floating cavity, and a floating connection is achieved through clearance fit. An overflow guide groove is provided at the second end of the floating cavity, and the guide post of the pilot valve passes through the overflow guide groove and contacts the overflow valve body.

13. The electromagnetic valve vibration damper as described in claim 12, characterized in that, When the coil is energized, the main valve port and the pilot valve are closed, the first chamber is formed between the overflow valve body and the overflow valve seat, and the floating chamber and the overflow valve body form a second chamber, and the first chamber and the second chamber are interconnected. The oil pressure in the first chamber drives the overflow valve body to move axially toward the floating chamber to open the main valve port; the oil pressure in the second chamber drives the overflow valve body to move axially away from the floating chamber to open the pilot valve.

14. The electromagnetic valve vibration damper as described in claim 13, characterized in that, The overflow valve body has at least one overflow valve body pressure relief hole for connecting the first chamber and the second chamber.

15. The electromagnetic valve vibration damper as described in claim 13, characterized in that, At least one floating cavity pressure relief hole is provided at the second end of the floating cavity for connecting the second chamber with the pilot valve chamber, wherein the pilot valve chamber is formed between the pilot valve and the floating cavity.

16. The electromagnetic valve vibration damper as described in claim 13, characterized in that, The pilot valve has at least one pilot valve pressure relief hole for connecting the pilot valve chamber with the third chamber, which is formed between the pilot valve, the outer valve body and the inner valve body.

17. The electromagnetic valve vibration damper as described in claim 16, characterized in that, The third chamber is provided with a pressure relief hole for oil to flow out of the solenoid valve.

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