Damping-adjustable shock absorption electromagnetic valve for vehicle

Abstract

The utility model discloses an automotive adjustable damping shock absorption electromagnetic valve which comprises a shell, a valve sleeve assembly matched with one end of the shell, an electromagnetic coil located in the shell and a push rod assembly at least partially surrounded by the electromagnetic coil. The valve sleeve assembly comprises a valve sleeve provided with a main valve element cavity and a pilot valve element cavity, a main valve element arranged in the main valve element cavity, a valve seat arranged at one end of the main valve element cavity and at least partially shielding the main valve element, and a pilot valve element at least partially axially arranged in the pilot valve element cavity and driven by the push rod assembly. The utility model has the advantages that the internal structure is optimized, the number of parts is reduced, the use of a flow guide channel reed for control is avoided, and the hardness of the shock absorber is adjusted according to the flow required by the cavity of the shock absorption cylinder.

Description

Technical Field

[0001] The utility model relates to the technical field of valves, in particular to an adjustable damping shock-absorbing electromagnetic valve for a vehicle. Background Art

[0002] The performance of the springs and shock absorbers of ordinary vehicle suspensions is basically fixed after leaving the factory, because the damping coefficient of the shock absorber is determined during the design and adjustment stage, and cannot be adjusted while driving, and does not have the ability to actively adjust the "hardness and softness". In order to meet this demand, adjustable damping electromagnetic shock absorbers came into being, which actively adjust the "hardness and softness" of the suspension by changing the damping value of the shock absorber. Existing adjustable damping electromagnetic shock absorbers use damping plates with special material requirements and are installed in an integrated manner, which results in high testing and production costs, troublesome disassembly and replacement, low durability, and poor consistency. Utility Model Content

[0003] In order to solve the above technical problems, the purpose of the utility model is to provide an adjustable damping shock absorbing solenoid valve for a vehicle, optimize the internal structure, reduce the number of parts, eliminate the use of pilot flow channel reed control, realize the change of pressure flow in the pilot valve core chamber, and thus realize the control of the pilot valve over the opening of the main valve core chamber.

[0004] To achieve the purpose of the utility model, the utility model provides the following technical solutions: a vehicle-use adjustable damping shock absorbing solenoid valve, comprising a shell, a valve sleeve assembly matched with one end of the shell, an electromagnetic coil located in the shell, and a push rod assembly at least partially surrounded by the electromagnetic coil, wherein the valve sleeve assembly comprises a valve sleeve having a main valve core cavity and a pilot valve core cavity, a main valve core arranged in the main valve core cavity, a valve seat arranged at one end of the main valve core cavity and at least partially shielding the main valve core, and a pilot valve core at least partially axially arranged in the pilot valve core cavity and driven by the push rod assembly, wherein the pilot valve core is provided with a circumferential annular groove, the valve sleeve is provided with a first throttling hole connecting the main valve core cavity and the pilot valve core cavity, and a connecting channel connected to the pilot valve core cavity and located downstream of the first throttling hole, wherein the circumferential annular groove is selectively connected or closed to the connecting channel.

[0005] On the basis of the above technical solution, the following subsidiary technical solutions are further included:

[0006] The pilot valve core comprises a plurality of pilot channels extending axially and located downstream of the first throttle hole and communicating with the circumferential annular groove, and the cross-sectional area of ​​the pilot valve core in the axial direction is smaller than the cross-sectional area of ​​the main valve core.

[0007] The main valve core comprises a receiving cavity at one end and a second throttling hole connected to the other end of the receiving cavity, wherein the valve seat is provided with a valve port connected to the second throttling hole.

[0008] It also includes a baffle arranged at one end of the electromagnetic coil, a static iron core arranged at the other end of the electromagnetic coil, a pipe cap sleeved at one end of the push rod assembly, and a magnetic isolation ring sleeved outside the pipe cap.

[0009] The valve sleeve also includes a valve sleeve flat portion located on the outside, and one end opening of the connecting channel is located on the valve sleeve flat portion, and there is a gap between the valve sleeve flat portion and the inner wall of the valve sleeve, and the gap is located in the valve sleeve cavity.

[0010] The push rod assembly includes a push rod, a push rod cavity located in the push rod, a push rod side hole interconnected with the push rod cavity, an armature sleeved and fixedly connected to the outside of the push rod, and an armature flat portion located outside the armature, wherein one end of the armature is arranged adjacent to the static iron core.

[0011] It also includes a magnetic isolation spring piece located in the static iron core slot and capable of abutting against the armature, a magnetic isolation pad with one end supporting the magnetic isolation spring piece and the other end arranged on the static iron core, and a copper sleeve that fixes the upper end of the push rod and is covered by a pipe cap.

[0012] The pilot valve core comprises a pilot inner cavity located in the center, a pilot valve core hole axially connected with the pilot inner cavity, and a pilot spring with one end received by the pilot inner cavity and the other end pressed against the inner wall of the valve sleeve.

[0013] The valve sleeve, main valve core, valve seat, pilot valve core and push rod are coaxially arranged.

[0014] Compared with the prior art, the utility model has the following beneficial effects: optimizing the internal structure, reducing the number of parts, eliminating the use of pilot flow channel reed control, realizing the change of pressure flow in the pilot valve core chamber, thereby realizing the control of the pilot valve over the opening of the main valve core chamber, and finally realizing the controllable flow and pressure of the valve, so as to give the required flow to the vehicle shock absorber chamber to adjust the softness and hardness of the shock absorber. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The accompanying drawings are used to provide a further understanding of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention and do not constitute a limitation of the present invention. In the accompanying drawings:

[0016] Figure 1 is a cross-sectional view of the utility model in a first state;

[0017] Figure 2 is a cross-sectional view of the utility model in a second state;

[0018] Figure 3 is a cross-sectional view of the utility model in a third state;

[0019] Figure 4 is a cross-sectional view of the utility model in a fourth state;

[0020] Figure 5 is a cross-sectional view of the utility model in a fifth state;

[0021] Figure 6 It is a three-dimensional diagram of the valve sleeve in the utility model;

[0022] Figure 7 It is a cross-sectional view of the valve sleeve in the utility model;

[0023] Figure 8 It is a three-dimensional diagram of the pilot valve core in the utility model;

[0024] Fig. 9 It is a cross-sectional view of the pilot valve core in the utility model;

[0025] Fig.10 It is a stereoscopic diagram of the push rod assembly in the utility model;

[0026] Fig.11 It is the pilot flow curve diagram of the utility model;

[0027] Fig.12 It is the PQ curve diagram of the whole valve of the utility model;

[0028] Fig.13 It is a displacement curve diagram of the main valve of the utility model. DETAILED DESCRIPTION

[0029] In order to make the technical means, creative features, objectives and effects achieved by the present invention easy to understand, the present invention is further described below in conjunction with specific implementation methods.

[0030] like Figure 1-13 As shown, the utility model provides a specific embodiment of an adjustable damping shock absorbing solenoid valve for a vehicle, which comprises: a housing 100 fixed on a shock absorbing cylinder for a vehicle, a valve sleeve assembly matched with one end of the housing 100, an electromagnetic coil 600 located in the housing 100, a push rod assembly at least partially surrounded by the electromagnetic coil 600, and a cover 800 at least partially surrounding the electromagnetic coil 600 and interconnected with the housing 100. Therefore, the embodiment as a whole comprises an electromagnetic part and a hydraulic part, and the hydraulic part comprises a main valve and a pilot valve.

[0031] The housing 100 is generally a hollow cylinder, including a coil chamber 120 located at one end and accommodating the electromagnetic coil 600, and a valve sleeve chamber 140 located at the other end and at least partially accommodating the valve sleeve assembly. A seal is provided between the housing 100 and the cover 800, and another seal is provided on the outer side of the housing 100 near the valve sleeve chamber 140, that is, it is sealed with the vehicle shock absorber cylinder, and the outer surface of the housing 100 has a thread fixed on the vehicle shock absorber cylinder. The lower part of the housing 100 cooperates with the hydraulic end.

[0032] The valve sleeve assembly includes a valve sleeve 200 having a main valve core cavity 210 and a pilot valve core cavity 230 and at least partially accommodated by the valve sleeve cavity 140, a main valve core 300 arranged in the main valve core cavity 210, a valve seat 400 arranged at one end of the main valve core cavity 210 and at least partially covering the main valve core 300, and a pilot valve core 500 at least partially axially arranged in the pilot valve core cavity 230 and driven by the push rod assembly.

[0033] The valve sleeve 200 is generally cylindrical, and is further provided with a plurality of valve sleeve holes 214 which are circumferentially arranged outside the main valve core cavity 210 and are interconnected and located at one end, a first throttling hole 240 which connects the main valve core cavity 210 with the pilot valve core cavity 230, a connecting channel 250 which is connected to the pilot valve core cavity 230 at one end and is located downstream of the first throttling hole 240, and a valve sleeve flat portion 260 located at the outside. One end opening of the connecting channel 250 is located on the valve sleeve flat portion 260. There is a gap between the valve sleeve flat portion 260 and the inner wall of the valve sleeve 200, and the gap is located in the valve sleeve cavity 140. The valve sleeve hole 214 is circumferentially connected to the inlet and outlet of the valve seat 400. The flow control channel is realized between the main valve core cavity 210 and the pilot valve core cavity 230 through the first throttling hole 240 as a small hole.

[0034] The main valve core 300 includes a receiving chamber 310 at one end, a second throttle hole 320 connected to the other end of the receiving chamber 310, and a main spring 340 at one end of the receiving chamber 310. The axial cross section of the receiving chamber 310 is generally trapezoidal, and the cross-sectional area gradually increases in the flow direction. The other end of the main spring 340 abuts against the inside of the valve sleeve 200 and is disposed adjacent to the first throttle hole 240.

[0035] The valve seat 400 is abutted against the main valve core 300 and is provided with a valve port 420 connected to the second throttle hole 320. The cross-sectional area of ​​the valve port 420 is much larger than the cross-sectional area of ​​the second throttle hole 320. The valve port 420 is the inlet of the valve seat 400.

[0036] The pilot valve core 500 is generally cylindrical, and includes a pilot inner cavity 504 located in the center, a pilot valve core hole 508 axially connected to the pilot inner cavity 504, a plurality of pilot channels 510 extending axially and located downstream of the first throttle hole 240 and located around the pilot inner cavity 504, a circumferential annular groove 530 connected to the pilot channels 510, and a pilot spring 540, one end of which is received by the pilot inner cavity 504 and the other end of which is against the inner wall of the valve sleeve 200, and the cross-sectional area of ​​the pilot valve core 500 in the axial direction is smaller than the cross-sectional area of ​​the main valve core 300. The pilot channel 510 is connected to the circumferential annular groove 530 located on the outside. The circumferential annular groove 530 is selectively connected to or closed with the connecting channel 250. The other end of the pilot spring 540 is disposed adjacent to the first throttle hole 240. A controllable channel is formed between the pilot channel 510, the circumferential annular groove 530 and the connecting channel 250 of the valve sleeve 200 to control the switch and opening size of the pilot valve core 500.

[0037] This embodiment further includes a baffle 620 disposed at one end of the electromagnetic coil 600 and shielded by the cover 800, a static iron core 640 disposed at the other end of the electromagnetic coil 600, a pipe cap 660 sleeved at one end of the push rod assembly, and a magnetic isolation ring 680 sleeved outside the pipe cap 660. The static iron core 640 includes a static iron core hole 642 and a static iron core slot 644 located at one end.

[0038] The push rod assembly includes a push rod 700, a push rod cavity 710 located in the push rod 700, a push rod side hole 712 interconnected with the push rod cavity 710, an armature 720 sleeved and fixedly connected to the outside of the push rod 700, and an armature flat portion 724 located outside the armature 720. The push rod 700 is located at the center of the armature 720, and the armature 720 is surrounded by the electromagnetic coil 600. One end of the armature 720 is disposed adjacent to the static iron core groove 644. The end of the push rod 700 abuts against the pilot valve core 500.

[0039] This embodiment also includes a magnetic isolation spring piece 730 located in the static iron core groove 644 and abutting against the armature 720, a magnetic isolation pad 740 with one end supporting the magnetic isolation spring piece 730 and the other end disposed on the static iron core 640, and a copper sleeve 760 that fixes the upper end of the push rod 700 and is covered by the pipe cap 660. The static iron core hole 642 is used to fix the lower end of the push rod 700 and allow axial movement. The lower surface of the static iron core 640 is in contact with the upper surface of the valve sleeve 200. The armature 720 and the push rod 700 are driven by electromagnetic force, and the two ends of the push rod 700 are supported by the copper sleeve 760 and the static iron core 640. When the push rod 700 reciprocates in the static iron core hole 642 and the copper sleeve 760, the position of the push rod side hole 712 always keeps part of the hole above the magnetic isolation pad 740, and the lower end of the push rod 700 is in contact with the pilot valve core 500 to push the pilot valve core 500 to reciprocate. The armature 720 moves between the magnetic isolation spring piece 730 and the copper sleeve 760 .

[0040] The valve sleeve 200, the main valve core 300, the valve seat 400, the pilot valve core 500, and the push rod 700 are coaxially arranged, and the first throttle hole 240 and the second throttle hole 320 are staggered in the axial direction.

[0041] The pilot valve core 500 reciprocates in the valve sleeve 200. When the electromagnetic coil 600 is de-energized, the pilot valve core 500 is acted upon by the spring force, and the circumferential annular groove 530 is offset from the connecting channel 250 of the valve sleeve 200 to close the pilot valve port. When the electromagnetic coil 600 is energized, the pilot valve core 500 is thrust downward by the push rod 700 to realize the process from the valve port just opening to the valve port opening to the valve port opening being reduced. The pilot valve core chamber 230 controls the pressure by controlling the flow channel opening size, and feeds back to the main valve core chamber 210 to control the switch and opening size of the main valve, thereby controlling the flow pressure of the entire valve.

[0042] The main valve core 300 uses the second throttle hole 320 as the main control flow channel, the bottom of the valve sleeve 200 is fixedly connected to the valve seat 400, and a main spring 340 is supported between the upper surface of the bottom plate of the main valve core 300 and the lower surface of the inner circumferential material of the valve sleeve 200. When the lower end surface of the bottom plate of the main valve core 300 contacts the upper surface of the valve seat 400, the valve port 420 is closed; when the pressure overcomes the elastic force F1 of the main spring 340, the lower bottom surface of the main valve core 300 is separated from the upper surface of the valve seat 400, and the valve port 420 is opened. The opening of this main valve is controlled and regulated by the pilot valve.

[0043] Under the action of electromagnetic force, the movement trend of the pilot valve is as follows:

[0044] When the current is zero, the pilot valve core 500 is acted upon by the spring force of the pilot spring 540 to maintain the misalignment with the connecting channel 250, and the pilot valve port is closed. Figure 1 As shown;

[0045] When the current is low (about 0.3A), the pilot valve core 500 moves downward under the spring force of the pilot spring 540, and the pilot valve port opens. Figure 2 As shown;

[0046] When the current is medium (about 0.6A), the pilot valve core 500 moves downward under the spring force of the pilot spring 540, the pilot valve opening is maximum and the pilot valve core 500 continues to move downward, and the flow rate is maintained. Figure 3 As shown;

[0047] When the current is high (about 1.2A), the pilot valve core 500 moves downward under the spring force of the pilot spring 540, and the opening of the pilot valve port decreases. Figure 4 As shown;

[0048] When the current is at the maximum (about 1.6A), the pilot valve core 500 moves downward to the bottom under the spring force of the pilot spring 540, and the pilot valve opening is the smallest. Figure 5 As shown;

[0049] To achieve the pilot flow change curve Fig.11 This is the required pilot flow curve, in which the flow rate increases rapidly after opening, the large flow rate maintains a certain current range, and then slowly decreases.

[0050] Combined with the movement of the above-mentioned pilot valve, the working conditions of the hydraulic oil circuit are as follows:

[0051] The second throttle hole 320 throttles, the pressure P of the valve port 420 is greater than the pressure P1 of the receiving chamber 310, the first throttle hole 240 throttles, the pressure P1 of the receiving chamber 310 is greater than the pressure P3 of the pilot valve core chamber 230, and the pressure range of PA is: 0-1bar, where PA is the outlet pressure;

[0052] When the current is 0, the pilot valve is closed. The equivalent calculation is as follows: when the pressure P*S1 of the valve port 420> the pressure P1*S2 of the receiving chamber 310+ the elastic force F1 of the main spring 340, where S1 is the maximum diameter of the valve seat 400 and S2 is the maximum diameter of the main valve core chamber 210, the main valve is opened, and the oil path enters the valve sleeve 200 from the valve port 420, and then flows out to the outlet through the valve sleeve hole 214. The opening can be opened to the maximum, and the pressure is small when the flow is large;

[0053] When the current is low, the pilot valve opens, the pressure P1 of the receiving chamber 310 and the pressure P3 of the pilot valve core chamber 230 decrease, the main valve opens, and the oil circuit has two paths: either entering the valve sleeve 200 from the valve port 420, and then flowing out to the outlet through the valve sleeve hole 214; or entering the receiving chamber 310 from the valve port 420, passing through the pilot valve core chamber 230 and then flowing out to the outlet through the connecting channel 250. The main valve has a large opening, and the opening peak can be slightly smaller than the maximum stroke. The pressure increases slightly when the flow rate is large.

[0054] When the current is medium, the pilot valve is opened to the maximum, the pressure P1 of the receiving chamber 310 and the pressure P3 of the pilot valve core chamber 230 decrease, the main valve is opened, and the oil circuit has two paths: either entering the valve sleeve 200 from the valve port 420, and then flowing out to the outlet through the valve sleeve hole 214; or entering the receiving chamber 310 from the valve port 420, passing through the pilot valve core chamber 230 and then flowing out to the outlet through the connecting channel 250. The main valve opening is not large, and the opening peak can only reach the middle value of the maximum stroke. The pressure increases more when the flow rate is large;

[0055] When the current is large, the pilot valve opening is reduced, the pressure P1 of the receiving chamber 310 and the pressure P3 of the pilot valve core chamber 230 rise, the pressure is large in the early stage of the main valve opening, and it opens slowly. The oil circuit has two paths: either entering the valve sleeve 200 from the valve port 420, and then flowing out to the outlet through the valve sleeve hole 214; or entering the receiving chamber 310 from the valve port 420, passing through the pilot valve core chamber 230 and then flowing out to the outlet through the connecting channel 250. The main valve opening is small, and the pressure increases a lot when the flow is large;

[0056] When the current is 1.6A, the pilot valve opening is very small, the pressure P1 of the receiving chamber 310 and the pressure P3 of the pilot valve core chamber 230 rise greatly, the main valve opens very slowly in the early stage, and the oil circuit has two paths: either entering the valve sleeve 200 from the valve port 420, and then flowing out to the outlet through the valve sleeve hole 214; or entering the receiving chamber 310 from the valve port 420, passing through the pilot valve core chamber 230 and then flowing out to the outlet through the connecting channel 250. The main valve opening is very small, and the pressure is very high at a large flow rate;

[0057] The above PQ curve is as follows Fig.12 As shown, the main valve displacement curve is as follows Fig.13 shown.

[0058] Therefore, the utility model optimizes the hydraulic internal structure without changing the overall function of the solenoid valve, eliminates the use of flow channel reeds in existing products, reduces the number of parts, reduces installation steps, and reduces manufacturing costs while maintaining the overall response time of the solenoid valve. At the same time, the flow channel control between the circumferential annular groove and the connecting channel is used to control the flow and pressure of the pilot chamber, thereby controlling the opening of the valve port.

[0059] The utility model has the following beneficial effects: optimizing the internal structure without changing the overall function of the solenoid valve, reducing the number of parts, eliminating the need for pilot flow channel reed control, reducing manufacturing costs while maintaining the overall response time of the solenoid valve, reducing the need for high-difficulty simulation design, and realizing changes in the pressure flow of the pilot valve core cavity, thereby realizing the control of the pilot valve over the opening of the main valve core cavity, and ultimately achieving controllable flow and pressure of the valve, giving the vehicle shock absorber cylinder cavity the required flow to adjust the hardness of the shock absorber.

[0060] The above shows and describes the basic principle and main features of the utility model and the advantages of the utility model. Those skilled in the art should understand that the utility model is not limited by the above embodiments. The above embodiments and descriptions are only for explaining the principle of the utility model. Without departing from the spirit and scope of the utility model, the utility model may have various changes and improvements, which fall within the scope of the utility model to be protected. The scope of protection claimed by the utility model is defined by the attached claims and their equivalents.

Claims

1. An adjustable damping shock absorption solenoid valve for a vehicle, characterized in that It includes: A housing (100), a valve sleeve assembly matched with one end of the housing (100), an electromagnetic coil (600) located in the housing (100), and a push rod assembly at least partially surrounded by the electromagnetic coil (600), wherein the valve sleeve assembly comprises a valve sleeve (200) having a main valve core cavity (210) and a pilot valve core cavity (230), a main valve core (300) disposed in the main valve core cavity (210), a valve seat (400) disposed at one end of the main valve core cavity (210), and a push rod assembly at least partially axially disposed in the pilot valve core cavity ( A pilot valve core (500) is arranged in a main valve core chamber (210) and driven by a push rod assembly, wherein the pilot valve core (500) is provided with a circumferential annular groove (530), and the valve sleeve (200) is provided with a first throttling hole (240) for connecting the main valve core chamber (210) and the pilot valve core chamber (230), and a connecting channel (250) connected to the pilot valve core chamber (230) and located downstream of the first throttling hole (240), wherein the circumferential annular groove (530) is selectively connected or closed to the connecting channel (250).

2. The vehicle adjustable damping shock absorption solenoid valve according to claim 1, characterized in that: The pilot valve core (500) comprises a plurality of pilot channels (510) extending axially and located downstream of the first throttle hole (240) and communicating with the circumferential annular groove (530), and the cross-sectional area of ​​the pilot valve core (500) in the axial direction is smaller than the cross-sectional area of ​​the main valve core (300).

3. The vehicle adjustable damping shock absorption solenoid valve according to claim 2, characterized in that: The main valve core (300) comprises a receiving chamber (310) at one end and a second throttling hole (320) connected to the other end of the receiving chamber (310), wherein the valve seat (400) is provided with a valve port (420) connected to the second throttling hole (320).

4. The vehicle adjustable damping shock absorption solenoid valve according to claim 3, characterized in that It also includes a baffle (620) arranged at one end of the electromagnetic coil (600), a static iron core (640) arranged at the other end of the electromagnetic coil (600), a pipe cap (660) sleeved on one end of the push rod assembly, and a magnetic isolation ring (680) sleeved on the outside of the pipe cap (660).

5. The vehicle adjustable damping shock absorption solenoid valve according to claim 1, characterized in that: The valve sleeve (200) further comprises a valve sleeve flat portion (260) located on the outside, and one end opening of the connecting channel (250) is located on the valve sleeve flat portion (260), while a gap exists between the valve sleeve flat portion (260) and the inner wall of the valve sleeve (200).

6. The vehicle adjustable damping shock absorption solenoid valve according to claim 4, characterized in that: The push rod assembly comprises a push rod (700), a push rod cavity (710) located in the push rod (700), a push rod side hole (712) interconnected with the push rod cavity (710), an armature (720) sleeved on the outside of the push rod (700) and fixedly connected, and an armature flat portion (724) located on the outside of the armature (720), wherein one end of the armature (720) is arranged adjacent to the static iron core (640).

7. The vehicle adjustable damping shock absorption solenoid valve according to claim 6, characterized in that It also includes a magnetic isolation spring (730) located in the static iron core slot (644) and capable of abutting against the armature (720), a magnetic isolation pad (740) having one end supporting the magnetic isolation spring (730) and the other end disposed on the static iron core (640), and a copper sleeve (760) that fixes the upper end of the push rod (700) and is covered by a pipe cap (660).

8. The vehicle adjustable damping shock absorption solenoid valve according to claim 4, characterized in that: The pilot valve core (500) comprises a pilot inner cavity (504) located in the center, a pilot valve core hole (508) axially connected to the pilot inner cavity (504), and a pilot spring (540) with one end received by the pilot inner cavity (504) and the other end abutting against the inner wall of the valve sleeve (200).

9. An adjustable damping shock absorbing solenoid valve for a vehicle according to claim 1 or 2 or 3 or 4 or 5 or 6 or 7 or 8, characterized in that: The valve sleeve (200), the main valve core (300), the valve seat (400), the pilot valve core (500), and the push rod (700) are coaxially arranged.

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