Two-stage damping regulating valve device of automobile shock absorber

Abstract

The utility model relates to a two-stage damping regulating valve device of an automobile shock absorber, which comprises a regulating valve device body, the regulating valve device body comprises a valve pipe and a connecting part, the connecting part is provided with a first opening and a second opening, two regulating valve components are arranged in the valve pipe, a separation seat is arranged between the regulating valve components, and the valve pipe is divided into two damping cavities by the separation seat. The partition seat is provided with a first damping channel and a second damping channel which are arranged in a penetrating mode, the adjusting valve assemblies are arranged in the corresponding damping cavities respectively and communicate with each other through the first damping channel and the second damping channel, each adjusting valve assembly comprises a damping valve device body, and each damping valve device body comprises a movable iron core, a front-stage valve and a main-stage valve. High-precision dynamic adjustment is achieved through cooperative control of a mechanical passive main-stage valve and an electromagnetic active front-stage valve in combination with the optimal design of a cavity separation type oil way.

Description

Technical Field

[0001] The utility model relates to the field of shock absorbers, in particular to a double-stage damping regulating valve device of an automobile shock absorber. Background Art

[0002] Traditional shock absorbers have fixed characteristics and provide fixed damping characteristic curves during extension or compression, while adjustable shock absorbers provide a characteristic field. The system selects different damping in the field according to the working conditions (road conditions, braking, acceleration, turning, driver's wishes, etc.) to curb body vibration, prevent tire bounce, and maintain body stability. Variable damping shock absorbers are mainly realized through magnetorheological, solenoid valve, stepper motor and other methods. The solenoid valve type is widely used due to its reliable performance, low cost, fast response and compact structure.

[0003] At present, the damping adjustment technology of vehicle shock absorbers mainly relies on external or internal regulating valve structures. The existing Chinese utility model patent with publication number CN109798321B discloses an external two-way damping regulating valve, including a valve pipe, characterized in that: a connecting block connected to the shock absorber hydraulic cylinder body is provided on one side of the valve pipe, the connecting block is provided with a first opening and a second opening which are relatively set and communicated with the inside of the valve pipe, two regulating valve assemblies which are relatively set are provided in the valve pipe, and end covers are provided at both ends of the valve pipe, one end of the two regulating valve assemblies is connected by a valve stem, and the other end is abutted against the end cover. The beneficial effect of the utility model is that the external damping regulating valve assists the regulating valve inside the shock absorber cylinder to adjust the flow rate, so as to realize stepless adjustment of the shock absorber's damping force.

[0004] However, the above-mentioned external two-way damping regulating valve has the following defects in actual use:

[0005] 1. The existing solution uses a single main valve to control the oil circuit. The response of the single valve to the oil pressure is nonlinear, and the flow error is large under high-pressure conditions, which cannot accurately match the damping requirements of complex road conditions.

[0006] 2. The valve plate opening of the regulating valve in the prior art completely relies on the passive adjustment of oil pressure. Mechanical inertia causes the response time to be too long, making it difficult to suppress high-frequency vibration.

[0007] 3. The regulating valve in the prior art lacks active control capability and cannot achieve oil circuit diversion and multi-stage pressure regulation. Summary of the invention

[0008] The technical problem to be solved by the utility model is to provide a two-stage damping regulating valve device for an automobile shock absorber in view of the deficiencies of the above-mentioned prior art, which realizes high-precision dynamic regulation through the coordinated control of a mechanically passive main-stage valve and an electromagnetically active front-stage valve, combined with an optimized design of a split-chamber oil circuit.

[0009] To achieve the above object, the present utility model provides the following technical solutions: A dual-stage damping regulating valve device for an automotive shock absorber, comprising a regulating valve device body. The regulating valve device body includes a valve tube and a connecting portion provided on one side of the valve tube for connecting with the cylinder block of the shock absorber hydraulic cylinder. At the connecting portion, a first opening and a second opening are oppositely provided and communicated with the inside of the valve tube. Two regulating valve components are provided in the valve tube. A separating seat connected to the valve tube is provided between the regulating valve components. The separating seat divides the valve tube into two damping chambers respectively communicated with the first opening and the second opening. The separating seat is provided with a first damping channel and a second damping channel penetrating therethrough. The regulating valve components are respectively arranged in the corresponding damping chambers and are mutually conducted through the first and second damping channels. Each regulating valve component includes a damping valve device body. The damping valve device body includes a moving iron core, a pre-stage valve and a main-stage valve. A moving iron core actuating component for controlling the front and rear positions of the moving iron core is provided on the valve tube corresponding to the moving iron core. The main-stage valve includes a main valve housing cover, a main valve core provided in the main valve housing cover, and a valve ring seat connected to the separating seat. The main valve housing cover and the valve ring seat cooperate to form a main-stage chamber. A passive flow-through channel communicated with the damping chamber is provided on one side of the main valve housing cover. A main-stage valve pressure component for applying a closing pressure on the main valve core is provided at the main valve housing cover. A passive flow-through opening for conducting or closing the main-stage chamber and the passive flow-through channel is provided between the main valve core and the valve ring seat. The pre-stage valve is fixedly connected to the main-stage valve, and an active flow-through channel communicated with the damping chamber is provided at one end. One end of the moving iron core penetrates into the pre-stage valve and cooperates with the active flow-through channel to form a pre-stage valve orifice. The moving iron core actuating component drives the moving iron core to axially move in the pre-stage valve, thereby opening or closing the pre-stage valve orifice and controlling the conduction or closing of the main-stage chamber and the active flow-through channel. One end of the first damping channel is communicated with the damping chamber above the separating seat, and the other end is communicated with the main-stage chamber below the separating seat. One end of the second damping channel is communicated with the damping chamber below the separating seat, and the other end is communicated with the main-stage chamber above the separating seat.

[0010] With the above technical solution, through the collaborative design of the valve tube, the partition seat and the double regulating valve assembly, independent oil circuit control for the compression and restoration conditions is achieved. The valve tube is divided into two independent damping chambers by the partition seat, which are respectively communicated with the first opening (connected to the upper chamber of the piston) and the second opening (connected to the lower chamber of the piston). The first damping channel connects the upper damping chamber and the lower main stage chamber, and the second damping channel connects the lower main stage chamber and the upper damping chamber, forming a bidirectional oil circuit switching path. The main stage valve is composed of a main valve housing cover, a main valve core and a valve ring seat. The main valve housing cover and the valve ring seat enclose to form the main stage chamber. The main valve core pushes the passive flow opening to open and close under the action of oil pressure. The main stage valve pressure component (such as a spring) exerts a closing pressure on the main valve core. When the oil pressure in the damping chamber exceeds the threshold value, the main valve core overcomes the spring force and moves, adjusting the size of the passive opening, forming a passive damping force. The active flow channel of the pre-stage valve and the moving iron core cooperate to form the pre-stage valve orifice. The moving iron core actuator assembly (such as electromagnetic drive) drives the moving iron core to move axially, directly controlling the opening and closing of the orifice. When the moving iron core moves, the conduction area of the pre-stage valve orifice changes dynamically, actively adjusting the oil flow splitting ratio to achieve precise active flow control. Generally speaking, the design of the partition seat and the damping channel makes the oil circuits for the compression and restoration conditions completely independent, avoiding cross-interference of the oil flow paths, improving the adaptability to working conditions. The passive adjustment of the main valve core is based on oil pressure self-adaptation, and it can still stably maintain the basic flow rate under high pressure, solving the problem of non-linear error of a single valve plate. The electromagnetic drive of the moving iron core realizes the rapid opening and closing of the orifice, and the response speed is determined by the current change rate of the electromagnetic coil, significantly shortening the adjustment lag time. The main stage valve and the pre-stage valve are integrated in the valve tube, and the cavity layout reduces the external pipeline connection, reducing the leakage risk and adapting to the compact installation requirements of the external shock absorber. This double-stage damping regulating valve device constructs a double-stage regulation system that combines mechanics and electromagnetics through the combination of cavity oil circuits, passive adjustment of the main stage valve and active control of the pre-stage valve, systematically optimizing the dynamic control accuracy and response efficiency of the damping force, and solving the problems of insufficient accuracy and lag in traditional single valve plate regulation.

[0011] The above double-stage damping regulating valve device for an automotive shock absorber can be further set as follows: The pre-stage valve orifice includes an oil passing groove provided on the outer surface of one end of the moving iron core and an active flow opening for the oil passing groove to enter or exit, and the cross-section of the oil passing groove is smaller than the cross-section of the moving iron core.

[0012] With the above technical solution, the structure of the pre-stage valve orifice realizes the fine control of the oil flow through the cooperation of the oil passing groove provided on the outer surface of the moving iron core and the active flow opening. The narrow design of the oil passing groove forms a controllable linear flow gradient under electromagnetic drive, avoiding non-linear errors (such as sudden flow changes) caused by the opening and closing of a large cross-section of the traditional single valve plate. At the same time, the displacement of the oil passing groove is directly controlled by electromagnetic force, realizing high-precision splitting ratio adjustment and effectively solving the problem of regulation instability caused by oil pressure fluctuations under high-pressure conditions.

[0013] The above-mentioned two-stage damping regulating valve device for an automotive shock absorber can be further configured as follows: The oil passage groove is arranged around the outer peripheral surface of the moving iron core, and when the valve orifice of the current stage is opened, the active flow passage enters the active flow opening through the oil passage groove.

[0014] With the above technical solution, the oil passage groove is a continuous annular groove structure arranged around the outer peripheral surface of the moving iron core, forming a circumferentially uniform oil flow path. When the moving iron core axially moves to open the valve orifice of the previous stage, the oil in the active flow passage enters the active flow opening as a whole through the annular oil passage groove, ensuring that the oil is evenly distributed circumferentially around the moving iron core and avoiding the valve core deflection or uneven flow caused by local pressure concentration. The continuous design of the annular oil passage groove forms a uniform annular gap between the oil and the active flow opening during the valve opening process, and the radial force of the oil pressure on the moving iron core is symmetrically distributed, eliminating the risk of friction loss and seal failure caused by unilateral force.

[0015] The above-mentioned two-stage damping regulating valve device for an automotive shock absorber can be further configured as follows: The moving iron core actuating assembly includes a valve armature connected to the moving iron core, a magnetic isolation sleeve arranged on the outer peripheral surface of the valve armature, and an electromagnetic coil for actuating the valve armature. The electromagnetic coil drives the valve armature to axially lift and lower in the magnetic isolation sleeve. One end of the moving iron core is tightly fitted and installed on the valve armature, and the other end extends out of the magnetic isolation sleeve and then penetrates into the previous stage valve.

[0016] With the above technical solution, the moving iron core actuating assembly directly drives the valve armature to axially lift and lower in the magnetic isolation sleeve through the electromagnetic coil, realizing precise control of the flow rate of the valve orifice of the previous stage. Specifically, when the electromagnetic coil is energized, a magnetic field is generated, driving the valve armature to linearly move along the inner wall of the magnetic isolation sleeve, driving the moving iron core tightly connected to it to synchronously axially displace. The other end of the moving iron core penetrates into the previous stage valve and directly adjusts the opening and closing state of the valve orifice of the previous stage. The role of the magnetic isolation sleeve is to restrict the magnetic field path, prevent the magnetic lines of force from leaking and concentrating on the valve armature, and improve the electromagnetic drive efficiency; at the same time, the inner wall of the magnetic isolation sleeve has a clearance fit with the valve armature to ensure the linearity of the movement trajectory of the armature, avoiding the valve orifice alignment error caused by the radial offset of the moving iron core. The tight fit installation (such as interference fit or thread locking) of the moving iron core and the valve armature eliminates the connection gap, ensuring lossless transmission of the driving force. When the electromagnetic coil is de-energized, the valve armature and the moving iron core freely reset in the magnetic isolation sleeve, and the valve orifice of the previous stage closes. This structure realizes the rapid response and high repeat positioning accuracy of the moving iron core through the direct conversion of electromagnetic force and mechanical displacement.

[0017] The above-mentioned double-stage damping regulating valve device for an automotive shock absorber can be further configured as follows: The moving iron core actuating assembly further includes a compression spring and a restoring spring. The valve armature is held at a pre-defined initial position by the compression spring and the restoring spring acting in opposite directions. Furthermore, it is configured that when the moving iron core actuating assembly is de-energized, the front-stage valve orifice closes, and when the moving iron core actuating assembly is energized, the front-stage valve orifice opens.

[0018] With the above technical solution, through the reverse action of the compression spring and the restoring spring in the moving iron core actuating assembly, stable reset and precise control of the valve armature are achieved. Under normal conditions (when de-energized), the pre-tightening force pushes the valve armature towards the closing direction, forcing the front-stage valve orifice to close completely, blocking the active flow channel. When the electromagnetic coil is energized, the electromagnetic force drives the valve armature to move towards the opening direction against the resistance of the restoring spring, opening the front-stage valve orifice. The closing force of the compression spring and the opening resistance of the restoring spring form a dynamic balance, ensuring that the valve armature strictly resets to the initial closed position in the non-powered state, eliminating the reset deviation caused by the fatigue or jamming of a single spring in traditional solenoid valves. When de-energized, the pre-tightening force of the compression spring directly acts on the valve armature, forcing the front-stage valve orifice to close, avoiding abnormal oil leakage or system out-of-control, and ensuring safe cut-off under emergency conditions. The restoring spring offsets the inertial impact after the electromagnetic force is withdrawn through the preloading force, suppresses the rebound vibration of the armature, and improves the repeated positioning accuracy of the valve orifice closure. The double-spring reverse loading cancels the interference of external vibration or oil pressure fluctuation on the position of the valve armature, enhancing the control stability under high-frequency conditions.

[0019] The above-mentioned double-stage damping regulating valve device for an automotive shock absorber can be further configured as follows: The magnetic isolation sleeve is provided with a guide sleeve corresponding to the valve armature. One end of the moving iron core is inserted into the guide sleeve and is slidably connected to the guide sleeve. A locking nut threadedly connected to the magnetic isolation sleeve is provided at the end of the guide sleeve away from the valve armature. The guide sleeve and the magnetic isolation sleeve cooperate to form a moving iron activity cavity for the valve armature to axially lift inside. The compression spring is arranged between the guide sleeve and the valve armature, and the restoring spring is arranged between the end of the moving iron core and the main-stage valve.

[0020] With the above technical solution, the inner wall of the guide sleeve is in sliding fit with the moving iron core to restrict the radial offset of the moving iron core, ensuring that it moves only linearly along the axial direction and avoiding the valve port alignment deviation caused by yaw. The guide sleeve is threadedly connected to the magnetic isolation sleeve through a lock nut, forming a detachable modular structure, which facilitates the installation and replacement of the moving iron core actuator assembly. At the same time, the thread pre-tightening force eliminates the assembly gap and improves the structural rigidity. The moving iron activity cavity enclosed by the guide sleeve and the magnetic isolation sleeve physically isolates the compression spring, the restoring spring and the oil path, preventing the oil from seeping into the spring area and causing corrosion or jamming. The compression spring is placed between the guide sleeve and the valve armature, directly transmitting the closing force to the armature; the restoring spring connects the end of the moving iron core to the main stage valve, forming a reverse balance force system. The independent layout of the double springs avoids the interference of the force lines crossing and ensures the consistency of the action response, solving the reliability problems of traditional solenoid valves caused by mechanical yaw, oil leakage or installation difficulties.

[0021] The above-mentioned double-stage damping regulating valve device for an automotive shock absorber can be further set as follows: a moving iron seal ring is provided at one end of the guide sleeve facing the valve armature, an outer seal ring locking seat connected to the guide sleeve is provided outside the moving iron seal ring, and a front-stage seal ring for sealing against the main valve housing cover is provided on the outer peripheral surface of the front-stage valve.

[0022] With the above technical solution, the moving iron seal ring and the front-stage seal ring achieve a complete blockage of oil leakage. The moving iron seal ring is installed at one end of the guide sleeve facing the valve armature, preventing the oil from flowing out from the guide sleeve after entering the moving iron activity cavity from the moving iron core. The seal ring locking seat presses and fixes the moving iron seal ring through a threaded or snap structure, preventing the seal ring from shifting or deforming due to long-term friction or pressure shock. The front-stage seal ring is arranged on the static joint surface between the outer peripheral surface of the front-stage valve and the main valve housing cover, closing the assembly gap between the front-stage valve and the main-stage valve under the action of the assembly pre-tightening force, ensuring that the oil can only flow out from the active flow opening and avoiding leakage, thereby improving the stability of damping adjustment.

[0023] The above-mentioned double-stage damping regulating valve device for an automotive shock absorber can be further set as follows: a front-stage flow seat for limiting and abutting against the main valve housing cover is provided at one end of the front-stage valve corresponding to the magnetic isolation sleeve, the active flow channel is arranged on the front-stage flow seat, a spring seat tightly fitted with the front-stage valve is provided at one end of the front-stage valve corresponding to the main valve core, several oil passing holes communicating with the main-stage cavity are provided on the spring seat, one end of the restoring spring abuts against the moving iron core, and the other end abuts against the spring seat, and a central through hole communicating with the oil passing holes is provided on the main valve core.

[0024] With the above technical solution, the front-stage flow-through seat realizes rigid limit with the main valve housing cover through tight fitting installation with the front-stage valve, ensuring the precise alignment of the active flow channel and the main-stage cavity, avoiding flow loss caused by oil path deviation. The oil through-hole on the spring seat and the central through-hole of the main spool form a continuous oil return path. After the oil enters the main-stage cavity, it circulates through the oil through-hole and the central through-hole into the active flow channel and then flows to the damping cavity, optimizing the flow direction to reduce turbulent resistance. One end of the return spring abuts against the moving iron core, and the other end is fixed to the spring seat, providing a reverse reset force when the electromagnetic force is withdrawn, ensuring that the moving iron core quickly resets to the initial closed position when powered off, eliminating the phenomenon of slightly open valve port caused by residual electromagnetic force. At the same time, the tight fitting installation of the spring seat eliminates the risk of structural loosening in the vibration environment, improving the action reliability.

[0025] The above-mentioned double-stage damping regulating valve device for an automotive shock absorber can be further set as follows: The main-stage valve pressure assembly includes a main valve spring and a main valve plate group arranged in the main valve housing cover. On one side of the main spool facing the valve ring seat, there is a main valve enlarged diameter part extending outward. One end of the main valve enlarged diameter part abuts against the main valve plate group, and the other end cooperates with the surface of the valve ring seat to form the passive flow opening. One end of the main valve spring abuts against the main valve housing cover, and the other end abuts against the main valve plate group, thereby driving the main spool to move towards the valve ring seat side to close the passive flow opening.

[0026] With the above technical solution, the main-stage valve pressure assembly applies a pre-tightening force to the main valve plate group through the main valve spring. The main valve plate group transmits the spring force to the main valve enlarged diameter part, forcing the main spool to closely fit with the valve ring seat to close the passive flow opening. The main valve plate group disperses the pressure and the main valve spring provides the closing force, jointly ensuring smooth movement of the main spool under high pressure without tremor or hysteresis. When the oil pressure in the damping cavity increases, the oil pressure acts on the enlarged diameter end face of the main valve enlarged diameter part, generating an axial thrust opposite to the main valve spring, pushing the main spool to move against the spring force, passively adjusting the opening degree of the passive flow opening, and realizing the dynamic balance between the oil pressure and the spring force. The enlarged diameter design of the main valve enlarged diameter part increases the oil pressure acting area, making the main spool more sensitive to pressure changes, improving the response speed and linearity of passive adjustment. At the same time, the mating surface between the enlarged diameter part and the valve ring seat forms a sealing pair, blocking the oil leakage path in the closed state and ensuring the sealing reliability under high-pressure conditions.

[0027] The above-mentioned double-stage damping regulating valve device for an automotive shock absorber can be further configured as follows: a first damping flow channel or a second damping flow channel communicating with the first damping channel or the second damping channel is correspondingly provided on the valve ring seat, and a valve ring damping regulating assembly covering the surface of the first damping flow channel or the second damping flow channel is provided on the valve ring seat. The valve ring damping regulating assembly includes a valve rod penetrating through the valve ring seat, a damping valve disc group sleeved on the outer peripheral surface of the valve rod, and an adjusting nut threadedly connected to the end of the valve rod. One end of the valve rod passes through the valve ring seat and is sleeved with the damping valve disc group, and after the end is connected with the adjusting nut, the damping valve disc group is pressed against the surface of the first damping flow channel or the second damping flow channel.

[0028] With the above technical solution, the valve ring damping regulating assembly realizes the manual adjustment of the opening and closing pressure thresholds of the first and second damping flow channels through the coordinated action of the valve rod, the damping valve disc group and the adjusting nut. The specific principle is that the valve rod passes through the valve ring seat, one end of which is sleeved with a multilayer stacked damping valve disc group, and the other end applies an axial pressing force through the adjusting nut connected by thread, forcing the damping valve disc group to elastically deform and press against the surface of the damping flow channel. By rotating the adjusting nut to change the axial displacement of the valve rod, the pre-tightening pressure of the damping valve disc group on the damping flow channel can be accurately adjusted, so as to set the critical pressure value for the flow channel to open. The stacked design of the damping valve disc group absorbs the oil pressure fluctuation through the elastic deformation of multiple valve discs. When the pressure exceeds the threshold value, the valve disc group locally warps to form a micro-gap, allowing the oil to pass through, while remaining tightly closed when the pressure is lower than the threshold value. The stepless setting of the damping flow channel pressure threshold is realized through manual adjustment, adapting to the different requirements of the basic damping force for different road conditions. At the same time, the elastic deformation characteristics of the valve disc group eliminate the flow step mutation caused by the rigid valve core adjustment, improving the adjustment linearity and stability.

[0029] The beneficial effects of the double-stage damping regulating valve device for an automotive shock absorber of the present utility model are as follows:

[0030] 1. Through the pressure self-adaptive mechanism of the main valve spring and the main valve disc group, the main valve core dynamically adjusts the opening degree of the passive flow opening according to the oil pressure, stably maintains the basic flow rate under high-pressure conditions, eliminates the non-linear error of a single valve disc, and improves the adjustment accuracy of the basic damping force. The electromagnetic drive moves the iron core to quickly adjust the opening degree of the front-stage valve valve port. Through the linear cooperation of the oil passing groove and the active flow opening, the high-precision control of the oil flow splitting ratio is realized. The response speed is determined by the change rate of the electromagnetic coil current, significantly shortening the adjustment lag time, suppressing high-frequency vibration, and the double-stage coordinated control of the front-stage valve and the main-stage valve solves the problems of non-linear error and response lag.

[0031] 2. The partition seat divides the valve tube into two independent damping chambers, and realizes the independent switching of the oil circuits in the compression and recovery working conditions through the first and second damping channels, avoiding the cross-interference of the oil paths, reducing the turbulent flow loss, adapting to the two-way damping requirements under complex road conditions, and the cavity-divided oil circuit design optimizes the adaptability to the two-way working conditions.

[0032] 3. The threaded connection structure between the guide sleeve and the lock nut supports quick disassembly and assembly, reducing maintenance costs. The compression spring and the restoration spring are loaded in opposite directions to ensure that the valve port is forced to close when power is off, preventing system out-of-control.

[0033] 4. The enlarged diameter part of the main valve increases the oil pressure acting area, improving the sensitivity of passive regulation. The elastic deformation of the main valve plate group compensates for pressure fluctuations to ensure stability under high pressure. The valve ring damping adjustment component manually adjusts the nut to control the pre-tightening force of the damping valve plate group, flexibly setting the first-stage damping threshold to adapt to different road conditions. At the same time, the oil pressure impact is absorbed through the valve plate stacking design to avoid the step mutation of rigid regulation.

[0034] The present utility model will be further described below with reference to the accompanying drawings. Description of the Drawings

[0035] Figure 1 It is a schematic cross-sectional view of an embodiment of the present utility model.

[0036] Figure 2 It is a schematic diagram of the damping liquid flow direction and a partial enlarged view in the compressed state of an embodiment of the present utility model.

[0037] Figure 3 It is a schematic diagram of the damping liquid flow direction in the restored state of an embodiment of the present utility model.

[0038] Figure 4 It is a schematic cross-sectional view of the damping valve device body of an embodiment of the present utility model. Detailed Embodiment

[0039] As Figures 1 to 4As shown in the figure, a dual-stage damping regulating valve device for an automotive shock absorber includes a regulating valve device body 10. The regulating valve device body 10 includes a valve tube 1 and a connecting portion 11 provided on one side of the valve tube 1 for connecting with the cylinder block of the shock absorber hydraulic cylinder. At the connecting portion 11, a first opening 111 and a second opening 112 are oppositely provided and communicated with the inside of the valve tube 1. Two regulating valve assemblies are oppositely provided in the valve tube 1. A separating seat 2 fixedly connected to the valve tube 1 is provided between the regulating valve assemblies. The separating seat 2 divides the valve tube 1 into two damping chambers I respectively communicated with the first opening 111 and the second opening 112. The separating seat 2 is provided with a first damping channel 21 and a second damping channel 22 penetrating through. The regulating valve assemblies are respectively arranged in the corresponding damping chambers I and are mutually conducted through the first damping channel 21 and the second damping channel 22. Each regulating valve assembly includes a damping valve device body. The damping valve device body includes a moving iron core 3, a pre-stage valve 4 and a main-stage valve 5. A moving iron core actuating assembly 6 for controlling the front and rear positions of the moving iron core 3 is provided at the position of the valve tube 1 corresponding to the moving iron core 3. The main-stage valve 5 includes a main valve housing 51, a main valve core 52 arranged in the main valve housing 51 and a valve ring seat 53 fixedly connected to the separating seat 2. The main valve housing 51, the valve ring seat 53 and the pre-stage valve 4 cooperate to form a main-stage chamber II. A passive flow passage 511 communicated with the damping chamber I is provided on one side of the main valve housing 51. A main-stage valve pressure assembly for applying a closing pressure on the main valve core 52 is provided at the main valve housing 51. A passive flow opening 512 for conducting or closing the main-stage chamber II and the passive flow passage 511 is provided between the main valve core 52 and the valve ring seat 53. The pre-stage valve 4 is fixedly connected to the main-stage valve 5, and an active flow passage 41 communicated with the damping chamber I is provided at one end of the pre-stage valve 4. One end of the moving iron core 3 penetrates into the pre-stage valve 4 and cooperates with the active flow passage 41 to form a pre-stage valve orifice 411. The moving iron core actuating assembly 6 drives the moving iron core 3 to axially move in the pre-stage valve 4, thereby opening or closing the pre-stage valve orifice 411 and controlling the conduction or closing of the main-stage chamber II and the active flow passage 41. One end of the first damping channel 21 is communicated with the damping chamber I outside the regulating valve assembly above the separating seat 2, and the other end is communicated with the main-stage chamber II inside the regulating valve assembly below the separating seat 2. One end of the second damping channel 22 is communicated with the damping chamber I outside the regulating valve assembly below the separating seat 2, and the other end is communicated with the main-stage chamber II inside the regulating valve assembly above the separating seat 2. A first damping flow passage 531 or a second damping flow passage 532 communicated with the first damping channel 21 or the second damping channel 22 is correspondingly provided on the valve ring seat 53. A valve ring damping regulating assembly 54 covering the surface of the first damping flow passage 531 or the second damping flow passage 532 is provided on the valve ring seat 53.

[0040] As Figures 2 - 4As shown, the valve ring damping adjustment assembly 54 includes a valve stem 541 inserted through the valve ring seat 53, a damping valve disc group 542 sleeved on the outer peripheral surface of the valve stem 541, and an adjustment nut 543 threadedly connected to the end of the valve stem 541. One end of the valve stem 541 passes through the valve ring seat 53 and is sleeved with the damping valve disc group 542, and after the end is connected to the adjustment nut 543, the damping valve disc group 542 is pressed against the surface of the first damping flow channel 531 or the second damping flow channel 532. By rotating the adjustment nut 543, the preload closing pressure of the damping valve disc group 542 can be controlled, and the damping pressure threshold of the one-way flow channel formed by the first damping flow channel 531 or the second damping flow channel 532 can be conveniently adjusted. Correspondingly, a valve ring sealing ring 533 for hermetically connecting with the partition seat 2 to avoid leakage is provided on the outer peripheral surface of the valve ring seat 53.

[0041] As Figures 1 - 4 shown, the main-stage valve pressure assembly includes a main valve spring 55 and a main valve disc group 56 disposed in the main valve housing cover 51. On the side of the main valve core 52 facing the valve ring seat 53, there is a main valve diameter-expanded portion 521 extending outward. One end of the main valve diameter-expanded portion 521 abuts against the main valve disc group 56, and the other end cooperates with the surface of the valve ring seat 53 to form a passive flow opening 512. One end of the main valve spring 55 abuts against the main valve housing cover 51, and the other end abuts against the main valve disc group 56, thereby driving the main valve core 52 to move toward the valve ring seat 53 to close the passive flow opening 512 under normal conditions.

[0042] As Figure 1 、 Figure 4As shown, the moving iron core actuating assembly 6 includes a valve armature 61 connected to the moving iron core 3, a magnetic isolation sleeve 62 disposed on the outer peripheral surface of the valve armature 61, an electromagnetic coil 63 for actuating the valve armature 61, a compression spring 64 and a restoring spring 65. The electromagnetic coil 63 drives the valve armature 61 to axially lift and lower within the magnetic isolation sleeve 62. One end of the moving iron core 3 is tightly fitted and installed on the valve armature 61, and the other end extends out of the magnetic isolation sleeve 62 and then penetrates into the pre-stage valve 4. The valve armature 61 is held in a pre-defined initial position by the compression spring 64 and the restoring spring 65 with opposite effects. Preferably, the pre-tightening force of the compression spring is greater than that of the restoring spring to ensure that the valve orifice of the pre-stage valve is forced to close when powered off. Furthermore, it is configured that when the moving iron core actuating assembly 6 is powered off, the valve orifice 411 of the pre-stage valve closes, and when the moving iron core actuating assembly 6 is powered on, the valve orifice 411 of the pre-stage valve opens. For the convenience of assembling the moving iron core actuating assembly 6 and the stable guiding of the moving iron core 3, a guide sleeve 66 is provided on one side of the magnetic isolation sleeve 62 corresponding to the valve armature 61. One end of the moving iron core 3 is inserted into the guide sleeve 66 and is slidably connected to the guide sleeve 66. A locking nut 67 threadedly connected to the magnetic isolation sleeve 62 is provided at the end of the guide sleeve 66 away from the valve armature 61. The locking nut 67 is used to conveniently install the moving iron core actuating assembly 6 into the magnetic isolation sleeve 62. The guide sleeve 66 and the magnetic isolation sleeve 62 cooperate to form a moving iron activity chamber III for the valve armature 61 to axially lift and lower therein. The compression spring 64 is disposed between the guide sleeve 66 and the valve armature 61, and the restoring spring 65 is disposed between the end of the moving iron core and the main-stage valve 5. A moving iron seal ring 68 is provided at the end of the guide sleeve 66 facing the valve armature 61. An outer seal ring locking seat 69 connected to the guide sleeve 66 is provided outside the moving iron seal ring 68 to fix the moving iron seal ring 68. A central oil passage 31 communicating with the moving iron activity chamber III and the main-stage chamber II is provided through the moving iron core 3, so that when the moving iron core 3 moves, the damping oil can flow more smoothly between the moving iron activity chamber III and the main-stage chamber II, avoiding the movement of the moving iron core 3 being blocked. At the same time, by providing the moving iron seal ring 68, the leakage of the damping oil from the moving iron activity chamber III is avoided.

[0043] As Figures 1 - 4As shown in the figure, the front-stage valve port 411 includes an oil passage groove 32 provided on the outer surface of one end of the moving iron core 3 and a main flow opening 42 for the oil passage groove 32 to enter or disengage. The cross-section of the oil passage groove 32 is smaller than that of the moving iron core 3. The oil passage groove 32 is arranged around the outer peripheral surface of the moving iron core 3. When the front-stage valve port 411 is opened, the main flow passage 41 enters the main flow opening 42 through the oil passage groove 32 and is in communication with the main-stage cavity II. One end of the front-stage valve 4 corresponding to the magnetic isolation sleeve 52 is provided with a front-stage flow seat 43 that abuts and limits against the main valve housing cover 51. The main flow passage 41 is provided on the front-stage flow seat 43. One end of the front-stage valve 4 corresponding to the main valve core 52 is provided with a spring seat 44 that is tightly fitted and installed with the front-stage valve 4. The spring seat 44 is provided with several oil holes 441 that are in communication with the main-stage cavity II. One end of the restoring spring 65 abuts against the moving iron core 3, and the other end abuts against the spring seat 44. The main valve core 52 is provided with a central through hole 522 that is in communication with the oil holes 441. The outer peripheral surface of the front-stage valve 4 is provided with a front-stage sealing ring 45 that abuts and seals against the main valve housing cover 51.

[0044] As Figure 2As shown, after the double-stage damping regulating valve device is installed on the cylinder block of the shock absorber hydraulic cylinder, the first opening 111 communicates with the upper chamber of the piston in the shock absorber hydraulic cylinder, and the second opening 112 communicates with the lower chamber of the piston. At this time, when the shock absorber is compressed, the damping oil in the lower chamber of the piston in the cylinder will enter the damping chamber I below the separating seat 2 through the second opening 112. At this time, the moving iron core actuator assembly 6 at the regulating valve assembly below the separating seat 2 does not work, making the front-stage valve orifice 411 in the closed state. The damping chamber I can only enter the first damping flow channel 531 of the regulating valve assembly above the separating seat 2 through the second damping channel 22. At this time, the first damping flow channel 531 of the regulating valve assembly 531 is blocked by the damping valve plate group 542, blocking the damping oil from passing through to form the first-stage damping pressure regulation threshold. Then, as the pressure in the lower damping chamber I increases, the pressure in the first damping flow channel 531 will exceed the threshold of the regulating valve assembly 531, and then open the first damping flow channel 531 to enter the main-stage chamber II of the regulating valve assembly above. At this time, the moving iron core actuator assembly 6 at the upper regulating valve assembly does not work, making the front-stage valve orifice 411 in the closed state, and the passive flow opening 512 is also closed due to the preloading force of the main-stage valve pressure assembly to form the second-stage damping pressure regulation threshold. Then, as the pressure in the lower damping chamber I continues to increase, the pressure in the main-stage chamber II of the upper regulating valve assembly will exceed the threshold of the main-stage valve pressure assembly, and then push the main valve core 52 away from the valve ring seat 53, opening the passive flow opening 512, so that the damping oil can pass through the passive flow opening 512, pass through the passive flow channel 511, enter the upper damping chamber I, and then flow into the upper chamber of the piston of the shock absorber hydraulic cylinder through the first opening 111, realizing passive multi-stage damping vibration reduction control. When the damping oil fluctuates too much and the flow rate needs to be increased again, only the upper moving iron core actuator assembly 6 needs to be energized. The moving iron core 3 overcomes the elastic force of the restoring spring 65 and drives the oil passing groove 32 to move downward. Then, the damping oil in the upper main-stage chamber II can pass through the central through hole 522 and the oil passing hole 441, enter the active flow channel 41 through the front-stage valve orifice 411 formed between the active flow opening 42 and the oil passing groove 32, then enter the upper damping chamber I through the active flow channel 41, and then flow into the upper chamber of the piston of the shock absorber hydraulic cylinder through the first opening 111. By controlling the current flow of the moving iron core actuator assembly 6, the opening size of the front-stage valve orifice 411 is adjusted, and the flow rate of the front-stage valve orifice 411 is actively controlled to realize actively adjustable multi-stage damping vibration reduction control. In the whole process, the main-stage valve 5 responds to the basic oil pressure preferentially, and the front-stage valve 4 preferably intervenes when the oil pressure fluctuation exceeds the adjustment range of the main-stage valve 5 to realize hierarchical control.

[0045] As Figure 3As shown, after the double-stage damping regulating valve device is installed on the shock absorber hydraulic cylinder block, the first opening 111 communicates with the upper chamber of the piston in the shock absorber hydraulic cylinder block, and the second opening 112 communicates with the lower chamber of the piston. At this time, when the shock absorber rebounds, the damping oil in the upper chamber of the piston in the cylinder block will enter the damping chamber I above the separating seat 2 through the first opening 111. At this time, the moving iron core actuator assembly 6 at the regulating valve assembly above the separating seat 2 does not work, causing the front-stage valve orifice 411 to be in a closed state. The damping chamber I can only enter the second damping flow channel 532 of the regulating valve assembly below the separating seat 2 through the first damping channel 21. At this time, the second damping flow channel 532 of the regulating valve assembly 531 is blocked by the damping valve plate group 542, blocking the damping oil from passing through to form the first-stage damping pressure regulation threshold. Then, as the pressure in the upper damping chamber I increases, the pressure in the second damping flow channel 532 will exceed the threshold of the regulating valve assembly 531, and then the second damping flow channel 532 will be opened to enter the main chamber II of the regulating valve assembly below. At this time, the moving iron core actuator assembly 6 at the regulating valve assembly below does not work, causing the front-stage valve orifice 411 to be in a closed state, and the passive flow opening 512 is also closed due to the preloading force of the main-stage valve pressure assembly to form the second-stage damping pressure regulation threshold. Then, as the pressure in the upper damping chamber I continues to increase, the pressure in the main chamber II of the regulating valve assembly below will exceed the threshold of the main-stage valve pressure assembly, and then the main spool 52 will be pushed away from the valve ring seat 53, opening the passive flow opening 512, enabling the damping oil to pass through the passive flow opening 512, pass through the passive flow channel 511, enter the lower damping chamber I, and then flow into the lower chamber of the piston of the shock absorber hydraulic cylinder block through the second opening 112, realizing passive multi-stage damping vibration reduction control. When the damping oil fluctuates too much and the flow rate needs to be increased again, only the lower moving iron core actuator assembly 6 needs to be energized. The moving iron core 3 overcomes the elastic force of the return spring 65 and drives the oil passing groove 32 to move upward. Then, the damping oil in the lower main chamber II can pass through the central through hole 522 and the oil passing hole 441, enter the active flow channel 41 through the front-stage valve orifice 411 formed between the active flow opening 42 and the oil passing groove 32, then enter the lower damping chamber I through the active flow channel 41, and then flow into the lower chamber of the piston of the shock absorber hydraulic cylinder block through the second opening 112. By controlling the current amount of the moving iron core actuator assembly 6, the opening size of the front-stage valve orifice 411 is adjusted, and the flow rate of the front-stage valve orifice 411 is actively controlled to realize actively multi-stage adjustable damping vibration reduction control.

Claims

1. A two-stage damping regulating valve device for an automobile shock absorber, comprising a regulating valve device body, the regulating valve device body comprising a valve pipe, a connecting portion arranged on one side of the valve pipe for connecting to a hydraulic cylinder body of a shock absorber, the connecting portion being provided with a first opening and a second opening which are oppositely arranged and communicated with the inside of the valve pipe, two regulating valve assemblies being arranged in the valve pipe, a separating seat connected to the valve pipe being provided between the regulating valve assemblies, the separating seat separating the valve pipe into two damping chambers which are respectively communicated with the first opening and the second opening, the separating seat being provided with a first damping channel and a second damping channel which are arranged through the separating seat, the regulating valve assemblies being respectively arranged in corresponding damping chambers and communicated with each other through the first and second damping channels, characterized in that: The regulating valve components all include a damping valve device body, and the damping valve device body includes a moving iron core, a front-stage valve and a main-stage valve. The valve tube is provided with a moving iron core actuator component for controlling the front and rear positions of the moving iron core at the position corresponding to the moving iron core. The main-stage valve includes a main valve housing, a main valve core arranged in the main valve housing, and a valve ring seat connected to the partition seat. The main valve housing and the valve ring seat cooperate to form a main-stage cavity. A passive flow channel connected to the damping cavity is opened on one side of the main valve housing. A main-stage valve pressure component for applying closing pressure on the main valve core is provided at the main valve housing. A valve is provided between the main valve core and the valve ring seat to make the main-stage cavity and the passive flow channel open or closed. The front-stage valve is fixedly connected to the main-stage valve, and one end is provided with an active circulation channel connected to the damping chamber. One end of the moving iron core penetrates into the front-stage valve and cooperates with the active circulation channel to form a front-stage valve port. The moving iron core actuator drives the moving iron core to move axially in the front-stage valve, thereby opening or closing the front-stage valve port and controlling the connection or closure of the main-stage chamber and the active circulation channel. One end of the first damping channel is connected to the damping chamber above the partition seat, and the other end is connected to the main-stage chamber below the partition seat. One end of the second damping channel is connected to the damping chamber below the partition seat, and the other end is connected to the main-stage chamber above the partition seat.

2. A two-stage damping regulating valve device for an automobile shock absorber according to claim 1, characterized in that: The valve port of the front stage valve includes an oil groove arranged on the outer surface of one end of the moving iron core and an active flow opening for the oil groove to enter or leave. The cross section of the oil groove is smaller than the cross section of the moving iron core.

3. A two-stage damping regulating valve device for an automobile shock absorber according to claim 2, characterized in that: The oil passage groove is arranged around the outer peripheral surface of the moving iron core, and when the valve port of the front-stage valve is opened, the active circulation channel enters the active circulation opening through the oil passage groove.

4. A two-stage damping regulating valve device for an automobile shock absorber according to any one of claims 1 to 3, characterized in that: The moving iron core actuator assembly includes a valve armature connected to the moving iron core, a magnetic isolation sleeve arranged on the outer circumference of the valve armature, and an electromagnetic coil for actuating the valve armature. The electromagnetic coil drives the valve armature to move axially up and down in the magnetic isolation sleeve. One end of the moving iron core is tightly mounted on the valve armature, and the other end extends out of the magnetic isolation sleeve and then penetrates into the front-stage valve.

5. A two-stage damping regulating valve device for an automobile shock absorber according to claim 4, characterized in that: The moving iron core actuator assembly also includes a compression spring and a return spring. The valve armature is maintained in a predefined initial position by the compression spring and the return spring acting in opposite directions, and is further configured so that when the moving iron core actuator assembly is powered off, the valve port of the front stage valve is closed, and when the moving iron core actuator assembly is powered on, the valve port of the front stage valve is opened.

6. A two-stage damping regulating valve device for an automobile shock absorber according to claim 5, characterized in that: The magnetic isolation sleeve is provided with a guide sleeve corresponding to the valve armature, one end of the moving iron core is inserted into the guide sleeve and is slidably connected with the guide sleeve, the end of the guide sleeve away from the valve armature is provided with a locking nut threadedly connected with the magnetic isolation sleeve, the guide sleeve and the magnetic isolation sleeve cooperate to form a moving iron active cavity for the valve armature to axially rise and fall, the compression spring is arranged between the guide sleeve and the valve armature, and the restoring spring is arranged between the end of the moving iron core and the main valve.

7. A two-stage damping regulating valve device for an automobile shock absorber according to claim 6, characterized in that: A movable iron sealing ring is arranged at one end of the guide sleeve facing the valve armature, a sealing ring locking seat connected to the guide sleeve is arranged outside the movable iron sealing ring, and a movable iron sealing ring is arranged on the outer peripheral surface of the movable iron sealing ring for sealing against the main valve housing.

8. The dual-stage damping regulating valve device of a vehicle shock absorber according to claim 5, characterized in that: One end of the front-stage valve corresponding to the magnetic isolation sleeve is provided with a front-stage flow seat which is limited by the main valve shell cover, and the active flow channel is arranged on the front-stage flow seat. One end of the front-stage valve corresponding to the main valve core is provided with a spring seat which is tightly installed with the front-stage valve, and the spring seat is provided with a plurality of oil holes which are communicated with the main-stage cavity. One end of the restoring spring is against the moving iron core, and the other end is against the spring seat. The main valve core is provided with a central through hole which is communicated with the oil hole.

9. A two-stage damping regulating valve device for an automobile shock absorber according to any one of claims 1 to 3, characterized in that: The main stage valve pressure assembly includes a main valve spring and a main valve plate group arranged in a main valve housing cover. A main valve expansion portion extending outward is provided on the side of the main valve core facing the valve ring seat. One end of the main valve expansion portion abuts against the main valve plate group, and the other end cooperates with the surface of the valve ring seat to form the passive flow opening. One end of the main valve spring abuts against the main valve housing cover, and the other end abuts against the main valve plate group, thereby driving the main valve core to move toward the valve ring seat to close the passive flow opening.

10. A two-stage damping regulating valve device for an automobile shock absorber according to any one of claims 1 to 3, characterized in that: The valve ring seat is correspondingly provided with a first damping flow channel or a second damping flow channel connected to the first damping flow channel or the second damping flow channel, and the valve ring seat upper cover is provided with a valve ring damping adjustment component connected to the surface of the first damping flow channel or the second damping flow channel. The valve ring damping adjustment component includes a valve stem inserted into the valve ring seat, a damping valve plate group sleeved on the outer circumference of the valve stem, and an adjustment nut threadedly connected to the end of the valve stem. After one end of the valve stem passes through the valve ring seat, the damping valve plate group is sleeved thereon, and the end is connected to the adjusting nut to press the damping valve plate group onto the surface of the first damping flow channel or the second damping flow channel.

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