Double-electromagnetic-valve type semi-active hydraulic shock absorber

Abstract

The utility model provides a double electromagnetic valve type semi-active hydraulic shock absorber which comprises a shock absorber outer cylinder, a connecting rod, a piston valve assembly, an internal electromagnetic valve and an external electromagnetic valve, a middle cavity is arranged outside the shock absorber outer cylinder, the piston valve assembly is installed in the shock absorber outer cylinder, one end of the connecting rod is connected with the piston valve assembly, and the other end of the connecting rod is connected with the internal electromagnetic valve. The other end part of the connecting rod penetrates out of the shock absorber outer cylinder; the built-in electromagnetic valve is installed on the connecting rod, and restoring force control of the double-electromagnetic-valve type semi-active hydraulic shock absorber is achieved through current adjustment of the built-in electromagnetic valve. The external electromagnetic valve is installed on the middle cavity, and the compression force control of the double-electromagnetic-valve type active hydraulic shock absorber is achieved through current adjustment of the external electromagnetic valve. According to the shock absorber, independent damping control over the stretching stroke and the compression stroke of the shock absorber can be achieved, better comfort and excellent control experience are provided for passengers in a vehicle, higher flexibility is achieved in the aspect of arrangement, the technology is simple and convenient, and the structural reliability is improved.

Description

Technical Field

[0001] The utility model relates to the field of automotive suspension shock absorbers, and particularly to a dual-solenoid valve semi-active hydraulic shock absorber. Background Art

[0002] In the prior art, automotive suspension shock absorbers are generally divided into electronically controlled and non-electronically controlled types. The electronically controlled types are further divided into active and semi-active types, and the non-electronically controlled types are further divided into non-variable damping and variable damping types. Due to considerations such as application scenarios and costs, passive shock absorbers with non-adjustable damping in non-electronically controlled shock absorbers are the most widely used.

[0003] In non-electronically controlled variable damping shock absorbers, mechanical damping adjustable shock absorbers are commonly used in the modification and racing fields. In adaptive variable damping shock absorbers, the damping force can be adaptively changed at a relatively low cost. High damping force is generated under low-frequency excitation to improve driving safety, and low damping force is generated under high-frequency excitation to improve ride comfort, so they have a relatively wide range of applications.

[0004] With the increasing requirements of the automotive industry for the functions and performance of suspensions, the rhythm and intensity of tuning work are also increasing. The non-electronically controlled variable damping technology has begun to show its limitations, and the flexibility, response speed, variable range, etc. of the variable damping characteristics of shock absorbers need to be further upgraded.

[0005] Therefore, electronically controlled shock absorbers have been increasingly used since 2020. Among them, semi-active shock absorbers have gradually penetrated into models priced at 150,000 - 200,000 yuan, represented by single-solenoid valve continuously variable damping (CDC) shock absorbers.

[0006] Currently, the product structures in the prior art have the following many defects:

[0007] First, for non-electronically controlled shock absorbers, even if the damping is variable, it is only through the design of a special valve system to make the shock absorber achieve variable damping force during the compression or rebound stroke. Its "adjustability" is achieved through the structural adjustment of the valve system and is only variable within a certain damping force range. For example, in a frequency adaptive variable damping shock absorber, a high damping force is generated under low-frequency excitation through an FSD valve, and a low damping force is generated under high-frequency excitation.

[0008] Second, for single-solenoid valve CDC shock absorbers, limited by the small solenoid valve adjustment current, generally not exceeding 2A, the continuously adjustable range of the damping force is limited.

[0009] Third, dual-external solenoid valve CDC shock absorbers can achieve independent adjustment of the rebound and compression strokes.

[0010] However, the external dual solenoid valves have the following deficiencies:

[0011] 1. The external double solenoid valves are limited to varying degrees by the envelope space of the suspension system.

[0012] 2. When the solenoid valves work, noise may be generated. Having one more external solenoid valve is equivalent to having one more potential noise source.

[0013] 3. The structure of the shock absorber cylinder is more complex compared to that of a single solenoid valve shock absorber, and the requirements for the reliability of mechanical parts are increased.

[0014] In view of this, the utility model applicant of the present application has designed a double solenoid valve type semi - active hydraulic shock absorber in order to overcome the above - mentioned technical problems. Utility Model Content

[0015] The technical problem to be solved by the present utility model is to provide a double solenoid valve type semi - active hydraulic shock absorber in order to overcome the defects of the existing external double solenoid valve structure, such as complex structure, high noise, and low reliability.

[0016] The present utility model solves the above - mentioned technical problems through the following technical solutions:

[0017] A double solenoid valve type semi - active hydraulic shock absorber, characterized in that the double solenoid valve type semi - active hydraulic shock absorber includes a shock absorber outer cylinder, a connecting rod, a piston valve assembly, an internal solenoid valve, and an external solenoid valve. An intermediate cavity is provided outside the shock absorber outer cylinder. The piston valve assembly is installed inside the shock absorber outer cylinder. One end of the connecting rod is connected to the piston valve assembly, and the other end passes outwards from the shock absorber outer cylinder;

[0018] The internal solenoid valve is installed on the connecting rod, and the recovery force control of the double solenoid valve type semi - active hydraulic shock absorber is achieved by adjusting the current passing through the internal solenoid valve;

[0019] The external solenoid valve is installed on the intermediate cavity, and the compression force control of the double solenoid valve type active hydraulic shock absorber is achieved by adjusting the current passing through the external solenoid valve.

[0020] According to an embodiment of the present utility model, the intermediate cavity is a compression cavity.

[0021] According to an embodiment of the present utility model, the double solenoid valve type semi - active hydraulic shock absorber further includes a bottom valve assembly, and the bottom valve assembly is installed inside the shock absorber outer cylinder and is located below the piston valve assembly.

[0022] According to an embodiment of the present utility model, a first through - hole and a second through - hole are provided on the bottom valve assembly. A compression valve is installed at the first through - hole on the bottom end surface of the bottom valve assembly, and a compensation valve is installed at the second through - hole on the upper end surface of the bottom valve assembly.

[0023] According to an embodiment of the present utility model, a third through-hole and a fourth through-hole are formed in the piston valve assembly. A flow valve is installed at the third through-hole on the upper end surface of the piston valve assembly, and a restoration valve is installed at the fourth through-hole on the bottom end surface of the piston valve assembly.

[0024] According to an embodiment of the present utility model, a piston upper chamber is formed between the upper part of the piston valve assembly and the shock absorber outer cylinder, and a piston lower chamber is formed between the lower part of the piston valve assembly and the shock absorber outer cylinder.

[0025] According to an embodiment of the present utility model, an oil storage chamber is formed between the lower part of the bottom valve assembly and the shock absorber outer cylinder.

[0026] The positive and progressive effects of the present utility model are as follows:

[0027] The double-solenoid valve type semi-active hydraulic shock absorber of the present utility model has the following many advantages:

[0028] First, independent damping control of the shock absorber during the stretching and compression strokes can be achieved, providing a better sense of comfort and an excellent handling experience for vehicle occupants.

[0029] Second, compared with the double-external solenoid valve type shock absorber, the semi-active hydraulic shock absorber has higher flexibility in layout, and can be directly modified on the basis of a mature double-tube shock absorber, with a simple process and improved structural reliability. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The above-mentioned and other features, properties, and advantages of the present utility model will become more obvious through the following description in conjunction with the drawings and embodiments. The same reference numerals in the drawings always represent the same features, where:

[0031] Figure 1 is a schematic structural diagram of the double-solenoid valve type semi-active hydraulic shock absorber of the present utility model.

[0032] Figure 2 is a schematic diagram of the restoration stroke principle of the double-solenoid valve type semi-active hydraulic shock absorber of the present utility model.

[0033] Figure 3 is a schematic diagram of the compression stroke principle of the double-solenoid valve type semi-active hydraulic shock absorber of the present utility model.

[0034] Figure 4 is a flow chart of the control method of the double-solenoid valve type semi-active hydraulic shock absorber of the present utility model. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0035] In order to make the above-mentioned objects, features, and advantages of the present utility model more obvious and understandable, the following detailed description of the specific embodiments of the present utility model is provided in conjunction with the drawings.

[0036] Embodiments of the present utility model will now be described in detail with reference to the accompanying drawings. Preferred embodiments of the present utility model will now be described in detail, which are illustrated in the accompanying drawings. Whenever possible, the same reference numerals will be used throughout the drawings to represent the same or similar parts.

[0037] In addition, although the terms used in the present utility model are selected from well-known and commonly used terms, some of the terms mentioned in the description of the present utility model may be selected by the applicant according to his or her judgment, and their detailed meanings are described in the relevant parts of the description herein.

[0038] In addition, it is required to understand the present utility model not only by the actual terms used, but also by the meaning implied by each term.

[0039] Figure 1 It is a structural schematic diagram of a double-solenoid valve type semi-active hydraulic shock absorber of the present utility model.

[0040] As Figure 1 shown, the present utility model discloses a double-solenoid valve type semi-active hydraulic shock absorber, which includes a shock absorber outer cylinder 10, a connecting rod 20, a piston valve assembly 30, an internal solenoid valve 40 and an external solenoid valve 50. An intermediate cavity 60 is provided outside the shock absorber outer cylinder 10. The piston valve assembly 30 is installed in the shock absorber outer cylinder 10. One end of the connecting rod 20 is connected to the piston valve assembly 30, and the other end passes out of the shock absorber outer cylinder 10. An installation lug 11 is also provided at the bottom of the shock absorber outer cylinder 10.

[0041] The internal solenoid valve 40 here is installed on the connecting rod 20 (for example, the internal solenoid valve 40 can be installed below the connecting rod 20 and assembled with the piston valve assembly 30), and the rebound force control of the double-solenoid valve type semi-active hydraulic shock absorber is realized by adjusting the current of the internal solenoid valve 40. That is to say, the rebound force control of the double-solenoid valve type semi-active hydraulic shock absorber is realized by adjusting the current of the internal solenoid valve 40 installed on the connecting rod 20.

[0042] The external solenoid valve 50 is installed on the intermediate cavity 60, and the compression force control of the double-solenoid valve type active hydraulic shock absorber is realized by adjusting the current of the external solenoid valve 50. That is to say, the compression force control of the double-solenoid valve type semi-active hydraulic shock absorber is realized by adjusting the current of the external solenoid valve 50 installed on the outer cylinder and connected to the intermediate cavity between the inner and outer cylinders of the shock absorber.

[0043] Preferably, the intermediate cavity 60 is set as a compression cavity.

[0044] Further, the double-solenoid semi-active hydraulic shock absorber further includes a bottom valve assembly 70, which is installed inside the shock absorber outer cylinder 10 and is located below the piston valve assembly 30.

[0045] A first through hole 71 and a second through hole 72 are provided on the bottom valve assembly 70. A compression valve 73 is installed at the first through hole 71 on the bottom end face of the bottom valve assembly 70, and a compensation valve 74 is installed at the second through hole 72 on the upper end face of the bottom valve assembly 70.

[0046] A third through hole 31 and a fourth through hole 32 are provided on the piston valve assembly 30. A flow valve 33 is installed at the third through hole 31 on the upper end face of the piston valve assembly 30, and a return valve 34 is installed at the fourth through hole 32 on the bottom end face of the piston valve assembly 30.

[0047] Through the above structural arrangement, a piston upper chamber 100 is formed between the upper part of the piston valve assembly 30 and the shock absorber outer cylinder 10, and a piston lower chamber 200 is formed between the lower part of the piston valve assembly 30 and the shock absorber outer cylinder 10. An oil storage chamber 300 is formed between the lower part of the bottom valve assembly 70 and the shock absorber outer cylinder 10.

[0048] As described in the above structure, for the double-solenoid semi-active hydraulic shock absorber of the present invention, an external solenoid valve 50 is arranged in the compression chamber (i.e., the hollow chamber 60), and an internal solenoid valve 40 is arranged on the connecting rod piston. Through the coordinated control of the internal solenoid valve and the external solenoid valve, the liquid has independent flow directions during the compression and stretching processes of the shock absorber, so that the compression force and the return force of the shock absorber are independently controllable and do not interfere with each other.

[0049] On the other hand, the shock absorber adopts a design of one internal and one external solenoid valve, which can achieve higher flexibility in layout. Especially when integrated with an air spring, etc., it can achieve a maximum stroke with the shortest overall length, and can also reduce the structural complexity of the shock absorber inner and outer cylinders, simplify the process, and improve the structural reliability.

[0050] Here, the "one internal and one external" solenoid valve design focuses on cost and overall layout. Usually, the cost of the internal solenoid valve is higher than that of the external solenoid valve. The traditional external double solenoid valves meet the requirements of the overall layout by adjusting the positions of the solenoid valves. However, different vehicle models have different layout methods, which will lead to too many product lines and affect the general assembly efficiency.

[0051] Another technical difficulty to be overcome is that two external solenoid valves can use the same model. From the control perspective, if the product consistency is high, the control is easier. However, the "one internal and one external" solenoid valve design means two different models of valves, which will increase the workload of control and calibration.

[0052] In addition, the shock absorber body of the double solenoid valve type semi-active hydraulic shock absorber can adopt a double-tube passive shock absorber, without the need for three sleeves as in the double external solenoid valve shock absorber to isolate the corresponding cavities.

[0053] Figure 2 This is the schematic diagram of the rebound stroke of the double solenoid valve type semi-active hydraulic shock absorber of the present invention.

[0054] As Figure 2 shown, the rebound stroke of the double solenoid valve type semi-active hydraulic shock absorber of the present invention is as follows: The connecting rod 20 drives the piston valve assembly 30 to move upward, the volume of the upper piston chamber 100 decreases, and the oil pressure increases. When the oil pressure increases to a certain value, the rebound valve 34 is opened, and the oil flows from the upper piston chamber 100 into the lower piston chamber 200 through the rebound valve 34.

[0055] While the piston valve assembly 30 moves upward and the pressure in the upper piston chamber 100 increases, the pressure in the lower piston chamber 200 decreases due to the increase in volume. The pressure difference between the lower piston chamber 200 and the oil storage chamber 300 continuously increases until the compensation valve 74 on the bottom valve assembly 70 is opened, and the oil flows from the oil storage chamber 300 into the lower piston chamber 200 through the compensation valve 74.

[0056] Under the operation and logic control of the electronic control ECU, a certain current is input to the built-in solenoid valve 40 to control the opening of the throttle hole in the built-in solenoid valve 40, so that a certain flow rate of oil flows through the throttle hole from the upper piston chamber 100 into the lower piston chamber 200 until the oil pressures in the upper piston chamber 100, the lower piston chamber 200, and the oil storage chamber 300 are balanced. During this process, the external solenoid valve 50 does not work, and the throttle hole inside it is closed.

[0057] Figure 3 This is the schematic diagram of the compression stroke of the double solenoid valve type semi-active hydraulic shock absorber of the present invention.

[0058] As Figure 3 shown, the compression stroke of the double solenoid valve type semi-active hydraulic shock absorber of the present invention is as follows: The connecting rod 20 drives the piston valve assembly 30 to move downward, the volume of the lower piston chamber 200 decreases, and the oil pressure increases. When the oil pressure increases to a certain value, the flow valve 33 is opened, and the oil flows from the lower piston chamber 200 into the upper piston chamber 100 through the flow valve 33.

[0059] While the piston valve assembly 30 moves downward and the pressure in the lower piston chamber 200 increases, the pressure difference between the lower piston chamber 200 and the oil storage chamber 300 continuously increases until the compression valve 73 on the bottom valve assembly 70 is also opened, and the oil flows from the lower piston chamber 200 into the oil storage chamber 300 through the compression valve 73.

[0060] Under the operation and logic control of the electronic control ECU, a certain current is input to the external solenoid valve 50 to control the opening degree of the throttle orifice in the external solenoid valve 50, so that a certain flow of oil flows from the intermediate chamber 60 through the throttle orifice of the external solenoid valve 50 into the oil storage chamber 300 until the oil pressures in the upper chamber 100 of the piston, the lower chamber 200 of the piston, and the oil storage chamber 300 are balanced. During this process, the internal solenoid valve 40 does not work and the throttle orifice inside it is closed.

[0061] Figure 4 It is a flowchart of the control method for the double-solenoid valve type semi-active hydraulic shock absorber of the present invention.

[0062] As Figure 4 shown, the present invention also provides a control method for a double-solenoid valve type semi-active hydraulic shock absorber, which adopts the double-solenoid valve type semi-active hydraulic shock absorber as described above, and the control method includes the following steps:

[0063] Step S1: Collect signals from the sensors.

[0064] Preferably, in the step S1, the sensors include a suspension displacement sensor, a vehicle body acceleration sensor, a steering wheel angle sensor, and a torque sensor.

[0065] In the step S1, it includes: reading the vehicle speed and wheel speed signals through the CAN bus, and these measured signals are used as the calculation inputs of the vehicle dynamics model in the controller.

[0066] Step S2: Observe and analyze the vehicle state.

[0067] Preferably, in the step S2, it includes: inputting the collected signals to a vehicle state observer (which is a vehicle dynamics model) to calculate vehicle dynamics parameters and analyze the current motion state of the vehicle.

[0068] Here, the vehicle dynamics parameters preferably include vehicle dynamics parameters such as vehicle body acceleration, yaw angular velocity, and vehicle body roll angle that cannot be directly measured, and make an accurate analysis of the current motion state of the vehicle.

[0069] Step S3: Judge whether the vehicle needs to be controlled; if so, first judge whether the shock absorber is in the rebound stroke or the compression stroke according to the dynamics parameters, and then enter step S4; if not, return to step S1.

[0070] Preferably, in the step S3, it includes: according to the current motion state of the vehicle, the controller judges whether it is necessary to control the shock absorber according to the preset threshold values of the vehicle dynamics parameters.

[0071] Here, the method for determining whether to control the shock absorber is as follows: comprehensively judge according to the height signal, vibration acceleration signal collected by the sensor, and the vibration dose value, body pitch angle, body roll angle, and yaw angular velocity calculated through the dynamic model. The specific indicators are defined according to different vehicle models and different performance requirements.

[0072] In addition, the method for determining whether the shock absorber is in the rebound stroke or the compression stroke is as follows: judge according to the height signal collected by the height sensor. When it is higher than the neutral position, it is in tension, and when it is lower than the neutral position, it is in compression.

[0073] Step S4: Calculate the control current that needs to be input to the corresponding built-in solenoid valve or external solenoid valve according to the preset control law (that is, the "skyhook damping" control law, which is the most mature for CDC shock absorber control), so as to control the opening degree of the throttle hole in the built-in solenoid valve or external solenoid valve.

[0074] Step S5: Apply the control current to the corresponding built-in solenoid valve or external solenoid valve. The ECU controller applies the control current to the solenoid valve through the wiring harness.

[0075] Step S6: Judge whether the control target is reached according to the vehicle state observation and analysis results; if the control target is reached, the control ends; if the control target is not reached, return to the above step S2.

[0076] Here, the method for determining whether the control target is reached is as follows: comprehensively judge according to the height signal, vibration acceleration signal collected by the sensor, and the vibration dose value, body pitch angle, body roll angle, and yaw angular velocity calculated through the dynamic model. The specific indicators are defined according to different vehicle models and different performance requirements.

[0077] In summary, the dual-solenoid semi-active hydraulic shock absorber of the present invention has the following many advantages:

[0078] First, it can realize independent damping control for the stretching and compression strokes of the shock absorber, providing a better comfort and excellent handling experience for the vehicle occupants.

[0079] Second, compared with the dual-external-solenoid shock absorber, the semi-active hydraulic shock absorber has higher flexibility in layout, and can be directly modified on the basis of a mature double-tube shock absorber, simplifying the process and improving the structural reliability.

[0080] For those skilled in the art, the above disclosure of the utility model is only an example and does not constitute a limitation to this application. Although not explicitly stated here, those skilled in the art may make various modifications, improvements, and corrections to this application. Such modifications, improvements, and corrections are proposed in this application, so such modifications, improvements, and corrections still fall within the spirit and scope of the exemplary implementation mode of this application.

[0081] Meanwhile, the present application uses specific terms to describe the embodiments of the present application. For example, "an embodiment", "one embodiment", and / or "some embodiments" mean a certain feature, structure, or characteristic related to at least one embodiment of the present application. Therefore, it should be emphasized and noted that the "one embodiment" or "an embodiment" or "an alternative embodiment" mentioned twice or more at different positions in this specification does not necessarily refer to the same embodiment. In addition, certain features, structures, or characteristics in one or more embodiments of the present application can be appropriately combined.

[0082] Similarly, it should be noted that, in order to simplify the description of the present application and thus help the understanding of one or more embodiments of the utility model, in the previous description of the embodiments of the present application, sometimes multiple features are grouped into one embodiment, drawing, or description thereof. However, this disclosure method does not mean that the features required by the subject matter of the present application are more than those mentioned in the claims. In fact, the features of the embodiments are less than all the features of the individual embodiments disclosed above.

[0083] Although the specific embodiments of the present utility model have been described above, those skilled in the art should understand that these are only examples, and the protection scope of the present utility model is defined by the appended claims. Without departing from the principle and essence of the present utility model, those skilled in the art can make various changes or modifications to these embodiments, but these changes and modifications all fall within the protection scope of the present utility model.

Claims

1. A dual solenoid valve type semi-active hydraulic shock absorber, characterized in that: The dual-solenoid valve type semi-active hydraulic shock absorber comprises a shock absorber outer cylinder, a connecting rod, a piston valve assembly, a built-in solenoid valve and an external solenoid valve, an intermediate cavity is arranged outside the shock absorber outer cylinder, the piston valve assembly is installed in the shock absorber outer cylinder, one end of the connecting rod is connected to the piston valve assembly, and the other end passes out of the shock absorber outer cylinder; The built-in solenoid valve is installed on the connecting rod, and the restoring force control of the dual-solenoid valve type semi-active hydraulic shock absorber is realized by current regulation of the built-in solenoid valve; The external solenoid valve is installed on the intermediate cavity, and the compression force control of the dual-solenoid valve type active hydraulic shock absorber is achieved through current regulation of the external solenoid valve.

2. The dual solenoid valve type semi-active hydraulic shock absorber according to claim 1, characterized in that: The middle chamber is a compression chamber.

3. The dual solenoid valve type semi-active hydraulic shock absorber according to claim 1, characterized in that: The dual-solenoid valve type semi-active hydraulic shock absorber also includes a bottom valve assembly, which is installed in the outer cylinder of the shock absorber and is located below the piston valve assembly.

4. The dual solenoid valve type semi-active hydraulic shock absorber according to claim 3, characterized in that: The bottom valve assembly is provided with a first through hole and a second through hole. A compression valve is installed at the first through hole on the bottom end surface of the bottom valve assembly, and a compensation valve is installed at the second through hole on the upper end surface of the bottom valve assembly.

5. The dual solenoid valve type semi-active hydraulic shock absorber according to claim 1, characterized in that: The piston valve assembly is provided with a third through hole and a fourth through hole. A flow valve is installed at the third through hole on the upper end surface of the piston valve assembly, and a recovery valve is installed at the fourth through hole on the bottom end surface of the piston valve assembly.

6. The dual solenoid valve type semi-active hydraulic shock absorber according to claim 3, characterized in that: An upper piston chamber is formed between the upper part of the piston valve assembly and the outer cylinder of the shock absorber, and a lower piston chamber is formed between the lower part of the piston valve assembly and the outer cylinder of the shock absorber.

7. The dual solenoid valve type semi-active hydraulic shock absorber according to claim 6, characterized in that: An oil storage chamber is formed between the lower part of the bottom valve assembly and the outer cylinder of the shock absorber.

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