Solenoid valve shock absorber

Abstract

The utility model relates to the technical field of automobile suspensions, and discloses an electromagnetic valve shock absorber which comprises a connector, a wire, a piston rod assembly, an oil seal, a guide seat assembly, a built-in electromagnetic valve assembly, an oil storage cylinder, a working cylinder, a compression valve and a bottom cover. A waterproof plug is arranged on the upper portion of the connector assembly, and the wire penetrates through the waterproof plug to seal the interior of the connector assembly. According to the electromagnetic valve shock absorber, the damping force of the shock absorber can be actively controlled through current, an automobile is kept to run stably, the internal integration degree of the built-in electromagnetic valve shock absorber is high, and the appearance is simpler and more attractive; the built-in electromagnetic valve shock absorber is high in reliability; and the built-in electromagnetic valve shock absorber is wide in adjustable range.

Description

Technical Field

[0001] The utility model relates to the technical field of automotive suspensions, and specifically relates to a solenoid valve shock absorber. Background Technique

[0002] Automobile shock absorbers are widely used vibration dampers in automobiles.

[0003] The use of shock absorbers on automobile suspensions requires the cooperation of solenoid valves. In a shock absorber, the solenoid valve is used to control the inflow and outflow of oil and gas, thereby adjusting the damping force of the shock absorber to control and reduce vehicle body vibration.

[0004] The existing patent discloses a controllable shock absorber for a motor vehicle chassis. The valve body consists of a slidable valve plate and a valve seat, and the pilot control pressure of the valve plate can be controlled by a magnet actuator. During the compression stage and the rebound stage, the pilot control pressure is set by means of the valve body. During normal operation, the pilot valve controls the overflow path of the valve body to limit the flow rate of the hydraulic fluid to control the damping force. An overflow valve with a softer characteristic is arranged in the overflow path. When the magnet actuator fails, the pilot valve loses active control of the hydraulic fluid, and the fluid is conducted through another overflow path. A fail-safe valve with a harder characteristic is arranged in the overflow path, and the emergency operation performance is set through this fail-safe valve.

[0005] The existing technology has the following deficiencies: 1. Currently, the total length of the solenoid valve of similar products is too long (about 110 mm), occupying space and affecting the stroke of the shock absorber; 2. Currently, the valve body structure of the solenoid valve of similar products is complex and heavier; 3. Currently, the parts of similar products are difficult to process and have a high cost.

[0006] It can be seen that a solenoid valve shock absorber is needed to solve the problems mentioned in the above background technique: 1. Currently, the total length of the solenoid valve of similar products is too long (about 110 mm), occupying space and affecting the stroke of the shock absorber; 2. Currently, the valve body structure of the solenoid valve of similar products is complex and heavier; 3. Currently, the parts of similar products are difficult to process and have a high cost. Content of the Utility Model

[0007] The purpose of the utility model is to provide a solenoid valve shock absorber to solve the problems mentioned in the above background technique: 1. Currently, the total length of the solenoid valve of similar products is too long (about 110 mm), occupying space and affecting the stroke of the shock absorber; 2. Currently, the valve body structure of the solenoid valve of similar products is complex and heavier; 3. Currently, the parts of similar products are difficult to process and have a high cost.

[0008] To solve the above technical problems, the present utility model provides the following technical solution: A solenoid valve shock absorber, comprising a connector, a wire, a piston rod assembly, an oil seal, a guide seat assembly, an internal solenoid valve assembly, a storage oil cylinder, a working cylinder, a compression valve, and a bottom cover. One end of the connector is connected to an automobile, and the other end is connected to the internal solenoid valve assembly through the wire passing through the piston rod assembly to supply power to the solenoid valve. A waterproof plug is provided on the upper part of the piston rod assembly, and the wire passes through the waterproof plug to seal the interior.

[0009] The piston rod assembly includes a joint assembly, a hollow piston rod, and a solenoid valve sleeve; the internal solenoid valve assembly includes an electromagnet, a pilot valve assembly, and a return valve assembly.

[0010] The guide seat assembly is composed of a guide seat, a sealing ring, and a bushing. The sealing ring is made of polytetrafluoroethylene material, ensuring that the oil fluid will not leak from the guide seat assembly under high pressure of the internal solenoid valve assembly, preventing the connection between the inner and outer cavities and causing the shock absorber to fail.

[0011] The storage oil cylinder is sealed with hydraulic fluid and compressed gas. The piston rod assembly drives the internal solenoid valve assembly axially along the axis of the cylinder barrel in the working cylinder in parallel with the axis. A piston is connected below the piston rod assembly. The piston divides the working cylinder into an upper working chamber and a lower working chamber. There are multiple piston flow holes on the piston for guiding the hydraulic fluid to flow between the upper working chamber and the lower working chamber. On both sides of the piston flow holes, there are valve components for adjusting the damping force of the shock absorber in the actuation direction. Each valve component has a valve seat, a sealing valve plate, a spring plate, a valve plate, a multi-groove valve plate, an adjusting washer, and a slotted valve plate. The entire valve component is a one-way valve. There are several valve seat small holes distributed circumferentially at the bottom of the valve seat, and there are two internal valve seat annular bands inside. The spring plate contacts the valve plate, and a support foot is connected to one side of the spring plate. The sealing valve plate is composed of a metal skeleton and a rubber sealing annular band. The sealing annular band cooperates with the valve seat to form a sealed chamber inside. The hydraulic fluid overcomes the pressure of the sealed chamber to cause the sealing valve plate to warp and be pre-pressed to the specified valve opening position, forming a hydraulic passage.

[0012] The electromagnet includes a base, a coil, a positioning seat assembly, an electromagnet iron core, and an armature plate. The pilot valve assembly includes a flow-through screw cap, a core rod, a spring, a flow-through seat, and a flow-through screw. The solenoid valve sleeve is made of a magnetic conductive material to generate a complete magnetic path. After the coil is energized, due to electromagnetic induction, the electromagnet iron core is pushed up by the electromagnetic force, and the armature plate is sucked down to contact the positioning seat assembly. A throttling gap A is formed between the armature plate and the flow-through screw cap. A convex column is provided at the top of the core rod, and a head lower plane is provided below the core rod. The top of the flow-through seat is an upper plane. The head lower plane and the upper plane form a circumferential throttling gap B. The hydraulic fluid passes through this gap to connect the pilot valve and the return valve, and the magnitude of the electromagnetic force can be changed by energization.

[0013] Preferably, the hydraulic fluid is shock absorber oil and the compressed gas is nitrogen.

[0014] Preferably, the support feet apply a pre-tightening force to the valve disc to make it fit with the inner valve seat annulus, so that the hydraulic fluid can only flow from the outside of the valve seat into the inside, but cannot flow from the inside to the outside.

[0015] Preferably, the adjusting washer can be increased or decreased as needed to change the height between the sealing valve disc and the valve seat, thereby adjusting the maximum deformation amount of the sealing valve disc.

[0016] Preferably, an electromagnet O-ring, an electromagnet exhaust hole and an annular groove are provided on the base, and the base and the electromagnet O-ring cooperate for sealing to ensure that the gas and oil can only be discharged from the electromagnet exhaust hole.

[0017] Preferably, the spring at the tail of the core rod applies a preloading force to the core rod to make the convex column contact the electromagnet iron core. By changing the magnitude of the current, the ejecting force of the electromagnet iron core can be changed, and then the force acting on the core rod can be changed to control the size of the throttling gap II B. The core rod can slide freely in the flow seat.

[0018] Preferably, the valve assembly includes an upper valve assembly A and a lower valve assembly B. An external valve seat annulus is provided on the valve seat, and a return valve washer B is provided between the sealing valve disc and the valve seat. The sealing chamber includes an upper sealing chamber A and a lower sealing chamber B.

[0019] Preferably, a spring seat is provided on one side of the positioning seat assembly. A flow hole is also provided on the armature plate. A flow cover annulus and a cover flow hole are provided on the flow cover. A core shaft is connected below the lower plane of the head on the core rod.

[0020] Preferably, the flow screw is provided with a side flow hole and a flow groove is provided inside. An inclined through hole is provided on one side of the flow screw away from the side flow hole. An axial flow hole is provided in the flow screw, and a through cavity is provided in the flow screw. The bottom of the flow seat is inserted into the through cavity of the flow screw to seal it.

[0021] Preferably, the pilot valve assembly includes a pilot valve O-ring and a pilot valve washer. The pilot valve O-ring is located on the flow seat, and the pilot valve washer is located on one side of the core rod. The return valve assembly includes a return valve O-ring, a limit seat and a nut. The limit seat is located on one side of the multi-groove valve disc, and the nut is located on one side of the limit seat. A support seat flow hole is provided in the compression valve.

[0022] Compared with the prior art, the beneficial effects achieved by the present utility model are:

[0023] First, the present utility model belongs to a new structure. Its structural principle is different from that of the existing built-in valve shock absorbers on the market and belongs to a brand-new utility model. The built-in solenoid valve shock absorber can pass an electric current to actively control the damping force of the shock absorber, keeping the vehicle running smoothly. Moreover, the built-in solenoid valve shock absorber has a high degree of internal integration, a simpler and more beautiful appearance, high reliability, and a wide adjustable range.

[0024] Second, the present utility model reduces the length and weight of the valve body and increases the stroke of the shock absorber. The total length of the solenoid valve of common similar products on the market is generally about 110 mm, while this device can be controlled within 95 mm. And the range of damping force values can be adjusted through the valve system (the damping force range can be adjusted by adjusting the thickness, quantity, and multi-groove area of the valve plate in the rebound valve system), with a wider adjustable range. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 is the assembly drawing of the shock absorber of the present utility model;

[0026] Figure 2 is the comparison drawing of the guide seat assembly of the present utility model and the existing guide seat;

[0027] Figure 3 is the structural schematic diagram of the solenoid valve shock absorber of the present utility model;

[0028] Figure 4 is the solenoid valve assembly of the present utility model;

[0029] Figure 5 is the solenoid valve assembly of the present utility model at OA;

[0030] Figure 6 is the pilot valve assembly of the present utility model;

[0031] Figure 7 is the structural schematic diagram of the flow-through screw cap of the present utility model;

[0032] Figure 8 is the structural schematic diagram of the core rod of the present utility model;

[0033] Figure 9 is the structural schematic diagram of the flow-through seat of the present utility model;

[0034] Figure 10 is the cross-sectional view and front view of the flow-through screw rod of the present utility model;

[0035] Figure 11 is the structural schematic diagram of the electromagnet of the present utility model;

[0036] Figure 12 is the rebound valve assembly of the present utility model;

[0037] Figure 13 is the structural schematic diagram of the piston-valve assembly of the present utility model;

[0038] Figure 14 This is a schematic diagram of the sealing valve plate and valve seat structure of the present utility model;

[0039] Figure 15 This is the oil circuit diagram of the compression stroke of the present utility model;

[0040] Figure 16 This is the oil circuit diagram of the recovery stroke of the present utility model.

[0041] Wherein: 1. Connector; 101. Wire; 102. Waterproof plug; 103. Joint assembly; 2. Oil storage cylinder; 201. Oil seal; 3. Working cylinder; 4. Guide seat assembly; 401. Guide seat; 402. Sealing ring; 403. Bushing; 5. Recovery valve assembly; 502. Piston; 503. Upper working chamber; 504. Lower working chamber; 505. Piston flow hole; 506. Valve assembly; 506A. Upper valve assembly; 506B. Lower valve assembly; 5061. Valve seat; 50611. Valve seat small hole; 50612. Inner valve seat ring belt; 50613. Outer valve seat ring; 5062. Sealing valve plate; 5062B1. Recovery valve gasket; 50621. Metal skeleton; 50622. Sealing ring belt; 50623. Sealing chamber; 50623A. Upper sealing chamber; 50623B. Lower sealing chamber; 5063. Spring piece; 50631. Support foot; 5064. Valve plate; 5065. Multi-groove valve plate; 5066. Adjusting gasket; 5067. Slotted valve plate; 507. O-ring; 508. Limit seat; 509. Nut; 6. Electromagnet; 601. Solenoid valve sleeve; 602. Base; 6021. Electromagnet O-ring; 6022. Electromagnet exhaust hole; 6023. Ring groove; 603. Coil; 604. Positioning seat assembly; 6041. Spring seat; 605. Electromagnet iron core; 606. Armature plate; 7. Pilot valve assembly; 701. Flow hole; 702. Flow screw cap; 702A. Throttle gap one; 7021. Flow screw cap ring belt; 7022. Screw cap flow hole; 703. Core rod; 7031. Convex column; 7032. Lower plane of the head; 7033. Core shaft; 704. Spring; 705. Flow seat; 705B. Throttle gap two; 7051. Upper plane; 7052. Side flow hole; 70521. Flow groove; 7053. Oblique through hole; 706. Flow screw; 7061. Axial flow hole; 7062. Through cavity; 707. Pilot valve O-ring; 708. Pilot valve gasket; 8. Compression valve; 801. Support seat flow hole; 9. Bottom cover. Detailed implementation method

[0042] The following will clearly and completely describe the technical solutions in the embodiments of the present utility model in conjunction with the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without making creative efforts shall fall within the protection scope of the present utility model.

[0043] The first embodiment

[0044] Please refer to Figures 1-16 , a solenoid valve shock absorber, including a connector 1, a wire 101, a piston rod assembly, an oil seal 201, a guide seat assembly 4, an internal solenoid valve assembly, an oil storage cylinder 2, a working cylinder 3, a compression valve 8, and a bottom cover 9. One end of the connector 1 is connected to an automobile, and the other end is connected to the internal solenoid valve assembly through the wire 101 passing through the hollow piston rod 501 to supply power to the solenoid valve (working current 0A - 1.6A). There is a rubber waterproof plug 102 on the upper part of the joint assembly 103, and the wire 101 passes through the waterproof plug 102 to seal the inside. The guide seat assembly 4 is a new structure, composed of a guide seat 401, a sealing ring 402, and a bushing 403. Compared with the original structure, the sealing ring 402 is added. The material of the sealing ring 402 is PTFE (polytetrafluoroethylene), which ensures that the oil fluid will not leak from the guide seat assembly 4 under the high-pressure state of the internal valve shock absorber 5, causing the inner and outer cavities to be connected and resulting in the failure of the shock absorber.

[0045] The shock absorber storage oil cylinder 2 is sealed with hydraulic fluid (shock absorber oil) and compressed gas (nitrogen); the piston rod 501 drives the solenoid valve assembly 5 axially along the cylinder axis (A) in the working cylinder 3 parallel to the axis, and the piston 502 divides the working cylinder 3 into an upper working chamber 503 and a lower working chamber 504; there are multiple flow holes 505 on the solenoid valve piston 502 for guiding the shock absorber oil to flow between the upper working chamber 503 and the lower working chamber 504. On both sides of the piston flow hole 505, there are valve components 506 for adjusting the damping force of the shock absorber in the actuation direction. Each valve component 506 consists of a valve seat 5061, a sealing valve plate 5062, a spring plate 5063, a valve plate 5064, a multi-groove valve plate 5065, an adjusting washer 5066, etc. The whole valve component is a one-way valve. There are several valve seat small holes 50611 distributed circumferentially at the bottom of the valve seat, and there are two valve seat annuli 50612 inside. The spring plate 5063 contacts the valve plate 5064, and the support feet 50631 give the valve plate 5064 a pre-tightening force to make it fit with the valve seat annulus 50612, so that the oil can only flow from the outside of the valve seat to the inside, and cannot flow from the inside to the outside. The adjusting washer 5066 can be increased or decreased as needed to change the height between the sealing valve plate 5062 and the valve seat 5061, thereby adjusting the maximum deformation amount of the sealing valve plate 5062. The sealing valve plate 5062 consists of a metal skeleton 50621 and a rubber sealing annulus 50622. The sealing annulus 50622 cooperates with the valve seat 5061 to form a sealing chamber 50623 inside. The hydraulic fluid overcomes the pressure of the sealing chamber 50623 to make the sealing valve plate 5062 warp and be pre-pressed to the specified valve opening position, forming a hydraulic passage. The electromagnet 7 consists of a solenoid valve sleeve 601, a base 602, a coil 603, a positioning seat assembly 604, an iron core 605, an armature plate 606, etc. The base 602 and two O-rings 6021 on it are used for sealing to ensure that the gas and oil can only flow out from the electromagnet exhaust hole 6022. The solenoid valve sleeve 601 is made of a magnetic conductive material to generate a complete magnetic path. After the coil 603 is energized, due to electromagnetic induction, the electromagnet iron core 605 is pushed up by the electromagnetic force, and the armature plate 606 is sucked down to contact the positioning seat assembly 604. A throttling gap 702A is formed between the armature plate 606 and the flow-through cover 702. The small spring 704 at the tail of the core rod 703 gives the core rod 703 a preloading force so that the core rod stud 7031 contacts the electromagnet iron core 605. By changing the magnitude of the current, the pushing force of the electromagnet iron core 605 can be changed, and thus the force acting on the core rod 703 can be changed. The core rod 703 can slide freely in the flow-through seat 705. The lower plane 7032 of the core rod head and the upper plane 7051 of the flow-through seat form a circumferential throttling gap 705B. The oil is connected to the pilot valve and the rebound valve through this gap. By energizing, the magnitude of the electromagnetic force can be changed, and the amount of oil flowing through the throttling gap can be changed. When the total flow is constant and the oil leakage amount through the throttling gap decreases, the oil pressure in the valve system will necessarily increase, and the pressure in the sealing chamber 50623 will also increase accordingly. The force required for the sealing valve plate 5062 to warp will increase.The damping force of the shock absorber also increases. With this control logic, the current controls the damping force of the shock absorber, that is, the greater the current, the greater the damping force of the shock absorber. In particular, when the shock absorber fails, there is no electromagnetic force. At this time, the electromagnet iron core 605 retracts, and a normally open throttle gap is formed between the core rod 703 and the flow seat 705. The armature plate 606 is lifted, so that the armature plate 606 fits against the flow-through screw cap ring band 7021. The oil can only return to the low-pressure chamber by pushing open the two-stage valve plate group through the small hole 7022 inside the flow-through screw cap sealing band. Therefore, the damping force is generated by mechanical structures such as the pilot valve plate at this time, and it is uniquely determined and non-adjustable.

[0046] Second Embodiment

[0047] Please refer to Figures 1-14 and Figure 15 , a solenoid valve shock absorber. During the compression process: When compressing, the hollow piston rod 501 drives the solenoid valve to move downward and press into the shock absorber. Since part of the volume of the piston rod is moved into the upper chamber, the increased volume in the upper working chamber 503 is smaller than the reduced volume in the lower working chamber 504. The oil pressure in the lower working chamber 504 increases and needs to flow back to the upper working chamber 503 to maintain pressure balance. The compression valve 8 closes the peripheral flow holes under the action of the oil pressure, and the oil flows back to the oil storage cylinder 2 through the small holes in the inner periphery.

[0048] When the solenoid valve is energized during operation, by controlling the current magnitude, the pushing force of the electromagnet iron core 605 is further controlled. The greater the current, the greater the pushing force. A spring 704 is installed at the bottom of the core rod 703. The elastic force of the spring 704 in the free state makes the top of the core rod 703 contact the electromagnet iron core 605. The core rod 703 can axially slide in the flow seat 705 and is controlled by the pushing force of the iron core. During operation, the thrust of the pilot oil circuit on the core rod 703 is balanced with the electromagnetic force. The greater the electromagnetic force, the greater the oil pressure in the pilot oil circuit, and the internal pressure of the recovery valve system also increases accordingly.

[0049] The rubber sealing ring belt 50622 around the circumference of the sealing valve plate 5062 is in an interference fit with the valve seat 5061, forming a sealing chamber 50623 in the middle. The bottom of the valve seat 5061 is provided with evenly distributed small holes for oil inlet. The inside of the sealing chamber 50623 is axially stacked and composed of a valve plate 5064, a spring plate 5063, a multi-groove valve plate 5065, and an adjusting washer 5066. In the free state, the pre-tightening force of the spring plate 5063 makes the valve plate 5064 fit with the valve seat ring belt, so that the oil path between the sealing chamber 50623 and the working chamber is unidirectional. The adjusting washer 5066 is used to adjust the volume of the sealing chamber 50623 and the limit opening of the sealing valve plate 5062. The multi-groove valve plate 5065 connects the sealing chamber 50623 with the flow groove 70521 on the side of the flow screw 706. The flow groove is used to connect the upper sealing chamber 50623A and the lower sealing chamber 50623B. When compressed, the oil in the lower working chamber passes through the multi-groove valve plate 5065 and then through the small holes 50611 at the bottom of the valve seat to overcome the elastic force of the spring plate 5063, causing the valve plate 5064 to deform, and flowing into the lower sealing chamber 50623B through the gap, and then flowing to the flow groove 70521 through the multi-groove valve plate. The upper sealing chamber 50623A and the lower sealing chamber 50623B are connected through the flow groove 70521. The flow screw 706 is provided with a side flow hole 7052 for connecting with the flow seat 705. Part of the oil passes through the flow groove 70521 and the multi-groove valve plate to pressurize the upper sealing chamber 50623A. The pressure in the upper sealing chamber 50623A is the pilot oil path pressure. Part of the oil enters the flow seat 705 through the flow hole, passes through the throttle gap between the core rod 703 and the flow seat 705 and the throttle gap 705B between the armature plate 606 and the flow screw cover 702, passes through the screw cover flow hole 7022 on the outer circle of the flow screw cover 702, and then passes through the two axial flow holes 7061 of the flow screw 706 to push open the valve plate 5064 and flow back to the upper working chamber 503. In addition, when compressed, after the gas and part of the oil flow out from the throttle gap between the core rod and the flow seat, they will flow into the electromagnet iron core 605 (hollow) and be discharged through the small holes in the upper part of the iron core, several electromagnet exhaust holes and the ring groove 6023.

[0050] The oil in the main oil path (high-pressure oil path) flows from the lower working chamber 504 into the upper working chamber 503 (which is a low-pressure chamber at this time) through the piston hole. During this process, it is necessary to overcome the pressure in the upper sealing chamber 50623A to cause the sealing valve plate 5062 to warp and form a circumferential gap for oil flow. At this time, the greater the pressure in the upper sealing chamber 50623A, the greater the force required for the sealing valve plate 5062 to warp, and the higher the damping force of the shock absorber. (Control the electromagnetic force according to the current magnitude, control the pilot oil path pressure through the core rod, and then control the pressure in the upper sealing chamber, so as to complete the control of the damping force by the current).

[0051] Third Embodiment

[0052] Please refer to Figures 1-14 and Figure 16, a solenoid valve shock absorber. During the recovery process: When recovering, the piston rod drives the solenoid valve to move upward, the oil pressure in the upper working chamber 503 increases, and the shock absorber oil in the upper working chamber 503 flows through the piston hole into the lower working chamber 504. Since the piston rod moves out a certain volume upward, the increased volume of the lower working chamber 504 is greater than the reduced volume in the upper working chamber 503. Therefore, a certain degree of vacuum is generated in the lower working chamber. At this time, the oil in the oil storage cylinder 2 pushes open and compresses the valve 8 and flows into the lower chamber of the piston to make up for it.

[0053] When working, the solenoid valve is energized to control the magnitude of the current, and then the pushing force of the electromagnet iron core 605 is controlled. The greater the current, the greater the pushing force. A spring 704 is installed at the bottom of the core rod 703, and in the free state, the top of the core rod 703 contacts the electromagnet iron core 605. The core rod 703 can axially slide in the flow seat 705 and is controlled by the pushing force of the iron core. During operation, the thrust of the pilot oil circuit on the core rod 703 is balanced with the electromagnetic force. The greater the electromagnetic force, the greater the oil pressure in the pilot oil circuit, and the pressure in the lower sealing chamber 50623B also increases accordingly.

[0054] The circumference of the sealing valve disc 5062 is made of rubber material and is in an interference fit with the valve seat, forming a sealing chamber 50623 in the middle. The bottom of the valve seat 5061 is provided with evenly distributed small holes for oil inlet. The inside of the sealing chamber 50623 is axially stacked and composed of a valve disc 5064, a spring disc 5063, a multi-groove valve disc 5065, and an adjusting washer 5066. In the free state, the pre-tightening force of the spring disc 5063 makes the valve disc 5064 fit with the valve seat annulus, so that the oil circuit between the sealing chamber 50623 and the working chamber is unidirectional. The adjusting washer 5066 is used to adjust the volume of the sealing chamber 50623 and the limit opening of the sealing valve disc 5062. The multi-groove valve disc 5065 connects the sealing chamber 50623 with the flow groove 70521 on the side of the flow screw 706. The flow groove 70521 is used to connect the upper sealing chamber 50623A and the lower sealing chamber 50623B. During recovery, the oil in the upper working chamber 503 overcomes the elastic force of the spring disc 5063 through the small holes at the bottom of the valve seat 5061, causing the valve disc 5064 to deform, and flows into the upper sealing chamber 50623A, and then flows to the flow groove 70521 through the multi-groove valve disc. The flow screw 706 is provided with a side flow hole 7052 for connecting with the flow seat 705. Part of the oil makes the lower sealing chamber 50623B pressurized through the flow groove 70521 and the multi-groove valve disc 5065. The pressure in the lower sealing chamber 50623B is the pilot oil circuit pressure. Part of the oil enters the flow seat 705 through the flow hole, and pushes open the valve disc 5064 through the two axial flow holes 7061 of the flow screw 706, and flows back to the lower working chamber 504 (which is the low-pressure chamber at this time), and the generated thrust acts on the core rod to balance with the electromagnetic force.

[0055] The oil in the main oil circuit (high-pressure oil circuit) flows from the upper working chamber 503 into the lower working chamber 504 through the piston hole. During this process, it is necessary to overcome the pressure in the lower sealing chamber 50623B to cause the sealing valve plate 5062 to warp circumferentially. The greater the pressure in the lower sealing chamber 50623B, the greater the force required for the sealing valve plate 5062 to warp, and the higher the damping force of the shock absorber. (The electromagnetic force is controlled according to the magnitude of the current, the pressure of the pilot oil circuit is controlled through the core rod, and then the pressure in the upper sealing chamber is controlled to affect the compression damping force).

[0056] Particularly, when the solenoid valve fails:

[0057] It is equivalent to the 0A working state. At this time, the electromagnet has no ejection force, the core rod 703 is in a free state, and a smooth throttling gap two 705B is formed between it and the flow-through seat 705. The armature plate 606 is in a free state and contacts the flow-through cover 702. After the oil flows out from the throttling gap between the core rod 703 and the flow-through seat 705, it can only pass through the small holes in the inner circumference of the flow-through cover 702, push open the two-stage valve plate, and return to the low-pressure chamber to generate a damping force. When compressing and restoring, it flows back to the low-pressure chamber through the axial flow-through hole and the inclined through-hole 7053 of the flow-through screw 706 respectively, so as to ensure that the built-in solenoid valve shock absorber can still work as an ordinary shock absorber under special circumstances.

[0058] Although the embodiments of the present invention have been shown and described, for those of ordinary skill in the art, it can be understood that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirits. The scope is defined by the appended claims and their equivalents.

Claims

1. A solenoid valve shock absorber, comprising a connector (1), a wire (101), a piston rod assembly, an oil seal (201), a guide seat assembly (4), a built-in solenoid valve assembly, an oil storage cylinder (2), a working cylinder (3), a compression valve (8), and a bottom cover (9), characterized in that: One end of the connector (1) is connected to an automobile, and the other end is connected to an internal solenoid valve assembly through a wire (101) passing through a piston rod assembly to supply power to the solenoid valve. A waterproof plug (102) is provided on the upper part of the piston rod assembly, and the wire (101) passes through the waterproof plug (102) to seal the interior. The piston rod assembly includes a joint assembly (103), a hollow piston rod (501), and a solenoid valve sleeve (601); the internal solenoid valve assembly includes an electromagnet (6), a pilot valve assembly (7), and a return valve assembly (5). The guide seat assembly (4) is composed of a guide seat (401), a sealing ring (402), and a bushing (403). The sealing ring (402) is made of polytetrafluoroethylene material to ensure that the oil fluid does not leak from the guide seat assembly (4) under the high-pressure state of the internal solenoid valve assembly, so as to prevent the inner and outer cavities from being connected and causing the shock absorber to fail. The oil storage cylinder (2) is sealed with hydraulic fluid and compressed gas. The piston rod assembly drives the internal solenoid valve assembly axially along the cylinder axis in the working cylinder (3) parallel to the axis. A piston (502) is connected below the piston rod assembly. The piston (502) divides the working cylinder (3) into an upper working chamber (503) and a lower working chamber (504). There are a plurality of piston flow holes (505) on the piston (502) for guiding the hydraulic fluid to flow between the upper working chamber (503) and the lower working chamber (504). There are valve assemblies (506) for adjusting the damping force of the shock absorber in the actuation direction on both sides of the piston flow hole (505). Each valve assembly (506) has a valve seat (5061), a sealing valve plate (5062), a spring plate (5063), a valve plate (5064), a multi-groove valve plate (5065), an adjusting washer (5066), and a slotted valve plate (5067). The entire valve assembly (506) is a one-way valve. There are several valve seat small holes (50611) distributed in a circle at the bottom of the valve seat (5061), and there are two internal valve seat annular bands (50612) inside. The spring plate (5063) contacts the valve plate (5064), and a support foot (50631) is connected to one side of the spring plate (5063). The sealing valve plate (5062) is composed of a metal skeleton (50621) and a rubber sealing annular band (50622). The sealing annular band (50622) cooperates with the valve seat (5061) to form a sealing chamber (50623) inside. The hydraulic fluid overcomes the pressure of the sealing chamber (50623) to cause the sealing valve plate (5062) to warp and be pre-pressed to a specified valve-opening position to form a hydraulic passage. The electromagnet (6) includes a base (602), a coil (603), a positioning seat assembly (604), an electromagnet iron core (605), and an armature plate (606). The pilot valve assembly (7) includes a flow-through screw cap (702), a core rod (703), a spring (704), a flow-through seat (705), and a flow-through screw (706). The solenoid valve sleeve (601) is made of a magnetic conductive material to generate a complete magnetic path. After the coil (603) is energized, due to electromagnetic induction, the electromagnet iron core (605) is pushed up by the electromagnetic force, and the armature plate (606) is sucked down to contact the positioning seat assembly (604). A throttling gap one (702A) is formed between the armature plate (606) and the flow-through screw cap (702). A convex column (7031) is provided at the top of the core rod (703), and a head lower plane (7032) is provided below the core rod (703). The top of the flow-through seat (705) is an upper plane (7051). The head lower plane (7032) and the upper plane (7051) form a circumferential throttling gap two (705B). The hydraulic fluid connects the pilot valve and the return valve through this gap, and the magnitude of the electromagnetic force can be changed by energization.

2. The solenoid valve shock absorber according to claim 1, wherein: The hydraulic fluid is shock absorber oil, and the compressed gas is nitrogen.

3. The solenoid valve shock absorber according to claim 1, characterized in that: The support foot (50631) gives a pre-tightening force to the valve disc (5064) to make it fit with the internal valve seat annulus (50612), so that the hydraulic fluid can only flow into the interior from the outside of the valve seat (5061), and cannot flow from the interior to the outside.

4. The solenoid valve shock absorber according to claim 1, wherein: The adjusting washer (5066) can be increased or decreased as needed to change the height between the sealing valve disc (5062) and the valve seat (5061), thereby adjusting the maximum deformation of the sealing valve disc (5062).

5. A solenoid valve shock absorber according to claim 1, characterized in that: An electromagnet O-ring (6021), an electromagnet exhaust hole (6022), and an annular groove (6023) are provided on the base (602). The base (602) and the electromagnet O-ring (6021) cooperate for sealing to ensure that gas and oil can only be discharged from the electromagnet exhaust hole (6022).

6. The solenoid valve shock absorber according to claim 1, characterized in that: The spring (704) at the tail of the core rod (703) gives a preloading force to the core rod (703) so that the convex column (7031) contacts the electromagnet iron core (605). By changing the magnitude of the current, the ejecting force of the electromagnet iron core (605) can be changed, and then the force acting on the core rod (703) can be changed to control the size of the throttling gap two (705B). The core rod (703) can slide freely within the flow-through seat (705).

7. The solenoid valve shock absorber according to claim 1, characterized in that: The valve assembly (506) includes an upper valve assembly (506A) and a lower valve assembly (506B). An external valve seat ring (50613) is provided on the valve seat (5061), and a return valve washer (5062B1) is provided between the sealing valve disc (5062) and the valve seat (5061). The sealing chamber (50623) includes an upper sealing chamber (50623A) and a lower sealing chamber (50623B).

8. A solenoid valve shock absorber according to claim 1, characterized in that: A spring seat (6041) is provided on one side of the positioning seat assembly (604). A circulation hole (701) is also provided on the armature plate (606). A circulation screw cover ring band (7021) and a screw cover circulation hole (7022) are provided on the circulation screw cover (702). A mandrel (7033) is connected below the lower plane (7032) of the head on the mandrel (703).

9. The solenoid valve shock absorber according to claim 1, characterized in that: The circulation screw (706) is provided with a side circulation hole (7052) and a circulation groove (70521) is arranged inside. An inclined through hole (7053) is provided on the side of the circulation screw (706) away from the side circulation hole (7052). An axial circulation hole (7061) is arranged in the circulation screw (706), and a through cavity (7062) is arranged in the circulation screw (706). The bottom of the circulation seat (705) is inserted into the through cavity of the circulation screw (706) to seal it.

10. A solenoid valve shock absorber according to claim 1, characterized in that: The pilot valve assembly (7) includes a pilot valve O-ring (707) and a pilot valve washer (708). The pilot valve O-ring (707) is located on the circulation seat (705). The pilot valve washer (708) is located on one side of the mandrel (703). The return valve assembly (5) includes a return valve O-ring (507), a limit seat (508) and a nut (509). The limit seat (508) is located on one side of the multi-grooved valve plate (5065). The nut (509) is located on one side of the limit seat (508). A support seat circulation hole (801) is arranged in the compression valve (8).

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