Damping regulating valve, shock absorber and vehicle

Abstract

The utility model provides a damping regulating valve, shock absorber and vehicle, the damping regulating valve includes: piston subassembly, pilot control subassembly and main valve core subassembly, pilot control subassembly includes pilot control piece, pilot valve core rod and pilot valve core, main valve core subassembly includes main valve core body and spring seat, the main valve element body is arranged in the piston cavity and can move, a third cavity and a pilot backflow channel communicated with the third cavity are defined by the spring seat and the pilot assembly, the pilot valve element is arranged in the third cavity, the pilot valve element is elastically connected with the spring seat, the damping adjusting valve has an initial state and a driving state, and in the initial state, the spring seat is elastically connected with the pilot valve element. In the driving state, the pilot valve element rod drives the pilot valve element to move, the pilot valve element communicates with the pilot backflow channel and the third cavity, and therefore the opening degree of the main valve element body is controlled. The damping regulating valve has the advantages of being simple in fluid flowing path and high in control accuracy.

Description

Technical Field

[0001] The utility model relates to the technical field of damping regulating valves, and specifically, to a damping regulating valve, a shock absorber and a vehicle. Background Art

[0002] The damping regulating valve is the core component for the semi-active shock absorber to achieve adjustable damping. During the process of the damping oil passing through the damping regulating valve, the kinetic energy of the vehicle vibration is converted into heat energy of the oil through the friction inside the oil molecules and dissipated to the outside, so that the vehicle body vibration decays rapidly.

[0003] In the related art, the pilot spool rod of the damping regulating valve realizes the regulation of the opening degree of the main spool by changing the gap between the pilot spool rod and the mating hole. During use, there is likely to be a gap between the pilot spool rod and the mating hole of the damping regulating valve, and the existence of the gap may lead to leakage inside the hydraulic system. Especially under high pressure or high-precision control requirements, this leakage will affect the performance of the system. Long-term operation will cause wear between the pilot spool rod and the mating hole, resulting in an increase in the gap after wear, further exacerbating the leakage and also affecting the regulation accuracy. Summary of the Utility Model

[0004] The utility model aims to solve at least one of the technical problems in the related art to a certain extent.

[0005] Therefore, an embodiment of the utility model provides a damping regulating valve, a shock absorber and a vehicle, and the damping regulating valve has the advantages of simple fluid flow path and high control accuracy.

[0006] The damping regulating valve of the embodiment of the utility model includes:

[0007] A piston assembly, the piston assembly includes a piston body, and the piston body has a piston chamber;

[0008] A pilot control assembly, the pilot control assembly is connected to the piston body, the pilot control assembly includes a pilot control member, a pilot spool rod and a pilot spool, the pilot control member is connected to the pilot spool rod to control the axial movement of the pilot spool along the piston body;

[0009] A main spool assembly, the main spool assembly is arranged in the piston chamber, the main spool assembly includes a main spool body and a spring seat, the peripheral wall of the main spool body contacts the wall surface of the piston chamber and is axially movable along the piston body, the main spool body and the spring seat are arranged at intervals along the axial direction of the piston body, the spring seat and the pilot assembly define a third chamber and a pilot return flow path communicating with the third chamber, the pilot spool is placed in the third chamber, and the pilot spool is elastically connected to the spring seat;

[0010] The damping regulating valve has an initial state and a driving state.

[0011] In the initial state, the pilot spool is used to block the pilot return flow passage and the third chamber.

[0012] In the driving state, the pilot spool rod drives the pilot spool to move, and the pilot spool conducts the pilot return flow passage and the third chamber to control the opening degree of the main spool body.

[0013] In the initial state, the damping regulating valve according to the embodiment of the present invention can use the pilot spool to block the pilot return flow passage and the third chamber; in the driving state, the movement of the pilot spool rod drives the pilot spool to move, so that the pilot spool is used to conduct the pilot return flow passage and the third chamber, simplifies the fluid flow path, avoids the wear between the pilot spool and the spring seat, and improves the control accuracy of the fluid flow rate.

[0014] Therefore, the damping regulating valve according to the embodiment of the present invention has the advantages of a simple fluid flow path and high control accuracy.

[0015] In some embodiments, the pilot control member includes a pole shoe, the pole shoe is provided on one side of the pilot control member adjacent to the spring seat, a pilot return groove is provided on one side of the spring seat adjacent to the pilot control member, and the pilot return groove and the side wall of the pole shoe define the pilot return flow passage. In the initial state, the pilot spool abuts against the pole shoe to block the pilot return flow passage and the third chamber.

[0016] In some embodiments, the pilot spool has a through hole, the through hole axially penetrates the pilot spool, and a communication groove is provided at one end of the pilot spool rod adjacent to the pilot spool. In the driving state, the communication groove communicates the through hole with the pilot return flow passage so that the damping oil in the third chamber flows out from the pilot return flow passage.

[0017] In some embodiments, there are a plurality of pilot return flow passages, and the plurality of pilot return flow passages are arranged at intervals along the circumferential direction of the pilot spool.

[0018] In some embodiments, a main valve throttle orifice is provided at one end of the piston assembly away from the pilot control assembly. A second chamber is defined between the main valve core body, the spring seat, and the piston body. The main valve core body has a restoration return orifice, a restoration inlet orifice, a compression return orifice, and a compression inlet orifice. The restoration return orifice is used to conduct the main valve throttle orifice and the piston chamber. The restoration inlet orifice is used to conduct the piston radial orifice and the second chamber. The compression return orifice is used to conduct the piston chamber and the piston radial orifice. The compression inlet orifice is used to conduct the main valve throttle orifice and the second chamber.

[0019] The main valve core assembly further includes a check valve disc and a connecting member. The check valve disc includes a first check valve disc and a second check valve disc.

[0020] The connecting member penetrates through the main valve core body, and the connecting member is used to fix the first check valve disc and the second check valve disc on the main valve core body.

[0021] The first check valve disc is used to block the restoration return orifice and allow the damping hydraulic fluid to flow unidirectionally from the piston chamber to the main valve throttle orifice.

[0022] The second check valve disc is used to block the restoration inlet orifice and the compression inlet orifice, and allow the damping hydraulic fluid to flow unidirectionally from the piston radial orifice to the second chamber and allow the damping hydraulic fluid to flow unidirectionally from the main valve throttle orifice to the second chamber.

[0023] In some embodiments, the connecting member and the main valve core body are connected by riveting.

[0024] In some embodiments, the check valve disc is annular, and a notch is provided on the check valve disc.

[0025] In some embodiments, the contour of the check valve disc in its extending direction is S-shaped.

[0026] The shock absorber according to an embodiment of the present invention includes:

[0027] The shock absorber includes a housing and a damping regulating valve. The housing and the damping regulating valve define a compression chamber and a restoration chamber. The compression chamber is communicated with the main valve throttle orifice. The restoration chamber is communicated with the piston radial orifice. The damping regulating valve is the damping regulating valve according to any one of the above embodiments.

[0028] The vehicle according to an embodiment of the present invention includes the shock absorber according to the above embodiment. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 is a first cross-sectional schematic view of the damping regulating valve according to an embodiment of the present invention.

[0030] Figure 2 is Figure 1 an enlarged schematic view of A shown in

[0031] Figure 3 is the second sectional view schematic diagram of the damping regulating valve of the embodiment of the present utility model.

[0032] Figure 4 is the first sectional view schematic diagram of the main spool body of the damping regulating valve of the embodiment of the present utility model.

[0033] Figure 5 is the second sectional view schematic diagram of the main spool body of the damping regulating valve of the embodiment of the present utility model.

[0034] Figure 6 is the first sectional view schematic diagram of the damping regulating valve during the compression process of the embodiment of the present utility model.

[0035] Figure 7 is the second sectional view schematic diagram of the damping regulating valve during the compression process of the embodiment of the present utility model.

[0036] Figure 8 is the first sectional view schematic diagram of the damping regulating valve during the restoration process of the embodiment of the present utility model.

[0037] Figure 9 is the second sectional view schematic diagram of the damping regulating valve during the restoration process of the embodiment of the present utility model.

[0038] Figure 10 is the partial structure sectional view schematic diagram of the damping regulating valve of the embodiment of the present utility model.

[0039] Figure 11 is the structural schematic diagram of the one-way piece of the damping regulating valve of the embodiment of the present utility model.

[0040] Figure 12 is the structural schematic diagram of the one-way piece of the damping regulating valve of another embodiment of the present utility model.

[0041] Reference numerals:

[0042] 100, the first chamber, 200, the second chamber, 300, the third chamber, 400, the fourth chamber,

[0043] 1, piston assembly, 11, piston body, 111, piston chamber, 112, piston flange, 113, main valve throttle hole, 114, piston radial hole, 115, piston axial hole, 116, main valve throttle port,

[0044] 2, main spool assembly,

[0045] 21. Main spool body, 211. First flange, 212. Second flange, 213. Compression return hole, 214. Constant through-throttle hole, 215. Pilot constant through-hole, 216. Compression inlet hole, 217. Restoration return hole, 218. Restoration inlet hole,

[0046] 22. Spring seat, 221. Pilot throttle hole,

[0047] 23. Clamp, 24. Saddle spring, 25. First spring, 26. Second spring,

[0048] 27. Connector, 271. Connection body, 272. First connection part, 273. Second connection part,

[0049] 201. First check valve piece, 202. Second check valve piece, 203. Annular check valve piece, 204. Notch,

[0050] 20a. First section, 20b. Fixed section, 20b1. First extension part, 20b2. Fixed part, 20b3. Second extension part, 20c. Second section,

[0051] 3. Pilot control assembly, 31. Pilot control part, 32. Pilot spool rod, 321. Communication groove, 33. Pilot spool, 331. Through-hole, 34. Pole shoe,

[0052] 301. Pilot return flow channel. Detailed implementation mode

[0053] The embodiments of the present utility model will be described in detail below. The examples of the embodiments are shown in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to explain the present utility model and should not be construed as a limitation to the present utility model.

[0054] As Figures 1 - 12 shown, the damping regulating valve of the embodiment of the present utility model includes: a piston assembly 1, a pilot control assembly 3, and a main spool assembly 2. Preferably, the damping regulating valve of the embodiment of the present utility model is an in-built damping regulating valve.

[0055] As Figures 1 - 3 shown, the piston assembly 1 includes a piston body 11. The piston body 11 has a piston chamber 111 and a main valve throttle hole 113 arranged in sequence along the circumferential direction of the piston body 11. A piston radial hole 114 is formed in the side wall of the piston chamber 111. The inner wall surface of the piston body 11 further has a piston flange 112, and a piston axial hole 115 is formed in the piston flange 112.

[0056] In some embodiments, a main valve throttle orifice 113 is provided at one end of the piston assembly 1 away from the pilot control assembly 3 (i.e., the left end of the piston body 11). A second chamber 200 is defined between the main spool body 21, the spring seat 22, and the piston body 11. The main spool body 21 has a restoration return orifice 217, a restoration inlet orifice 218, a compression return orifice 213, and a compression inlet orifice 216. The restoration return orifice 217 is used to connect the main valve throttle orifice 113 and the piston chamber 111. The restoration inlet orifice 218 is used to connect the piston radial orifice 114 and the second chamber 200. The compression return orifice 213 is used to connect the piston chamber 111 and the piston radial orifice 114. The compression inlet orifice 216 is used to connect the main valve throttle orifice 113 and the second chamber 200. The main spool assembly 2 further includes a check valve disc and a connecting member 27. The check valve disc includes a first check valve disc 201 and a second check valve disc 202. The connecting member 27 passes through the main spool body 21, and the connecting member 27 is used to fix the first check valve disc 201 and the second check valve disc 202 on the main spool body 21. The first check valve disc 201 is used to block the restoration return orifice 217 and allow the damping hydraulic fluid to flow unidirectionally from the piston chamber 111 to the main valve throttle orifice 113. The second check valve disc 202 is used to block the restoration inlet orifice 218 and the compression inlet orifice 216, and allow the damping hydraulic fluid to flow unidirectionally from the piston radial orifice 114 to the second chamber 200 and allow the damping hydraulic fluid to flow unidirectionally from the main valve throttle orifice 113 to the second chamber 200.

[0057] As Figures 1 - 5 shown, the main spool body 21 further has a first flange 211 and a second flange 212. The first flange 211 abuts against the inner wall of the piston body 11, and the compression return orifice 213 is provided on the first flange 211. The second flange 212 abuts against the piston flange 112.

[0058] The main spool assembly 2 further includes a spring seat 22. The main spool body 21 and the spring seat 22 sequentially define a first chamber 100, a second chamber 200, and a third chamber 300 with the piston body 11 in the length direction of the damping regulating valve. A constant-through throttle orifice 214 is provided on the side wall of the first chamber 100. A pilot constant-through orifice 215 is provided on the side wall of the second chamber 200. A pilot throttle orifice 221 is provided on the spring seat 22, and the pilot throttle orifice 221 connects the second chamber 200 and the third chamber 300.

[0059] A clamp 23 is sleeved on the outer peripheral wall of the first chamber 100. A saddle spring 24 is sleeved between the clamp 23 and the compression return orifice 213. An annular check valve disc 203 is provided adjacent to the saddle spring 24 in the compression return orifice 213. Thus, the saddle spring 24 can be used to block the compression return orifice 213 with the annular check valve disc 203 and allow the damping hydraulic fluid to flow unidirectionally from the piston chamber 111 to the piston radial orifice 114. As Figure 1 and Figure 3As shown, a first spring 25 is connected between the main spool valve body 21 and the spring seat 22. The left end of the main spool valve body 21 abuts against the right end of the main valve throttle hole 113 under the elastic action of the first spring 25. The left end of the main spool valve body 21 and the right end of the main valve throttle hole 113 define a main valve throttle port 116. The main spool valve body 21 can move in the left-right direction to control the opening degree of the main valve throttle port 116, so that the shock-absorbing hydraulic fluid can flow out successively through the main valve throttle port 116 and the piston radial hole 114.

[0060] The pilot control assembly 3 is connected to the piston body 11. The pilot control assembly 3 includes a pilot control member 31, a pilot spool valve rod 32 and a pilot spool valve 33. The pilot control member 31 is connected to the pilot spool valve rod 32 for controlling the axial movement of the pilot spool valve 33 along the piston body 11. The main spool valve assembly 2 is arranged in the piston chamber 111. The main spool valve assembly 2 includes a main spool valve body 21 and a spring seat 22. The peripheral wall of the main spool valve body 21 contacts the wall surface of the piston chamber 111 and is axially movable along the piston body 11. The main spool valve body 21 and the spring seat 22 are arranged at intervals along the axial direction of the piston body 11. The spring seat 22 and the pilot assembly define a third chamber 300 and a pilot return flow channel 301 communicating with the third chamber 300. The pilot spool valve 33 is placed in the third chamber 300, and the pilot spool valve 33 is elastically connected to the spring seat 22.

[0061] As Figures 1 - 5 shown, the pilot control assembly 3 is connected to the piston body 11 by threads, and at least part of the pilot control assembly 3 abuts against the main spool valve assembly 2. The pilot control assembly 3 is used to control the opening degree of the main spool valve body 21. The pilot control assembly 3 includes a pilot control member 31, a pilot spool valve rod 32 and a pilot spool valve 33. A second spring 26 is connected between the pilot spool valve 33 and the spring seat 22. The pilot spool valve 33 abuts against the pilot valve rod under the elastic action of the second spring 26.

[0062] As Figures 1 - 5 shown, a pilot return flow channel 301 is defined between the spring seat 22, the piston body 11 and the pilot control member 31. A communication groove 321 (proposed below) is formed on the pilot spool valve 33. When the pilot control assembly 3 is in the initial state, the pilot spool valve 33 is used to block the second chamber 200 and the pilot return channel; when the pilot control assembly 3 is in the driving state, the pilot spool valve rod 32 moves to the left, causing the pilot spool valve 33 to move to the left against the resistance, thereby using the communication groove 321 to conduct the second chamber 200 and the pilot return channel.

[0063] The damping regulating valve has an initial state and a driving state. In the initial state, the pilot valve core 33 is used to block the pilot return flow passage 301 and the third chamber 300. In the driving state, the pilot valve core rod 32 drives the pilot valve core 33 to move, and the pilot valve core 33 conducts the pilot return flow passage 301 and the third chamber 300 to control the opening degree of the main valve core body 21.

[0064] It can be understood that, as Figures 1 - 9 shown, the damping regulating valve of the embodiment of the present utility model has a compression process and a restoration process, and the outside of the piston radial hole 114 is the fourth chamber 400.

[0065] During the compression process, the first chamber 100 is in a high-pressure state. As Figure 6 shown, when the flow rate of the damping regulating valve is small, the hydraulic pressure acting on the main valve core body 21 on one side of the first chamber 100 is small and is not sufficient to overcome the sum of the pre-compression force of the first spring 25 and the hydraulic pressure in the second chamber 200, so that the main valve throttle port 116 is not opened. At this time, a part of the damping oil flows along the path q1, that is, the damping oil in the first chamber 100 flows through the constant throttle hole 214 and the piston radial hole 114 to the fourth chamber 400. Another part of the damping oil flows along the path q3, that is, the damping oil in the first chamber 100 flows through the compression inlet hole 216, the second chamber 200, the pilot constant through hole 215, the compression return hole 213 and the piston radial hole 114 to the fourth chamber 400. At this time, the flow rate through the damping regulating valve is the sum of the flow rates through the constant throttle hole 214 and the compression return hole 213, and the flow rate-pressure curve is in the form of a quadratic function curve. Among them, the damping oil needs to overcome the resistance of the second one-way piece 202 and the annular one-way piece. In addition, a small part of the damping oil flows along the path q2, that is, a small amount of the damping oil in the first chamber 100 flows through the gap between the main valve core body 21 and the main valve throttle hole 113 and the piston radial hole 114 to the fourth chamber 400.

[0066] During the compression process, as Figure 6 and Figure 7 shown, when the flow rate of the damping regulating valve gradually increases and the hydraulic pressure acting on the main valve core body 21 on one side of the first chamber 100 is greater than the sum of the pre-compression force of the first spring 25 and the hydraulic pressure in the second chamber 200, the main valve core body 21 moves to the right and the main valve throttle port 116 is opened. Then, as Figure 6 shown, when the pilot control assembly 3 is in the initial state, the damping oil entering the second chamber 200 flows along the path q4, that is, the damping oil in the second chamber 200 flows through the pilot throttle hole 221 to the third chamber 300. As Figure 7As shown, when the pilot control assembly 3 is in the driving state, the pilot spool 33 moves leftward, and the damping hydraulic fluid in the third chamber 300 flows along path q5. That is, the damping hydraulic fluid in the third chamber 300 sequentially flows through the communication groove 321, the pilot return flow channel 301, the piston axial hole 115, the compression return hole 213, and the piston radial hole 114 to the fourth chamber 400. Among them, the damping hydraulic fluid needs to overcome the resistance of the annular single-way piece.

[0067] That is to say, as Figure 7 shown, after the pilot control assembly 3 is opened (i.e., in the driving state), the pressure in the second chamber 200 will decrease, the hydraulic pressure acting on the rear end (i.e., the right end) of the main spool body 21 will decrease, and the main valve throttle orifice 116 is more likely to open. After the main valve throttle orifice 116 is opened, a large amount of damping hydraulic fluid in the first chamber 100 will flow along path q2 (i.e., through the main valve throttle orifice 116 and the piston radial hole 114) to the fourth chamber 400. Thus, the internal damping regulating valve of the embodiment of the present utility model controls the opening and closing of the pilot spool 33 by controlling the displacement of the pilot spool rod 32 to adjust the pressure in the second chamber 200, so as to control the displacement of the main spool (i.e., adjust the opening of the main valve throttle orifice 116), and further realizes the differential pressure-flow characteristic regulation of the damping regulating valve during the compression process.

[0068] During the restoration process, the fourth chamber 400 is in a high-pressure state. As Figure 8 shown, when the flow rate of the damping regulating valve is small, the hydraulic pressure acting on the main spool body 21 on one side of the fourth chamber 400 is small and is not sufficient to overcome the sum of the pre-compression force of the first spring 25 and the hydraulic pressure in the second chamber 200, so that the main valve throttle orifice 116 is not opened. At this time, a part of the damping hydraulic fluid flows to the first chamber 100 through path Q1, that is, the damping hydraulic fluid in the fourth chamber 400 sequentially flows through the piston radial hole 114 and the normally open throttle hole 214 to the first chamber 100. Another part of the damping hydraulic fluid flows to the first chamber 100 through path Q3, that is, the damping hydraulic fluid in the fourth chamber 400 sequentially flows through the piston radial hole 114, the restoration inlet hole 218, the pilot normally open hole 215, and the restoration return hole 217 to the first chamber 100. Among them, the damping hydraulic fluid needs to overcome the resistance of the annular one-way piece 203. At this time, the flow rate through the damping regulating valve is the sum of the flow rates through the normally open throttle hole 214 and the restoration return hole 217, and the flow rate-pressure curve is in the form of a quadratic function curve.

[0069] During the restoration process, as Figure 8 and Figure 9 shown, when the flow rate of the damping regulating valve gradually increases and the hydraulic pressure acting on the main spool body 21 on one side of the fourth chamber 400 is greater than the sum of the pre-compression force of the first spring 25 and the hydraulic pressure in the second chamber 200, the main spool moves rightward and the main valve throttle orifice 116 is opened. Then, as Figure 8As shown, when the pilot control assembly 3 is in the initial state, the damping hydraulic fluid in the second chamber 200 flows along path Q4 into the third chamber 300, that is, the damping hydraulic fluid in the second chamber 200 flows through the pilot throttle orifice 221 into the third chamber 300. As Figure 9 shown, when the pilot control assembly 3 is in the driving state, the pilot spool 33 moves leftward, and the damping hydraulic fluid in the second chamber 200 flows along path Q5 into the first chamber 100, that is, the damping hydraulic fluid in the second chamber 200 sequentially flows through the communication groove 321, the pilot return flow passage 301, the piston axial hole 115, and the restoration return hole 217 into the first chamber 100, where the damping hydraulic fluid needs to overcome the resistance of the second check piece 202 and the first check piece 201.

[0070] That is to say, as Figure 9 shown, after the pilot control assembly 3 is opened (i.e., in the driving state), the pressure in the second chamber 200 will decrease, the hydraulic pressure received at the rear end (i.e., the right end) of the main spool body 21 will decrease, and the main valve throttle orifice 116 will be easier to open. After the main valve throttle orifice 116 is opened, a large amount of damping hydraulic fluid in the fourth chamber 400 will flow along path Q2 (i.e., through the piston radial hole 114 and the main valve throttle orifice 116) into the first chamber 100.

[0071] In some embodiments, the pilot control member 31 includes a pole shoe 34, the pole shoe 34 is provided on the side of the pilot control member 31 adjacent to the spring seat 22, a pilot return groove is provided on the side of the spring seat 22 adjacent to the pilot control member 31, and the pilot return groove and the side wall of the pole shoe 34 define the pilot return flow passage 301. In the initial state, the pilot spool 33 abuts against the pole shoe 34 to block the pilot return flow passage 301 and the third chamber 300.

[0072] Specifically, as Figure 1 、 Figure 3 and Figure 10 shown, the pole shoe 34 is provided at the left end of the pilot control member 31, and a pilot return groove is formed on the right side wall of the spring seat 22. The pilot return flow passage 301 is defined between the side wall of the pilot return groove and the left end face of the pole shoe 34.

[0073] In some embodiments, the pilot spool 33 has a through hole 331, the through hole 331 penetrates the pilot spool 33 along the axial direction of the pilot spool 33 (such as the left - right direction shown in Figure 1 ), one end of the pilot spool rod 32 adjacent to the pilot spool 33 is provided with a communication groove 321, and in the driving state, the communication groove 321 connects the through hole 331 and the pilot return flow passage 301 so that the damping hydraulic fluid in the third chamber 300 flows out from the pilot return flow passage 301.

[0074] It can be understood that, as Figure 1 、 Figure 3 and Figure 10As shown, in the driving state, the pilot valve spool rod 32 moves leftward, and can overcome the resistance in the third chamber 300 to make the pilot valve spool 33 move leftward. Thus, the communication groove 321 on the pilot valve spool rod 32 connects the pilot return flow passage 301 and the through hole 331 on the pilot valve spool 33, and further enables the damping hydraulic fluid in the third chamber 300 to flow out successively through the through hole 331, the communication groove 321 and the pilot return flow passage 301.

[0075] Preferably, there are multiple pilot return flow passages 301, and the multiple pilot return flow passages 301 are arranged at intervals along the circumferential direction of the pilot valve spool 33. That is to say, there are also multiple communication grooves 321, and the multiple communication grooves 321 correspond to the multiple pilot return flow passages 301 one by one, and the multiple communication grooves 321 communicate in the middle of the pilot valve spool rod 32. In the driving state, the multiple communication grooves 321 are all communicated with the through hole 331.

[0076] In some embodiments, the connecting member 27 includes a connecting body 271, a first connecting portion 272 and a second connecting portion 273. The first connecting portion 272 and the second connecting portion 273 are oppositely arranged in the length direction of the connecting body 271. The main valve spool body 21 has a connecting hole axially opened along the main valve spool body 21. The connecting body 271 is placed in the connecting hole, and the first connecting portion 272 and the second connecting portion 273 are respectively used to press the first one-way piece 201 and the second one-way piece 202 on the side wall of the main valve spool body 21.

[0077] Specifically, as Figures 1 - 5 shown, the first connecting portion 272 and the second connecting portion 273 are respectively connected to both ends of the connecting body 271. The first connecting portion 272 and the second connecting portion 273 can be connected to the connecting body 271 by bonding or welding, so that the integrity of the connecting member 27 is stronger, and the problem of loosening caused by vibration during the use of the connecting member 27 due to the use of threaded connection is avoided.

[0078] It can be understood that the connecting body 271, the first connecting portion 272 and the second connecting portion 273 can also be connected by an integral molding method. That is, preferably, the connecting member 27 and the main valve spool body 21 are connected by riveting. In addition, the connecting member 27 can also be a shrink fit sleeve to overcome the loosening problem of the connecting member 27 caused by vibration during use.

[0079] Optionally, the one-way piece is annular, and a notch 204 is provided on the one-way piece. It can be understood that, as Figure 5 Figure 6 shown in and 10, when a notch 204 is provided on the one-way piece, compared with the one-way piece with an overall annular structure, its elastic modulus is lower, so that the one-way piece is easier to open, the opening pressure is lower, and further the resistance influence of the one-way piece on the fluid is reduced.

[0080] Preferably, there are multiple notches 204 on the one-way sheet, and the multiple notches 204 are arranged at intervals along the axial direction of the one-way sheet. It can be understood that, according to different usage environments, the one-way sheet can adopt different numbers of notches 204 to ensure the overall structural strength while also ensuring the elastic modulus of the elastic sheet itself.

[0081] In some other embodiments, such as Figure 11 As shown, the one-way sheet includes a first section 20a, a fixing section 20b, and a second section 20c that are connected in sequence. The fixing section 20b is used to connect with the connecting member 27. The first section 20a of the first one-way sheet 201 and / or the second section 20c of the first one-way sheet 201 are used to block the restoration return hole 217, and the first section 20a of the second one-way sheet 202 and the second section 20c of the second one-way sheet 202 are respectively used to block the restoration inlet hole 218 and the compression inlet hole 216.

[0082] It can be understood that, as Figure 11 shown, the first section 20a, the fixing section 20b, and the second section 20c are connected end to end in sequence. Among them, the first section 20a of the first one-way sheet 201 can be used to block the restoration return hole 217, or the second section 20c of the first one-way sheet 201 can be used to block the restoration return hole 217, or both the first section 20a and the second section 20c of the first one-way sheet 201 are used to block the restoration return hole 217.

[0083] Optionally, the contour of the one-way sheet in its extending direction can be Z-shaped or H-shaped, or other shapes with a certain area for blocking. Preferably, as Figure 12 shown, the contour of the one-way sheet in its extending direction is S-shaped.

[0084] In some embodiments, the fixing section 20b includes a first extension part 20b1, a fixing part 20b2, and a second extension part 20b3 that are connected in sequence. The first extension part 20b1 is connected to the first section 20a, the second extension part 20b3 is connected to the second section 20c, and the fixing part 20b2 is annular.

[0085] As Figure 11 and 12 shown, the fixing part 20b2 is annular and the fixing part 20b2 is used to be sleeved on the connection body 271. The fixing part 20b2 being annular also facilitates the fixing of the first connection part 272 and the second connection part 273 to ensure the connection stability of the connecting member 27.

[0086] Thus, the internal damping regulating valve according to the embodiment of the present utility model can fix the first one-way piece 201 and the second one-way piece 202 on the main valve core body 21 by means of the connecting piece 27 penetrating through the main valve core body 21, so that the integrity between the main valve core body 21 and the connecting piece 27 is higher, the connection strength between the main valve core body 21 and the connecting piece 27 is ensured, the possibility of loosening of the connecting piece 27 during the vibration of the damping regulating valve is reduced, and the overall stability of the damping regulating valve according to the embodiment of the present utility model is higher.

[0087] In addition, the damping regulating valve according to the embodiment of the present utility model can realize the function of blocking the pilot return flow channel 301 and the third chamber 300 in the initial state by means of the pilot valve core 33; in the driving state, the movement of the pilot valve core rod 32 drives the pilot valve core 33 to move, so that the pilot return flow channel 301 and the third chamber 300 are conducted by means of the pilot valve core 33, the flow path of the fluid is simplified, the abrasion between the pilot valve core 33 and the spring seat 22 is avoided, and the control precision of the fluid flow rate is improved.

[0088] Therefore, the damping regulating valve according to the embodiment of the present utility model has the advantages of simple fluid flow path and high control precision.

[0089] The shock absorber according to the embodiment of the present utility model includes a housing and a damping regulating valve. The housing and the damping regulating valve define a compression chamber and a recovery chamber. The compression chamber is communicated with the main valve throttle hole 113, and the recovery chamber is communicated with the piston radial hole 114. The damping regulating valve is the damping regulating valve according to any one of the above embodiments. It can be understood that, as Figure 3 shown, the first chamber 100 is communicated with the compression chamber, and the fourth chamber 400 is communicated with the recovery chamber.

[0090] The vehicle according to the embodiment of the present utility model includes the shock absorber according to the above embodiment.

[0091] It can be understood that the damping regulating valve used in the vehicle according to the embodiment of the present utility model is an inverse damping regulating valve, that is, when the coil current increases, the displacement of the pilot valve core 33 increases, the opening of the pilot valve core 33 increases, the valve port pressure difference of the main valve core assembly 2 becomes smaller, the damping decreases, and it has a failure protection function. Thus, the semi-active electronic shock absorber applying the damping regulating valve can also better serve the vehicle, and ensure the operation stability and take into account the riding comfort through reliable damping regulation.

[0092] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present utility model.

[0093] In addition, the terms "first" and "second" are only used for descriptive purposes and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include at least one of such features. In the description of the present utility model, the meaning of "a plurality of" is at least two, such as two, three, etc., unless otherwise specifically and clearly defined.

[0094] In the present utility model, unless otherwise clearly specified and defined, the terms such as "mounted", "connected", "coupled", "fixed", etc. shall be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection, an electrical connection, or communicable with each other; it may be directly connected, or indirectly connected through an intermediate medium, and it may be the communication inside two elements or the interaction relationship between two elements, unless otherwise clearly defined. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0095] In the present utility model, unless otherwise clearly specified and defined, the first feature being "on" or "under" the second feature may be that the first and second features are in direct contact, or the first and second features are indirectly in contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on top of" the second feature may be that the first feature is directly above or obliquely above the second feature, or merely indicates that the first feature has a higher horizontal height than the second feature. The first feature being "under", "beneath" and "underneath" the second feature may be that the first feature is directly below or obliquely below the second feature, or merely indicates that the first feature has a lower horizontal height than the second feature.

[0096] In the present utility model, terms such as "one embodiment", "some embodiments", "examples", "specific examples", or "some examples" etc. mean that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present utility model. In this specification, the schematic descriptions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0097] Although the embodiments of the present utility model have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting the present utility model. Those of ordinary skill in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present utility model.

Claims

1. A damping regulating valve, characterized in that, Comprising: A piston assembly, the piston assembly including a piston body having a piston chamber; A pilot control assembly, the pilot control assembly being connected to the piston body, the pilot control assembly including a pilot control member, a pilot valve spool rod, and a pilot valve spool, the pilot control member being connected to the pilot valve spool rod for controlling the axial movement of the pilot valve spool along the piston body; A main valve spool assembly, the main valve spool assembly being disposed in the piston chamber, the main valve spool assembly including a main valve spool body and a spring seat, the peripheral wall of the main valve spool body being in contact with the wall surface of the piston chamber and being axially movable along the piston body, the main valve spool body and the spring seat being axially spaced apart along the piston body, the spring seat and the pilot control assembly defining a third chamber and a pilot return flow passage communicating with the third chamber, the pilot valve spool being disposed in the third chamber, and the pilot valve spool being elastically connected to the spring seat; The damping regulating valve has an initial state and a driving state, In the initial state, the pilot valve spool is used to block the pilot return flow passage and the third chamber; In the driving state, the pilot valve spool rod drives the pilot valve spool to move, and the pilot valve spool opens the pilot return flow passage and the third chamber for controlling the opening degree of the main valve spool body.

2. The damping regulating valve according to claim 1, characterized in that, The pilot control member includes a pole shoe, the pole shoe being disposed on a side of the pilot control member adjacent to the spring seat, a pilot return groove being provided on a side of the spring seat adjacent to the pilot control member, the pilot return groove and the side wall of the pole shoe defining the pilot return flow passage, and in the initial state, the pilot valve spool abuts against the pole shoe to block the pilot return flow passage and the third chamber.

3. The damping regulating valve according to claim 2, wherein, The pilot valve spool has a through hole, the through hole axially penetrating the pilot valve spool along the pilot valve spool, a communication groove being provided at an end of the pilot valve spool rod adjacent to the pilot valve spool, and in the driving state, the communication groove communicates the through hole with the pilot return flow passage so that the damping hydraulic fluid in the third chamber flows out from the pilot return flow passage.

4. The damping regulating valve according to claim 3, characterized in that, There are a plurality of the pilot return flow passages, and the plurality of pilot return flow passages are circumferentially spaced apart along the pilot valve spool.

5. The damping regulating valve according to claim 4, wherein A main valve throttle hole is provided at an end of the piston assembly away from the pilot control assembly, a second chamber is defined between the main valve spool body, the spring seat, and the piston body, the main valve spool body having a restoration return hole, a restoration inlet hole, a compression return hole, and a compression inlet hole, the restoration return hole being used to communicate the main valve throttle hole and the piston chamber, the restoration inlet hole being used to communicate a piston radial hole and the second chamber, the compression return hole being used to communicate the piston chamber with the piston radial hole, and the compression inlet hole being used to communicate the main valve throttle hole and the second chamber, The main valve spool assembly further includes a check valve piece and a connecting member, the check valve piece including a first check valve piece and a second check valve piece, The connecting member penetrates through the main valve spool body, and the connecting member is used to fix the first check valve piece and the second check valve piece on the main valve spool body. The first one-way piece is used to block the restoration return hole and allows the damping hydraulic fluid to flow unidirectionally from the piston chamber to the main valve throttle hole. The second one-way piece is used to block the restoration inlet hole and the compression inlet hole, and allows the damping hydraulic fluid to flow unidirectionally from the piston radial hole to the second chamber and allows the damping hydraulic fluid to flow unidirectionally from the main valve throttle hole to the second chamber.

6. The damping regulating valve according to claim 5, characterized in that, The connecting piece is connected to the main valve core body by riveting.

7. The damping regulating valve according to claim 6, characterized in that, The one-way piece is annular, and a notch is provided on the one-way piece.

8. The damping regulating valve according to claim 7, characterized in that, The contour of the one-way piece in its extending direction is S-shaped.

9. A shock absorber, characterized in that, Comprising: The shock absorber includes a housing and a damping regulating valve. The housing and the damping regulating valve define a compression chamber and a restoration chamber. The compression chamber is communicated with the main valve throttle hole, the restoration chamber is communicated with the piston radial hole, and the damping regulating valve is the damping regulating valve according to any one of claims 1-8.

10. A vehicle, characterized in that, Comprising the shock absorber according to claim 9.

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