Double valve multi-stage electronically controlled shock absorber

Abstract

The utility model relates to a kind of double valve multistage electric control shock absorber, it includes: oil storage cylinder, working cylinder being set in oil storage cylinder, several multistage damping valves being installed on the outer wall of oil storage cylinder.The outside of working cylinder is sleeved with multiple intermediate cylinders in a way of not overlapping each other, the inner wall of intermediate cylinder and the outer wall of working cylinder can define annular oil passage, through hole for being communicated with each annular oil passage is set on working cylinder, opening for being communicated with corresponding multistage damping valve is set on intermediate cylinder, so that the oil in working cylinder can pass through through hole and enter corresponding annular oil passage, then enter the first oil inlet of corresponding multistage damping valve through opening.Piston rod capable of reciprocating motion in working cylinder is arranged in working cylinder, oil in oil storage cylinder is pressed into multistage damping valve by the reciprocating motion of piston rod.The utility model effectively solves the wear and tear, sealing property and oil management problem of internal structure, improves the mechanical stability and maintenance convenience of shock absorber.

Description

Technical Field

[0001] This utility model relates to the field of vibration damper technology, and in particular to a dual-valve multi-stage electrically controlled vibration damper. Background Technology

[0002] The damping characteristics of vehicle shock absorbers affect the handling stability and ride comfort of the chassis suspension, but there is a trade-off between the damping requirements for handling and comfort. Higher damping results in better suspension handling but reduced ride comfort. Lower damping improves ride comfort but degrades handling performance. Compared to traditional passive shock absorbers, adjustable shock absorbers can select the appropriate damping coefficient based on road conditions, vehicle speed, load, and motion patterns. This not only ensures the wheels maintain constant contact with the road surface but also maintains maximum vehicle stability, achieving a balance between handling and comfort—the future direction for vehicle shock absorber development.

[0003] CN113586645A discloses a multi-stage adjustable damping valve and a shock absorber and suspension system using the damping valve. The multi-stage adjustable damping valve includes a throttle valve, a relief valve, and a multi-stage pilot valve. The multi-stage pilot valve includes a mechanical regulating valve and several high-speed switching solenoid valves with different throttle orifice diameters. The damping valve is connected between the rod chamber and the oil reservoir of the shock absorber via an intermediate chamber. Through the high-frequency switching of the high-speed switching solenoid valves, the multi-stage damping of the shock absorber can be rapidly adjusted. By combining elastic elements, sensors, a signal processing module, and a controller, a vehicle suspension system with multi-stage damping adjustment function is formed. This system can adjust to the optimal damping in real time based on vehicle and road information, balancing vehicle ride comfort, handling stability, and safety.

[0004] CN113775688A discloses a novel continuously damped control vibration damper, including a solenoid valve. A rubber layer is bonded to the main valve of the solenoid valve and is disposed on the oil passage inside the solenoid valve. The cavity is filled with ethanol. An unloading valve is installed on the right side of the main valve to effectively protect the seal between the working cylinder and the third cylinder. This invention addresses the damping force loss caused by temperature changes by injection molding a thick plastic layer onto the oil passage inside the solenoid valve. A thick rubber layer with an internal cavity filled with ethanol is also injection molded onto the oil passage inside the solenoid valve. When the temperature changes, the ethanol expands due to heat, increasing the spring preload and reducing the flow orifice diameter, compensating for the decrease in oil viscosity caused by the temperature rise. An unloading valve is added inside the solenoid valve. The opening pressure of the unloading valve is determined by the spring stiffness and can be set to the same value as the maximum pressure resistance of the sealing ring.

[0005] The main problems with existing technologies lie in the adjustment flexibility and response speed of shock absorbers. Traditional shock absorber designs have relatively simple adjustment mechanisms, which often cannot simultaneously meet the diverse damping requirements of different driving environments. For example, some designs may only be suitable for smooth roads, while performing poorly on bumpy surfaces. Furthermore, the adjustment response of traditional shock absorbers is often slow, unable to adjust the damping force in real time to adapt to rapid changes in road conditions, which limits the improvement of driving comfort and vehicle handling. While some existing improved shock absorbers are equipped with electronically controlled damping valves that require continuous stepless adjustment to control the flow efficiency of the damping fluid, this method has limitations in response speed and adjustment accuracy. It cannot quickly and accurately adjust to changes in road conditions, and this stepless adjustment requires precise current control to adjust the valve opening degree. Over time, data drift may occur, reducing the reliability of the damping valve and increasing system complexity and maintenance costs.

[0006] Furthermore, on the one hand, there are differences in understanding among those skilled in the art; on the other hand, the applicant studied a large number of documents and patents when making this utility model, but due to space limitations, not all details and contents were listed in detail. However, this does not mean that this utility model does not have the features of these prior art. On the contrary, this utility model has all the features of the prior art, and the applicant reserves the right to add relevant prior art to the background art. Utility Model Content

[0007] In view of the shortcomings of the existing technology, this utility model provides a dual-valve multi-stage electronically controlled vibration damper to solve at least some of the above-mentioned technical problems.

[0008] This utility model discloses a dual-valve multi-stage electrically controlled vibration damper, comprising: an oil reservoir, a working cylinder disposed within the oil reservoir, and several multi-stage damping valves mounted on the outer wall of the oil reservoir. Multiple intermediate cylinders are fitted onto the outer side of the working cylinder in a non-overlapping manner. The inner wall of the intermediate cylinder and the outer wall of the working cylinder define an annular oil passage. The working cylinder has through holes communicating with each annular oil passage, and the intermediate cylinders have openings for communicating with corresponding multi-stage damping valves. This allows oil in the working cylinder to enter the corresponding annular oil passage through the through holes, and then enter the first oil inlet of the corresponding multi-stage damping valve through the openings. A piston rod capable of reciprocating within the working cylinder is disposed therein, and the reciprocating motion of the piston rod forces oil from the oil reservoir into the multi-stage damping valves.

[0009] By incorporating multiple non-overlapping intermediate cylinders on the outside of the working cylinder, this novel dual-valve multi-stage electronically controlled shock absorber not only increases the complexity and compactness of its internal structure but also significantly enhances the mechanical stability of the entire device. These intermediate cylinders effectively isolate the working cylinder from direct contact with the oil reservoir, reducing wear caused by vibrations and impacts during vehicle operation. Simultaneously, the presence of the intermediate cylinders makes the oil flow path clearer and more orderly, preventing direct impact of oil on the working cylinder wall or the inner wall of the oil reservoir. This reduces additional friction caused by oil turbulence, lowers wear between components, and extends the shock absorber's service life. The annular oil channel design ensures that the oil flows only along a predetermined path, preventing the possibility of oil leakage. Furthermore, the sealed environment formed between the intermediate cylinders and the working cylinder helps maintain internal cleanliness, preventing external impurities from entering and affecting the shock absorber's performance.

[0010] Furthermore, by creating an opening in the intermediate cylinder and connecting it to a multi-stage damping valve, the oil flow rate can be adjusted more precisely, ensuring ideal vibration reduction performance under different operating conditions. This design allows for switching between various damping characteristics without altering the basic structure of the shock absorber. Even under extreme road conditions, the operating state of the shock absorber can be adjusted through simple mechanical means, improving the product's adaptability and versatility.

[0011] According to a preferred embodiment, one end of the oil reservoir is coaxially sealed with an oil seal guide assembly, and the other end of the oil reservoir is coaxially sealed with a bottom end cap. The piston on the piston rod divides the space inside the working cylinder into a compression chamber and a rebound chamber. The rebound chamber is formed by the working cylinder, the oil seal guide assembly, and a piston valve mounted on the piston.

[0012] The oil seal guide assembly ensures that oil does not leak, thus guaranteeing that the oil remains inside the shock absorber under pressure changes, ensuring its normal operation. In addition to its sealing function, the oil seal guide assembly also guides and supports the reciprocating motion of the piston rod. It ensures the piston rod remains properly aligned during movement, reducing friction and wear, thereby extending the shock absorber's lifespan and maintenance intervals. Furthermore, a good guiding mechanism helps improve the shock absorber's responsiveness and performance stability. The bottom end cap is used to seal the bottom of the shock absorber, creating a closed oil space. This not only helps prevent oil leakage but also protects internal components from external environmental factors such as dust, moisture, and other contaminants that could corrode or damage internal components.

[0013] According to a preferred embodiment, the working cylinder includes an upper structure and a lower structure. A first intermediate cylinder is sleeved on the outside of the lower structure of the working cylinder, and a second intermediate cylinder is sleeved on the outside of the upper structure of the working cylinder. The space volume of the first annular oil channel defined by the first intermediate cylinder and the working cylinder is smaller than the space volume of the second annular oil channel defined by the second intermediate cylinder and the working cylinder.

[0014] The intermediate cylinder is coaxially fitted around the outside of the working cylinder, forming an independent support structure. This structure provides additional fixation and support for the working cylinder, ensuring that it does not shift or deform under high-intensity dynamic loads (such as vibrations and impacts experienced during vehicle operation). The presence of the intermediate cylinder allows vibrations and impacts from the vehicle body to be distributed more evenly throughout the system, rather than concentrated at a single point on the working cylinder. This reduces the force borne by the working cylinder, correspondingly lowering the risk of damage due to localized overload. In other words, the intermediate cylinder provides additional structural support, helping to maintain the stability of the working cylinder and isolating it from direct contact with the oil reservoir, reducing damage caused by vibration and impact. This design helps extend the service life of the shock absorber, especially in harsh working environments. In traditional designs, direct contact between the working cylinder and the oil reservoir can lead to resonance, while the introduction of the intermediate cylinder effectively suppresses this resonance. By forming an isolation layer, vibration transmission efficiency is reduced, thereby improving the stability of the entire system. Furthermore, traditional shock absorbers may only offer limited damping force adjustment options, while the intermediate cylinder design allows for more precise damping force adjustment through multi-stage damping valves, improving the shock absorber's adaptability to different road conditions and driving conditions.

[0015] The coaxial connection between the working cylinder and the intermediate cylinder ensures consistency in their movement. This design optimizes the overall structural integrity and reduces wear caused by relative motion. Simultaneously, it ensures stable oil flow and reduces pressure fluctuations caused by poor oil flow. The intermediate cylinder, acting as an "outer shell," provides additional strength and rigidity when subjected to external impacts. This structure significantly improves the shock absorber's load-bearing capacity and impact resistance, ensuring its normal operation, especially under extreme conditions.

[0016] The first and second annular oil channels are located between the inner walls of the first and second intermediate cylinders and the working cylinder, respectively. The annular oil channels have a large and uniform flow cross-section, reducing local resistance to oil flow. This annular structure not only provides a larger fluid flow area but also forms a continuous flow channel, allowing the oil to maintain a high flow velocity and stability. This design makes the oil flow path smoother and effectively reduces flow resistance. In traditional vibration damper designs, oil typically flows in irregular channels, easily forming stagnation and eddies, thus affecting flow efficiency. The annular oil channels, with their uniform cross-section and symmetrical structural design, effectively reduce flow resistance and irregular flow. This allows the oil to flow more linearly within the channel, avoiding energy loss caused by eddies and improving overall flow efficiency. The intermediate cylinders position the first and second annular oil channels symmetrically, optimizing the oil flow path and effectively reducing friction and contact between the working cylinder and the oil reservoir. This symmetrical connection ensures smooth oil flow in both directions, improving the overall performance of the shock absorber. The annular oil channel design allows for even smoother oil flow, enabling the shock absorber to adjust the flow direction and volume more quickly during dynamic operation. This rapid response allows the shock absorber to adapt to road surface changes more promptly, providing stable damping. Therefore, the vehicle's stability and comfort are significantly improved during driving, especially in complex road conditions.

[0017] Traditional vibration dampers typically focus less on optimizing the oil flow path and more on improving damping performance. This invention, however, achieves smooth oil flow and rapid response through structural optimization, particularly the introduction of an annular oil channel. The idea of ​​using an annular channel to improve oil flow is extremely rare in the field of vibration dampers.

[0018] According to a preferred embodiment, the first annular oil passage is connected to the compression chamber through a first through hole on the working cylinder, and the first annular oil passage is connected to the first multi-stage damping valve through a first opening; the second annular oil passage is connected to the rebound chamber through a second through hole on the working cylinder, and the second annular oil passage is connected to the second multi-stage damping valve through a second opening.

[0019] The shock absorber of this invention can be configured with at least two multi-stage damping valves, so that the multi-stage damping valves configured at different positions of the shock absorber can be used in different strokes of the shock absorber.

[0020] The annular oil channel design not only ensures smooth flow but also optimizes the oil's path from one chamber to another, reducing the time required for flow. This short-path design improves dynamic response efficiency. Combined with the working principle of multi-stage valves, the shock absorber can rapidly adjust the oil flow direction and flow rate under different dynamic conditions. The fluid characteristics of the annular channel allow the oil to respond quickly at the moment the valve opens or closes, rapidly adjusting its flow rate according to the flow path. As external conditions (such as changes in road surface and vehicle speed) change, the shock absorber can adjust the valve in a timely manner to achieve rapid changes in oil flow, and the annular design ensures the high efficiency of this process, enabling the shock absorber to react within microseconds. Through rapid oil flow adjustment, the shock absorber can provide a more uniform and predictable damping effect during vehicle operation. Therefore, whether driving at high speeds or traversing uneven road surfaces, the shock absorber can react quickly, maintaining vehicle stability and improving ride comfort. In complex and ever-changing road conditions, the rapid adjustment capability of fluid flow enables vehicles to adapt to sudden driving conditions in a timely manner, reducing vehicle tilt and vibration, which is crucial for improving driving safety and passenger experience.

[0021] According to a preferred embodiment, the first multi-stage damping valve and the second multi-stage damping valve include an overflow valve seat, an overflow valve core, and a spring. The overflow valve seat is disposed on the outer wall of the corresponding intermediate cylinder so that the first oil inlet disposed in the overflow valve seat can be connected with the opening of the corresponding intermediate cylinder. Under the elastic action of the spring, the overflow valve core can abut against the end face of the overflow valve seat to block the communication between the first oil inlet and the first oil outlet.

[0022] According to a preferred embodiment, a damping hole is provided in the overflow valve core so that the oil entering from the first oil inlet can enter the cavity of the overflow valve core through the damping hole. The cavity of the overflow valve core is connected to the second oil inlet of the switching solenoid valve through an oil passage hole provided in the solenoid valve seat.

[0023] According to a preferred embodiment, the switching solenoid valve includes a second oil outlet communicating with a return oil port, wherein the switching solenoid valve is movable between an open position that allows oil communication between the second oil inlet and the second oil outlet and a closed position that restricts oil communication between the second oil inlet and the second oil outlet.

[0024] This invention configures the switching solenoid valve as a high-speed switching solenoid valve that is low in cost, easy to process, fast in response, resistant to pollution, has strong capability, and long service life.

[0025] According to a preferred embodiment, the oil return hole and the first oil outlet can communicate with the oil storage chamber, wherein the oil storage chamber can be formed by combining the inner wall of the oil storage cylinder, the oil seal guide assembly, the bottom end cap, and the outer walls of the first intermediate cylinder and the second intermediate cylinder.

[0026] According to a preferred embodiment, the piston valve includes a springback valve and a flow valve, wherein the springback valve is configured as a one-way valve for allowing oil to flow from the springback chamber to the compression chamber, and the flow valve is configured as a one-way valve for allowing oil to flow from the compression chamber to the springback chamber.

[0027] According to a preferred embodiment, the working cylinder is connected to a bottom valve at the other end of which is connected to the oil seal guide assembly. The bottom valve includes a compression valve and a compensation valve, wherein the compression valve is configured as a check valve for allowing oil to flow from the compression chamber to the oil reservoir, and the compensation valve is configured as a check valve for allowing oil to flow from the oil reservoir to the compression chamber.

[0028] This invention achieves effective oil flow between various chambers through the ingenious design of the piston valve and the bottom valve, thereby providing a stable vibration damping effect during the compression stroke. The design of the first through hole and the annular oil channel allows the hydraulic cylinder to achieve complex oil flow paths within a limited longitudinal space, thus optimizing the aspect ratio of the vibration damper and ensuring the compactness of the structure and the completeness of its functions.

[0029] This novel vibration damper offers advantages in manufacturing costs. Its innovative design reduces the number and complexity of components, simplifying the production process. Standardized parts and efficient assembly processes enable effective cost control while maintaining high performance. In particular, optimized material selection and improved processing techniques further reduce overall manufacturing costs.

[0030] This invention achieves a good balance between structural strength and weight. The use of high-strength materials and optimized structural design allows the shock absorber to maintain a lightweight profile while possessing sufficient strength to withstand impacts and vibrations under various road conditions. The reasonable weight distribution and structural strength ensure the stability and reliability of the shock absorber during long-term use, meeting the high requirements of motor vehicles for shock absorbers. Attached Figure Description

[0031] Figure 1 This is a schematic diagram of the overall structure of the vibration damper provided by this utility model;

[0032] Figure 2 This is a schematic diagram of the structure of the multi-stage damping valve provided by this utility model;

[0033] Figure 3 This is a schematic diagram of the structure of the solenoid valve provided by this utility model;

[0034] Figure 4 This is a schematic diagram of the oil flow during the compression stroke provided by this utility model;

[0035] Figure 5 This is a schematic diagram of the oil flow during the rebound stroke provided by this utility model.

[0036] List of reference numerals

[0037] 1: Piston rod; 2: Oil seal guide assembly; 3: Oil reservoir; 4: Working cylinder; 5: First intermediate cylinder; 6: Second intermediate cylinder; 7: Bottom end cap; 8: Mounting lug; 9: Piston valve; 10: Bottom valve; 11: First through hole; 12: Second through hole; 13: First opening; 14: Second opening; 15: First annular oil passage; 16: Second annular oil passage; 20a: First multi-stage damping valve; 20b: Second multi-stage damping valve; 21: Overflow valve seat; 22: Overflow valve. 23: Valve core; 24: Solenoid valve seat; 25: Solenoid valve; 26: Solenoid coil; 27: First oil inlet; 28: First oil outlet; 29: Damping orifice; 30: Oil passage hole; 31: Second oil outlet; 32: Oil return hole; 33: Second oil inlet; 34: First sealing ring; 35: Second sealing ring; 41: Rebound valve; 42: Flow valve; 43: Compression valve; 44: Compensation valve; 51: Oil port; 52: Sealing body; 53: Sealing ring; 54: Retaining ring. Detailed Implementation

[0038] The following is a detailed explanation with reference to the accompanying drawings.

[0039] like Figures 1-3 As shown, this utility model discloses a dual-valve multi-stage adjustable electronically controlled vibration damper, which includes several multi-stage damping valves. The multi-stage damping valves can be installed on the outer wall of the cylindrical oil reservoir 3. One end of the oil reservoir 3 is coaxially sealed with an oil seal guide assembly 2, and the other end of the oil reservoir 3 is coaxially sealed with a bottom end cap 7.

[0040] Preferably, the shock absorber includes a piston rod 1 disposed within the working cylinder 4 and capable of reciprocating within the working cylinder 4. The piston on the piston rod 1 divides the space within the working cylinder 4 into a compression chamber and a rebound chamber. Preferably, the piston may be equipped with a piston valve 9 for blocking the flow of oil between the compression chamber and the rebound chamber. Further, the working cylinder 4 can be coaxially disposed within the oil reservoir 3, such that one end of the working cylinder 4 is coaxially connected to the oil seal guide assembly 2, and the other end of the working cylinder 4 is coaxially connected to the bottom valve 10. The working cylinder 4, piston valve 9, and oil seal guide assembly 2 can be combined to form a rebound chamber, and the working cylinder 4, piston valve 9, and bottom valve 10 can be combined to form a compression chamber. Preferably, a first through hole 11 and a second through hole 12 may be respectively provided near both ends of the working cylinder 4, i.e., the first through hole 11 and the second through hole 12 communicate with the compression chamber and the rebound chamber, respectively. Preferably, a retaining ring 54 can be provided around the piston rod 1 in a circumferential direction. The retaining ring 54 can be fixedly installed on the piston rod 1 at a height higher than the piston valve 9, so as to limit the piston rod stroke and protect against structural damage caused by overtravel.

[0041] Preferably, the oil seal guide assembly 2, which is sealed to one end of the oil reservoir 3 and the working cylinder 4, ensures that the oil does not leak out, thereby ensuring that the oil remains inside the shock absorber under pressure changes, thus guaranteeing the normal operation of the shock absorber. In addition to its sealing function, the oil seal guide assembly 2 also guides and supports the reciprocating motion of the piston rod 1. The oil seal guide assembly 2 ensures that the piston rod 1 remains correctly aligned during movement, reducing friction and wear, thereby extending the life and maintenance cycle of the shock absorber. Preferably, the oil seal guide assembly 2 may have an oil port 51, through which oil scraped off the piston rod 1 by the oil seal guide assembly 2 during piston rod 1 movement can flow back to the oil reservoir. Preferably, a generally cylindrical sealing body 52 may be provided below the oil seal guide assembly 2. This sealing body 52 may be disposed inside the working cylinder 4 and can achieve a seal by interference fit between its outer surface and the inner wall of the working cylinder 4. Furthermore, a good guiding mechanism also helps to improve the responsiveness and performance stability of the shock absorber. Preferably, the bottom end cap 7 located at the other end of the oil reservoir 3 can be used to seal the bottom of the shock absorber, thereby forming a closed oil space. This not only helps prevent oil leakage but also protects the internal components from external environmental factors, such as dust, moisture, and other contaminants that may cause corrosion or damage to the internal components. Preferably, the bottom end cap 7 can be connected to mounting lugs 8 or other fixing interfaces, wherein the outer wall of the mounting lugs 8 can be fixedly connected to the bottom end cap 7. These interfaces are used to fix the shock absorber in the corresponding position on the vehicle. This fixing method ensures the stability of the shock absorber during vehicle operation and prevents displacement or detachment due to vibration or impact.

[0042] Preferably, an intermediate cylinder may be provided between the working cylinder 4 and the oil reservoir 3, wherein the intermediate cylinder may be coaxially sleeved on the outside of the working cylinder 4. Further, the intermediate cylinder may include a first intermediate cylinder 5 sleeved on the lower half of the working cylinder 4 and a second intermediate cylinder 6 sleeved on the upper half of the working cylinder 4. The upper and lower halves of the working cylinder 4 are not strictly equal in size; they only represent the relative spatial relationship between the two parts of the working cylinder 4. That is, the upper half of the working cylinder 4 may be located above the lower half of the working cylinder 4, and the height of the upper half of the working cylinder 4 may be greater than, equal to, or less than the height of its lower half. More preferably, the height of the upper half of the working cylinder 4 is greater than the height of its lower half. Preferably, in addition to the upper and lower halves, the working cylinder 4 may also be divided into other structures; in other words, the working cylinder 4 may be divided into several structures, including at least an upper and a lower half. Preferably, a first annular oil channel 15 can be formed between the inner wall of the first intermediate cylinder 5 and the outer wall of at least a portion of the bottom end of the working cylinder 4, and a second annular oil channel 16 can be formed between the inner wall of the second intermediate cylinder 6 and the outer wall of at least a portion of the top end of the working cylinder 4. The first annular oil channel 15 can communicate with the compression chamber through a first through hole 11, and the second annular oil channel 16 can communicate with the rebound chamber through a second through hole 12. Preferably, the inner wall diameters of the first intermediate cylinder 5 and the second intermediate cylinder 6 can be set to be larger than the outer wall diameter of the working cylinder 4. The working cylinder 4 is typically set with a constant diameter so that the piston rod 1 can reciprocate flexibly within the working cylinder 4, and the piston on the piston rod 1 can ensure the relative isolation between the compression chamber and the rebound chamber. The intermediate cylinders can be set with non-constant diameters so that the diameters of the top and bottom ends of the intermediate cylinder are smaller than the diameter of the middle portion of the intermediate cylinder. Preferably, protruding structures can be provided at the top and bottom of the intermediate cylinder, such that the diameter of the protruding structures is larger than the diameter of the structures on both sides, but more preferably the diameter of the protruding structures is smaller than the diameter of the middle part of the intermediate cylinder, so that a certain annular receiving space can be formed between the protruding structures and the outer wall of the working cylinder 4. A sealing ring 53 can be provided in this annular receiving space to prevent direct oil flow between the first annular oil channel 15 and the second annular oil channel 16 and the oil storage chamber. Preferably, the first intermediate cylinder 5 is positioned with a lower height than the second intermediate cylinder 6, so that the first intermediate cylinder 5 can cover the lower half of the working cylinder 4, and the first through hole 11 is provided on the lower half of the working cylinder 4 covered by the first intermediate cylinder 5; it also allows the second intermediate cylinder 6 to cover the upper half of the working cylinder 4, and the second through hole 12 is provided on the upper half of the working cylinder 4 covered by the second intermediate cylinder 6. Preferably, the first through hole 11 and the second through hole 12 have non-co-directional opening directions. More preferably, the opening directions of the first through hole 11 and the second through hole 12 are orthogonal to each other.It should be noted that in this utility model, the upper half of the working cylinder 4 is not the same as the spring-loaded chamber, and the lower half of the working cylinder 4 is not the same as the compression chamber. This is because as the piston rod 1 moves, the position of the piston on the piston rod 1 is not fixed, which causes the size of the spring-loaded chamber and the compression chamber to change with the movement of the piston rod 1. However, the structure of the intermediate cylinder is fixed. Therefore, the partial structure of the working cylinder 4 fitted by the first intermediate cylinder 5 is its lower half structure, and the partial structure of the working cylinder 4 fitted by the second intermediate cylinder 6 is its upper half structure.

[0043] Preferably, the inner walls of the oil reservoir 3, the oil seal guide assembly 2, and the bottom end cap 7 can be combined with the outer walls of the first intermediate cylinder 5 and the second intermediate cylinder 6 to form an oil reservoir chamber. Preferably, the intermediate cylinder also provides additional structural support, helping to maintain the stability of the working cylinder 4 and isolating the working cylinder 4 from direct contact with the oil reservoir 3, reducing damage caused by vibration and impact. Traditional shock absorbers may only offer limited damping force adjustment options, while the intermediate cylinder design allows for finer damping force adjustment through multi-stage damping valves, improving the shock absorber's adaptability to different road conditions and driving conditions.

[0044] Preferably, the first intermediate cylinder 5 and the second intermediate cylinder 6 may be respectively provided with a first opening 13 and a second opening 14. The first opening 13 and the second opening 14 can be used to connect multi-stage damping valves, wherein the first opening 13 can be connected to a first multi-stage damping valve 20a, and the second opening 14 can be connected to a second multi-stage damping valve 20b. Further, based on the relative positions of the first intermediate cylinder 5 and the second intermediate cylinder 6, it is known that the first opening 13 is lower in height than the second opening 14. Therefore, the first multi-stage damping valve 20a can be positioned lower than the second multi-stage damping valve 20b.

[0045] Preferably, the first opening 13 connects the first annular oil passage 15 to the first oil inlet 27 of the first multi-stage damping valve 20a, and the second opening 14 connects the second annular oil passage 16 to the first oil inlet 27 of the second multi-stage damping valve 20b. Preferably, the end of the multi-stage damping valve installed on the outer wall of the oil reservoir 3 with the first oil inlet 27 can pass through the outer wall of the oil reservoir 3 and connect with the opening on the corresponding intermediate cylinder, wherein when the multi-stage damping valve connects with the opening on the corresponding intermediate cylinder, at least a portion of the multi-stage damping valve will be located within the oil reservoir chamber.

[0046] Preferably, the first multi-stage damping valve 20a and the second multi-stage damping valve 20b may include an overflow valve seat 21, an overflow valve core 22, a spring 24, a solenoid valve seat 23, a switching solenoid valve 25, a solenoid coil 26, a first sealing ring 34, and a second sealing ring 35. Preferably, the overflow valve seat 21 may be disposed on the outer wall of the corresponding intermediate cylinder, so that the first oil inlet 27 provided in the overflow valve seat 21 can be connected with the opening on the corresponding intermediate cylinder. Preferably, the overflow valve core 22 is coaxially slidably assembled in the cavity of the overflow valve seat 21, the overflow valve seat 21 is coaxially fixedly connected to the solenoid valve seat 23, and the spring 24 is coaxially installed in the cavity of the overflow valve core 22, with one end of the spring 24 abutting against the inner end face of the overflow valve core 22 and the other end abutting against the inner end face of the solenoid valve seat 23. Preferably, the oil port end of the switching solenoid valve 25 is sealed within the cavity of the solenoid valve seat 23, and the solenoid coil 26 is coaxially sleeved on the switching solenoid valve 25. The switching solenoid valve 25 can be configured as a high-speed switching solenoid valve. A high-speed switching solenoid valve is a basic electrical control component used to control the direction of fluid flow. It is an electromagnetically controlled industrial device that uses the magnetic force generated by the solenoid coil 26 to drive the valve to open or close. It has a fast response speed and can achieve rapid opening or closing in a short time. When current is passed through the solenoid coil 26, a magnetic field is generated. Under the action of the magnetic field, the moving iron core is attracted, causing the valve to open or close. Furthermore, the high-speed switching solenoid valve of this invention can adopt a switching valve as described in CN220396355U.

[0047] Preferably, one end of the overflow valve seat 21 is provided with a first oil inlet 27, and the outer wall of the overflow valve seat 21 near the oil inlet is provided with a first oil outlet 28. The first oil inlet 27 and the first oil outlet 28 can be blocked by the overflow valve core 22. Preferably, the overflow valve core 22 is provided with a damping hole 29, which connects the first oil inlet 27 and the cavity of the overflow valve core 22, so that the oil entering from the first oil inlet 27 can enter the cavity of the overflow valve core 22 through the damping hole 29. Preferably, the inner cavity end face of the solenoid valve seat 23 is provided with an oil passage hole 30, and the end of the switching solenoid valve 25 facing the solenoid valve seat 23 is provided with a second oil inlet 33. The oil passage hole 30 connects the cavity of the overflow valve core 22 and the second oil inlet 33, so that the oil entering the cavity of the overflow valve core 22 through the damping hole 29 can enter the second oil inlet 33 through the oil passage hole 30. Preferably, a return oil hole 32 may be provided on the outer wall of the solenoid valve seat 23, and a second oil outlet 31 may be provided on the switching solenoid valve 25, wherein the second oil outlet 31 is connected to the return oil hole 32. Preferably, the first oil outlet 28 is connected to the second oil outlet 31, so that the oil flowing out of the multi-stage damping valve can be collected and flow into the oil storage tank 3.

[0048] Preferably, the first sealing ring 34 can be fitted onto the overflow valve seat 21, and the second sealing ring 35 can be fitted onto the solenoid valve seat 23, so as to ensure the sealing performance of the multi-stage damping valve under high pressure, prevent oil leakage, and ensure the stable operation of the shock absorber.

[0049] Preferably, the switching solenoid valve 25 is movable between an open position that allows oil communication between the second oil inlet 33 and the second oil outlet 31 and a closed position that restricts oil communication between the second oil inlet 33 and the second oil outlet 31. The current of the solenoid coil 26 coaxially sleeved on the switching solenoid valve 25 is adjusted so that the switching solenoid valve 25 can quickly switch between the open and closed positions.

[0050] Preferably, the oil entering the multi-stage damping valve through the first inlet 27 can apply pressure to the overflow valve core 22, causing it to move away from the first inlet 27. Once the overflow valve core 22 moves away from its initial position, the previously blocked first inlet 27 and first outlet 28 can be connected. A portion of the oil entering the multi-stage damping valve through the first inlet 27 can flow directly out of the first outlet 28, while the remaining oil can enter the cavity of the overflow valve core 22, which communicates with the second inlet 33, through the damping hole 29. Furthermore, depending on the position of the solenoid valve 25, the oil entering the cavity of the overflow valve core 22 can have different flow patterns.

[0051] When the solenoid valve 25 is in the closed position, the oil is not connected between the second oil inlet 33 and the second oil outlet 31. The oil entering the solenoid valve 25 from the cavity of the overflow valve core 22 cannot flow out from the second oil outlet 31. The accumulated oil gradually fills the cavity of the overflow valve core 22, making the oil pressure on both sides of the damping valve of the overflow valve core 22 equal. Under the elastic action of the spring 24, the overflow valve core 22 will move towards the direction of the first oil inlet 27 and abut against the end face of the overflow valve seat 21. The oil in the first oil inlet 27 is difficult to push the overflow valve core 22 open. At this time, the oil flow rate of the first oil outlet 28 is small, and the shock absorber exhibits a relatively "stiff" compression damping characteristic.

[0052] When the solenoid valve 25 is in the open position, the oil is connected between the second oil inlet 33 and the second oil outlet 31. The oil entering the solenoid valve 25 from the cavity of the overflow valve core 22 can flow out from the second oil outlet 31 and return to the oil storage chamber through the return oil hole 32. The oil in the damping hole 29 can flow smoothly. A pressure difference is generated on both sides of the damping hole 29 and the pressure at the first oil inlet 27 is greater than the oil pressure in the cavity of the overflow valve core 22. Under the action of the oil pressure, the overflow valve core 22 will be more easily pushed open by the oil. At this time, the oil flow rate at the first oil outlet 28 is large, and the shock absorber exhibits a relatively "soft" compression damping characteristic.

[0053] This invention enables instantaneous adjustment of damping characteristics through the rapid switching of the solenoid valve 25, allowing the shock absorber to provide either "hard" or "soft" damping effects according to different road conditions and driving needs. This invention configures the solenoid valve 25 as a high-speed solenoid valve that is low-cost, easy to manufacture, has a rapid response, strong anti-pollution capability, and long service life. It achieves rapid switching action, thereby quickly adjusting the damping characteristics and improving the accuracy and speed of damping adjustment.

[0054] According to a preferred embodiment, the multi-stage damping valve of this invention can significantly increase the number of damping adjustment stages by slightly increasing the number of solenoid valves 25. The added solenoid valves 25 can be configured with different throttling diameters. For example, one solenoid valve 25 enables two-stage adjustment, two solenoid valves 25 enable four-stage adjustment, three solenoid valves 25 enable eight-stage adjustment, and so on.

[0055] Preferably, the piston valve 9 may include a spring valve 41 and a flow valve 42, wherein the spring valve 41 is configured as a high-stiffness check valve and the flow valve 42 is configured as a low-stiffness check valve.

[0056] Preferably, the bottom valve 10 may include a compression valve 43 and a compensation valve 44, wherein the compression valve 43 is configured as a high-stiffness check valve and the compensation valve 44 is configured as a low-stiffness check valve.

[0057] Preferably, the aforementioned high stiffness refers to the stiffness that can generate significant damping force in the movement of the shock absorber, such as a damping force of several hundred or several thousand Newtons; the aforementioned low stiffness refers to the stiffness that allows the oil to easily push open the valve with almost no damping, generating only a very small damping force.

[0058] According to a preferred embodiment, the shock absorber of this invention may be configured with at least two multi-stage damping valves, so that the multi-stage damping valves configured at different positions of the shock absorber can be used in different strokes of the shock absorber.

[0059] Figure 4This is a schematic diagram of the oil flow during the compression stroke of a preferred embodiment of this utility model. Preferably, when the piston rod 1 moves downward, i.e., when the damper is in the compression stroke, the oil pressure in the compression chamber increases. Part of the oil in the compression chamber enters the rebound chamber through the flow valve 42, part of the oil flows into the oil storage chamber through the compression valve 43, and another part of the oil enters the first annular oil channel 15 through the first through hole 11, and then enters the first oil inlet 27 of the first multi-stage damping valve 20a through the first annular oil channel 15. Further, after the oil enters the first oil inlet 27 of the first multi-stage damping valve 20a, part of the oil will push open the overflow valve core 22, and then return to the oil storage chamber through the first oil outlet 28. The other part of the oil passes through the damping hole 29, the cavity of the overflow valve core 22, and the oil passage hole 30 in sequence to enter the second oil inlet 33.

[0060] If the solenoid valve 25 in the first multi-stage damping valve 20a is closed at this time, that is, the second oil inlet 33 and the second oil outlet 31 are disconnected, the oil pressure in the cavity of the overflow valve core 22 increases, causing the oil pressure on both sides of the damping hole 29 to be equal. One end of the overflow valve core 22 will be pressed against the end face of the overflow valve seat 21 under the elastic action of the spring 24 and will be difficult to be opened by the oil. At this time, the flow rate of the first oil outlet 28 is small, and the shock absorber exhibits a relatively "stiff" compression damping characteristic.

[0061] If the solenoid valve 25 inside the first multi-stage damping valve 20a is in the open state, that is, the second oil inlet 33 and the second oil outlet 31 are in the connected state, the oil can return to the oil storage chamber from the second oil inlet 33 through the second oil outlet 31 and through the return oil hole 32. The oil in the damping hole 29 flows, and a pressure difference is generated on both sides of the damping hole 29. The pressure of the first oil inlet 27 is greater than the oil pressure in the cavity of the overflow valve core 22. Under the action of the oil pressure, the overflow valve core 22 will be more easily pushed open by the oil. At this time, the flow rate of the first oil outlet 28 is larger, that is, the shock absorber exhibits a relatively "soft" compression damping characteristic.

[0062] Figure 5This is a schematic diagram of the oil flow during the rebound stroke of a preferred embodiment of this utility model. Preferably, when the piston rod 1 moves upward, i.e., when the damper is in the rebound stroke, the volume of the compression chamber increases and the oil pressure decreases. Under the action of the oil pressure, the oil in the oil reservoir pushes open the compensation valve 44 and enters the compression chamber for oil compensation, so that the compression chamber is always full of oil. The volume of the rebound chamber decreases and the oil pressure increases. Part of the oil in the rebound chamber enters the compression chamber through the rebound valve 41, and another part of the oil enters the first oil inlet 27 of the second multi-stage damping valve 20b in sequence through the second through hole 12 and the second annular oil channel 16. Further, after the oil enters the first oil inlet 27 of the second multi-stage damping valve 20b, part of the oil will push open the overflow valve core 22 and then return to the oil reservoir through the first oil outlet 28. The other part of the oil enters the second oil inlet 33 in sequence through the damping hole 29, the cavity of the overflow valve core 22, and the oil passage hole 30.

[0063] If the switching solenoid valve 25 in the second multi-stage damping valve 20b is closed at this time, that is, the second oil inlet 33 and the second oil outlet 31 are disconnected, the oil pressure in the cavity of the overflow valve core 22 increases, causing the oil pressure on both sides of the damping hole 29 to be equal. One end of the overflow valve core 22 will be pressed against the end face of the overflow valve seat 21 under the elastic action of the spring 24 and will be difficult to be opened by the oil. At this time, the flow rate of the first oil outlet 28 is small, and the shock absorber exhibits a relatively "stiff" compression damping characteristic.

[0064] If the solenoid valve 25 inside the second multi-stage damping valve 20b is in the open state, that is, the second oil inlet 33 and the second oil outlet 31 are in the connected state, the oil can return to the oil storage chamber from the second oil inlet 33 through the second oil outlet 31 and through the return oil hole 32. The oil in the damping hole 29 flows, and a pressure difference is generated on both sides of the damping hole 29. The pressure of the first oil inlet 27 is greater than the oil pressure in the cavity of the overflow valve core 22. Under the action of the oil pressure, the overflow valve core 22 will be more easily pushed open by the oil. At this time, the flow rate of the first oil outlet 28 is larger, that is, the shock absorber exhibits a relatively "soft" compression damping characteristic.

[0065] It should be noted that the specific embodiments described above are exemplary. Those skilled in the art can devise various solutions inspired by the disclosure of this utility model, and these solutions all fall within the scope of this utility model and its protection scope. Those skilled in the art should understand that this utility model specification and its drawings are illustrative and do not constitute a limitation on the claims. The protection scope of this utility model is defined by the claims and their equivalents. This utility model specification contains multiple inventive concepts; phrases such as "preferred" or "according to a preferred embodiment" indicate that the corresponding paragraph discloses an independent concept. The applicant reserves the right to file divisional applications based on each inventive concept. Throughout the text, the feature introduced by "preferred" is only an optional mode and should not be construed as mandatory. Therefore, the applicant reserves the right to abandon or delete relevant preferred features at any time.

Claims

1. A dual-valve multi-stage electrically controlled vibration damper, comprising: Oil storage tank (3), The working cylinder (4) is installed inside the oil storage tank (3). Several multi-stage damping valves are installed on the outer wall of the oil reservoir (3). Its features are, Multiple intermediate cylinders are sleeved on the outer side of the working cylinder (4) in a non-overlapping manner. The inner wall of the intermediate cylinder and the outer wall of the working cylinder (4) can define an annular oil channel. The working cylinder (4) is provided with a through hole that communicates with each of the annular oil channels. The intermediate cylinder is provided with an opening for communicating with the corresponding multi-stage damping valve, so that the oil in the working cylinder (4) can enter the corresponding annular oil channel through the through hole, and then enter the first oil inlet (27) of the corresponding multi-stage damping valve through the opening. The working cylinder (4) is provided with a piston rod (1) that can reciprocate within the working cylinder (4). The reciprocating motion of the piston rod (1) forces the oil in the oil storage tank (3) into the multi-stage damping valve.

2. The vibration damper according to claim 1, characterized in that, One end of the oil reservoir (3) is coaxially sealed with an oil seal guide assembly (2), and the other end of the oil reservoir (3) is coaxially sealed with a bottom end cap (7). The piston on the piston rod (1) divides the space inside the working cylinder (4) into a compression chamber and a rebound chamber. The rebound chamber is formed by the working cylinder (4), the oil seal guide assembly (2), and the piston valve (9) provided on the piston.

3. The vibration damper according to claim 2, characterized in that, The working cylinder (4) includes an upper structure and a lower structure. A first intermediate cylinder (5) is sleeved on the outside of the lower structure of the working cylinder (4), and a second intermediate cylinder (6) is sleeved on the outside of the upper structure of the working cylinder (4). The space volume of the first annular oil channel (15) defined by the first intermediate cylinder (5) and the working cylinder (4) is smaller than the space volume of the second annular oil channel (16) defined by the second intermediate cylinder (6) and the working cylinder (4).

4. The vibration damper according to claim 3, characterized in that, The first annular oil passage (15) is connected to the compression chamber through the first through hole (11) on the working cylinder (4), and the first annular oil passage (15) is connected to the first multi-stage damping valve (20a) through the first opening (13); the second annular oil passage (16) is connected to the rebound chamber through the second through hole (12) on the working cylinder (4), and the second annular oil passage (16) is connected to the second multi-stage damping valve (20b) through the second opening (14).

5. The vibration damper according to claim 4, characterized in that, The first multistage damping valve (20a) and the second multistage damping valve (20b) include an overflow valve seat (21), an overflow valve core (22), and a spring (24). The overflow valve seat (21) is disposed on the outer wall of the corresponding intermediate cylinder so that the first oil inlet (27) disposed in the overflow valve seat (21) can be connected to the opening of the corresponding intermediate cylinder. Under the elastic action of the spring (24), the overflow valve core (22) can abut against the end face of the overflow valve seat (21) to block the communication between the first oil inlet (27) and the first oil outlet (28).

6. The vibration damper according to claim 5, characterized in that, The overflow valve core (22) has a damping hole (29) so that the oil entering from the first oil inlet (27) can enter the cavity of the overflow valve core (22) through the damping hole (29). The cavity of the overflow valve core (22) is connected to the second oil inlet (33) of the solenoid valve (25) through the oil passage hole (30) opened in the solenoid valve seat (23).

7. The vibration damper according to claim 6, characterized in that, The switching solenoid valve (25) includes a second oil outlet (31) communicating with the oil return hole (32), wherein the switching solenoid valve (25) is movable between an open position that allows oil communication between the second oil inlet (33) and the second oil outlet (31) and a closed position that restricts oil communication between the second oil inlet (33) and the second oil outlet (31).

8. The vibration damper according to claim 7, characterized in that, The return oil hole (32) and the first oil outlet (28) can communicate with the oil storage chamber, wherein the oil storage chamber can be formed by combining the inner wall of the oil storage cylinder (3), the oil seal guide assembly (2), the bottom end cap (7) with the outer wall of the first intermediate cylinder (5) and the second intermediate cylinder (6).

9. The vibration damper according to claim 2, characterized in that, The piston valve (9) includes a springback valve (41) and a flow valve (42), wherein the springback valve (41) is configured as a one-way valve for allowing oil to flow from the springback chamber to the compression chamber, and the flow valve (42) is configured as a one-way valve for allowing oil to flow from the compression chamber to the springback chamber.

10. The vibration damper according to claim 8, characterized in that, The working cylinder (4) is connected to the bottom valve (10) at the other end relative to the oil seal guide assembly (2). The bottom valve (10) includes a compression valve (43) and a compensation valve (44). The compression valve (43) is configured as a one-way valve for allowing oil to flow from the compression chamber to the oil reservoir, and the compensation valve (44) is configured as a one-way valve for allowing oil to flow from the oil reservoir to the compression chamber.

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