A damper valve seat and active damper

Abstract

The utility model relates to the technical field of damper, concretely relates to a damper valve seat and active damper, the damper valve seat, including valve seat body, the valve seat body is provided with two flow channels for corresponding intercommunication with the working cylinder of active damper, the liquid storage drum of active damper, each the flow channel of valve seat body is integrated with the passive valve system for providing basic damping force, and the main control valve for with external controller electric connection is connected, and the fluid flow of corresponding flow channel is controlled through the regulating valve core opening degree, the utility model provides a damper valve seat high integration, small, convenient to use.

Description

Technical Field

[0001] This utility model relates to the field of vibration damper technology, specifically to a vibration damper valve seat and an active vibration damper. Background Technology

[0002] In traditional fully active vibration damper designs, core functional components such as the passive valve system and the main control valve are typically distributed across different locations within the damper. For example, the passive valve system may be located inside the working cylinder, while the main control valve may be independently installed in an external pipeline or a separate valve block. This distributed layout results in a loose overall structure and complex assembly process, requiring multiple pipelines to connect the components. This not only increases the length of the oil flow path and reduces the system response speed but also poses a risk of seal failure due to the numerous interfaces between components. Furthermore, the distributed design requires a large installation space to accommodate the separate components and connecting pipelines, limiting the miniaturization of vibration dampers and leading to wasted space. Utility Model Content

[0003] In view of the shortcomings of the prior art, the purpose of this utility model is to provide a highly integrated and compact damper valve seat and active damper.

[0004] To achieve the above objectives and other related objectives, this utility model provides a damper valve seat, including a valve seat body, wherein the valve seat body is provided with two flow channels for corresponding communication with the working cylinder of the active damper and the liquid storage tank of the active damper.

[0005] Each of the flow channels in the valve seat body is integrated with:

[0006] Passive valve systems are used to provide basic damping force;

[0007] The main control valve is used to electrically connect to an external controller and control the fluid flow rate corresponding to the flow channel by adjusting the valve core opening.

[0008] In one embodiment of the present invention, the flow channel of the valve seat body further integrates at least one of an injection port, an exhaust valve, and an external flow path interface;

[0009] The external flow path interface is used to connect to an external accumulator or electro-hydraulic pump.

[0010] In one embodiment of this utility model, each of the flow channels is provided with an external flow path interface and a fluid control valve;

[0011] Each of the fluid control valves is configured to block the corresponding flow path when it is in the closed state.

[0012] In one embodiment of this utility model, the main control valve and the passive valve system in each of the flow channels are arranged in series / parallel in the corresponding flow channels;

[0013] The fluid control valves in each of the aforementioned flow channels are respectively connected in series in the corresponding flow channel;

[0014] The external flow path interfaces in each of the flow channels are respectively connected in series in the corresponding flow channel.

[0015] In one embodiment of this utility model, the valve seat body is provided with:

[0016] The first connecting part is used for interference fit connection with the working cylinder;

[0017] The second connecting part is used for interference fit connection with the liquid storage cylinder, and the first connecting part and / or the second connecting part is a ring-shaped structure.

[0018] In one embodiment of the present invention, at least a portion of the structure of at least one of the main control valve, injection port, exhaust valve, external flow path interface, and fluid control valve is exposed outside the valve seat body.

[0019] To achieve the above-mentioned objectives and other related objectives, this utility model provides an active vibration damper, including a working cylinder, a liquid storage tank, and the vibration damper valve seat.

[0020] In one embodiment of this utility model, a sealing piston is provided inside the working cylinder, and the sealing piston is fixed to the piston rod;

[0021] The sealing piston divides the working cylinder into an upper chamber and a lower chamber, which are connected to the passive valve system and the main control valve through the corresponding flow channel of the valve seat body.

[0022] In one embodiment of this utility model, a guide is provided at the end of the working cylinder away from the damper valve seat, the piston rod passes through the central hole of the guide and slides in cooperation with the guide, and the outside of the guide is sealed to the liquid storage cylinder.

[0023] In one embodiment of this utility model, the piston rod is sleeved with:

[0024] A limiting ring, fixedly connected to the piston rod, is used to limit the maximum displacement of the sealing piston;

[0025] A recovery buffer block, made of elastic material, is disposed between the limiting ring and the guide to absorb the impact when the piston rod moves to its limit position.

[0026] The above embodiments can be applied individually or in combination.

[0027] In summary, this utility model improves the overall performance of the fully active vibration damper by integrating the passive valve system and the main control valve into a single module on the valve seat body. The integrated flow channel inside the valve seat body eliminates the space requirements of traditional separate valve seats and connectors, making the overall structure more compact. The integrated design simplifies the alignment of multiple components and pipeline connection processes, significantly reducing assembly time and costs. The modular design supports the overall disassembly and assembly of the vibration damper valve seat, avoiding the tedious operation of inspecting individual components. At the same time, the shortened oil path and reduced oil flow resistance and delay result in a faster and more precise dynamic adjustment response of the main control valve, comprehensively improving operability and reliability. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1 This is a cross-sectional view of the shock absorber valve seat structure in one embodiment of the present invention;

[0030] Figure 2 This is a schematic diagram of the structure of the damper valve seat after it is connected to the damper working cylinder and the liquid storage tank in one embodiment of the present utility model.

[0031] Figure 3 This is a top view of an active vibration damper according to an embodiment of the present invention;

[0032] Figure 4 for Figure 3 A cross-sectional view of the structure at point GG;

[0033] Figure 5 for Figure 3 A cross-sectional view of the structure at point HH;

[0034] Figure 6 This is a three-dimensional structural diagram of the active vibration damper in one embodiment of the present invention;

[0035] Figure 7 This is a schematic diagram of the structure of the damper valve seat after it is connected to the damper working cylinder and the liquid storage tank in another embodiment of the present invention.

[0036] Figure 8 This is a schematic diagram of the structure of the damper valve seat after it is connected to the damper working cylinder and the liquid storage tank in another embodiment of the present invention.

[0037] Component labeling description: Valve seat body 10, flow channel 11, first connection part 111, second connection part 112, passive valve system 12, main control valve 13, injection port 14, exhaust valve 15, external flow path interface 16, fluid control valve 17, working cylinder 20, sealing piston 21, piston rod 22, guide 23, limit ring 24, recovery buffer block 25, liquid storage cylinder 30, end cap 31, connecting structure 40. Detailed Implementation

[0038] The following specific examples illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model. It should be noted that, in the absence of conflict, the following embodiments and features in the embodiments can be combined with each other. It should also be understood that the terminology used in the embodiments of this utility model is for describing specific implementation schemes and not for limiting the scope of protection of this utility model. Test methods in the following embodiments that do not specify specific conditions are generally performed under conventional conditions or according to the conditions recommended by the respective manufacturers.

[0039] Please see Figures 1 to 8 It should be understood that the structures, proportions, sizes, etc., depicted in the accompanying drawings are merely for illustrative purposes to aid those skilled in the art and are not intended to limit the scope of this invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to size, without affecting the effectiveness and purpose of this invention, should still fall within the scope of the technical content disclosed in this invention. Furthermore, the terms such as "upper," "lower," "left," "right," "middle," and "one" used in this specification are merely for clarity and are not intended to limit the scope of this invention. Changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered within the scope of this invention.

[0040] When numerical ranges are given in the embodiments, it should be understood that, unless otherwise stated in this invention, both endpoints of each numerical range and any value between the two endpoints may be selected. Unless otherwise defined, all technical and scientific terms used in this invention, as well as the prior art known to those skilled in the art and the description of this invention, may be implemented using any prior art methods, devices, and materials similar to or equivalent to those described, used, or made of materials in the embodiments of this invention.

[0041] The main functions of each component in this case are as follows:

[0042] The working cylinder 20 includes upper and lower chambers. As the core power unit of the active damper, the working cylinder 20 squeezes the oil to flow between the upper and lower chambers through the up and down movement of the sealed piston 21, generating damping force to absorb vibration.

[0043] The reservoir 30 is used to store oil, balance the oil pressure fluctuations in the working cylinder 20, and prevent cavitation (oil mixed with air bubbles).

[0044] The guide 23 is used to ensure the linear movement of the piston rod 22, prevent deviation or shaking, and seal the oil. The guide 23 is fixed to the upper end of the working cylinder 20, and the piston rod 22 passes through the center hole of the guide 23; and the internal oil seal prevents the oil from leaking to the outside.

[0045] The valve seat body 10 is used to integrate all control components, serving as the central hub of the oil circuit to realize damping adjustment, oil management, and interaction with external devices.

[0046] The sealing piston 21 is used to separate the upper and lower chambers of the working cylinder 20, and generates damping force by squeezing the oil through movement.

[0047] Fluid control valve 17 is used to control the oil circuit connection between working cylinder 20 and reservoir 30, enabling separate debugging and switching between overall working modes. When fluid control valve 17 is closed, working cylinder 20 and reservoir 30 are isolated, and reservoir 30 is operated only through injection port 14 / vent valve 15; when fluid control valve 17 is open, working cylinder 20 and reservoir 30 are connected, allowing oil to flow freely.

[0048] The passive valve system 12 is used to provide basic damping force and limit the flow rate of oil through a fixed orifice or spring structure.

[0049] The main control valve 13 is used to dynamically adjust the oil flow rate and actively control the damping force according to road condition signals (such as the intensity of bumps).

[0050] The external flow path interface 16 is used to connect an external accumulator or electro-hydraulic pump to extend active control functions (such as vehicle body lifting).

[0051] The vent valve 15 is used to remove air from the oil circuit to ensure stable damping performance.

[0052] Injection port 14 is used for adding or changing oil to maintain the performance of the active shock absorber. Injection port 14 and vent valve 15 generally function during vehicle installation to facilitate oil filling during the trial production stage. They do not involve the active shock absorber function during normal driving. Note that in this case, injection port 14 and vent valve 15 are not located in the same position; both are directly connected to flow channel 11.

[0053] In this case, under normal circumstances, the upper chamber is connected to the liquid storage cylinder 30, and the liquid storage cylinder 30 is connected to one of the passive valve systems 12 and one of the main control valves 13 through one of the flow channels 11 of the valve seat body 10; the lower chamber is connected to the passive valve system 12 and the main control valve 13 through another flow channel 11 of the valve seat body 10.

[0054] Please see Figure 1-2 This utility model provides a damper valve seat, including a valve seat body 10, wherein the valve seat body 10 is provided with two flow channels 11 for corresponding communication with the working cylinder 20 of the active damper and the liquid storage tank 30 of the active damper.

[0055] Each of the flow channels 11 of the valve seat body 10 is integrated with a passive valve system 12 for providing basic damping force, and a main control valve 13 for electrically connecting to an external controller and controlling the fluid flow rate of the corresponding flow channel 11 by adjusting the valve core opening.

[0056] It should be noted that the valve seat body 10, as an integrated functional platform, provides a physical carrier for the passive valve system 12 and the main control valve 13, and simultaneously achieves directional oil circuit connection between the working cylinder 20 and the reservoir 30 through the internal flow channel 11. The two flow channels 11 must provide one-to-one communication with the working cylinder 20 and the reservoir 30; that is, one flow channel 11 is used to communicate with the working cylinder 20, and the other flow channel 11 is used to communicate with the reservoir 30. The design of the flow channel 11 is not limited to straight, spiral, or bifurcated flow channels. For example, a straight flow channel can achieve the shortest oil circuit path by axially penetrating the valve seat body 10; a spiral flow channel can increase the buffer space for oil flow to reduce pressure fluctuations; and a bifurcated flow channel can adapt to complex installation environments through multiple branches. Each flow channel 11 can be connected to the corresponding working cylinder 20 and liquid storage tank 30 through interference fit, welding seal or threaded connection. For example, the valve seat body 10 is connected to the working cylinder 20 by a raised interference fit, and to the liquid storage tank 30 by flange welding seal.

[0057] The integrated design of the passive valve system 12 and the main control valve 13 solves the problem of traditional distributed arrangement. The passive valve system 12 can be implemented as a mechanical spring valve, a plate-type stacked valve, or a proportional throttle valve. The passive valve system 12 provides a stable basic damping force through a preset mechanical structure (such as spring stiffness or valve plate opening). The main control valve 13 can adjust the valve core opening through electromagnetic drive, piezoelectric ceramic drive, or hydraulic servo drive. For example, an electromagnetically driven valve core adjusts the opening through the magnetic force generated by energizing a coil; a piezoelectric ceramic drive utilizes the electrostrictive effect to achieve high-precision fine-tuning. The main control valve 13 can be, for example, an electromagnetic proportional valve that linearly adjusts the valve core displacement through a current signal; it can also be, for example, an on / off solenoid valve that controls the opening and closing of the oil circuit with an on / off signal; or it can be, for example, an electro-hydraulic servo valve that combines electrical signals and hydraulic feedback to achieve closed-loop control. The passive valve system 12 and the main control valve 13 achieve functional linkage through the spatial layout of the internal flow channel 11 of the damper valve seat. For example, the passive valve system 12 is fixed at the inlet of the flow channel 11 to provide basic damping force, and the main control valve 13 is located at the outlet of the flow channel 11 to dynamically adjust the flow rate according to the external signal. The two are connected in series or in parallel through the flow channel 11 to form the superposition or diversion effect of damping force.

[0058] In this case, by embedding the passive valve system 12 and the main control valve 13 into the same flow channel 11 of the damper valve seat, the connecting pipes and interfaces between separate components are directly eliminated, shortening the oil transmission path. The passive valve system 12 provides the mechanical constraint of the basic damping force, while the main control valve 13 dynamically adjusts the flow rate through electrical signals. The physical superposition of the two within the flow channel 11 creates a synergistic effect. For example, when the vehicle is traveling on a flat road, the passive valve system 12 independently maintains the basic damping; when a bumpy road condition is detected, the main control valve 13 quickly changes the flow rate by adjusting the valve core opening, superimposing the damping force of the passive valve system 12 to enhance the dynamic response. The integrated design allows the oil to complete passive and active regulation only within a single corresponding flow channel 11, avoiding energy loss and response delay caused by multiple pipelines. This solves the problems of complex assembly, large size, and difficult maintenance caused by the dispersed layout of the passive valve system 12 and the main control valve 13 in traditional fully active dampers.

[0059] Please see Figures 1 to 3 As an optional embodiment of this case, the flow channel 11 of the valve seat body 10 also integrates at least one of the following: liquid injection port 14, exhaust valve 15, and external flow path interface 16.

[0060] The external flow path interface 16 is used to connect to an external accumulator or electro-hydraulic pump.

[0061] It should be noted that the injection port 14 is used to inject oil into the flow channel 11, and its implementation includes a threaded injection hole, a quick connector, or a self-sealing cartridge valve. For example, a quick connector supports tool-free operation, and a self-sealing cartridge valve automatically closes via a spring structure. The vent valve 15 is used to expel gas from the flow channel 11. The vent valve 15 can be a manual vent screw, an automatic vent diaphragm, or an electromagnetically driven vent valve 15. For example, a manual vent screw releases gas by rotation; an automatic vent diaphragm opens and closes automatically using a pressure difference; and an electromagnetically driven vent valve 15 controls the venting timing via an electrical signal. The external flow path interface 16 is a channel for connecting an external accumulator or electro-hydraulic pump. The external flow path interface 16 can be implemented as a flange connection, a threaded connection, a clamp interface, or a rotary sealing joint. For example, a flange connection achieves high sealing performance through bolt fixing; a clamp interface is suitable for quick installation and disassembly; and a rotary sealing joint allows the pipeline to be adjusted after installation.

[0062] Traditional shock absorbers often have dispersed functions for oil injection, venting, and external oil circuit connections, leading to structural redundancy, high sealing risks, and low maintenance efficiency. This design integrates the injection port 14, vent valve 15, and external flow path interface 16 within the valve seat flow channel 11, achieving physical centralization and logical coordination of functional modules. The injection port 14 directly connects to the flow channel 11, allowing oil injection at a single location and avoiding the oil contamination risks associated with traditional multi-port oil injection. The vent valve 15 is integrated at the high point of the flow channel 11 or in key gas accumulation areas, ensuring efficient gas discharge. The external flow path interface 16, through a standardized design, directly connects to the accumulator or electro-hydraulic pump, eliminating intermediate transition pipelines. For example, during the trial production phase, operators only need to inject oil through the injection port 14 on the valve seat and simultaneously vent through the integrated vent valve 15, without the need for additional component disassembly or operation of multiple interfaces. The centralized arrangement of the external flow path interface 16 further simplifies the connection process with external equipment and reduces the risk of leakage due to installation errors in multiple pipeline sections.

[0063] Please see Figure 1-2 As an optional embodiment of this case, each of the flow channels 11 is provided with an external flow path interface 16 and a fluid control valve 17;

[0064] It should be noted that the fluid control valve 17 is a component used to dynamically regulate the opening and closing of the flow channel 11. The fluid control valve 17 can be the following types of valves: for example, an electromagnetic drive valve, which controls the displacement of the valve core by the magnetic force generated by the energization of the coil to realize the opening and closing of the flow channel 11; a mechanical spring valve, which automatically adjusts the opening degree by relying on the balance between the spring preload and the oil pressure; more specifically, for example, a switch-type solenoid valve, which only has two states, fully open or fully closed, and is suitable for quickly cutting off the oil circuit; a proportional regulating valve, which linearly adjusts the valve core opening degree by the current signal to achieve precise flow control.

[0065] In traditional vibration dampers, the connection between the flow channel 11 and external equipment, as well as flow control, rely on distributed components, resulting in a bulky system, numerous sealing points, and low commissioning efficiency. In this case, by directly integrating the external flow path interface 16 and the fluid control valve 17 into the valve seat flow channel 11, the physical integration and logical coordination of functional modules are achieved. The standardized design of the external flow path interface 16 simplifies the docking process with external equipment and reduces the need for intermediate transition pipelines; the embedded fluid control valve 17 dynamically adjusts the on / off state of the flow channel 11 to achieve on-demand isolation or connection of the oil circuit.

[0066] Fully active dampers are an indispensable and crucial structure in fully active suspension systems. Compared to ordinary passive and electronically controlled dampers, fully active dampers have a higher degree of integration and richer functionality. After connecting to accumulators and electro-hydraulic pumps, they avoid the pitfalls of traditional dampers such as cavitation and unstable damping force. Furthermore, they can provide active, electronically controlled damping force to the entire suspension system when needed, resulting in a series of entirely new damping experiences. However, because fully active dampers are still in their early stages, many designs focus more on theoretical functions than practical applications. More related designs are needed to facilitate testing and progress in actual trial production and manufacturing. Therefore, this case...

[0067] By adding a fluid control valve 17 (e.g., a switching valve) to the valve seat body 10, the internal oil circuit of the fully active shock absorber is separated from the oil circuit of the accumulator and the electro-hydraulic pump. This allows for individual oil storage and installation of components during the overall trial production of the fully active suspension, facilitating venting and movement, and enabling convenient condition assessment of individual active shock absorbers. For example, during the trial production stage, closing the fluid control valve 17 of a certain flow channel 11 can block the corresponding oil circuit, allowing for individual adjustment of the oil state of the working cylinder 20 or the reservoir 30, avoiding interference from multiple oil circuits. During normal operation, the fully open state of the fluid control valve 17 ensures efficient oil flow within the flow channel 11, while the direct connection design between the external flow interface 16 and the accumulator or electro-hydraulic pump further shortens the oil transmission path and reduces energy loss.

[0068] This invention effectively improves the modular integration and functional expandability of the fully active shock absorber by integrating the external flow path interface 16 and the fluid control valve 17. This design abandons the traditional separate valve block and redundant pipeline connection structure. Through the integrated layout of the flow path interface and the fluid control valve 17, the overall volume of the shock absorber is significantly reduced and the system compactness is optimized. The simultaneously reduced number of external pipeline connection points effectively reduces the risk of oil leakage caused by multi-port seal failure under high-frequency vibration conditions, enhancing system operational stability. The flow channel 11 blocking function of the fluid control valve 17 makes independent debugging of the oil circuit possible. Operators can quickly isolate faulty areas by selectively closing the flow channel 11, significantly improving the efficiency of parameter optimization and fault diagnosis. Furthermore, the standardized external flow path interface 16 provides a compatibility basis for adapting to different external devices. It can flexibly match the upgrade requirements of electro-hydraulic pumps and easily replace expansion units such as accumulators, thus systematically solving the problem of insufficient synergy caused by the functional dispersion of traditional shock absorbers. This provides integrated technical support for the development efficiency and operational reliability of automotive suspension systems.

[0069] Please see Figure 1-2 As an optional embodiment of this case, the main control valve 13 and the passive valve system 12 in each of the flow channels 11 are connected in series / parallel in the corresponding flow channel 11;

[0070] The fluid control valves 17 in each of the flow channels 11 are respectively connected in series in the corresponding flow channel 11;

[0071] The external flow path interface 16 in each of the flow channels 11 is respectively connected in series in the corresponding flow channel 11.

[0072] It should be noted that in series mode, the main control valve 13 and the passive valve system 12 are arranged sequentially along the axial direction of the flow channel 11, and the oil must pass through both sequentially. For example, the passive valve system 12 is located at the inlet of the flow channel 11 to provide basic damping, while the main control valve 13 is located downstream and dynamically adjusts the flow rate according to an electrical signal. In parallel mode, the main control valve 13 and the passive valve system 12 are connected in parallel through a branch flow channel 11, and the oil can selectively pass through one of the paths. For example, when low damping is required, the oil preferentially flows through the passive valve system 12, while when high damping is required, the main control valve 13 intervenes to divert the flow.

[0073] Traditional shock absorbers often feature a dispersed valve system and interface layout, resulting in lengthy oil circuits, control lag, and cumbersome maintenance. In this case, the main control valve 13 and the passive valve system 12 are integrated in series or parallel to achieve functional superposition and path optimization. In series mode, the mechanical damping of the passive valve system 12 and the dynamic adjustment of the main control valve 13 create a cascading effect, allowing the oil to pass through both sequentially to achieve superimposed damping forces and improve control accuracy. In parallel mode, the oil flow path can be dynamically switched according to operating conditions; for example, on flat roads, the passive valve system 12 is prioritized to reduce energy consumption, while on bumpy roads, the main control valve 13 is activated to enhance response. The series configuration of the fluid control valve 17 is directly embedded in the flow channel 11, enabling regional isolation and debugging by blocking or opening the oil circuit. For example, closing a flow channel 11 allows for independent testing of the performance of the working cylinder 20 or the reservoir 30. The series integration of the external flow interface 16 shortens the connection path, reduces intermediate transition joints, and lowers leakage risk and energy loss.

[0074] Please see Figure 1-2 As an optional embodiment of this case, the valve seat body 10 is provided with a first connecting part 111 and a second connecting part 112. The first connecting part 111 is used to be connected to the working cylinder 20 with an interference fit; the second connecting part 112 is used to be connected to the liquid storage cylinder 30 with an interference fit, and the first connecting part 111 and / or the second connecting part 112 are ring-shaped structures.

[0075] It should be noted that the first connecting part 111 and the second connecting part 112 are the physical interfaces between the valve seat body 10 and the working cylinder 20 and the liquid storage cylinder 30. High-precision sealing and stable connection are achieved through interference fit. After the interference fit connection, the seal can be further enhanced by welding. The specific form of the interference fit is not limited to a single shape or size; for example, an annular protrusion structure, where the connecting part is an annular boss that interferes with the inner wall of the working cylinder 20 / liquid storage cylinder 30, achieving uniform force distribution and sealing through the annular contact surface; a polygonal protrusion structure, where the connecting part is a polygonal (e.g., hexagonal) boss, enhancing torsional resistance through multi-point contact; and a stepped shaft structure, where the connecting part is a multi-stage stepped structure, adapting to dynamic loads through differences in interference fit across different diameter segments. Examples of annular structures include continuous annular bosses, segmented annular bosses, and elastic annular sleeves.

[0076] In traditional shock absorbers, the connection between the valve seat and the working cylinder 20 and the reservoir 30 relies on bolts, increasing assembly complexity. Sealing depends on manual operation and is susceptible to loosening due to vibration. This design utilizes a ring-shaped interference fit to achieve self-sealing through the deformation of the metal material. The ring-shaped interference fit between the first connecting part 111 and the working cylinder 20 creates uniform radial pressure, eliminating the problem of uneven bolt preload in split flange connections. The interference fit between the second connecting part 112 and the reservoir 30 resists vibration loads through friction generated by axial pressing. The continuous contact surface of the ring structure further disperses stress concentration, improving structural stability during long-term use. For example, under high-frequency vibration conditions in vehicles, the ring-shaped interference fit maintains sealing through uniform force, while traditional bolted connections may leak due to localized loosening.

[0077] Please see Figure 3-6 As an optional embodiment of this case, at least a portion of the structure of at least one of the main control valve 13, injection port 14, exhaust valve 15, external flow path interface 16, and fluid control valve 17 is exposed outside the valve seat body 10.

[0078] It should be noted that this design exposes at least part of the structure of key components such as the main control valve 13, injection port 14, and exhaust valve 15 outside the valve seat body 10, enabling rapid operation, maintenance, or external equipment connection. This solves the maintenance difficulties and operational inefficiencies caused by the complete embedding of functional components in traditional fully active vibration dampers. The exposed design shortens the physical contact path and reduces interference with the internal structure. For example, the electromagnetic coil wiring terminal of the main control valve 13 is exposed on the valve seat surface, allowing direct connection to the controller wiring harness, avoiding the cumbersome steps of disassembling the outer casing required in traditional solutions; the threaded interface or quick-connect fitting of the injection port 14 protrudes for quick connection to oiling equipment, simplifying the oiling process; and the manual knob or electromagnetic drive head of the exhaust valve 15 is exposed for direct operation. The principle lies in optimizing the operation path through the partial exposure design of functional modules. For example, external interface modules (such as flanges or quick-connect fittings) can be adapted to external equipment, or a removable cover design allows the internal valve body to be exposed through a window for quick maintenance. In terms of technical benefits, exposed interfaces significantly improve maintenance convenience and reduce downtime. Direct exposure of operating components reduces assembly complexity and the risk of misconnection. Modular layout enhances system compatibility to adapt to diverse operating conditions. At the same time, standardized interface design reduces reliance on specialized tools, providing a technical foundation for large-scale production and rapid maintenance.

[0079] Please see Figure 3-6 This utility model provides an active vibration damper, including a working cylinder 20, a liquid storage tank 30, and the vibration damper valve seat.

[0080] In this case, the integrated design of the shock absorber valve seat integrates the oil circuit control, external interface, and connection structure into a single module, directly connecting to the working cylinder 20 and the reservoir 30. The working cylinder 20 is responsible for piston movement and damping force generation, the reservoir 30 provides oil storage and pressure balance, and the shock absorber valve seat achieves directional oil flow and dynamic regulation through the internal flow channel 11 and valve system. For example, under bumpy road conditions, the main control valve 13 of the shock absorber valve seat receives sensor signals and adjusts the flow rate of the flow channel 11 to change the damping force, while the integrated connection structure ensures the shortest oil transmission path and reduces response delay.

[0081] Please see Figure 3-6 As an optional embodiment of this case, the working cylinder 20 is provided with a sealing piston 21 inside, and the sealing piston 21 is fixed to the piston rod 22;

[0082] The sealing piston 21 divides the cavity of the working cylinder 20 into an upper cavity and a lower cavity. The upper cavity and the lower cavity are connected to the passive valve system 12 and the main control valve 13 through the corresponding flow channel 11 of the valve seat body 10.

[0083] It should be noted that the sealing piston 21 can be connected to the piston rod 22 by means of mechanical locking, threaded fixing, etc., and the cavity separation can be achieved by the piston's axial sealing ring (such as O-ring, lip seal) or radial sealing structure (such as split piston ring).

[0084] In traditional shock absorbers, the oil circuit connection between the working cylinder 20 and the valve system relies on external pipelines, resulting in a long oil transmission path, delayed response, and the piston-cylinder wall sealing performance is easily affected by assembly errors. This invention divides the working cylinder 20 into independent chambers using a sealing piston 21, which directly connects to the passive valve system 12 and the main control valve 13 via the valve seat flow channel 11, achieving the shortest oil path and functional synergy. The rigid fixing and dynamic sealing design of the sealing piston 21 ensures pressure isolation between the upper and lower chambers, preventing oil cross-flow; the directional connection of the valve seat flow channel 11 allows the passive valve system 12 to provide basic damping force, and the main control valve 13 dynamically adjusts the flow rate according to the signal, forming a superposition effect of damping force. The chamber separation design of this invention improves sealing reliability and reduces leakage risk; the direct connection of the flow channel 11 shortens the oil transmission path and enhances response speed; the piston fixing method simplifies the assembly process and reduces process complexity.

[0085] Please see Figure 2 As an optional embodiment of this case, the two flow channels 11 are respectively connected to an external accumulator or electro-hydraulic pump through the corresponding external flow path interface 16.

[0086] Please see Figure 1 As an optional embodiment of this case, the lower end of the valve seat body 10 is provided with a connecting structure 40 for connecting with other parts of the vehicle structure.

[0087] Please see Figure 1 As an optional embodiment of this case, the upper or lower chamber of the working cylinder 20 is connected to the liquid storage cylinder 30.

[0088] As an optional embodiment of this case, the upper end of the active shock absorber is used for connection to the upper support or body of the vehicle, and the lower end of the active shock absorber is used for connection to the lower control arm of the vehicle.

[0089] Please see Figure 3-6 As an optional embodiment of this case, a guide 23 is provided at the end of the working cylinder 20 away from the damper valve seat. The piston rod 22 passes through the central hole of the guide 23 and slides with the guide 23. The outside of the guide 23 is sealed to the liquid storage cylinder 30. The guide 23 constrains the axial movement trajectory of the piston rod 22 to avoid sealing failure caused by swaying.

[0090] It should be noted that the guide 23 can be a metal bushing or a polymer sliding bearing. For example, the metal bushing is fixed to the end of the working cylinder 20 by an interference fit; the polymer sliding bearing uses a self-lubricating material to reduce friction. Specific examples of the guide 23 include a split guide 23, an integrated guide 23, and an adaptive guide 23. The sliding fit can be achieved through a clearance fit, oil film lubrication, or a ball bearing guide. For example, a clearance fit allows for slight wobble of the piston rod 22; oil film lubrication involves oil grooves on the inner wall of the guide 23; and a ball bearing guide reduces frictional resistance by embedding balls.

[0091] In traditional vibration dampers, the loose connection between the guide 23 and the reservoir 30 can easily lead to misalignment of the piston rod 22 or oil leakage. This invention ensures the stability and sealing of the axial movement of the piston rod 22 through a rigid, sealed connection between the guide 23 and the reservoir 30, and a precise sliding fit between the piston rod 22 and the guide 23. The sliding interface design of the guide 23 (such as oil film lubrication or low-friction materials) reduces wear on the piston rod 22 and extends its service life; the sealed connection isolates external contamination and prevents oil leakage through physical constraints and elastic compensation mechanisms. The precise guidance of the guide 23 in this invention improves the straightness of piston movement and reduces the risk of uneven wear; the sealed connection design enhances the overall structural rigidity and adapts to high-frequency vibration conditions; the modular guide 23 supports quick replacement, reducing maintenance costs.

[0092] Please see Figure 3-6As an optional embodiment of this case, a limiting ring 24 and a restoring buffer block 25 are sleeved on the piston rod 22; the limiting ring 24 is fixedly connected to the piston rod 22 and is used to limit the maximum displacement of the sealed piston 21; the restoring buffer block 25 is made of elastic material and is disposed between the limiting ring 24 and the guide 23 to absorb the impact when the piston rod 22 moves to the limit position.

[0093] It should be noted that the limiting ring 24 can be connected to the piston rod 22 by means of snap ring fixing, threaded locking or welding. For example, the snap ring is embedded in the annular groove of the piston rod 22 to achieve axial limiting; the threaded locking adjusts the limiting position by screwing on the nut; welding forms a permanent fixation.

[0094] In traditional shock absorbers, mechanical impacts at the extreme positions of the piston rod 22 can easily damage the sealed piston 21 or cylinder block, and the rigid impact transmitted to the vehicle body affects ride comfort. This invention utilizes a combination of a limiting ring 24 and a restorative buffer block 25. When the piston rod 22 reaches its maximum displacement, the limiting ring 24 provides a rigid stop to prevent excessive stretching or compression; the restorative buffer block 25 absorbs impact energy through elastic deformation, reducing the damage to the structure from instantaneous loads. The rigid constraint of the limiting ring 24 and the flexible energy absorption of the buffer block form a synergistic protection mechanism. For example, during severe bumps, the buffer block compresses and deforms, extending the impact duration and reducing peak force transmission. This invention, through the setting of the limiting ring 24 and the restorative buffer block 25, extends the service life of the sealed piston 21 and the working cylinder 20, reducing maintenance frequency; buffers impact vibrations, improving ride comfort; and the modular design allows for customization of the buffer block material and shape according to operating conditions.

[0095] Please see Figure 3-6 As an optional embodiment of this case, the liquid storage cylinder 30 is sleeved outside the working cylinder 20, and the end of the liquid storage cylinder 30 away from the damper valve seat is sealed by the end cap 31 and sealed by the oil seal;

[0096] The other end of the liquid storage cylinder 30 is press-fitted with the second connecting part 112 of the valve seat body 10 to form a sealed connection.

[0097] The end cap 31 can be sealed by welding, bolting, or quick-release buckles. For example, laser welding of the end cap 31 and the liquid storage cylinder 30 can form a permanent seal; bolting the end cap 31 facilitates later maintenance; and quick-release buckles use an elastic locking structure to achieve rapid opening and closing.

[0098] The separate design of the reservoir 30 and the working cylinder 20 in traditional vibration dampers leads to high assembly complexity, and the sealing of the interface relies on manual operation, making it prone to failure due to vibration or thermal deformation. This invention utilizes a nested layout where the reservoir 30 is fitted over the working cylinder 20, achieving axial sealing through the end cap 31 and oil seal, and providing radial sealing through an interference fit with the valve seat, forming double protection. For example, welding or bolting the end cap 31 ensures a reliable seal at the top of the reservoir 30; the interference fit with the valve seat counteracts the risk of loosening caused by vibration through uniform radial pressure. This design compresses the radial dimension of the vibration damper through the nested structure, improving space utilization; the double sealing design reduces the probability of oil leakage; and the maintenance-free nature of the interference fit reduces subsequent maintenance costs.

[0099] In summary, this utility model effectively overcomes some practical problems in the prior art, thus having high utilization value and significance.

[0100] The above embodiments are merely illustrative of the principles and effects of this utility model and are not intended to limit the scope of this utility model. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this utility model. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this utility model should still be covered by the claims of this utility model.

Claims

1. A damper valve seat, characterized in that, Includes a valve seat body, which is provided with two flow channels for corresponding communication with the working cylinder of the active damper and the liquid storage tank of the active damper. Each of the flow channels in the valve seat body is integrated with: Passive valve systems are used to provide basic damping force; The main control valve is used to electrically connect to an external controller and control the fluid flow rate corresponding to the flow channel by adjusting the valve core opening.

2. The damper valve seat according to claim 1, characterized in that, The flow channel of the valve seat body also integrates at least one of an injection port, an exhaust valve, and an external flow path interface; The external flow path interface is used to connect to an external accumulator or electro-hydraulic pump.

3. The damper valve seat according to claim 2, characterized in that, Each of the aforementioned flow channels is equipped with an external flow path interface and a fluid control valve; Each of the fluid control valves is configured to block the corresponding flow path when it is in the closed state.

4. The damper valve seat according to claim 3, characterized in that, The main control valves and passive valve systems in each of the flow channels are connected in series or in parallel in the corresponding flow channel; The fluid control valves in each of the aforementioned flow channels are respectively connected in series in the corresponding flow channel; The external flow path interfaces in each of the flow channels are respectively connected in series in the corresponding flow channel.

5. The damper valve seat according to claim 1, characterized in that, The valve seat body is provided with: The first connecting part is used for interference fit connection with the working cylinder; The second connecting part is used for interference fit connection with the liquid storage cylinder, and the first connecting part and / or the second connecting part is a ring-shaped structure.

6. The damper valve seat according to claim 4, characterized in that, Of the main control valve, injection port, vent valve, external flow path interface, and fluid control valve, at least a portion of the structure of at least one of them is exposed outside the valve seat body.

7. An active vibration damper, characterized in that, It includes a working cylinder, a liquid storage tank, and a damper valve seat as described in any one of claims 1-6.

8. The active vibration damper according to claim 7, characterized in that, The working cylinder is equipped with a sealing piston, which is fixed to the piston rod; The sealing piston divides the working cylinder into an upper chamber and a lower chamber, which are connected to the passive valve system and the main control valve through the corresponding flow channel of the valve seat body.

9. The active vibration damper according to claim 8, characterized in that, A guide is provided at the end of the working cylinder away from the valve seat of the damper. The piston rod passes through the central hole of the guide and slides in cooperation with the guide. The outside of the guide is sealed to the liquid storage cylinder.

10. The active vibration damper according to claim 8, characterized in that, The piston rod is fitted with the following: A limiting ring, fixedly connected to the piston rod, is used to limit the maximum displacement of the sealing piston; A recovery buffer block, made of elastic material, is disposed between the limiting ring and the guide to absorb the impact when the piston rod moves to its limit position.

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