A stiffness valve for vehicle suspension air spring systems

Abstract

This utility model relates to the field of variable stiffness air spring technology for automotive suspensions. Specifically, it relates to a stiffness valve for a vehicle suspension air spring system, comprising a valve body; a coil is provided in the valve body; an electromagnetic component is provided in the coil; the electromagnetic component includes a stationary iron; a valve sleeve is connected to the stationary iron; the valve sleeve is connected to the valve body; a valve core is provided in the valve sleeve; the valve core includes an armature, a push rod, and a valve body piston; the armature, push rod, and valve body piston are an integral structure. This utility model, through its integrated valve core design—where the armature, push rod, and valve body piston are an integral structure—effectively reduces the problems of high machining precision and coaxiality of parts after press-fitting in traditional stiffness valves, thereby reducing the number of parts and saving component costs.

Description

Technical Field

[0001] This utility model relates to the field of variable stiffness air springs for automotive suspensions, and more specifically, to a stiffness valve for a vehicle suspension air spring system. Background Technology

[0002] The stiffness valve product consists of a main valve part and an electromagnetic part. In the existing technology, the armature and the main valve piston in the main valve part are fastened together by interference fit or riveting with the push rod. Interference fit or riveting requires high machining accuracy for the mating dimensions of the parts. Interference fit or riveting can lead to unreliable connection and the risk of parts loosening and shifting during operation. Pressing or riveting multiple parts requires high control of axial length dimensions, which requires high-precision equipment and stable process control, resulting in increased costs. After the armature, main valve piston and push rod are fastened together, a relatively high coaxiality requirement must be ensured. Poor coaxiality can easily cause movement jamming or increase friction, thereby causing abnormal valve function.

[0003] The applicant discovered through a search that Chinese patent document application number 202210592484.8, published on July 15, 2022, discloses an air spring piston and an air spring. The air spring piston includes a first mounting seat, a second mounting seat, a third mounting seat, and a solenoid valve. The first mounting seat is connected to the vehicle body. A second mounting seat is integrally formed or welded to one side of the first mounting seat and is airtightly connected to one end of the valve body of the solenoid valve through the second mounting seat. A third mounting seat is integrally formed or welded to the other side of the first mounting seat and is airtightly connected to the other end of the valve body of the solenoid valve through the third mounting seat. The three mounting seats and the valve body of the solenoid valve form a secondary chamber, which is connected to the air bladder of the air spring through the solenoid valve. This device also fails to solve the aforementioned technical problem.

[0004] Therefore, in order to improve or solve at least one of the above problems, it is necessary to provide a stiffness valve for vehicle suspension air spring systems that can reduce the requirements for part machining accuracy and assembly difficulty. Utility Model Content

[0005] The purpose of this invention is to provide a stiffness valve for vehicle suspension air spring systems that can reduce the requirements for parts machining accuracy and assembly difficulty.

[0006] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is as follows: a stiffness valve for a vehicle suspension air spring system, comprising a valve body; a coil is provided in the valve body; an electromagnetic component is provided in the coil; the electromagnetic component includes a stationary iron; a valve sleeve is connected to the stationary iron; the valve sleeve is connected to the valve body; a valve core is provided in the valve sleeve; the valve core includes an armature, a push rod, and a valve body piston; the armature, push rod, and valve body piston are an integral structure.

[0007] The valve body has a mounting hole; the mounting hole is located in the coil; the valve sleeve is fitted onto the stationary iron, and the valve sleeve is connected to the inner wall of the mounting hole; the armature is located in the valve sleeve, and a return spring is provided between the armature and the stationary iron.

[0008] The stationary iron has a mounting protrusion near one end of the armature; the mounting protrusion has a first spring groove; the armature has a mounting groove; the mounting groove has a second spring groove; the mounting protrusion is located in the mounting groove; one end of the return spring is connected to the first spring groove, and the other end of the return spring is connected to the second spring groove.

[0009] The armature has a sealing ring groove on its outer wall; a sealing ring is provided in the sealing ring groove; the sealing ring includes a sealing protrusion; the sealing protrusion has an arc-shaped cross-section; the sealing protrusion abuts against the inner wall of the valve sleeve.

[0010] One end of the push rod is connected to the armature; the other end of the push rod is connected to the valve body piston; the valve body includes a second valve body; a valve seat is connected to the end of the second valve body away from the coil; the push rod and the valve body piston are both located in the second valve body.

[0011] The second valve body is provided with a first chamber and a second chamber; a main valve sealing ring is provided between the first chamber and the second chamber; the main valve sealing ring is provided with a vent hole; the vent hole communicates with the first chamber and the second chamber;

[0012] The push rod is located in the vent hole; the valve body piston is located on the side of the vent hole near the valve seat.

[0013] The second valve body has a plurality of first air holes on its side wall; the first air holes are connected to the first chamber; the valve seat has a plurality of second air holes; the second air holes are connected to the second chamber.

[0014] The valve body piston has a connecting groove on the side away from the push rod; a buffer block is provided in the connecting groove; a stop block is provided on the valve seat; the buffer block abuts against the stop block.

[0015] The valve core is provided with a first pressure balance hole; the stop block is provided with a second pressure balance hole; one end of the first pressure balance hole is connected to the second spring groove, and the other end of the first pressure balance hole is connected to the second pressure balance hole.

[0016] The beneficial effects of this utility model are as follows:

[0017] When applied to an adjustable stiffness air spring, this invention uses an input current signal to energize and de-energize the coil, thereby achieving the isolation and connection between the two chambers of the air spring. This invention also features an integrated valve core design for the stiffness valve: the armature, push rod, and valve body piston are integrated into a single structure. This effectively reduces the problems associated with high precision machining of parts and coaxiality issues after press-fitting in traditional stiffness valves, thus reducing assembly difficulty, decreasing the number of parts, and saving on component costs. Attached Figure Description

[0018] The specific embodiments of this utility model will be further described in detail below with reference to the accompanying drawings, wherein:

[0019] Figure 1 This is a schematic diagram of the valve in the open state of this utility model.

[0020] Figure 2 This is a schematic diagram of the valve in the closed state of this utility model.

[0021] Figure 3 This is a schematic diagram of the valve seat structure of this utility model.

[0022] Figure 4 This is a schematic diagram of the valve core of this utility model.

[0023] Figure 5 This is a schematic diagram of the structure of the second valve body of this utility model.

[0024] The markings in the above figures are all:

[0025] The diagram is marked as follows:

[0026] 1. Valve body; 101. Coil; 102. Mounting hole.

[0027] 2. Static iron, 201. Valve sleeve,

[0028] 3. Valve core; 301. Armature; 302. Push rod; 303. Valve body piston.

[0029] 4. Return spring; 401. Mounting protrusion; 402. First spring groove; 403. Mounting recess; 404. Second spring groove.

[0030] 5. Sealing ring groove; 501. Sealing ring; 502. Sealing protrusion.

[0031] 6. Second valve body, 601. Valve seat,

[0032] 7. First chamber, 701; Second chamber, 702; Main valve sealing ring, 703; Vent hole.

[0033] 8. First pore; 801. Second pore.

[0034] 9. Connecting groove; 901. Buffer block; 902. Stop block; 903. First pressure balance hole; 904. Second pressure balance hole. Detailed Implementation

[0035] The specific embodiments of this utility model will be further described in detail below with reference to the accompanying drawings, in order to help those skilled in the art to have a more complete, accurate and in-depth understanding of the inventive concept and technical solution of this utility model, and to facilitate its implementation.

[0036] Figure 1-2 The stiffness valve shown for a vehicle suspension air spring system includes a valve body 1; a coil 101 is provided in the valve body 1; an electromagnetic component is provided in the coil 101; the electromagnetic component includes a stationary iron 2; the stationary iron 2 is connected to a valve sleeve 201; the valve sleeve 201 is connected to the valve body 1; a valve core 3 is provided in the valve sleeve 201; the valve core 3 includes an armature 301, a push rod 302 and a valve body piston 303; the armature 301, the push rod 302 and the valve body piston 303 are an integral structure.

[0037] By designing an integrated valve core 3 for the stiffness valve, the armature 301, push rod 302, and valve body piston 303 are integrated into one structure, effectively reducing the problems of high machining accuracy and coaxiality of parts after press-fitting of several parts in traditional stiffness valves, reducing the number of parts and saving component costs.

[0038] The valve body 1 has a mounting hole 102; the mounting hole 102 is located in the coil 101; the valve sleeve 201 is sleeved on the stationary iron 2, and the valve sleeve 201 is connected to the inner wall of the mounting hole 102; the armature 301 is located in the valve sleeve 201, and a return spring 4 is provided between the armature 301 and the stationary iron 2.

[0039] Coil 101 is installed in valve body 1; mounting hole 102 is coaxially arranged with coil 101 and is located inside coil 101; stationary iron 2 is cylindrical; valve sleeve 201 is fitted on stationary iron 2 and welded to stationary iron 2; valve sleeve 201 is fitted into mounting hole 102 and the outer wall of valve sleeve 201 is welded to the inner wall of mounting hole 102, thereby achieving a sealed connection between valve sleeve 201 and stationary iron 2, and a sealed connection between valve sleeve 201 and valve body 1; armature 301 is located in valve sleeve 201 and can slide axially along valve sleeve 201, and valve sleeve 201 can limit and guide armature 301;

[0040] When the coil 101 is energized, it generates a magnetic field. The mounting hole 102 is located inside the coil 101, so that the magnetic field can effectively act on the internal components. The armature 301 is driven by the magnetic field force inside the valve sleeve 201. When the coil 101 is energized, the magnetic field attracts the armature 301 to move towards the stationary iron 2, controlling the valve to close. After the power is cut off, the return spring 4 releases its elastic potential energy, pushing the armature 301 to reset, so that the valve can be opened again, thereby realizing the control of gas flow.

[0041] like Figure 4 As shown, the stationary iron 2 has a mounting protrusion 401 near the armature 301; the mounting protrusion 401 has a first spring groove 402; the armature 301 has a mounting groove 403; the mounting groove 403 has a second spring groove 404; the mounting protrusion 401 is located in the mounting groove 403; one end of the return spring 4 is connected to the first spring groove 402, and the other end of the return spring 4 is connected to the second spring groove 404.

[0042] The mounting protrusion 401 and the stationary iron 2 are an integral structure. The mounting protrusion 401 on the stationary iron 2 and the mounting groove 403 of the armature 301 cooperate with each other to achieve precise positioning of the two and ensure the stability of the magnetic field path. The first spring groove 402 is located in the mounting protrusion 401 and the second spring groove 404 is located in the mounting groove 403, providing a fixed anchor point for the return spring 4. When the coil 101 is energized and generates a magnetic field that attracts the armature 301 to move towards the stationary iron 2, the return spring 4 is compressed and stores elastic potential energy. When the coil 101 is de-energized and the magnetic field disappears, the return spring 4 releases the elastic potential energy and uses the fixed constraints of its two ends in the first spring groove 402 and the second spring groove 404 to push the armature 301 back to the initial position along the predetermined path, thereby ensuring the stability of the movement of the armature 301 and the reliability of the reset during valve control.

[0043] The armature 301 has a sealing ring groove 5 on its outer wall; a sealing ring 501 is provided in the sealing ring groove 5; the sealing ring 501 includes a sealing protrusion 502; the sealing protrusion 502 has an arc-shaped cross section; the sealing protrusion 502 abuts against the inner wall of the valve sleeve 201.

[0044] The sealing ring 501 is a lip-shaped sealing ring; the sealing ring 501 is fixedly connected in the sealing ring groove 5, and the sealing protrusion 502 is an integral structure with the sealing ring 501; the sealing ring groove 5 on the outer wall of the armature 301 is used to accommodate the sealing ring 501 and provide installation space for the sealing ring 501; after the sealing ring 501 is fixedly connected in the sealing ring groove 5, the sealing protrusion 502 on it abuts tightly against the inner wall of the valve sleeve 201, and a dynamic sealing interface is formed between the armature 301 and the valve sleeve 201 by utilizing the elastic deformation characteristics of the arc structure; when the armature 301 is displaced in the valve sleeve 201 by the magnetic force or the action of the return spring 4, the sealing protrusion 502 always fits against the inner wall of the valve sleeve 201 by elastic compression, effectively preventing gas from leaking from the gap between the armature 301 and the valve sleeve 201, ensuring the sealing performance and working stability of the equipment.

[0045] One end of the push rod 302 is connected to the armature 301; the other end of the push rod 302 is connected to the valve body piston 303; the valve body 1 includes a second valve body 6; the end of the second valve body 6 away from the coil 101 is connected to a valve seat 601; the push rod 302 and the valve body piston 303 are both located in the second valve body 6.

[0046] The push rod 302, armature 301 and valve body piston 303 are integrally formed; the second valve body 6 and valve body 1 are integral structures; the valve seat 601 is fixedly connected to the second valve body 6.

[0047] When the coil 101 is energized and generates a magnetic field, the armature 301 is attracted by the magnetic force and displaced. Since the push rod 302, armature 301 and valve body piston 303 are integrally formed, the movement of the armature 301 will directly drive the push rod 302 and valve body piston 303 to move synchronously. The push rod 302, as a force transmission component, transmits the magnetic force on the armature 301 to the valve body piston 303, pushing the valve body piston 303 to move within the second valve body 6, changing its relative position with the valve seat 601, thereby controlling the flow of gas. When the coil 101 is de-energized, the magnetic field disappears. Under the action of the return spring 4, the armature 301 drives the push rod 302 and valve body piston 303 to return to their original positions, and the valve body piston 303 is pressed against the valve seat 601 again, restoring the initial valve open state.

[0048] like Figure 5 As shown, the second valve body 6 is provided with a first chamber 7 and a second chamber 701; a main valve sealing ring 702 is provided between the first chamber 7 and the second chamber 701; a vent hole 703 is provided on the main valve sealing ring 702; the vent hole 703 communicates with the first chamber 7 and the second chamber 701.

[0049] The push rod 302 is located in the vent hole 703; the valve body piston 303 is located on the side of the vent hole 703 near the valve seat 601.

[0050] The first chamber 7 and the second chamber 701 within the second valve body 6 form the spatial basis for gas flow. The main valve sealing ring 702 separates the two chambers, and the vent hole 703 on it serves as a gas flow channel. The diameter of the push rod 302 is smaller than the diameter of the vent hole 703. When the coil 101 is not energized, the valve body piston 303 abuts against the valve seat 601, so the valve body piston 303 does not block the vent hole 703, and the first chamber 7 and the second chamber 701 are connected through the vent hole 703. When the coil 101 is energized, the valve body piston 303 abuts against the main valve sealing ring 702, so the valve body piston 303 blocks the vent hole 703, and the gas path between the first chamber 7 and the second chamber 701 is disconnected.

[0051] like Figure 3 As shown, the second valve body 6 has a plurality of first air holes 8 on its side wall; the first air holes 8 are connected to the first chamber 7; the valve seat 601 has a plurality of second air holes 801; the second air holes 801 are connected to the second chamber 701.

[0052] Air can enter and exit the stiffness valve through the first air hole 8 and the second air hole 801 to ensure airflow in the power-off state, while balancing the pressure in the first chamber 7 and the second chamber 701 of the air spring.

[0053] A connecting groove 9 is provided on the side of the valve body piston 303 away from the push rod 302; a buffer block 901 is provided in the connecting groove 9; a stop block 902 is provided on the valve seat 601; the buffer block 901 abuts against the stop block 902.

[0054] The buffer block 901 is made of non-metallic material; the buffer block 901 is fixedly connected in the connecting groove 9; the stop block 902 and the valve seat 601 are an integral structure, which can effectively reduce the impact between the valve body piston 303 and the valve seat 601 and reduce noise.

[0055] The valve core 3 is provided with a first pressure balance hole 903; the stop block 902 is provided with a second pressure balance hole 904; one end of the first pressure balance hole 903 is connected to the second spring groove 404, and the other end of the first pressure balance hole 903 is connected to the second pressure balance hole 904.

[0056] The second spring groove 404, the first pressure balance hole 903, and the second pressure balance hole 904 are connected to maintain the pressure balance between the electromagnetic component and the valve body 1. The second spring groove 404 serves as the installation space for the return spring 4, and there are pressure changes during the compression and reset of the return spring 4. The first pressure balance hole 903 passes through the valve core 3, with one end connected to the second spring groove 404 and the other end connected to the second pressure balance hole 904 on the stop block 902. The three of them form a gas conduction channel to ensure that the valve core 3 can operate under a stable pressure environment, maintain the reliability and stability of operation, and reduce the risk of seal damage caused by pressure shock.

[0057] The specific workflow of this utility model is as follows:

[0058] When energized, the valve core 3, under the action of electromagnetic force, overcomes the spring force of the return spring 4 and the friction between the sealing ring 501 and the valve sleeve 201, and moves upward until the deformation force of the valve body piston 303 and the main valve sealing ring 702 is equal, and stops moving, thereby separating the first chamber 7 and the second chamber 701 and completing the seal; when de-energized, the valve core 3, under the action of the spring force of the return spring 4, moves downward, and the buffer block 901 located on the valve body piston 303 contacts the valve seat 601. The buffer 901 is made of non-metallic material, which can effectively reduce the impact between the valve core 3 and the valve seat 601 and reduce noise; at this time, the valve port is opened, and the first air hole 8 and the second air hole 801 are interconnected.

[0059] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution of the present invention; or the direct application of the inventive concept and technical solution to other situations without modification, are all within the protection scope of the present invention.

Claims

1. A rate valve for a vehicle suspension air spring system, characterized by: The device includes a valve body (1); a coil (101) is provided in the valve body (1); an electromagnetic component is provided in the coil (101); the electromagnetic component includes a stationary iron (2); the stationary iron (2) is connected to a valve sleeve (201); the valve sleeve (201) is connected to the valve body (1); a valve core (3) is provided in the valve sleeve (201); the valve core (3) includes an armature (301), a push rod (302) and a valve body piston (303); the armature (301), the push rod (302) and the valve body piston (303) are an integral structure.

2. A rate valve for use in a vehicle suspension air spring system according to claim 1, wherein: The valve body (1) is provided with a mounting hole (102); the mounting hole (102) is located in the coil (101); the valve sleeve (201) is sleeved on the stationary iron (2), and the valve sleeve (201) is connected to the inner wall of the mounting hole (102); the armature (301) is located in the valve sleeve (201), and a return spring (4) is provided between the armature (301) and the stationary iron (2).

3. A rate valve for use in a vehicle suspension air spring system according to claim 2, wherein: The stationary iron (2) has a mounting protrusion (401) near the armature (301); the mounting protrusion (401) has a first spring groove (402); the armature (301) has a mounting groove (403); the mounting groove (403) has a second spring groove (404); the mounting protrusion (401) is located in the mounting groove (403); one end of the return spring (4) is connected to the first spring groove (402), and the other end of the return spring (4) is connected to the second spring groove (404).

4. A rate valve for use in a vehicle suspension air spring system according to claim 3, wherein: The armature (301) has a sealing ring groove (5) on its outer wall; a sealing ring (501) is provided in the sealing ring groove (5); the sealing ring (501) includes a sealing protrusion (502); the cross-section of the sealing protrusion (502) is arc-shaped; the sealing protrusion (502) abuts against the inner wall of the valve sleeve (201).

5. A rate valve for a vehicle suspension air spring system according to any one of claims 3-4, characterized in that: One end of the push rod (302) is connected to the armature (301); the other end of the push rod (302) is connected to the valve body piston (303); the valve body (1) includes a second valve body (6); a valve seat (601) is connected to the end of the second valve body (6) away from the coil (101); the push rod (302) and the valve body piston (303) are both located in the second valve body (6).

6. A rate valve for use in a vehicle suspension air spring system according to claim 5, wherein: The second valve body (6) is provided with a first chamber (7) and a second chamber (701); a main valve sealing ring (702) is provided between the first chamber (7) and the second chamber (701); a vent hole (703) is provided on the main valve sealing ring (702); the vent hole (703) communicates with the first chamber (7) and the second chamber (701); The push rod (302) is located in the vent hole (703); the valve body piston (303) is located on the side of the vent hole (703) near the valve seat (601).

7. A rate valve for use in a vehicle suspension air spring system according to claim 6, wherein: The second valve body (6) has a plurality of first air holes (8) on its side wall; the first air holes (8) are connected to the first chamber (7); the valve seat (601) has a plurality of second air holes (801); the second air holes (801) are connected to the second chamber (701).

8. A rate valve for a vehicle suspension air spring system according to any one of claims 6-7, characterized in that: The valve body piston (303) is provided with a connecting groove (9) on the side away from the push rod (302); a buffer block (901) is provided in the connecting groove (9); a stop block (902) is provided on the valve seat (601); the buffer block (901) abuts against the stop block (902).

9. A rate valve for use in a vehicle suspension air spring system according to claim 8, wherein: The valve core (3) is provided with a first pressure balance hole (903); the stop block (902) is provided with a second pressure balance hole (904); one end of the first pressure balance hole (903) is connected to the second spring groove (404), and the other end of the first pressure balance hole (903) is connected to the second pressure balance hole (904).

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