Hydraulic damper solenoid valve for vehicle testing

Abstract

The utility model belongs to the technical field of automobile shock absorber solenoid valve, concretely is hydraulic shock absorber solenoid valve for vehicle test, its whether through elastic valve sheet to control the direct communication of liquid inlet hole and main liquid chamber, whether through the booster seat to control the communication of main liquid chamber and liquid outlet hole, make the oil pressure that enters liquid inlet must be able to overcome the relaxation of elastic valve sheet, elastic support spare support force can only push elastic valve sheet and booster seat to the direction of moving away from main valve body can make oil liquid again backflow to shock absorber through liquid outlet hole, increase the resistance that oil liquid receives in solenoid valve, provide larger damping force for shock absorber. Through setting booster chamber makes the pilot valve core of solenoid coil electrification first time block overflow hole makes the oil liquid in overflow hole to apply to the pressure of booster seat, make the oil liquid more not easy to push away booster seat and elastic valve sheet to the direction of moving away from main valve body, further increase oil liquid resistance. The solenoid valve of utility model consumes less electric energy, improves vehicle research and development test efficiency.

Description

Technical Field

[0001] This utility model belongs to the technical field of automotive shock absorber solenoid valves, specifically relating to a hydraulic shock absorber solenoid valve used for vehicle testing. Background Technology

[0002] Automotive shock absorbers are the core components of a vehicle's suspension system. They significantly improve ride comfort, handling stability, and driving safety by converting and dissipating the vibration energy generated during vehicle operation into heat energy. Hydraulic shock absorbers are commonly used in vehicle suspensions. These consist of two chambers, an inner and an outer chamber, each filled with hydraulic oil. The oil flows between the two chambers through a hydraulic passage. A solenoid valve is installed in this passage to adjust the damping force of the shock absorber. By adjusting the current flowing into the solenoid valve, the flow rate of the oil is controlled, thereby regulating the oil flow in the hydraulic passage and ultimately adjusting the damping force of the hydraulic shock absorber.

[0003] During vehicle development and testing, the damping force of the shock absorbers needs to be adjusted according to the vehicle's performance to ensure that the damping capacity of the shock absorbers in the final manufactured vehicle is compatible with the vehicle. Currently, the solenoid valves used in vehicle development and testing are common single-channel throttling solenoid valves on the market. These typically include a pilot valve assembly and a main valve assembly. The pilot valve assembly includes a pilot valve housing, an electromagnetic coil housed within the pilot valve housing, and a pilot valve core located inside the electromagnetic coil and capable of pre-fabricated axial sliding engagement. The main valve assembly includes a solenoid valve housing and a pilot valve sleeve housed within the solenoid valve housing, with a throttling orifice on the pilot valve sleeve. When the electromagnetic coil is energized, the pilot valve core moves towards the pilot valve sleeve and blocks the oil passage on the pilot valve sleeve. By changing the current flowing through the electromagnetic coil, the thrust on the pilot valve core is changed, thereby changing the resistance applied to the hydraulic fluid by the pilot valve core. In other words, in existing hydraulic shock absorbers, the damping force is proportional to the coil current. This means that a larger current is required for a greater damping force, which leads to excessive current depletion of the vehicle's power reserves. Furthermore, the adjustable flexibility and adaptability are limited. This results in rapid power consumption, necessitating frequent battery charging and severely impacting vehicle testing efficiency. Utility Model Content

[0004] The technical problem to be solved by this utility model is to provide a hydraulic shock absorber solenoid valve for vehicle testing, which saves power and reduces the power consumption of the vehicle during the vehicle driving evaluation test.

[0005] The technical solution adopted by this utility model to solve the technical problem is: a hydraulic shock absorber solenoid valve for vehicle testing, including a pilot valve housing with a cylindrical structure, an electromagnetic coil, and a pilot valve core; one end of the pilot valve housing is sealed, and the pilot valve core can reciprocate axially relative to the electromagnetic coil; it also includes a main valve body housing sealed and connected to the open end of the pilot valve housing, and the inner side of the main valve body housing is provided with a main valve body, a pressure boosting seat, a pressure boosting valve sleeve, and a limiting part fixed on the inner wall of the main valve body housing in sequence from the end away from the pilot valve core to the end closer to the pilot valve core; the limiting part is located between the pilot valve core and the pressure boosting valve sleeve;

[0006] The main valve body is sealed to the main valve body shell. The main valve body is provided with an inlet hole and a plurality of outlet holes distributed circumferentially along the inlet hole. One end of the pressure boosting valve sleeve abuts against the limiting part, and the other end of the pressure boosting valve sleeve abuts against the outer edge of the main valve body. The pressure boosting valve sleeve is provided with a partition plate near the limiting part, which divides the inner cavity of the main valve body shell into an adjustment cavity and an overflow cavity. The overflow cavity is located on the side away from the main valve body. The outer wall of the pressure boosting valve sleeve is provided with an overflow channel connecting the overflow cavity and the outlet holes. The partition plate is provided with an overflow hole connecting the adjustment cavity and the overflow cavity. When the pilot valve core is in the extreme position close to the main valve body, the overflow hole is closed.

[0007] The pressure boosting seat is located inside the pressure boosting valve sleeve, dividing the regulating chamber into a pressure boosting chamber and a main liquid chamber. The pressure boosting chamber is located on the side away from the main valve body. The main liquid chamber is connected to the inlet and outlet ports respectively. The pressure boosting seat is provided with a throttling orifice connecting the pressure boosting chamber and the main liquid chamber. The pressure boosting seat is sealed to the pressure boosting valve sleeve and is axially slidingly fitted.

[0008] The pressurization chamber is equipped with an elastic support member, one end of which abuts against the pressurization seat, and the other end of which is connected to the partition plate. The pressurization seat is equipped with an annular plate and an elastic valve plate located inside the annular plate. The elastic valve plate can reciprocate along the axial direction of the liquid inlet. When both the pressurization seat and the elastic valve plate are in their extreme positions near the main valve body, the upper end of the annular plate abuts against the main valve body, thus isolating the main liquid chamber from the liquid outlet. The elastic valve plate also isolates the main liquid chamber from the liquid inlet.

[0009] Furthermore, the electromagnetic coil is provided with a guide assembly fixedly installed inside the pilot valve housing. The guide assembly has a guide hole at its center, and the pilot valve core is located inside the guide hole, with the two slidingly engaged along the axial direction of the guide hole.

[0010] Furthermore, the pilot valve core includes a guide rod axially slidably connected in a guide hole of the guide assembly and a tapered plug disposed on the guide rod near the main valve body, wherein the thin end of the tapered plug is located away from the guide rod.

[0011] When the pilot valve core is located at its extreme position close to the main valve body, the thin end of the conical plug is located inside the overflow hole to block the overflow hole; when the pilot valve core is located at its extreme position far from the main valve body, the conical plug is located outside the overflow hole and spaced apart from the partition plate.

[0012] Furthermore, the tapered plug has a connecting sleeve at the end with the larger outer diameter, and the connecting sleeve is fitted onto the guide rod.

[0013] Furthermore, the elastic valve plate includes an elastic ring plate and a support. The support is located between the elastic ring plate and the booster seat. The elastic ring plate is fixedly connected to the support and its outer edge protrudes from the outer side wall of the support. When the elastic ring plate is located at its extreme position near the main valve body, the elastic ring plate abuts against the main valve body and isolates the main liquid chamber and the liquid outlet.

[0014] Furthermore, the partition plate includes a partition plate body and an overflow hole sleeve. The partition plate body is provided with a mounting hole, the overflow hole sleeve is located in the mounting hole and the two are interference-fitted, and the through hole on the overflow hole sleeve is the overflow hole.

[0015] An integrally formed limiting ring is provided on the outer wall of the overflow hole sleeve. The limiting ring is located in the pressurization chamber and abuts against the partition plate body to limit its axial movement. The partition plate body and the pressurization valve sleeve are integrally formed structures.

[0016] Furthermore, the lower end of the overflow orifice wall has a transition slope that slopes downward from the inside out, and an overflow groove is provided on the transition slope; when the pilot valve core is located at the extreme position close to the main valve body, the overflow chamber and the pressurization chamber are connected through the overflow groove.

[0017] Furthermore, the overflow hole has a stepped hole structure, with the smaller hole of the stepped hole located at one end close to the pressurization chamber, and the larger hole of the stepped hole and the smaller hole of the stepped hole arranged axially adjacent to each other.

[0018] Furthermore, the elastic support includes an annular gasket and an annular spring sheet sleeved on the outside of the overflow hole sleeve. The annular gasket is located between the annular spring sheet and the partition plate body, and the annular spring sheet is located between the limiting ring and the annular spring sheet. The outer diameter of the annular spring sheet is larger than the outer diameter of the annular gasket.

[0019] Furthermore, an annular sealing groove is provided on the outer wall of the booster seat, and a sealing ring is provided in the annular sealing groove, which is sealed and fitted with the inner wall of the booster valve sleeve.

[0020] Compared with the prior art, the beneficial effects of this utility model are: it provides a hydraulic shock absorber solenoid valve for vehicle testing, which controls whether the inlet hole and the main hydraulic chamber are directly connected by setting an elastic valve plate, and controls whether the main hydraulic chamber and the outlet hole are connected by setting a pressure boosting seat supported by an elastic support member. This ensures that the oil pressure entering the inlet hole must be able to overcome the tension of the elastic valve plate and the supporting force of the elastic support member to push the elastic valve plate and the pressure boosting seat to move away from the main valve body, so that the oil can flow back to the shock absorber through the outlet hole. This increases the resistance of the oil in the solenoid valve and increases the oil pressure difference between the inlet and outlet, thereby providing a larger damping force to the shock absorber. By setting up a pressure chamber, the pilot valve core of the solenoid coil blocks the overflow hole when the solenoid coil is energized. This causes the oil in the overflow hole to exert a force on the pressure seat towards the main valve body. Ultimately, this makes it more difficult for the oil to push the pressure seat and elastic valve plate away from the main valve body, further increasing the resistance of the oil in the solenoid valve, increasing the hydraulic pressure difference between the inlet and outlet, and providing a greater damping force to the shock absorber. Compared with existing shock absorber solenoid valves, when the required damping force of the vehicle shock absorber is constant, the solenoid valve described in this invention consumes less electrical energy, avoiding the number of times the vehicle needs to be stopped to charge the battery during vehicle driving evaluation testing, improving vehicle research and development testing efficiency, and saving energy. Attached Figure Description

[0021] Figure 1 This is an axial cross-sectional view of one embodiment of the present invention;

[0022] Figure 2 yes Figure 1 Enlarged structural diagram of section A in the middle;

[0023] Figure 3 yes Figure 1 Enlarged structural diagram of section B in the middle;

[0024] Figure 4 This is a schematic diagram of the structure of the overflow hole and the conical plug.

[0025] Figure 5 This is an axial cross-sectional view of one embodiment of the present invention;

[0026] Figure 6 yes Figure 5 Enlarged structural diagram of section C;

[0027] Figure 7 This is a schematic diagram of the assembly structure of the elastic valve plate and the main valve body;

[0028] Reference numerals: 1-Pilot valve housing; 11-Guide assembly; 2-Solenoid coil; 3-Pilot valve core; 31-Guide rod; 32-Conical plug; 4-Main valve body housing; 41-Limiting part; 5-Main valve body; 51-Inlet port; 52-Outlet port; 6-Pressure booster seat; 61-Throttle orifice; 62-Ring plate; 63-Elastic valve plate; 631-Valve plate; 632-Elastic element; 633-Elastic ring plate; 634 - Support; 64 - Annular sealing groove; 65 - Sealing ring; 7 - Pressure booster valve sleeve; 71 - Divider plate; 711 - Divider plate body; 712 - Overflow hole sleeve; 713 - Limiting ring; 72 - Overflow hole; 721 - Transition slope; 722 - Overflow groove; 723 - Small hole; 724 - Large hole; 73 - Overflow channel; 74 - Elastic support; 91 - Overflow chamber; 92 - Pressure booster chamber; 93 - Main liquid chamber. Detailed Implementation

[0029] The present invention will be further described below with reference to the accompanying drawings and embodiments. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0030] As attached Figure 1-7As shown, a hydraulic shock absorber solenoid valve for vehicle testing includes a pilot valve housing 1 with a cylindrical structure, a solenoid coil 2, and a pilot valve core 3. One end of the pilot valve housing 1 is sealed, and the pilot valve core 3 can reciprocate axially relative to the solenoid coil 2. It also includes a main valve body housing 4 sealed to the open end of the pilot valve housing 1. The inner side of the main valve body housing 4, from the end furthest from the pilot valve core 3 to the end closest to the pilot valve core 3, is sequentially provided with a main valve body 5, a pressure boosting seat 6, a pressure boosting valve sleeve 7, and a limiting part 41 fixed to the inner wall of the main valve body housing 4. The limiting part 41 is located between the pilot valve core 3 and the pressure boosting valve sleeve 7. The main valve body 5 is sealed to the main valve body housing 4. The main valve body 5 is provided with an inlet hole 51 and a plurality of outlet holes 52 distributed circumferentially along the inlet hole 51. One end of the pressure boosting valve sleeve 7 abuts against the limiting part 41, and the other end of the pressure boosting valve sleeve 7 abuts against the outer edge of the main valve body 5. The pressure boosting valve sleeve 7 is provided with a partition plate 71 near the limiting part 41, which divides the inner cavity of the main valve body housing 4 into an adjusting cavity and an overflow cavity 91. The overflow cavity 91 is located on the side away from the main valve body 5. The outer wall of the pressure boosting valve sleeve 7 is provided with an overflow channel 73 that connects the overflow cavity 91 and the outlet holes 52. The partition plate The valve body 71 is provided with an overflow hole 72 connecting the regulating chamber and the overflow chamber 91; when the pilot valve core 3 is in the extreme position close to the main valve body 5, the overflow hole 72 is closed; the pressure boosting seat 6 is located inside the pressure boosting valve sleeve 7, dividing the regulating chamber into a pressure boosting chamber 92 and a main liquid chamber 93, the pressure boosting chamber 92 being located on the side away from the main valve body 5; the main liquid chamber 93 is connected to the inlet hole 51 and the outlet hole 52 respectively, and the pressure boosting seat 6 is provided with a throttling hole 61 connecting the pressure boosting chamber 92 and the main liquid chamber 93; the pressure boosting seat 6 is sealed to the pressure boosting valve sleeve 7 and axially slidingly fitted; The pressurizing chamber 92 is provided with an elastic support 74. One end of the elastic support 74 abuts against the pressurizing seat 6, and the other end of the elastic support 74 is connected to the partition plate 71. The pressurizing seat 6 is provided with an annular plate 62 and an elastic valve plate 63 located inside the annular plate 62. The elastic valve plate 63 can reciprocate along the axial direction of the liquid inlet 51. When the pressurizing seat 6 and the elastic valve plate 63 are both located at their extreme positions near the main valve body 5, the upper end of the annular plate 62 abuts against the main valve body 5, thereby isolating the main liquid chamber 93 and the liquid outlet 52. The elastic valve plate 63 isolates the main liquid chamber 93 and the liquid inlet 51.

[0031] When the electromagnetic coil is not energized, the pilot valve core 3 is located at its extreme position far from the main valve body 5, and the boosting chamber 92 and the overflow chamber 91 are connected through the overflow hole 72. After the oil in the damper enters the inlet 51, it pushes the elastic valve plate 63 to deform, so that the inlet 51 is connected to the main liquid chamber 93. At the same time, the oil enters the main liquid chamber 93 and also enters the boosting chamber 92 through the throttle hole 61. When the pressure of the oil applied to the boosting seat 6 is greater than the supporting force applied to the boosting seat 6 by the elastic support member 74, the boosting seat 6 drives the ring plate 62 on it to move synchronously away from the main valve body 5, thereby disengaging the ring plate 62 from the main valve body 5. At this time, the main liquid chamber 93 is connected to the outlet hole 52, and the oil in the main liquid chamber 93 is discharged through the outlet hole 52. At the same time, the oil in the boosting chamber 92 flows into the overflow chamber 91 through the overflow hole 72 and then flows into the outlet hole 52 through the overflow channel 73 and is discharged.

[0032] When the electromagnetic coil is energized, it generates a magnetic field. After receiving the magnetic force, the pilot valve core 3 moves to the extreme position close to the main valve body 5, blocking the overflow hole 72 and isolating the pressure chamber 92 and the overflow chamber 91. At this time, the pilot valve core 3 continuously generates a thrust towards the main valve body 5. At this time, the oil in the pressure chamber 92 cannot easily push the pilot valve core 3 open. At the same time, the oil in the pressure chamber 92 will also exert a force on the pressure seat 6 towards the main valve body 5, increasing the pressure of the oil in the main liquid chamber 93 and applying a force on the elastic valve plate 63 towards the main valve body 5. This makes it difficult for the elastic valve plate 63 to be pushed open by the oil in the inlet 51, and the pressure seat 6 is also difficult to be pushed away from the main valve body 5 by the oil in the main liquid chamber 93. This increases the flow resistance of the oil in the damping valve and improves the damping force in the solenoid valve and the shock absorber. Only when the oil pressure at the inlet 51 is large enough to push open the elastic valve plate 63, connecting the inlet 51 to the main liquid chamber 93, and the oil pressure in the main liquid chamber 93 pushes the booster seat 6 away from the main valve body 5, can the oil in the booster chamber 92 be squeezed to push the pilot valve core 3 away from the main valve body 5. This allows the booster chamber 92 to connect with the overflow chamber 91 through the overflow hole 72, and the main liquid chamber 93 to connect with the outlet 52. At this time, a portion of the oil flows back to the damper through the main liquid chamber 93 and the outlet 52, while the other portion flows back to the damper through the booster chamber 92, the overflow chamber 91, the overflow channel 73, and the outlet 52, thus balancing the oil system passage of the damper. During this process, the oil flowing through the solenoid valve experiences a large damping force, and the oil pressure difference between the inlet 51 and the outlet 52 is large, thus providing a large damping force to the damper.

[0033] This invention controls the direct connection between the inlet port 51 and the main liquid chamber 93 by setting an elastic valve plate 63, and controls the connection between the main liquid chamber 93 and the outlet port 52 by setting a pressure booster seat 6 supported by an elastic support member 74. This ensures that the oil pressure entering the inlet port 51 must be able to overcome the tension of the elastic valve plate 63 and the supporting force of the elastic support member 74 to push the elastic valve plate 63 and the pressure booster seat 6 to move away from the main valve body 5, so that the oil can flow back to the shock absorber through the outlet port 52. This increases the resistance of the oil in the solenoid valve and increases the oil pressure difference between the inlet port 51 and the outlet port 52, thereby providing a larger damping force to the shock absorber. By setting up a booster chamber 92, the pilot valve core 3 blocks the overflow hole 72 when the electromagnetic coil 2 is energized. This causes the oil in the overflow hole 72 to exert a force on the booster seat 6 towards the main valve body 5. Ultimately, this makes it more difficult for the oil to push the booster seat 6 and the elastic valve plate 63 away from the main valve body 5, further increasing the resistance of the oil in the solenoid valve, increasing the hydraulic pressure difference between the inlet 51 and the outlet 52, and further providing a greater damping force to the shock absorber. Therefore, compared with the existing shock absorber solenoid valves, when the current of the electromagnetic coil is constant, the solenoid valve described in this invention provides a greater damping force to the vehicle shock absorber; conversely, when the required damping force of the vehicle shock absorber is constant, the solenoid valve described in this invention consumes less electrical energy, avoiding the number of times the vehicle needs to stop to charge the battery during vehicle driving evaluation testing, improving vehicle research and development testing efficiency, and saving electrical energy.

[0034] In summary, when the electromagnetic coil 2 is not energized, a portion of the oil flows back to the damper through the outlet hole 52 after passing through the throttling orifice 61, the elastic pad 63, and the elastic support 74. The other portion of the oil flows back to the damper through the outlet hole 52 after multiple throttling and buffering processes via the throttling orifice 61, the overflow hole 72, and the overflow channel 73. When the electromagnetic coil 2 is energized, a portion of the oil flows back to the damper through the outlet hole 52 after passing through the throttling orifice 61, the elastic pad 63, the elastic support 74, and the reaction force of the oil in the pressurization chamber 92. The other portion of the oil flows back to the damper through the outlet hole 52 after multiple throttling and buffering processes via the throttling orifice 61, the overflow hole 72, the pilot valve stem 3, and the overflow channel 73. The solenoid valve described in this invention provides damping force to the oil flowing through its internal oil passages. It also incorporates a multi-buffered structure to gradually and steadily reduce the oil pressure, preventing direct impact and vibration from the oil entering the solenoid valve onto the booster seat 6. This improves the stability of the oil flow, enhances the stability of the solenoid valve and the shock absorber, and increases the accuracy of vehicle R&D test results. During vehicle driving evaluation testing, the damping force of the solenoid valve can be altered by changing the diameter of the throttle orifice 61 and the overflow orifice 62. Furthermore, by preparing multiple solenoid valves with different throttle orifices 61 and overflow orifices 62 for use in vehicle testing, sufficient damping force can be provided to the shock absorber in situations where vehicle power is insufficient during R&D testing.

[0035] The pilot valve housing 1 is mainly used to integrate the solenoid coil 2 and the pilot valve core 3, and also to connect the pilot valve assembly to the main valve body housing 4. The solenoid coil 2 generates a magnetic field when energized to drive the pilot valve core 3 in axial reciprocating motion. The pilot valve core 3 is mainly used to control the opening and closing of the overflow orifice 72. When the solenoid coil 2 is energized, the pilot valve core 3 mainly blocks the overflow orifice 72 and provides resistance to the oil flowing through it, increasing the oil pressure in the booster chamber 92. This, in turn, pushes the booster seat 6 and the elastic valve plate 63 closer to the main valve body 5, increasing the flow resistance of the oil in the solenoid valve, ultimately providing a larger damping force for the automotive shock absorber. Generally, the solenoid coil 2 has a guide assembly 11 fixedly installed inside the pilot valve housing 1. The guide assembly 11 has a guide hole at its center, and the pilot valve core 3 is located within the guide hole, with both slidingly engaged along the axial direction of the guide hole. The guide hole is mainly used to limit the pilot valve core 3 so that it moves along the axis of the electromagnetic coil 2 after being subjected to magnetic force.

[0036] When the pilot valve core 3 blocks the overflow hole 72, one end of it blocking the overflow hole 72 can be located inside the overflow hole 72 or outside the overflow hole 72 and sealingly abutting against the end face of the partition plate 71; the end face of the pilot valve core 3 near the main valve body 5 can be an arc surface, a plane, or a conical surface. Preferably, the pilot valve core 3 includes a guide rod 31 axially slidably connected in the guide hole of the guide assembly 11 and a conical plug 32 disposed on the end of the guide rod 31 near the main valve body 5, the thin end of the conical plug 32 being located away from the guide rod 31; when the pilot valve core 3 is located at the extreme position near the main valve body 5, the thin end of the conical plug 32 is located inside the overflow hole 72 and blocks the overflow hole 72; when the pilot valve core 3 is located at the extreme position away from the main valve body 5, the conical plug 32 is located outside the overflow hole 72 and spaced apart from the partition plate 71. In addition to sealing the overflow hole 72, the conical plug 32 is also used to cooperate with the overflow hole 72 to guide its own movement and ensure that it can successfully seal the overflow hole 72.

[0037] The pilot valve core 3 can be a single, integrally formed structure or an assembly of multiple parts. That is, the guide rod 31 and the conical plug 32 can be a single, integrally formed structure or two detachably connected parts. As a further preferred embodiment, the conical plug 32 has a connecting sleeve 33 at its larger outer diameter end, and the connecting sleeve 33 is fitted onto the guide rod 31. Different sizes and structures of the conical plug 32 on the guide rod 31 can be replaced according to different overflow holes 72, allowing the main body of the solenoid valve to be reused, saving costs. Generally, the connecting sleeve 33 is required to have an interference fit with the guide rod 31 to prevent them from disengaging.

[0038] The main valve body housing 4 connects the main valve body 5, the booster seat 6, the booster valve sleeve 7, and the pilot valve assembly to form a solenoid valve. The main valve body housing 4 is an axially through cylindrical structure. The main valve body 5 is generally a cylindrical structure, and it and the main valve body housing 4 can be sealed together by means of threads and adhesive bonding. The liquid inlet 51 on the main valve body 5 is arranged coaxially with the main valve body 5. The limiting part 41 on the inner side of the main valve body housing 4 is used to cooperate with the main valve body 5 to axially position the booster valve sleeve 7. The limiting part 41 is generally a ring plate structure arranged coaxially with the outer cavity of the main valve body housing 4, and its inner diameter is smaller than the outer diameter of the booster valve sleeve 7.

[0039] The booster seat 6, booster valve sleeve 7, and partition plate 71 cooperate to form a booster chamber 92. As the booster chamber 92 moves axially relative to the booster valve sleeve 7 based on the pressure difference between it and the main liquid chamber 93, it also drives the annular plate 62 and the elastic valve plate 63 on it to move synchronously. The throttling orifice 61 on the booster seat 6 is used to divert the oil flowing into the main liquid chamber 93 from the inlet hole 51, reducing the vibration and vortex caused by the direct impact of the oil on the elastic valve plate 63, providing a certain buffer for the elastic valve plate 63, and improving the stability of the solenoid valve and vibration damper. Solenoid valves with different orifice diameters of throttling orifice 61 have different damping forces. The annular plate 62 is located between the inlet hole 51 and the outlet hole 52, mainly used to control the connection between the main liquid chamber 93 and the outlet hole 52 as it moves synchronously with the booster seat 6. The annular plate 62 and the booster seat 6 are generally integrally formed.

[0040] The elastic valve plate 63 has a certain elasticity, which is mainly used to buffer the oil entering the main hydraulic chamber 93, preventing the oil from directly entering the main hydraulic chamber 93 from the oil inlet 51 and impacting the booster seat 6, causing vibration and vortex flow in the main hydraulic chamber 93, thereby improving the overall stability of the solenoid valve and improving the accuracy of vehicle performance test results. The elastic valve plate 63 has the following structural embodiments:

[0041] In embodiment 1, the elastic valve plate 63 includes a valve plate 631 and an elastic element 632. The elastic element 632 is located between the valve plate 631 and the pressure boosting seat 6. One end of the elastic element 632 is connected to the valve plate 631, and the other end is connected to the pressure boosting seat 6. When the valve plate 631 is in its extreme position near the main valve body 5, the valve plate 631 abuts against the main valve body 5 and isolates the main liquid chamber 93 and the liquid outlet. The elastic element 632 can be a spring or an elastic rubber block such as polyurethane or silicone. Pre-compression of the elastic element 632 is required when assembling the valve plate 631, which is inconvenient for assembly.

[0042] In embodiment 2, the elastic valve plate 63 includes an elastic ring plate 633 and a support 634. The support 634 is located between the elastic ring plate 633 and the pressure booster seat 6 and is connected to the pressure booster seat 6. The elastic ring plate 633 is fixedly connected to the support 634, and its outer edge protrudes from the outer side wall of the support 634. When the elastic ring plate 633 is located at its extreme position near the main valve body 5, the elastic ring plate 633 abuts against the main valve body 5 and isolates the main liquid chamber 93 and the liquid outlet 52. The material of the elastic ring plate 633 is generally nitrile rubber or polytetrafluoroethylene. When installing the elastic ring plate 633, it is not necessary to pre-compress the elastic ring plate 633 and the support 634.

[0043] Compared to Embodiment 1, Embodiment 2 has a simpler structure and is easier to assemble. Preferably, multiple elastic ring plates 633 are provided, arranged axially, and their outer diameters gradually decrease from top to bottom. This structure ensures both elasticity and stiffness and strength for the elastic valve plate 63. More specifically, the booster seat 6 is provided with a mounting sleeve 66, and the support 634 is an annular support sleeve structure fitted onto the mounting sleeve 66. The elastic ring plate 633 is fitted onto the booster seat 6; the inner cavity of the support 634 in the sleeve structure is the throttling orifice 61.

[0044] The booster valve sleeve 7 is a sleeve structure, which is used to limit the booster seat 6 to ensure that the booster seat 6 moves along its axial direction. The partition plate 71 is used to separate the overflow chamber 91 and the booster chamber 92. In addition to connecting the overflow chamber 91 and the booster chamber 92, the overflow hole 72 on it is also used to cooperate with the pilot valve core 3 to control its oil flow section, control the oil flow rate and the damping force. Preferably, the partition plate 71 includes a partition plate body 711 and an overflow hole sleeve 712. The partition plate body 711 has a mounting hole, and the overflow hole sleeve 712 is located in the mounting hole and the two are interference-fitted. The through hole on the overflow hole sleeve 712 is the overflow hole 72. A limiting ring 713 is integrally formed on the outer wall of the overflow hole sleeve 712. The limiting ring 713 is located in the pressurization chamber 92 and abuts against the partition plate body 711 to limit its axial movement. The partition plate body 711 and the pressurization valve sleeve 7 are integrally formed structures. The partition plate body 711 and the overflow hole sleeve 712 are detachably connected. By replacing the overflow hole sleeve 712 with different overflow holes 72, solenoid valves with different damping forces can be obtained, improving the design and processing efficiency of the solenoid valve.

[0045] The overflow orifice 72 can be a conical orifice, a straight orifice, or a stepped orifice. Preferably, the lower end of the overflow orifice 72 has a transition slope 721 that slopes downwards from the inside to the outside, and an overflow groove 722 is provided on the transition slope 721. When the pilot valve core 3 is located at its extreme position near the main valve body 5, the overflow chamber 91 and the boosting chamber 92 are connected through the overflow groove 722. When the pilot valve core 3 is located at its extreme position near the main valve body 5, the overflow orifice 72 is not completely blocked. This ensures that the oil in the boosting chamber 92 can stably push the pilot valve core 3 out of the overflow orifice 72, avoiding the uncontrollable eddies generated in the boosting chamber 92 due to the complete blockage of the overflow orifice 72, which would affect the damping effect and improve the stability and reliability of the solenoid valve.

[0046] Alternatively, the overflow orifice 72 has a stepped orifice structure, with the small orifice 723 of the stepped orifice located at one end near the pressurization chamber 92, and the large orifice 724 of the stepped orifice arranged axially adjacent to the small orifice 723. The resistance to the oil can be adjusted more precisely by replacing the overflow orifice sleeve 712 with different large orifices 724 and / or small orifices 723.

[0047] The overflow channel 73 is generally a tank structure, mainly used to allow the oil in the overflow chamber 91 to flow through it to the outlet hole 52 and then out of the solenoid valve. Multiple overflow channels 73 are generally provided, and these multiple overflow channels 73 are distributed circumferentially along the booster valve sleeve 7. The elastic support 74 can be a conical spring and an elastic rubber block with its two ends abutting against the partition plate 71 and the booster seat 6 respectively. However, during assembly, the spring needs to be pre-compressed to complete the assembly of the booster seat 6 and the main valve body 5. During this process, the spring will exert a reaction force on the booster seat 6 and the main valve body 5, causing the booster seat 6 and the main valve body 5 to pop out and be lost, wasting raw materials and manpower. Preferably, the elastic support 74 includes an annular gasket 741 and an annular spring sheet 742 sleeved on the outside of the overflow hole sleeve 712. The annular gasket 741 is located between the annular spring sheet 742 and the partition plate body 711, and the annular spring sheet 742 is located between the limiting ring 713 and the annular spring sheet 742. The outer diameter of the annular spring sheet 742 is larger than the outer diameter of the annular gasket 741. Compared with springs, the annular gasket 741 and the annular spring sheet 742 are easier to assemble, have a smaller ejection force, and will not eject the booster seat 6, causing it to be lost. This facilitates assembly and saves manpower.

[0048] Preferably, the outer wall of the booster seat 6 is provided with an annular sealing groove 64 arranged coaxially therewith, and a sealing ring 65 is provided in the annular sealing groove 64. The sealing ring 65 is in sealing engagement with the inner wall of the booster valve sleeve 7. The annular sealing ring 65 is in axial sliding engagement with the inner wall of the booster valve sleeve 7. By providing the sealing ring 65, the sealed connection between the booster seat 6 and the booster valve sleeve 7 is ensured, further improving the sealing performance of the booster chamber 92.

[0049] The embodiments described herein are preferred embodiments of this utility model and are not intended to limit the scope of protection of this utility model. Therefore, all equivalent changes made to the structure, shape, and principle of this utility model should be included within the scope of protection of this utility model.

Claims

1. A hydraulic shock absorber solenoid valve for vehicle testing, characterized in that: The system includes a pilot valve housing (1) with a cylindrical structure, an electromagnetic coil (2), and a pilot valve core (3); one end of the pilot valve housing (1) is sealed, and the pilot valve core (3) can reciprocate axially relative to the electromagnetic coil (2); it also includes a main valve body housing (4) sealed and connected to the open end of the pilot valve housing (1), and the inner side of the main valve body housing (4) is provided with a main valve body (5), a pressure boosting seat (6), a pressure boosting valve sleeve (7), and a limiting part (41) fixed on the inner wall of the main valve body housing (4) in sequence from the end away from the pilot valve core (3) to the end closer to the pilot valve core (3); the limiting part (41) is located between the pilot valve core (3) and the pressure boosting valve sleeve (7); The main valve body (5) is sealed to the main valve body shell (4). The main valve body (5) is provided with an inlet hole (51) and a plurality of outlet holes (52) distributed circumferentially along the inlet hole (51). One end of the pressure boosting valve sleeve (7) abuts against the limiting part (41), and the other end of the pressure boosting valve sleeve (7) abuts against the outer edge of the main valve body (5). The pressure boosting valve sleeve (7) near the limiting part (41) is provided with a cavity that divides the inner cavity of the main valve body shell (4) into an adjusting cavity and a... The overflow chamber (91) has a partition plate (71) and the overflow chamber (91) is located on the side away from the main valve body (5); the outer wall of the booster valve sleeve (7) is provided with an overflow channel (73) that connects the overflow chamber (91) and the liquid outlet (52); the partition plate (71) is provided with an overflow hole (72) that connects the regulating chamber and the overflow chamber (91); the pilot valve core (3) closes the overflow hole (72) when it is in the extreme position close to the main valve body (5); The booster seat (6) is located inside the booster valve sleeve (7), dividing the regulating chamber into a booster chamber (92) and a main liquid chamber (93). The booster chamber (92) is located on the side away from the main valve body (5). The main liquid chamber (93) is connected to the inlet hole (51) and the outlet hole (52) respectively. The booster seat (6) is provided with a throttling hole (61) connecting the booster chamber (92) and the main liquid chamber (93). The booster seat (6) is sealed to the booster valve sleeve (7) and axially slidingly fitted. The pressurizing chamber (92) is provided with an elastic support (74), one end of which abuts against the pressurizing seat (6) and the other end of which is connected to the partition plate (71). The pressurizing seat (6) is provided with an annular plate (62) and an elastic valve plate (63) located inside the annular plate (62). The elastic valve plate (63) can reciprocate along the inlet hole (51) axially. When the pressurizing seat (6) and the elastic valve plate (63) are both located at their extreme positions near the main valve body (5), the upper end of the annular plate (62) abuts against the main valve body (5) to isolate the main liquid chamber (93) and the outlet hole (52). The elastic valve plate (63) isolates the main liquid chamber (93) and the inlet hole (51).

2. The hydraulic shock absorber solenoid valve for vehicle testing according to claim 1, characterized in that: The electromagnetic coil (2) has a guide assembly (11) fixedly installed inside the pilot valve housing (1). The guide assembly (11) has a guide hole at its center. The pilot valve core (3) is located inside the guide hole and the two slide together along the axial direction of the guide hole.

3. The hydraulic shock absorber solenoid valve for vehicle testing according to claim 2, characterized in that: The pilot valve core (3) includes a guide rod (31) axially slidably connected in the guide hole of the guide assembly (11) and a tapered plug (32) disposed on the guide rod (31) near the end of the main valve body (5), with the thin end of the tapered plug (32) located away from the guide rod (31). When the pilot valve core (3) is located at the extreme position close to the main valve body (5), the thin end of the conical plug (32) is located inside the overflow hole (72) to block the overflow hole (72); when the pilot valve core (3) is located at the extreme position far away from the main valve body (5), the conical plug (32) is located outside the overflow hole (72) and spaced apart from the partition plate (71).

4. The hydraulic shock absorber solenoid valve for vehicle testing according to claim 3, characterized in that: The tapered plug (32) has a connecting sleeve (33) at the end with the larger outer diameter, and the connecting sleeve (33) is sleeved and connected to the guide rod (31).

5. The hydraulic shock absorber solenoid valve for vehicle testing according to claim 1, characterized in that: The elastic valve plate (63) includes an elastic ring plate (633) and a support (634). The support (634) is located between the elastic ring plate (633) and the booster seat (6). The elastic ring plate (633) is fixedly connected to the support (634) and its outer edge protrudes from the outer side wall of the support (634). When the elastic ring plate (633) is located at its extreme position close to the main valve body (5), the elastic ring plate (633) abuts against the main valve body (5) and isolates the main liquid chamber (93) and the liquid outlet (52).

6. The hydraulic shock absorber solenoid valve for vehicle testing according to claim 1, characterized in that: The partition plate (71) includes a partition plate body (711) and an overflow hole sleeve (712). The partition plate body (711) is provided with a mounting hole, and the overflow hole sleeve (712) is located in the mounting hole and the two are interference fit. The through hole on the overflow hole sleeve (712) is the overflow hole (72). An integrally formed limiting ring (713) is provided on the outer wall of the overflow hole sleeve (712). The limiting ring (713) is located in the pressurization chamber (92) and abuts against the partition plate body (711) to limit its axial movement. The partition plate body (711) and the pressurization valve sleeve (7) are integrally formed structures.

7. The hydraulic shock absorber solenoid valve for vehicle testing according to any one of claims 1-6, characterized in that: The lower end of the overflow hole (72) has a transition slope (721) that is inclined downward from the inside to the outside, and an overflow groove (722) is provided on the transition slope (721); when the pilot valve core (3) is located at the extreme position close to the main valve body (5), the overflow chamber (91) and the pressurization chamber (92) are connected through the overflow groove (722).

8. The hydraulic shock absorber solenoid valve for vehicle testing according to any one of claims 1-6, characterized in that: The overflow hole (72) has a stepped hole structure. The small hole (723) of the stepped hole is located at one end close to the pressurization chamber (92). The large hole (724) of the stepped hole is axially adjacent to the small hole (723).

9. The hydraulic shock absorber solenoid valve for vehicle testing according to claim 6, characterized in that: The elastic support (74) includes an annular gasket (741) and an annular spring sheet (742) sleeved on the outside of the overflow hole sleeve (712). The annular gasket (741) is located between the annular spring sheet (742) and the partition plate body (711), and the annular spring sheet (742) is located between the limiting ring (713) and the annular spring sheet (742). The outer diameter of the annular spring sheet (742) is larger than the outer diameter of the annular gasket (741).

10. The hydraulic shock absorber solenoid valve for vehicle testing according to claim 8, characterized in that: The outer wall of the booster seat (6) is provided with an annular sealing groove (64) arranged coaxially with it. A sealing ring (65) is provided in the annular sealing groove (64), and the sealing ring (65) is sealed to the inner wall of the booster valve sleeve (7).

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