Hydraulic shock absorbers, hydraulic suspension assemblies, and automobiles

Abstract

This application relates to a hydraulic shock absorber, a hydraulic suspension assembly, and an automobile, including a base, a working cylinder, a piston assembly, and a valve body assembly. The working cylinder is connected to the base and has a working chamber. The piston assembly includes a piston valve and a piston rod, with the piston rod connected to the piston valve, which is located within the working chamber. The valve body assembly includes a first valve body and a second valve body, both connected to the base and communicating with the working chamber. Both the first and second valve bodies extend along the axial direction of the piston rod. By configuring the first and second valve bodies, which extend along the axial direction of the piston rod and are used to regulate the flow rate of hydraulic oil, this application achieves adjustment of the damping force. This layout makes the overall structure of the shock absorber more compact, reduces the radial dimension, and thus better adapts to the limited suspension space of the vehicle.

Description

Technical Field

[0001] This application relates to the field of automotive parts technology, specifically to a hydraulic shock absorber, a hydraulic suspension assembly, and an automobile. Background Technology

[0002] Automotive hydraulic shock absorbers have a relatively simple structure, low cost, and are easy to mass-produce and maintain. They effectively absorb road impacts and vibrations, thereby improving vehicle stability and ride comfort. Furthermore, the damping force of hydraulic shock absorbers can be adjusted according to vehicle usage needs to adapt to different road conditions and driving situations, further enhancing vehicle handling performance.

[0003] Traditional automotive hydraulic shock absorbers typically require multiple intermediate working cylinders within the working cylinder to achieve oil circulation. This arrangement results in a large radial space for the shock absorber, making it difficult to adapt to various suspension structures and limiting its application flexibility on different vehicle platforms. Utility Model Content

[0004] One objective of this application is to provide a hydraulic shock absorber to solve the problem that traditional automotive hydraulic shock absorbers usually require multiple intermediate working cylinders to achieve oil circuit circulation. This arrangement results in a large radial space for the shock absorber, making it difficult to adapt to various suspension structures and limiting its application flexibility on different vehicle platforms. The second objective is to provide a hydraulic suspension assembly. The third objective is to provide an automotive system.

[0005] To achieve the above objectives, the technical solution adopted in this application is as follows: A hydraulic shock absorber, comprising: Base; A working cylinder, which is connected to the base, has a working chamber inside. A piston assembly, the piston assembly including a piston valve and a piston rod, the piston rod being connected to the piston valve, the piston valve being located within the working chamber; A valve body assembly, comprising a first valve body and a second valve body, both of which are connected to the base and communicate with the working chamber, and both of which extend along the axial direction of the piston rod.

[0006] According to the above technical means, since traditional automotive hydraulic shock absorbers usually need to set up multiple intermediate working cylinders in the working cylinder to achieve oil circuit circulation, this arrangement makes the radial space of the shock absorber large, making it difficult to adapt to various suspension structures. This application reduces the overall radial space of the hydraulic shock absorber by setting the first valve body and the second valve body in the valve body assembly to extend along the axis of the piston rod, thereby making it more adaptable to various suspension structures.

[0007] Furthermore, the hydraulic shock absorber is equipped with an accumulator that extends along the axial direction of the piston rod and is used to store or release hydraulic oil in the working cylinder.

[0008] Based on the above technical means, the accumulator enables the hydraulic shock absorber to operate stably under various working conditions. It can buffer the hydraulic oil pressure in the working chamber. When the system pressure is too high, the accumulator quickly draws in excess oil, smooths out the peaks and fills the valleys, reduces the impact, and protects the working cylinder, piston assembly and valve body assembly. At the same time, it simultaneously reduces the radial space of the shock absorber.

[0009] Furthermore, the first valve body, the second valve body, and the accumulator all extend from one end of the working cylinder near the base to one end near the piston rod, and the axial directions of the first valve body, the second valve body, and the accumulator are parallel.

[0010] Based on the above technical means, the space occupied by various structures in the shock absorber in the axial direction is reduced. The parallel arrangement can make the structure more compact, maximize the use of axial space, reduce radial dimensions, thereby freeing up more space for other components (such as wheels, braking system, etc.), and can also optimize the flow path of oil and improve response speed.

[0011] Furthermore, the first valve body and the second valve body are located on opposite sides of the working cylinder, and the accumulator is disposed on the outer peripheral wall of the working cylinder and located between the first valve body and the second valve body.

[0012] Based on the aforementioned technical means, the first valve body, the second valve body, and the accumulator are spaced apart on the outer peripheral wall of the working cylinder. This fully utilizes the axial space around the working cylinder and avoids occupying excessive space in the radial direction. The first and second valve bodies are located on opposite sides of the working cylinder; this symmetrical layout ensures that the shock absorber maintains structural balance during operation. The symmetrical layout helps reduce vibration and stress concentration caused by asymmetrical loads, improving system stability and reliability. Furthermore, the symmetrical layout ensures more uniform hydraulic oil flow on both sides of the working cylinder, reducing structural deformation and wear caused by excessive load on one side, and extending the service life of the shock absorber.

[0013] Furthermore, an oil flow channel is provided inside the base, and the oil flow channel connects the working chamber with the first valve body and the second valve body.

[0014] Based on the above technical means, the hydraulic oil flow path is further optimized by setting up oil flow channels, reducing oil flow resistance, and improving the system's response speed and dynamic performance.

[0015] Furthermore, the base is located at the end of the working cylinder away from the piston rod, and the base has two oppositely arranged connecting parts, with the first valve body and the second valve body respectively connected to one of the connecting parts.

[0016] Based on the above technical means, this design makes the valve body layout more reasonable, facilitates the flow and control of hydraulic oil, and maintains the symmetry and balance of the structure, reducing vibration and stress concentration; by transferring the first valve body and the second valve body from the hydraulic cylinder stroke to the outside, the effective stroke of the hydraulic shock absorber is increased.

[0017] Furthermore, the base is provided with an inlet / outlet connector that communicates with the oil flow channel, and the inlet / outlet connector is used to connect to an external hydraulic system.

[0018] The aforementioned technical methods enable hydraulic oil to flow efficiently between the inside of the shock absorber and the external hydraulic system, ensuring smooth oil circulation and thus achieving more precise damping force control and rapid response. The inlet and outlet oil connectors simplify the connection between the shock absorber and the external system, facilitating assembly and maintenance, and improving the overall performance and reliability of the system.

[0019] Furthermore, both the first valve body and the second valve body are solenoid valves, or one of the first valve body and the second valve body is a solenoid valve and the other is a passive valve system.

[0020] Based on the aforementioned technical means, this design combines the active control capability of the solenoid valve with the stability of the passive valve system, allowing the shock absorber to flexibly adjust its damping force according to different driving conditions. The solenoid valve can achieve rapid and precise damping force adjustment based on signals from the electronic control unit (ECU) to adapt to complex road conditions and dynamic driving needs; while the passive valve system provides basic damping force, ensuring that the shock absorber can still maintain basic damping function in the event of solenoid valve failure or electronic system malfunction, thereby improving the reliability and adaptability of the system while reducing costs.

[0021] A hydraulic suspension assembly, including a hydraulic shock absorber.

[0022] Based on the aforementioned technical methods, by optimizing the structure of the hydraulic shock absorber, the hydraulic suspension assembly achieves more efficient space utilization and a more compact layout, while maintaining good vibration damping effect and response speed. This hydraulic suspension assembly also features high reliability and ease of maintenance, reducing manufacturing and maintenance costs and enhancing the product's market competitiveness.

[0023] An automobile that includes a hydraulic suspension assembly.

[0024] Based on the aforementioned technical means, installing a hydraulic suspension assembly in a car allows for more space in the vehicle's suspension area to expand other functions. The active control function of the hydraulic suspension assembly can dynamically adjust the damping force according to the real-time driving status and road conditions of the car, thereby significantly improving the car's handling performance and ride comfort.

[0025] The beneficial effects of this application are: In this application, the working cylinder is fixedly connected to the base by means of threads or welding, and its internal working chamber is used to contain hydraulic oil. One end of the piston rod in the piston assembly is fixedly connected to the piston valve, which reciprocates within the working chamber, controlling the flow of hydraulic oil through a through-hole and a seal on the piston valve. The first and second valve bodies of the valve body assembly are respectively connected to the base by screws or clips and communicate with the working chamber through pipes. Both the first and second valve bodies extend along the axial direction of the piston rod and are used to regulate the flow rate of hydraulic oil, thereby adjusting the damping force. This layout makes the overall structure of the shock absorber more compact, reduces the radial dimension, and thus better adapts to the limited suspension space of the vehicle. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of a traditional automotive hydraulic shock absorber. Figure 2 A schematic diagram of the structure of the hydraulic shock absorber provided in the embodiments of this application. Figure 1 ; Figure 3 This is a cross-sectional structural schematic diagram of the hydraulic shock absorber provided in the embodiments of this application; Figure 4 This is a schematic diagram of the hydraulic suspension assembly provided in an embodiment of this application.

[0027] Wherein, 1-base; 1a-oil flow channel; 11-connection part; 1b-oil inlet / outlet connector; 2-Working cylinder; 2a-Working chamber; 3-Piston assembly; 31-Piston valve; 32-Piston rod; 4-Valve body assembly; 41-First valve body; 42-Second valve body; 5-Accumulator. Detailed Implementation

[0028] The embodiments of this application will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application 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 application. It should be understood that the preferred embodiments are only for illustrating this application and are not intended to limit the scope of protection of this application.

[0029] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. Therefore, the drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0030] For ease of description, spatial relative terms may be used in the text to describe the relative position or movement of one element or feature relative to another element or feature, as shown in the figure. These relative terms include, for example, "inside," "outside," "middle," "outer," "below," "below," "above," "front," "back," etc. Such spatial relative terms are intended to include different orientations of the device in use or operation, other than those depicted in the figure. For example, if the device in the figure undergoes a positional flip, orientation change, or change of motion, these directional indications will change accordingly. For instance, an element described as "below other elements or features" or "below other elements or features" will subsequently be oriented "above other elements or features" or "above other elements or features." Therefore, the example term "below" can include both upper and lower orientations. The device may be otherwise oriented (rotated 90 degrees or in other directions), and the spatial relative descriptors used in the text will be interpreted accordingly.

[0031] To address the issue that traditional automotive hydraulic shock absorbers typically require multiple intermediate working cylinders 2 within the working cylinder 2 to achieve oil circulation, resulting in a large radial space for the shock absorber and making it difficult to adapt to various suspension structures, thus limiting its application flexibility on different vehicle platforms, this application provides a hydraulic shock absorber that, by setting a first valve body 41 and a second valve body 42, both of which extend along the axial direction of the piston rod 32 and are used to regulate the flow of hydraulic oil, thereby adjusting the damping force, this layout makes the overall structure of the shock absorber more compact, reduces the radial dimension, and thus better adapts to the limited suspension space of the vehicle.

[0032] Please see Figures 1 to 3This application provides a hydraulic shock absorber, including a base 1, a working cylinder 2, a piston assembly 3, and a valve body assembly 4. The working cylinder 2 is connected to the base 1 and has a working chamber 2a. The piston assembly 3 includes a piston valve 31 and a piston rod 32, with the piston rod 32 connected to the piston valve 31, which is located within the working chamber 2a. The valve body assembly 4 includes a first valve body 41 and a second valve body 42, both connected to the base 1 and communicating with the working chamber 2a. Both the first valve body 41 and the second valve body 42 extend along the axial direction of the piston rod 32. Traditional automotive hydraulic shock absorbers typically require multiple intermediate working cylinders 2 within the working cylinder 2 to achieve oil circulation. This arrangement results in a large radial space for the shock absorber, making it difficult to adapt to various suspension structures. This application addresses this by arranging the first valve body 41 and the second valve body 42 in the valve body assembly 4 to extend along the axial direction of the piston rod 32, thereby reducing the overall radial space of the hydraulic shock absorber and making it more adaptable to various suspension structures.

[0033] In this embodiment, the base 1 serves as the supporting foundation for the entire shock absorber and is connected to the vehicle body or suspension system. The working cylinder 2 is fixedly connected to the base 1 by means of threads or welding, and its internal working chamber 2a is used to contain hydraulic oil. One end of the piston rod 32 in the piston assembly 3 is fixedly connected to the piston valve 31. The piston valve 31 reciprocates within the working chamber 2a, controlling the flow of hydraulic oil through the through-hole and seals on the piston valve 31. The piston valve 31 divides the working chamber 2a into a rod chamber that contains part of the piston rod 32 and a rodless chamber that does not contain the piston rod 32. The first valve body 41 and the second valve body 42 of the valve body assembly 4 are respectively connected to the base 1 by screws or clips and communicate with the working chamber 2a through pipes. Both the first valve body 41 and the second valve body 42 extend along the axial direction of the piston rod 32. The first valve body 41 and the second valve body 42 are used to regulate the flow rate of hydraulic oil, thereby adjusting the damping force. The first valve body 41 and the second valve body 42 can be configured as a solenoid valve or a passive valve system. Since the first valve body 41 and the second valve body 42 are both arranged along the axial direction of the piston rod 32, they are connected to the working cylinder 2 through the base 1, thereby avoiding the first valve body 41 and the second valve body 42 from occupying the effective stroke of the hydraulic shock absorber, thereby increasing the effective stroke of the hydraulic shock absorber and reducing the motion envelope space of the hydraulic shock absorber.

[0034] It should be noted that by optimizing the design of the valve body assembly 4, the radial space of the shock absorber is effectively reduced. Compared with the traditional arrangement of multi-layer intermediate working cylinders 2, this design eliminates the need for a complex multi-layer structure within the working cylinder 2, thereby significantly reducing the radial dimension of the shock absorber. This allows for better adaptation to various suspension structures and improves its application flexibility across different vehicle platforms. The extension design of the first valve body 41 and the second valve body 42 along the axis of the piston rod 32 enables more precise adjustment of the damping force. Under different road conditions and driving conditions, precise control of the damping force can be achieved by adjusting the throttle orifice and spring parameters within the valve body, further enhancing the vehicle's handling performance and ride comfort.

[0035] Please see Figures 2 to 4 The hydraulic shock absorber is equipped with an accumulator 5, which extends along the axis of the piston rod 32. The accumulator 5 is used to store or release hydraulic oil in the working cylinder 2. The accumulator 5 enables the hydraulic shock absorber to operate stably under various working conditions and can buffer the hydraulic oil pressure in the working chamber 2a. When the system pressure is too high, the accumulator 5 quickly draws in excess oil, smooths out the peaks and fills the valleys, reduces the impact, and protects the working cylinder 2, piston assembly 3 and valve body assembly 4. At the same time, it simultaneously reduces the radial space of the shock absorber.

[0036] In one embodiment, the accumulator 5 is designed as a cylindrical structure, extending along the axis of the piston rod 32. Its outer diameter is smaller than that of the working cylinder 2, and it is mounted on the outer wall of the working cylinder 2. The accumulator 5 is connected to the working chamber 2a inside the working cylinder 2 through an internal pipeline, ensuring that hydraulic oil can flow smoothly between the working chamber 2a and the accumulator 5. When the piston moves downward, the hydraulic oil pressure in the working chamber 2a increases, and some hydraulic oil rushes into the accumulator 5 through the pipeline, compressing the gas in the accumulator 5 to store energy. When the piston moves upward, the gas in the accumulator 5 expands, instantly pushing the hydraulic oil back to the rodless chamber of the working chamber 2a along the same pipeline, completing the oil replenishment and pushing the piston rod 32 to reset.

[0037] It should be noted that the accumulator 5 significantly improves the stability and adaptability of the hydraulic shock absorber. Under various complex operating conditions, such as encountering road bumps or sudden braking while the vehicle is traveling at high speed, the accumulator 5 can quickly absorb excess oil, buffer pressure fluctuations within the working chamber 2a, prevent excessive hydraulic oil pressure from damaging the working cylinder 2, piston assembly 3, and valve body assembly 4, and extend the service life of the shock absorber. Simultaneously, because the accumulator 5 is arranged along the axis of the piston rod 32, it occupies minimal radial space, reducing the overall radial dimension of the shock absorber and freeing up more space for other components such as the vehicle's wheels and braking system, thus optimizing the vehicle's chassis layout. Furthermore, this arrangement optimizes the hydraulic oil flow path, reduces oil flow resistance, improves the shock absorber's response speed, and further enhances the vehicle's handling performance and ride comfort.

[0038] Please see Figure 2 and Figure 3 The first valve body 41, the second valve body 42, and the accumulator 5 all extend from the end of the working cylinder 2 near the base 1 to the end near the piston rod 32, and the axes of the first valve body 41, the second valve body 42, and the accumulator 5 are parallel. This reduces the space occupied by various structures in the shock absorber in the axial direction. The parallel arrangement makes the structure more compact, maximizes the use of axial space, reduces radial dimensions, thereby freeing up more space for other components (such as wheels, braking systems, etc.), and also optimizes the flow path of the oil, improving the response speed.

[0039] In this embodiment, the first valve body 41 and the second valve body 42 are cylindrical and fixed to the base 1 by threads or snap-fit ​​connections, arranged along the axial direction of the piston rod 32. The accumulator 5 is also designed as a cylinder and is installed on the outer wall of the working cylinder 2, arranged parallel to the first valve body 41 and the second valve body 42. This layout makes the entire shock absorber structure more compact and reduces the space occupied in the axial direction. The lengths of the first valve body 41, the second valve body 42, and the accumulator 5 are matched with the length of the working cylinder 2, and the outer diameters of all three are smaller than the outer diameter of the working cylinder 2, ensuring that the radial dimensions of the entire shock absorber remain within a reasonable range and do not affect the installation of other components. Through this design, the flow path of hydraulic oil between the working chamber 2a and the accumulator 5 is optimized, reducing the resistance to oil flow and improving the system's response speed.

[0040] This parallel arrangement optimizes the hydraulic oil flow path, reduces flow resistance, and improves system response speed. Under different road conditions and driving conditions, the hydraulic oil can flow more quickly between the working chamber 2a and the accumulator 5, thereby achieving precise control of the damping force and further improving vehicle handling performance and ride comfort. For example, when driving on continuously bumpy roads, the shock absorber can respond more quickly to road impacts, reduce vehicle vibration, and improve driving stability.

[0041] Please see Figures 2 to 4The first valve body 41 and the second valve body 42 are located on opposite sides of the working cylinder 2. The accumulator 5 is located on the outer peripheral wall of the working cylinder 2, between the first valve body 41 and the second valve body 42. By mounting the first valve body 41 and the second valve body 42 on the base 1 and at opposite ends of the working cylinder 2, and by placing the accumulator 5 on the outer peripheral wall of the working cylinder 2, between the first valve body 41 and the second valve body 42, the axial space around the working cylinder 2 can be fully utilized, avoiding excessive space occupation in the radial direction. This symmetrical layout ensures that the shock absorber maintains structural balance during operation. The symmetrical layout helps reduce vibration and stress concentration caused by asymmetrical loads, improving the stability and reliability of the system. The symmetrical layout also makes the flow of hydraulic oil between the working cylinder 2 and the accumulator 5 more uniform, reducing structural deformation and wear caused by excessive unilateral loads, and extending the service life of the shock absorber.

[0042] In one embodiment of this application, the base 1 has two symmetrical mounting positions for fixing the first valve body 41 and the second valve body 42, ensuring that they are symmetrically arranged along the axis of the piston rod 32. The outer peripheral wall of the working cylinder 2 has an independent mounting position for mounting the accumulator 5, placing it between the first valve body 41 and the second valve body 42. This layout makes full use of the axial space around the working cylinder 2, avoiding excessive space occupation in the radial direction. This design not only optimizes space utilization but also ensures that the shock absorber maintains structural balance during operation, and that the hydraulic oil flows more evenly between the working cylinder 2 and the accumulator 5.

[0043] The first valve body 41 and the second valve body 42 are mounted on the base 1 and located at opposite ends of the working cylinder 2. The accumulator 5 is positioned on the outer peripheral wall of the working cylinder 2 and between the two valve bodies. This design fully utilizes the axial space around the working cylinder 2, avoiding excessive space occupation in the radial direction. This frees up more space for other components such as the vehicle's wheels and braking system, optimizing the vehicle's chassis layout. This symmetrical layout helps reduce vibration and stress concentration caused by asymmetrical loads, improving system stability and reliability. The symmetrical layout also allows for more uniform flow of hydraulic oil between the working cylinder 2 and the accumulator 5, reducing structural deformation and wear caused by excessive load on one side and extending the shock absorber's service life. For example, when driving on continuously bumpy roads, the shock absorber can distribute the load more evenly, reducing vehicle vibration and improving driving stability. This design not only improves the performance of the shock absorber but also reduces maintenance costs and enhances the overall performance of the vehicle.

[0044] Please see Figure 3 The base 1 has an oil flow channel 1a, which connects the working chamber 2a with the first valve body 41 and the second valve body 42. The oil flow channel 1a further optimizes the flow path of the hydraulic oil, reduces the flow resistance of the oil, and improves the response speed and dynamic performance of the system.

[0045] In one embodiment, the base 1 is manufactured using an integrated casting process and has multiple internal oil flow channels 1a. These channels are precisely machined to ensure smooth hydraulic oil flow between the working chamber 2a and the valve body. The rodless and rod chambers of the working cylinder 2 are connected to the first valve body 41 and the second valve body 42 via independent flow channels, ensuring rapid and efficient hydraulic oil flow during both compression and extension strokes. By creating dedicated oil flow channels 1a within the base 1, the hydraulic oil flow path is further optimized, reducing flow resistance and making the hydraulic oil flow between the working chamber 2a and the valve body smoother and faster. This not only improves the shock absorber's response speed but also enhances the system's dynamic performance, allowing the shock absorber to adapt more quickly to different road conditions and driving conditions.

[0046] Please see Figure 2 The base 1 is located at the end of the working cylinder 2 away from the piston rod 32. The base 1 has two oppositely arranged connecting parts 11, and the first valve body 41 and the second valve body 42 are respectively connected to one of the connecting parts 11. This design makes the valve body layout more reasonable, facilitates the flow and control of hydraulic oil, and maintains the symmetry and balance of the structure, reducing vibration and stress concentration; by transferring the first valve body 41 and the second valve body 42 from within the hydraulic cylinder stroke to the outside, the effective stroke of the hydraulic shock absorber is increased.

[0047] In this embodiment, the base 1 is formed with two symmetrical connecting parts 11 by casting or machining. Each connecting part 11 is provided with threaded holes or other connecting structures for fixing the first valve body 41 and the second valve body 42. This design moves the valve body from within the stroke of the working cylinder 2 to the outside, which not only increases the effective stroke of the hydraulic damper but also optimizes the flow path of the hydraulic oil. The hydraulic oil flows from the working cylinder 2 to the valve body through the flow channel in the base 1, and then returns to the working cylinder 2 after being regulated by the valve body. The whole process is smoother and reduces the resistance to oil flow.

[0048] Please see Figure 2 and Figure 3 The base 1 is equipped with an inlet / outlet connector 1b that communicates with the oil flow channel 1a. The inlet / outlet connector 1b is used to connect to an external hydraulic system. This allows hydraulic oil to flow efficiently between the inside of the shock absorber and the external hydraulic system, ensuring smooth oil circulation and thus achieving more precise damping force control and rapid response. The inlet / outlet connector 1b simplifies the connection between the shock absorber and the external system, facilitates assembly and maintenance, and improves the overall performance and reliability of the system.

[0049] In one embodiment, the base 1 is formed with two independent inlet and outlet oil connectors 1b by casting or machining, for the inflow and outflow of hydraulic oil, respectively. The inlet and outlet oil connectors 1b are connected to the external hydraulic system via threaded connections or other reliable connection methods, ensuring efficient flow of hydraulic oil between the shock absorber and the external hydraulic system. By providing the inlet and outlet oil connectors 1b, the hydraulic oil can flow efficiently between the shock absorber and the external hydraulic system, ensuring smooth oil circulation, thereby achieving more precise damping force control and rapid response. For example, during vehicle operation, especially on uneven road surfaces, the efficient circulation of hydraulic oil allows the shock absorber to respond more quickly to road impacts, reducing vehicle vibration and improving driving stability. The inlet and outlet oil connectors 1b simplify the connection between the shock absorber and the external system, facilitating assembly and maintenance, and improving the overall performance and reliability of the system.

[0050] Please see Figures 1 to 4 Both the first valve body 41 and the second valve body 42 are solenoid valves, or one of the first valve body 41 and the second valve body 42 is a solenoid valve, and the other is a passive valve system. This design combines the active control capability of the solenoid valve with the stability of the passive valve system, allowing the shock absorber to flexibly adjust the damping force according to different driving conditions. The solenoid valve can achieve rapid and precise damping force adjustment based on signals from the electronic control unit (ECU) to adapt to complex road conditions and dynamic driving needs; while the passive valve system provides basic damping force, ensuring that the shock absorber can still maintain basic damping function in the event of solenoid valve failure or electronic system malfunction, thereby improving the reliability and adaptability of the system while reducing costs.

[0051] In this embodiment, when both the first valve body 41 and the second valve body 42 are solenoid valves, they are fixed to the connecting part 11 of the base 1 by threaded connection and connected to the vehicle's electronic control unit (ECU) by wires. The ECU sends signals according to the vehicle's driving status (such as speed, road conditions, etc.) to control the opening and closing of the solenoid valve, thereby achieving rapid and precise damping force adjustment. When one valve body is a solenoid valve and the other is a passive valve system, the solenoid valve is also connected to the ECU, while the passive valve system provides basic damping force through a mechanical structure. The solenoid valve adjusts the damping force according to the ECU signal to adapt to different road conditions and driving needs, while the passive valve system provides basic vibration reduction function when the solenoid valve fails or the electronic system malfunctions. By combining the active control capability of the solenoid valve and the stability of the passive valve system, the shock absorber can flexibly adjust the damping force according to different driving conditions. When the vehicle encounters road bumps at high speed, the solenoid valve can quickly adjust the damping force to reduce vehicle vibration and improve driving stability. The passive valve system provides basic damping force, ensuring that the shock absorber can still maintain basic vibration reduction function in the event of solenoid valve failure or electronic system malfunction.

[0052] Please see Figure 4A hydraulic suspension assembly includes a hydraulic shock absorber. By optimizing the structure of the hydraulic shock absorber, the hydraulic suspension assembly achieves more efficient space utilization and a more compact layout, while maintaining good damping performance and response speed. This hydraulic suspension assembly also features high reliability and ease of maintenance, reduces manufacturing and maintenance costs, and enhances the product's market competitiveness.

[0053] An automobile includes a hydraulic suspension assembly. Integrating a hydraulic suspension assembly within the automobile allows for more space in the suspension area to be used for additional functions. The active control function of the hydraulic suspension assembly dynamically adjusts the damping force according to the real-time driving status and road conditions of the vehicle, thereby significantly improving the vehicle's handling performance and ride comfort.

[0054] It should be understood that the terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “described” as used herein may also include the plural forms. The terms “comprising,” “including,” “containing,” and “having” are inclusive and therefore indicate the presence of the stated features, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof. The method steps, processes, and operations described herein are not construed as requiring them to be performed in a particular order described or illustrated unless the order of performance is explicitly indicated. It should also be understood that additional or alternative steps may be used.

[0055] Although terms such as first, second, third, etc., may be used in this document to describe multiple elements, components, regions, layers, and / or segments, these elements, components, regions, layers, and / or segments should not be limited by these terms. These terms may be used only to distinguish one element, component, region, layer, or segment from another. Unless the context clearly indicates otherwise, terms such as "first," "second," and other numerical terms used herein do not imply order or sequence. Therefore, the first element, component, region, layer, or segment discussed below may be referred to as the second element, component, region, layer, or segment without departing from the teachings of the exemplary embodiments.

[0056] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A hydraulic shock absorber characterized by, include: Base (1); Working cylinder (2), the working cylinder (2) is connected to the base (1), and the working cylinder (2) is provided with a working chamber (2a); A piston assembly (3) includes a piston valve (31) and a piston rod (32), the piston rod (32) being connected to the piston valve (31), the piston valve (31) being located within the working chamber (2a); The valve body assembly (4) includes a first valve body (41) and a second valve body (42). Both the first valve body (41) and the second valve body (42) are connected to the base (1) and communicate with the working chamber (2a). Both the first valve body (41) and the second valve body (42) extend along the axial direction of the piston rod (32).

2. The hydraulic shock absorber according to claim 1, characterized in that The hydraulic shock absorber is provided with an accumulator (5), which extends along the axial direction of the piston rod (32) and is used to store or release hydraulic oil in the working cylinder (2).

3. The hydraulic shock absorber according to claim 2, characterized in that The first valve body (41), the second valve body (42) and the accumulator (5) all extend from one end of the working cylinder (2) near the base (1) to one end near the piston rod (32), and the axial directions of the first valve body (41), the second valve body (42) and the accumulator (5) are parallel.

4. The hydraulic shock absorber according to claim 3, characterized in that The first valve body (41) and the second valve body (42) are located on opposite sides of the working cylinder (2), and the accumulator (5) is disposed on the outer peripheral wall of the working cylinder (2) and located between the first valve body (41) and the second valve body (42).

5. Hydraulic shock absorber according to any one of claims 1-4, characterized in that The base (1) has an oil flow channel (1a) that connects the working chamber (2a) with the first valve body (41) and the second valve body (42).

6. The hydraulic shock absorber according to claim 5, characterized in that The base (1) is located at one end of the working cylinder (2) away from the piston rod (32). The base (1) has two oppositely arranged connecting parts (11). The first valve body (41) and the second valve body (42) are respectively connected to one of the connecting parts (11).

7. The hydraulic shock absorber according to claim 6, characterized in that The base (1) is provided with an inlet / outlet connector (1b) that communicates with the oil flow channel (1a), and the inlet / outlet connector (1b) is used to connect to an external hydraulic system.

8. Hydraulic shock absorber according to any one of claims 1-4, characterized in that Both the first valve body (41) and the second valve body (42) are solenoid valves, or one of the first valve body (41) and the second valve body (42) is a solenoid valve and the other is a passive valve system.

9. A hydraulic suspension assembly characterized by, Includes the hydraulic shock absorber as described in any one of claims 1-8.

10. An automobile characterized by comprising: Includes the hydraulic suspension assembly as described in claim 9.

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