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, through setting up the backflow channel of intercommunication overflow chamber and pressure chamber on the partition and setting up the one-way valve leading to pressure chamber on backflow channel make the oil liquid flowing to overflow chamber backflow to pressure chamber and react to pressure seat, make the oil liquid in main liquid chamber need greater pressure to push away pressure seat in the direction of far from main valve body, further improve the oil liquid pressure difference of liquid inlet and liquid outlet, increase the damping force of oil liquid in solenoid valve, improve the damping performance of shock absorber. Compared with the shock absorber solenoid valve in prior art, when the solenoid coil power consumption is certain, the damping force provided by the solenoid valve of the utility model for vehicle shock absorber is greater, on the contrary, when the damping force required by vehicle shock absorber is certain, the solenoid valve of the utility model consumes less electric energy, reduces the number of vehicle charging in vehicle driving evaluation test process, improves vehicle research and development test efficiency, saves electric energy.

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] 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 product is compatible with the vehicle, thereby improving ride comfort. Hydraulic shock absorbers are commonly used in vehicle suspensions. These consist of two chambers filled with hydraulic oil. A solenoid valve connected to the two chambers regulates the flow rate of the hydraulic fluid between them, thus adjusting the damping force of the shock absorber.

[0003] Currently, most companies use single-channel throttling solenoid valves commonly found in the market during vehicle R&D and testing. These valves consist of a pilot valve assembly and a main valve assembly. The pilot valve assembly includes a pilot valve housing, an electromagnetic coil housed within the housing, and a pilot valve core that slides axially with the coil. The main valve assembly includes a solenoid valve housing and a pilot valve sleeve housed within it, with a throttling orifice on the sleeve. When the electromagnetic coil is energized, the pilot valve core moves towards the pilot valve sleeve and blocks the oil passage on the sleeve. By controlling the current in the electromagnetic coil, the thrust on the pilot valve core is changed, thereby altering the resistance applied to the pilot valve sleeve and the oil flow through the orifice. 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 greater damping force, leading to power loss in the vehicle and limited adjustability and adaptability of the shock absorber's damping force. This leads to rapid depletion of vehicle power, requiring frequent battery charging, which severely impacts vehicle testing efficiency and wastes energy.

[0004] To improve the flexibility of the damping force adjustment range of a solenoid valve and increase the damping force it can provide under the same current conditions, Chinese utility model patent application dated August 15, 2025, with application number 202511145731.X, discloses a hydraulic shock absorber solenoid valve for vehicle testing. This valve controls the connection between the inlet and main fluid chamber by using an elastic valve plate and a booster seat supported by an elastic support member to control the connection between the main fluid chamber and the outlet. This ensures that the oil pressure entering the inlet must overcome the tension of the elastic valve plate and the supporting force of the elastic support member to push the elastic valve plate and booster seat away from the main valve body, allowing the oil to flow back to the shock absorber through the outlet. This increases the resistance experienced by the oil within the solenoid valve and the hydraulic pressure difference between the inlet and outlet, thereby providing a greater 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. Although the solenoid valve in this invention achieves the effect of consuming less electrical energy to provide a certain damping force for a vehicle shock absorber, there is still room for optimization. Utility Model Content

[0005] 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.

[0006] The technical solution adopted by this utility model to solve the technical problem is as follows: a hydraulic shock absorber solenoid valve for vehicle testing, comprising a pilot valve housing, an electromagnetic coil, a pilot valve core, and a main valve body housing. The main valve body housing has a main valve body, a pressure boosting seat, a pressure boosting valve sleeve, and a limiting portion on the inner wall of the main valve body housing. The main valve body is sealed to the main valve body housing. The main valve body has an inlet hole and an outlet hole. One end of the pressure boosting valve sleeve abuts against the limiting portion, and the other end abuts against the main valve body. The pressure boosting valve sleeve has a partition plate that divides the inner cavity of the main valve body housing into an adjustment chamber and an overflow chamber. The overflow chamber is located on the side away from the main valve body. The pressure boosting valve sleeve has an overflow channel connecting the overflow chamber and the outlet hole. The partition plate has an overflow hole connecting the adjustment chamber and the overflow chamber. When the pilot valve core is at its extreme position near the main valve body, the overflow hole is closed.

[0007] The booster seat, located inside the booster valve sleeve, divides the regulating chamber into a booster chamber and a main liquid chamber. The booster 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 booster seat has a throttling orifice connecting the booster chamber and the main liquid chamber. The booster seat is sealed to the booster valve sleeve and axially slides. An elastic support is provided inside the booster chamber. One end of the elastic support abuts against the booster seat, and the other end is connected to the partition plate. The booster seat has an annular plate. When the booster seat is in its extreme position near the main valve body, the upper end of the annular plate abuts against the main valve body, isolating the main liquid chamber from the outlet port.

[0008] The partition plate is also provided with a return channel connecting the overflow chamber and the pressurization chamber, and the return channel is provided with a one-way valve leading to the pressurization chamber.

[0009] Furthermore, the pilot valve core includes a guide rod and a tapered plug disposed at one end of the guide rod near the main valve body, the thin end of the tapered plug being located away from the guide rod; the guide rod is located inside the pilot valve housing and can reciprocate along its axial direction;

[0010] 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.

[0011] Furthermore, the thick end of the conical plug is provided with a connecting shaft integrally formed therewith, and the thick end of the conical plug protrudes radially from the outer side wall of the connecting shaft;

[0012] It also includes a connecting sleeve, one end of which is sleeved and connected to the outside of the connecting shaft with an interference fit, and the other end of which is sleeved and connected to the guide rod with an interference fit. The end face of the connecting shaft abuts against the end face of the guide rod, and the end face of the thick end of the tapered plug abuts axially against the end face of the connecting sleeve.

[0013] Furthermore, the orifice of the overflow hole near the pressurization chamber is the upper port, and the orifice of the overflow hole near the overflow chamber is the lower port, with the upper port being smaller than the lower port; a first elastic valve plate is sleeved on the outside of the connecting shaft, and the first elastic valve plate is located between the conical plug and the connecting sleeve and abuts against both axially;

[0014] When the pilot valve core is located at its extreme position near the main valve body, the conical plug is completely located inside the overflow hole and seals against the side wall of the overflow hole. The first elastic valve plate is located inside the overflow cavity and abuts against the end face of the partition plate to seal the lower port of the overflow hole. When the pilot valve core is located at its extreme position far from the main valve body, both the conical plug and the first elastic valve plate are arranged at intervals from the partition plate.

[0015] Furthermore, the booster seat is also provided with a second elastic valve plate located inside the ring plate, and the second elastic valve plate can reciprocate on the booster seat along the axial direction of the liquid inlet hole;

[0016] The second elastic valve plate isolates the main liquid chamber from the inlet port.

[0017] 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.

[0018] Furthermore, the overflow hole is provided with an overflow hole sleeve that is coaxially interference-fitted with it, and a limiting ring integrally formed therewith 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. The overflow hole sleeve and the end face of the partition plate near the overflow chamber are arranged at intervals.

[0019] When the pilot valve core is located at its extreme position near the main valve body, the conical plug is located inside the overflow hole and the two side walls are spaced apart, and the outer side wall of the conical plug is sealed to the inner side wall of the overflow hole sleeve.

[0020] Furthermore, the overflow hole is also provided with an interference fit connecting sleeve, and the overflow hole sleeve is disposed in the connecting sleeve and the two are interference fit;

[0021] The one-way valve includes a third elastic valve plate disposed in the pressurization chamber. The third elastic valve plate is a ring plate structure sleeved on the outside of the overflow hole sleeve. The third elastic valve plate is located between the connecting pressure sleeve and the limiting ring and abuts against both of them axially. The third elastic valve plate abuts against the partition plate to close the return channel.

[0022] Furthermore, the partition plate has an annular planar structure and an inclined structure located inside the annular planar structure on its end face near the booster seat. The inclined structure is arranged radially from the inside to the outside and upward along the overflow hole. One port of the return channel is located on the inclined structure.

[0023] The inclined structure is located between the overflow hole and the outer edge of the third elastic valve plate, and the third elastic valve plate abuts against and seals against the annular planar structure.

[0024] Furthermore, one end of the elastic support is axially abutted against the booster seat, and the other end of the elastic support is axially abutted against the third elastic valve plate.

[0025] 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 the connection between the main hydraulic chamber and the outlet by setting a pressure boosting seat supported by an elastic support member. This ensures that the oil pressure entering the inlet must be able to overcome the supporting force of the elastic support member to push the pressure boosting seat away from the main valve body, so that the oil can flow back to the shock absorber through the outlet. This increases the resistance of the oil in the solenoid valve and increases the hydraulic 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 and applies a force to the pressure seat towards the main valve body. This makes it difficult for the oil in the pressure chamber to push the pressure seat away from the main valve body, increasing the resistance of the oil in the solenoid valve and the hydraulic pressure difference between the inlet and outlet, thus providing greater damping force to the shock absorber. By setting a return channel connecting the overflow chamber and the pressure chamber on the partition plate and setting a one-way valve leading to the pressure chamber on the return channel, the oil flowing into the overflow chamber flows back into the pressure chamber and reacts on the pressure seat. This makes it necessary for the oil in the main liquid chamber to have greater pressure to push the pressure seat away from the main valve body, further increasing the hydraulic pressure difference between the inlet and outlet, increasing the damping force of the oil in the solenoid valve, and improving the vibration damping performance of the shock absorber. Therefore, compared with the existing shock absorber solenoid valves, when the current carrying capacity of the solenoid coil is constant, the solenoid valve of this invention provides a greater damping force for the vehicle shock absorber; conversely, when the required damping force of the vehicle shock absorber is constant, the solenoid valve of this invention consumes less electrical energy, reducing the number of times the vehicle needs to be charged during the vehicle driving evaluation test, improving the efficiency of vehicle research and development testing, and saving electrical energy. Attached Figure Description

[0026] Figure 1 This is an axial cross-sectional view of one embodiment of the present invention;

[0027] Figure 2 yes Figure 1 Enlarged structural diagram of section A in the middle;

[0028] Figure 3 yes Figure 1 Enlarged structural diagram of section B in the middle;

[0029] Figure 4 This is a schematic diagram of the structure of one embodiment of the second elastic valve plate;

[0030] Reference numerals: 1-Pilot valve housing; 11-Guide assembly; 2-Solenoid coil; 3-Pilot valve core; 31-Guide rod; 32-Conical plug; 33-Connecting sleeve; 34-Connecting shaft; 35-First elastic valve plate; 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-Second elastic valve plate; 631-Valve plate; 632-Elastic element; 6 33-Elastic ring plate; 634-Support; 64-Annular sealing groove; 65-Sealing ring; 7-Pressure booster valve sleeve; 71-Divider plate; 712-Overflow hole sleeve; 713-Limiting ring; 72-Overflow hole; 723-Small hole; 724-Large hole; 73-Overflow channel; 74-Elastic support; 75-Return channel; 76-Connecting pressure sleeve; 8-Check valve; 81-Third elastic valve plate; 91-Overflow chamber; 92-Pressure booster chamber; 93-Main liquid chamber. Detailed Implementation

[0031] 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.

[0032] As attached Figure 1-4As shown, a hydraulic shock absorber solenoid valve for vehicle testing includes a pilot valve housing 1, a solenoid coil 2, a pilot valve core 3, and a main valve body housing 4. The main valve body housing 4 has a main valve body 5, a pressure boosting seat 6, a pressure boosting valve sleeve 7, and a limiting portion 41 on its inner wall. The main valve body 5 is sealed to the main valve body housing 4. The main valve body 5 has an inlet port 51 and an outlet port 52. One end of the pressure boosting valve sleeve 7 abuts against the limiting portion 41, and the other end abuts against... The main valve body 5; the booster valve sleeve 7 is provided with a partition plate 71 that divides the inner cavity of the main valve body outer shell 4 into an adjustment cavity and an overflow cavity 91, the overflow cavity 91 being located on the side away from the main valve body 5; the booster valve sleeve 7 is provided with an overflow channel 73 connecting the overflow cavity 91 and the liquid outlet 52, the partition plate 71 is provided with an overflow hole 72 connecting the adjustment cavity and the overflow cavity 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 booster valve sleeve 7 is provided with a partition plate 71 that divides the inner cavity of the main valve body outer shell 4 into an adjustment cavity and an overflow cavity 91, the overflow cavity 91 is located on the side away from the main valve body 5; the booster valve sleeve 7 is provided with an overflow channel 73 connecting the overflow cavity 91 and the liquid outlet 52, ... The pressure seat 6, located inside the pressure boosting valve sleeve 7, divides the regulating chamber into a pressure boosting chamber 92 and a main liquid chamber 93. The pressure boosting chamber 92 is located on the side away from the main valve body 5. The main liquid chamber 93 is connected to the inlet port 51 and the outlet port 52, respectively. The pressure boosting seat 6 is provided with a throttling orifice 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 is axially slidingly fitted. An elastic support member 74 is provided inside the pressure boosting chamber 92. One end of the elastic support 74 abuts against the pressure boosting seat 6, and the other end of the elastic support 74 is connected to the partition plate 71; the pressure boosting seat 6 is provided with a ring plate 62. When the pressure boosting seat 6 is located at its extreme position near the main valve body 5, the upper end of the ring plate 62 abuts against the main valve body 5, thereby isolating the main liquid chamber 93 and the liquid outlet 52; the partition plate 71 is also provided with a return channel 75 connecting the overflow chamber 91 and the pressure boosting chamber 92, and a one-way valve 8 leading to the pressure boosting chamber 92 is provided on the return channel 75. The pilot valve housing 1 is a cylindrical structure with one end sealed. The pilot valve core 3 can reciprocate axially relative to the electromagnetic coil 2 and the pilot valve housing 1. The main valve body housing 4 is located at the open end of the pilot valve housing 1 and the two are sealed together. The main valve body 5, the pressure boosting seat 6, the pressure boosting valve sleeve 7, and the limiting part 41 fixed on the inner wall of the main valve body housing 4 are arranged sequentially from the end away from the pilot valve core 3 to the end closer to the pilot valve core 3. The main valve body 5 is sealed together with the main valve body housing 4. The liquid outlet 52 is located radially outside the liquid inlet 51. When the pilot valve core 3 is in the extreme position away from the main valve body, the overflow hole 72 is in the open state.

[0033] When the electromagnetic coil 2 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. The oil in the damper enters the main liquid chamber 93 through the inlet 51 and simultaneously enters the boosting chamber 92 through the throttle hole 61. When the pressure applied to the boosting seat 6 by the oil exceeds the initial 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. Simultaneously, 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 for discharge.

[0034] When the electromagnetic coil 2 is energized, it generates a magnetic field. The pilot valve core 3, subjected to this magnetic force, moves to its limit position near the main valve body 5, blocking the overflow orifice 72 and isolating the pressure chamber 92 from the overflow chamber 91. 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. Simultaneously, the oil in the pressure chamber 92 also exerts a force on the pressure seat 6 towards the main valve body 5, making it less likely to be pushed away from the main valve body 5 by the oil in the main fluid chamber 93. This increases the flow resistance of the oil and enhances the damping force within the solenoid valve and the shock absorber. Only when the oil pressure in the main hydraulic chamber 93 is large enough to push 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, thereby connecting the booster chamber 92 and the overflow chamber 91 through the overflow hole 72, and connecting the main hydraulic chamber 93 and the outlet 52. At this time, a portion of the oil in the main hydraulic chamber 93 flows back to the shock absorber through the main hydraulic chamber 93 and the outlet 52, while another portion of the oil flows into the overflow chamber 91 through the booster chamber 92 and the overflow hole 72. When the oil pressure in the main hydraulic chamber 93 is high enough to open the check valve 8, part of the oil in the overflow chamber 91 flows back to the damper through the overflow channel 73 and the outlet 52. The other part of the oil in the overflow chamber 91 opens the check valve 8 and flows back to the pressure boosting chamber 92 through the return channel 75. This reaction acts on the pressure boosting seat 6 and pushes it towards the main valve body 5, making it less likely for the pressure boosting seat 6 to be pushed away from the main valve body 5 by the oil in the main hydraulic chamber 93. This further increases the flow resistance of the oil and enhances the damping force in the solenoid valve and the damper. In addition, the arrangement of the return channel 75 also ensures that the oil flowing through the solenoid valve experiences a large damping force during this process, and the pressure difference between the inlet 51 and the outlet 52 is large, thus providing a greater damping force to the damper.

[0035] This invention controls the connection between the main liquid chamber 93 and the outlet port 52 by setting a 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 supporting force of the elastic support member 74 in order to push the booster seat 6 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 pressure chamber 92, the pilot valve core 3 of the solenoid coil 2 blocks the overflow hole 72 when the solenoid coil 2 is energized and applies a force to the pressure seat 6 towards the main valve body 5. This makes it difficult for the oil in the pressure chamber 92 to push the pressure seat 6 away from the main valve body 5, increasing the resistance of the oil in the solenoid valve and increasing the hydraulic pressure difference between the inlet 51 and the outlet 52, thus providing a larger damping force to the shock absorber. By setting a return channel 75 on the partition plate 71 that connects the overflow chamber 91 and the pressure chamber 92, and setting a one-way valve 8 on the return channel 75 leading to the pressure chamber 92, the oil flowing into the overflow chamber 91 flows back into the pressure chamber 92 and reacts on the pressure seat 6. This makes it necessary for the oil in the main liquid chamber 93 to have a greater pressure to push the pressure seat 6 away from the main valve body 5, further increasing the hydraulic pressure difference between the inlet 51 and the outlet 52, increasing the damping force of the oil in the solenoid valve, and improving the vibration damping performance of the shock absorber. Therefore, compared with the existing shock absorber solenoid valves, when the current carrying capacity of the solenoid coil is constant, the solenoid valve of this invention provides a greater damping force for the vehicle shock absorber; conversely, when the required damping force of the vehicle shock absorber is constant, the solenoid valve of this invention consumes less electrical energy, reducing the number of times the vehicle needs to be charged during the vehicle driving evaluation test, improving the efficiency of vehicle research and development testing, and saving electrical energy.

[0036] In summary, when the electromagnetic coil 2 is not energized, a portion of the oil is buffered by the elastic support 74 before flowing back to the damper through the outlet hole 52. The other portion of the oil is buffered multiple times through the throttling orifice 61, overflow orifice 72, and overflow channel 73 before flowing back to the damper through the outlet hole 52. When the electromagnetic coil 2 is energized, a portion of the oil is buffered by the diversion of the throttling orifice 61, the elastic support 74, and the reaction force of the oil in the pressurization chamber 92 before flowing back to the damper through the outlet hole 52. The other portion of the oil is buffered multiple times through the throttling orifice 61, overflow orifice 72, pilot valve stem 3, and overflow channel 73 before flowing back to the damper through the outlet hole 52. This invention's solenoid valve provides damping force to the oil flowing through its internal oil passages while also incorporating a multi-buffered structure to gradually and steadily reduce the oil pressure multiple times. This prevents the oil from directly impacting the booster seat 6 and causing vibration or vortex flow after entering the solenoid valve, thus improving the stability of oil flow, the stability of the solenoid valve and the shock absorber, and the accuracy of vehicle R&D test results. During vehicle driving evaluation tests, the damping force of the solenoid valve can be changed by altering the orifice diameters of the throttle orifice 61, overflow orifice 62, and return channel 75, as well as the opening pressure of the one-way valve 8. Furthermore, by preparing multiple solenoid valves with different throttle orifices 61, overflow orifices 72, return channels 75, and opening pressures for use in vehicle testing, sufficient damping force can be provided to the shock absorber in cases of insufficient vehicle power during R&D testing.

[0037] 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 to reciprocate axially. 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 second elastic valve plate 63 closer to the main valve body 5, increasing the flow resistance of the oil in the solenoid valve and 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 axially along the electromagnetic coil 2 after being subjected to magnetic force.

[0038] 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 and a conical plug 32 disposed at 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; the guide rod 31 is located inside the pilot valve housing 1 and can reciprocate along its axial direction; 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.

[0039] The pilot valve core 3 can be a single-piece structure or an assembly of multiple parts. That is, the guide rod 31 and the conical plug 32 can be a single-piece structure or two detachably connected parts. As a further preferred embodiment, the thicker end of the conical plug 32 is provided with a connecting shaft 34 integrally formed therewith, the thicker end of the conical plug 32 protruding radially from the outer side wall of the connecting shaft 34; it also includes a connecting sleeve 33, one end of which is fitted onto the outside of the connecting shaft 34 with an interference fit, and the other end of which is fitted onto the guide rod 31 with an interference fit. The connecting shaft 34 abuts against the end face of the guide rod 31, and the end face of the thicker end of the conical plug 32 abuts axially against the end face of the connecting sleeve 33. The conical plug 32 can be replaced with one that matches the different overflow holes 72, allowing the main body of the solenoid valve to be reused, saving costs. Generally, the connecting sleeve 33 and the guide rod 31 are required to have an interference fit to prevent them from disengaging.

[0040] As a further preferred embodiment, the orifice of the overflow hole 72 near the pressurization chamber 92 is the upper port, and the orifice of the overflow hole 72 near the overflow chamber 91 is the lower port, with the upper port being smaller than the lower port; a first elastic valve plate 35 is sleeved on the outer side of the connecting shaft 34, the first elastic valve plate 35 being located between the conical plug 32 and the connecting sleeve 33 and axially abutting against both respectively; when the pilot valve core 3 is located at the extreme position near the main valve body 5, the conical plug 32 is completely located within the overflow hole 72 and seals against the side wall of the overflow hole 72, and the first elastic valve plate 35 is located within the overflow chamber 91 and abuts against the end face of the partition plate 71, sealing the lower port of the overflow hole 72; when the pilot valve core 3 is located at the extreme position away from the main valve body 5, both the conical plug 32 and the first elastic valve plate 35 are spaced apart from the partition plate 71. The first elastic valve plate 35 and the partition plate 71 cooperate to form a one-way valve structure leading from the pressure chamber 92 to the overflow chamber 91. Once the oil in the pressure chamber 92 reaches a certain pressure, it can enter the overflow chamber 91 through the overflow hole 72. However, the oil in the overflow chamber 91 cannot flow back through the overflow hole 72. This means that for the oil in the pressure chamber 92 to enter the overflow chamber 91, it needs to push aside the conical plug 32 and the first elastic valve plate 35. The oil pressure in the pressure chamber 92 needs to be higher to enter the overflow chamber 91. The oil in the pressure chamber 92 also acts on the pressure booster seat 6, requiring a higher oil pressure in the main fluid chamber 91 to disengage the pressure booster seat 6 from the main valve body 5, further increasing the damping force of the liquid within the entire solenoid valve. By setting the first elastic valve plate 35, the oil pressure is further buffered, improving the output oil pressure, enhancing the flow stability of the oil, improving the stability of the solenoid valve and shock absorber, and increasing the accuracy of vehicle R&D testing results. The first elastic valve plate 35 is generally an elastic ring plate structure with its outer edge protruding radially from the outer side wall of the connecting sleeve 33. The damping force of the entire solenoid valve can be adjusted by changing the thickness of the first elastic valve plate 35.

[0041] The main valve body housing 4 is an axially continuous cylindrical structure, used to connect 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 5 is generally a cylindrical structure, and it can be sealed to the main valve body housing 4 through threads and adhesive bonding. The inlet hole 51 on the main valve body 5 is coaxially arranged 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 coaxially arranged 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.

[0042] The booster seat 6, booster valve sleeve 7, and partition plate 71 cooperate to form a booster chamber 92. Based on the pressure difference between the booster chamber 92 and the main liquid chamber 93, the booster valve sleeve 7 moves axially relative to the booster valve sleeve 7, simultaneously driving the annular plate 62 and the second elastic valve plate 63 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 second elastic valve plate 63, providing a certain buffer for the second 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. 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 sealing connection between the booster seat 6 and the booster valve sleeve 7 is ensured, further improving the sealing performance of the booster chamber 92.

[0043] Preferably, the booster seat 6 is further provided with a second elastic valve plate 63 located inside the annular plate 62. The second elastic valve plate 63 can reciprocate along the axial direction of the inlet hole 51 on the booster seat 6; the second elastic valve plate 63 isolates the main liquid chamber 93 and the inlet hole 51. Generally, the second elastic valve plate 63 blocks the inlet hole 51 by abutting against the end face of the main valve body 5, thus isolating it from the main liquid chamber 93. Only when the pressure of the oil in the damper entering the inlet 51 is large enough can it push the second elastic valve plate 63 to move and disengage it from the main valve body 5, thereby connecting the inlet 51 and the main liquid chamber 93, allowing the oil at the oil inlet 51 to flow into the main liquid chamber 93. The second elastic valve plate 63 has a certain elasticity, which is mainly used to buffer the oil entering the main fluid chamber 93, preventing the oil from directly entering the main fluid chamber 93 from the oil inlet 51 and impacting the booster seat 6 to cause vibration and generate vortex in the main fluid chamber 93. This improves the overall control stability of the solenoid valve and enhances the accuracy of vehicle performance test results. Only when the oil pressure at the inlet 51 is high enough can the second elastic valve plate 63 be pushed open to connect the inlet 51 with the main fluid chamber 93, further increasing the oil damping force of the solenoid valve. This increases the oil buffer structure inside the solenoid valve, increases the pressure difference between the oil inlet and outlet of the solenoid valve, and reduces the oil pressure more smoothly and stably, ensuring the stable and reliable operation of the shock absorber. In addition, when the solenoid coil 2 is energized, the increased oil pressure in the main fluid chamber 93 also exerts a force on the second elastic valve plate 63 towards the main valve body 5, making the second elastic valve plate 63 less likely to be pushed open by the oil at the inlet 51, further increasing the damping force of the entire solenoid valve.

[0044] The structure of the second elastic valve plate 63 has the following embodiments:

[0045] In Embodiment 1, the second 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.

[0046] In Example 2, the second 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 in 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.

[0047] Compared to Embodiment 1, Embodiment 2 has a simpler structure and is easier to assemble. Preferably, multiple elastic ring plates 633 are provided, arranged along the axial direction, and the outer diameter of the multiple elastic ring plates 633 gradually decreases from top to bottom. This structure ensures both elasticity and the required stiffness and strength for the second 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 sleeve structure support 634 is a throttling orifice 61.

[0048] 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 overflow hole 72 is provided with an overflow hole sleeve 712 coaxially and interference-fitted with it. A limiting ring 713 integrally formed on the outer wall of the overflow hole sleeve 712 is provided therewith. The limiting ring 713 is located within the pressurization chamber 92 and abuts against the partition plate 71. The overflow hole sleeve 712 and the partition plate 71 are spaced apart at their end faces near the overflow chamber 91. When the pilot valve core 3 is located at its extreme position near the main valve body 5, the conical plug 32 is located within the overflow hole 72, and the two are spaced apart on their side walls. The outer wall of the conical plug 32 is in sealing fit with the inner wall of the overflow hole sleeve 712. The partition plate 71 and the overflow hole sleeve 712 are detachably connected. By replacing the overflow hole sleeve 712 with different inner diameters, solenoid valves with different damping forces can be obtained, improving the design and processing efficiency of the solenoid valve. The overflow hole 72 can be a conical hole structure, a straight hole structure, or a stepped hole structure. The overflow hole 72 has a stepped hole structure, and the small hole 723 of the stepped hole is located at one end near the pressurization chamber 92.

[0049] 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 respectively abutting against the partition plate 71 and the booster seat 6. The return channel 75 is used to allow the oil in the overflow chamber 91 to flow back into the booster chamber 92. The one-way valve 8 on the return channel is used to allow the oil in the overflow chamber 91 to flow back into the booster chamber 92 after reaching a specified pressure, but the oil in the booster chamber 92 cannot flow back into the overflow chamber 91 through the return channel 75. Specifically, the overflow hole 72 is further provided with an interference-fit connecting sleeve 76, and the overflow hole sleeve 712 is disposed within the connecting sleeve 76 with an interference fit; the one-way valve 8 includes a third elastic valve plate 81 disposed within the pressurization chamber 92, the third elastic valve plate 81 being an annular plate structure sleeved on the outside of the overflow hole sleeve 712, the third elastic valve plate 81 being located between the connecting sleeve 76 and the limiting ring 713 and respectively abutting against both in the axial direction; the third elastic valve plate 81 abuts against the partition plate 71 to seal the return channel 75. During assembly, the overflow hole sleeve 712, the connecting sleeve 76 and the third elastic valve plate 81 are pre-assembled into a component, and finally the connecting sleeve 76 is installed into the overflow hole 72.

[0050] When the oil in the overflow chamber 91 reaches the specified pressure, it pushes open the third elastic valve plate 81 through the return channel 75, connecting the overflow chamber 91 and the booster chamber 92, thereby allowing the oil in the overflow chamber 91 to flow back into the booster chamber 92. The return channel 75 also allows the entire oil circuit to quickly reach equilibrium. The third elastic valve plate 81 can be a ring plate structure with its own elasticity, or it can be a composite structure combining a rigid ring plate structure with elastic components such as springs and elastic rubber blocks.

[0051] As a further preferred embodiment, the partition plate 71 has an annular planar structure and a beveled structure located inside the annular planar structure on its end face near the pressure booster seat 6. The beveled structure is arranged radially upwards from the inside to the outside along the overflow hole 72. One port of the return channel 75 is located on the beveled structure. The beveled structure is located between the overflow hole 72 and the outer edge of the third elastic valve plate 81, and the third elastic valve plate 81 abuts against and seals against the annular planar structure. The annular planar structure is perpendicular to the axis of the overflow hole 72. The beveled structure located inside the annular planar structure forms an annular space, which provides elastic deformation space for the third elastic valve plate 81, ensuring that the third elastic valve plate 81 abuts tightly against the annular planar structure on the partition plate 71 and provides good sealing.

[0052] As a further preferred embodiment, one end of the elastic support 74 axially abuts against the pressure booster seat 6, and the other end of the elastic support 74 axially abuts against the third elastic valve plate 81. When the oil in the overflow chamber 91 flows back into the pressure booster chamber 92, pushing the third elastic valve plate 81, the third elastic valve plate 81 pushes and squeezes the elastic support 74, resulting in a greater reaction force exerted by the elastic support 74 on the pressure booster seat 6. This requires more effort from the oil in the main liquid chamber 93 to push the pressure booster seat 6 away from the main valve body 5, further increasing the oil flow resistance within the entire solenoid valve and increasing the damping force of the entire solenoid valve.

[0053] 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, comprising a pilot valve housing (1), a solenoid coil (2), a pilot valve core (3), and a main valve body housing (4). The main valve body housing (4) is provided with a main valve body (5), a booster seat (6), a booster valve sleeve (7), and a limiting part (41) on the inner wall of the main valve body housing (4). 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 an outlet hole (52). One end of the booster valve sleeve (7) abuts against the limiting part (41), and the other end of the booster valve sleeve (7) abuts against the limiting part (41). The main valve body (5) is connected to the booster valve sleeve (7); the booster valve sleeve (7) is provided with a partition plate (71) that divides the inner cavity of the main valve body outer shell (4) into an adjustment cavity and an overflow cavity (91), the overflow cavity (91) being located on the side away from the main valve body (5); the booster valve sleeve (7) is provided with an overflow channel (73) connecting the overflow cavity (91) and the liquid outlet (52), the partition plate (71) is provided with an overflow hole (72) connecting the adjustment cavity and the overflow cavity (91); the pilot valve core (3) closes the overflow hole (72) when it is located at the extreme position close to the main valve body (5); The booster seat (6) is located inside the booster valve sleeve (7) and divides 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 slides axially. The pressurizing chamber (92) is equipped 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 equipped with an annular plate (62). When the pressurizing seat (6) is located at its extreme position near the main valve body (5), the upper end of the annular plate (62) abuts against the main valve body (5), thus isolating the main liquid chamber (93) and the liquid outlet (52); its characteristic is that: The partition plate (71) is also provided with a return channel (75) connecting the overflow chamber (91) and the pressurization chamber (92), and the return channel (75) is provided with a one-way valve (8) leading to the pressurization chamber (92).

2. The hydraulic shock absorber solenoid valve for vehicle testing according to claim 1, characterized in that: The pilot valve core (3) includes a guide rod (31) and a conical plug (32) disposed at one end of the guide rod (31) near the main valve body (5), with the thin end of the conical plug (32) located away from the guide rod (31); the guide rod (31) is located inside the pilot valve housing (1) and can reciprocate along its axial direction. 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).

3. The hydraulic shock absorber solenoid valve for vehicle testing according to claim 2, characterized in that: The tapered plug (32) has a connecting shaft (34) integrally formed therewith at its thick end, and the thick end of the tapered plug (32) protrudes radially from the outer side wall of the connecting shaft (34). It also includes a connecting sleeve (33), one end of which is sleeved and connected to the outside of the connecting shaft (34) with an interference fit, and the other end of which is sleeved and connected to the guide rod (31) with an interference fit, the end face of the connecting shaft (34) abuts against the end face of the guide rod (31), and the end face of the thick end of the tapered plug (32) abuts axially against the end face of the connecting sleeve (33).

4. The hydraulic shock absorber solenoid valve for vehicle testing according to claim 3, characterized in that: The overflow hole (72) near the opening of the pressurizing chamber (92) is the upper port, and the overflow hole (72) near the opening of the overflow chamber (91) is the lower port. The upper port is smaller than the lower port. A first elastic valve plate (35) is sleeved on the outside of the connecting shaft (34). The first elastic valve plate (35) is located between the conical plug (32) and the connecting sleeve (33) and abuts against them axially. When the pilot valve core (3) is located at the extreme position close to the main valve body (5), the conical plug (32) is completely located in the overflow hole (72) and seals against the side wall of the overflow hole (72). The first elastic valve plate (35) is located in the overflow cavity (91) and abuts against the end face of the partition plate (71) to seal the lower port of the overflow hole (72). When the pilot valve core (3) is located at the extreme position far from the main valve body (5), the conical plug (32) and the first elastic valve plate (35) are both arranged at intervals from the partition plate (71).

5. The hydraulic shock absorber solenoid valve for vehicle testing according to claim 1, characterized in that: The booster seat (6) is also provided with a second elastic valve plate (63) located inside the ring plate (62). The second elastic valve plate (63) can reciprocate along the liquid inlet hole (51) on the booster seat (6). The second elastic valve plate (63) isolates the main liquid chamber (93) and the inlet hole (51).

6. The hydraulic shock absorber solenoid valve for vehicle testing according to claim 5, 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).

7. The hydraulic shock absorber solenoid valve for vehicle testing according to claim 4, characterized in that: The overflow hole (72) is provided with an overflow hole sleeve (712) that is coaxially interference-fitted with it. The outer wall of the overflow hole sleeve (712) is provided with a limiting ring (713) integrally formed with it. The limiting ring (713) is located in the pressurization chamber (92) and abuts against the partition plate (71). The overflow hole sleeve (712) and the partition plate (71) are arranged at intervals near the end face of the overflow chamber (91). When the pilot valve core (3) is located at the extreme position close to the main valve body (5), the conical plug (32) is located inside the overflow hole (72) and the two side walls are arranged at intervals. The outer side wall of the conical plug (32) is sealed to the inner side wall of the overflow hole sleeve (712).

8. The hydraulic shock absorber solenoid valve for vehicle testing according to claim 7, characterized in that: The overflow hole (72) is also provided with an interference fit connecting sleeve (76), and the overflow hole sleeve (712) is provided in the connecting sleeve (76) and the two are interference fit; The one-way valve (8) includes a third elastic valve plate (81) disposed in the pressurization chamber (92). The third elastic valve plate (81) is an annular plate structure sleeved on the outside of the overflow hole sleeve (712). The third elastic valve plate (81) is located between the connecting pressure sleeve (76) and the limiting ring (713) and abuts against them axially respectively. The third elastic valve plate (81) abuts against the partition plate (71) to close the return channel (75).

9. The hydraulic shock absorber solenoid valve for vehicle testing according to claim 8, characterized in that: The partition plate (71) has an annular planar structure and an inclined structure located inside the annular planar structure on the end face near the booster seat (6). The inclined structure is arranged radially from the inside to the outside and upward along the overflow hole (72). One port of the return channel (75) is located on the inclined structure. The inclined structure is located between the overflow hole (72) and the outer edge of the third elastic valve plate (81), and the third elastic valve plate (81) abuts against and seals against the annular planar structure.

10. The hydraulic shock absorber solenoid valve for vehicle testing according to claim 8, characterized in that: One end of the elastic support (74) abuts axially with the booster seat (6), and the other end of the elastic support (74) abuts axially with the third elastic valve plate (81).

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