Shock absorber and vehicle

Abstract

A shock absorber and a vehicle, the shock absorber comprising a cylinder assembly, a piston rod (1), a partition member and a valve group. The cylinder assembly comprises a working cylinder (6), the piston rod (1) passes through the working cylinder (6), and the partition member divides the space of the working cylinder (6) into a first working chamber (A) and a second working chamber (B) and can reciprocate in an axial direction of the working cylinder along with the piston rod, so as to change the volumes of the first working chamber (A) and the second working chamber (B). A communication channel enables the first working chamber (A) and the second working chamber (B) to be communicated with each other, the valve group is arranged in the communication channel, and the valve group comprises a first electromagnetic valve (32) and a second electromagnetic valve (33) which are communicated with each other. When the second working chamber (B) is compressed, oil fluid flows along the first communication channel, and the first electromagnetic valve (32) can control the compression damping force in the first communication channel. When the second working chamber (B) stretches, the oil fluid flows along the second communication channel, and the second electromagnetic valve (33) can control the stretching damping force in the second communication channel. By separately controlling the compression damping force under the compression working condition and the stretching damping force under the stretching working condition of the shock absorber, the shock absorber responds fast, thus achieving dynamic adjustment of the height of a vehicle body, and adapting to different road conditions and driving requirements.

Description

Shock absorber and vehicle

[0001] The present application claims priority to the Chinese patent application No. 202410656009.1, filed on May 24, 2024, and entitled "Shock absorber and vehicle", the whole content of which is incorporated herein by reference. TECHNICAL FIELD

[0002] The present application relates to, but is not limited to, the technical field of vehicle shock absorber, in particular to a shock absorber and vehicle. BACKGROUND

[0003] Suspension system is an important part in vehicle technology, which can monitor and automatically adjust the suspension state of the vehicle in real time to adapt to different road conditions and driving needs. This system can significantly improve the comfort, handling and safety of the car. SUMMARY

[0004] The following is a summary of the subject matter described in detail herein. This summary is not intended to limit the scope of protection of the claims.

[0005] The present application provides a shock absorber and vehicle. The technical solutions involved in the present application are introduced as follows.

[0006] The present application provides the following technical solutions:

[0007] A shock absorber comprises:

[0008] A cylinder assembly comprising a working cylinder;

[0009] A piston rod arranged in the working cylinder;

[0010] A partition member separating the space of the working cylinder into a first working chamber and a second working chamber, and capable of reciprocating along the axial direction of the working cylinder with the piston rod to change the volume of the first working chamber and the second working chamber;

[0011] A communication passage communicating the first working chamber and the second working chamber;

[0012] A valve group arranged in the communication passage;

[0013] The valve group comprises a first electromagnetic valve and a second electromagnetic valve connected in communication; when the second working chamber is compressed, the oil flows along the first communication passage, and the first electromagnetic valve can control the compression damping force in the first communication passage; when the second working chamber is stretched, the oil flows along the second communication passage, and the second electromagnetic valve can control the stretching damping force in the second communication passage.

[0014] Optionally, the shock absorber further comprises:

[0015] A transmission assembly arranged in the cylinder assembly and at least partially located in the working cylinder and connected with the piston rod.

[0016] The driving member is connected with the transmission assembly and can drive the transmission assembly to move to drive the piston rod to reciprocate along the axial direction of the working cylinder.

[0017] Optionally, the cylinder assembly further comprises an outer cylinder sleeved outside the working cylinder, and a space between the working cylinder and the outer cylinder is divided to form a first intermediate cavity and a second intermediate cavity. The first intermediate cavity is communicated with the first working cavity through a first throttling hole formed in the working cylinder, and the second intermediate cavity is communicated with the second working cavity through a second throttling hole formed in the working cylinder.

[0018] The valve group is communicated with the first intermediate cavity and the second intermediate cavity.

[0019] Optionally, a third throttling hole and a fourth throttling hole are arranged between the first electromagnetic valve and the second electromagnetic valve, a first valve cavity and a first valve core are arranged in the first electromagnetic valve, and a second valve cavity and a second valve core are arranged in the second electromagnetic valve.

[0020] The first intermediate cavity is communicated with the first valve cavity, and the second intermediate cavity is communicated with the second valve cavity.

[0021] When the second working cavity is compressed, the first valve core is opened and the second valve core is closed, so that the second valve cavity is communicated with the first valve cavity through the third throttling hole, a first communication channel is formed between the first working cavity and the second working cavity, and the opening degree of the first valve core can control the compression damping force.

[0022] When the second working cavity is stretched, the second valve core is opened and the first valve core is closed, so that the first valve cavity is communicated with the second valve cavity through the fourth throttling hole, a second communication channel is formed between the first working cavity and the second working cavity, and the opening degree of the second valve core can control the stretching damping force.

[0023] Optionally, the cylinder assembly further comprises a gas storage tank, a floating piston is arranged in the gas storage tank, and an air cavity and an oil cavity are formed in the gas storage tank. The oil cavity is communicated with the second intermediate cavity.

[0024] When the second working cavity is compressed, part of the oil liquid in the second working cavity flows into the oil cavity, and the floating piston is pushed to compress the gas in the air cavity.

[0025] When the second working cavity is stretched, the gas in the air cavity pushes the floating piston, and at least part of the oil liquid in the oil cavity flows into the second working cavity.

[0026] Optionally, the transmission assembly comprises a lead screw and a lead screw nut sleeved on the lead screw. The driving member can drive the lead screw to rotate, and the piston rod is connected with the lead screw nut.

[0027] The partition piece is a main valve core sleeved outside the lead screw nut and in sealing cooperation with the working cylinder. The lead screw nut can drive the main valve core to reciprocate.

[0028] Optionally, the electromagnetic brake is arranged in the cylinder assembly.

[0029] The transmission assembly further comprises a gear and a gear seat engaged with the gear, the gear is connected with the output end of the driving member, and the screw rod is connected with the gear seat.

[0030] The electromagnetic brake can brake the gear seat so as to stop the screw nut and the piston rod at the current position.

[0031] Optionally, the electromagnetic brake comprises:

[0032] A brake disc is fixedly connected with the gear seat in the circumferential direction;

[0033] A friction plate is arranged opposite to the brake disc;

[0034] An electromagnetic coil is arranged on the side of the friction plate away from the brake disc;

[0035] A wave spring is connected with the friction plate;

[0036] When the electromagnetic coil is powered, the electromagnetic coil can attract the friction plate, and the friction plate can overcome the elastic force of the wave spring and move away from the brake disc; when the electromagnetic coil is powered off, the friction plate is in contact with the brake disc under the elastic force of the wave spring.

[0037] Optionally, the driving member is arranged in the outer cylinder, and a cooling channel for circulating cooling liquid is arranged between the driving member and the outer cylinder, and a connector is arranged on the outer cylinder and communicates with the cooling channel, and the connector is used for connecting with an external cooling liquid pipe.

[0038] Optionally, the driving member comprises a DC motor and a speed reducer connected with the DC motor.

[0039] A vehicle comprises a vehicle body, wheels, a vehicle controller and a suspension system, the suspension system comprises the shock absorber in any one of the above embodiments, and the shock absorber is in communication connection with the vehicle controller.

[0040] Optionally, the vehicle controller can control the driving member to work, and the active lifting force and the active sinking force of the shock absorber are established to actively control the distance between the vehicle body and the wheels.

[0041] The vehicle controller can control the driving member to be inoperative, and after the wheels are excited by the road surface, the piston rod moves relative to the working cylinder, and the transmission assembly drives the driving member to idle.

[0042] Optionally, the vehicle controller communicates with each shock absorber corresponding to each wheel respectively.

[0043] The shock absorber provided by the application comprises a cylinder assembly, a piston rod, a partition and a valve group; the cylinder assembly comprises a working cylinder; the piston rod is arranged in the working cylinder; the partition divides the space of the working cylinder into a first working chamber and a second working chamber, and can reciprocate along the axial direction of the working cylinder with the piston rod to change the volume of the first working chamber and the second working chamber; a communication channel is arranged to communicate the first working chamber and the second working chamber; the valve group is arranged in the communication channel; wherein the valve group comprises a first electromagnetic valve and a second electromagnetic valve connected in communication; when the second working chamber is compressed, oil flows along the first communication channel, and the first electromagnetic valve can control the compression damping force in the first communication channel; when the second working chamber is stretched, oil flows along the second communication channel, and the second electromagnetic valve can control the stretching damping force in the second communication channel. In this way, when the shock absorber is passively operated due to road excitation, the compression damping force in the compression working condition and the stretching damping force in the stretching working condition are controlled respectively due to the double electromagnetic valve design of the valve group, one oil channel corresponds to one electromagnetic valve, so that the damping forces in the two working conditions are controlled respectively, the response of the shock absorber is fast, the adjustment of the vehicle body is faster, the dynamic adjustment of the height of the vehicle body can be realized to adapt to different road conditions and driving requirements; moreover, the two electromagnetic valves are designed in an integrated manner and are connected in communication, the valve group is double-controlled and has a small size, which is beneficial to the high design integration and compact structure of the shock absorber, and the shock absorber is flexible to arrange and apply in a vehicle, and when the shock absorber is applied to the suspension system of the vehicle, the structural complexity of the suspension system can be reduced.

[0044] Other aspects can become apparent after reading and understanding the accompanying drawings and detailed description. BRIEF DESCRIPTION OF DRAWINGS

[0045] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are only embodiments of the present application, and for those skilled in the art, other drawings can also be obtained without creative labor based on the provided drawings.

[0046] Fig. 1 is a structural schematic view of a shock absorber provided by an embodiment of the present application;

[0047] Fig. 2 is a schematic view of a first communication channel formed in a compression working condition of the shock absorber provided by an embodiment of the present application;

[0048] Fig. 3 is a schematic view of a second communication channel formed in a stretching working condition of the shock absorber provided by an embodiment of the present application;

[0049] Fig. 4 is a structural schematic view of an electromagnetic brake provided by an embodiment of the present application.

[0050] In FIG. 1-4: 1, piston rod; 2, end cover; 3, oil seal assembly; 4, outer cylinder; 5, limiting block; 6, working cylinder; 7, screw nut; 8, main valve core; 9, ball; 10, gas tank; 11, floating piston; 12, screw rod; 13, first sealing ring; 14, bottom cover; 15, bearing upper support; 17, bearing; 18, bearing lower support; 19, throttle; 21, second sealing ring; 22, gear base; 23, gear; 24, driving piece; 25, cooling channel; 26, joint; 27, electromagnetic brake coil; 28, wave spring; 29, friction plate; 30, brake housing; 31, brake disc; 32, first electromagnetic valve; 33, second electromagnetic valve; 34, first valve core; 35, second valve core. DETAILED DESCRIPTION

[0051] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative work fall within the scope of protection of the present application.

[0052] For the convenience of understanding, in many embodiments of the present application, in the cylinder assembly, the first working cavity is shown as A in the figure, the second working cavity is shown as B in the figure, the second intermediate cavity is shown as C in the figure, and the first intermediate cavity is shown as D in the figure; in the valve group, the first valve cavity is shown as E in the figure, and the second valve cavity is shown as F in the figure; in the gas tank 10, the gas cavity is shown as G in the figure, and the oil cavity is shown as H in the figure. The first communication channel is shown by a solid line arrow in FIG. 2, and the second communication channel is shown by a solid line arrow in FIG. 3.

[0053] In the related art, the suspension system often realizes certain comfort, handling and safety of the vehicle through the following measures: in one way, the suspension stiffness and the vehicle height are adjusted through the volume change of the air spring, and the suspension softness is changed in cooperation with the adjustable shock absorber; in another way, the suspension stiffness adjustment, suspension softness adjustment and dynamic adjustment of the wheel are realized through the cooperation of the hydraulic pump plus the liquid valve type shock absorber and the air spring.

[0054] However, the applicant finds that the above-mentioned ways are all realized through the cooperation of multiple structures to improve the performance of the suspension system, and in the vehicle assembly, the structure arrangement is complex, the application convenience is low, and the response is not fast enough, so it is difficult to quickly adjust the body state.

[0055] In view of the above, as shown in FIGS. 1-4, the embodiment of the present application provides a shock absorber, which comprises a cylinder assembly, a piston rod 1, a partition and a valve group; the cylinder assembly comprises a working cylinder 6; the piston rod 1 is arranged in the working cylinder 6; the partition divides the space of the working cylinder 6 into a first working cavity A and a second working cavity B, the first working cavity A and the second working cavity B are distributed along the upper and lower directions of the working cylinder 6 and each contains oil, the first working cavity A is located at the upper part and the second working cavity B is located at the lower part, and the partition can reciprocate along the axial direction of the working cylinder with the piston rod 1 to change the volumes of the first working cavity A and the second working cavity B; the first working cavity A and the second working cavity B are externally provided with a communication passage which communicates the first working cavity A and the second working cavity B; the valve group is arranged in the communication passage; the valve group is arranged in the communication passage between the first working cavity A and the second working cavity B, and the throttling action of the valve group on the oil can form a damping force of the piston rod 1; wherein the valve group comprises a first electromagnetic valve 32 and a second electromagnetic valve 33 which are connected in communication; according to the flow direction of the oil in the communication passage, the communication passage is divided into a first communication passage and a second communication passage; when the second working cavity B is compressed, the oil in the second working cavity B enters the first working cavity A, the oil flows along the first communication passage, or in other words, the first working cavity A and the second working cavity B form the first communication passage externally, and the first electromagnetic valve 32 can control the compression damping force in the first communication passage; when the second working cavity B is stretched, the oil in the first working cavity A enters the second working cavity B, the oil flows along the second communication passage, or in other words, the first working cavity A and the second working cavity B form the second communication passage externally, and the second electromagnetic valve 33 can control the stretching damping force in the second communication passage. The compression of the second working cavity B represents the approach between the wheels and the vehicle body, which realizes the sinking of the shock absorber to the vehicle body, and the stretching of the second working cavity B represents the separation between the wheels and the vehicle body, which realizes the lifting of the shock absorber to the vehicle body.

[0056] In this way, when the shock absorber is passively operated due to road excitation, the compression damping force in the compression working condition and the stretching damping force in the stretching working condition are respectively controlled by the double electromagnetic valve design of the valve group, one oil passage corresponds to one electromagnetic valve, the damping forces in the two working conditions are respectively controlled, the response of the shock absorber is fast, the adjustment of the vehicle body is faster, the dynamic adjustment of the height of the vehicle body can be realized to adapt to different road conditions and driving requirements; moreover, the two electromagnetic valves are integrated and connected in communication, the valve group is double-controlled and small in size, which is beneficial to the high design integration and compact structure of the shock absorber and facilitates the flexible arrangement and application of the shock absorber in the vehicle. When the shock absorber is applied to the suspension system of the vehicle, the structural complexity of the suspension system can be reduced.

[0057] It can be known from the related art that, due to the complex vehicle structure, the structure design of the whole vehicle is a very important early-stage project, wherein the structure arrangement space of the suspension system at the wheel is limited, and the layout of the shock absorber directly affects the design of the suspension system and the body and wheel, the design of the double electromagnetic valve connection and integration in the shock absorber provided in the application greatly reduces the occupied space, provides a larger design space for the layout design between the suspension system and the body and wheel, and has a very beneficial and far-reaching effect.

[0058] In a preferred embodiment, the shock absorber further comprises a transmission assembly and a driving member 24; the transmission assembly is arranged in the cylinder assembly and at least partially located in the working cylinder 6 and in transmission connection with the piston rod 1; the partition member is connected with the transmission assembly or the piston rod 1; the driving member 24 is connected with the transmission assembly and can drive the transmission assembly to act and drive the partition member to reciprocate along the axial direction of the working cylinder 6, so as to change the volumes of the first working chamber A and the second working chamber B.

[0059] In this way, in addition to the passive operation due to the road excitation, the shock absorber can also actively establish the sinking force and lifting force on the body due to the movement of the piston rod 1 driven by the driving member 24, and at the same time, the double electromagnetic valve design of the valve group controls the compression damping force in the compression working condition and the extension damping force in the extension working condition, so that the compression working condition and the extension working condition of the shock absorber are actively established, and the damping forces in the two working conditions are controlled respectively, so that the shock absorber responds quickly, and the adjustment of the body is faster, and the dynamic adjustment of the body height can be realized to adapt to different road conditions and driving requirements. Compared with the lifting shock absorber with the electro-hydraulic pump and the double liquid valve in the prior art, the shock absorber provided in the application has a faster response speed in the active lifting.

[0060] Regarding the specific forming mode of the communication passage between the first working chamber A and the second working chamber B, in a specific embodiment, the cylinder assembly further comprises an outer cylinder 4 sleeved outside the working cylinder 6, and the space between the outer cylinder 4 and the working cylinder 6 is divided into a first intermediate chamber D and a second intermediate chamber C by a first sealing ring 13, the first intermediate chamber D is in communication with the first working chamber A through a first throttling hole formed in the working cylinder 6, and the second intermediate chamber C is in communication with the second working chamber B through a second throttling hole formed in the working cylinder 6; the valve group is connected to the outer cylinder 4 and in communication with the first intermediate chamber D and the second intermediate chamber C. It should be noted that the working cylinder 6 is provided with a bottom cover 14, and the second throttling hole is formed in the bottom cover 14.

[0061] In this way, the gap between the two sleeved cylinders is used to form the communication passage between the first working chamber A and the second working chamber B, and the high integration of the structure of the shock absorber is further improved.

[0062] Of course, in addition to the above-mentioned mode, it is also feasible to connect the first working chamber A and the second working chamber B outside the working cylinder 6 by a hose, and to provide a valve group on the hose.

[0063] In another specific embodiment, the transmission assembly can be in the form of a ball screw or a roller screw, the transmission assembly comprising a screw rod 12 and a screw nut 7 sleeved on the screw rod 12, the driving member 24 being capable of driving the screw rod 12 to rotate so as to linearly displace the screw nut 7 along the axial direction of the working cylinder 6, the piston rod 1 being connected with the screw nut 7; the partition member being a main valve core 8 sleeved outside the screw nut 7 and sealingly matched with the working cylinder 6, the screw nut 7 being capable of driving the main valve core 8 to reciprocate. As shown in the figure, the screw nut 7 and the screw rod 12 are provided with a ball 9 therebetween.

[0064] In this way, the transmission assembly has high axial rigidity and positioning accuracy, which is conducive to improving the control accuracy and safety and reliability of the shock absorber stroke; and the transmission assembly has low friction loss and high transmission efficiency, which is conducive to forming a low-power-consumption design of the shock absorber.

[0065] Of course, in addition to the above-mentioned mode, the transmission assembly designed in the form of a gear rack also has certain feasibility.

[0066] It should be noted that the main valve core 8 can be provided with a throttling orifice 19, or the throttling orifice 19 can be cancelled according to the design condition. When the main valve core 8 is provided with the throttling orifice 19, in the compression working condition, part of the oil liquid in the second working chamber B can flow into the first working chamber A through the throttling orifice 19 on the main valve core 8, and in the extension working condition, part of the oil liquid in the first working chamber A can flow into the second working chamber B through the throttling orifice 19 on the main valve core 8.

[0067] In another preferred embodiment, an electromagnetic brake provided in the cylinder assembly is further included; the transmission assembly further comprises a gear 23 and a gear seat 22 in meshing connection with the gear 23, the gear 23 being connected with the output end of the driving member 24, and the screw rod 12 being connected with the gear seat 22; the electromagnetic brake can brake the gear seat 22 so as to stop the screw nut 7 and the piston rod 1 at the current position. The electromagnetic brake is in communication connection with the vehicle controller.

[0068] In this way, through the cooperation of the electromagnetic brake and the transmission assembly, the piston rod 1 can be maintained at the current position for a certain period of time, so as to realize the quick and long-time stabilization of the vehicle body at a certain height position, enrich the use scenarios, and meet the use requirements in some special driving conditions, such as off-road conditions.

[0069] Further, the electromagnetic brake is arranged to be normally open when powered and locked when powered off. The electromagnetic brake comprises a brake shell 30, a brake disc 31, a friction plate 29, an electromagnetic brake coil 27 and a wave spring 28. The brake disc 31 is fixed to the gear seat 22 in the circumferential direction, i.e. the brake disc 31 can rotate with the gear seat 22 in the brake shell 30. The friction plate 29 is arranged opposite to the brake disc 31. The electromagnetic brake coil 27 is arranged on the side of the friction plate 29 away from the brake disc 31. The wave spring 28 is connected to the friction plate 29 and has a connection relationship with the brake shell 30. When the electromagnetic brake coil 27 is powered, the friction plate 29 can be attracted, and the friction plate 29 can overcome the elastic force of the wave spring 28 and move away from the brake disc 31. When the electromagnetic brake coil 27 is powered off, the friction plate 29 is in contact with the brake disc 31 under the elastic force of the wave spring 28, thereby achieving the position locking of the lead screw 12.

[0070] The driving member 24 can be in the form of a motor. In another preferred embodiment, the driving member 24 comprises a DC motor and a speed reducer connected to the DC motor. In this way, the DC motor has the advantages of high response frequency, fast response speed, convenient control, high precision, etc., which is conducive to further improving the response frequency and control precision of the shock absorber.

[0071] In another preferred embodiment, the driving member 24 is located in the outer cylinder 4, and a cooling channel 25 capable of circulating cooling liquid is arranged between the shell of the driving member 24 and the outer cylinder 4. The cooling channel 25 is a sealed cavity sealed by the second sealing ring 21. The outer cylinder 4 is provided with a joint 26 in communication with the cooling channel 25, and the joint 26 is used to connect with an external cooling liquid pipe.

[0072] In this way, the driving member 24 is integrated in the outer cylinder 4, and the cooling system is integrated at the same time, which is conducive to improving the upper limit of the working temperature of the shock absorber and optimizing the working environment of the shock absorber.

[0073] In a preferred embodiment, the valve group is arranged in an adjustable form, the first electromagnetic valve 32 and the second electromagnetic valve 33 are both in communication connection with the vehicle controller of the vehicle, and the third throttle hole and the fourth throttle hole are arranged between the first electromagnetic valve 32 and the second electromagnetic valve 33 as a prerequisite for realizing the communication between the first electromagnetic valve 32 and the second electromagnetic valve 33, the first valve cavity E and the first valve core 34 are arranged in the first electromagnetic valve 32, and the second valve cavity F and the second valve core 35 are arranged in the second electromagnetic valve 33; the first intermediate cavity D and the first valve cavity E are in communication, and the second intermediate cavity C and the second valve cavity F are in communication; when the second working cavity B is compressed, the first valve core 34 is opened and the second valve core 35 is closed, so that the second valve cavity F is communicated with the first valve cavity E through the third throttle hole, and a first communication channel is formed between the first working cavity A and the second working cavity B, and the opening degree of the first valve core 34 can control the compression damping force; when the second working cavity B is stretched, the second valve core 35 is opened and the first valve core 34 is closed, so that the first valve cavity E is communicated with the second valve cavity F through the fourth throttle hole, and a second communication channel is formed between the first working cavity A and the second working cavity B, and the opening degree of the second valve core 35 can control the stretching damping force.

[0074] In this way, in the compression working condition, the high-pressure oil in the second valve cavity F flows into the first valve cavity E after being reduced in pressure through the third throttle hole and the first valve core 34, at this time, the oil liquid after being reduced in pressure for multiple times cannot open the second valve core 35 through the fourth throttle hole to return to the second valve cavity F, so the damping force in the compression process is mainly adjusted by the first electromagnetic valve 32, the opening degree of the first valve core 34 is controlled by controlling the current of the first electromagnetic valve 32, so as to control the compression damping force of the first communication channel; in the stretching working condition, the high-pressure oil in the first valve cavity E flows into the second valve cavity F after being reduced in pressure through the fourth throttle hole and the second valve core 35, at this time, the oil liquid after being reduced in pressure for multiple times cannot open the first valve core 34 through the third throttle hole to return to the first valve cavity E, so the damping force in the stretching process is mainly adjusted by the second electromagnetic valve 33, the opening degree of the second valve core 35 is controlled by controlling the current of the second electromagnetic valve 33, so as to control the stretching damping force of the second communication channel; in this way, by means of the specific double electromagnetic valve assembly, the independent control of the damping force of the shock absorber in the compression and stretching processes is realized, and the response frequency of the suspension system is further improved.

[0075] Moreover, since the third throttle hole and the fourth throttle hole are arranged in the communication design between the first electromagnetic valve 32 and the second electromagnetic valve 33, the oil liquid passes through the two electromagnetic valves no matter it goes through the first communication channel or the second communication channel, and the third throttle hole and the fourth throttle hole play a further throttling and pressure reducing role, which is conducive to improving the control accuracy of the valve cores of the two electromagnetic valves.

[0076] In a preferred embodiment, the shock absorber further comprises a gas tank 10, the gas tank 10 is provided with a floating piston 11 and forms a gas cavity G and an oil cavity H in the gas tank 10, the oil cavity H is in communication with the second intermediate cavity C; when the second working cavity B is compressed, part of the oil in the second working cavity B flows into the oil cavity H, and the floating piston 11 is pushed to compress the inert gas in the gas cavity G; when the second working cavity B is stretched, the gas in the gas cavity G pushes the floating piston 11, and at least part of the oil in the oil cavity H flows into the second working cavity B.

[0077] In this way, with the auxiliary function of the gas tank 10, the flow direction of the oil participating in the compression and stretching of the working cylinder 6 is assisted, which is beneficial to avoid the idle stroke of the shock absorber during reversing, further make the shock absorber respond quickly, and eliminate the situation that the damping force decays due to oil foaming, so that the shock absorber has a continuous and stable damping force.

[0078] Regarding some structural details of the shock absorber, the piston rod 1 is sealingly connected with the working cylinder 6 through the oil seal assembly 3; the piston rod 1 is circumferentially provided with a limiting block 5 for preventing it from being separated from the working cylinder 6; the top of the outer cylinder 4 is provided with an end cover 2; the outer cylinder 4 is provided with an upper bearing bracket 15 and a lower bearing bracket 18, and the bearing 17 is arranged between the upper bearing bracket 15 and the lower bearing bracket 18, and the lead screw 12 passes through the bearing 17 and is arranged between the upper bearing bracket 15 and the lower bearing bracket 18.

[0079] In combination with the above embodiments, the shock absorber provided by the present application has the advantages of convenient adjustment, rapid response, high efficiency, low power consumption, and saving of arrangement space, and the vehicle lifting height can be continuously adjusted steplessly under the set stroke, compared with the conventional shock absorber, the shock absorber has faster adjustment speed, wider adjustment stroke and higher reliability.

[0080] Based on the above shock absorber, the present application further provides a vehicle, which comprises a vehicle body, vehicle wheels, a vehicle controller and a suspension system, the suspension system is connected between the vehicle body and the vehicle wheels, the suspension system comprises the above shock absorber, the shock absorber is in communication connection with the vehicle controller, and the vehicle state information collected by the sensors in the suspension system, such as vehicle speed, steering angle, vehicle body height, etc.

[0081] Further, the vehicle controller can control the driving member 24 to work, and by the active movement of the piston rod 1, the active lifting force and the active sinking force of the shock absorber are established to actively control the distance between the vehicle body and the vehicle wheels; the vehicle controller can control the driving member 24 to not work, and after the vehicle wheels are excited by the road surface, the piston rod 1 moves relative to the working cylinder 6, and the driving member 24 idles driven by the transmission assembly, that is, the main valve core 8 on the lead screw nut 7 moves up and down, and the motor and the reducer rotate freely without resistance.

[0082] In this way, the whole vehicle controller determines whether the current state of the vehicle is suitable for the active shock absorber to establish the lifting force or the sinking force according to the information input by the sensor and the predetermined control strategy; for example, when the road surface condition fluctuates greatly, the control driving part 24 is selected to work, the shock absorber works as an active shock absorber to adjust the vehicle body independently of the road surface excitation, the vehicle body can be lifted to increase the ground clearance, the approach angle, the departure angle and the longitudinal passing angle, so that the vehicle can easily pass through the obstacles or steep slopes which are difficult to overcome in the normal vehicle posture, the use scene of the vehicle is enriched, and the handling, comfort and safety of the vehicle are improved; when the road surface condition fluctuates slightly, the control driving part 24 is selected not to work, and the shock absorber is passively worked by the road surface excitation; in this way, the working condition of the shock absorber can be comprehensively optimized, and the power consumption and the comfort can be coordinated.

[0083] The application of the shock absorber provided in the application can not only improve the pitch angle of the vehicle in the emergency braking and rapid acceleration working condition, but also change the vehicle posture through the visual sensor when the vehicle is impacted from the outside, so that the safety of the driver and the passenger is greatly ensured.

[0084] In addition, the whole vehicle controller is preferably arranged to communicate with each shock absorber corresponding to each wheel. In this way, the suspension system can be independently controlled at each wheel, the lifting force or the sinking force of the shock absorber can be actively and quickly established, the compression and extension damping forces can be independently adjusted, and the handling, comfort, off-road performance, safety and convenience of the vehicle are improved.

[0085] The basic principles of the application are described above in combination with specific embodiments, but it should be pointed out that the advantages, advantages and effects mentioned in the application are only examples and cannot be considered as the necessary advantages, advantages and effects of each embodiment of the application. In addition, the above specific details are only for the purpose of example and understanding, and the application is not limited to the above specific details.

[0086] The block diagram of the device, apparatus, equipment and system involved in the application is only an illustrative example and is not intended to require or imply that the connection, arrangement and configuration shown in the block diagram must be connected, arranged and configured. As a person skilled in the art will recognize, these devices, apparatuses, equipment and systems can be connected, arranged and configured in any way. Words such as "include", "contain", "have" and the like are open-ended words, which mean "include but not limited to", and can be used interchangeably. The words "or" and "and" used herein mean the word "and / or", and can be used interchangeably unless the context clearly indicates otherwise. The word "such as" used herein means the phrase "such as but not limited to", and can be used interchangeably.

[0087] It should also be noted that in the apparatuses, devices and methods of the present application, the components and steps can be rearranged and / or equally divided, wherein these rearrangements and / or divisions shall be construed to be equivalent to the present application.

[0088] The above description of disclosed aspects is intended to enable any person skilled in the art to make or use the application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the generic principles defined herein can be applied to other aspects without departing from the scope of the application. Thus, the present application is not intended to be limited to the aspects shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0089] It should be understood that the adjectives "first", "second", "third", "fourth", "fifth" and "sixth" used in the embodiments description of the present application are only used for more clearly describing the technical solutions, and cannot be used to limit the protection scope of the present application.

[0090] The above description has been presented for the purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of the application to the forms disclosed herein. Although several example aspects and embodiments have been discussed above, those of ordinary skill in the art will readily recognize certain variations, modifications, changes, additions and sub-combinations thereof.

Claims

1. A damper, wherein, The shock absorber comprises: a cylinder assembly including a working cylinder; a piston rod arranged in the working cylinder; a partition member separating a space of the working cylinder into a first working chamber and a second working chamber, and capable of reciprocating along an axial direction of the working cylinder with the piston rod to change volumes of the first working chamber and the second working chamber; a communication passage communicating the first working chamber and the second working chamber; a valve group arranged in the communication passage; wherein the valve group comprises a first electromagnetic valve and a second electromagnetic valve connected in communication; when the second working chamber is compressed, oil flows along a first communication passage, and the first electromagnetic valve is capable of controlling a compression damping force in the first communication passage; when the second working chamber is extended, oil flows along a second communication passage, and the second electromagnetic valve is capable of controlling an extension damping force in the second communication passage.

2. The shock absorber according to claim 1, further comprising: a transmission assembly arranged in the cylinder assembly and at least partially located in the working cylinder and connected with the piston rod; a driving member connected with the transmission assembly and capable of driving the transmission assembly to move the piston rod reciprocally along the axial direction of the working cylinder.

3. The damper of claim 2, wherein, The cylinder assembly further comprises an outer cylinder sleeved outside the working cylinder, and a space between the outer cylinder and the working cylinder is separated to form a first intermediate chamber and a second intermediate chamber, the first intermediate chamber communicates with the first working chamber through a first orifice provided in the working cylinder, and the second intermediate chamber communicates with the second working chamber through a second orifice provided in the working cylinder; the valve group communicates with the first intermediate chamber and the second intermediate chamber.

4. The damper of claim 3, wherein, third and fourth orifices are provided between the first electromagnetic valve and the second electromagnetic valve, a first valve cavity and a first valve core are provided in the first electromagnetic valve, and a second valve cavity and a second valve core are provided in the second electromagnetic valve; the first intermediate chamber communicates with the first valve cavity, and the second intermediate chamber communicates with the second valve cavity; when the second working chamber is compressed, the first valve core is opened and the second valve core is closed, so that the second valve cavity communicates with the first valve cavity through the third orifice, a first communication passage is formed between the first working chamber and the second working chamber, and an opening degree of the first valve core is capable of controlling the compression damping force; when the second working chamber is extended, the second valve core is opened and the first valve core is closed, so that the first valve cavity communicates with the second valve cavity through the fourth orifice, a second communication passage is formed between the first working chamber and the second working chamber, and an opening degree of the second valve core is capable of controlling the extension damping force.

5. The shock absorber according to claim 3 or 4, further comprising a gas tank, a floating piston is arranged in the gas tank, and an air chamber and an oil chamber are formed in the gas tank, the oil chamber communicates with the second intermediate chamber; when the second working chamber is compressed, part of oil in the second working chamber flows into the oil chamber, and the floating piston is pushed to compress gas in the air chamber; when the second working chamber is extended, the gas in the air chamber pushes the floating piston, and at least part of oil in the oil chamber flows into the second working chamber.

6. The damper of any one of claims 2 to 5, wherein, The transmission assembly comprises a lead screw and a lead screw nut sleeved on the lead screw, the driving member is capable of driving the lead screw to rotate, and the piston rod is connected with the lead screw nut; The partition is a main valve core sleeved on the outside of the lead screw nut and sealingly matched with the working cylinder, and the lead screw nut is capable of driving the main valve core to reciprocate.

7. The shock absorber of claim 6, further comprising an electromagnetic brake disposed in the cylinder assembly. The transmission assembly further comprises a gear and a gear seat engaged with the gear, the gear is connected with the output end of the driving member, and the lead screw is connected with the gear seat; The electromagnetic brake is capable of braking the gear seat so as to stop the lead screw nut from moving and the piston rod from moving to the current position.

8. The damper of claim 7, wherein, The electromagnetic brake comprises: A brake disc fixedly connected with the gear seat in the circumferential direction; A friction plate oppositely disposed with the brake disc; An electromagnetic brake coil disposed on the side of the friction plate away from the brake disc; A wave spring connected with the friction plate; When the electromagnetic brake coil is electrified, the electromagnetic brake coil is capable of attracting the friction plate, and the friction plate is capable of overcoming the elastic force of the wave spring and moving away from the brake disc; when the electromagnetic brake coil is de-energized, the friction plate is capable of contacting the brake disc under the elastic force of the wave spring.

9. The damper of any one of claims 3 to 8, wherein, The driving member is located in the outer cylinder, and a cooling channel capable of flowing cooling liquid is arranged between the driving member and the outer cylinder, the outer cylinder is provided with a joint in communication with the cooling channel, and the joint is used for connecting with an external cooling liquid pipe.

10. The damper of any one of claims 2 to 9, wherein, The driving member comprises a DC motor and a speed reducer connected with the DC motor.

11. A vehicle, wherein, The vehicle comprises a vehicle body, wheels, a vehicle controller and a suspension system, the suspension system comprises the shock absorber according to any one of claims 2-10, and the shock absorber is in communication connection with the vehicle controller.

12. The vehicle of claim 11, wherein, The vehicle controller is capable of controlling the driving member to work, and is capable of actively controlling the distance between the vehicle body and the wheels by establishing active lifting force and active sinking force of the shock absorber; The vehicle controller is capable of controlling the driving member to be inoperative, after the wheels are excited by the road surface, the piston rod is capable of moving relative to the working cylinder, and the transmission assembly drives the driving member to be in idle.

13. The vehicle of claim 11 or 12, wherein, The vehicle controller is capable of respectively communicating with the shock absorbers corresponding to the wheels.

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