1. A vehicle is characterized by comprising a frame, four damping springs and four suspensions, wherein the four suspensions are respectively provided with a damper and are connected with the frame through the corresponding damper and damping spring;

the shock absorber includes:

the outer cylinder is used for containing hydraulic oil and is connected with the corresponding suspension;

the piston is arranged in the outer cylinder in a sliding mode; two mounting through holes are formed in the piston;

one end of the piston rod is connected with the piston, and the other end of the piston rod is used for being connected with a corresponding frame;

the two electromagnetic valves are normally closed valves and are respectively arranged in the two installation through holes; the two electromagnetic valves are an upstream electromagnetic valve and a downstream electromagnetic valve, and when the piston moves downwards; the up-flow solenoid valve can be opened so that pressure oil can flow upward through the solenoid valve; when the piston moves upwards, the downstream electromagnetic valve can be opened, so that the pressure oil can flow downwards through the electromagnetic valve;

the frame is provided with:

a controller;

the speed sensor is used for detecting the moving speed of the frame;

an acceleration sensor for detecting an acceleration of the frame;

the four displacement sensors are respectively used for detecting displacement signals between the frame and the corresponding suspension;

the controller can receive detection signals of the speed sensor, the acceleration sensor and the four displacement sensors and can calculate the relative speed between the frame and the corresponding suspension according to the detection signals of the displacement sensors;

the controller is also capable of controlling the opening of the solenoid valves on the four shock absorbers.

2. A method for improving the running smoothness of a vehicle, for use in the vehicle of claim 1, characterized in that:

when the controller receives the braking signal, whether the braking is in a normal condition or an emergency condition is judged;

when the speed signal is greater than a preset speed value and the acceleration signal is greater than a preset acceleration value, emergency braking is determined; controlling the opening degrees of an upstream electromagnetic valve and a downstream electromagnetic valve on the four shock absorbers of the front wheel and the rear wheel to be reduced, and increasing damping force;

otherwise, judging to brake under the normal condition; the opening degrees of the upstream electromagnetic valve and the downstream electromagnetic valve on the two shock absorbers for controlling the front wheels are increased, and the damping force is reduced.

3. The method for improving the running smoothness of a vehicle according to claim 2, wherein:

when the received displacement signal in the displacement sensor is larger than a preset displacement value, judging that the road surface below the shock absorber corresponding to the displacement sensor is uneven;

judging whether the piston of the shock absorber moves downwards or upwards according to the positive and negative of the displacement signal;

when the vibration absorber moves downwards, the larger opening degree of an upstream electromagnetic valve of the vibration absorber is given, and the downstream electromagnetic valve is kept closed, so that the damping force is reduced; when the piston moves upwards, the lower flow electromagnetic valve of the shock absorber is given a smaller opening degree, so that the lower piston cavity generates negative pressure.

4. The method of improving vehicle smoothness according to claim 2, wherein:

when the received displacement signals of the four displacement sensors are all smaller than a preset displacement value, judging that the vehicle runs on a smooth road;

further judging whether the vehicle runs at a high speed or at a low speed, and keeping the electromagnetic valves of the four shock absorbers closed when the speed of the vehicle frame is less than a preset speed value; otherwise, controlling the electromagnetic valves of the four vibration absorbers to keep a preset opening;

when the vehicle turns left, the opening degree of the electromagnetic valve of the shock absorber corresponding to the left wheel is increased, the damping force of the left wheel is reduced, and the height of the right side of the vehicle is slightly higher than that of the left side of the vehicle; when the vehicle turns right, the opening degree of the electromagnetic valve of the shock absorber corresponding to the right wheel is increased.

Background

The running stability of the vehicle is one of the indexes of the driving experience, and in order to improve the running stability of the vehicle, a hydraulic shock absorber is additionally arranged between a wheel suspension and a vehicle frame, which is one of more important means. The existing hydraulic damper has poor damping performance and is difficult to meet the requirement of people on the running stability of the vehicle.

Disclosure of Invention

The present invention has an object to provide a vehicle employing a shock absorber capable of adjusting its damping force in accordance with actual vehicle conditions, thereby further improving its shock absorbing performance.

Another object of the present invention is to provide a method for improving the running stability of a vehicle, which can be used for the vehicle.

The invention is realized by the following steps:

a shock absorber, said shock absorber comprising:

the outer cylinder is used for containing hydraulic oil and is connected with the corresponding suspension;

the piston is arranged in the outer cylinder in a sliding mode; two mounting through holes are formed in the piston;

one end of the piston rod is connected with the piston, and the other end of the piston rod is used for being connected with a corresponding frame;

the two electromagnetic valves are normally closed valves and are respectively arranged in the two installation through holes; the two electromagnetic valves are an upstream electromagnetic valve and a downstream electromagnetic valve, and when the piston moves downwards; the up-flow solenoid valve can be opened so that pressure oil can flow upward through the solenoid valve; when the piston moves upward, the downstream solenoid valve can be opened so that the pressure oil can flow downward through the solenoid valve.

Further, the method comprises the following steps of;

the electromagnetic valve comprises a compression fixed iron, a compression moving iron and a compression spring;

the compression fixed iron is fixedly arranged in the corresponding installation through hole, the compression moving iron is arranged in the corresponding installation through hole in a sliding manner, and the flow area of the corresponding installation through hole is correspondingly changed when the compression moving iron slides;

and two ends of the compression spring are respectively abutted against the compression moving iron and the compression moving iron.

Further, the method comprises the following steps of;

the mounting through holes are stepped holes and comprise large-diameter holes and small-diameter holes; the compression moving iron and the compression fixed iron are both cylindrical, an oil passing hole is formed in the middle of the compression fixed iron, and an oil passing groove is formed in the circumferential surface of the compression moving iron; the oil passing hole and the oil passing groove extend along the axial direction of the mounting through hole;

the compression fixed iron is fixedly installed in the large-diameter hole, the compression movable iron is arranged in the large-diameter hole in a sliding mode, and the compression movable iron can block the small-diameter hole in a natural state.

Further, the method comprises the following steps of;

the throttling assembly comprises an upper conical cover, a lower conical cover, a connecting rod and a throttling spring; the piston is provided with a throttling through hole;

the throttling through hole is a stepped hole and comprises a throttling large hole and a throttling small hole, the throttling large hole extends to the upper surface of the piston, and the throttling small hole extends to the lower surface of the piston; the end part of the throttling large hole is provided with a chamfer to form a conical surface;

the piston is also provided with a throttling channel, one end of the throttling channel extends to the hole wall or the bottom of the throttling large hole, and the other end of the throttling channel extends to the lower surface of the piston; the throttling channel is obliquely arranged, and the distance between the lower end of the throttling channel and the axis of the throttling small hole is greater than the radius of the lower conical cover;

the connecting rod penetrates through the throttling through hole and is arranged in the throttling small hole in a sliding mode, the upper end of the connecting rod is connected with the upper conical cover, and the small end of the connecting rod is connected with the lower conical cover; the large end face of the upper conical cover faces upwards, and the large end face of the lower conical cover faces downwards;

the throttling spring is arranged in the throttling big hole, one end of the throttling spring is abutted with the upper conical cover, and the other end of the throttling spring is abutted with the bottom of the throttling big hole;

in a natural state of the throttling spring, a gap is reserved between the upper conical cover and the conical surface; and a gap is reserved between the lower conical cover and the lower surface of the piston.

Further, the method comprises the following steps of;

the piston is also provided with a first flow passage and a second flow passage, the first flow passage penetrates through the piston, one end of the second flow passage extends to the end face of the piston, and the other end of the second flow passage penetrates through the first flow passage;

an adjusting screw is further arranged at one end of the first flow channel, and when the adjusting screw is screwed in or out, the effective flow area of the second flow channel can be adjusted; hydraulic oil can pass through the piston through the first flow passage and the second flow passage.

Further, the method comprises the following steps of;

the two electromagnetic valves are installed in opposite directions, and the elastic force of the compression spring of the upstream electromagnetic valve is smaller than that of the compression spring of the downstream electromagnetic valve.

A vehicle comprising a frame, four suspension springs and four suspension brackets, wherein the four suspension brackets are respectively provided with the shock absorbers, and the suspension brackets are connected with the frame through the corresponding shock absorbers and the corresponding suspension springs;

still be provided with on the frame:

a controller;

the speed sensor is used for detecting the moving speed of the frame;

an acceleration sensor for detecting an acceleration of the frame;

the four displacement sensors are respectively used for detecting displacement signals between the frame and the corresponding suspension;

the controller can receive detection signals of the speed sensor, the acceleration sensor and the four displacement sensors and can calculate the relative speed between the frame and the corresponding suspension according to the detection signals of the displacement sensors;

the controller is also capable of controlling the opening of the solenoid valves on the four shock absorbers.

A method for improving the smoothness of a vehicle, for said vehicle, comprising the steps of:

when the controller receives the braking signal, whether the braking is in a normal condition or an emergency condition is judged;

when the speed signal is greater than a preset speed value and the acceleration signal is greater than a preset acceleration value, emergency braking is determined; controlling the opening degrees of an upstream electromagnetic valve and a downstream electromagnetic valve on the four shock absorbers of the front wheel and the rear wheel to be reduced, and increasing damping force;

otherwise, judging to brake under the normal condition; the opening degrees of the upstream electromagnetic valve and the downstream electromagnetic valve on the two shock absorbers for controlling the front wheels are increased, and the damping force is reduced.

Further, the method comprises the following steps of;

when the received displacement signal in the displacement sensor is larger than a preset displacement value, judging that the road surface below the shock absorber corresponding to the displacement sensor is uneven;

judging whether the piston of the shock absorber moves downwards or upwards according to the positive and negative of the displacement signal;

when the vibration absorber moves downwards, the larger opening degree of an upstream electromagnetic valve of the vibration absorber is given, and the downstream electromagnetic valve is kept closed, so that the damping force is reduced; when the piston moves upwards, the lower flow electromagnetic valve of the shock absorber is given a smaller opening degree, so that the lower piston cavity generates negative pressure.

Further, the method comprises the following steps of;

when the received displacement signals of the four displacement sensors are all smaller than a preset displacement value, judging that the vehicle runs on a smooth road;

further judging whether the vehicle runs at a high speed or at a low speed, and keeping the electromagnetic valves of the four shock absorbers closed when the speed of the vehicle frame is less than a preset speed value; otherwise, controlling the electromagnetic valves of the four vibration absorbers to keep a preset opening;

when the vehicle turns left, the opening degree of the electromagnetic valve of the shock absorber corresponding to the left wheel is increased, the damping force of the left wheel is reduced, and the height of the right side of the vehicle is slightly higher than that of the left side of the vehicle; when the vehicle turns right, the opening degree of the electromagnetic valve of the shock absorber corresponding to the right wheel is increased.

The invention has the beneficial effects that:

according to the shock absorber obtained through the design, the opening degree of the two electromagnetic valves can be controlled by the external controller, so that the damping force of the shock absorber can be adjusted according to the actual vehicle condition; and then can improve the stationarity that promotes vehicle and travel and improve and experience by bus.

The vehicle adopts the shock absorber, and the damping force of the four shock absorbers on the four wheels can be adjusted according to the running condition of the vehicle and the condition of the road surface below the wheels; thereby improving the comprehensive vibration damping performance of the vehicle.

The method for improving the running stability of the vehicle can be used for the vehicle; when the vehicle is emergently braked, the damping force of the front and rear shock absorbers is increased, so that the tail tilting condition of the vehicle caused by the emergency brake is improved. The operation is beneficial to increasing the adhesive force of the rear wheel to the ground, controlling the stability of the whole vehicle body and reducing the probability of overturning. When the brake is carried out under the general condition, the damping force is reduced, so that effective buffering can be formed, and the comfort during braking is improved.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.

Fig. 1 is an overall structural schematic view of a shock absorber provided in embodiment 1 of the present invention;

fig. 2 is a sectional view showing the overall structure of a piston provided in embodiment 1 of the present invention;

fig. 3 is a cross-sectional view of the piston provided in embodiment 1 of the present invention along another vertical plane;

fig. 4 is an overall sectional view of a piston provided in embodiment 2 of the present invention.

Icon: 100-a shock absorber; 110-an outer barrel; 112-a piston tube; 114-a reservoir; 120-a piston; 121-mounting through holes; 1211-large diameter hole; 1212-small diameter hole; 122-a throttling through hole; 1221-throttling large hole; 1222-a flow orifice; 123-a throttling channel; 124-a first flow channel; 125-a second flow channel; 130-a piston rod; 140-an up-flow solenoid valve; 141-compacted fixed iron; 142-compression moving iron; 143-a compression spring; 144-proportional electromagnet; 150-a downstream solenoid valve; 160-a throttling assembly; 161-upper conical cover; 162-lower cone cover; 163-connecting rod; 164-a throttle spring; 165-a stop lever; 170-adjusting screws; 180-bottom valve.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings of the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention.

In the description of the present invention, it is to be understood that the terms indicating an orientation or positional relationship are based on the orientation or positional relationship shown in the drawings only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings or the orientations or positional relationships that the products of the present invention are conventionally placed in use, and are only used for convenience in describing the present invention and simplifying the description, but do not indicate or imply that the devices or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," "third," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.

Furthermore, the terms "horizontal", "vertical", "overhang" and the like do not imply that the components are required to be absolutely horizontal or overhang, but may be slightly inclined. For example, "horizontal" merely means that the direction is more horizontal than "vertical" and does not mean that the structure must be perfectly horizontal, but may be slightly inclined.

In the present invention, unless otherwise expressly stated or limited, the first feature may be present on or under the second feature in direct contact with the first and second feature, or may be present in the first and second feature not in direct contact but in contact with another feature between them. Also, the first feature being above, on or above the second feature includes the first feature being directly above and obliquely above the second feature, or merely means that the first feature is at a higher level than the second feature. A first feature that underlies, and underlies a second feature includes a first feature that is directly under and obliquely under a second feature, or simply means that the first feature is at a lesser level than the second feature.

In the present application, the terms "upper" and "lower" are used with reference to the damper of FIG. 1.

Example (b):

referring to fig. 1, the present embodiment provides a shock absorber 100 for mounting between a vehicle frame and a suspension, thereby reducing vibration between a vehicle body and a wheel. The damper 100 includes an outer cylinder 110, a piston 120 rod, and two solenoid valves; the outer cylinder 110 is connected with a suspension, the piston 120 is slidably arranged in the outer cylinder 110, and one end of the piston 120 extending out of the outer cylinder 110 is connected with a vehicle frame. The upper chamber and the lower chamber of the piston 120 are filled with hydraulic oil, and the two solenoid valves are disposed on the piston 120, and the flow area on the piston 120 can be adjusted by adjusting the opening degree of the solenoid valves, thereby adjusting the damping force of the shock absorber 100.

Specifically, the outer cylinder 110 includes a piston tube 112 and a liquid storage tube 114 coaxially arranged, the piston tube 112 is arranged in the liquid storage tube 114, and oil seals are arranged at the upper ends of the piston tube 112 and the liquid storage tube 114; a closed reservoir is formed between the piston tube 112 and the reservoir tube 114. The bottom of the piston tube 112 is further provided with a bottom valve 180, which is communicated with the liquid storage chamber and the inner cavity of the piston tube 112, and comprises two check valves with opposite directions and different spring forces, and which are used for absorbing and compensating the volume of the part of the piston 120 extending into or out of the rod. The upper and lower chambers of the piston 120 are filled with hydraulic oil, and the liquid storage chamber is filled with low-pressure nitrogen gas.

Referring to fig. 1 and 2, a piston 120 is slidably disposed in the piston tube 112, and two mounting through holes 121 are formed therein; the two mounting through-holes 121 are used to mount two solenoid valves. Both of the two solenoid valves are normally closed valves, and are divided into an upstream solenoid valve 140 and a downstream solenoid valve 150 for convenience of description. When the piston 120 moves downwards, the up-flow solenoid valve 140 can be opened, so that the pressure oil can flow upwards from the lower cavity of the piston 120 to the upper cavity of the piston 120 through the solenoid valve; when the piston 120 moves upward, the downstream solenoid valve 150 can be opened, so that the pressure oil can flow downward from the upper chamber of the piston 120 to the lower chamber of the piston 120 through the solenoid valve.

One end of the piston 120 rod is connected with the piston 120, and the other end of the piston 120 rod is connected with the frame by penetrating out of the outer cylinder 110; the piston 120 rod is a hollow shaft to facilitate routing.

The electromagnetic valve specifically comprises a compression fixed iron 141, a compression movable iron 142, a compression spring 143 and a proportional electromagnet 144; the compression fixed iron 141 is fixedly installed in the installation through hole 121, the compression movable iron 142 is slidably disposed in the installation through hole 121, both ends of the compression spring 143 are respectively abutted against the compression movable iron 142 and the compression fixed iron 141, and the solenoid valve is kept closed by the elastic force of the compression spring 143. By applying different currents to the proportional electromagnet 144, the displacement of the compression moving iron 142 can be precisely controlled, thereby adjusting the opening of the solenoid valve.

Specifically, the compacted moving iron 142 and the compacted fixed iron 141 are both cylindrical, the middle part of the compacted fixed iron 141 is provided with an oil passing hole, and the circumferential surface of the compacted moving iron 142 is provided with an oil passing groove; the oil passing hole and the oil passing groove extend along the axial direction of the mounting through hole 121.

The mounting through hole 121 is a stepped hole, and includes a large-diameter hole 1211 and a small-diameter hole 1212; the compression fixed iron 141 is fixedly installed in the large-diameter hole 1211, and the compression moving iron 142 is slidably disposed in the large-diameter hole 1211. In a natural state, the small diameter hole 1212 can be sealed by the compression movable iron 142 under the action of the compression spring 143. When the compression moving iron 142 moves, an overflowing gap is formed between the end surface of the compression moving iron 142 and the end surface of the small-diameter hole 1212; the greater the travel distance, the greater the overcurrent gap.

In the up-flow electromagnetic valve 140, the compression moving iron 142 is positioned below the compression fixed iron 141; in the downstream solenoid valve 150, the moving compression iron 142 is located above the fixed compression iron 141. Taking the above-mentioned solenoid valve 140 as an example, when the solenoid valve is opened, the hydraulic oil in the lower chamber of the piston 120 flows through the small-diameter hole 1212, then flows through the flow-through gap, and finally enters the upper chamber of the piston 120 through the oil-through hole on the compression stator 141.

The two electromagnetic valves have the same basic structure and opposite installation directions; the compression spring 143 of the upstream solenoid valve 140 has a smaller initial spring force and stiffness coefficient than the compression spring 143 of the downstream solenoid valve 150. When the controller fails to control, the two electromagnetic valves can be used as two one-way valves; further, the above design makes the damping force in the compression stroke smaller than the damping force in the recovery stroke. When the piston 120 moves downwards, a smaller damping force is set, so that a damping spring between the frame and the suspension can absorb vibration, and the impact is reduced; and when going upward, set up great damping force and be favorable to turning into the internal energy of pressure oil with damping spring's elastic potential energy to improve the stationarity of vehicle.

Further, referring to fig. 3, the shock absorber 100 is further provided with a throttling assembly 160, which can provide a certain damping force for the movement of the piston 120 when both solenoid valves are closed.

Specifically, the throttle assembly 160 includes an upper conical cover 161, a lower conical cover 162, a connecting rod 163, and a throttle spring 164, and the piston 120 is provided with a trapezoidal throttle through hole 122. The throttle through hole 122 is a stepped hole and comprises a throttle large hole 1221 and a throttle small hole 1222, the throttle large hole 1221 extends to the upper surface of the piston 120, and the throttle small hole 1222 extends to the lower surface of the piston 120; the end of the large throttling hole 1221 is provided with a chamfer to form a conical surface.

The piston 120 is further provided with a throttling channel 123, one end of the throttling channel 123 extends to the hole wall or the bottom of the large throttling hole 1221, and the other end of the throttling channel 123 extends to the lower surface of the piston 120; the throttle passage 123 is obliquely arranged, and the distance between the lower end of the throttle passage 123 and the axis of the throttle orifice 1222 is larger than the radius of the lower cone cover 162. When the piston 120 moves downwards, the design can avoid the resistance formed by the lower conical cover 162 on the upward flow of the pressure oil into the throttling channel 123; thereby reducing unnecessary damping force.

The connecting rod 163 penetrates through the throttling through hole 122 and is slidably arranged in the throttling small hole 1222, the upper end of the connecting rod 163 is connected with the upper conical cover 161, and the small end of the connecting rod 163 is connected with the lower conical cover 162; the large end surface of the upper cone cover 161 faces upward, and the large end surface of the lower cone cover 162 faces downward. The throttle spring is a spring which can be stretched and compressed; which is disposed in the large throttling hole 1221, one end of the throttling spring 164 is connected to the upper conical cover 161, and the other end is connected to the bottom of the large throttling hole 1221.

The throttle spring 164 is in a natural state with a gap between the upper conical cover 161 and the conical surface. A gap is left between the lower cone cover 162 and the lower surface of the piston 120 to allow a margin for the connecting rod 163 to move up and down. At this time, the hydraulic oil in the lower chamber of the piston 120 can enter the large throttle hole 1221 through the throttle passage 123, and further enter the upper chamber of the piston 120 through the gap between the upper conical cover 161 and the conical surface at the end of the large throttle hole 1221. When the connecting rod 163 moves upward, the gap between the upper conical cover 161 and the conical surface increases, and the damping force thereof decreases with the same pressure difference; when moving downward, the gap is reduced, and the damping force is increased when the pressure difference is the same.

When the vehicle runs at a low speed on a stable road surface, in order to reduce the working time of the electromagnetic valve, the service life of the shock absorber 100 is prolonged; at this time, the vibration is small, and the solenoid valve may not be operated. And the throttling component can realize the automatic adjustment of the damping force within a certain range. Specifically, during the compression stroke, the piston 120 moves downward, and the pressure oil in the lower cavity of the piston 120 pushes the lower conical cover 162, the connecting rod 163 and the upper conical cover 161 to overcome the tension of the throttle spring and move upward, so that the gap between the upper conical cover 161 and the conical surface is increased, the damping force is reduced, and the vibration is absorbed by the damping spring; and, the larger the vibration, the larger the upward moving distance of the upper conical cover 161, and the smaller the damping force. During the return stroke, the piston 120 moves upward, and in order to convert the elastic potential energy of the damping spring into the internal energy of the pressure oil, the damping force needs to be increased; the pressure oil in the upper chamber of the piston 120 pushes the upper cone cover 161 against the supporting force of the throttle spring and moves downward, thereby reducing the gap between the upper cone cover 161 and the tapered surface and increasing the damping force.

Further, if the upper conical cover 161 moves downward by too large a distance, it may completely block the orifice, at which time the damping force increases sharply; the damping force is increased rapidly, so that the instant impact on the vehicle is larger, and the running stability of the vehicle is further reduced. Therefore, in order to further improve the running stability of the vehicle, the bottom of the upper conical cover 161 is connected with a limiting rod 165; when the upper conical cover 161 moves downwards to a certain distance, the limiting rod 165 is abutted to the piston 120, and at the moment, a certain gap is still formed between the upper conical cover 161 and the conical surface, so that the running stability of the vehicle can be ensured. When the vehicle is running on a smooth road surface at a high speed or on an uneven road surface; the controller can control the opening of the two electromagnetic valves according to specific working conditions, and further control the damping force of the piston 120 during ascending and descending to improve the overall stability of the vehicle.

Example 2:

referring to fig. 4, the present embodiment provides another shock absorber 100, which is substantially the same as embodiment 1 except that the throttling assembly has a different partial structure.

In the shock absorber 100 of the present embodiment, the throttling assembly is replaced by an adjusting screw 170, the piston 120 is further provided with a first flow passage 124 and a second flow passage 125, the first flow passage 124 penetrates through the piston 120, one end of the second flow passage 125 extends to an end surface of the piston 120, and the other end penetrates through the first flow passage 124. When the adjusting screw 170 is screwed in or out, the effective flow area of the second flow channel 125 can be adjusted; hydraulic oil can pass through the piston 120 through a first flow passage 124 and a second flow passage 125.

The adjusting screw 170 may be screwed to a certain depth in advance according to a specific model of a vehicle and a self-weight of the vehicle, thereby giving an open area. When the vehicle runs at a low speed on a smooth road surface, the two battery valves can be kept closed, and hydraulic oil flows through the first flow passage 124 and the second flow passage 125, so that a certain damping force can be provided for the piston 120.

Example 3:

the present embodiment provides a vehicle that includes a vehicle frame, four damper springs, and four suspensions, and employs the damper 100 of embodiment 1 or 2. The damper springs may be directly provided between the suspension and the vehicle frame, or may be integrated into the damper 100. The piston 120 of the shock absorber 100 is hinged to the frame, and the lower end of the outer tube 110 is hinged to the suspension.

The vehicle further comprises a controller, a speed sensor, an acceleration sensor and four displacement sensors. The controller can directly adopt a vehicle-mounted ECU, and a speed sensor and an acceleration sensor are used for detecting the moving speed and the acceleration of the vehicle frame. One end of the displacement sensor is connected to the outer cylinder 110 of the shock absorber 100, and the other end is connected to the piston 120 rod for a displacement signal between the vehicle frame and the corresponding suspension.

The controller can receive detection signals of the speed sensor, the acceleration sensor and the four displacement sensors and can calculate the relative speed between the frame and the corresponding suspension according to the detection signals of the displacement sensors; the controller is also capable of controlling the opening of the solenoid valves on the four shock absorbers 100.

Example 4:

the present embodiment provides a method for improving the running stability of a vehicle, which can be applied to the vehicle provided in embodiment 3; the method specifically comprises the following steps:

when the controller receives the braking signal, the controller judges whether the braking is normal braking or emergency braking. The judgment method comprises the following steps: when the speed signal is greater than a preset speed value and the acceleration signal is greater than a preset acceleration value, emergency braking is determined; the opening degrees of the upstream solenoid valve 140 and the downstream solenoid valve 150 on the four shock absorbers 100 for controlling the front and rear wheels are decreased, increasing the damping force. Otherwise, braking is normal. The corresponding operation under the emergency condition is beneficial to increasing the adhesive force of the rear wheel to the ground, controlling the stability of the whole vehicle body and reducing the probability of overturning. When the vehicle brakes in a general condition, the opening degrees of the upstream electromagnetic valve 140 and the downstream electromagnetic valve 150 on the two shock absorbers 100 for controlling the front wheels are increased, and the damping force is reduced; thereby reducing vibration and shock due to braking.

When the received displacement signal in the displacement sensor is larger than a preset displacement value, judging that the road surface below the shock absorber 100 corresponding to the displacement sensor is uneven; and whether the piston 120 of the shock absorber 100 moves down or up is determined by the positive or negative of the displacement signal. When the vibration absorber 100 moves downwards, the downstream electromagnetic valve 150 keeps closed to reduce the damping force given the larger opening degree of the upstream electromagnetic valve 140 of the vibration absorber 100, and the vibration is absorbed by the vibration absorption spring to reduce the impact force; when the vibration is ascending, a smaller opening degree is given to the downstream solenoid valve 150 of the shock absorber 100, so that a negative pressure is generated in the lower chamber of the piston 120, and the elastic force of the damping spring is converted into the internal energy of the pressure oil, thereby damping the vibration.

And when the received displacement signals of the four displacement sensors are all smaller than a preset displacement value, judging that the vehicle runs on a smooth road. Further judging whether the vehicle runs at a high speed or at a low speed, and keeping the electromagnetic valves of the four shock absorbers 100 closed when the frame speed is lower than a preset speed value; the throttling component is utilized to provide damping force, so that the service life of the shock absorber 100 is prolonged; otherwise, the solenoid valves of the four shock absorbers 100 are controlled to maintain a preset opening.

When the vehicle turns left, the opening degree of the electromagnetic valve of the shock absorber 100 corresponding to the left wheel is increased, the damping force on the left side is reduced, and the height of the right side of the vehicle is slightly higher than that of the left side. When the vehicle turns right, the opening degree of the electromagnetic valve of the shock absorber 100 corresponding to the right wheel is increased. The design can reduce the vibration caused by turning and the probability of overturning caused by turning.

The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.