Motorcycle front magnetorheological damper and motorcycle

Abstract

The utility model discloses a motorcycle front magnetorheological damper and motorcycle, including working cylinder, guider assembly, piston assembly, floating piston assembly, magnetorheological fluid, outer tube support assembly, ECU control unit and sensor, guider assembly, piston assembly and floating piston assembly are located in the inside of working cylinder, and piston assembly includes built -in solenoid and damping passage, and damping passage penetrates the upper and lower end of piston assembly, and magnetorheological fluid fills the working cavity between guider assembly and floating piston assembly, and, outer tube support assembly is at least partially coated in the outside of working cylinder, and is connected with guider assembly, and ECU control unit and solenoid electric connection are used for the signal adjustment input to solenoid's current according to sensor, like this through solenoid and the combination of magnetorheological fluid, ECU control unit can real -time regulation magnetic field intensity, change the viscosity of magnetorheological fluid to dynamic control damping force.

Description

Technical Field

[0001] This utility model relates to the field of vehicle vibration reduction technology, and in particular to a front magnetorheological damper for motorcycles and a motorcycle. Background Technology

[0002] A typical motorcycle passive front shock absorber assembly includes an outer cylinder, an inner cylinder, a piston and piston rod, a spring, hydraulic oil, a damping valve, seals, and other accessories. The shock absorber is divided into a working area and a guiding area. The working area contains the internal structure and provides damping force, while the guiding area does not contain any internal structure and only performs a guiding function. The working process of the working area is briefly explained below.

[0003] Working process: Reciprocating motion includes compression stroke and return stroke.

[0004] Compression stroke: When the motorcycle encounters road impacts, such as bumps or potholes, the wheels move upwards, pushing the inner and outer cylinders to compress relative to each other, compressing the springs on the shock absorber. The piston moves downwards, compressing the hydraulic oil. The hydraulic oil flows through the damping orifice or damping valve on the piston, generating damping force and slowing down the compression speed. The magnitude of the damping force depends on the size of the damping orifice and the viscosity of the hydraulic oil; the greater the damping force, the stiffer the shock absorber.

[0005] Return stroke: After the impact, the spring on the shock absorber releases its stored energy, pushing the inner and outer cylinders to rebound. As the piston moves upward, hydraulic oil flows in the opposite direction through the damping orifice or damping valve, generating a damping force to slow the rebound speed. The damping valve is designed to ensure that the rebound speed is not too fast, preventing the wheel from losing contact with the road surface.

[0006] defect:

[0007] 1. The structure is relatively complex. The front shock absorber contains multiple precision components such as springs, pistons, hydraulic oil, and damping valves;

[0008] 2. Performance is affected by the environment. The viscosity of hydraulic oil changes with temperature; extreme high or low temperatures may affect the damping performance of the shock absorber.

[0009] 3. It is difficult to adjust, has a limited adjustment range, slow response, and cannot dynamically adapt to different loads or road conditions. Utility Model Content

[0010] The purpose of this invention is to provide a motorcycle front magnetorheological damper and a motorcycle that can be continuously adjusted steplessly and has good vibration reduction performance.

[0011] To achieve the above objectives, this utility model adopts the following technical solution: a front magnetorheological damper for motorcycles, characterized in that it comprises:

[0012] The working cylinder contains a guide assembly, a piston assembly, and a floating piston assembly.

[0013] The piston assembly has a built-in electromagnetic coil and a damping channel, which runs through the upper and lower ends of the piston assembly.

[0014] A magnetorheological fluid is filled in the working cavity between the guide assembly and the floating piston assembly;

[0015] The outer cylinder support assembly covers the working cylinder and is connected to the guide assembly;

[0016] The ECU control unit, electrically connected to the electromagnetic coil, is used to adjust the current input to the electromagnetic coil based on sensor signals.

[0017] In one embodiment, the floating piston assembly includes a gas chamber and a floating piston body, the gas chamber being filled with compressed gas, and the gas chamber being isolated from the working chamber by the floating piston body.

[0018] In one embodiment, the cross-sectional area of ​​the damping channel accounts for 5% to 15% of the cross-sectional area of ​​the piston assembly, and the path of the damping channel is spiral or zigzag.

[0019] In one embodiment, a nylon retaining ring is provided between the guide assembly and the working cylinder, and the thickness of the nylon retaining ring is 3mm to 5mm.

[0020] In one embodiment, the ECU control unit integrates an acceleration sensor and a vehicle attitude sensor. Based on the feedback signals from the acceleration sensor and the vehicle attitude sensor, the ECU control unit uses a PID algorithm to adjust the input current of the electromagnetic coil in real time.

[0021] In one embodiment, the outer cylinder support assembly includes an outer cylinder body and a connecting rod support. The connecting rod support is fixedly connected to the motorcycle front fork by bolts, and a rubber buffer pad is provided between the outer cylinder body and the working cylinder.

[0022] In one embodiment, the magnetorheological fluid contains 20% to 40% magnetic particles by mass, and the magnetic particles have a particle size of 1 μm to 10 μm.

[0023] In one embodiment, the conductor of the electromagnetic coil is copper-clad aluminum wire, and the number of turns of the electromagnetic coil is 200 to 500.

[0024] This utility model also discloses a motorcycle, characterized in that it includes a front fork and the aforementioned front magnetorheological damper, wherein the front magnetorheological damper is symmetrically installed on both sides of the front fork.

[0025] In one embodiment, the motorcycle is equipped with a driving mode switch, which is signal-connected to the ECU control unit and used to switch between sport mode, comfort mode, or adaptive mode.

[0026] By adopting the above technical solution, this utility model has the following advantages:

[0027] 1. By combining an electromagnetic coil with a magnetorheological fluid, the ECU control unit can adjust the magnetic field strength in real time, changing the viscosity of the magnetorheological fluid and thus dynamically controlling the damping force. Compared to traditional hydraulic shock absorbers that rely on fixed damping orifices or valve structures, this solution achieves stepless continuous adjustment of the damping force with a response speed in the millisecond range, significantly improving the shock absorber's adaptability to complex road conditions. Furthermore, the physical properties of the magnetorheological fluid are not significantly affected by temperature, avoiding the performance degradation caused by temperature changes in traditional hydraulic oil and enhancing durability.

[0028] 2. The floating piston assembly balances the working chamber pressure through compressed gas within the air chamber, preventing vacuum or overpressure in the working chamber caused by piston movement. The compressed gas in the air chamber absorbs energy during the compression stroke and releases energy during the return stroke, aiding in shock absorption. This design reduces the risk of stress concentration inside the damper, improves structural stability, and further optimizes the linear response characteristics of the damping force through the synergistic effect of the air chamber and magnetorheological fluid.

[0029] 3. Spiral or zigzag damping channels extend the flow path of the magnetorheological fluid, increasing the fluid shear area under the same magnetic field strength, thereby improving the sensitivity of damping force adjustment. The cross-sectional area is limited to 5%–15%, ensuring both the fluidity of the magnetorheological fluid at low viscosity and sufficient resistance generation efficiency at high viscosity, avoiding the risk of blockage due to excessively small channels or insufficient damping force due to excessively large channels.

[0030] 4. The nylon retaining ring mechanically limits the piston assembly from hard collision with the guide assembly under extreme compression or tension, reducing the risk of component wear. Furthermore, setting the thickness within the range of 3mm to 5mm provides a safe stroke margin, ensuring that the pressure inside the air chamber does not exceed the critical value of 3MPa, preventing the air chamber from rupturing due to overpressure, and maintaining the structural integrity of the shock absorber under extreme operating conditions.

[0031] 5. Through multi-dimensional data acquisition from acceleration sensors and vehicle attitude sensors, the ECU control unit can accurately identify road impact intensity, vehicle roll angle, and vibration frequency. Combined with a closed-loop control strategy using a PID algorithm, precise adjustment of the electromagnetic coil current is achieved, ensuring a high degree of matching between the damping force and real-time road conditions. This design significantly improves the shock absorber's adaptive capability; for example, it enhances damping to suppress roll during sharp turns and reduces damping to improve comfort on straight roads.

[0032] 6. The bolt-fixing method of the connecting rod bracket simplifies the installation process of the shock absorber and the motorcycle front fork, improving assembly efficiency. The rubber buffer pad further absorbs high-frequency vibration energy, reducing resonance between the outer cylinder bracket assembly and the working cylinder, and extending the service life of the shock absorber. In addition, the rigid design of the outer cylinder body enhances the torsional resistance of the overall structure, ensuring the stability of the shock absorber under complex stress conditions.

[0033] 7. Limiting the mass fraction of magnetic particles to 20%–40% ensures both the low viscosity of the magnetorheological fluid in the absence of a magnetic field and the rapid formation of chain-like structures to generate high damping force under a magnetic field. Furthermore, the particle size range of 1μm–10μm avoids Brownian motion interference caused by excessively small particles or sedimentation and stratification problems caused by excessively large particles, thus maintaining the long-term stability and consistent response of the magnetorheological fluid.

[0034] 8. The use of copper-clad aluminum wire reduces coil weight while maintaining conductivity, meeting the lightweight requirements of motorcycles. Furthermore, the 200-500 turn range ensures a sufficiently strong magnetic field can be generated at low current, reducing system power consumption. In addition, this design optimizes heat distribution in the electromagnetic coil, preventing overheating failure due to prolonged energization and improving the reliability of the shock absorber.

[0035] 9. By symmetrically installing a dual shock absorber structure, the load on the motorcycle's front wheel is evenly distributed, enhancing vehicle stability. The coordinated operation of the dual shock absorbers counteracts the torque effect of unilateral impacts on the vehicle body, further suppressing body roll and pitch. This design is particularly suitable for high-speed cornering or rough road conditions, significantly improving driving safety and handling.

[0036] 10. The driving mode switch allows users to select different damping characteristics according to their needs. In Sport mode, the ECU control unit prioritizes increasing damping to improve handling; in Comfort mode, the damping force is reduced to optimize vibration filtering; in Adaptive mode, the system dynamically adjusts the damping based on real-time sensor data. This function expands the application scenarios of the shock absorber, balancing performance and user experience, and meeting diverse driving needs. Attached Figure Description

[0037] The present invention will be further described below with reference to the accompanying drawings:

[0038] Figure 1 The three-dimensional structure of the motorcycle front magnetorheological shock absorber described in this utility model Figure 1 .

[0039] Figure 2 The three-dimensional structure of the motorcycle front magnetorheological shock absorber described in this utility model Figure 2 .

[0040] Figure 3 This is a cross-sectional view of the front magnetorheological damper for motorcycles described in this utility model.

[0041] Figure 4 for Figure 3 A magnified view of A in the middle.

[0042] Figure 5 This is a wireframe diagram illustrating the control principle of the front magnetorheological damper for motorcycles described in this utility model.

[0043] The names of the components shown in the diagram are as follows:

[0044] 1. Working cylinder; 11. Working chamber; 2. Guide assembly; 3. Piston assembly; 31. Electromagnetic coil; 32. Damping channel; 4. Floating piston assembly; 41. Gas chamber; 42. Floating piston body; 43. Gas; 5. Magnetorheological fluid; 6. Outer cylinder support assembly; 61. Outer cylinder body; 62. Connecting rod support; 7. Nylon retaining ring; 8. ECU control unit; 91. Accelerometer sensor; 92. Vehicle body attitude sensor. Detailed Implementation

[0045] To more clearly illustrate the overall concept of this utility model, a detailed description will be provided below with reference to the accompanying drawings.

[0046] It should be noted that many specific details are set forth in the following description in order to provide a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those described herein. Therefore, the scope of protection of the present invention is not limited to the specific embodiments disclosed below.

[0047] Furthermore, it should be understood in the description of this utility model that the terms "center," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0048] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral unit; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. However, specifying a direct connection indicates that the two main bodies at the connection point are not connected by an intermediate structure, but are simply connected to form a whole through a connecting structure. For those skilled in the art, the specific meaning of the above terms in this utility model can be understood according to the specific circumstances.

[0049] In this utility model, unless otherwise expressly specified and limited, the first feature "on" or "below" the second feature may be in direct contact with the first and second features, or indirect contact through an intermediate medium. In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this utility model. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0050] like Figures 1 to 5 As shown, this utility model provides a front magnetorheological damper for motorcycles, including a working cylinder 1, a guide assembly 2, a piston assembly 3, a floating piston assembly 4, a magnetorheological fluid 5, an outer cylinder support assembly 6, an ECU control unit 8, and sensors. The guide assembly 2, piston assembly 3, and floating piston assembly 4 are located inside the working cylinder 1. The piston assembly 3 includes a built-in electromagnetic coil 31 and a damping channel 32, with the damping channel 32 passing through the upper and lower ends of the piston assembly 3. The magnetorheological fluid 5 fills the working cavity 11 between the guide assembly 2 and the floating piston assembly 4. The outer cylinder support assembly 6 at least partially covers the outside of the working cylinder 1 and is connected to the guide assembly 2. The ECU control unit 8 is electrically connected to the electromagnetic coil 31 and is used to adjust the current input to the electromagnetic coil 31 according to the sensor signal. In this way, through the combination of the electromagnetic coil and the magnetorheological fluid, the ECU control unit can adjust the magnetic field strength in real time and change the viscosity of the magnetorheological fluid, thereby dynamically controlling the damping force. Compared to traditional hydraulic shock absorbers that rely on fixed damping orifices or valve structures, this solution achieves stepless continuous adjustment of damping force with a response speed in the millisecond range, significantly improving the shock absorber's adaptability to complex road conditions. Furthermore, the physical properties of the magnetorheological fluid are not significantly affected by temperature, avoiding the performance degradation caused by temperature changes in traditional hydraulic oils and enhancing durability.

[0051] In some embodiments, the floating piston assembly 4 includes an air chamber 41 and a floating piston body 42. The air chamber 41 is filled with compressed gas 43, and the air chamber 41 is isolated from the working chamber 11 by the floating piston body 42. This allows the floating piston assembly to balance the pressure in the working chamber through the compressed gas in the air chamber, preventing vacuum or overpressure in the working chamber caused by piston movement. The compressed gas in the air chamber absorbs energy during the compression stroke and releases energy during the recovery stroke, aiding in shock absorption. This design reduces the risk of stress concentration inside the damper, improves structural stability, and further optimizes the linear response characteristics of the damping force through the synergistic effect of the air chamber and the magnetorheological fluid.

[0052] In some embodiments, the cross-sectional area of ​​the damping channel 32 can account for 5% to 15% of the cross-sectional area of ​​the piston assembly 3, preferably 10%. Of course, it can also be 5%, 6%, 7%, 8%, 9%, 11%, 12%, 13%, 14%, or 15%. The path of the damping channel 32 is spiral or zigzag. This spiral or zigzag damping channel extends the flow path of the magnetorheological fluid, increasing the fluid shear area under the same magnetic field strength, thereby improving the sensitivity of damping force adjustment. Limiting the cross-sectional area to 5% to 15% ensures both the fluidity of the magnetorheological fluid at low viscosity and sufficient resistance generation efficiency at high viscosity, avoiding the risk of blockage due to an excessively small channel or insufficient damping force due to an excessively large channel.

[0053] In some embodiments, to improve the front magnetorheological damper of a motorcycle, a nylon retaining ring 7 can be provided between the guide assembly 2 and the working cylinder 1. The thickness of the nylon retaining ring 7 is set to be in the range of 3mm to 5mm, preferably 4mm. Of course, the thickness can also be 3mm, 3.5mm, 4.5mm, 5mm, etc. In this way, the nylon retaining ring prevents the piston assembly from hardly colliding with the guide assembly under extreme compression or tension conditions through mechanical limiting, reducing the risk of component wear. In addition, setting the thickness in the range of 3mm to 5mm provides a safe stroke space to ensure that the pressure in the air chamber does not exceed the critical value of 3MPa, avoiding air chamber rupture due to overpressure, while maintaining the structural integrity of the damper under extreme operating conditions.

[0054] In some embodiments, the ECU control unit 8 integrates an acceleration sensor 91 and a vehicle attitude sensor 92. Based on the feedback signals from the acceleration sensor 91 and the vehicle attitude sensor 92, the ECU control unit 8 uses a PID algorithm to adjust the input current of the electromagnetic coil in real time. Through multi-dimensional data acquisition from the acceleration sensor and the vehicle attitude sensor, the ECU control unit can accurately identify road impact intensity, vehicle roll angle, and vibration frequency. Combined with the closed-loop control strategy of the PID algorithm, precise adjustment of the electromagnetic coil current is achieved, ensuring a high degree of matching between the damping force and real-time road conditions. This design significantly improves the adaptive capability of the shock absorber, for example, increasing damping to suppress roll during sharp turns and reducing damping to improve comfort on straight roads.

[0055] In some embodiments, the outer cylinder support assembly 6 includes an outer cylinder body 61 and a connecting rod bracket 62. The connecting rod bracket 62 is fixedly connected to the motorcycle front fork by bolts, and a rubber buffer pad is provided between the outer cylinder body 61 and the working cylinder 1. The bolt fixing method of the connecting rod bracket simplifies the installation process of the shock absorber and the motorcycle front fork and improves assembly efficiency. The rubber buffer pad further absorbs high-frequency vibration energy, reduces resonance between the outer cylinder support assembly and the working cylinder, and extends the service life of the shock absorber. In addition, the rigid design of the outer cylinder body enhances the torsional resistance of the overall structure and ensures the stability of the shock absorber under complex stress conditions.

[0056] In some embodiments, the magnetic particle mass fraction of the magnetorheological fluid 5 is 20% to 40%, preferably 30%, but can also be 20%, 25%, 35%, 40%, etc.; and the particle size of the magnetic particles is 1 μm to 10 μm, preferably 5 μm, but can also be 1 μm, 2 μm, 3 μm, 4 μm, 6 μm, 7 μm, 8 μm, 9 μm, 10 μm, etc. By limiting the magnetic particle mass fraction to 20% to 40%, the low viscosity characteristics of the magnetorheological fluid in the absence of a magnetic field are ensured, while ensuring that a chain structure can be quickly formed under the action of a magnetic field to generate high damping force. Furthermore, the particle size range of 1 μm to 10 μm avoids Brownian motion interference caused by excessively small particles, or sedimentation and stratification problems caused by excessively large particles, thereby maintaining the long-term stability and response consistency of the magnetorheological fluid.

[0057] In some embodiments, the conductor of the electromagnetic coil 31 is copper-clad aluminum wire, and the number of turns of the electromagnetic coil 31 is 200 to 500 turns, preferably 350 turns. Of course, it can also be 200, 250, 300, 400, 450, 500 turns, etc. In this way, the copper-clad aluminum wire reduces the weight of the coil while ensuring conductivity, which meets the requirements of lightweight motorcycles. In addition, the number of turns range of 200 to 500 turns ensures that a sufficiently strong magnetic field can be generated at low current, reducing system power consumption. Furthermore, this design optimizes the heat distribution of the electromagnetic coil, avoids overheating failure caused by prolonged energization, and improves the reliability of the shock absorber.

[0058] This utility model also discloses a motorcycle, which includes a front fork and a front magnetorheological damper as described in any of the above embodiments. The front magnetorheological dampers are symmetrically mounted on both sides of the front fork. This symmetrical dual-damper structure achieves a uniform distribution of load on the front wheel of the motorcycle, enhancing vehicle stability. The synergistic operation of the dual dampers can counteract the torque effect of unilateral impacts on the vehicle body, further suppressing body roll and pitch. This design is particularly suitable for high-speed cornering or rough road conditions, significantly improving driving safety and handling.

[0059] Furthermore, the motorcycle is equipped with a driving mode switch, which is connected to the ECU control unit to switch between Sport, Comfort, and Adaptive modes. This switch allows users to select different damping characteristics according to their needs. In Sport mode, the ECU control unit prioritizes increasing damping to improve handling; in Comfort mode, damping force is reduced to optimize vibration filtering; and in Adaptive mode, the system dynamically adjusts damping based on real-time sensor data. This feature expands the application scenarios of the shock absorber, balancing performance and user experience to meet diverse driving needs.

[0060] In addition to the preferred embodiments described above, the technical solutions protected by this utility model are not limited to the above embodiments. It should be noted that any combination of the technical solutions of any embodiment with one or more other embodiments is within the protection scope of this utility model. Although this utility model has been described in detail above with general descriptions and specific embodiments, some modifications or improvements can be made to it, which will be obvious to those skilled in the art. Therefore, all such modifications or improvements made without departing from the spirit of this utility model are within the scope of protection claimed by this utility model.

Claims

1. A front magnetorheological damper for motorcycles, characterized in that, include: The working cylinder contains a guide assembly, a piston assembly, and a floating piston assembly. The piston assembly has a built-in electromagnetic coil and a damping channel, which runs through the upper and lower ends of the piston assembly. A magnetorheological fluid is filled in the working cavity between the guide assembly and the floating piston assembly; The outer cylinder support assembly covers the working cylinder and is connected to the guide assembly; The ECU control unit, electrically connected to the electromagnetic coil, is used to adjust the current input to the electromagnetic coil based on sensor signals.

2. The motorcycle front magnetorheological damper according to claim 1, characterized in that, The floating piston assembly includes a gas chamber and a floating piston body. The gas chamber is filled with compressed gas, and the gas chamber is isolated from the working chamber by the floating piston body.

3. The motorcycle front magnetorheological damper according to claim 1, characterized in that, The cross-sectional area of ​​the damping channel accounts for 5% to 15% of the cross-sectional area of ​​the piston assembly, and the path of the damping channel is spiral or zigzag.

4. The motorcycle front magnetorheological damper according to claim 1, characterized in that, A nylon retaining ring is provided between the guide assembly and the working cylinder, and the thickness of the nylon retaining ring is 3mm to 5mm.

5. The motorcycle front magnetorheological damper according to claim 1, characterized in that, The ECU control unit integrates an acceleration sensor and a vehicle attitude sensor. Based on the feedback signals from the acceleration sensor and the vehicle attitude sensor, the ECU control unit uses a PID algorithm to adjust the input current of the electromagnetic coil in real time.

6. The motorcycle front magnetorheological damper according to claim 1, characterized in that, The outer cylinder support assembly includes an outer cylinder body and a connecting rod support. The connecting rod support is fixedly connected to the motorcycle front fork by bolts, and a rubber buffer pad is provided between the outer cylinder body and the working cylinder.

7. The motorcycle front magnetorheological damper according to claim 1, characterized in that, The magnetorheological fluid contains 20% to 40% magnetic particles by mass, and the magnetic particles have a particle size of 1 μm to 10 μm.

8. The motorcycle front magnetorheological damper according to claim 1, characterized in that, The conductor of the electromagnetic coil is copper-clad aluminum wire, and the number of turns of the electromagnetic coil is 200 to 500.

9. A motorcycle, characterized in that, The invention includes a front fork and a front magnetorheological damper for motorcycles according to any one of claims 1 to 8, wherein the front magnetorheological damper for motorcycles is symmetrically mounted on both sides of the front fork.

10. The motorcycle according to claim 9, characterized in that, The motorcycle is equipped with a driving mode switch, which is connected to the ECU control unit and is used to switch between sport mode, comfort mode, or adaptive mode.

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