Shock absorber and vehicle

Abstract

This application provides a shock absorber and a vehicle, relating to the field of vehicle component technology. The shock absorber includes a hydraulic damping device and a control device. The hydraulic damping device includes: a cylinder with a working chamber formed inside; a piston rod movably inserted into the working chamber; and a piston located within the working chamber and connected to one end of the piston rod for synchronous movement with the piston rod. The piston divides the working chamber into a first chamber and a second chamber. The piston includes a piston body and an adjustment assembly. The piston body has a damping hole that passes through the piston body between the first and second chambers. The control device is electrically connected to the adjustment assembly. The control device acquires the piston's motion information and controls the adjustment assembly to adjust the opening and closing state of the damping hole based on the motion information, thereby controlling the on / off state between the first and second chambers. Through this configuration, the damping of the shock absorber can be flexibly adjusted, improving both vehicle shock absorption performance and ride comfort.

Description

Technical Field

[0001] This application relates to the field of vehicle component technology, and in particular to a shock absorber and a vehicle. Background Technology

[0002] Hydraulic shock absorbers are widely used in automotive suspensions for vibration damping. Their principle is as follows: the vibration between the chassis and axle is converted into the reciprocating motion of a piston within a cylinder. The hydraulic fluid within the shock absorber repeatedly flows through narrow gaps between the upper and lower cylinders, causing the vibration energy of the chassis and body to be converted into heat energy, which is absorbed by the shock absorber housing and the hydraulic fluid. To accelerate vibration damping between the chassis and body and improve ride comfort, the hydraulic damping elements and elastic elements of most automotive suspension shock absorbers are installed in parallel.

[0003] The drawback of traditional hydraulic shock absorbers is that the damping is constant. If the damping value is set too high, the suspension will be too stiff when the vehicle is taking off, and the undulations of the road surface will be directly transmitted to the vehicle body, affecting comfort. If the damping value is set too low, the suspension will be too soft, and the vehicle will roll too much, affecting both comfort and safety. Summary of the Invention

[0004] In view of this, this application provides a shock absorber and a vehicle that can flexibly adjust the damping of the shock absorber, thereby improving the vehicle's shock absorption performance and ride comfort.

[0005] Specifically, the following technical solutions are included:

[0006] In a first aspect, this application provides a shock absorber, including a hydraulic damping device and a control device, wherein the hydraulic damping device includes:

[0007] A cylindrical body, the interior of which forms a working cavity;

[0008] The piston rod is movably inserted into the working chamber;

[0009] A piston is located in the working chamber and connected to one end of the piston rod so as to move synchronously with the piston rod. The piston divides the working chamber into a first chamber and a second chamber. The piston includes a piston body and an adjustment assembly. The piston body has a damping hole that passes through the piston body between the first chamber and the second chamber.

[0010] The control device is electrically connected to the adjustment assembly. The control device is used to acquire the motion information of the piston and control the adjustment assembly to adjust the opening and closing state of the damping orifice according to the motion information.

[0011] In one possible implementation, the adjusting assembly includes an adjusting member movably inserted into the piston body. The length of the adjusting member is greater than the thickness of the piston body. Bosses are provided at both ends of the adjusting member along its length, protruding outwards relative to the outer peripheral wall of the adjusting member. The distance between the damping hole and the central axis of the adjusting member is less than the distance between the edge of the boss and the central axis of the adjusting member. The bosses are used to block or open the damping hole as the adjusting member moves along the thickness direction of the piston body.

[0012] In one possible implementation, the adjusting assembly further includes an elastic element, the piston body has a receiving groove, the elastic element is at least partially located in the receiving groove, one end of the elastic element is connected to the boss, and the other end abuts against the bottom of the receiving groove, and the elastic element has elastic deformation capability along the thickness direction of the piston body.

[0013] In one possible implementation, the adjustment assembly further includes an electromagnetic component located within the working chamber and electrically connected to the control device. The adjustment component is a magnetically conductive element, and the control device is used to control the current of the electromagnetic component, thereby driving the adjustment component to move along the thickness direction of the piston body under the action of magnetic force.

[0014] In one possible implementation, the shock absorber further includes a shock-absorbing spring adapted to connect the vehicle's axle to its frame.

[0015] The control device includes a permanent magnet, an induction coil, and a control unit. The permanent magnet is adapted to be installed on the axle. The induction coil surrounds the permanent magnet. Both ends of the induction coil and both ends of the hydraulic damping device are connected to both ends of the shock absorber spring, so that the induction coil and the hydraulic damping device move synchronously with the shock absorber spring, thereby causing the induction coil and the permanent magnet to move relative to each other and generate an induced current. The control unit is used to acquire the value of the induced current to obtain the movement information of the piston, and then control the current of the electromagnetic component.

[0016] In one possible implementation, the number of damping holes is multiple, and the multiple damping holes are arranged at circumferential intervals along the adjusting member.

[0017] In one possible implementation, there are multiple adjusting components, which are evenly distributed along the circumference of the piston body, and the position of the electromagnetic component is adapted to the position of the adjusting component.

[0018] In one possible implementation, when the piston and the cylinder are stationary relative to each other, the current of the electromagnetic component is 0, and the boss located on the side close to the electromagnetic component blocks the damping orifice.

[0019] In one possible implementation, the piston further includes a sealing ring, which is fitted around the outer periphery of the piston body to create a sealed connection between the piston body and the inner wall of the cylinder.

[0020] Secondly, embodiments of this application provide a vehicle including the shock absorber provided in any of the embodiments of the first aspect.

[0021] The beneficial effects of the technical solution provided in this application include at least the following: by opening a damping hole in the piston body and adjusting the opening and closing state of the damping hole by an adjusting component, the first cavity and the second cavity are connected or isolated, thereby making the damping of the shock absorber adjustable; by setting a control device to control the adjusting component to adjust the opening and closing state of the damping hole according to the piston's motion information, the damping of the shock absorber can be adaptively adjusted according to the real-time operating state of the piston, so as to simultaneously meet the vehicle's comfort and shock absorption, and improve the flexibility and automation of the shock absorber and the vehicle. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 A cross-sectional view of the hydraulic damping device provided in the embodiments of this application;

[0024] Figure 2 This is a schematic diagram of the structure of the adjustment component provided in one of the embodiments of this application in one state;

[0025] Figure 3 This is a schematic diagram of the structure of the adjustment component provided in an embodiment of this application in another state;

[0026] Figure 4 This is a schematic diagram of the structure of the adjustment component provided in another embodiment of this application;

[0027] Figure 5 A top view of the piston body provided in an embodiment of this application;

[0028] Figure 6 This is a schematic diagram of the shock absorber provided in the embodiments of this application;

[0029] Figure 7 This is a schematic diagram of the principle of the adjustment component provided in the embodiments of this application.

[0030] The reference numerals in the figure are respectively:

[0031] 1-Hydraulic damping device; 11-Cylinder; 111-First cavity; 112-Second cavity; 12-Piston rod; 13-Piston; 131-Piston body; 1311-Damping hole; 132-Adjusting assembly; 1321-Adjusting component; 1321a-Boss; 1322-Elastic component; 1323-Electromagnetic component; 133-Accommodation groove; 14-Control device; 141-Permanent magnet; 142-Induction coil; 143-Control unit; 15-Dust cover; 16-Oil seal; 17-Sealing ring; 18-Adjusting valve; 19-Baffle; 191-Limit block; 192-Oil chamber; 110-Check valve; 120-Distribution piece.

[0032] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0033] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0034] In the embodiments of this application, directional terms such as "upper," "lower," and "side" are generally used in the following ways: Figure 1 The relative positions shown are based on the given information, and these directional terms are used only to more clearly describe the relationships between structures, not to describe absolute positions. Positions may change when the product is placed in different orientations; for example, "up" and "down" may be interchanged.

[0035] Unless otherwise defined, all technical terms used in the embodiments of this application have the same meaning as commonly understood by those skilled in the art. Some technical terms appearing in the embodiments of this application are described below.

[0036] This application provides a shock absorber suitable for vehicles. The shock absorber includes a hydraulic damping device 1 and a control device 14. The hydraulic damping device 1 includes a cylinder 11, a piston rod 12, and a piston 13. The shock absorber is suitable for connecting the axle and frame of a vehicle, mitigating and absorbing the impact of the road surface on the vehicle, and ensuring smooth vehicle operation.

[0037] The cylinder 11 has a working chamber inside, which is filled with a working medium such as hydraulic oil. At least one end of the cylinder 11 is provided with an oil seal 16 to seal the working chamber. Figure 1 As shown, an oil seal 16 is installed at one end of the cylinder 11 to ensure the sealing of the cylinder 11.

[0038] The piston rod 12 is movably inserted into the working chamber, and its length direction is parallel to that of the cylinder 11, allowing it to move along the length of the cylinder 11. The oil seal 16 has a through hole, and the piston rod 12 is movably inserted into this through hole. The outer diameter of the piston rod 12 is equal to or slightly larger than the inner diameter of the through hole, ensuring a tight fit between the piston rod 12 and the inner wall of the through hole, preventing leakage of the working medium from the gap between the piston rod 12 and the through hole.

[0039] The piston 13 is located in the working chamber and connected to one end of the piston rod 12 so as to move synchronously with the piston rod 12. The piston 13 divides the working chamber into a first chamber 111 and a second chamber 112. The piston 13 includes a piston body 131 and an adjustment assembly 132. The piston body 131 has a damping hole 1311.

[0040] like Figure 1 As shown, the first cavity 111 is located above the piston, and the second cavity 112 is located below the piston 13. The piston 13 moves up and down with the piston rod 12 to change the volume of the first cavity 111 and the second cavity 112. The thickness direction of the piston body 131 is parallel to the length direction of the cylinder 11. The damping hole 1311 penetrates the piston body 131 along the thickness direction of the piston body 131. The outer peripheral wall of the piston body 131 is tightly fitted with the inner wall of the cylinder 11 without gaps to prevent the working medium from leaking from gaps and affecting the opening and closing of the first cavity 111 and the second cavity 112.

[0041] The adjusting component 132 can block and open the damping hole 1311. When the adjusting component 132 blocks the damping hole 1311, the first cavity 111 and the second cavity 112 are isolated from each other, and the shock absorber is in a hard damping state. When the adjusting component 132 opens the damping hole 1311, the first cavity 111 and the second cavity 112 are connected to each other, and the shock absorber is in a soft damping state.

[0042] The control device 14 is electrically connected to the adjustment component 132. The control device 14 is used to acquire the motion information of the piston 13 and control the adjustment component 132 to adjust the opening and closing state of the damping orifice 1311 according to the motion information, thereby controlling the on / off state between the first cavity 111 and the second cavity 112.

[0043] The motion information may include the values ​​or levels of parameters such as the relative speed, relative acceleration, and relative displacement between piston 13 and piston rod 12. The control device 14 adjusts the damping force of the shock absorber based on the motion information of piston 13, enabling the shock absorber to adaptively adjust its damping according to the vehicle's motion state. For example, the control device 14 may include detection elements such as a speed sensor, an acceleration sensor, and a distance sensor.

[0044] For example, when the motion information indicates that the compression amplitude of the piston 13 is large, the control device 14 controls the adjustment component 132 to block the damping hole 1311, switching the shock absorber to a hard damping state to quickly attenuate vibration; when the motion information indicates that the extension amplitude of the piston 13 is large, the control device 14 controls the adjustment component 132 to open the damping hole 1311, switching the shock absorber to a soft damping state to improve vehicle comfort.

[0045] The shock absorber provided in this application embodiment, by opening a damping hole 1311 in the piston body 131 and adjusting the opening and closing state of the damping hole 1311 by adjusting the adjusting component 132, enables the first cavity 111 and the second cavity 112 to be connected or isolated, thereby making the damping of the shock absorber adjustable; by setting a control device 14 to control the adjusting component 132 to adjust the opening and closing state of the damping hole 1311 according to the movement information of the piston 13, the damping of the shock absorber can be adaptively adjusted according to the real-time operating state of the piston 13, so as to simultaneously meet the vehicle's comfort and shock absorption, and improve the flexibility and automation of the shock absorber and the vehicle.

[0046] In a further embodiment, the adjusting assembly 132 includes an adjusting member 1321, which is movably inserted into the piston body 131. The length of the adjusting member 1321 is greater than the thickness of the piston body 131. Bosses 1321a are provided at both ends of the adjusting member 1321 along its length. The bosses 1321a protrude outward relative to the outer peripheral wall of the adjusting member 1321. The distance between the damping hole 1311 and the central axis of the adjusting member 1321 is less than the distance between the edge of the bosses 1321a and the central axis of the adjusting member 1321. The bosses 1321a are used to block or open the damping hole 1311 as the adjusting member 1321 moves along the thickness direction of the piston body 131.

[0047] The adjusting member 1321 has uniform dimensions along its length and can be cylindrical, prismatic, or other shapes. The length of the adjusting member 1321 is parallel to the thickness direction of the piston body 131. The piston body 131 has a through hole, into which the adjusting member 1321 is movably inserted and can move along its length. The outer wall of the adjusting member 1321 fits tightly against the inner wall of the through hole without gaps, preventing the working medium from leaking and affecting the opening and closing of the first cavity 111 and the second cavity 112.

[0048] The adjusting member 1321 has bosses 1321a at both ends along its length, making the cross-sectional shape of the adjusting member 1321 along its length "I". The distance between the damping hole 1311 and the central axis of the adjusting member 1321 is less than the distance between the edge of the boss 1321a and the central axis of the adjusting member 1321, so that the orthographic projection of the damping hole 1311 along the thickness direction of the piston 13 is located within the outer contour of the boss 1321a. Therefore, the boss 1321a can block the damping hole 1311.

[0049] Since there are two bosses 1321a on the adjusting member 1321, each boss 1321a can block the damping hole 1311 from its own side when it abuts against the surface of the piston body 131. For example Figure 3 As shown, when the lower boss 1321a abuts against the lower surface of the piston body 131, the lower boss 1321a blocks the lower opening of the damping hole 1311, thus separating the first cavity 111 and the second cavity 112 from each other; for example... Figure 2 As shown, when the upper boss 1321a abuts against the upper surface of the piston body 131, the upper boss 1321a blocks the upper opening of the damping hole 1311, thus separating the first cavity 111 and the second cavity 112 from each other; for example... Figure 4 As shown, when neither of the upper nor lower bosses 1321a abuts against the surface of the piston body 131, the damping hole 1311 is open, and the first cavity 111 and the second cavity 112 are connected to each other.

[0050] Optionally, both ends of the piston body 131 are provided with recessed grooves, the shape and size of which are adapted to the shape and size of the boss 1321a. When the boss 1321a blocks the damping hole 1311, the surface of the boss 1321a facing away from the other boss 1321a is flush with the end face of the piston body 131.

[0051] Furthermore, the adjusting assembly 132 also includes an elastic element 1322. The piston body 131 has a receiving groove 133. The elastic element 1322 is at least partially located in the receiving groove 133. One end of the elastic element 1322 is connected to the boss 1321a, and the other end abuts against the bottom of the receiving groove 133. The elastic element 1322 has elastic deformation capability along the thickness direction of the piston body 131.

[0052] The elastic element 1322 can be a spring or other element with elastic deformation capability, for example... Figures 2 to 4As shown, the elastic element 1322 is a compression spring and is sleeved on the adjusting element 1321. The elastic element 1322 is used to drive the adjusting element 1321 to reset. Specifically, the elastic element 1322 is located on one side of the piston body 131. In the static state, under the tension of the elastic element 1322, the boss 1321a on the side away from the elastic element 1322 of the adjusting element 1321 blocks the damping hole 1311. The control device 14 needs to control the adjusting element 1321 to overcome the elastic resistance of the elastic element 1322 in order to move the boss 1321a near the elastic element 1322 to the side where the other boss 1321a is located. When the control device 14 stops controlling, the adjusting element 1321 returns to its static position under the elastic force of the elastic element 1322. Here, the above-mentioned "static state" is the state when the piston body 131 and the cylinder 11 are relatively stationary.

[0053] In one specific embodiment, the adjustment component 132 further includes an electromagnetic element 1323, which is located in the working chamber and is electrically connected to the control device 14. The adjustment component 1321 is a magnetically conductive element, and the control device 14 is used to control the current of the electromagnetic element 1323, thereby driving the adjustment component 1321 to move along the thickness direction of the piston body 131 under the action of magnetic force.

[0054] In this embodiment, the adjusting member 1321 is made of a magnetically conductive material such as metal or alloy. For example, the adjusting member 1321 is an armature, and the electromagnetic member 1323 can be an electromagnetic coil or other element that can generate an electromagnetic field. A magnetic force can be generated between the adjusting member 1321 and the electromagnetic member 1323. When the electromagnetic coil is energized, the adjusting member 1321 tends to move towards the electromagnetic coil.

[0055] Optionally, the electromagnetic component 1323 is disposed within the second cavity 112. For example, the electromagnetic component 1323 is installed at the bottom of the cylinder 11. When the electromagnetic component 1323 is energized, it attracts the adjusting component 1321, causing the adjusting component 1321 to tend to move towards the bottom of the cylinder 11. In this embodiment, the elastic component 1322 can be located on the side closer to the electromagnetic component 1323 or on the side farther away from the electromagnetic component 1323. When the elastic component 1322 is located on the side closer to the electromagnetic component 1323, it is a tension spring, so that the boss 1321a near the electromagnetic component 1323 abuts against the piston body 131 in a static state. When the elastic component 1322 is located on the side farther away from the electromagnetic component 1323, it is a compression spring, so that the boss 1321a near the electromagnetic component 1323 abuts against the piston body 131 in a static state.

[0056] Optionally, the electromagnetic component 1323 is mounted on the piston rod 12, and the elastic component 1322 is a compression spring located on the side of the piston body 131 opposite to the piston rod 12.Figure 1 As shown, the electromagnetic component 1323 is mounted on the piston rod 12 and located in the first cavity 111. The elastic component 1322 is located in the second cavity 112 and is connected to the boss 1321a that is away from the electromagnetic component 1323. In the static state, the boss 1321a located above abuts against the piston body 131.

[0057] Furthermore, the shock absorber also includes a shock-absorbing spring, which is suitable for connecting the vehicle's axle and frame.

[0058] like Figure 6 As shown, the control device 14 includes a permanent magnet 141, an induction coil 142, and a control unit 143. The permanent magnet 141 is suitable for installation on the axle. The induction coil 142 surrounds the permanent magnet 141. Both ends of the induction coil 142 and both ends of the hydraulic damping device 1 are connected to both ends of the shock absorber spring, so that the induction coil 142 and the hydraulic damping device 1 move synchronously with the shock absorber spring, thereby causing the induction coil 142 and the permanent magnet 141 to generate relative motion and generate an induced current. The control unit 143 is used to obtain the value of the induced current to obtain the motion information of the piston 13, and then control the current of the electromagnetic component 1323.

[0059] Specifically, shock absorber springs are installed on the vehicle's suspension. They can transmit the force and torque acting between the frame and the axle, buffer the impact force transmitted from uneven road surfaces to the frame, reduce vibration, and ensure that the vehicle can drive smoothly.

[0060] Both the induction coil 142 and the hydraulic damping device 1 are connected in parallel with the shock-absorbing spring. The shock-absorbing spring can drive the induction coil 142 and the hydraulic damping device 1 to deform along the length of the shock-absorbing spring. It can be understood that the above-mentioned "parallel connection" refers to the connection method of connecting the beginning and end of the coil. For example, the induction coil 142 is sleeved on the shock-absorbing spring.

[0061] When the vehicle's axle and frame move relative to each other, the shock absorber spring deforms and drives the induction coil 142 to move up and down along its own length, cutting magnetic field lines and generating an induced current. The magnitude of the induced current can reflect the amplitude and frequency of the suspension vibration, as well as the motion state of the piston 13. Therefore, the control unit 143 can obtain the motion information of the piston 13 by acquiring the induced current.

[0062] After receiving the movement information of the piston 13, the control unit 143 sends a control signal to the electromagnetic component 1323, controlling the electromagnetic component 1323 to adjust its own current, thereby adjusting the magnetic force between the electromagnetic component 1323 and the adjusting component 1321, causing the adjusting component 1321 to move. For example, the control unit 143 is an ECU (Electronic Control Unit), and a power distribution plate 120 is provided inside the cylinder 11. The electromagnetic component 1323 is electrically connected to the control unit 143 through the power distribution plate 120 and the wiring of the hydraulic damping device 1.

[0063] When the piston 13 and the cylinder 11 are relatively stationary, the current of the electromagnetic component 1323 is 0. The boss 1321a located on the side close to the electromagnetic component 1323 blocks the damping hole 1311. Thus, when the electromagnetic component 1323 is energized, the adjusting component 1321 moves to the side where the electromagnetic component 1323 is located to open the damping hole 1311, thereby switching the damping state of the hydraulic damping device 1.

[0064] In one embodiment, such as Figure 7 As shown, the control unit 143 energizes the electromagnetic component 1323, attracting the adjusting key to move upward against the elastic resistance of the elastic component 1322. This causes the boss 1321a below the adjusting component 1321 to block the damping hole 1311, putting the shock absorber in a hard-damped state. When the vibration amplitude or frequency of the vehicle suspension exceeds a set threshold, the induction coil 142 generates a large induced current. The control unit 143 receives this electrical signal and controls the energizing state of the electromagnetic component 1323, causing the hydraulic damping device 1 to switch to a hard-damped state to rapidly attenuate the vibration.

[0065] In another embodiment, such as Figure 2 As shown, under normal operating conditions, when the wheel rolls into a ditch or away from a protrusion, the wheel moves away from the frame, and the hydraulic damping device 1 is in its extended stroke. The oil pressure in the first chamber 111 increases, generating downward hydraulic pressure on the upper surface of the adjusting member 1321. At the same time, the second chamber 112 generates a certain degree of vacuum due to its increased volume, generating downward pressure on the adjusting member 1321. Combined with the elastic force of the elastic member 1322, the boss 1321a above the adjusting member 1321 blocks the damping hole 1311, thereby putting the hydraulic damping device 1 in a hard damping state. At this time, if the extension amplitude or frequency of the hydraulic damping device 1 is too large, resulting in an excessive induced current, the control unit 143 will control the energization state of the electromagnetic member 1323 to move the adjusting member 1321 upward to reduce damping and improve vehicle comfort.

[0066] In another embodiment, under normal operating conditions, when the wheel rolls over a bump or away from a dent, the wheel moves closer to the frame, and the hydraulic damping device 1 is in its compression stroke. The increased oil pressure in the second chamber 112 generates upward hydraulic pressure on the lower surface of the adjusting member 1321. Simultaneously, the increased volume in the first chamber 111 creates a certain degree of vacuum, generating upward pressure on the adjusting member 1321. Under the action of these two forces, the adjusting member 1321 overcomes the elastic resistance of the elastic member 1322 and moves upward, thereby opening the damping hole 1311 and connecting the first chamber 111 and the second chamber 112. This puts the hydraulic damping device 1 in a soft damping state, fully utilizing the buffering capacity of the shock absorber spring and improving vehicle comfort. If the compression amplitude or frequency of the hydraulic damping device 1 is too large, resulting in excessive induced current, the control unit 143 will control the energization state of the electromagnetic member 1323, causing the adjusting member 1321 to move upward to block the damping hole 1311 and increase the suspension stiffness.

[0067] The shock absorber provided in this embodiment has multiple damping holes 1311, which are spaced apart circumferentially along the adjusting member 1321. Figure 5 As shown, four damping holes 1311 are evenly spaced around the circumference of the adjusting member 1321 to facilitate the unblocking of the oil passage when in the conductive state. The shape and size of the damping holes 1311 can be set according to the actual situation. The shape of the damping holes 1311 can be round, square, triangular, etc., and this application does not make specific limitations.

[0068] Optionally, there are multiple adjusting components 132, which are evenly distributed along the circumference of the piston body 131. The position of the electromagnetic component 1323 is adapted to the position of the adjusting component 1321. Adapting the position of the electromagnetic component 1323 to the position of the adjusting component 1321 means that in the orthographic projection of the adjusting component 132 along the thickness direction of the piston body 131, the position of the electromagnetic component 1323 is close to the position of the adjusting component 1321. For example... Figure 1 As shown, there are two sets of adjustment components 132, which are arranged opposite each other along the radial direction of the piston body 131, and the electromagnetic component 1323 is located above the adjustment component 1321.

[0069] In this embodiment, by setting multiple adjustment components 132 evenly distributed along the circumference of the piston body 131, the force on the piston body 131 in the circumference is more uniform, thereby allowing the piston body 131 to move smoothly along its own thickness direction.

[0070] The piston 13 also includes a sealing ring 17, which is fitted around the outer periphery of the piston body 131 to seal the piston body 131 against the inner wall of the cylinder 11. Specifically, the outer periphery of the piston body 131 has an installation groove, which is annularly located on the piston body 131 and is adapted to the shape of the sealing ring 17. The sealing ring 17 is embedded in the installation groove and fits tightly against the inner wall of the cylinder 11, improving the sealing performance of the connection between the piston 13 and the cylinder 11 and preventing the working medium from flowing through the gap between the piston 13 and the cylinder 11, thus affecting the damping effect of the shock absorber.

[0071] Optionally, the piston 13 further includes a regulating valve 18, which is mounted on the piston body 131 and used to connect or disconnect the first chamber 111 and the second chamber 112. The number of regulating valves 18 can be one or more. For example, there are two regulating valves 18, arranged radially opposite to each other along the piston body 131. The regulating valve 18 can be a tension valve, a flow valve, etc., which opens when the pressure exceeds a predetermined value to allow the working medium to flow between the first chamber 111 and the second chamber 112.

[0072] Optionally, a partition 19 is also provided inside the cylinder 11. The partition 19 divides the space on the side of the working chamber opposite to the piston rod 12 into a second chamber 112 and an oil chamber 192. The oil chamber 192 is used to fill the working medium. Figure 1 As shown, the partition 19 is located below the piston 13 and is fixed and limited by the limiting block 191. The oil chamber 192 is located below the second chamber 112. The partition 19 is sealed to the inner wall of the cylinder 11, and two one-way valves 110 are installed on the partition 19. The one-way valves 110 are valves with one-way conduction function, such as compression valves and compensation valves. The conduction direction of one one-way valve 110 is from the second chamber 112 to the oil chamber 192, and the conduction direction of the other one-way valve 110 is from the oil chamber 192 to the second chamber 112.

[0073] Optionally, the hydraulic damping device 1 further includes a dust cover 15, which is movably fitted onto the cylinder 11 and connected to the end of the piston rod 12 away from the piston 13. The dust cover 15 can move along the length of the cylinder 11 with the piston rod 12.

[0074] This application also provides a vehicle including the shock absorber provided in any of the above embodiments. The shock absorber is adapted to connect the vehicle's axle and frame, mitigating and absorbing the impact of the road surface on the vehicle, and ensuring the vehicle's smooth operation.

[0075] In this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The term "multiple" refers to two or more unless otherwise expressly defined.

[0076] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only.

[0077] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A shock absorber, characterized in that, The device includes a hydraulic damping device (1), a control device (14), and a shock-absorbing spring. The hydraulic damping device (1) includes: The cylindrical body (11) has a working cavity inside; The piston rod (12) is movably inserted into the working chamber; A piston (13) is located in the working chamber and connected to one end of the piston rod (12) to move synchronously with the piston rod (12). The piston (13) divides the working chamber into a first chamber (111) and a second chamber (112). The piston (13) includes a piston body (131) and an adjustment assembly (132). The piston body (131) has a damping hole (1311) that passes through the piston body (131) between the first chamber (111) and the second chamber (112). The adjustment assembly (132) includes an adjustment element (1321) and an electromagnetic element (1323). The adjustment element (1321) is a magnetic element and is movably inserted into the piston body (131). The electromagnetic element (1323) is located in the working chamber and is electrically connected to the control device (14). The shock-absorbing spring is suitable for connecting the vehicle's axle and frame; The control device (14) includes a permanent magnet (141), an induction coil (142), and a control unit (143). The permanent magnet (141) is adapted to be installed on the axle. The induction coil (142) surrounds the permanent magnet (141). Both ends of the induction coil (142) and both ends of the hydraulic damping device (1) are connected to both ends of the shock absorber spring, so that the induction coil (142) and the hydraulic damping device (1) move synchronously with the shock absorber spring, thereby causing the induction coil (142) and the permanent magnet (141) to generate relative motion and generate an induced current. The control unit (143) is used to obtain the value of the induced current to obtain the movement information of the piston, and then control the current of the electromagnetic component (1323).

2. The shock absorber according to claim 1, characterized in that, The length of the adjusting member (1321) is greater than the thickness of the piston body (131). Bosses (1321a) are provided at both ends of the adjusting member (1321) along its length. The bosses (1321a) protrude outward relative to the outer peripheral wall of the adjusting member (1321). The distance between the damping hole (1311) and the central axis of the adjusting member (1321) is less than the distance between the edge of the boss (1321a) and the central axis of the adjusting member (1321). The bosses (1321a) are used to block or open the damping hole (1311) as the adjusting member (1321) moves along the thickness direction of the piston body (131).

3. The shock absorber according to claim 2, characterized in that, The adjusting assembly (132) further includes an elastic element (1322). The piston body (131) has a receiving groove (133). The elastic element (1322) is at least partially located in the receiving groove (133). One end of the elastic element (1322) is connected to the boss (1321a), and the other end abuts against the bottom of the receiving groove (133). The elastic element (1322) has elastic deformation capability along the thickness direction of the piston body (131).

4. The shock absorber according to claim 2, characterized in that, The number of damping holes (1311) is multiple, and the multiple damping holes (1311) are arranged at circumferential intervals along the adjusting member (1321).

5. The shock absorber according to claim 1, characterized in that, The number of adjustment components (132) is multiple, and the multiple adjustment components (132) are evenly distributed along the circumference of the piston body (131). The position of the electromagnetic component (1323) is adapted to the position of the adjustment component (1321).

6. The shock absorber according to claim 2, characterized in that, When the piston and the cylinder (11) are stationary relative to each other, the current of the electromagnetic component (1323) is 0, and the boss (1321a) located on the side close to the electromagnetic component (1323) blocks the damping hole (1311).

7. The shock absorber according to claim 1, characterized in that, The piston also includes a sealing ring (17), which is fitted around the outer periphery of the piston body (131) to seal the piston body (131) to the inner wall of the cylinder (11).

8. A vehicle, characterized in that, Includes the shock absorber as described in any one of claims 1 to 7.

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