A kind of automatic adjustment mechanism of damping force of automobile shock absorber

Abstract

This invention discloses an automatic damping force adjustment mechanism for an automotive shock absorber, comprising: a housing with a bottom cover and a top cover fixedly mounted at both ends; a magnetic flange coaxially disposed within the housing; the magnetic flange having a central hole, one end of which is closed and fixedly connected to the bottom cover; an electromagnetic coil wound around the outside of the magnetic flange; a moving iron core coaxially disposed within the central hole; one end of the moving iron core connected to the closed end of the central hole via a spring; a brake body coaxially fixedly disposed within the housing, having an oil passage within it; a slit-shaped brake groove at the end of the brake body facing the moving iron core, the groove communicating with the oil passage; a brake plate, one end fixedly connected to the other end of the moving iron core, the other end matchedly disposed in the brake groove, separating the two ends of the oil passage; a gate opening on the brake plate, which opens when communicating with the oil passage; and a first oil port on the housing, communicating with one end of the oil passage.

Description

Technical Field

[0001] The invention belongs to the technical field of automobile shock absorbers, and in particular relates to an automatic damping force regulating mechanism of an automobile shock absorber. Background Art

[0002] Automobile shock absorbers are used to suppress the shock caused by the spring's deformation and the impact of the road on the car body, and to attenuate the vibration of the car body after the force is applied to the car body, so as to improve the smoothness of the car during driving, provide an excellent driving experience, and enhance driving comfort. The car body is connected to the wheels through shock absorbers and springs. When the wheels are impacted by the road, the impact is transmitted to the springs, which reciprocate under the action of elastic force. The shock absorber prevents the shock-absorbing spring from reciprocating to maintain the stability of the car body.

[0003] The shock absorber is divided into two chambers, inner and outer chambers, which are filled with oil. When subjected to force, the oil flows between the two chambers, and the damping force is adjusted by the size of the pores between the chambers. A damping solenoid valve is installed at the position that controls the flow of the pores to control the damping force of the shock absorber.

[0004] Existing damping force adjustment mechanisms include manual products and automatic products. Manual products have poor timeliness and need to be adjusted before driving. The operation is complicated and cumbersome, and it is impossible to adjust the damping force in real time according to the actual road conditions. Automatic products have complex design structures, difficult parts processing, difficult maintenance, high manufacturing and maintenance costs, and cannot be marketed; and they are easily contaminated by oil during actual use, resulting in control failure. Summary of the invention

[0005] The purpose of the present invention is to overcome the defects of the prior art and provide an automatic adjustment mechanism for the damping force of an automobile shock absorber, which has a simple structure, can greatly reduce the difficulty and manufacturing cost of product manufacturing and maintenance, and has a large adjustment range.

[0006] The technical solution provided by the present invention is:

[0007] An automatic adjustment mechanism for damping force of a vehicle shock absorber, comprising:

[0008] The shell is a cylindrical structure, and a bottom cover and a top cover are fixedly provided at both ends of the shell;

[0009] A magnetically conductive flange is coaxially arranged in the housing; the magnetically conductive flange has a central hole, one end of which is closed and fixedly connected to the bottom cover;

[0010] An electromagnetic coil, which is wound and arranged outside the magnetic flange;

[0011] The moving iron core is cylindrical, coaxially arranged in the center hole, and can move axially along the center hole;

[0012] Wherein, one end of the moving iron core is connected to the closed end of the central hole through a spring;

[0013] The gate body is cylindrical and coaxially fixed in the housing. An oil passage is provided in the gate body. A slit-shaped gate groove is provided at one end of the gate body facing the moving iron core, and the gate groove is connected to the oil passage.

[0014] A gate piece, one end of which is fixedly connected to the other end of the moving iron core, and the other end of which is matched and arranged in the gate groove to separate the two ends of the oil passage;

[0015] Wherein, a gate is provided on the gate plate, and when the gate is connected with the oil passage, the gate is opened;

[0016] A first oil port, which is disposed on the housing and is connected to one end of the oil passage;

[0017] By changing the current of the electromagnetic coil, the moving iron core drives the gate piece to move, thereby changing the area of ​​the gate opening, thereby adjusting the amount of oil passing through the gate body;

[0018] a valve body, which is coaxially arranged in the housing and located between the top cover and the gate body;

[0019] The other end of the oil passage is connected to the oil chamber between the valve body and the gate body; valve plates are respectively installed at both ends of the valve body, and the valve plates can be opened by oil pressure to allow oil to pass through the valve body;

[0020] A second oil port, which is opened on the housing and communicates with the oil cavity between the top cover and the valve body;

[0021] Wherein, the first oil port and the second oil port are respectively communicated with two chambers on the shock absorber.

[0022] Preferably, the magnetically conductive flange is composed of a main body and a flange end cover;

[0023] Wherein, the center hole is opened on the main body, and the electromagnetic coil is wound on the outside of the main body; the flange end cover is annular, and its inner ring is connected to the open end of the main body, and the outer ring is against the inner wall of the shell.

[0024] Preferably, a first O-ring is provided on the outer ring of the flange end cover to form a seal between the flange end cover and the housing.

[0025] Preferably, the gate is opened near an end of the gate piece away from the moving iron core.

[0026] Preferably, the gate is an isosceles trapezoidal opening, and one end of the short bottom side of the gate is arranged toward the moving iron core.

[0027] Preferably, one end of the oil passage is opened on the outer circumference of the gate body, and the other end is opened on one end of the gate body close to the valve body.

[0028] Preferably, a second O-ring is provided on the outer circumference of the gate body to form a seal between the gate body and the housing.

[0029] Preferably, one end of the top cover is connected to the shell by a thread, and the other end has an extension portion extending to the inside of the shell; the extension portion is cylindrical;

[0030] Wherein, a third O-ring is arranged on the outer circumference of the top cover to form a seal between the top cover and the shell.

[0031] Preferably, one end of the extension portion abuts against the valve body, and the outer diameter of the extension portion is smaller than the inner diameter of the shell, so that an annular cavity is formed between the outer wall of the extension portion and the inner wall of the shell;

[0032] Among them, one end of the extension portion that abuts against the valve body is provided with multiple oil ports; the second oil port is connected to the annular cavity, and the annular cavity is connected to the oil cavity between the top cover and the valve body through the multiple oil ports.

[0033] Preferably, the plurality of oil passage openings are evenly spaced along the circumference of the extension portion.

[0034] The beneficial effects of the present invention are:

[0035] The automobile shock absorber damping force automatic adjustment mechanism provided by the present invention can realize real-time adjustment of the damping force inside the shock absorber during vehicle driving; the adjustment mechanism has a simple structure, greatly reduces the difficulty of product manufacturing and maintenance, and effectively reduces product cost.

[0036] The automobile shock absorber damping force automatic adjustment mechanism provided by the present invention has a two-stage damping device arranged therein and has a wide adjustable range, and can improve the stability of the vehicle body under various road conditions. It can be applied to various vehicle models such as sedans, SUVs, and MPVs to improve the controllability and comfort of the vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 The external schematic diagram of the automatic damping force adjustment mechanism of the automobile shock absorber according to the present invention.

[0038] Figure 2 The figure is a top view of the automatic damping force adjustment mechanism of the automobile shock absorber according to the present invention.

[0039] Figure 3 for Figure 2 Middle AA section view.

[0040] Figure 4 This is an assembly structure diagram of the brake body, brake pad and moving iron core described in the present invention.

[0041] Figure 5 It is a structural schematic diagram of the gate body described in the present invention.

[0042] Figure 6 It is a schematic diagram of the structure of the brake piece described in the present invention.

[0043] Figure 7 It is a schematic diagram of the upper structure of the valve body assembly composed of the valve body and the valve plate described in the present invention.

[0044] Figure 8 It is a schematic diagram of the lower end structure of the valve body assembly composed of the valve body and the valve plate described in the present invention.

[0045] Fig. 9 It is a schematic structural diagram of the top cover described in the present invention. DETAILED DESCRIPTION

[0046] The present invention is further described in detail below in conjunction with the accompanying drawings so that those skilled in the art can implement the invention with reference to the description.

[0047] like Figure 1-9 As shown, the present invention provides an automatic adjustment mechanism for the damping force of a vehicle shock absorber, which includes: a housing 110, a magnetic flange 120, an electromagnetic coil 130, a moving iron core 140, a gate body 150, a gate plate 160, a valve body 170 and a valve plate 180.

[0048] The shell 110 is a hollow cylindrical structure, and the upper and lower ends of the shell 110 are respectively fixedly provided with a bottom cover 111 and a top cover 112. The bottom cover 111 and the shell 110 are press-fitted by interference fit. The magnetic flange 120 is composed of a main body 121 and a flange end cover 122. The main body 121 is cylindrical, and a center hole 121a is opened in the main body 121. The lower end of the center hole 121a is closed, and a complete cylindrical bottom is formed at the lower end of the main body 121. The magnetic flange 120 is fixed by interference fit between the cylindrical bottom and the bottom cover 111. The electromagnetic coil 130 is wound and sleeved on the outer side of the main body 121. The flange end cover 122 is annular, and its inner ring is connected to the open end of the main body 121, and the outer ring is against the inner wall of the shell 110. The outer ring of the flange end cover 122 is provided with a first O-ring 122 a to form a seal between the flange end cover 122 and the inner wall of the housing 110 .

[0049] The moving iron core 140 is cylindrical, coaxially disposed in the center hole 121a, and can move axially along the center hole 121a. The lower end of the moving iron core 140 is connected to the closed end (cylindrical bottom) of the center hole 121 through a spring 123.

[0050] The gate body 150 is cylindrical and coaxially fixedly arranged in the housing 110. An oil passage is provided in the gate body 150. A slit-shaped gate groove 151 is provided at one end of the gate body 150 facing the moving iron core 140. The gate groove 151 is connected to the oil passage, and the two ends 152a and 152b of the oil passage are respectively located on both sides of the gate groove 151. One end of the gate piece 160 is fixedly connected to the upper end of the moving iron core 140, and the other end is matched and arranged in the gate groove 151 to separate the two ends of the oil passage. Among them, a gate opening 161 is provided on the gate piece 160. When the gate opening 161 is connected to the oil passage, the gate opening 161 is opened.

[0051] As a preferred embodiment, a second O-ring 150 a is provided on the outer circumference of the gate body 150 to form a seal between the gate body 150 and the inner wall of the housing 110 .

[0052] In this embodiment, one end 152a of the oil passage is opened on the outer circumference of the gate body 150, and the other end 152b is opened on the upper end of the gate body 150. The first oil port 113 is opened on the housing 110, the first oil port 113 is perpendicular to the gate plate 160, and is connected to the one end 152a of the oil passage.

[0053] The valve body 170 is coaxially arranged in the housing 110 and is located between the top cover 112 and the gate body 150. Valve plates 180 are respectively installed at both ends of the valve body 170. The valve plates 180 can be opened by oil pressure to make the oil chambers at both ends of the valve body 180 communicate.

[0054] In this embodiment, the valve body 170 is uniformly provided with a plurality of first through holes 171 and a plurality of second through holes 172 along the circumferential direction; the first through holes 171 and the second through holes 172 are arranged at intervals from each other. The axis of the first through hole 171 is inclined from bottom to top to the outer circumferential direction relative to the axial direction of the valve body 170, and the axis of the second through hole 172 is inclined from top to bottom to the outer circumferential direction relative to the axial direction of the valve body 170. That is, at the upper end of the valve body 170, the circumference formed by the upper port array of the first through hole 171 is located outside the circumference formed by the upper port array of the second through hole 172; and at the lower end of the valve body 170, the circumference formed by the lower port array of the first through hole 171 is located inside the circumference formed by the lower port array of the second through hole 172. The gate disc 180 at the upper end of the valve body 170 covers the upper ports of all the second through holes 172, and the gate disc 180 at the lower end of the valve body 170 covers the lower ports of all the first through holes 171. When the oil passes through the valve body 170 from bottom to top, the oil enters through the lower port of the second through hole 172, and the valve plate 180 located at the upper end of the valve body 170 is subjected to the oil pressure, resulting in elastic deformation, and the oil flows through the gap caused by the deformation of the valve plate 180. The greater the oil pressure, the greater the deformation of the valve plate 180, and the greater the amount of oil passing through. When the oil passes through the valve body 170 from top to bottom, the oil enters through the upper port of the first through hole 171, and the valve plate 180 located at the lower end of the valve body 170 is subjected to the oil pressure, resulting in elastic deformation, and the oil flows through the gap caused by the deformation of the valve plate 180. The greater the oil pressure, the greater the deformation of the valve plate 180, and the greater the amount of oil passing through. As a preferred embodiment, the material of the valve plate 180 is SK4 steel. The valve plate 180 adopts a multi-layer stacked structure, and the number of layers of stacked valve plates can be set according to the required damping force.

[0055] The second oil port 114 is provided on the housing 110, and the oil cavity between the top cover 112 and the valve body 160 is connected. The first oil port 113 and the second oil port 114 are respectively connected to the inner and outer chambers on the shock absorber. By changing the current of the electromagnetic coil 130, the moving iron core 140 drives the gate plate 160 to move, and the area of ​​the gate 161 opening (the area of ​​the gate 161 connected to the oil passage on the gate body 150) is changed to adjust the amount of oil passing through the gate body 150, thereby adjusting the damping force of the shock absorber; the damping force of the shock absorber can be further adjusted through the valve body 170 and the valve plate 180.

[0056] As a preferred embodiment, the gate 161 is configured as an isosceles trapezoidal opening, and one end of the short bottom side of the gate 161 is configured toward the moving iron core 140. Through such a configuration, the adjustment precision of the damping force can be further increased, and the noise can be effectively reduced.

[0057] In this embodiment, one end of the top cover 112 is connected to the housing 110 by a thread, and the other end has an extension portion 112a extending into the interior of the housing; the extension portion 112a is cylindrical. A third O-ring 112b is provided on the outer circumference of the top cover 112 to form a seal between the top cover 112 and the inner wall of the housing 110.

[0058] Preferably, the lower end of the extension 112a abuts against the valve body 170, and the outer diameter of the extension 112a is smaller than the inner diameter of the housing 110, and an annular cavity is formed between the outer wall of the extension 112a and the inner wall of the housing 110, and the second oil port 114 is connected to the annular cavity; wherein, a plurality of oil ports 112c are provided at the lower end of the extension 112a; the annular cavity is connected to the oil cavity (internal cavity of the extension 112a) between the top cover 112 and the valve body 170 through the plurality of oil ports 112a. The damping force of the shock absorber can be further increased by providing a plurality of oil ports 112c.

[0059] As a further preference, a plurality of oil passage openings 112c are evenly spaced apart along the circumference of the extension portion 112a.

[0060] The assembly process and working process of the automobile shock absorber damping force automatic adjustment mechanism provided by the present invention are as follows:

[0061] The bottom cover 111 and the housing 110 are pressed together by interference fit (welding, threaded connection, riveting, and spot riveting can also be used). The magnetic material and the non-magnetic material are welded by brazing to form an integral magnetic flange 120. The first O-ring 122a is evenly coated with grease and then inserted into the external sealing groove of the magnetic flange 120. The electromagnetic coil 130 is inserted onto the magnetic flange 120 and pressed into the housing 110, and is fixed by the interference fit between the cylindrical bottom of the magnetic flange 120 and the bottom cover 111. After the gate piece 160 is connected to the moving iron core 140 by the top screw nut, it is placed into the inner hole of the magnetic flange 120 using a special tool. After the second O-ring 150a is evenly coated with grease, it is inserted into the external sealing groove of the gate body 150, and the gate body 150 is pressed into the housing 110. During the assembly process, attention should be paid to the fit between the gate piece 160 and the gate groove 151 on the gate body 150. The valve plate 180 is mounted on the valve body 170 by means of bolts 181 and nuts 182, and the valve body 170 is placed in the housing 110. The third O-ring 112b is fitted onto the top cover 112, and the top cover 112 is connected to the housing 110 by means of threads to assemble the entire regulating mechanism.

[0062] After the oil enters the housing 110 from the first oil port 113, the current passing through the electromagnetic coil 110 is adjusted according to the road conditions. Under the action of the current, the magnetic force inside the magnetic flange 120 changes with the current. The moving iron core 140 drives the gate plate 160 to move up and down under the change of magnetic force, so as to adjust the opening and closing gap (area) of the gate 161, thereby adjusting the flow of oil flowing through the gate body 150; after the oil passes through, it enters the valve body assembly of the secondary damping force adjustment structure, and the valve plate 180 opens and closes (deforms) under the oil pressure differential. The oil passes through the internal oil hole of the valve body 170, enters the cavity at the upper end of the valve body 170, and flows out through the second oil port 114. This adjustment mechanism can realize the bidirectional flow of oil and perform bidirectional adjustment with the change of the external pressure of the oil port.

[0063] Although the embodiments of the present invention have been disclosed as above, they are not limited to the applications listed in the specification and the implementation modes, and they can be fully applied to various fields suitable for the present invention. For those familiar with the art, additional modifications can be easily implemented. Therefore, without departing from the general concept defined by the claims and the scope of equivalents, the present invention is not limited to the specific details and the illustrations shown and described herein.

Claims

1. An automatic damping force adjustment mechanism for a vehicle shock absorber, characterized in that: include: The shell is a cylindrical structure, and a bottom cover and a top cover are fixedly provided at both ends of the shell; A magnetically conductive flange is coaxially arranged in the housing; the magnetically conductive flange has a central hole, one end of which is closed and fixedly connected to the bottom cover; An electromagnetic coil, which is wound and arranged outside the magnetic flange; The moving iron core is cylindrical, coaxially arranged in the center hole, and can move axially along the center hole; Wherein, one end of the moving iron core is connected to the closed end of the central hole through a spring; The gate body is cylindrical and coaxially fixed in the housing. An oil passage is provided in the gate body. A slit-shaped gate groove is provided at one end of the gate body facing the moving iron core, and the gate groove is connected to the oil passage. A gate piece, one end of which is fixedly connected to the other end of the moving iron core, and the other end of which is matched and arranged in the gate groove to separate the two ends of the oil passage; Wherein, a gate is provided on the gate plate, and when the gate is connected with the oil passage, the gate is opened; A first oil port, which is disposed on the housing and is connected to one end of the oil passage; By changing the current of the electromagnetic coil, the moving iron core drives the gate piece to move, thereby changing the area of ​​the gate opening, thereby adjusting the amount of oil passing through the gate body; a valve body, which is coaxially arranged in the housing and located between the top cover and the gate body; The other end of the oil passage is connected to the oil chamber between the valve body and the gate body; valve plates are respectively installed at both ends of the valve body, and the valve plates can be opened by oil pressure to allow oil to pass through the valve body; The second oil port is opened on the housing and is connected to the oil cavity between the top cover and the valve body.

2. The automatic damping force adjustment mechanism of automobile shock absorber according to claim 1, characterized in that: The magnetic conductive flange is composed of a main body and a flange end cover; Wherein, the center hole is opened on the main body, and the electromagnetic coil is wound on the outside of the main body; the flange end cover is annular, and its inner ring is connected to the open end of the main body, and the outer ring is against the inner wall of the shell.

3. The automatic damping force adjustment mechanism of automobile shock absorber according to claim 2, characterized in that: The outer ring of the flange end cover is provided with a first O-ring to form a seal between the flange end cover and the housing.

4. The automatic damping force adjustment mechanism of automobile shock absorber according to claim 3, characterized in that: The gate is opened near the end of the gate piece away from the moving iron core.

5. The automatic damping force adjustment mechanism of automobile shock absorber according to claim 4, characterized in that: The gate is an isosceles trapezoidal opening, and one end of the short bottom side of the gate is arranged toward the moving iron core.

6. The automatic damping force adjustment mechanism of a vehicle shock absorber according to any one of claims 2 to 5, characterized in that: One end of the oil passage is opened on the outer circumference of the gate body, and the other end is opened on the gate body close to one end of the valve body.

7. The automatic damping force adjustment mechanism of automobile shock absorber according to claim 6, characterized in that: A second O-ring is arranged on the outer circumference of the gate body to form a seal between the gate body and the housing.

8. The automatic damping force adjustment mechanism of automobile shock absorber according to claim 7, characterized in that: One end of the top cover is connected to the shell through a thread, and the other end has an extension portion extending to the inside of the shell; the extension portion is cylindrical; Wherein, a third O-ring is arranged on the outer circumference of the top cover to form a seal between the top cover and the shell.

9. The automatic damping force adjustment mechanism of automobile shock absorber according to claim 8, characterized in that: One end of the extension portion abuts against the valve body, and the outer diameter of the extension portion is smaller than the inner diameter of the shell, so that an annular cavity is formed between the outer wall of the extension portion and the inner wall of the shell; Among them, one end of the extension portion that abuts against the valve body is provided with multiple oil ports; the second oil port is connected to the annular cavity, and the annular cavity is connected to the oil cavity between the top cover and the valve body through the multiple oil ports.

10. The automatic damping force adjustment mechanism of automobile shock absorber according to claim 9, characterized in that: The plurality of oil passage openings are evenly spaced along the circumference of the extension portion.

Images