Blade type shock absorber with buffer structure

Abstract

The invention belongs to the technical field of vehicle suspension damping, and particularly relates to a blade type damper with a buffer structure, which comprises a shell (1), a connecting arm assembly (2), a left buffer assembly (3), a right buffer assembly (4), a blade assembly (5), a partition plate assembly (6) and an end cover assembly (7), according to the technical scheme, the buffer is additionally arranged in a traditional blade type shock absorber, and the damping coefficient of the buffer is smaller than that of the blade type shock absorber. The buffer achieves vibration reduction on high-frequency vibration, so that the low-pass filtering effect on an original blade type vibration damper is achieved, a vibration reduction valve of the original blade type vibration damper effectively reduces vibration in a low-frequency area, but the effect of the vibration reduction valve is restrained in a high-frequency area, and therefore the situation that the vibration reduction valve consumes energy and deteriorates vibration in the high-frequency vibration area is avoided.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle suspension vibration reduction, and specifically relates to a blade-type shock absorber with a buffer structure. The shock absorber realizes low-pass filtering of random vibration input by a wheel through the buffer structure, and most of the high-frequency vibration is dissipated by the buffer structure, thereby reducing the effect of the shock absorber valve during high-frequency vibration, which is beneficial to reducing the power consumption of the shock absorber and reducing the vibration transmitted to the vehicle body. Background Art

[0002] The blade-type shock absorber is the core shock-absorbing component of special vehicles. It is generally used together with the torsion bar to form the suspension of special vehicles. It has the characteristics of compact structure, convenient layout, large heat capacity, good heat dissipation and good protection. The blade-type shock absorber absorbs vibration energy through hydraulic throttling and dissipates the energy by converting it into heat energy, thereby reducing the vibration energy transmitted to the vehicle body.

[0003] The vibration reduction capacity of the blade-type shock absorber is determined by the damping coefficient, and the energy of its energy absorption is determined by the damping coefficient and the speed of the shock absorber. Generally speaking, under the premise that the damping coefficient of the shock absorber is determined, the greater the speed of the shock absorber, the greater the power of the shock absorber to absorb energy, the more heat is generated, and the greater the damping force generated on the vehicle body. A larger damping force will intensify the vibration of the vehicle body, which is not conducive to the smoothness of driving and the comfort of riding. Small vibrations near the equilibrium position have little effect on the vibration of the vehicle body when there is no vibration reduction. However, when there is a shock absorber, a small high-frequency vibration near the equilibrium position will cause the shock absorber to generate a larger damping force due to the high speed of the shock absorber at this time, causing the vibration of the vehicle body to intensify. In order to solve the problem that the blade-type shock absorber applies a large damping force to high-frequency vibrations at the equilibrium position, patent CN113944717A, a blade-type shock absorber damping segment matching device, applies a spring series throttle valve in the structure of the blade-type shock absorber to achieve a hysteresis response to high-frequency signals; patent CN103557263A, a blade-type shock absorber whose damping characteristics are related to displacement, adopts a method of increasing the gap between the blade and the cavity near the equilibrium position to achieve damping segment matching of the shock absorber. The two measures proposed by the above two patents reduce the excessive damping force generated by high-frequency small-amplitude vibrations near the equilibrium position, but cannot eliminate the excessive damping force generated by high-frequency small-amplitude vibrations at the non-equilibrium position. Therefore, the blade-type shock absorber still has the problems of being sensitive to high-frequency small-amplitude vibrations, excessive damping force, and aggravated vehicle body vibration. Summary of the invention

[0004] 1. Technical issues to be resolved

[0005] The technical problem to be solved by the present invention is: how to provide a blade-type shock absorber with a buffer structure so that high-frequency vibrations are mainly absorbed and dissipated by the buffer, thereby avoiding the vibration damping valve of the blade-type shock absorber consuming energy and worsening vibration in the high-frequency vibration area.

[0006] (II) Technical solution

[0007] In order to solve the above technical problems, the present invention provides a blade-type vibration damper with a buffer structure, the blade-type vibration damper comprising: a housing (1), a connecting arm assembly (2), a left buffer assembly (3), a right buffer assembly (4), a blade assembly (5), a partition assembly (6), and an end cover assembly (7);

[0008] like Figure 2 As shown, a cylindrical cavity is provided on the front side of the shell (1), and the blade assembly (5) and the partition assembly (6) are provided in the cylindrical cavity; the blade assembly (5) and the partition assembly (6) divide the cylindrical cavity into a first cavity (A), a second cavity (B), a third cavity (D) and a fourth cavity (C) which are arranged in a clockwise direction; wherein the first cavity (A) and the fourth cavity (C) constitute a left half cavity, and the second cavity (B) and the third cavity (D) constitute a right half cavity; wherein, as the blade assembly (5) rotates around the axis in an integrated manner, the first cavity (A) and the third cavity (D) synchronously increase or decrease, and correspondingly, the fourth cavity (C) and the second cavity (B) synchronously decrease or increase;

[0009] The blade assembly (5) is provided with a first connecting hole and a second connecting hole, the first cavity (A) and the third cavity (D) are connected through the first connecting hole, and the fourth cavity (C) and the second cavity (B) are connected through the second connecting hole;

[0010] A vibration damping valve mounting hole is respectively provided through both ends of the partition assembly (6), and two vibration damping valves are mounted on the vibration damping valve mounting holes; wherein the two vibration damping valves are divided into a first vibration damping valve and a second vibration damping valve; the first vibration damping valve is connected to the first cavity (A) and the second cavity (B); the second vibration damping valve is connected to the third cavity (D) and the fourth cavity (C);

[0011] like Figure 4 As shown, the shell (1) is provided with a first hole (101) at a position corresponding to the fourth cavity (C), and the shell (1) is provided with a second hole (102) at a position corresponding to the third cavity (D); the left buffer assembly (3) and the right buffer assembly (4) are arranged on the back of the shell (1); the first hole (101) is connected to the left buffer assembly (3), and the second hole (102) is connected to the right buffer assembly (4);

[0012] like Figure 5As shown, the left buffer assembly (3) comprises: a left cylinder body (301), a left damping valve (302), a left limit buffer valve (303), a left floating piston (304), a left sealing end cover (305), a left inflation valve (306), a left inflation valve (306), and a left locking nut (307); the left damping valve (302), the left limit buffer valve (303), the left floating piston (304), and the left sealing end cover (305) are arranged in an axial direction inside the left cylinder body (301); wherein a first oil chamber (E) is formed between the left limit buffer valve (303) and the left floating piston (304), and a first air chamber (G) is formed between the left floating piston (304) and the left sealing end cover (305);

[0013] The right buffer assembly (4) comprises: a right cylinder body (401), a right damping valve (402), a right limit buffer valve (403), a right floating piston (404), a right sealing end cover (405), a right inflation valve (406), a right inflation valve (406), and a right locking nut (407); the right damping valve (402), the right limit buffer valve (403), the right floating piston (404), and the right sealing end cover (405) are arranged in an axial direction inside the right cylinder body (401); a second oil chamber (F) is formed between the right limit buffer valve (403) and the right floating piston (404), and a second air chamber (H) is formed between the right floating piston (404) and the right sealing end cover (405).

[0014] like Figure 2 As shown, the partition assembly (6) is fixedly connected in the cylindrical cavity through the axis, thereby dividing the cylindrical cavity into two equal parts, defined as a left half cavity and a right half cavity; the blade assembly (5) is rotatably arranged in the cylindrical cavity through the axis, a part of the blade assembly (5) is placed in the left half cavity, and the other part is placed in the right half cavity, so that the blade assembly (5) and the partition assembly (6) divide the cylindrical cavity into a first cavity (A), a second cavity (B), a third cavity (D) and a fourth cavity (C) distributed in a clockwise direction.

[0015] Wherein, the damping coefficient of the left damping valve (302) is set to be smaller than the damping coefficients of the first damping valve and the second damping valve;

[0016] At the same time, the damping coefficient of the right damping valve (402) is also set to be smaller than the damping coefficients of the first damping valve and the second damping valve.

[0017] The sum of the damping coefficients of the left damping valve (302) and the right damping valve (402) is smaller than the damping coefficients of the first damping valve and the second damping valve.

[0018] like Figure 3As shown, the connecting arm assembly (2) is connected to the blade assembly (5) through a spline; the end cover assembly (7) is connected to the partition assembly (6) through screws, and the partition assembly (6) is fixed to the shell (1), and at the same time plays the role of sealing the oil.

[0019] The back of the shell (1) is provided with a threaded left cylindrical cavity (103) and a threaded right cylindrical cavity (104); the threaded left cylindrical cavity (103) is connected to the left buffer assembly (3) through a thread, and the first hole (101) is connected to the threaded left cylindrical cavity (103); the threaded right cylindrical cavity (104) is connected to the right buffer assembly (4) through a thread, and the second hole (102) is connected to the threaded right cylindrical cavity (104).

[0020] like Figure 6 As shown, in actual application, the blade-type shock absorber (Y3) is installed on the vehicle body (Y1); the connecting arm assembly (2) of the blade-type shock absorber (Y3) is connected to one end of the connecting rod (Y4); the other end of the connecting rod (Y4) is connected to the balancing elbow (Y5); one end of the balancing elbow (Y5) is fixedly connected to one end of the torsion bar (Y6) and connected to the vehicle body (Y1) through a bearing; the other end of the torsion bar (Y6) is fixedly connected to the vehicle body (Y1); the limiter (Y2) is fixed to the vehicle body (Y1) and is used to limit the upward rotation angle of the balancing elbow (Y5), thereby protecting the torsion bar (Y6) and the blade-type shock absorber (Y3); the other end of the balancing elbow (Y5) is connected to the load-bearing wheel (Y7); the load-bearing wheel (Y7) is arranged on the crawler (Y8); the crawler (Y8) is in contact with the ground.

[0021] During the driving process of the vehicle, the uneven road surface causes the crawler track (Y8) to fluctuate up and down, thereby causing the road wheel (Y7) to vibrate up and down; the vibration of the road wheel (Y7) is transmitted to the torsion bar (Y6) through the balancing elbow (Y5), and the torsion bar (Y6) achieves vibration buffering; the vibration of the road wheel (Y7) is transmitted to the connecting rod (Y4) through the balancing elbow (Y5), and the connecting rod (Y4) causes the connecting arm assembly (2) of the blade-type shock absorber (Y3) to rotate, thereby causing the blade assembly (5) connected to the connecting arm assembly (2) to rotate;

[0022] When the connecting arm assembly (2) rotates, oil flows between the first cavity (A), the third cavity (D) and the second cavity (B), the fourth cavity (C), and the first damping valve and the second damping valve play a role in damping and vibration reduction. At the same time, oil enters or flows out of the first oil chamber (E) of the left buffer (3) and the second oil chamber (F) of the right buffer assembly (4) through the first hole (101) and the second hole (102); therefore, the left damping valve (302) of the left buffer assembly (3) and the right damping valve (403) of the right buffer assembly (4) also play a role in damping and vibration reduction.

[0023] like Figure 1 , Figure 2 As shown, when the connecting arm assembly (2) rotates upward, the blade assembly (5) rotates clockwise, at which time the first cavity (A) and the third cavity (D) are compressed, and the second cavity (B) and the fourth cavity (C) are extended, and the oil flows from the first cavity (A) and the third cavity (D) through the first damping valve and the second damping valve into the second cavity (B) and the fourth cavity (C);

[0024] At the same time, the oil flows from the third cavity (D) through the second hole (102), enters the threaded right cylindrical cavity (104), the right buffer assembly (4), flows through the right damping valve (402) and the second oil chamber (F) of the right buffer assembly (4), and then pushes the right floating piston (404) to compress the second air chamber (H); at the same time, the first air chamber (G) of the left buffer assembly (3) stretches, pushes the left floating piston (304), and the oil in the first oil chamber (E) enters the fourth cavity (C) through the left damping valve (302);

[0025] Since the sum of the damping coefficients of the left damping valve (302) and the right damping valve (402) is smaller than the damping coefficients of the first damping valve and the second damping valve, the oil enters the right buffer assembly (4) at a relatively large flow rate through the right damping valve (402). When the pressure of the second air chamber (H) of the right buffer assembly (4) increases, the pressure difference before and after the right damping valve (402) decreases, and the flow rate through the right damping valve (402) decreases. At this time, the flow rate of the oil through the first damping valve and the second damping valve increases. Therefore, high-frequency vibration energy will be preferentially absorbed by the right damping valve (402), which is conducive to exerting the role of the blade-type damper at the first main frequency, reducing the role of the first damping valve and the second damping valve of the blade-type damper at the second main frequency, thereby reducing the damping force at high frequencies, which is conducive to reducing the acceleration of the sprung mass and reducing the energy consumption of the suspension.

[0026] like Figure 1 , Figure 2 As shown, when the connecting arm assembly (2) rotates downward, the blade assembly (5) rotates counterclockwise, at which time the first cavity (A) and the third cavity (D) are extended, the second cavity (B) and the fourth cavity (C) are compressed, and the oil flows from the second cavity (B) and the fourth cavity (C) through the first damping valve and the second damping valve into the first cavity (A) and the third cavity (D);

[0027] At the same time, the oil flows from the fourth cavity (C) through the first hole (101), enters the threaded left cylindrical cavity (103), the left buffer assembly (3), flows through the left damping valve (302) and the first oil chamber (E) of the left buffer assembly (3), and then pushes the left floating piston (304) to compress the first air chamber (G); at the same time, the second air chamber (H) of the right buffer assembly (4) stretches, pushes the right floating piston (404), and the oil in the second oil chamber (F) enters the third cavity (D) through the right damping valve (402);

[0028] Since the sum of the damping coefficients of the left damping valve (302) and the right damping valve (402) is smaller than the damping coefficients of the first damping valve and the second damping valve, the oil enters the left shock absorber assembly (3) at a relatively large flow rate through the left damping valve (302). When the pressure of the first air chamber (G) of the left shock absorber assembly (3) increases, the pressure difference before and after the left damping valve (302) decreases, and the flow rate through the left damping valve (302) decreases. At this time, the flow rate of the oil through the first damping valve and the second damping valve increases. Therefore, high-frequency vibration energy will be preferentially absorbed by the left damping valve (302), which is conducive to exerting the role of the blade-type shock absorber at the first main frequency, reducing the role of the first damping valve and the second damping valve of the blade-type shock absorber at the second main frequency, thereby reducing the damping force at high frequencies, which is conducive to reducing the acceleration of the sprung mass and reducing the energy consumption of the suspension.

[0029] (III) Beneficial effects

[0030] In order to solve the problems in the prior art, the present invention proposes a solution of adding a buffer to the blade-type shock absorber, and the damping coefficient of the buffer is smaller than the damping coefficient of the blade-type shock absorber. The buffer realizes the vibration reduction of high-frequency vibration, thereby playing a low-pass filtering role on the original blade-type shock absorber, so that the vibration reduction valve of the original blade-type shock absorber effectively reduces vibration in the low-frequency area, but suppresses the effect of the vibration reduction valve in the high-frequency area, thereby avoiding the vibration reduction valve from consuming energy and worsening vibration in the high-frequency vibration area.

[0031] Compared with the prior art, the beneficial effects of the present invention are: low-pass filtering of random vibrations transmitted by the wheels is achieved through the buffer structure, and most of the high-frequency vibrations are dissipated by the buffer structure with small damping, which is beneficial to reducing the power consumption of traditional blade-type shock absorbers and improving the smoothness of the vehicle body (sprung mass). BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 It is the buffer structure section of blade type shock absorber;

[0033] Figure 2 is the section of the blade type vibration damper cavity;

[0034] Figure 3 This is the appearance diagram of the blade type vibration absorber;

[0035] Figure 4 It is a shell structure;

[0036] Figure 5 The buffer assembly structure;

[0037] Figure 6 This is a schematic diagram of the application of blade-type vibration damper.

[0038] In the figure: 601 is a vibration reduction valve. DETAILED DESCRIPTION

[0039] In order to make the purpose, content, and advantages of the present invention more clear, the specific implementation methods of the present invention are further described in detail below in conjunction with the accompanying drawings and examples.

[0040] Example 1

[0041] The practical application of the blade type vibration damper of this embodiment is as follows Figure 6 As shown, the present invention adds a buffer structure, i.e., two left and right buffer assemblies, on the basis of the traditional blade-type shock absorber. The left and right buffer assemblies participate in the vibration reduction process of the blade-type shock absorber to reduce the damping force and dissipated power of the shock absorber during high-frequency vibration.

[0042] Specifically, the blade-type vibration damper comprises: a housing (1), a connecting arm assembly (2), a left buffer assembly (3), a right buffer assembly (4), a blade assembly (5), a partition assembly (6), and an end cover assembly (7);

[0043] like Figure 2 As shown, a cylindrical cavity is provided on the front side of the shell (1), and the blade assembly (5) and the partition assembly (6) are provided in the cylindrical cavity; the blade assembly (5) and the partition assembly (6) divide the cylindrical cavity into a first cavity (A), a second cavity (B), a third cavity (D) and a fourth cavity (C) which are arranged in a clockwise direction; wherein the first cavity (A) and the fourth cavity (C) constitute a left half cavity, and the second cavity (B) and the third cavity (D) constitute a right half cavity; wherein, as the blade assembly (5) rotates around the axis in an integrated manner, the first cavity (A) and the third cavity (D) synchronously increase or decrease, and correspondingly, the fourth cavity (C) and the second cavity (B) synchronously decrease or increase;

[0044] The blade assembly (5) is provided with a first connecting hole and a second connecting hole, the first cavity (A) and the third cavity (D) are connected through the first connecting hole, and the fourth cavity (C) and the second cavity (B) are connected through the second connecting hole;

[0045] A vibration damping valve mounting hole is respectively provided through both ends of the partition assembly (6), and two vibration damping valves are mounted on the vibration damping valve mounting holes; wherein the two vibration damping valves are divided into a first vibration damping valve and a second vibration damping valve; the first vibration damping valve is connected to the first cavity (A) and the second cavity (B); the second vibration damping valve is connected to the third cavity (D) and the fourth cavity (C);

[0046] like Figure 4 As shown, the shell (1) is provided with a first hole (101) at a position corresponding to the fourth cavity (C), and the shell (1) is provided with a second hole (102) at a position corresponding to the third cavity (D); the left buffer assembly (3) and the right buffer assembly (4) are arranged on the back of the shell (1); the first hole (101) is connected to the left buffer assembly (3), and the second hole (102) is connected to the right buffer assembly (4);

[0047] like Figure 5 As shown, the left buffer assembly (3) comprises: a left cylinder body (301), a left damping valve (302), a left limit buffer valve (303), a left floating piston (304), a left sealing end cover (305), a left inflation valve (306), a left inflation valve (306), and a left locking nut (307); the left damping valve (302), the left limit buffer valve (303), the left floating piston (304), and the left sealing end cover (305) are arranged in an axial direction inside the left cylinder body (301); wherein a first oil chamber (E) is formed between the left limit buffer valve (303) and the left floating piston (304), and a first air chamber (G) is formed between the left floating piston (304) and the left sealing end cover (305);

[0048] The right buffer assembly (4) comprises: a right cylinder body (401), a right damping valve (402), a right limit buffer valve (403), a right floating piston (404), a right sealing end cover (405), a right inflation valve (406), a right inflation valve (406), and a right locking nut (407); the right damping valve (402), the right limit buffer valve (403), the right floating piston (404), and the right sealing end cover (405) are arranged in an axial direction inside the right cylinder body (401); a second oil chamber (F) is formed between the right limit buffer valve (403) and the right floating piston (404), and a second air chamber (H) is formed between the right floating piston (404) and the right sealing end cover (405).

[0049] like Figure 2As shown, the partition assembly (6) is fixedly connected in the cylindrical cavity through the axis, thereby dividing the cylindrical cavity into two equal parts, defined as a left half cavity and a right half cavity; the blade assembly (5) is rotatably arranged in the cylindrical cavity through the axis, a part of the blade assembly (5) is placed in the left half cavity, and the other part is placed in the right half cavity, so that the blade assembly (5) and the partition assembly (6) divide the cylindrical cavity into a first cavity (A), a second cavity (B), a third cavity (D) and a fourth cavity (C) distributed in a clockwise direction.

[0050] Wherein, the damping coefficient of the left damping valve (302) is set to be smaller than the damping coefficients of the first damping valve and the second damping valve;

[0051] At the same time, the damping coefficient of the right damping valve (402) is also set to be smaller than the damping coefficients of the first damping valve and the second damping valve.

[0052] The sum of the damping coefficients of the left damping valve (302) and the right damping valve (402) is smaller than the damping coefficients of the first damping valve and the second damping valve.

[0053] like Figure 3 As shown, the connecting arm assembly (2) is connected to the blade assembly (5) through a spline; the end cover assembly (7) is connected to the partition assembly (6) through screws, and the partition assembly (6) is fixed to the shell (1), and at the same time plays the role of sealing the oil.

[0054] The back of the shell (1) is provided with a threaded left cylindrical cavity (103) and a threaded right cylindrical cavity (104); the threaded left cylindrical cavity (103) is connected to the left buffer assembly (3) through a thread, and the first hole (101) is connected to the threaded left cylindrical cavity (103); the threaded right cylindrical cavity (104) is connected to the right buffer assembly (4) through a thread, and the second hole (102) is connected to the threaded right cylindrical cavity (104).

[0055] like Figure 6 As shown, in actual application, the blade-type shock absorber (Y3) is installed on the vehicle body (Y1); the connecting arm assembly (2) of the blade-type shock absorber (Y3) is connected to one end of the connecting rod (Y4); the other end of the connecting rod (Y4) is connected to the balancing elbow (Y5); one end of the balancing elbow (Y5) is fixedly connected to one end of the torsion bar (Y6) and connected to the vehicle body (Y1) through a bearing; the other end of the torsion bar (Y6) is fixedly connected to the vehicle body (Y1); the limiter (Y2) is fixed to the vehicle body (Y1) and is used to limit the upward rotation angle of the balancing elbow (Y5), thereby protecting the torsion bar (Y6) and the blade-type shock absorber (Y3); the other end of the balancing elbow (Y5) is connected to the load-bearing wheel (Y7); the load-bearing wheel (Y7) is arranged on the crawler (Y8); the crawler (Y8) is in contact with the ground.

[0056] During the driving process of the vehicle, the uneven road surface causes the crawler track (Y8) to fluctuate up and down, thereby causing the road wheel (Y7) to vibrate up and down; the vibration of the road wheel (Y7) is transmitted to the torsion bar (Y6) through the balancing elbow (Y5), and the torsion bar (Y6) achieves vibration buffering; the vibration of the road wheel (Y7) is transmitted to the connecting rod (Y4) through the balancing elbow (Y5), and the connecting rod (Y4) causes the connecting arm assembly (2) of the blade-type shock absorber (Y3) to rotate, thereby causing the blade assembly (5) connected to the connecting arm assembly (2) to rotate;

[0057] When the connecting arm assembly (2) rotates, oil flows between the first cavity (A), the third cavity (D) and the second cavity (B), the fourth cavity (C), and the first damping valve and the second damping valve play a role in damping and vibration reduction. At the same time, oil enters or flows out of the first oil chamber (E) of the left buffer (3) and the second oil chamber (F) of the right buffer assembly (4) through the first hole (101) and the second hole (102); therefore, the left damping valve (302) of the left buffer assembly (3) and the right damping valve (403) of the right buffer assembly (4) also play a role in damping and vibration reduction.

[0058] like Figure 1 , Figure 2 As shown, when the connecting arm assembly (2) rotates upward, the blade assembly (5) rotates clockwise, at which time the first cavity (A) and the third cavity (D) are compressed, and the second cavity (B) and the fourth cavity (C) are extended, and the oil flows from the first cavity (A) and the third cavity (D) through the first damping valve and the second damping valve into the second cavity (B) and the fourth cavity (C);

[0059] At the same time, the oil flows from the third cavity (D) through the second hole (102), enters the threaded right cylindrical cavity (104), the right buffer assembly (4), flows through the right damping valve (402) and the second oil chamber (F) of the right buffer assembly (4), and then pushes the right floating piston (404) to compress the second air chamber (H); at the same time, the first air chamber (G) of the left buffer assembly (3) stretches, pushes the left floating piston (304), and the oil in the first oil chamber (E) enters the fourth cavity (C) through the left damping valve (302);

[0060] Since the sum of the damping coefficients of the left damping valve (302) and the right damping valve (402) is smaller than the damping coefficients of the first damping valve and the second damping valve, the oil enters the right buffer assembly (4) at a relatively large flow rate through the right damping valve (402). When the pressure of the second air chamber (H) of the right buffer assembly (4) increases, the pressure difference before and after the right damping valve (402) decreases, and the flow rate through the right damping valve (402) decreases. At this time, the flow rate of the oil through the first damping valve and the second damping valve increases. Therefore, high-frequency vibration energy will be preferentially absorbed by the right damping valve (402), which is conducive to exerting the role of the blade-type damper at the first main frequency, reducing the role of the first damping valve and the second damping valve of the blade-type damper at the second main frequency, thereby reducing the damping force at high frequencies, which is conducive to reducing the acceleration of the sprung mass and reducing the energy consumption of the suspension.

[0061] like Figure 1 , Figure 2 As shown, when the connecting arm assembly (2) rotates downward, the blade assembly (5) rotates counterclockwise, at which time the first cavity (A) and the third cavity (D) are extended, the second cavity (B) and the fourth cavity (C) are compressed, and the oil flows from the second cavity (B) and the fourth cavity (C) through the first damping valve and the second damping valve into the first cavity (A) and the third cavity (D);

[0062] At the same time, the oil flows from the fourth cavity (C) through the first hole (101), enters the threaded left cylindrical cavity (103), the left buffer assembly (3), flows through the left damping valve (302) and the first oil chamber (E) of the left buffer assembly (3), and then pushes the left floating piston (304) to compress the first air chamber (G); at the same time, the second air chamber (H) of the right buffer assembly (4) stretches, pushes the right floating piston (404), and the oil in the second oil chamber (F) enters the third cavity (D) through the right damping valve (402);

[0063] Since the sum of the damping coefficients of the left damping valve (302) and the right damping valve (402) is smaller than the damping coefficients of the first damping valve and the second damping valve, the oil enters the left shock absorber assembly (3) at a relatively large flow rate through the left damping valve (302). When the pressure of the first air chamber (G) of the left shock absorber assembly (3) increases, the pressure difference before and after the left damping valve (302) decreases, and the flow rate through the left damping valve (302) decreases. At this time, the flow rate of the oil through the first damping valve and the second damping valve increases. Therefore, high-frequency vibration energy will be preferentially absorbed by the left damping valve (302), which is conducive to exerting the role of the blade-type shock absorber at the first main frequency, reducing the role of the first damping valve and the second damping valve of the blade-type shock absorber at the second main frequency, thereby reducing the damping force at high frequencies, which is conducive to reducing the acceleration of the sprung mass and reducing the energy consumption of the suspension.

[0064] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the technical principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A blade-type vibration absorber with a buffer structure, characterized in that: The blade-type vibration damper comprises: a housing (1), a connecting arm assembly (2), a left buffer assembly (3), a right buffer assembly (4), a blade assembly (5), a partition assembly (6), and an end cover assembly (7); The front side of the shell (1) is provided with a cylindrical cavity, in which the blade assembly (5) and the partition assembly (6) are arranged; the blade assembly (5) and the partition assembly (6) divide the cylindrical cavity into a first cavity (A), a second cavity (B), a third cavity (D) and a fourth cavity (C) which are arranged in a clockwise direction; wherein the first cavity (A) and the fourth cavity (C) constitute a left half cavity, and the second cavity (B) and the third cavity (D) constitute a right half cavity; wherein, as the blade assembly (5) rotates around the axis in an integrated manner, the first cavity (A) and the third cavity (D) synchronously increase or decrease, and correspondingly, the fourth cavity (C) and the second cavity (B) synchronously decrease or increase; The blade assembly (5) is provided with a first connecting hole and a second connecting hole, the first cavity (A) and the third cavity (D) are connected through the first connecting hole, and the fourth cavity (C) and the second cavity (B) are connected through the second connecting hole; A vibration damping valve mounting hole is respectively provided through both ends of the partition assembly (6), and two vibration damping valves are mounted on the vibration damping valve mounting holes; wherein the two vibration damping valves are divided into a first vibration damping valve and a second vibration damping valve; the first vibration damping valve is connected to the first cavity (A) and the second cavity (B); the second vibration damping valve is connected to the third cavity (D) and the fourth cavity (C); The shell (1) is provided with a first hole (101) at a position corresponding to the fourth cavity (C), and the shell (1) is provided with a second hole (102) at a position corresponding to the third cavity (D); the left buffer assembly (3) and the right buffer assembly (4) are arranged on the back of the shell (1); the first hole (101) is connected to the left buffer assembly (3), and the second hole (102) is connected to the right buffer assembly (4); The left buffer assembly (3) comprises: a left cylinder body (301), a left damping valve (302), a left limit buffer valve (303), a left floating piston (304), a left sealing end cover (305), and a left inflation valve (306); the left damping valve (302), the left limit buffer valve (303), the left floating piston (304), and the left sealing end cover (305) are arranged in a row along the axial direction inside the left cylinder body (301); a first oil chamber (E) is formed between the left limit buffer valve (303) and the left floating piston (304), and a first air chamber (G) is formed between the left floating piston (304) and the left sealing end cover (305); The right buffer assembly (4) comprises: a right cylinder body (401), a right damping valve (402), a right limit buffer valve (403), a right floating piston (404), a right sealing end cover (405), and a right inflation valve (406); the right damping valve (402), the right limit buffer valve (403), the right floating piston (404), and the right sealing end cover (405) are arranged in an axial direction inside the right cylinder body (401); a second oil chamber (F) is formed between the right limit buffer valve (403) and the right floating piston (404), and a second air chamber (H) is formed between the right floating piston (404) and the right sealing end cover (405).

2. The blade-type vibration absorber with a buffer structure according to claim 1, characterized in that: The partition assembly (6) is fixedly connected in the cylindrical cavity through the axis, thereby dividing the cylindrical cavity into two equal parts, defined as a left half cavity and a right half cavity; the blade assembly (5) is rotatably arranged in the cylindrical cavity through the axis, a part of the blade assembly (5) is placed in the left half cavity, and the other part is placed in the right half cavity, so that the blade assembly (5) and the partition assembly (6) divide the cylindrical cavity into a first cavity (A), a second cavity (B), a third cavity (D) and a fourth cavity (C) distributed in a clockwise direction.

3. The blade-type vibration absorber with a buffer structure according to claim 2, characterized in that: The damping coefficient of the left damping valve (302) is set to be smaller than the damping coefficients of the first damping valve and the second damping valve; At the same time, the damping coefficient of the right damping valve (402) is also set to be smaller than the damping coefficients of the first damping valve and the second damping valve.

4. The blade-type vibration absorber with a buffer structure according to claim 3, characterized in that: The sum of the damping coefficients of the left damping valve (302) and the right damping valve (402) is smaller than the damping coefficients of the first damping valve and the second damping valve.

5. The blade-type vibration absorber with a buffer structure according to claim 4, characterized in that: The connecting arm assembly (2) is connected to the blade assembly (5) via a spline; the end cover assembly (7) is connected to the partition assembly (6), and the partition assembly (6) is fixedly connected to the housing (1), and at the same time plays a role in sealing the oil.

6. The blade-type vibration absorber with a buffer structure according to claim 5, characterized in that: The back of the housing (1) is provided with a threaded left cylindrical cavity (103) and a threaded right cylindrical cavity (104); wherein the threaded left cylindrical cavity (103) is connected to the left buffer assembly (3) via a thread, and the first hole (101) is communicated with the threaded left cylindrical cavity (103); the threaded right cylindrical cavity (104) is connected to the right buffer assembly (4) via a thread, and the second hole (102) is communicated with the threaded right cylindrical cavity (104).

7. The blade-type vibration absorber with a buffer structure according to claim 6, characterized in that: The blade-type shock absorber (Y3) is mounted on the vehicle body (Y1); the connecting arm assembly (2) of the blade-type shock absorber (Y3) is connected to one end of the connecting rod (Y4); the other end of the connecting rod (Y4) is connected to the balancing elbow (Y5); one end of the balancing elbow (Y5) is fixedly connected to one end of the torsion bar (Y6) and connected to the vehicle body (Y1) through a bearing; the other end of the torsion bar (Y6) is fixedly connected to the vehicle body (Y1); a limiter (Y2) is fixed to the vehicle body (Y1) and is used to limit the upward rotation angle of the balancing elbow (Y5), thereby protecting the torsion bar (Y6) and the blade-type shock absorber (Y3); the other end of the balancing elbow (Y5) is connected to the load-bearing wheel (Y7); the load-bearing wheel (Y7) is arranged on the crawler track (Y8); the crawler track (Y8) is in contact with the ground.

8. The blade-type vibration absorber with a buffer structure according to claim 7, characterized in that: During the driving process of the vehicle, the uneven road surface causes the crawler track (Y8) to fluctuate up and down, thereby causing the road wheel (Y7) to vibrate up and down; the vibration of the road wheel (Y7) is transmitted to the torsion bar (Y6) through the balancing elbow (Y5), and the torsion bar (Y6) achieves vibration buffering; the vibration of the road wheel (Y7) is transmitted to the connecting rod (Y4) through the balancing elbow (Y5), and the connecting rod (Y4) causes the connecting arm assembly (2) of the blade-type shock absorber (Y3) to rotate, thereby causing the blade assembly (5) connected to the connecting arm assembly (2) to rotate; When the connecting arm assembly (2) rotates, oil flows between the first cavity (A), the third cavity (D) and the second cavity (B), the fourth cavity (C), and the first damping valve and the second damping valve play a role in damping and vibration reduction. At the same time, oil enters or flows out of the first oil chamber (E) of the left buffer (3) and the second oil chamber (F) of the right buffer assembly (4) through the first hole (101) and the second hole (102); therefore, the left damping valve (302) of the left buffer assembly (3) and the right damping valve (403) of the right buffer assembly (4) also play a role in damping and vibration reduction.

9. The blade-type vibration absorber with a buffer structure according to claim 8, characterized in that: When the connecting arm assembly (2) rotates upward, the blade assembly (5) rotates clockwise, and the first cavity (A) and the third cavity (D) are compressed, and the second cavity (B) and the fourth cavity (C) are extended, and the oil flows from the first cavity (A) and the third cavity (D) through the first damping valve and the second damping valve into the second cavity (B) and the fourth cavity (C); At the same time, the oil flows from the third cavity (D) through the second hole (102), enters the threaded right cylindrical cavity (104), the right buffer assembly (4), flows through the right damping valve (402) and the second oil chamber (F) of the right buffer assembly (4), and then pushes the right floating piston (404) to compress the second air chamber (H); at the same time, the first air chamber (G) of the left buffer assembly (3) stretches, pushes the left floating piston (304), and the oil in the first oil chamber (E) enters the fourth cavity (C) through the left damping valve (302); Since the sum of the damping coefficients of the left damping valve (302) and the right damping valve (402) is smaller than the damping coefficients of the first damping valve and the second damping valve, the oil enters the right buffer assembly (4) at a relatively large flow rate through the right damping valve (402). When the pressure of the second air chamber (H) of the right buffer assembly (4) increases, the pressure difference before and after the right damping valve (402) decreases, and the flow rate through the right damping valve (402) decreases. At this time, the flow rate of the oil through the first damping valve and the second damping valve increases. Therefore, high-frequency vibration energy will be preferentially absorbed by the right damping valve (402), which is conducive to exerting the role of the blade-type damper at the first main frequency, reducing the role of the first damping valve and the second damping valve of the blade-type damper at the second main frequency, thereby reducing the damping force at high frequencies, which is conducive to reducing the acceleration of the sprung mass and reducing the energy consumption of the suspension.

10. The blade-type vibration absorber with a buffer structure according to claim 8, characterized in that: When the connecting arm assembly (2) rotates downward, the blade assembly (5) rotates counterclockwise, and the first cavity (A) and the third cavity (D) are stretched, and the second cavity (B) and the fourth cavity (C) are compressed, and the oil flows from the second cavity (B) and the fourth cavity (C) through the first damping valve and the second damping valve into the first cavity (A) and the third cavity (D); At the same time, the oil flows from the fourth cavity (C) through the first hole (101), enters the threaded left cylindrical cavity (103), the left buffer assembly (3), flows through the left damping valve (302) and the first oil chamber (E) of the left buffer assembly (3), and then pushes the left floating piston (304) to compress the first air chamber (G); at the same time, the second air chamber (H) of the right buffer assembly (4) stretches, pushes the right floating piston (404), and the oil in the second oil chamber (F) enters the third cavity (D) through the right damping valve (402); Since the sum of the damping coefficients of the left damping valve (302) and the right damping valve (402) is smaller than the damping coefficients of the first damping valve and the second damping valve, the oil enters the left shock absorber assembly (3) at a relatively large flow rate through the left damping valve (302). When the pressure of the first air chamber (G) of the left shock absorber assembly (3) increases, the pressure difference before and after the left damping valve (302) decreases, and the flow rate through the left damping valve (302) decreases. At this time, the flow rate of the oil through the first damping valve and the second damping valve increases. Therefore, high-frequency vibration energy will be preferentially absorbed by the left damping valve (302), which is conducive to exerting the role of the blade-type shock absorber at the first main frequency, reducing the role of the first damping valve and the second damping valve of the blade-type shock absorber at the second main frequency, thereby reducing the damping force at high frequencies, which is conducive to reducing the acceleration of the sprung mass and reducing the energy consumption of the suspension.

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