An electronically controlled shock absorber with a hydraulic buffer structure, a vehicle chassis and a vehicle

Abstract

This invention discloses an electronically controlled shock absorber with a hydraulic buffer structure, a vehicle chassis, and a vehicle, relating to the field of automotive chassis technology. It includes a shock absorber cylinder assembly comprising a working cylinder, an intermediate cylinder, and a shock absorber body. The working cylinder, intermediate cylinder, and shock absorber body are all cylindrical and arranged sequentially from the inside out. A first cavity is formed within the working cylinder, and a piston rod and a hydraulic buffer mechanism are disposed within the first cavity. The hydraulic buffer mechanism includes a hydraulic buffer sleeve and a hydraulic buffer piston assembly. The hydraulic buffer sleeve is located at the top of the first cavity, and the hydraulic buffer piston assembly is sleeved on the piston rod and can slide freely up and down. The hydraulic buffer piston assembly engages with the hydraulic buffer sleeve at its extreme position. Upon impact, the hydraulic buffer piston assembly slides upward along the piston rod and enters the hydraulic buffer sleeve at its extreme position to generate a nonlinear damping effect, thereby increasing the damping force and preventing impact noise.

Description

Technical Field

[0001] This invention relates to the field of automotive chassis technology, and more particularly to an electronically controlled shock absorber with a hydraulic buffer structure, a vehicle chassis, and a vehicle. Background Technology

[0002] The statements in this section are merely background information related to the present invention and do not necessarily constitute prior art.

[0003] With societal progress and the development of the automotive industry, people's demands for vehicle ride comfort are increasing. Considering that electronically controlled shock absorbers can suppress the oscillations during spring-absorbed shock rebound and impacts from the road surface, applying them to vehicle chassis design can further improve ride comfort, and this approach is gradually becoming standard equipment in mid-to-high-end models. Currently, to meet the overall vehicle requirements for comfort and handling stability, the current and solenoid valve plates of the electronically controlled shock absorbers are typically adjusted. To further improve comfort, small currents and small damping forces (such as a force value of 1.0 m / s, approximately 800 N) are often used. However, because the current and damping force settings of existing electronically controlled shock absorbers are very small in comfort mode, when encountering large potholes, the vehicle's wheel acceleration is high, resulting in a large impact, but the generated damping force is still relatively small and cannot effectively attenuate the impact. Consequently, the electronically controlled shock absorber cannot respond in time, producing stretching impact noises. To avoid this problem, existing technologies often involve adding metal springs inside the electronically controlled shock absorber to prevent impact noise. However, due to limitations in the internal space of the shock absorber and the overall vehicle frequency deviation, the spring force cannot be designed to be very large, and its force increase is limited, which cannot effectively eliminate impact limiting noise. Summary of the Invention

[0004] To address the shortcomings of the existing technology, this invention provides an electronically controlled shock absorber with a hydraulic buffer structure, a vehicle chassis, and a vehicle. It improves upon the existing electronically controlled shock absorbers used in vehicle chassis by adding a hydraulic buffer mechanism within the working cylinder of the electronically controlled shock absorber and configuring the added hydraulic buffer mechanism with a specific structure to effectively enhance the damping force and solve the impact noise problem caused by insufficient damping force at extreme positions in existing electronically controlled shock absorbers.

[0005] In a first aspect, the present invention provides an electronically controlled vibration damper with a hydraulic buffer structure.

[0006] An electronically controlled shock absorber with a hydraulic buffer structure includes a shock absorber cylinder assembly. The shock absorber cylinder assembly includes a working cylinder, an intermediate cylinder, and a shock absorber cylinder body. The working cylinder, intermediate cylinder, and shock absorber cylinder body are all cylindrical and arranged sequentially from the inside to the outside.

[0007] A first cavity is formed inside the working cylinder, and a piston rod and a hydraulic buffer mechanism are provided inside the first cavity. The hydraulic buffer mechanism includes a hydraulic buffer sleeve and a hydraulic buffer piston assembly. The hydraulic buffer sleeve is located at the extreme position at the top of the first cavity. The hydraulic buffer piston assembly is sleeved on the piston rod and can slide freely up and down. The hydraulic buffer piston assembly cooperates with the hydraulic buffer sleeve at the extreme position. When subjected to impact, the hydraulic buffer piston assembly slides upward along the piston rod and enters the hydraulic buffer sleeve at the extreme position to generate a nonlinear damping effect.

[0008] In a further technical solution, the outer surface of the hydraulic buffer piston assembly is provided with circumferentially distributed tapered throttling grooves, which are used to generate nonlinear damping force through the throttling effect of the fluid flow when entering the hydraulic buffer sleeve.

[0009] A further technical solution is that the tapered throttling groove includes upper and lower openings, and multiple teardrop-shaped flow channels pass through the upper opening to the lower opening in sequence; the teardrop-shaped flow channels include two flow channels, one straight and one arc-shaped, which are divided at the same confluence point, and the two flow channels converge at the same confluence point.

[0010] In a further technical solution, the outer surface of the hydraulic buffer piston assembly is provided with a plurality of circumferentially distributed tapered throttling grooves, and the plurality of tapered grooves are evenly distributed along the circumference of the hydraulic buffer piston assembly.

[0011] In a further technical solution, the limit stroke of the hydraulic buffer piston assembly is 10-40mm, and a rubber buffer gasket is provided at the end of the hydraulic buffer piston assembly.

[0012] In a further technical solution, the electronically controlled vibration damper has a second cavity formed inside the damper cylinder. A guide seat is fixed at the top of the second cavity. The lower end of the guide seat has an annular stepped surface, which is used to cooperate with the working cylinder and the hydraulic buffer sleeve set inside the working cylinder to fix the working cylinder and the hydraulic buffer sleeve.

[0013] In a further technical solution, the upper end of the hydraulic buffer sleeve is provided with a flange, which is fixed to the guide seat by welding or snap-fit.

[0014] A further technical solution is that a sealing ring is provided between the stepped surface of the guide seat and the hydraulic buffer sleeve, and the sealing ring is made of hydrogenated nitrile rubber.

[0015] Secondly, the present invention provides a vehicle chassis on which an electronically controlled shock absorber with a hydraulic buffer structure as proposed in the first aspect is provided.

[0016] Thirdly, the present invention provides a vehicle.

[0017] A vehicle comprising an electronically controlled shock absorber with a hydraulic buffer structure as described in the first aspect, or employing a vehicle chassis as described in the second aspect.

[0018] The above one or more technical solutions have the following beneficial effects:

[0019] 1. This invention provides an electronically controlled shock absorber with a hydraulic buffer structure, a vehicle chassis, and a vehicle. It improves upon the existing electronically controlled shock absorbers used in vehicle chassis. The designed electronically controlled shock absorber consists of a hydraulic buffer sleeve, a hydraulic buffer piston assembly, and related electronically controlled shock absorber components. The hydraulic buffer sleeve and the hydraulic buffer piston assembly constitute a hydraulic buffer structure. When the shock absorber is near its tensile limit position, the hydraulic buffer mechanism acts as a throttling mechanism, generating a large tensile damping force to avoid impact noise and solve the problem of impact noise caused by insufficient damping force at the limit position in existing electronically controlled shock absorbers.

[0020] 2. The hydraulic buffer piston assembly proposed in this invention is provided with a tapered throttling groove. When the hydraulic buffer piston enters the hydraulic buffer sleeve, a throttling effect is generated. The groove is tapered, so the throttling effect is enhanced as the piston enters the depth. That is, the longer the hydraulic buffer piston enters the hydraulic buffer sleeve, the more obvious the throttling effect. At this time, a large lifting damping force can be generated, thereby avoiding impact noise. When it is far away from the hydraulic buffer sleeve, it does not play a throttling role.

[0021] Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0022] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0023] Figure 1 This is an overall schematic diagram of the electronically controlled vibration damper with hydraulic buffer structure described in an embodiment of the present invention;

[0024] Figure 2 This is a partial schematic diagram of the electronically controlled vibration damper with a hydraulic buffer structure according to an embodiment of the present invention;

[0025] Figure 3 This is a schematic diagram of the hydraulic buffer piston assembly in an embodiment of the present invention;

[0026] Figure 4 This is a schematic diagram of the downward flow of liquid in the groove of the hydraulic buffer piston assembly in an embodiment of the present invention;

[0027] Figure 5This is a schematic diagram of the upward flow of liquid in the groove of the hydraulic buffer piston assembly in an embodiment of the present invention.

[0028] The components include: 1. Guide seat; 2. Hydraulic buffer sleeve; 3. Working cylinder; 4. Shock absorber cylinder body; 5. Hydraulic buffer piston assembly; 6. Solenoid valve; 7. Buffer washer. Detailed Implementation

[0029] It should be noted that the following detailed descriptions are exemplary and are intended only to describe specific embodiments and to provide further explanation of the invention, and are not intended to limit the scope of exemplary embodiments of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0030] Example 1

[0031] To address the issue of electronically controlled shock absorbers in the vehicle chassis failing to effectively mitigate impact and noise when vehicles traverse large potholes, this embodiment provides an electronically controlled shock absorber with a hydraulic buffer structure, such as... Figure 1 As shown, the electronically controlled shock absorber includes a shock absorber cylinder assembly, which comprises a working cylinder 3, an intermediate cylinder, and a shock absorber cylinder 4. The working cylinder 3, intermediate cylinder, and shock absorber cylinder 4 are all cylindrical and arranged sequentially from the inside to the outside. A first cavity is formed within the working cylinder 3, and a piston rod and a hydraulic buffer mechanism are disposed within the first cavity. The hydraulic buffer mechanism includes a hydraulic buffer sleeve 2 and a hydraulic buffer piston assembly 5. The hydraulic buffer sleeve 2 is positioned at the extreme position at the top of the first cavity. The hydraulic buffer piston assembly 5 is sleeved on the piston rod and can slide freely up and down. At the extreme position, the hydraulic buffer piston assembly 5 engages with the hydraulic buffer sleeve 2. The hydraulic buffer sleeve, acting as the sleeve of the hydraulic buffer piston assembly, has an inner diameter close to the outer diameter of the piston assembly, but there is no friction between them. Through this configuration, when the vehicle is subjected to an external impact, the hydraulic buffer piston assembly 5 in the electronically controlled shock absorber slides upward along the piston rod and enters the hydraulic buffer sleeve 2 at the extreme position to generate a nonlinear damping effect, thereby reducing impact limiting noise through hydraulic buffering.

[0032] Furthermore, the outer surface of the hydraulic buffer piston assembly 5 is provided with circumferentially distributed tapered throttling grooves, which are used to generate nonlinear damping force through the throttling effect of the hydraulic flow when the hydraulic buffer piston assembly enters the hydraulic buffer sleeve.

[0033] By incorporating the aforementioned hydraulic buffer sleeve, hydraulic buffer piston assembly, and grooves on the piston assembly, when the vehicle is subjected to an external impact, the hydraulic buffer piston assembly 5 in the electronically controlled shock absorber slides upward along the piston rod and enters the hydraulic buffer sleeve 2 at its limit position. At this point, because the outer surface of the hydraulic buffer piston assembly 5 is provided with circumferentially distributed tapered throttling grooves, when the hydraulic buffer piston assembly 5 enters the hydraulic buffer sleeve 2, it compresses the liquid at its limit position, causing it to flow downward along the tapered throttling grooves on the outer surface of the piston assembly. This creates a fluid throttling effect, and the tapered shape of the grooves enhances the throttling effect as the piston enters the sleeve; that is, the longer the hydraulic buffer piston enters the hydraulic buffer sleeve, the more pronounced the throttling effect. This fluid throttling action generates a corresponding nonlinear damping force, effectively increasing the damping force and reducing impact limiting noise through hydraulic buffering. Conversely, when the hydraulic buffer piston assembly is far from the hydraulic buffer sleeve, it does not perform a throttling function.

[0034] As one implementation method, the gradually narrowing throttling groove provided on the hydraulic buffer piston assembly 5 proposed in this embodiment is as follows: Figure 3 As shown, the groove includes two openings, one at the top and one at the bottom, and passes through multiple teardrop-shaped channels from top to bottom. The teardrop-shaped channels include two channels, one straight and one arc-shaped, which are divided at the same confluence point, and the two channels converge at the same confluence point.

[0035] Through the aforementioned groove structure design, when the vehicle encounters large impacts such as potholes, the hydraulic buffer piston assembly 5 moves towards the hydraulic buffer sleeve 2 and enters the hydraulic buffer sleeve 2. Figure 2 As shown, the liquid flow in the first cavity at this time is as follows: Figure 4 As shown, the liquid enters the groove through the opening on the groove. When it passes through the arc-shaped flow channel of the teardrop-shaped flow path, it will backflow, hindering the liquid's flow. Therefore, a throttling effect is created between the hydraulic buffer piston assembly 5 and the hydraulic buffer sleeve 2. The deeper the liquid enters the hydraulic buffer sleeve 2, the greater the damping. This significantly improves the damping force of the electronically controlled shock absorber at its extreme positions, effectively solving the impact problem of the electronically controlled shock absorber without affecting the comfort of normal operating conditions. Correspondingly, when the hydraulic buffer piston assembly 5 moves away from the hydraulic buffer sleeve 2, the liquid flow direction is as follows... Figure 5 As shown, it does not have a throttling effect.

[0036] Preferably, the outer surface of the hydraulic buffer piston assembly 5 is provided with a plurality of circumferentially distributed tapered throttling grooves, and the plurality of tapered grooves are evenly distributed along the circumference of the hydraulic buffer piston assembly. Further, the number of grooves evenly distributed axially can be selected and set according to specific circumstances; in this embodiment, the number of grooves is set to 4 to 8.

[0037] Preferably, the depth of the tapered groove gradually decreases along the axial direction of the hydraulic buffer piston assembly 5; the limit stroke of the hydraulic buffer piston assembly 5 is 10-40mm, and a rubber buffer washer 7 is provided at its end to further reduce impact limiting noise.

[0038] like Figure 2 As shown, in the electronically controlled vibration damper proposed in this embodiment, a second cavity is formed within the damper cylinder. A guide seat 1 is fixed at the top of the second cavity. The lower end of the guide seat 1 has an annular stepped surface for engaging with the working cylinder and a hydraulic buffer sleeve disposed inside the working cylinder, thereby fixing the working cylinder and the hydraulic buffer sleeve. Preferably, the upper end of the hydraulic buffer sleeve 2 has a flange, which is fixed to the guide seat by welding or snap-fit, thereby installing the hydraulic buffer sleeve in the first cavity within the working cylinder. Through the above design, the hydraulic buffer sleeve can be effectively and securely fixed in the electronically controlled vibration damper.

[0039] Preferably, a sealing ring is provided between the stepped surface of the guide seat 1 and the hydraulic buffer sleeve 2. The sealing ring is made of hydrogenated nitrile rubber to further enhance the sealing effect of the first cavity. A third cavity is formed between the working cylinder and the intermediate rod. This cavity is a sealed cavity and is filled with high-viscosity hydraulic oil.

[0040] Furthermore, the electronically controlled shock absorber also includes a valve seat, a connecting sleeve, and a solenoid valve 6. The valve seat is integrated with the shock absorber cylinder assembly, the solenoid valve 6 is located inside the valve seat, one end of the connecting sleeve is restricted between the solenoid valve and the valve seat, and the other end of the connecting sleeve is connected to the intermediate cylinder. In addition, a piston valve is provided at one end of the piston rod inserted into the first cavity, which can slide with the piston rod assembly in the up and down direction of the working cylinder.

[0041] This embodiment innovatively proposes the above-mentioned electronically controlled vibration damper with hydraulic buffer structure. By designing a hydraulic buffer mechanism including a hydraulic buffer sleeve and a hydraulic buffer piston assembly, as well as related electronically controlled vibration damper components, the hydraulic buffer mechanism can play a throttling role when the vibration damper is near the tensile limit position, generating a large tensile damping force, thereby avoiding impact noise.

[0042] Example 2

[0043] This embodiment proposes a vehicle chassis on which an electronically controlled shock absorber with a hydraulic buffer structure, as proposed in Embodiment 1, is installed.

[0044] Example 3

[0045] This embodiment proposes a vehicle, including the electronically controlled shock absorber with a hydraulic buffer structure proposed in Embodiment 1, or a vehicle chassis proposed in Embodiment 2.

[0046] The above description is only a preferred embodiment of the present invention. Although the specific implementation of the present invention has been described in conjunction with the accompanying drawings, it is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that, based on the technical solution of the present invention, various modifications or variations that can be made by those skilled in the art without creative effort are still within the scope of protection of the present invention.

Claims

1. An electronically controlled vibration damper with a hydraulic buffer structure, characterized in that, It includes a shock absorber cylinder assembly, which includes a working cylinder, an intermediate cylinder, and a shock absorber cylinder body. The working cylinder, intermediate cylinder, and shock absorber cylinder body are all cylindrical, and the three are arranged sequentially from the inside to the outside. A first cavity is formed inside the working cylinder, and a piston rod and a hydraulic buffer mechanism are provided inside the first cavity. The hydraulic buffer mechanism includes a hydraulic buffer sleeve and a hydraulic buffer piston assembly. The hydraulic buffer sleeve is located at the extreme position at the top of the first cavity. The hydraulic buffer piston assembly is sleeved on the piston rod and can slide freely up and down. The hydraulic buffer piston assembly cooperates with the hydraulic buffer sleeve at the extreme position. When subjected to impact, the hydraulic buffer piston assembly slides upward along the piston rod and enters the hydraulic buffer sleeve at the extreme position to generate a nonlinear damping effect. The outer surface of the hydraulic buffer piston assembly is provided with circumferentially distributed tapered throttling grooves, which are used to generate nonlinear damping force through the throttling effect of the fluid flow when entering the hydraulic buffer sleeve. The tapered throttling groove includes upper and lower openings, and multiple teardrop-shaped channels pass through it sequentially from the upper opening to the lower opening; the teardrop-shaped channels include two channels, one straight and one arc-shaped, which are divided at the same confluence point, and the two channels converge at the same confluence point.

2. The electrically controlled vibration damper with a hydraulic buffer structure as described in claim 1, characterized in that, The outer surface of the hydraulic buffer piston assembly is provided with a plurality of circumferentially distributed tapered throttling grooves, and the plurality of tapered grooves are evenly distributed along the circumference of the hydraulic buffer piston assembly.

3. The electrically controlled vibration damper with a hydraulic buffer structure as described in claim 1, characterized in that, The hydraulic buffer piston assembly has a limit stroke of 10~40mm, and a rubber buffer gasket is provided at the end of the hydraulic buffer piston assembly.

4. The electrically controlled vibration damper with a hydraulic buffer structure as described in claim 1, characterized in that, A second cavity is formed inside the shock absorber cylinder. A guide seat is fixed at the top of the second cavity. The lower end of the guide seat is provided with an annular stepped surface, which is used to cooperate with the working cylinder and the hydraulic buffer sleeve provided inside the working cylinder to fix the working cylinder and the hydraulic buffer sleeve.

5. The electrically controlled vibration damper with a hydraulic buffer structure as described in claim 4, characterized in that, The upper end of the hydraulic buffer sleeve is provided with a flange, which is fixed to the guide seat by welding or snap fastener.

6. The electrically controlled vibration damper with a hydraulic buffer structure as described in claim 4, characterized in that, A sealing ring is provided between the stepped surface of the guide seat and the hydraulic buffer sleeve. The sealing ring is made of hydrogenated nitrile rubber.

7. A vehicle chassis, characterized in that, The vehicle chassis is equipped with an electronically controlled shock absorber with a hydraulic buffer structure as described in any one of claims 1-6.

8. A vehicle, characterized in that, Includes an electronically controlled shock absorber with a hydraulic buffer structure as described in any one of claims 1-6, or uses a vehicle chassis as described in claim 7.

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