Conversion type motor vehicle damping device

Abstract

A conversion type motor vehicle damping device comprises a converter, a damping cylinder and a hydraulic pipeline. The damping cylinder and the converter are filled with hydraulic oil and are connected through a hydraulic pipeline. The converter is formed by coaxially installing a driving cylinder and a pressure cylinder, a piston and a piston rod are installed in the converter, by means of the conversion effect of force, small elastic pressure is applied to the piston of the converter, the piston rod can be pushed to extrude hydraulic oil, large pressure intensity is generated and acts on the damping cylinder, and the piston rod generates large stretching supporting force. The damping cylinder is connected with a wheel support of the motor vehicle, can drive a piston in the damping cylinder to transmit hydraulic oil to the converter along with jumping of wheels, and counteracts the piston of the converter to enable the piston to move so as to absorb upward impact on the wheels. The damping cylinder is controlled by applying a force conversion principle, so that the damping device has the advantages of convenience in adjustment, stability, reliability and no need of high-pressure nitrogen and air bag sealing.

Description

Technical Field:

[0001] The present invention belongs to the technical field of motor vehicle shock absorption, and particularly relates to a conversion type motor vehicle shock absorption device. Technical Background:

[0002] The shock absorption stiffness of the shock absorption suspensions of existing motor vehicles, including passenger cars and commercial freight vehicles, is generally non-adjustable, and there is a problem of nitrogen leakage. At the same time, with the progress of technology, in order to achieve better comfort and smoothness, it is gradually being replaced by air spring shock cylinders. However, due to the relatively low air pressure, the product often has to be made relatively thick to increase the cross-sectional area in order to support the vehicle frame. Therefore, it occupies a large installation space, is inconvenient to disassemble and assemble, and has a high cost. At the same time, the airbag of the air spring is prone to fatigue damage and leakage. Although the split shock absorber used in the prior art can reduce the volume of the shock absorber, there are still problems of uncontrollability and nitrogen leakage. Summary of the Invention:

[0003] To solve the above problems, the present invention provides a conversion type motor vehicle shock absorption device, which adopts the principle of pressure conversion to convert the nitrogen pressure of shock absorption into a smaller and controllable applied force, so as to conveniently adjust the vehicle body height and shock absorption stiffness, and achieve the driving smoothness and comfort of the vehicle under different load and road conditions.

[0004] To achieve the above object, the implementation of the present invention is as follows: A conversion type motor vehicle shock absorption device includes a converter, a shock absorber cylinder and a hydraulic pipeline. The converter is formed by coaxially installing a driving cylinder and a boosting cylinder, and internally installed with a first piston and a first piston rod installed concentrically. The first piston is placed in the driving cylinder, and the first piston rod is placed in the boosting cylinder, and can move left and right along with the direction of the force. An elastic force can be applied to the first piston in the rodless cavity of the driving cylinder. The magnitude of the elastic force is proportional to the displacement, i.e., the compression amount, and can be the pressure of compressed air or the elastic force of a compressed spring.

[0005] The shock absorber cylinder, as a supporting component of the shock absorption device, includes a shock absorber cylinder barrel and a second piston and a second piston rod installed therein. The second piston and the second piston rod are installed concentrically together and can axially slide inside the shock absorber cylinder barrel. The upper end of the shock absorber cylinder barrel is provided with an installation end connected to the motor vehicle frame. The lower end of the second piston rod is provided with a hinge joint, which is connected to the motor vehicle wheel bracket, and can drive the second piston to slide up and down in the shock absorber cylinder barrel along with the jumping of the wheel.

[0006] The boosting cylinder and the shock absorber cylinder are filled with hydraulic oil and are connected through a hydraulic pipeline.

[0007] The working principle of the present invention is as follows: applying the principle of force conversion, a smaller elastic force applied to the piston in the converter pushes the piston rod to generate a higher pressure on the hydraulic oil, and through the hydraulic pipeline, it acts on the piston in the shock absorber cylinder to generate a larger acting force, thereby facilitating the indirect control of the shock absorber cylinder from the piston end of the converter. Conversely, when the shock absorber cylinder is subjected to a large impact force, it is converted into a smaller force on the piston through the above process. Since the force conversion is a linear proportional relationship, the control can be precise.

[0008] In an embodiment of the present invention, the driving force on the left side of the first piston in the converter is the pressure of compressed air. The air pressure applies a driving force on the left side of the first piston, which is transmitted to the first piston rod, compresses the hydraulic oil in the supercharging cylinder, and transmits the pressure to the shock absorber cylinder through the hydraulic pipeline, so that the second piston assembly drives the second piston rod to extend and move downward to support the wheel. When the wheel crosses a protrusion or a pit, the acting force of the compressed air drives the second piston rod to move downward, thereby driving the wheel to descend, achieving a smooth landing and shock absorption. Conversely, when the motor vehicle passes over a ground protrusion during driving, the wheel jumps upward, driving the piston in the shock absorber cylinder to move upward, compressing the hydraulic oil through the hydraulic pipeline to the supercharging cylinder of the converter, pushing the first piston rod to move leftward, driving the first piston to compress the air, and due to the elastic property of the compressed air, shock absorption and buffering are achieved by absorbing the impact.

[0009] When it is necessary to adjust the vehicle body height, only need to control and change the magnitude of the elastic force applied to the left side of the first piston, thereby indirectly controlling the extension length of the second piston rod in the shock absorber cylinder, realizing the adjustment of the vehicle body height, and at the same time changing the magnitude of the elastic force, and also realizing the change of the shock absorption stiffness.

[0010] In an embodiment of the present invention, the driving force on the left side of the first piston is the elastic force of a compression spring, which pushes the first piston rod to extrude the hydraulic oil to generate pressure and act on the shock absorber cylinder through the hydraulic pipeline.

[0011] Furthermore, the magnitude of the elastic force of the compression spring can be adjusted by realizing the change of the compression amount through the displacement at one end.

[0012] Since a smaller force is used to achieve a larger pressure through supercharging, it is more conducive to control. Compared with the prior art, the beneficial effects brought by the above measures are as follows:

[0013] 1. Eliminate the problem of filling nitrogen and its leakage, and cancel the vulnerable parts of the airbag.

[0014] 2. Facilitate the realization of shock absorption pressure adjustment to adapt to the conditions of vehicle heavy load and no load, and can conveniently adjust the vehicle body height.

[0015] 3. There is no complex and precise valve group for the hydraulic end control of the air spring, the structure is simple and reliable, and the cost is low.

[0016] 4. Without the storage of nitrogen and compressed air in the shock absorber cylinder, the size of the shock absorber cylinder is greatly reduced. At the same time, the converter can be remotely installed, providing a greater degree of installation freedom. Description of the Drawings:

[0017] Figure 1 General schematic diagram of a conversion type motor vehicle shock absorber of the present invention

[0018] Figure 2 Cross-sectional schematic diagram of the shock absorber cylinder of the present invention

[0019] Figure 3 Schematic diagram of the differential connection mode of the shock absorber cylinder of the present invention

[0020] Figure 4 Schematic diagram of the compressed air drive mode of the converter of the present invention

[0021] Figure 5 Schematic diagram of the compression spring drive mode of the converter of the present invention

[0022] Figure 6 Schematic diagram of the drive mode of the motor for adjusting the compression spring of the converter of the present invention

[0023] Figure 7 Schematic diagram of the one-to-many mode of the converter of the present invention

[0024] Description of the reference numerals in the drawings: 100, converter; 200, shock absorber cylinder; 300, hydraulic pipeline; 400, damping element; 500, on-off valve;

[0025] 110, drive cylinder; 111, drive cylinder barrel; 112, left end cover of the drive cylinder; 120, booster cylinder; 121, right end cover of the booster cylinder; 122, booster cylinder body; 123, mounting flange; 131, first piston; 132, first piston rod; 140, assist spring; 210, shock absorber cylinder barrel; 211, shock absorber installation end; 212, lower seal cover of the shock absorber cylinder; 221, second piston; 222, second piston rod; 223, hinge joint; 230, support spring; 240, compression spring; 250, pneumatic pressure reducing valve; Detailed Description of the Invention:

[0026] To fully understand the technical solution of the present invention, the following will describe in detail the specific implementation manner of the present invention with reference to the drawings. It should be noted that for the convenience of description, only the parts related to the present invention are shown in the drawings, and other related parts can refer to the existing common designs.

[0027] In addition, unless otherwise defined, the technical terms or scientific terms used in the description of the present invention shall have the ordinary meanings understood by those of ordinary skill in the art to which the present invention pertains. The terms indicating directions such as "upper", "lower", "left", "right", "center", "vertical", "horizontal", "inner", "outer", etc. used in the description of the present invention are only used to indicate relative directions or positional relationships, rather than implying that the device or component must have a specific orientation, be constructed and operated in a specific orientation. When the absolute position of the object being described changes, its relative positional relationship may also change accordingly. Therefore, it should not be construed as a limitation to the present invention.

[0028] The terms "first", "second", "third" and similar terms used in the description of the present invention are only for descriptive purposes to distinguish different components, and should not be construed as indicating or implying relative importance. The similar terms such as "a", "one" or "the" used in the description of the present invention should not be construed as an absolute limitation on the quantity, but should be understood as having at least one. The similar terms such as "comprising" or "including" used in the description of the present invention are intended to mean that the elements or objects appearing before this word cover the elements or objects listed after this word and their equivalents, without excluding other elements or objects.

[0029] In addition, it should be noted that, unless otherwise clearly specified and limited, the similar terms such as "installed", "set", "connected", etc. used in the description of the present invention should be understood in a broad sense. For example, "installed" can be fixed installation or detachable installation; "set" can be integrally formed or with additional components; "connected" can be direct connection or indirect connection. Those skilled in the art can understand their specific meanings in the present invention according to specific circumstances.

[0030] The following further describes the detailed solution of the present invention in conjunction with the Figures 1 to 7 accompanying drawings.

[0031] A conversion type motor vehicle shock absorber provided by the present invention includes a converter 100 and a shock absorber cylinder 200, which are connected through a hydraulic pipeline 300. As Figure 1 shown, the converter 100 is coaxially installed by a driving cylinder 110 and a boosting cylinder 120, and a centering-mounted first piston 131 and a first piston rod 132 are placed inside.

[0032] The driving cylinder 110 includes a driving cylinder barrel 111 and a left end cover 112 of the driving cylinder; the boosting cylinder 120 includes a cylinder body 122, a mounting flange 123, and a right end cover 121 of the boosting cylinder. The mounting flange 123 is connected to the driving cylinder 110, and a sealing ring is provided at this place; a through hole is opened in the right end cover 121 of the boosting cylinder, and it is connected to the shock absorber cylinder 200 through the hydraulic pipeline 300 at this place.

[0033] The first piston 131 is placed in the driving cylinder 110 and slidably cooperates with the inner wall of the driving cylinder 111; the first piston rod 132 is placed in the booster cylinder 120 and forms a seal with the sealing ring at the mounting flange 123, and can move axially along the left and right force directions.

[0034] The booster cylinder is filled with hydraulic oil. When an elastic force is applied to the rodless cavity of the drive cylinder 110 to act on the left side of the first piston 131, the first piston rod 132 can be driven to generate pressure on the hydraulic oil, which is output to the hydraulic pipeline 300 through the opening of the right end cover. The elastic force, that is, the magnitude of the force, is proportional to the displacement, that is, the compression amount, of the first piston 131, and can be the pressure of compressed air, or the elastic force of a compression spring, or a combination of the two.

[0035] The shock absorbing cylinder 200 is a supporting component of the shock absorbing device of the present invention, including a shock absorbing cylinder 210 and a second piston 221 and a second piston rod 222 installed therein, wherein the second piston 221 has a sealing ring on the outer edge and can slide axially inside the shock absorbing cylinder 210. Figure 2 The upper end of the shock-absorbing cylinder 210 is provided with a mounting end 211, which is connected to the frame of the motor vehicle, and the lower end is provided with a lower shock-absorbing cylinder cover 212, which is provided with a sealing ring to form a seal with the second piston rod 222. The mounting end 211 can be a joint bearing according to the frame structure, or a rubber flexible support connected with screws.

[0036] The lower end of the second piston rod 222 is provided with a hinge joint 223, which is connected to the wheel bracket, and can drive the second piston 222 to slide up and down in the shock-absorbing cylinder 210 with the bouncing of the wheel. The wheel bracket can be a steering knuckle arm or a vehicle axle. The rodless cavity of the shock-absorbing cylinder 200 is filled with hydraulic oil, and an interface is provided on the shock-absorbing cylinder 210 to connect the hydraulic pipeline 300 and communicate with the booster cylinder 120 of the converter 100.

[0037] During operation, when the first piston 131 is subjected to an elastic force to the right, the first piston rod 132 is pushed to squeeze the hydraulic oil and output it to the second piston 221 through the hydraulic pipeline 300, pushing the second piston rod 222 to extend, and acting on the wheel bracket through the hinge 223 to support the wheel. The greater the elastic force to the right on the first piston 131, the greater the extension force of the second piston of the shock absorber cylinder 200, so that the vehicle body is raised, or the shock absorber stiffness is increased, and vice versa. When the wheel is impacted upward, it runs in the opposite direction of the above process, that is, the second piston rod 222 moves upward to push the second piston 221 to squeeze the hydraulic oil and transmit it to the booster cylinder 120 through the hydraulic pipeline 300, so that the first piston rod pushes the first piston to move left to absorb the impact, thereby achieving a shock absorption effect.

[0038] It can be understood that the converter 100 and the shock absorber cylinder 200 generate mutual acting forces through hydraulic transmission to achieve the absorption of wheel impacts and the release of the wheels. Since the magnitude of the elastic force in the converter 100 is adjustable, it is convenient to adjust the damping force of the shock absorber cylinder to adapt to the load of the motor vehicle and the road conditions.

[0039] To achieve the damping effect, a damping element 400 is provided on the hydraulic pipeline path. As Figure 2 shown.

[0040] Generally, the damping element 400 is a one-way damping valve, which can be fixed or electronically controlled and adjustable.

[0041] Furthermore, to reduce the cavitation phenomenon of the hydraulic oil during operation, the shock absorber cylinder 200 is connected in a differential manner, that is, both the rodless cavity and the rod cavity are filled with hydraulic oil, connected through the damping element 400, and then connected to the hydraulic pipeline 300, as Figure 3 shown.

[0042] Optionally, the damping element 400 is arranged on the second piston inside the shock absorber cylinder, and the existing conventional method can be referred to and will not be elaborated further.

[0043] In the first embodiment of the present invention, as Figure 4 shown. The driving force acting on the left side of the first piston 131 in the converter is the pressure of compressed air. Therefore, an air hole is opened at the left end cover 112 of the driving cylinder and connected to the air pipe 101, and a sealing ring is arranged at the outer edge of the first piston 131 to form an airtight seal with the inner wall of the driving cylinder 111. Compressed air from an external air source is introduced into the rodless cavity of the driving cylinder 110 through the air hole of the left end cover 112 of the driving cylinder via the air pipe 101 and acts on the first piston 131.

[0044] Furthermore, to facilitate the adjustment of the intake pressure, a pneumatic pressure reducing valve 250 is arranged in front of the inlet of the rodless cavity of the driving cylinder. The pressure of the compressed air is adjusted through the pneumatic pressure reducing valve 250 to adjust the force received by the first piston 131.

[0045] Furthermore, a booster spring 140 is added to the rodless cavity of the driving cylinder to enhance the driving force.

[0046] To achieve automatic adjustment, a pressure sensor can be arranged in the shock absorber cylinder, combined with a vehicle body height sensor, and fed back to the function controller, which outputs an electrical signal to control the pneumatic pressure reducing valve 250 and outputs a set air pressure to the first piston 131, thereby adjusting the hydraulic pressure output to the shock absorber cylinder 200, so as to achieve the purpose of automatically adjusting the vehicle body height and damping stiffness.

[0047] In the second embodiment of the present invention, the driving force acting on the left side of the first piston 131 is the compression force of the spring. Therefore, a compression spring 240 is arranged in the rodless cavity of the driving cylinder, and its two ends are respectively pressed on the first piston 131 and the inner side of the left end cover 112 of the driving cylinder, as Figure 5 shown. By selecting springs with different elastic coefficients, the magnitude of the elastic force can be changed to adjust the driving force. The end cover 112 can be fixedly installed or installed by screwing. That is, an internal thread is processed on the left end cover 112, and at the same time, an external thread is processed on the left end of the driving cylinder barrel 111. And the tightness of the compression spring 240 can be adjusted by rotating the end cover 112.

[0048] Furthermore, the tightness of the compression spring 240 can be driven by an electric motor. To achieve this method, a linear motor assembly 160 is installed on the left end cover 112 of the driving cylinder, including a control motor 161, a screw rod 162 and a nut 163, as Figure 6 shown. The screw rod 162 can be driven to rotate by the control motor 161. The nut 163 is screwed with the screw rod. When the screw rod 162 rotates, it moves left and right to change the compression amount of the compression spring 240, changes the magnitude of the driving force acting on the first piston 131, and thus adjusts the hydraulic pressure output to the shock absorber cylinder 200, so as to achieve the purpose of automatically adjusting the vehicle body height and shock absorption stiffness.

[0049] To achieve automatic adjustment, a pressure sensor can be arranged in the shock absorber cylinder. Combined with the vehicle body height sensor, it is fed back to the function controller, and an electric signal is output to control the operation of the motor, and the magnitude of the driving force of the first piston 131 is controlled according to the above steps, so as to achieve the purpose of automatically adjusting the vehicle body height and shock absorption stiffness.

[0050] Furthermore, in order to achieve the effect of two-stage shock absorption stiffness, the compression spring can be double-layer and arranged coaxially.

[0051] The control motor 161 includes one of a torque motor, a servo motor, a stepper motor, a reluctance motor or a permanent magnet synchronous motor.

[0052] In the actual application of the present invention, one converter can correspond to one shock absorber cylinder, or one converter can correspond to two or more shock absorber cylinders, as Figure 7 shown. A damping element 400 is arranged in the middle, and an on-off valve 500 can be added as needed to facilitate the locking of the shock absorber cylinder.

[0053] Optionally, a makeup oil pump is added, and an interface is opened on the hydraulic pipeline to connect to supplement the oil.

[0054] The described motor vehicle shock absorption device can be used alone or in combination with the existing shock absorption device of the motor vehicle. When used alone, a support spring 230 can be added outside the shock absorber cylinder.

[0055] The above are only exemplary embodiments of the present invention, and do not limit the patent scope of the present invention. Any equivalent changes, deformations, splicing and multi-stage combinations made under the technical concept of the present invention, or direct / indirect applications in other related technical fields, are all included in the patent protection scope of the present invention.

Claims

1. A conversion type motor vehicle shock absorbing device, characterized in that: The invention comprises a converter (100), a shock absorbing cylinder (200) and a hydraulic pipeline (300), wherein the converter (100) comprises a driving cylinder (110) and a boosting cylinder (120), which are coaxially mounted; The driving cylinder (110) comprises a cylinder barrel (111) and a driving cylinder left end cover (112); The booster cylinder (120) comprises a booster cylinder body (122), a mounting flange (123) and a booster cylinder right end cover (121), and is connected to the drive cylinder (110) via the mounting flange (123), and a sealing ring is arranged thereon; the booster cylinder right end cover (121) is provided with a through hole, and is communicated with the damping cylinder (200) via a hydraulic pipeline (300); The converter (100) has a first piston (131) and a first piston rod (132) installed in a central manner therein; the first piston (131) is placed in the drive cylinder (110) and is slidably matched with the inner wall of the drive cylinder barrel (111); the first piston rod (132) is placed in the booster cylinder (120) and forms a seal with the sealing ring at the mounting flange (123); The shock absorbing cylinder (200) comprises a shock absorbing cylinder (210) and a second piston (221) and a second piston rod (222) installed therein and arranged in a centered manner; the second piston (221) has a sealing ring at its outer edge and is slidably matched with the inner wall of the shock absorbing cylinder (210); a hinge joint (223) is provided at the lower end of the second piston rod (222) and is connected to the wheel bracket; The damping cylinder (210) is provided with a mounting end (211) at its upper end, connected to the vehicle frame, and a damping cylinder lower cover (212) is provided at its lower end, with a sealing ring arranged therein, forming a seal with the second piston rod (222).

2. The convertible motor vehicle shock absorbing device according to claim 1, characterized in that: A damping element (400) is arranged between the shock absorbing cylinder (200) and the converter (100).

3. The convertible motor vehicle shock absorbing device according to claim 1, characterized in that: An on-off valve (500) is provided between the shock absorbing cylinder (200) and the converter (100).

4. The convertible motor vehicle shock absorbing device according to claim 1, characterized in that: The left end cover (112) of the driving cylinder is provided with an air hole which is communicated with the rodless chamber of the driving cylinder (110); the outer edge of the first piston (131) is provided with a sealing ring which forms an airtight seal with the inner wall of the driving cylinder (110).

5. The convertible motor vehicle shock absorbing device according to claim 4, characterized in that: A pneumatic pressure reducing valve (250) is arranged in front of the air hole.

6. The convertible motor vehicle shock absorbing device according to claim 1, characterized in that: A compression spring (240) is placed in the rodless chamber of the driving cylinder (110), with its two ends respectively pressing on the inner side of the first piston (131) and the left end cover (112) of the driving cylinder.

7. The convertible motor vehicle shock absorbing device according to claim 6, characterized in that: A linear motor assembly (160) is installed at the left end cover (112) of the drive cylinder of the converter (100). The linear motor comprises a control motor (161), a screw rod (162) and a nut (163). The nut (163) can be screwed into the screw rod (162) and pressed against the left end of the compression spring (240).

8. The convertible motor vehicle shock absorbing device according to claim 1, characterized in that: The rodless chamber and the rod chamber of the shock absorbing cylinder (200) are connected via a damping element (400).

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