Inertia valve, shock absorber and vehicle

Abstract

The invention relates to an inertia valve, a shock absorber and a vehicle, relates to the technical field of vehicle shock absorption equipment, and aims to solve the problem of how to simplify the structure of the shock absorber. The inertia valve is applied to the shock absorber, the inertia valve comprises a valve body and a plurality of plugging pieces, the valve body is provided with a first cavity and a plurality of adjusting holes communicating with the first cavity, and the adjusting holes are all used for communicating with the shock absorber; the multiple plugging pieces are located in the first cavity, when the moving speed of the valve body changes, the plugging pieces can move in the first cavity due to inertia and selectively close or open at least one adjusting hole, and the number of the plugging pieces is smaller than that of the adjusting holes.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle vibration reduction equipment, and in particular to an inertia valve, a shock absorber and a vehicle. Background Art

[0002] Each car model has a different suspension tuning approach. A softer suspension can effectively absorb vibrations from the road and improve driving comfort, but it lacks strong support for the vehicle body during high-speed cornering, resulting in poor stability. A stiffer suspension tuning can effectively improve vehicle handling, but comfort will be affected to a certain extent. The CDC (Continuous Damping Control) shock absorber can adjust the suspension damping strength in real time according to the vehicle's driving state, balancing the contradiction between suspension softness and hardness. Even during emergency braking, the increased suspension damping strength can control the vehicle's forward tilt and shorten the braking distance.

[0003] In related technologies, the CDC shock absorber controls its own damping by adjusting the oil hole opening through a solenoid valve, which requires relying on complex electronic control systems and sensors. Summary of the Invention

[0004] The present invention provides an inertia valve, a shock absorber and a vehicle, aiming to solve the problem of how to simplify the structure of the shock absorber.

[0005] In order to achieve the above object, the technical solution adopted by the present invention is as follows:

[0006] In a first aspect, an embodiment of the present application provides an inertia valve for use in a shock absorber, wherein the inertia valve includes a valve body and a plurality of blocking members, wherein the valve body has a first cavity and a plurality of adjustment holes connected to the first cavity, and the plurality of adjustment holes are all used to connect to the shock absorber; the plurality of blocking members are located in the first cavity, and when the moving speed of the valve body changes, the blocking member can move in the first cavity due to inertia and selectively close or open at least one of the adjustment holes, and the number of the blocking members is less than the number of the adjustment holes.

[0007] Based on the inertia valve provided in the embodiment of the present application, the inertia valve moves with the vehicle. When the vehicle is driving smoothly, the blocking member moves synchronously with the vehicle (the blocking member has kinetic energy). The blocking member remains stationary relative to the valve body in the first cavity. At this time, all adjustment holes can allow the hydraulic medium to pass freely, the damping of the shock absorber is minimized, and the shock absorber can effectively absorb vibrations from the road, improving the comfort of the vehicle during driving. When the vehicle's motion state changes, the blocking member moves in the first cavity due to inertia and blocks some of the multiple adjustment holes. At this time, only some of the adjustment holes can allow the hydraulic medium to pass freely, the damping of the shock absorber increases, and the shock absorber can effectively improve the vehicle's handling. It can be understood that the greater the degree of change in the vehicle's motion state, the more adjustment holes the blocking member blocks, and the greater the damping of the shock absorber. That is, the inertia valve can adjust the damping of the shock absorber in a step-by-step manner according to the degree of change in the vehicle's motion state. After the kinetic energy of the blocking member is consumed, the blocking member returns to its original position, and the damping of the shock absorber returns to its minimum state.

[0008] In some embodiments of the present application, the plurality of adjustment holes are divided into a plurality of groups, and the plurality of groups of adjustment holes are distributed at intervals along the circumference of the first cavity.

[0009] Based on the above embodiments, taking into account the diversity of changes in the vehicle's motion state, the blocking member may move to any position of the first cavity. For example, the blocking member moves to the rear area of ​​the first cavity when the vehicle starts and accelerates, moves to the front area of ​​the first cavity when the vehicle decelerates, moves to the right area of ​​the first cavity when the vehicle turns left, and moves to the left area of ​​the first cavity when the vehicle turns right. The multiple adjustment holes are divided into multiple groups, and the multiple groups of adjustment holes are distributed at intervals along the axial direction of the first cavity, so that the distribution of the multiple groups of adjustment holes can cope with the diversity of changes in the vehicle's motion state.

[0010] In some embodiments of the present application, the number of the blocking members is m, the number of the largest group of adjustment holes among the multiple groups of adjustment holes is n, and m≥n.

[0011] Based on the above embodiments, it can be understood that the blocking piece cannot block all the adjustment holes, otherwise the shock absorber will not be able to adjust the damping. The number of blocking pieces is only greater than the number of the largest group of adjustment holes in the multiple groups of adjustment holes, so that the multiple blocking pieces can only block part of the multiple adjustment holes, and can ensure that all the adjustment holes in one group of adjustment holes are blocked.

[0012] In some embodiments of the present application, the plurality of adjustment holes are arranged at the edge position of the bottom wall of the first cavity, the bottom wall of the first cavity is at least partially recessed to form a collection groove, and the distance between the bottom wall of the collection groove and the top wall of the first cavity gradually increases from the edge position to the center position.

[0013] Based on the above embodiment, the distance between the bottom wall of the collecting trough and the top wall of the first cavity gradually increases from the edge position to the center position, that is, the bottom wall of the collecting trough gradually becomes concave from the edge to the center position. At this time, multiple sealing members will be gathered into the collecting trough and gathered at the center position of the bottom wall of the collecting trough as much as possible. When the movement state of the vehicle undergoes a small change, the kinetic energy of the sealing member is not enough to move from the lowest point of the collecting trough to the edge of the adjustment hole set in the higher position of the first cavity.

[0014] In some embodiments of the present application, the sealing member is configured as a magnetic member, and the valve body also has a second cavity located below the first cavity, and the second cavity is filled with magnetic fluid. When the movement speed of the valve body changes, the magnetic fluid can move in the second cavity to below the adjustment hole.

[0015] Based on the above embodiment, the magnetic fluid and the inertia valve also move with the vehicle. When the vehicle is running smoothly, the magnetic fluid moves synchronously with the vehicle (the magnetic fluid has kinetic energy), and the magnetic fluid remains stationary relative to the valve body in the second cavity. At this time, the magnetic attraction of the magnetic fluid on the blocking part helps the blocking part to remain stationary relative to the valve body, that is, when the vehicle's motion state changes slightly, the shock absorber is completely able to rely on its own existing damping size to reduce the vibration of the vehicle, and the magnetic attraction of the magnetic fluid on the blocking part hinders the movement of the blocking part relative to the valve body; when the vehicle's motion state changes significantly, the magnetic fluid also moves in the second cavity due to inertia, and the moving direction of the magnetic fluid in the second cavity is the same as the moving direction of the blocking part in the first cavity. During this process, the magnetic attraction of the magnetic fluid on the blocking part pulls the blocking part to move relative to the valve body.

[0016] In some embodiments of the present application, the valve body has multiple liquid storage tanks connected to the bottom wall of the second cavity at positions corresponding to the multiple adjustment holes, and the liquid storage tank is located below the corresponding at least one adjustment hole.

[0017] Based on the above embodiment, when the vehicle's motion state changes significantly, the magnetic fluid will move into the liquid storage tank due to inertia, and the sealing piece will also move into the adjustment hole due to inertia. The magnetic fluid in the liquid storage tank generates a magnetic attraction force on the sealing piece, so that the sealing piece can fit more tightly with the adjustment hole.

[0018] In some embodiments of the present application, multiple liquid storage tanks are arranged at the edge position of the bottom wall of the second cavity, and the bottom wall of the second cavity is at least partially recessed away from the first cavity to form a liquid storage tank, and the distance between the bottom wall of the liquid storage tank and the top wall of the first cavity gradually increases from the edge position to the center position.

[0019] Based on the above embodiment, the bottom wall of the second cavity is recessed to form a liquid storage tank for accommodating magnetic fluid, and the distance between the bottom wall of the liquid storage tank and the top wall of the first cavity gradually increases from the edge position to the center position, that is, the bottom wall of the liquid storage tank is gradually recessed from the edge to the center position. At this time, the magnetic fluid will gather in the liquid storage tank and gather at the center position of the bottom wall of the liquid storage tank, and when the motion state of the vehicle changes slightly, the kinetic energy of the magnetic fluid is not enough to move from the lowest point of the liquid storage tank to the edge of the second cavity where the liquid storage tank is set at a higher position.

[0020] In some embodiments of the present application, the valve body has a reflux channel, and the reflux channel connects the bottom wall of the liquid storage tank and the liquid storage tank.

[0021] Based on the above embodiment, when the vehicle returns to a stable running state, the magnetic fluid flowing into the liquid reservoir due to inertia will flow back into the liquid reservoir through the reflux channel. Since the reflux channel is connected to the bottom wall of the liquid reservoir, the magnetic fluid in the liquid reservoir will definitely be able to flow back into the liquid reservoir through the reflux channel.

[0022] In a second aspect, an embodiment of the present application further provides a shock absorber, comprising a shock absorber body and an inertia valve as described above, wherein the shock absorber body has a hydraulic cavity for containing a hydraulic medium; the inertia valve is connected to the hydraulic cavity through the adjustment hole.

[0023] Based on the shock absorber of the embodiment of the present application, since it has the above-mentioned inertia valve, the shock absorber can adjust its own vibration damping ability when the vehicle's motion state undergoes a large change, so that the vehicle has good vibration damping ability when driving smoothly, and has good control performance when decelerating and turning.

[0024] In a third aspect, an embodiment of the present application further provides a vehicle, comprising a vehicle frame and the shock absorber as described above, wherein the shock absorber is fixed to the vehicle frame.

[0025] Based on the vehicle of the embodiment of the present application, since it has the above-mentioned shock absorber, and the shock absorber has the above-mentioned inertia valve, the vehicle can autonomously adjust its shock absorption capacity when the vehicle's motion state undergoes a large change. The vehicle has good shock absorption capacity when driving smoothly, and the vehicle has good control performance when decelerating and turning.

[0026] Beneficial effects of the present invention:

[0027] 1. The inertia valve moves with the vehicle. When the vehicle is moving smoothly, the blocking member moves synchronously with the vehicle (it possesses kinetic energy) and remains stationary relative to the valve body within the first cavity. At this point, all adjustment holes allow the hydraulic medium to flow freely, minimizing the shock absorber's damping. The shock absorber can effectively absorb vibrations from the road, enhancing driving comfort. When the vehicle's motion changes, the blocking member, due to inertia, moves within the first cavity and blocks some of the multiple adjustment holes. Only some of these holes allow the hydraulic medium to flow freely, increasing the shock absorber's damping and effectively improving the vehicle's handling. It can be understood that the greater the change in the vehicle's motion, the more adjustment holes the blocking member blocks and the greater the shock absorber's damping. In other words, the inertia valve can adjust the shock absorber's damping in a step-by-step manner based on the degree of change in the vehicle's motion. After the blocking member's kinetic energy is dissipated, it returns to its original position, restoring the shock absorber's damping to its minimum.

[0028] 2. The magnetic fluid and the inertia valve also move with the vehicle. When the vehicle is running smoothly, the magnetic fluid moves synchronously with the vehicle (the magnetic fluid has kinetic energy), and the magnetic fluid remains stationary relative to the valve body in the second cavity. At this time, the magnetic attraction of the magnetic fluid on the blocking piece helps the blocking piece to remain stationary relative to the valve body. That is, when the vehicle's motion state changes slightly, the shock absorber can completely rely on its own existing damping size to reduce the vibration of the vehicle, and the magnetic attraction of the magnetic fluid on the blocking piece hinders the movement of the blocking piece relative to the valve body; when the vehicle's motion state changes significantly, the magnetic fluid also moves in the second cavity due to inertia, and the moving direction of the magnetic fluid in the second cavity is the same as the moving direction of the blocking piece in the first cavity. During this process, the magnetic attraction of the magnetic fluid on the blocking piece pulls the blocking piece to move relative to the valve body. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 This is a schematic diagram of the relative positions of the first cavity and the second cavity in some embodiments of the present application.

[0030] Figure 2 This is a schematic diagram of the structure inside the first cavity in some embodiments of the present application.

[0031] Figure 3 This is a schematic diagram of the structure inside the second cavity in some embodiments of the present application.

[0032] Reference numerals:

[0033] 10. Valve body; 11. First cavity; 12. Adjustment hole; 13. Collection tank; 14. Second cavity; 15. Liquid storage tank; 16. Liquid storage tank; 20. Sealing piece. DETAILED DESCRIPTION

[0034] In order to enable ordinary people in the art to better understand the technical solutions of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0035] It should be noted that the terms "first," "second," and the like in the specification and claims of this application and the accompanying drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate so that the embodiments of the application described herein can be implemented in an order other than those illustrated or described herein. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0036] Each car model has a different suspension tuning approach. A softer suspension can effectively absorb vibrations from the road and improve driving comfort, but it lacks strong support for the vehicle body during high-speed cornering, resulting in poor stability. A stiffer suspension tuning can effectively improve vehicle handling, but comfort will be affected to a certain extent. The CDC (Continuous Damping Control) shock absorber can adjust the suspension damping strength in real time according to the vehicle's driving state, balancing the contradiction between suspension softness and hardness. Even during emergency braking, the increased suspension damping strength can control the vehicle's forward tilt and shorten the braking distance.

[0037] In related technologies, CDC shock absorbers control their own damping by adjusting the oil hole opening through a solenoid valve. This requires reliance on a complex electronic control system and sensors. That is, the sensor collects road information in real time and feeds it back to the ECU (electronic control unit). The ECU then controls the solenoid valve to adjust the oil hole opening to control the damping of the CDC shock absorber.

[0038] In order to achieve the above objectives, firstly, please refer to Figure 1 and Figure 2 As shown, an embodiment of the present application provides an inertia valve for use in a shock absorber. The inertia valve includes a valve body 10 and a plurality of blocking members 20. The valve body 10 has a first cavity 11 and a plurality of adjustment holes 12 connected to the first cavity 11. The plurality of adjustment holes 12 are all used to connect to the shock absorber. The plurality of blocking members 20 are located in the first cavity 11. When the moving speed of the valve body 10 changes, the blocking member 20 can move in the first cavity 11 due to inertia and selectively close or open at least one adjustment hole 12. The number of blocking members 20 is less than the number of adjustment holes 12.

[0039] The blocking member 20 moves within the first cavity 11 to block the adjustment hole 12. In some embodiments of the present application, the blocking member 20 is configured as a spherical ball to facilitate rolling of the blocking member 20 within the first cavity 11. Furthermore, since the hydraulic medium within the shock absorber flows into the first cavity 11 through the adjustment hole 12 when the shock absorber adjusts the damping, in some embodiments of the present application, in order to enable the blocking member 20 to overcome the pressure of the hydraulic medium, the blocking member 20 is made of a high-density material so that the blocking member 20 has sufficient mass to generate sufficient gravity to block the adjustment hole 12.

[0040] It can be understood that the number of blocking pieces 20 is less than the number of adjustment holes 12, that is, after all the blocking pieces 20 are matched with the corresponding adjustment holes 12, there are still some unblocked adjustment holes 12, and the unblocked adjustment holes 12 can realize the adjustment of the shock absorber damping.

[0041] The adjustment hole 12 is used to connect the first cavity 11 and the shock absorber for the circulation of hydraulic medium, and is used to cooperate with the sealing member 20 to adjust the damping of the shock absorber. The adjustment hole 12 in the embodiment of the present application can be set to any shape to achieve the connection between the first cavity 11 and the shock absorber.

[0042] At the same time, when the blocking member 20 blocks the adjustment hole 12, it can also block only the portion of the corresponding adjustment hole 12. That is, the blocking member 20 does not completely block the corresponding adjustment hole 12, but only reduces the flow through the corresponding adjustment hole 12, which can also achieve the adjustment of the damping of the shock absorber. Of course, when the blocking member 20 and the adjustment hole 12 cooperate, it is also possible to completely block the corresponding adjustment hole 12, and adjust the damping of the shock absorber through the other unblocked adjustment holes 12.

[0043] In combination with the above-mentioned configuration of the blocking member 20 as a spherical shape, please refer to Figure 2 As shown, in some embodiments of the present application, the adjustment hole 12 is configured as a circular hole. It can be understood that the diameter of the adjustment hole 12 is smaller than the diameter of the sphere to ensure that the outer surface of the sealing member 20 and the hole wall of the adjustment hole 12 can cooperate with each other.

[0044] Based on the inertia valve provided in the embodiment of the present application, the inertia valve moves with the vehicle. When the vehicle is driving smoothly, the blocking member 20 moves synchronously with the vehicle (the blocking member 20 has kinetic energy). The blocking member 20 remains stationary relative to the valve body 10 in the first cavity 11. At this time, all the adjustment holes 12 can allow the hydraulic medium to pass freely, and the damping of the shock absorber is minimized. The shock absorber can effectively absorb vibrations from the road surface and improve the comfort of the vehicle during driving; when the motion state of the vehicle changes, the blocking member 20 moves in the first cavity 11 due to inertia and blocks some of the multiple adjustment holes 12. At this time, only some of the adjustment holes 12 can allow the hydraulic medium to pass freely, the damping of the shock absorber increases, and the shock absorber can effectively improve the handling of the vehicle. It can be understood that the greater the degree of change in the vehicle's motion state, the more adjustment holes 12 blocked by the blocking member 20, and the greater the damping of the shock absorber. That is, the inertia valve can step-adjust the damping size of the shock absorber according to the degree of change in the vehicle's motion state. After the kinetic energy of the blocking member 20 is consumed, the blocking member 20 returns to its original position, and the damping of the shock absorber returns to a minimum state.

[0045] Please refer to Figure 2 As shown, in some embodiments of the present application, the plurality of adjustment holes 12 are divided into a plurality of groups, and the plurality of groups of adjustment holes 12 are distributed at intervals along the circumference of the first cavity 11 .

[0046] Taking into account the diversity of changes in the vehicle's motion state, the blocking piece 20 may move to any position of the first cavity 11. For example, the blocking piece 20 moves to the rear area of ​​the first cavity 11 when the vehicle starts and accelerates, moves to the front area of ​​the first cavity 11 when the vehicle decelerates, moves to the right area of ​​the first cavity 11 when the vehicle turns left, and moves to the left area of ​​the first cavity 11 when the vehicle turns right. The multiple adjustment holes 12 are divided into multiple groups, and the multiple groups of adjustment holes 12 are distributed at intervals along the axial direction of the first cavity 11, so that the distribution of the multiple groups of adjustment holes 12 can cope with the diversity of changes in the vehicle's motion state.

[0047] The changes in the vehicle's motion state mainly consider the vehicle's deceleration, left turn and right turn. Therefore, in some embodiments of the present application, the number of multiple groups of adjustment holes 12 is three groups, and the three groups of adjustment holes 12 are respectively located in the front area of ​​the first cavity 11 (corresponding to the condition of the vehicle decelerating), the left area of ​​the first cavity 11 (corresponding to the condition of the vehicle turning right) and the right area of ​​the first cavity 11 (corresponding to the condition of the vehicle turning left).

[0048] Furthermore, in order to guide the blocking member 20 through the inner wall of the first cavity 11, please refer to Figure 2As shown, in some embodiments of the present application, the first cavity 11 is configured as a triangular cavity, and the three groups of adjustment holes 12 are respectively located at three angles of the bottom wall of the first cavity 11. For example, when the vehicle decelerates, the multiple blocking members 20 move toward the front of the first cavity 11 due to inertia. When the blocking members 20 contact the side walls of the first cavity 11, the tapered side walls force the multiple blocking members 20 toward the corresponding adjustment holes 12.

[0049] In the embodiment of the present application, the shape of the first cavity 11 is preferably an isosceles triangle, and further preferably an equilateral triangle.

[0050] In some embodiments of the present application, the number of the blocking members 20 is m, the number of the largest group of adjustment holes 12 among the multiple groups of adjustment holes 12 is n, and m≥n.

[0051] It can be understood that the blocking piece 20 cannot block all the adjustment holes 12, otherwise the shock absorber will not be able to perform damping adjustment. The number of blocking pieces 20 is only greater than the number of the largest group of adjustment holes 12 among the multiple groups of adjustment holes 12, so that the multiple blocking pieces 20 can only block part of the multiple adjustment holes 12, and can ensure that all the adjustment holes 12 in one group of adjustment holes 12 are blocked.

[0052] Please refer to Figure 2 As shown, in some embodiments of the present application, multiple adjustment holes 12 are divided into multiple groups of adjustment holes 12 according to quantity, that is, the number of adjustment holes 12 in each group of adjustment holes 12 is equal, and the number of sealing members 20 is equal to the number of adjustment holes 12 in each group of adjustment holes 12.

[0053] Please refer to Figure 2 As shown, in some embodiments of the present application, a plurality of adjustment holes 12 are arranged at the edge position of the bottom wall of the first cavity 11, and the bottom wall of the first cavity 11 is at least partially recessed to form a collection groove 13, and the distance between the bottom wall of the collection groove 13 and the top wall of the first cavity 11 gradually increases from the edge position to the center position.

[0054] The distance between the bottom wall of the collecting trough 13 and the top wall of the first cavity 11 gradually increases from the edge position to the center position, that is, the bottom wall of the collecting trough 13 gradually becomes concave from the edge to the center position. At this time, multiple blocking members 20 will be gathered into the collecting trough 13 and gathered at the center position of the bottom wall of the collecting trough 13 as much as possible. When the movement state of the vehicle changes slightly, the kinetic energy of the blocking member 20 is not enough to move from the lowest point of the collecting trough 13 to the edge of the first cavity 11 where the adjustment hole 12 is set at a higher position when the movement state of the vehicle changes slightly.

[0055] Please refer to Figure 1 and Figure 3As shown, in some embodiments of the present application, the blocking member 20 is configured as a magnetic member, and the valve body 10 also has a second cavity 14 located below the first cavity 11. The second cavity 14 contains magnetic fluid, and when the moving speed of the valve body 10 changes, the magnetic fluid can move in the second cavity 14 to the bottom of the adjustment hole 12.

[0056] The magnetic fluid and the inertia valve also move with the vehicle. When the vehicle is running smoothly, the magnetic fluid moves synchronously with the vehicle (the magnetic fluid has kinetic energy), and the magnetic fluid remains stationary relative to the valve body 10 in the second cavity 14. At this time, the magnetic attraction of the magnetic fluid on the blocking part 20 helps the blocking part 20 to remain stationary relative to the valve body 10, that is, when the vehicle's motion state changes slightly, the shock absorber is completely able to rely on its own existing damping size to reduce the vibration of the vehicle, and the magnetic attraction of the magnetic fluid on the blocking part 20 hinders the movement of the blocking part 20 relative to the valve body 10; when the vehicle's motion state changes significantly, the magnetic fluid also moves in the second cavity 14 due to inertia, and the movement direction of the magnetic fluid in the second cavity 14 is the same as the movement direction of the blocking part 20 in the first cavity 11. During this process, the magnetic attraction of the magnetic fluid on the blocking part 20 pulls the blocking part 20 to move relative to the valve body 10.

[0057] Magnetic fluid, also known as magnetic liquid, ferromagnetic fluid, or magnetic fluid, is a stable, colloidal liquid that possesses both the fluidity of a liquid and the magnetism of a solid magnetic material. This fluid exhibits no magnetic attraction when static, but exhibits magnetism when subjected to an external magnetic field. Therefore, the blocking member 20 is configured as a magnetic member to generate a magnetic attraction between the blocking member 20 and the magnetic fluid. In the embodiment of the present application, the blocking member 20 can be configured as a permanent magnet.

[0058] In order to achieve the connection between the shock absorber pipeline and the adjustment hole 12, in some embodiments of the present application, the valve body 10 is provided with a bypass hole corresponding to the shock absorber pipeline, and the bypass hole connects the bottom wall of the second cavity 14 and the bottom wall of the valve body 10. The shock absorber pipeline passes through the bypass hole and connects to the adjustment hole 12, and the shock absorber pipeline and the bypass hole are sealed.

[0059] Alternatively, in some embodiments of the application, the valve body 10 further includes a connecting pipe, one end of which is connected to the top wall of the second cavity 14, and the other end of which extends away from the first cavity 11 to the outside of the second cavity 14. The pipeline of the shock absorber can be directly connected to the end of the connecting pipe outside the second cavity 14.

[0060] Please refer to Figure 3 As shown, in some embodiments of the present application, the valve body 10 has multiple liquid storage tanks 15 connected to the bottom wall of the second cavity 14 at positions corresponding to the multiple adjustment holes 12, and the liquid storage tanks 15 are located below at least one adjustment hole 12.

[0061] When the vehicle's motion state changes significantly, the magnetic fluid will move into the liquid reservoir 15 due to inertia, and the sealing member 20 will also move into the adjustment hole 12 due to inertia. The magnetic fluid in the liquid reservoir 15 generates a magnetic attraction force on the sealing member 20, allowing the sealing member 20 to fit more closely with the adjustment hole 12.

[0062] Given that the plurality of adjustment holes 12 are divided into three groups of adjustment holes 12, in this embodiment of the present application, the number of liquid reservoirs 15 can be set to three, with the three liquid reservoirs 15 located below the three groups of adjustment holes 12 along the height direction of the valve body 10. Given that the shock absorber piping passes through the second cavity 14 and connects to the adjustment holes 12, the shock absorber piping encroaches on a portion of the volume of the liquid reservoir 15. Given that the valve body 10 also includes a connecting pipe, the connecting pipe encroaches on a portion of the volume of the liquid reservoir 15.

[0063] Multiple reservoirs 15 may be provided. Since the aforementioned pipeline passes through the second cavity 14 and connects to the adjustment hole 12, the reservoir 15 needs to be positioned on the bottom wall of the second cavity 14 to avoid the shock absorber pipeline. Similarly, since the valve body 10 also includes a connecting pipe, the reservoir 15 needs to be positioned on the bottom wall of the second cavity 14 to avoid the connecting pipe.

[0064] The multiple liquid storage tanks 15 in the embodiment of the present application can be grouped corresponding to the multiple adjustment holes 12. Combined with the above-mentioned multiple adjustment holes 12 being divided into three groups of adjustment holes 12, the multiple liquid storage tanks 15 in the embodiment of the present application can be divided into three groups of liquid storage tanks 15, and the three groups of liquid storage tanks 15 correspond to the three groups of adjustment holes 12 and are respectively located directly below the three groups of adjustment holes 12.

[0065] Please refer to Figure 3 As shown, in some embodiments of the present application, multiple liquid storage tanks 15 are arranged at the edge position of the bottom wall of the first cavity 11, and the bottom wall of the second cavity 14 is at least partially recessed away from the first cavity 11 to form a liquid storage tank 16, and the distance between the bottom wall of the liquid storage tank 16 and the top wall of the first cavity 11 gradually increases from the edge position to the center position.

[0066] The bottom wall of the second cavity 14 is recessed to form a liquid storage tank 16 for storing magnetic fluid. The distance between the bottom wall of the liquid storage tank 16 and the top wall of the first cavity 11 gradually increases from the edge position to the center position, that is, the bottom wall of the liquid storage tank 16 is gradually recessed from the edge to the center position. At this time, the magnetic fluid will gather in the liquid storage tank 16 and gather at the center position of the bottom wall of the liquid storage tank 16. When the motion state of the vehicle changes slightly, the kinetic energy of the liquid storage tank 16 is not enough to move from the lowest point of the second cavity 14 to the edge of the second cavity 14 where the liquid storage tank 15 is set at a higher position.

[0067] In some embodiments of the present application, the valve body 10 has a reflux channel, which communicates with the bottom wall of the liquid storage tank 15 and the liquid storage tank 16 .

[0068] When the vehicle returns to a stable running state, the magnetic fluid flowing into the liquid reservoir 15 due to inertia will flow back into the liquid reservoir 16 through the reflux channel. Since the reflux channel is connected to the bottom wall of the liquid reservoir 15, the magnetic fluid in the liquid reservoir 15 will definitely be able to flow back into the liquid reservoir 16 through the reflux channel.

[0069] In some embodiments of the present application, in order to simplify the structure of the valve body 10 , the liquid storage tanks 15 in each group of liquid storage tanks 15 are connected to each other, and the reflux channel only needs to be connected to one liquid storage tank 15 in each group of liquid storage tanks 15 .

[0070] In a second aspect, an embodiment of the present application further provides a shock absorber, which includes a shock absorber body and an inertia valve as described above. The shock absorber body has a hydraulic chamber for containing a hydraulic medium. The inertia valve is connected to the hydraulic chamber through an adjustment hole 12.

[0071] Based on the shock absorber of the embodiment of the present application, since it has the above-mentioned inertia valve, the shock absorber can autonomously adjust its damping capacity when the vehicle's motion state changes significantly, so that the vehicle has good damping capacity when driving smoothly, and has good control performance when decelerating and turning.

[0072] In a third aspect, an embodiment of the present application further provides a vehicle, comprising a vehicle frame and the above-described shock absorber, wherein the shock absorber is fixed to the vehicle frame.

[0073] The vehicle according to the embodiment of the present application has the above-mentioned shock absorber, and the shock absorber has the above-mentioned inertia valve. Therefore, the vehicle can autonomously adjust its shock absorption capacity when the motion state changes significantly. The vehicle has good shock absorption capacity when driving smoothly, and has good control performance when decelerating and turning.

[0074] The above are only specific embodiments of the present application, but the scope of protection of the present application is not limited thereto. Any changes or replacements within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. An inertia valve, characterized in that: Applied to a shock absorber, the inertia valve comprises: A valve body (10), the valve body (10) having a first cavity (11) and a plurality of adjustment holes (12) communicating with the first cavity (11), the plurality of adjustment holes (12) being used to communicate with the shock absorber; and A plurality of blocking members (20), wherein the plurality of blocking members (20) are located in the first cavity (11); when the moving speed of the valve body (10) changes, the blocking members (20) can move in the first cavity (11) due to inertia and selectively close or open at least one of the regulating holes (12); the number of the blocking members (20) is less than the number of the regulating holes (12).

2. The inertia valve according to claim 1, characterized in that The plurality of adjustment holes (12) are divided into a plurality of groups, and the plurality of groups of adjustment holes (12) are distributed at intervals along the circumference of the first cavity (11).

3. The inertia valve according to claim 2, characterized in that The number of the blocking members (20) is m, the number of the largest group of regulating holes (12) among the multiple groups of regulating holes (12) is n, and m≥n.

4. The inertia valve according to claim 1, characterized in that The plurality of adjustment holes (12) are arranged at the edge position of the bottom wall of the first cavity (11); the bottom wall of the first cavity (11) is at least partially recessed to form a collecting groove (13); the distance between the bottom wall of the collecting groove (13) and the top wall of the first cavity (11) gradually increases from the edge position to the center position.

5. The inertia valve according to any one of claims 1 to 4, characterized in that: The blocking member (20) is configured as a magnetic member, and the valve body (10) further has a second cavity (14) located below the first cavity (11). The second cavity (14) contains magnetic fluid, and when the moving speed of the valve body (10) changes, the magnetic fluid can move in the second cavity (14) to the bottom of the adjustment hole (12).

6. The inertia valve according to claim 5, characterized in that The valve body (10) has a plurality of liquid storage grooves (15) communicating with the bottom wall of the second cavity (14) at positions corresponding to the plurality of regulating holes (12), and the liquid storage grooves (15) are located below at least one of the regulating holes (12).

7. The inertia valve according to claim 6, characterized in that A plurality of liquid storage tanks (15) are arranged at edge positions of the bottom wall of the first cavity (11); the bottom wall of the second cavity (14) is at least partially recessed away from the first cavity (11) to form a liquid storage tank (16); and the distance between the bottom wall of the liquid storage tank (16) and the top wall of the first cavity (11) gradually increases from the edge position to the center position.

8. The inertia valve according to claim 7, characterized in that The valve body (10) has a reflux channel, and the reflux channel communicates with the bottom wall of the liquid storage tank (15) and the liquid storage tank (16).

9. A shock absorber, characterized in that: include: a vibration damping body, the vibration damping body having a hydraulic chamber, the hydraulic chamber being used to contain a hydraulic medium; and According to any one of claims 1 to 8, the inertia valve is connected to the hydraulic chamber through the adjustment hole (12).

10. A vehicle, characterized in that: include: Frame; as well as, The shock absorber according to claim 9, wherein the shock absorber is fixed to the vehicle frame.

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