Vehicle hydraulic shock absorber used as dynamic sensitive valve
By introducing a dynamically sensitive valve system and a cylinder piston into the hydraulic vibration accumulator, combining the positive pressure air chamber and the damping piston, the balance problem between vibration absorption and action suppression in the prior art is solved, and better vibration damping effect is achieved and Handling improves the comfort and shock absorption performance of the vehicle.
Patent Information
- Application Number
- CN202420723734.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-04-09
- Publication Date
- 2024-12-13
- Estimated Expiration
- 2034-04-09
AI Technical Summary
Existing hydraulic shock absorbers are difficult to find a balance between vibration absorption and excess body movement suppression. Inadequate or excessive damping coefficient adjustment results in insensitive vibration absorption or difficult to suppress excess body movement, especially during continuous bumps.
A vehicle hydraulic shock absorber is designed as a dynamically sensitive valve. Through the setting of the valve system and the cylinder piston, combined with the positive pressure air chamber, the negative pressure air chamber and the damping piston, the optimization between vibration absorption and action suppression is achieved, and the The valve plate and throttle valve create appropriate resistance to regulate oil flow, improving vibration damping effect.
It effectively improves the comfort and handling of the vehicle, enhances the shock absorption effect, and maintains the ability to suppress excess movement of the vehicle body, improving the riding experience.
Smart Images
Figure CN222163367U_ABST
Abstract
Description
Technical Field
[0001] The utility model belongs to the technical field of two-wheeled vehicles, in particular to a vehicle hydraulic shock absorber used as a dynamic sensitive valve. Background Art
[0002] The existing hydraulic shock absorbers can provide relatively appropriate resistance according to the speed and direction of operation, thereby suppressing the unnecessary movement of the vehicle body. However, if the damping coefficient is adjusted too large, the vibration absorption will be insensitive, and if it is adjusted too small, it will be difficult to suppress the unnecessary movement of the vehicle body. At the same time, there are also technologies that can adapt the damping coefficient according to the running depth. The damping coefficient of this design is smaller in shallow places and larger in deep places. However, since the resistance during rebound is usually much greater than the compression resistance, when encountering continuous bumps, the vehicle body sinks dynamically, and the shock absorber always runs at a high damping coefficient at a deep depth, which is also difficult to achieve the theoretical effect. Utility Model Content
[0003] In view of the above situation, in order to overcome the defects of the prior art, the utility model provides a vehicle hydraulic shock absorber used as a dynamic sensitive valve, which effectively solves the problems raised in the above background.
[0004] To achieve the above object, the utility model provides the following technical solution: a vehicle hydraulic shock absorber is used as a dynamic sensitive valve, comprising a shock absorber body, one side of the shock absorber body is connected to a valve system, one end of the valve system is connected to an external gas cylinder, a gas cylinder piston is slidably connected inside the external gas cylinder, and air area and oil liquid area are respectively provided at both ends of the gas cylinder piston;
[0005] The valve system includes a main body, a first chamber and a second chamber are arranged inside the main body, one side of the second chamber is connected to a throttle valve chamber, a throttle valve is connected inside the throttle valve chamber, a valve plate valve is connected inside the second chamber, a one-way throttle valve is connected inside the first chamber, one end of the one-way throttle valve is connected to a limiting nut, a floating piston is slidably connected to one side of the limiting nut and located inside the first chamber, and one end of the floating piston is connected to a one-way valve plate.
[0006] Preferably, the shock absorber body includes an air cylinder and an oil cylinder, a piston rod is connected to the inside of the air cylinder, a main piston is movably sleeved on the outer end of the piston rod, the air cylinder is connected to the main piston, one end of the piston rod is connected to a damping piston, the damping piston is located inside the oil cylinder, a valve is connected to the damping piston close to the main piston, and a rebound throttle valve and a valve plate valve are provided in the damping piston.
[0007] Preferably, a positive pressure chamber and a negative pressure chamber are provided inside the air cylinder, and the positive pressure chamber and the negative pressure chamber are respectively located on both sides of the main piston. A secondary positive pressure chamber and a secondary negative pressure chamber are also provided inside the air cylinder, and the positive pressure chamber is connected to the secondary positive pressure chamber, and the negative pressure chamber is connected to the secondary negative pressure chamber.
[0008] Preferably, an air connection groove for connecting the positive pressure air chamber and the negative pressure air chamber is provided inside the air cylinder.
[0009] Preferably, a main oil tank and a buffer oil tank are provided inside the oil cylinder, and the main oil tank and the buffer oil tank are respectively located on both sides of the damping piston.
[0010] Compared with the prior art, the beneficial effects of the utility model are:
[0011] The utility model can effectively optimize the contradiction between vibration absorption and motion suppression of the existing shock absorber through the setting of the valve system, improve the comfort without losing the controllability, and thus improve the riding experience; while improving the shock absorption effect, it does not affect the ability to suppress unnecessary movement of the vehicle body. BRIEF DESCRIPTION OF THE DRAWINGS
[0012] The accompanying drawings are used to provide a further understanding of the present invention and constitute a part of the specification. They are used together with the embodiments of the present invention to explain the present invention and do not constitute a limitation to the present invention.
[0013] In the attached picture:
[0014] Figure 1 It is a schematic diagram of the structure of the utility model;
[0015] Figure 2 It is a cross-sectional view of the cabinet of the utility model;
[0016] Figure 3 For this utility model Figure 1 AA cross-sectional structural diagram;
[0017] In the figure: 1. shock absorber body; 101. positive pressure air chamber; 102. negative pressure air chamber; 103. auxiliary positive pressure air chamber; 104. auxiliary negative pressure air chamber; 105. gas string groove; 106. air cylinder; 107. oil cylinder; 201. piston rod; 202. damping piston; 203. valve; 204. buffer oil tank; 205. valve system; 206. main oil tank; 207. oil area; 208. air Bottle piston; 209, air zone; 210, rebound throttle valve; 211, valve plate valve; 212, external gas bottle; 213, main piston; 3, main body; 301, floating piston; 302, one-way throttle valve; 303, limit nut; 304, throttle valve; 305, valve plate valve; 306, one-way valve plate; 307, first chamber; 308, second chamber; 309, throttle valve chamber. DETAILED DESCRIPTION
[0018] The technical solutions in the embodiments of the utility model will be clearly and completely described below in conjunction with the drawings in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, rather than all of the embodiments; based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the utility model.
[0019] Embodiment 1, by Figure 1-Figure 3 The utility model includes a shock absorber body 1, one side of the shock absorber body 1 is connected to a valve system 205, one end of the valve system 205 is connected to an external gas cylinder 212, the external gas cylinder 212 is slidably connected to a gas cylinder piston 208, and both ends of the gas cylinder piston 208 are respectively provided with an air area 209 and an oil area 207;
[0020] The valve system 205 includes a main body 3, wherein a first chamber 307 and a second chamber 308 are arranged inside the main body 3, a throttle valve chamber 309 is connected to one side of the second chamber 308, a throttle valve 304 is connected to the throttle valve chamber 309, a valve plate valve 305 is connected to the second chamber 308, a one-way throttle valve 302 is connected to the first chamber 307, one end of the one-way throttle valve 302 is connected to a limiting nut 303, a floating piston 301 is slidably connected to one side of the limiting nut 303 and located inside the first chamber 307, and a one-way valve plate 306 is connected to one end of the floating piston 301;
[0021] The shock absorber body 1 includes an air cylinder 106 and an oil cylinder 107. A piston rod 201 is connected inside the air cylinder 106. A main piston 213 is movably sleeved on the outer end of the piston rod 201. The air cylinder 106 is connected to the main piston 213. One end of the piston rod 201 is connected to a damping piston 202. The damping piston 202 is located inside the oil cylinder 107. A valve 203 is connected to the side of the damping piston 202 close to the main piston 213. A rebound throttle valve 210 and a valve plate valve 211 are arranged inside the damping piston 202.
[0022] A positive pressure chamber 101 and a negative pressure chamber 102 are provided inside the air cylinder 106. The positive pressure chamber 101 and the negative pressure chamber 102 are respectively located on both sides of the main piston 213. A secondary positive pressure chamber 103 and a secondary negative pressure chamber 104 are also provided inside the air cylinder 106. The positive pressure chamber 101 is connected to the secondary positive pressure chamber 103, and the negative pressure chamber 102 is connected to the secondary negative pressure chamber 104.
[0023] The air cylinder 106 is provided with an air connection groove 105 for connecting the positive pressure air chamber 101 and the negative pressure air chamber 102;
[0024] A main oil tank 206 and a buffer oil tank 204 are provided inside the oil cylinder 107 . The main oil tank 206 and the buffer oil tank 204 are located on both sides of the damping piston 202 , respectively.
[0025] Working principle: During the compression process of the shock absorber body 1, the positive pressure air chamber 101 is compressed and reduced in volume, the negative pressure air chamber 102 is stretched and enlarged in volume, the auxiliary positive pressure air chamber 103 is connected with the positive pressure air chamber 101 to increase the equivalent volume of the positive pressure air chamber 101, and the auxiliary negative pressure air chamber 104 is connected with the negative pressure air chamber 102 to increase the equivalent volume of the negative pressure air chamber 102; when the sealing ring on the main piston 213 passes through the air connection groove 105, the air pressure of the positive pressure air chamber 101 is equal to that of the negative pressure air chamber 102, and the air connection groove 105 is used to open the positive pressure air chamber 101 and the negative pressure air chamber 102 here, so as to realize that when there is only one air nozzle, the air pressure of the negative pressure air chamber 102 can be automatically adjusted to a suitable value at the same time;
[0026] The piston rod 201 pushes the damping piston 202 to move upward, and part of the oil flows from the main oil tank 206 through the valve 203 on the damping piston 202 into the buffer oil tank 204 at the rear of the damping piston 202 and generates some resistance, and another equal volume of oil from the piston rod 201 flows through the valve system 205 ( Figure 3 As shown), the oil flows from the main oil tank 206 into the oil area 207 in the external gas cylinder 212, and pushes the gas cylinder piston 208 to compress the air area 209 in the external gas cylinder 212;
[0027] During rebound, the piston rod 201 pulls the damping piston 202 to move downward and squeezes the oil in the buffer oil tank 204 at the rear of the damping piston 202. The oil passes through the rebound throttle valve 210 and the valve plate valve 211 on the damping piston 202 and enters the main oil tank 206. At the same time, the oil in the oil area 207 in the external gas cylinder 212 returns to the main oil tank 206 through the valve system 205.
[0028] like Figure 3 As shown, it is an expanded cross-sectional view of the valve system 205. When compressed, the oil first pushes the floating piston 301 to move to the left, and the oil behind the floating piston 301 flows through the throttle hole in the one-way throttle valve 302 and enters the external gas cylinder 212 until the floating piston 301 collides with the limit nut 303 used for limiting. From this point on, the oil can only flow through the conventional valve and generate a large resistance. In this example, the conventional valve is composed of a throttle valve 304 and a valve plate valve 305 connected in series, and the two work together to generate a resistance that is a functional relationship with the oil flow speed.
[0029] During the rebound process, due to the action of the valve plate, the oil cannot flow through the valve plate valve 305 in the conventional valve and can only flow through the one-way throttle valve 302. When the floating piston 301 has not fully returned to its original position, due to the resistance of the one-way valve plate 306 on it, the oil preferentially pushes the floating piston 301 back to its original position until it returns to its initial position. The oil flows through the one-way valve plate 306 on the floating piston 301 and enters the main oil tank 206.
Claims
1. A vehicle hydraulic shock absorber used as a dynamic sensitive valve comprises a shock absorber body (1), characterized in that: One side of the shock absorber body (1) is connected to a valve system (205), one end of the valve system (205) is connected to an external gas cylinder (212), a gas cylinder piston (208) is slidably connected inside the external gas cylinder (212), and two ends of the gas cylinder piston (208) are respectively provided with an air area (209) and an oil area (207); The valve system (205) comprises a main body (3), wherein a first chamber (307) and a second chamber (308) are arranged inside the main body (3), one side of the second chamber (308) is connected to a throttle valve chamber (309), a throttle valve (304) is connected inside the throttle valve chamber (309), a valve plate valve (305) is connected inside the second chamber (308), a one-way throttle valve (302) is connected inside the first chamber (307), one end of the one-way throttle valve (302) is connected to a limiting nut (303), a floating piston (301) is slidably connected to one side of the limiting nut (303) and located inside the first chamber (307), and one end of the floating piston (301) is connected to a one-way valve plate (306).
2. The vehicle hydraulic shock absorber according to claim 1 is used as a dynamic sensitive valve, characterized in that: The shock absorber body (1) comprises an air cylinder (106) and an oil cylinder (107); a piston rod (201) is connected inside the air cylinder (106); a main piston (213) is movably sleeved on the outer end of the piston rod (201); the air cylinder (106) is connected to the main piston (213); one end of the piston rod (201) is connected to a damping piston (202); the damping piston (202) is located inside the oil cylinder (107); a valve (203) is connected to the side of the damping piston (202) close to the main piston (213); and a rebound throttle valve (210) and a valve plate valve (211) are arranged inside the damping piston (202).
3. The vehicle hydraulic shock absorber according to claim 2 is used as a dynamic sensitive valve, characterized in that: The air cylinder (106) is provided with a positive pressure air chamber (101) and a negative pressure air chamber (102) inside. The positive pressure air chamber (101) and the negative pressure air chamber (102) are respectively located on both sides of the main piston (213). The air cylinder (106) is also provided with a secondary positive pressure air chamber (103) and a secondary negative pressure air chamber (104). The positive pressure air chamber (101) is connected to the secondary positive pressure air chamber (103), and the negative pressure air chamber (102) is connected to the secondary negative pressure air chamber (104).
4. The vehicle hydraulic shock absorber according to claim 3 is used as a dynamic sensitive valve, characterized in that: The air cylinder (106) is provided with an air connection groove (105) inside for connecting the positive pressure air chamber (101) and the negative pressure air chamber (102).
5. The vehicle hydraulic shock absorber according to claim 2 is used as a dynamic sensitive valve, characterized in that: A main oil tank (206) and a buffer oil tank (204) are provided inside the oil cylinder (107), and the main oil tank (206) and the buffer oil tank (204) are respectively located on both sides of the damping piston (202).