Built-in valve type magnetorheological automobile shock absorber

Abstract

The utility model discloses a built-in valve type magnetorheological automobile shock absorber which is mainly composed of a support, an end cover, a spring, a piston rod, a damper cylinder barrel, a piston sleeve, a piston baffle, a reel, a magnet exciting coil and the like. According to the shock absorber, the spring and the magnetorheological damper are connected in parallel, and the functions of relieving road impact and dissipating vibration energy can be achieved at the same time. The valve type piston composed of the piston baffle, the piston sleeve and the winding frame is attached to the inner surface of the circumference of the damper cylinder barrel, the piston rod can have good centering performance, and the working stability of the shock absorber is guaranteed. Through reasonable arrangement of magnetic conduction and magnetic isolation materials, magnetic lines of force of the shock absorber are only generated at the piston part, magnetic leakage is effectively reduced, and the utilization rate of a magnetic field is improved. The shock absorber is simple in structure, small in size, high in stability and capable of effectively improving the shock absorption performance of an automobile.

Description

Technical Field

[0001] The utility model relates to a magnetorheological shock absorber, in particular to a built-in valve type magnetorheological automobile shock absorber. Background Art

[0002] Traditional cylinder-type hydraulic shock absorbers are passive control devices. The output damping force cannot be adjusted adaptively according to the driving conditions of the vehicle, and the vibration reduction effect is average. Magnetorheological dampers are a new type of intelligent device. They are semi-active control devices. The output damping force is continuously controllable and has a fast response speed. Due to its excellent performance, it is widely used in various vibration reduction occasions in the industrial field.

[0003] In order to simplify the structure, traditional magnetorheological shock absorbers generally set an excitation coil at the piston head and adopt a shear valve working mode. The gap between the piston head and the shock absorber cylinder forms a liquid flow channel, and the output damping force can be adjusted by controlling the input current. However, the gap between the piston head and the shock absorber cylinder will cause the piston rod to be unable to maintain neutrality during the reciprocating motion, and it is easy to deform due to force, causing damage to the shock absorber; at the same time, the traditional structure of the magnetorheological shock absorber uses the damper cylinder as part of the magnetic conductor, which will cause serious magnetic leakage and reduce the utilization rate of the magnetic field; in addition, the traditional magnetorheological shock absorber only has a damping function and only has the effect of dissipating vibration energy, and cannot alleviate sudden impacts. The above causes problems such as reduced stability and weakened vibration reduction performance of the shock absorber, further limiting its application in the field of automotive vibration reduction. Summary of the invention

[0004] In order to overcome the problems of the magnetic flow shock absorber described in the background technology and meet the actual use requirements of the magnetorheological shock absorber, the utility model proposes a built-in valve type magnetorheological automobile shock absorber. The piston part of the shock absorber is set to a built-in valve type, adopts a valve type working mode, the piston sleeve and the winding frame are matched with each other, and a liquid flow channel is formed between the two; the piston and the inner surface of the damper cylinder are seamlessly fitted, which effectively guarantees the centering of the piston rod during reciprocating motion, so that the piston rod is not easily deformed when subjected to force, and the stability of the shock absorber is improved. At the same time, the shock absorber sets the damper cylinder, the piston left baffle and the piston right baffle as magnetic isolation materials, and the excitation coil will only generate magnetic lines of force in the piston part, effectively reducing leakage magnetic field and improving the utilization rate of the magnetic field. In addition, the automobile shock absorber connects the spring and the damper in parallel, and the output damping force can be adjusted in real time by controlling the current of the excitation coil, so that the shock absorber can output the corresponding damping force and stiffness according to different driving conditions, and can simultaneously have the functions of alleviating road impact and dissipating vibration energy, effectively improving the vibration reduction performance of the shock absorber.

[0005] The utility model adopts a technical solution to solve the technical problem, comprising: a left support (1), a piston rod (2), a spring (3), a left end cover (4), a damper cylinder (5), a piston left baffle (6), a winding frame (7), an excitation coil (8), a piston sleeve (9), a piston right baffle (10), a locking nut (11), a right end cover (12) and a right support (13); the left support (1) and the piston rod (2) are fixedly connected by threads; a circular through hole is processed in the middle of the left end cover (4); the piston rod (2) and the inner surface of the circular through hole of the left end cover (4) are gap-matched and sealed by a sealing ring; the left end cover (4) and the damper cylinder (5) are gap-matched and sealed by a sealing ring The left end cover (4) and the damper cylinder (5) are fixedly connected by screws; the inner circumferential surface of the piston left baffle (6) and the outer surface of the piston rod (2) are interference fit; the left baffle (6) of the piston is axially positioned by the left end shoulder of the piston rod (2); the inner circumferential surface of the winding frame (7) and the outer surface of the piston rod (2) are interference fit; the left end surface of the winding frame (7) and the right end surface of the piston left baffle (6) are tightly fitted; a winding groove is processed in the middle of the winding frame (7), and the excitation coil (8) is wound in the winding groove of the winding frame; a lead groove is processed on the winding frame (7), and a lead hole is processed in the center of the piston rod (2); the lead of the excitation coil (8) passes through the lead groove of the winding frame (7) and the piston rod (2 ) is led out through the lead-in hole; the inner surface of the piston sleeve (9) is in clearance with the outer surface of the winding frame (7); the left end surface of the piston sleeve (9) is tightly fitted with the right end surface of the piston left baffle (6); the outer surface of the piston sleeve (9) is in clearance with the inner surface of the damper cylinder (5), and is sealed by a sealing ring; the inner surface of the piston right baffle (10) is interference fit with the outer surface of the piston rod (2); the left end surface of the piston right baffle (10) is tightly fitted with the right end surface of the winding frame (7) and the right end surface of the piston sleeve (9); the right end of the piston rod (2) is processed with an external thread, and the piston left baffle (6), the winding frame (7), the piston sleeve (9) and the piston right baffle (10) are connected to the piston rod (2) through a locking nut (11). The piston rod (2) is axially connected; a circular through hole is processed in the middle of the right end cover (12); the piston rod (2) and the inner surface of the circular through hole of the right end cover (12) are gap matched and sealed by a sealing ring; the right end cover (12) and the damper cylinder (5) are gap matched and sealed by a sealing ring; the left end surface of the right support (13) and the right end surface of the right end cover (12) are tightly fitted; the right end cover (12), the right support (13) and the damper cylinder (5) are fixedly connected by screws; the right end surface of the left support (1) is fixedly connected to the left side of the spring (3), the inner surface of the spring (3) and the outer surface of the damper cylinder (5) are gap matched, and the right side of the spring (3) is fixedly connected to the left end surface of the right support (13).

[0006] Compared with the background technology, the utility model has the following beneficial effects:

[0007] (1) The piston part of the shock absorber is set to a built-in valve type and adopts a valve type working mode. The piston sleeve and the winding frame are matched with each other in a gap, and a liquid flow channel is formed between the two. The piston and the inner surface of the damper cylinder are seamlessly fitted, which effectively ensures the centering of the piston rod during reciprocating motion, makes the piston rod less likely to deform under force, and improves the stability of the shock absorber.

[0008] (2) The shock absorber sets the damper cylinder, piston left baffle and piston right baffle as magnetic isolation materials, and the excitation coil will only generate magnetic lines of force in the piston part, which effectively reduces the leakage magnetic field and improves the utilization rate of the magnetic field;

[0009] (3) The shock absorber connects the spring and the damper in parallel. By controlling the current of the excitation coil, the output damping force can be adjusted in real time, so that the shock absorber can output the corresponding damping force and stiffness according to different driving conditions. It can also relieve road impact and dissipate vibration energy, effectively improving the shock absorption performance of the shock absorber BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 It is a schematic diagram of the structure of the utility model.

[0011] Figure 2 It is a front view of the piston baffle of the utility model.

[0012] Figure 3 It is a schematic diagram of the distribution of liquid flow channels of the utility model.

[0013] Figure 4 It is a schematic diagram of the magnetic force line distribution of the excitation coil of the utility model. DETAILED DESCRIPTION

[0014] The utility model is further described below in conjunction with the accompanying drawings and embodiments:

[0015] like Figure 1 As shown, the utility model comprises: a left support (1), a piston rod (2), a spring (3), a left end cover (4), a damper cylinder (5), a piston left baffle (6), a winding frame (7), an excitation coil (8), a piston sleeve (9), a piston right baffle (10), a locking nut (11), a right end cover (12) and a right support (13).

[0016] Figure 2 The front view of the piston baffle of the utility model is shown. There are four waist-shaped through holes evenly processed in the middle of the piston baffle, and the magnetorheological fluid can enter the liquid flow channel formed by the piston sleeve (9) and the winding frame (7) through the four waist-shaped holes.

[0017] Figure 3The figure shows a schematic diagram of the distribution of the liquid flow channel of the utility model. The waist-shaped hole of the left piston baffle (6), the gap between the piston sleeve (9) and the winding frame (7) and the waist-shaped hole of the right piston baffle (10) form the liquid flow channel. When the piston rod (2) moves to the right, the magnetorheological fluid flows from the left cavity through the waist-shaped hole of the left piston baffle (6), enters the damping gap formed between the piston sleeve (9) and the winding frame (7), and then enters the right cavity through the waist-shaped hole of the right piston baffle (10).

[0018] Figure 4 The figure shows the distribution diagram of magnetic force lines of the excitation coil of the utility model. The piston left baffle (6), the piston right baffle (10) and the damper cylinder (5) are all made of stainless steel and non-magnetic; the winding frame (7) and the piston sleeve (9) are all made of No. 10 steel magnetic conductive material. The magnetic force lines generated by the excitation coil (8) due to the electromagnetic effect pass through the winding frame (7) and the piston sleeve (9) in sequence to form a closed loop.

[0019] The working principle of the utility model is as follows:

[0020] When subjected to external impact vibration, the piston rod (2) and the damper cylinder (5) will produce relative displacement, and the spring (3) connected to the left support (1) and the right support (13) can play a buffering role and effectively alleviate the impact; the magnetorheological fluid is squeezed by the piston and flows back and forth in the left and right chambers. When the excitation coil is connected to the current, the magnetic lines of force generated by the excitation coil (8) due to the electromagnetic effect pass through and are perpendicular to the effective damping gap. Due to the effect of the magnetic field, the viscosity of the magnetorheological fluid flowing through the damping gap will increase and the yield stress will increase. When the magnetorheological fluid flows through the damping gap, it needs to overcome the force between the chain-like molecules, thereby increasing the viscous damping force of the magnetorheological shock absorber. By adjusting the current in the excitation coil (8), the yield stress of the magnetorheological fluid can be changed to achieve the required output damping force, thereby achieving the effect of dissipating vibration energy under different working conditions.

Claims

1. A built-in valve magnetorheological automobile shock absorber, characterized in that include: A left support (1), a piston rod (2), a spring (3), a left end cover (4), a damper cylinder (5), a piston left baffle (6), a winding frame (7), an excitation coil (8), a piston sleeve (9), a piston right baffle (10), a locking nut (11), a right end cover (12) and a right support (13); the left support (1) and the piston rod (2) are fixedly connected by threads; a circular through hole is processed in the middle of the left end cover (4); the piston rod (2) and the inner surface of the circular through hole of the left end cover (4) are gap-matched and sealed by a sealing ring; the left end cover (4) and the damper cylinder (5) are gap-matched and sealed by a sealing ring; the left end cover (4) and the damper cylinder ( 5) are fixedly connected by screws; the inner circumferential surface of the piston left baffle (6) is interference fit with the outer surface of the piston rod (2); the left baffle (6) of the piston is axially positioned by the left end shoulder of the piston rod (2); the inner circumferential surface of the winding frame (7) is interference fit with the outer surface of the piston rod (2); the left end surface of the winding frame (7) is tightly fitted with the right end surface of the piston left baffle (6); a winding groove is processed in the middle of the winding frame (7), and the excitation coil (8) is wound in the winding groove of the winding frame; a lead groove is processed on the winding frame (7), and a lead hole is processed in the center of the piston rod (2); the lead of the excitation coil (8) is led out through the lead groove of the winding frame (7) and the lead hole of the piston rod (2); the piston sleeve The inner surface of the cylinder (9) is in clearance fit with the outer surface of the winding frame (7); the left end surface of the piston sleeve (9) is tightly fitted with the right end surface of the piston left baffle (6); the outer surface of the piston sleeve (9) is in clearance fit with the inner surface of the damper cylinder (5), and is sealed by a sealing ring; the inner surface of the piston right baffle (10) is in interference fit with the outer surface of the piston rod (2); the left end surface of the piston right baffle (10) is tightly fitted with the right end surface of the winding frame (7) and the right end surface of the piston sleeve (9); the right end of the piston rod (2) is processed with an external thread, and the piston left baffle (6), the winding frame (7), the piston sleeve (9) and the piston right baffle (10) are connected to the piston rod (2) through a locking nut (11). ) for axial connection; a circular through hole is processed in the middle of the right end cover (12); the piston rod (2) and the inner surface of the circular through hole of the right end cover (12) are clearance matched and sealed by a sealing ring; the right end cover (12) and the damper cylinder (5) are clearance matched and sealed by a sealing ring; the left end surface of the right support (13) and the right end surface of the right end cover (12) are tightly fitted; the right end cover (12), the right support (13) and the damper cylinder (5) are fixedly connected by screws; the right end surface of the left support (1) is fixedly connected to the left side of the spring (3), the inner surface of the spring (3) and the outer surface of the damper cylinder (5) are clearance matched, and the right side of the spring (3) is fixedly connected to the left end surface of the right support (13).

Images