Universal shock absorber bottom valve seat

Abstract

The utility model relates to the field of shock absorber bottom valve seats, and discloses a universal shock absorber bottom valve seat which comprises a bottom valve seat body, the bottom valve seat body comprises an upper end face, a lower end face and a plurality of throttling holes penetrating through the bottom valve seat body, the upper end face is connected with a working cylinder, a gasket is installed on the upper end face, and the lower end face is connected with the working cylinder. Openings of the throttling holes in the upper end face are evenly distributed in the circumferential direction of the gasket, and the gasket adjusts the overlapping area of the gasket and the throttling holes by changing the size of the gasket so as to adjust the effective circulation area of the throttling holes and further adjust the damping size. Gaskets of different sizes are installed in the bottom valve seat, and the effective flow area of oil passing through the throttling holes is flexibly adjusted, so that the bottom valve seat adapts to the damping value required by a shock absorber, the application range of the bottom valve seat body is widened, and the service life of the shock absorber is prolonged. The bottom valve seat has the advantages that modification is simple and effective, mounting is convenient and fast, the damping value can be flexibly adjusted, production cost is saved, and standardization and serialization of the bottom valve seat body are facilitated.

Description

Technical Field

[0001] The utility model relates to the field of a bottom valve seat of a shock absorber, in particular to a universal bottom valve seat of a shock absorber. Background Art

[0002] Shock absorbers are widely used in automobiles to suppress the vibration of the flow valve spring after absorbing shock and the impact from the road surface, so as to accelerate the attenuation of the vibration of the frame and body and improve the driving smoothness of the car. The oil in the shock absorber cavity repeatedly flows from one cavity to another through different pores. At this time, the friction between the pore wall and the oil and the internal friction between the oil molecules form a damping force on the vibration. The damping force value is generally adjusted by the size of the through area of ​​the throttle hole of the bottom valve seat. The smaller the effective flow area of ​​the throttle hole, the greater the damping force. The greater the viscosity of the oil, the greater the damping force. If the effective flow area of ​​the throttle hole remains unchanged, when the shock absorber works at a fast speed, excessive damping will affect the absorption of impact. Therefore, the damping force value should be adjusted according to actual needs, that is, the bottom valve seat with the effective flow area of ​​the corresponding throttle hole should be selected according to the different required damping force values. However, replacing the entire bottom valve seat to meet the required damping force value is a waste of resources, increases production costs, and is not conducive to the standardization and serialization of the bottom valve seat. Utility Model Content

[0003] In order to overcome the problem that different damping force values ​​required in the above-mentioned background technology need to be replaced with the corresponding bottom valve seat, thereby causing waste of resources, increasing production costs, and being unfavorable to the standardization and serialization of the bottom valve seat, the utility model provides a universal shock absorber bottom valve seat, which can flexibly adjust the effective flow area of ​​the oil passing through the throttle hole by installing gaskets of different sizes in the bottom valve seat, so as to adapt to the damping value required by the shock absorber and improve the application range of the bottom valve seat body, and has the advantages of simple and effective modification, convenient installation, flexible adjustment of the damping value, saving production costs and being conducive to the standardization and serialization of the bottom valve seat body.

[0004] The technical solution of the utility model is as follows:

[0005] A universal shock absorber bottom valve seat comprises a bottom valve seat body, wherein the bottom valve seat body comprises an upper end face, a lower end face and a plurality of throttling holes penetrating the bottom valve seat body, wherein the upper end face is connected to a working cylinder, a gasket is installed on the upper end face, openings of the throttling holes on the upper end face are uniformly arranged in the circumference of the gasket, and the gasket adjusts the overlapping area with the throttling holes by changing its own size, thereby adjusting the effective flow area of ​​the throttling holes and thus adjusting the damping size.

[0006] Preferably, a mounting hole is provided at the center of the upper end surface, and the gasket is fixed to the mounting hole by means of a threaded connection.

[0007] Further preferably, the shank of the screw rod passes through the mounting hole from the lower end surface and extends out from the upper end surface, and the gasket is sleeved on the protruding portion of the shank and fixedly connected by a nut.

[0008] Further preferably, it is characterized in that: the gasket is in the shape of a ring, the outer ring diameter of which is smaller than the farthest distance between the edge of the throttle opening and the center of the upper end surface, and the height range is 0.4mm-0.6mm.

[0009] Further preferably, a plurality of compensation channels penetrating the bottom valve seat body are evenly arranged around the throttle hole, and a compensation valve is arranged at the opening of the upper end surface of the compensation channel.

[0010] Further preferably, the compensation valve is surrounded by an outer valve line on the outside, and an intermediate valve line surrounding the throttling hole is provided on the inside, and a circulation valve plate is provided on the top. The circulation valve plate abuts against the surfaces of the outer valve line, the compensation valve and the intermediate valve line respectively under the action of the circulation valve spring.

[0011] Further preferably, the vertical section of the nut is a T-shaped structure, the two ends of the circulation valve spring are respectively fixed below the end of the nut and on the surface of the circulation valve plate, and the circulation valve plate is sleeved and fixed on the body of the nut.

[0012] Preferably, the opening surface of the throttle hole at the lower end face is provided with a compression valve for controlling the passage of oil.

[0013] Preferably, the number of the throttling holes is 5.

[0014] Preferably, the upper end surface is provided with an annular boss which is matched and connected with an annular groove at the bottom of the working cylinder.

[0015] Compared with the prior art, the beneficial effects of the utility model are:

[0016] (1) By arranging a gasket with selectable outer diameter size on the upper end surface of the bottom valve seat body, gaskets of different sizes have different covering areas of the throttle hole opening at the upper end surface, and the passage area of ​​the oil from the throttle hole at the upper end surface opening is different, so the effective flow area of ​​the throttle hole is different, and the damping force generated when the oil passes through the throttle hole is different. Therefore, the gasket with the corresponding outer diameter size can be adaptively selected according to the actual required damping force value, which has the beneficial effects of improving the application range of the bottom valve seat, facilitating installation, saving resources, and reducing production costs. It avoids the problem in the background technology that when the damping size needs to be adjusted, the entire bottom valve seat body needs to be replaced, resulting in waste of resources, increased production costs, and is not conducive to standardized and serialized design of the bottom valve seat.

[0017] (2) The gasket is detachably fixedly connected to the upper end surface of the bottom valve seat body through a threaded connection, which can not only ensure the stability of the connection, but also enable the gasket to be replaced when adjusting the damping value, and the installation and disassembly are very convenient; in addition, the nut fastens and positions all parts of the entire upper end surface of the valve seat body, avoiding gaps between the components, resulting in the inability to form damping force, and the T-shaped structure of the vertical section can also fix the flow valve spring, so that the flow valve spring controls the opening and closing of the flow valve valve plate.

[0018] (3) The flow valve spring, the flow valve plate and the compensation valve are connected in a coordinated manner so that the compensation valve controls the oil to flow only from the lower end surface of the valve seat body to the upper end surface of the valve seat body.

[0019] (4) A compression valve for controlling the one-way flow of oil is provided on the opening surface of the throttle hole at the lower end surface, so that the oil flows only from the upper end surface of the valve seat body to the lower end surface of the valve seat body. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The present invention will be described with reference to the accompanying drawings, in which:

[0021] Figure 1 This is a vertical cross-sectional view of the utility model after assembly;

[0022] Figure 2 It is a top view of the utility model.

[0023] Figure numerals: valve seat body 1, mounting hole 11, screw 12, head 121, rod handle 122, nut 13, lower end face 2, compression valve 22, upper end face 3, gasket 31, throttle hole 32, intermediate valve line 33, circulation valve plate 34, circulation valve spring 35, compensation valve 36, compensation channel 37, outer ring valve line 38, annular boss 39. DETAILED DESCRIPTION

[0024] In order to make the purpose, technical solution and advantages of the utility model more clear, the utility model is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described here are only used to explain the utility model and are not used to limit the utility model.

[0025] Example 1: Figure 1 to Figure 2 The bottom valve seat of a universal shock absorber shown in the figure comprises a bottom valve seat body 1, the bottom valve seat body 1 comprises a lower end surface 2 and an upper end surface 3, the upper end surface 3 is provided with an annular boss 39, the annular boss 39 is matched and connected with the annular groove at the bottom of the working cylinder, and a plurality of throttling holes 32 penetrating the bottom valve seat body 1 are provided between the upper end surface 3 and the lower end surface 2, and the number of the throttling holes 32 is 5. Figure 2As shown, the upper end surface 3 is installed with a gasket 31, and the openings of a plurality of throttle holes 32 are evenly arranged on the upper end surface 3 of the gasket 31 in the circumferential direction. The opening positions of the throttle holes 32 on the lower end surface 2 correspond to the opening positions of the throttle holes 32 on the upper end surface 3, and the size of the gasket 31 can be set to be different. When in use, first select a gasket 31 of corresponding size and type according to the required damping value, and then install the gasket 31 on the upper end surface 3, the gasket 31 is close to the upper end surface 3, and the edge of the gasket 31 covers the throttle hole 32, wherein the larger the size of the gasket 31, the larger the covering area of ​​the throttle hole 32 at the opening of the upper end surface 3, the smaller the opening area of ​​the throttle hole 32 at the upper end surface 3, the smaller the effective flow area of ​​the throttle hole 32, and the greater the damping force generated by the oil passing through the throttle hole 32; conversely, the larger the opening area, the smaller the damping force generated by the oil passing through the throttle hole 32. The gasket 31 may not overlap with the throttle hole 32, and will not completely overlap with the throttle hole 32. Therefore, the gasket 31 adjusts the overlapping area with the throttle hole 32 by changing its own size, thereby adjusting the effective flow area of ​​the throttle hole 32 to achieve the effect of adjusting the damping size.

[0026] Embodiment 2: Based on Embodiment 1, the connection mode of the gasket 31 is optimally designed. The center of the upper end face 3 of the bottom valve seat body 1 is provided with a mounting hole 11. The gasket 31 is annular, so the overlap area with the throttle hole 32 can be changed by changing the outer diameter of the gasket 31, thereby adjusting the damping size. The gasket 31 is fixed to the mounting hole 11 by threaded connection, the head 121 of the screw 12 is fixed to the lower end face 2, the stem 122 of the screw 12 passes through the mounting hole 11 from the lower end face 2 and extends from the upper end face 3, the gasket 31 is sleeved on the extended part of the stem 122, and is tightly attached to the upper end face 3, and is fixedly connected by the nut 13, the bottom of the nut 13 is tightly connected to the surface of the gasket 31, and the gasket 31 is detachably fixedly connected to the upper end face 3 of the bottom valve seat body 1 by threaded connection, which can not only ensure the stability during connection, but also can replace the gasket 31 when adjusting the damping value, and the installation and disassembly are very convenient.

[0027] Furthermore, the outer ring diameter of the gasket 31 is smaller than the maximum distance between the edge of the opening of the throttle hole 32 on the upper end surface 3 and the center of the upper end surface 3. This arrangement prevents the gasket 31 from being too large and completely covering the throttle hole 32, so that the oil cannot enter the throttle hole 32. The height of the gasket 31 ranges from 0.4 mm to 0.6 mm, and is 0.5 mm in this embodiment.

[0028] Embodiment 3: Based on the above embodiment, a preferred design is made. A plurality of compensation channels 37 penetrating the valve seat body 1 are evenly arranged in the circumference of the throttle hole 32, that is, the circle formed by connecting the compensation channels 37 surrounds the outside of all the throttle holes 32, and a compensation valve 36 is arranged at the opening of the upper end surface 3 of the compensation channel 37. The outer side of the compensation valve 36 is surrounded by an outer valve line 38, and the inner side is provided with an intermediate valve line 33 surrounding the opening of the throttle hole 32 on the upper end surface 3. The outer valve line 38 and the intermediate valve line 33 are both annular structures and are integrally connected to the valve seat body 1. A flow valve disc 34 is arranged above the surface of the compensation valve 36. The flow valve disc 34 is sleeved and fixed on the body of the nut 13. The flow valve disc 34 is provided with a plurality of through holes for oil to pass through. Under the elastic force of the flow valve spring 35, the bottom surface of the flow valve disc 34 abuts against the upper surfaces of the outer valve line 38, the compensation valve 36 and the intermediate valve line 33 respectively. The vertical section of the nut 13 is a T-shaped structure, which is convenient for its end to fasten other parts. The two ends of the circulation valve spring 35 are fixedly connected to the lower surface of the end of the nut 13 and the surface of the circulation valve disc 34, respectively. The outer valve line 38, the middle valve line 33 and the gasket 31 are all on the same axis. The height of the gasket 31 is less than the height of the middle valve line 33. The nut 13 fastens and positions all parts of the entire upper end surface 3 of the valve seat body 1 to avoid gaps, which makes it impossible to form damping force. When the oil pressure force of the circulation valve disc 34 is in the same direction as the elastic force of the circulation valve spring 35, the circulation valve disc 34 is in a closed state and no liquid flows at all; when the oil pressure force is in the opposite direction to the elastic force of the circulation valve spring 35, the circulation valve disc 34 can be opened as long as there is a small oil pressure, and the compensation valve 36 controls the oil to flow from the lower end surface 2 of the valve seat body 1 to the upper end surface 3 of the valve seat body 1.

[0029] Embodiment 4: A preferred design is performed based on Embodiment 1, in which a compression valve 22 for controlling the passage of oil is provided on the opening surface of the throttle hole 32 on the lower end face 2. The compression valve 22 is a one-way valve, and the oil will not flow in the reverse direction. The compression valve 22 controls the oil to flow only from the upper end face 3 of the valve seat body 1 to the lower end face 2 of the valve seat body 1.

[0030] During use, when the shock absorber is compressed, the piston moves downward, and the oil between the bottom surface of the working cylinder and the upper end surface 3 of the bottom valve seat body 1 is compressed. The oil passes through the perforation on the circulation valve disc 34 and enters the throttle hole 32 and then flows to the lower end surface 2 through the compression valve 22. By selecting gaskets 31 with different outer diameters, the effective flow area of ​​the throttle hole 32 is different, thereby generating different damping forces. At this time, the direction of the oil pressure on the circulation valve disc 34 is the same as the direction of the elastic force of the spring. The circulation valve disc 34 is tightly closed, and the oil will not pass through the compensation valve 36. When the shock absorber is stretched, the oil will not enter the throttle hole 32 from the compression valve 22, but pass through the compensation channel 37. At this time, the direction of the oil pressure on the circulation valve disc 34 is opposite to the direction of the elastic force of the circulation valve spring 35, so the circulation valve disc 34 is pushed open, and the oil enters the upper end surface 3 of the valve seat body 1 from the compensation valve 36 to reserve oil for the next compression cycle.

[0031] The above embodiments only express the specific implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the protection scope of the present application. It should be pointed out that, for ordinary technicians in this field, several variations and improvements can be made without departing from the technical solution concept of the present application, and these all belong to the protection scope of the present application.

Claims

1. A universal bottom valve seat for a shock absorber, comprising a bottom valve seat body (1), wherein the bottom valve seat body (1) comprises an upper end surface (3), a lower end surface (2) and a plurality of throttle holes (32) penetrating the bottom valve seat body (1), wherein the upper end surface (3) is connected to a working cylinder, and wherein: The upper end surface (3) is provided with a gasket (31), and the openings of the throttling holes (32) on the upper end surface (3) are evenly arranged in the circumferential direction of the gasket (31). The gasket (31) adjusts the overlapping area with the throttling holes (32) by changing its own size, thereby adjusting the effective flow area of ​​the throttling holes (32) and adjusting the damping size.

2. A universal shock absorber bottom valve seat according to claim 1, characterized in that: A mounting hole (11) is provided at the center of the upper end surface (3), and a gasket (31) is fixed to the mounting hole (11) by means of a threaded connection.

3. A universal shock absorber bottom valve seat according to claim 2, characterized in that: The rod handle (122) of the screw rod (12) passes through the mounting hole (11) from the lower end surface (2) and protrudes from the upper end surface (3); the gasket (31) is sleeved on the protruding part of the rod handle (122) and is fixedly connected via a nut (13).

4. A universal bottom valve seat for shock absorbers according to claim 1 or claim 3, characterized in that: The gasket (31) is annular, and its outer ring diameter is smaller than the maximum distance between the edge of the opening of the throttling hole (32) and the center of the upper end surface (3), and its height ranges from 0.4 mm to 0.6 mm.

5. The universal bottom valve seat of shock absorber according to claim 3, characterized in that: The throttle hole (32) is evenly provided with a plurality of compensation channels (37) penetrating the bottom valve seat body (1) in the circumferential direction, and the compensation channel (37) is provided with a compensation valve (36) at the opening of the upper end surface (3).

6. A universal bottom valve seat for shock absorbers according to claim 5, characterized in that: The outer side of the compensation valve (36) is surrounded by an outer valve line (38), the inner side is provided with an intermediate valve line (33) surrounding the throttling hole (32), and the upper side is provided with a circulation valve plate (34). Under the action of the circulation valve spring (35), the circulation valve plate (34) is respectively in contact with the surfaces of the outer valve line (38), the compensation valve (36) and the intermediate valve line (33).

7. A universal bottom valve seat for shock absorbers according to claim 6, characterized in that: The vertical section of the nut (13) is in a T-shaped structure. The two ends of the circulation valve spring (35) are respectively fixed below the end of the nut (13) and on the surface of the circulation valve plate (34). The circulation valve plate (34) is sleeved and fixed on the body of the nut (13).

8. The universal bottom valve seat of shock absorber according to claim 1, characterized in that: The throttle hole (32) is provided with a compression valve (22) on the opening surface of the lower end surface (2) for controlling the passage of oil.

9. The universal bottom valve seat of shock absorber according to claim 1, characterized in that: The number of the throttle holes (32) is 5.

10. The universal bottom valve seat of shock absorber according to claim 1, characterized in that: The upper end surface (3) is provided with an annular boss (39) which is matched and connected with the annular groove at the bottom of the working cylinder.

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