Magnetorheological damper with double piston heads

Abstract

The utility model discloses a magnetorheological damper with double piston heads. Comprising a damper upper end cover (1), a hexagon screw (2), a sealing ring I (3), a compensator cylinder body (4), a floating piston (5), a compensator end cover (6), a sealing ring VI (7), a damper cylinder body (8), a hexagon nut I (9), a piston head I (10), a magnet exciting coil I (11), a piston rod (12), a hexagon nut II (13), a piston head II (14), a magnet exciting coil II (15), a sealing ring II (16), a damper lower end cover (17), a sealing ring III (18), a lifting lug (19), a sealing ring IV (20) and a sealing ring V (21). Two piston heads are arranged in the damper cylinder body, a compensator is arranged outside the damper cylinder body, the two piston heads are respectively provided with four kidney-shaped through holes, magnetorheological fluid can pass through the kidney-shaped through holes, and the magnitude of damping force is controlled by controlling the electrifying mode of magnet exciting coils wound in grooves of the two piston heads. The design of the damper aims at improving the driving stability and the riding comfort of a vehicle through an advanced control strategy and a unique structural design.

Description

Technical Field

[0001] The utility model relates to the technical field of automotive suspension systems, and particularly to a double-piston-head magnetorheological damper. Background Technique

[0002] A magnetorheological damper is an advanced intelligent damping device that utilizes controllable fluid technology and has several significant advantages, such as adjustable parameters and damping force, strong output capacity, and a simple structural design. By adjusting the current intensity and power-on strategy passing through the device, the physical properties of the magnetorheological fluid and its damper can be rapidly changed to respond to different engineering requirements. Based on this unique magnetorheological response ability, customized magnetorheological damper solutions applicable to various application scenarios such as automotive suspension systems, rail transit equipment, and vibration control in civil engineering structures can be developed.

[0003] With the rapid development of the modern automotive industry, consumers' requirements for the comfort, safety, and handling performance of automobiles are increasing day by day. As an important part of an automobile, the suspension system directly affects the driving stability and riding experience of the vehicle. Although the traditional passive suspension system has a simple structure and low cost, it cannot be adjusted in real time according to road conditions and driving demands, limiting the further improvement of its performance.

[0004] To overcome this limitation, semi-active suspension systems have emerged. Such systems can adjust the damping characteristics to a certain extent according to real-time road conditions to adapt to different driving conditions. As one of the key technologies in semi-active suspension systems, magnetorheological dampers have attracted much attention due to their fast response speed and strong adjustability.

[0005] However, there are still some deficiencies in the existing magnetorheological dampers in practical applications, such as insufficient force control accuracy, a narrow damping force adjustment range, and limited adaptability to complex road conditions. To solve these problems, the utility model proposes an innovative design of a double-piston-head magnetorheological damper. Summary of the Utility Model

[0006] To overcome the problems existing in the background technique, the utility model designs a double-piston-head magnetorheological damper.

[0007] To solve the above problems, the utility model adopts the following scheme:

[0008] A dual-piston-head magnetorheological damper, characterized in that the advantage of the dual-piston-head design lies in its ability to achieve more precise force control and faster response. With two independently controlled piston heads, the damping force can be adjusted according to different driving requirements, thereby improving the vehicle's handling and comfort. The development of a multi-mode control strategy aims to achieve real-time and adaptive control of the damper through advanced algorithms and sensor technologies. This control strategy can intelligently adjust the damping characteristics according to the vehicle's real-time state and external environment to achieve optimal driving performance.

[0009] The middle annular part between the two piston heads surrounds the excitation coil and is sealed. There are four waist-shaped through holes with a width of 1 mm outside the excitation coil, and the magnetorheological fluid passes through the four through holes. When the excitation coil is energized, a damping force is generated. First, the road surface information is obtained by a pressure sensor and transmitted to the control module. The control module issues a control command to the drive module. Then, the drive module gives a drive command to the current switch, and the current switch then gives feedback information to the pressure sensor. The power-on mode is selected according to the road surface condition: only piston head I (10) is energized, only piston head II (14) is energized, both piston heads are energized, and both piston heads are not energized. The damping force is more finely controlled by controlling the magnitude of the current. This method can not only change the power-on mode of the piston head by the power-on method but also change the magnitude of the damping force by changing the magnitude of the energizing current. At the same time, the excitation coil of the dual-piston head can expand the control range of the damping force. The multi-mode control of the dual-piston head is twice the current control range of a single piston head, and its damping force control range is also twice that of a single piston. Therefore, the innovation of this damper lies in the diversity of the power-on mode of its excitation coil, which can be flexibly adjusted according to changes in the external environment. Through advanced sensors and intelligent control algorithms, the system can real-time monitor and analyze the road conditions and vehicle dynamics, and then intelligently select the most suitable power-on combination of the excitation coil to adjust the magnitude and characteristics of the damping force to ensure that the vehicle can obtain the best driving performance and riding comfort under different conditions.

[0010] The technical solution adopted by the present utility model to solve its technical problems includes: a damper upper end cover (1), hexagon socket head cap screws (2), seal ring I (3), compensator cylinder block (4), floating piston (5), compensator end cover (6), seal ring VI (7), damper cylinder block (8), hexagon nut I (9), piston head I (10), excitation coil I (11), piston rod (12), hexagon nut II (13), piston head II (14), excitation coil II (15), seal ring II (16), damper lower end cover (17), seal ring III (18), lifting lug (19), seal ring IV (20), seal ring V (21); a lifting lug is designed at the upper end of the damper upper end cover (1), four threaded through holes are left in the middle, and a seal ring groove is designed at the lower end; the damper upper end cover (1) is connected to the damper cylinder block (8) through the hexagon socket head cap screws (2), and in order to prevent the leakage of magnetorheological fluid, the seal ring I (3) is added to the groove of the damper upper end cover (1); the left connection part of the compensator cylinder block (4) has internal threads and a seal groove is left, and four counterbored threaded holes are designed at the right end; the compensator cylinder block (4) is connected to the damper cylinder block (8) through threads and the seal ring V (21) is added to prevent the leakage of magnetorheological fluid; the compensator end cover (6) is internally provided with the seal ring VI (7) and has four threaded through holes outside; the compensator cylinder block (4) is fixed to the compensator end cover (6) through screws; a groove is provided in the middle of the floating piston (5) for placing the seal ring IV (20); the floating piston (5) is arranged in the compensator cylinder block (4), has a clearance fit with the compensator cylinder block (4), and is sealed through the seal ring IV (20); four threaded holes are respectively provided at the upper and lower ends of the damper cylinder block (8), a cylindrical pipe through hole is machined at the right end, and threads are provided outside the cylindrical pipe; the upper and lower ends of the damper cylinder block (8) respectively have a clearance fit with the damper upper end cover (1) and the damper lower end cover (17), and are sealed through the seal ring; the threaded connection between the hexagon nut I (9) and the piston rod (12) and the shoulder of the piston jointly play an axial positioning role for the piston head I (10); a through hole is provided in the piston head I (10) and has a clearance fit with the piston rod (12); the upper excitation coil (11) is wound outside the groove of the piston head I (10); four waist-shaped through holes (20) with a width of 1 mm are provided at both ends of the piston head I (10) to conduct the magnetorheological fluid; the excitation coil I (11) is wound out through the inside of the piston head I (10); the threaded connection between the hexagon nut (13) and the piston rod (12), and at the same time, the shoulder of the piston rod (12) play an axial positioning role for the piston head II (14); an excitation coil is wound in the piston head II (14) and has four waist-shaped through holes with a width of 1 mm; a through hole larger than that of the piston head I (10) is also left in the middle of the piston head II (14), and at the same time, it also has a clearance fit with the piston rod (12); the excitation coil II (15) is the same as the excitation coil I (11) and is also wound out from the wire pipeline inside the piston head; a through hole is left in the middle of the damper lower end cover (17), and four threaded through holes are provided at the bottom; the damper lower end cover (17) has a clearance fit with the damper cylinder block (8), and a seal ring is provided in the middle of the contact to prevent the leakage of magnetorheological fluid;The lower end cover (17) of the damper and the piston rod (12) are in clearance fit, and there is also a sealing ring groove at the contact part. There are four small holes around the end cover, which are connected to the damper cylinder body (8) by screws. There are two piston heads and two nuts axially fixed to the piston heads by threads in the piston rod (12). There is a hole with a diameter of 2 mm in the middle of the piston rod (12) for passing wires. Two wires are respectively connected to the excitation coils of the two piston heads. The lifting lug (19) has an internal threaded hole, and a wire through hole with a diameter of 2 mm is transversely opened in the threaded hole. The lifting lug is connected to the piston rod (12) through the threaded hole.

[0011] Compared with the background technology, the beneficial effects of the present utility model are as follows:

[0012] (1) The advantage of the double piston head design of the present utility model is that it can achieve more precise force control and faster response. Through two independently controlled piston heads, the damping force can be adjusted according to different driving requirements. By using two piston heads, the magnitude of the damping force can be increased. The double piston head has a current control range twice that of a single piston head, and its damping force control range is also twice that of a single piston. At the same time, the magnitude of the damping force can be more precisely controlled by controlling various energization modes of the excitation coils. The energization modes are: only piston I is energized, only piston II is energized, both pistons are energized, and both pistons are not energized. Therefore, the innovation of this damper lies in the diversity of the energization modes of its excitation coils, which can be flexibly adjusted according to changes in the external environment, thereby improving the handling and comfort of the vehicle.

[0013] (2) The present utility model judges the road surface condition through an external pressure sensor, transmits the force information to the control module, the control module processes the information and converts it into a control instruction and transmits it to the drive switch, the drive switch then controls the opening mode of the current switch to execute the command, and finally the magnetorheological damper feeds back the information to the pressure sensor. Therefore, the magnitude of the damping force can be adjusted more accurately.

[0014] (3) The present utility model compensates for outdoor movement, so it is small in volume, simple in structure, and low in cost. It not only improves the adaptability and intelligent level of the damper, but also enhances its response ability to complex road conditions, providing strong technical support for achieving better automotive suspension performance. Description of the Drawings

[0015] Figure 1 It is a schematic diagram of a double piston head magnetorheological damper of the present utility model;

[0016] Figure 2 It is a schematic top view of piston head I of the present utility model;

[0017] Figure 3 It is a schematic diagram of magnetic induction lines when only piston head I is energized of the present utility model;

[0018] Figure 4 Schematic diagram of magnetic induction lines when only the piston head II of the present utility model is energized;

[0019] Figure 5 Schematic diagram of magnetic induction lines when both piston heads of the present utility model are energized;

[0020] Figure 6 Schematic diagram of magnetic induction lines when both piston heads of the present utility model are not all energized;

[0021] Figure 7 Schematic diagram of controlling the energizing mode of the magnetorheological damper of the present utility model; Specific implementation manner

[0022] Figure 1 Schematic diagram of a double piston head magnetorheological damper of the present utility model, including a damper upper end cover (1), hexagon socket head cap screws (2), seal ring I (3), compensator cylinder body (4), floating piston (5), compensator end cover (6), seal ring VI (7), damper cylinder body (8), hexagon nut I (9), piston head I (10), exciting coil I (11), piston rod (12), hexagon nut II (13), piston head II (14), exciting coil II (15), seal ring II (16), damper lower end cover (17), seal ring III (18), lifting lug (19), seal ring IV (20), and seal ring V (21).

[0023] Figure 2 Schematic top view of the piston head of a double piston head magnetorheological damper of the present utility model, including an exciting coil (11) and four waist-shaped through holes (20) with a width of 1 mm;

[0024] Figure 3 Schematic diagram of magnetic induction lines when only the piston head I of the present utility model is energized, including piston head I (10), exciting coil I (11), piston rod (12), piston head II (14), exciting coil II (15), hexagon nut I (9), and hexagon nut II (13), where only the piston head I is energized to generate magnetic induction lines;

[0025] Figure 4 Schematic diagram of magnetic induction lines when only the piston head II of the present utility model is energized, including piston head I (10), exciting coil I (11), piston rod (12), piston head II (14), exciting coil II (15), hexagon nut I (9), and hexagon nut II (13), where only the piston head II is energized to generate magnetic induction lines;

[0026] Figure 5Schematic diagram of magnetic induction lines when both piston heads of the present utility model are energized, including piston head I (10), exciting coil I (11), piston rod (12), piston head II (14), exciting coil II (15), hexagon nut I (9) and hexagon nut II (13), where both piston heads are energized to generate magnetic induction lines;

[0027] Figure 6 Schematic diagram of magnetic induction lines when both piston heads of the present utility model are not energized, including piston head I (10), exciting coil I (11), piston rod (12), piston head II (14), exciting coil II (15), hexagon nut I (9) and hexagon nut II (13), where both piston heads are not energized;

[0028] Figure 7 Schematic diagram for controlling the energizing method of the magnetorheological damper of the present utility model; its principle is that the road surface condition is detected by an external pressure sensor and the force information is transmitted to the control module. The control module processes the information and issues a control instruction to the drive switch to adjust the magnetorheological damper, forming a closed-loop system.

[0029] The working principle of the present utility model is as follows:

[0030] When the exciting coil is activated by an electric current, it generates a strong magnetic field, which acts on the tiny magnetic particles in the magnetorheological fluid. These particles quickly arrange into chain-like or network-like structures under the influence of the magnetic field. The formation of this structure significantly increases the internal friction of the fluid, thus generating additional resistance in the direction of fluid movement. As the current intensity passing through the exciting coil changes, the intensity of the magnetic field also changes. When the current decreases and the magnetic field intensity weakens, the chain-like and network-like structures formed by these particles begin to disintegrate, the internal friction of the magnetorheological fluid decreases, and it gradually returns to a state closer to the liquid state. This state change causes the viscosity of the fluid to decrease, thereby reducing the resistance to movement, that is, changing the damping value of the damper. The utility model controls the magnitude of the generated damping force by changing the magnitude of the current and the energizing method of the piston head exciting coil through the signals of external sensors. At the same time, the magnitude of the damping force can be changed by changing the magnitude of the current under one energizing method. The selection of the energizing method of the exciting coil is judged by the signals of external sensors to determine the road surface situation. Among them, the energizing methods include only piston head I being energized, only piston head II being energized, both piston heads being energized, and both piston heads not being energized.

[0031] The present utility model is externally connected to a pressure sensor to judge the road surface condition, transmits the force information to the control module, the control module processes the information and converts it into a control instruction and transmits it to the drive switch, the drive switch controls the current switch to execute this command and input it into the magnetorheological damper, and finally the magnetorheological damper feeds back the stress state to the pressure sensor, so that the magnitude of the damping force can be adjusted more accurately.

[0032] Therefore, the innovation of this damper lies in the diversity of the energization mode of its excitation coil, which can be flexibly adjusted according to changes in the external environment. Through advanced sensors and intelligent control algorithms, the system can monitor and analyze road conditions and vehicle dynamics in real time, and then intelligently select the most suitable combination of energization of the excitation coil to adjust the magnitude and characteristics of the damping force, ensuring that the vehicle can achieve the best driving performance and riding comfort under different conditions.

[0033] The present utility model is not limited to the foregoing specific embodiments. Without departing from the core principles of the present utility model and without exceeding the scope of protection defined by the patent claims, those skilled in the art can make various modifications, additions, or use similar alternative means to the described embodiments, and these change methods all fall within the scope of protection of the present utility model.

Claims

1. A dual-piston head magnetorheological damper, characterized in that: The invention comprises a damper upper end cover (1), a hexagonal screw (2), a sealing ring I (3), a compensator cylinder (4), a floating piston (5), a compensator end cover (6), a sealing ring VI (7), a damper cylinder (8), a hexagonal nut I (9), a piston head I (10), an excitation coil I (11), a piston rod (12), a hexagonal nut II (13), a piston head II (14), an excitation coil II (15), a sealing ring II (16), a damper lower end cover (17), a sealing ring III (18), a lifting ear (19), a sealing ring IV (20), and a sealing ring V (21); a compensator cylinder (4) The left end connection has an internal thread and a sealing groove, and the right end is designed with four countersunk threaded holes; the compensator cylinder body (4) and the damper cylinder body (8) are connected by threads and a sealing ring V (21) is added to prevent leakage of magnetorheological fluid; the compensator end cover (6) is provided with a sealing ring VI (7) inside and four threaded through holes outside; the compensator cylinder body (4) is fixed to the compensator end cover (6) by screws; the floating piston (5) has a groove in the middle for placing the sealing ring IV (20); the floating piston (5) is arranged in the compensator cylinder body (4), and is clearance-matched with the compensator cylinder body (4) and sealed by the sealing ring IV (20).

2. A dual-piston head magnetorheological damper according to claim 1, characterized in that: The threaded connection between the hexagonal nut I (9) and the piston rod (12) and the shoulder of the piston rod (12) together play an axial positioning role for the piston head I (10); an excitation coil I (11) is wound around the outside of the groove of the piston head I (10); four waist-shaped through holes (22) are provided at both ends of the piston head I (10) for passing magnetorheological fluid; the excitation coil I (11) is wound out through the inside of the piston head I (10); the hexagonal nut II (13) is threadedly connected to the piston rod (12) and at the same time plays an axial positioning role for the piston head II (14) together with the shoulder of the piston rod (12); an excitation coil and four waist-shaped through holes are also wound around the piston head II (14); a through hole larger than the piston head I (10) is also reserved in the middle of the piston head II (14) and is also clearance-matched with the piston rod (12); the excitation coil II (15) is the same as the excitation coil I (11) and is also wound out from the wire pipe inside the piston head II.

3. A dual-piston head magnetorheological damper according to claim 1, characterized in that: First, the road surface information is obtained through the pressure sensor and transmitted to the control module. The control module issues a control command to the drive module. Then, the drive module gives the drive command to the current switch, and the current switch feeds back the information to the pressure sensor. The power-on mode is selected according to the road surface conditions: only piston head I (10) is powered, only piston head II (14) is powered, both piston heads are powered, and neither piston head is powered. Then, the magnitude of the damping force is more finely controlled by controlling the magnitude of the current.

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