Self-balancing shock absorber

Abstract

The utility model discloses a self-balancing shock absorber, which relates to the technical field of shock absorbers, aims to solve the problem that the height of the existing shock absorber can be adjusted by the aid of an external power source, and comprises a working cylinder and a piston rod embedded with the working cylinder, a piston is fixed on the piston rod, and a working cylinder upper cavity and a working cylinder lower cavity are respectively arranged on two sides of the piston. A middle rod is arranged in the piston rod, and an inner rod is embedded in the middle rod; a first cavity is formed in the middle rod, a second cavity is formed in the inner rod, the first cavity is communicated with the working cylinder lower cavity, the second cavity is communicated with the working cylinder lower cavity, and the second cavity is communicated with a fourth cavity. According to the self-balancing shock absorber, the height can be independently adjusted, the pressurization effect is more sensitive, the structure is compact, and cost is saved.

Description

Technical Field

[0001] The utility model relates to the technical field of shock absorbers, in particular to a self-balancing shock absorber. Background Art

[0002] Inside a vehicle, shock absorbers are widely present. Existing shock absorbers need to rely on external power sources such as air pumps, oil pumps or motors to adjust the height, with a less compact and streamlined structure and relatively high costs.

[0003] Chinese Patent with publication number CN220302615U discloses a highly sealed shock absorber, including a cylinder body. A piston is arranged inside the cylinder body. A piston oil drainage channel is opened inside the piston. A rebound valve a is installed at one end of the drainage channel. An oil return channel is also opened inside the piston, and a rebound valve b is installed at one end of the oil return channel. One side of the piston is connected to a piston rod. A connecting ring is fixed at one end of the piston rod. A dust-proof sealing ring is arranged inside the sealing cover. One end of a water delivery pipe is connected to an annular water sprayer. The water inlet of a micro water pump is connected to a water extraction pipe, and one end of the water extraction pipe is connected to a water storage bin. An air valve penetrates through the inside of the air storage bin. However, the Chinese Patent with publication number CN220302615U still requires an air pump for adjustment. Summary of the Utility Model

[0004] The utility model solves the problem that existing shock absorbers need to rely on external power sources to adjust the height, and provides a self-balancing shock absorber that can independently adjust the height, with a more sensitive boosting effect, a compact structure and cost savings.

[0005] To achieve the above object, the utility model adopts the following technical solutions: A self-balancing shock absorber includes a working cylinder and a piston rod fitted into the working cylinder. A piston is fixed to the piston rod. There are a working cylinder upper chamber and a working cylinder lower chamber on both sides of the piston respectively. An intermediate rod is arranged inside the piston rod, and an inner rod is fitted into the intermediate rod. A first cavity is provided inside the intermediate rod, and a second cavity is provided inside the inner rod. The first cavity communicates with the working cylinder lower chamber, the second cavity communicates with the working cylinder lower chamber, and the second cavity communicates with a fourth cavity.

[0006] The self-balancing shock absorber of this technical solution independently and automatically adjusts the height through the structure composed of the piston rod, the intermediate rod and the inner rod, replacing existing shock absorbers that still need to rely on external power sources such as air pumps, oil pumps or motors to adjust the height, making the structure more streamlined and the cost lower. Specifically, the piston rod is adjusted by compressing to the right or stretching to the left, and the air pressure and pressure in the circuit are adjusted by connecting or cutting off multiple cavities in the circuit.

[0007] The utility model is further arranged as follows: a gap is provided between the piston rod and the intermediate rod, a first one-way valve is arranged in the intermediate rod, the lower end of the first one-way valve is communicated with the first cavity, and the upper end of the first one-way valve is communicated with the lower cavity of the working cylinder through the gap.

[0008] In this technical solution, when the piston rod is compressed to the right, the oil in the first cavity can push open the first one-way valve and flow into the lower cavity of the working cylinder through the gap.

[0009] The utility model is further arranged as follows: an S groove is arranged on the outer edge of the inner rod, and the first cavity is communicated with the lower cavity of the working cylinder through the S groove.

[0010] In this technical solution, when the piston rod does not completely cover the S groove, the first cavity can be communicated with the lower cavity of the working cylinder. When the intermediate rod completely covers the S groove, the S groove between the lower cavity of the working cylinder and the first cavity is cut off.

[0011] The utility model is further arranged as follows: a through hole penetrating through the second cavity and the lower cavity of the working cylinder is arranged on the side wall of the inner rod.

[0012] In this technical solution, the through hole communicates the second cavity and the lower cavity of the working cylinder and can be covered by the intermediate rod.

[0013] The utility model is further arranged as follows: the two sides of the second cavity are respectively communicated with a second one-way valve and a throttle valve, and the second cavity is communicated with the fourth cavity through the throttle valve.

[0014] In this technical solution, the arrangement of the throttle valve and the through hole can make the pressures of the second cavity, the fourth cavity and the lower cavity of the working cylinder the same.

[0015] The utility model is further arranged as follows: the lower cavity of the working cylinder is communicated with a third cavity, the third cavity is arranged on the outer edge of the working cylinder, and an airbag is arranged in the third cavity.

[0016] In this technical solution, when the oil in the lower cavity of the working cylinder enters the third cavity, the airbag in the third cavity is compressed.

[0017] The utility model is further arranged as follows: the S groove extends along the length direction of the inner rod, and an S groove end is arranged at one end far away from the piston rod.

[0018] In this technical solution, the S groove has a certain length. When the piston rod is compressed to the right, only when the S groove end is covered, the channel between the lower cavity of the working cylinder and the first cavity is completely cut off.

[0019] The utility model is further arranged as follows: the fourth cavity is filled with high-pressure inert gas.

[0020] In this technical solution, the high-pressure inert gas in the fourth cavity is high-pressure nitrogen, although it can also be other high-pressure inert gases; filling the fourth cavity with high-pressure inert gas can provide additional power for rapid oil replenishment, and the pressurization effect is more sensitive.

[0021] The present utility model is further configured such that: the airbag is specifically an airbag that can be compressed and expanded.

[0022] In this technical solution, when the piston rod is stretched to the left, since a part of the volume of the piston rod moves out of the working cylinder, the airbag will expand.

[0023] The present utility model can bring the following beneficial effects:

[0024] 1. A self-balancing shock absorber involved in the present utility model can independently adjust the height, has a compact structure, and saves costs;

[0025] 2. Filling high-pressure nitrogen in the fourth cavity provides additional power for rapid oil replenishment, and the pressurization effect is more sensitive;

[0026] 3. The setting of the small-volume airbag can solve the problem of the unobvious pressurization effect caused by the small amount of oil in the oil storage cylinder, and the pressurization effect is more sensitive;

[0027] 4. The valve body structure provided inside is convenient to open, flexible and reliable, that is, it can meet the functional requirements, is convenient for processing, and saves costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 is a schematic diagram of a self-balancing shock absorber of the present application.

[0029] Reference Numerals:

[0030] 1. First check valve 2. First cavity 3. Second check valve 4. Second cavity 5. Upper cavity of the working cylinder 6. Airbag 7. Third cavity 8. Gap 9. S groove 10. Through hole 11. Piston 12. End of the S groove 13. Fourth cavity 14. Lower cavity of the working cylinder 15. Throttle valve 100. Piston rod 200. Intermediate rod 300. Inner rod. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0031] To make the purpose, technical solution and advantages of the present utility model clearer, the present utility model will be further described in detail below with reference to the drawings and embodiments. It should be understood that the specific embodiments described herein are only the best embodiments of the present utility model, only for explaining the present utility model, and do not limit the protection scope of the present utility model. All other embodiments obtained by those of ordinary skill in the art without creative efforts fall within the protection scope of the present utility model.

[0032] Embodiment 1

[0033] In view of the technical problems that the existing shock absorbers need to rely on external power sources such as air pumps, oil pumps or motors to adjust the height, the structure is not compact and streamlined enough, and the required cost is relatively high, this embodiment proposes a self-balancing shock absorber, which can be specifically referred to Figure 1 , which mainly includes a working cylinder and a piston rod 100. Among them, the piston rod 100 is embedded and connected to the working cylinder, and the piston rod 100 can move back and forth in compression and stretching along the working cylinder; the piston rod 100 is fixedly connected to the piston 11, and a working cylinder upper cavity 5 and a working cylinder lower cavity 14 are respectively arranged on both sides of the piston 11. A corresponding intermediate rod 200 is arranged inside the piston rod 100. The intermediate rod 200 is sleeved inside the piston rod 100, and an inner rod 300 is also embedded in the intermediate rod 200.

[0034] Continue to refer to Figure 1 , a first cavity 2 is also opened inside the intermediate rod 200, and a second cavity 4 is opened inside the inner rod 300. More specifically, the first cavity 2 is communicated with the above-mentioned working cylinder lower cavity 14, the second cavity 4 is communicated with the working cylinder lower cavity 14, and the second cavity 4 is communicated with the fourth cavity 13.

[0035] In a self-balancing shock absorber in the above technical solution, the structure composed of the piston rod 100, the intermediate rod 200 and the inner rod 300 is used to independently and automatically adjust the height, replacing the existing shock absorber that still needs to rely on external power sources such as air pumps, oil pumps or motors to adjust the height, making the structure more streamlined and the cost lower; more specifically, the piston rod 100 is adjusted by compressing to the right or stretching to the left, and the air pressure and pressure in the circuit are adjusted by connecting or cutting off multiple cavities in the circuit.

[0036] A gap 8 is provided between the piston rod 100 and the intermediate rod 200. The gap 8 extends along the length direction of the piston rod 100 or the intermediate rod 200. A first one-way valve 1 is arranged inside the intermediate rod 200. The lower end of the first one-way valve 1 is communicated with the first cavity 2, and the upper end of the first one-way valve 1 can be communicated with the working cylinder lower cavity 14 through the above-mentioned gap 8.

[0037] More specifically, during the dynamic implementation process, when the piston rod 100 compresses to the right, the oil in the first cavity 2 can push open the first one-way valve 1 and flow into the working cylinder lower cavity 14 through the gap 8.

[0038] An S groove 9 is arranged on the side wall of the inner rod 300. The first cavity 2 can be communicated with the working cylinder lower cavity 14 through the S groove 9. More specifically, the S groove 9 extends along the length direction of the inner rod, and an S groove end 12 is provided at one end far from the piston rod 100.

[0039] In the above technical solution, when the intermediate rod 200 does not completely cover the S groove 9, the first cavity 2 can communicate with the lower cavity 14 of the working cylinder. When the intermediate rod 200 completely covers the S groove 9, that is, the end 12 of the S groove is also covered, the S groove 9 between the lower cavity 14 of the working cylinder and the first cavity 2 is cut off.

[0040] Reference Figure 1 , the S groove 9 is provided with a certain length. More specifically, when the piston rod 100 compresses to the right, only when the end 9 of the S groove is covered, the channel between the lower cavity 14 of the working cylinder and the first cavity 2 is completely cut off.

[0041] A through hole 10 is also provided on the side wall of the inner rod 300. The two ends of the through hole 10 are respectively the second cavity 4 and the lower cavity 14 of the working cylinder, and the through hole 10 penetrates through the second cavity 4 and the lower cavity 14 of the working cylinder.

[0042] During the dynamic implementation process, the through hole 10 communicates the second cavity 4 and the lower cavity 14 of the working cylinder, and can be covered by the intermediate rod 200.

[0043] Reference Figure 1 , a second one-way valve 3 and a throttle valve 15 are respectively communicated on both sides of the second cavity 4. A throttle valve 15 is provided between the second cavity 4 and the fourth cavity 13, and the second cavity 4 is communicated with the fourth cavity 13 through the throttle valve 15.

[0044] In the above technical solution, the setting of the throttle valve 15 and the through hole 10 can make the pressures of the second cavity 4, the fourth cavity 13 and the lower cavity 14 of the working cylinder the same.

[0045] Continue to refer to Figure 1 , the lower cavity 14 of the working cylinder is also communicated with the third cavity 7. The third cavity 7 is arranged on the outer edge of the working cylinder, and an airbag 6 is arranged in the third cavity 7.

[0046] In the above technical solution, when the oil in the lower cavity 14 of the working cylinder enters the third cavity 7, the airbag 6 on one side of it is compressed, and vice versa, the airbag 6 expands.

[0047] More specifically, the through hole 10 is arranged at any position of the inner rod 300, and the specific position is determined according to actual needs and will not be limited here.

[0048] High-pressure inert gas is filled in the fourth cavity 13. In this embodiment, the high-pressure inert gas is high-pressure nitrogen, which can provide additional power for rapid oil replenishment and the pressurization effect is more sensitive.

[0049] More specifically, the airbag 6 is specifically an airbag that can be compressed and expanded.

[0050] When the first one-way valve 1 is opened, the oil in the first cavity 2 will pass through the first one-way valve 1 and enter the lower cavity 14 of the working cylinder through the gap 8. When the second one-way valve 3 is opened, the oil in the second cavity 4 will pass through the second one-way valve 3 and enter the first cavity 2.

[0051] Furthermore, springs are also provided on the outer edge of the piston rod 100 and the oil storage cylinder to ensure the smoothness of the piston rod 100 during compression and stretching.

[0052] The self-balancing shock absorber of this embodiment is an independent shock absorber that can automatically adjust its height and is composed of three steel pipes, namely an inner pipe, a middle pipe, and an outer pipe, and three rods, namely a piston rod 100, an intermediate rod 200, and an inner rod 300. It replaces the current shock absorber that requires external power sources such as air pumps, oil pumps, or motors to adjust its height. Among them, the high-pressure gas chamber adopts the form of an air bag, which can withstand high pressure without leakage. The design of the internal valve body structure is unique and novel, with flexible and reliable opening and closing, meeting both functional requirements and being convenient for processing and cost-saving. The fourth cavity 13 is filled with high-pressure nitrogen to provide additional power for rapid oil replenishment, and the pressurization effect is more sensitive. The air bag 6 adopts a small-volume form, which can solve the problem of insignificant pressurization effect caused by the small oil storage capacity of the oil storage cylinder.

[0053] This embodiment further elaborates on the working principle of the self-balancing shock absorber. Refer to Figure 1 , including the following several situations.

[0054] Situation 1: When the vehicle is unloaded, the piston rod 100 is completely in the stretched state. At this time, the pressures in the upper cavity 5 of the working cylinder, the lower cavity 14 of the working cylinder, the first cavity 2, the second cavity 4, the third cavity 7, and the fourth cavity 13 are the same. Among them, the first cavity 2 is connected to the lower cavity 14 of the working cylinder through the S groove 9, the second cavity 4 is connected to the lower cavity 14 of the working cylinder through the through hole 10, and high-pressure nitrogen is filled in the fourth cavity 13. The fourth cavity 13 is connected to the lower cavity 14 of the working cylinder through the through hole 10 and the throttle valve 14. At this time, the pressure in the working cylinder is the same as the pressure in the fourth cavity 13.

[0055] Situation 2: When the piston rod 100 is compressed and moved to the right, at this time, the through hole 10 is not covered by the intermediate rod 200. Therefore, the internal state of the shock absorber is the same as when the vehicle is unloaded, but the overall pressure in the working cylinder and the oil storage cylinder will increase slightly.

[0056] Case 3: The piston rod 100 is continuously compressed and moved to the right. At this time, the through hole 10 is completely covered by the intermediate rod 200. However, the end 12 of the S groove is not completely covered by the intermediate rod 200. As the piston rod 100 is compressed, the pressure in the lower chamber 14 of the working cylinder gradually increases, and part of the oil will enter the upper chamber 5 of the working cylinder through the piston 11. At this time, since the S groove 9 is not completely covered, the lower chamber 14 of the working cylinder is connected to the first cavity 2 through the S groove 9. Since the through hole 10 is completely covered, the lower chamber 14 of the working cylinder is not connected to the fourth cavity 13. Another part of the oil in the lower chamber 14 of the working cylinder enters the third cavity 7, and since part of the oil enters the third cavity 7, the airbag 6 will be compressed. At this time, the pressure in the working cylinder is higher than the pressure in the fourth cavity 13.

[0057] Case 4: The piston rod 100 is continuously compressed and moved to the right. At this time, the end 12 of the S groove is covered by the intermediate rod 200, and the pressure in the lower chamber 14 of the working cylinder continues to increase. Part of the oil passes through the piston 11 and enters the upper chamber 5 of the working cylinder. The S groove 9 connecting the lower chamber 14 of the working cylinder to the first cavity 2 is cut off. The pressure in the first cavity 2 (the liquid is incompressible) increases (greater than the pressure in the lower chamber 14 of the working cylinder), the second one-way valve 3 closes, and the oil in the first cavity 2 pushes open the first one-way valve 1 and flows into the lower chamber 14 of the working cylinder through the gap 8. Part of the oil enters the third cavity 7, and the airbag 6 is compressed. At this time, the pressure in the working cylinder is the same as the pressure in the first cavity 2, but higher than the pressure in the fourth cavity 13.

[0058] Case 5: Subsequently, the piston rod 100 is pulled to the left. At this time, the end 12 of the S groove is completely covered by the intermediate rod 200. As the piston rod 100 is pulled and moved, the pressure in the upper chamber 5 of the working cylinder gradually increases. At this time, the internal oil passes through the piston 11 and enters the lower chamber 14 of the working cylinder. Since part of the volume of the piston rod 100 is removed from the working cylinder, the airbag 6 will expand. Since the first cavity 2 increases, the pressure inside it is lower than the pressure in the working cylinder, and the first one-way valve 1 closes. The first cavity 2 is equivalent to an independent space. When the piston rod is pulled to the left, the pressure inside the first cavity 2 drops to be lower than the pressure in the second cavity 4, and the second one-way valve 3 and the throttle valve 5 open. The oil in the fourth cavity 13 passes through the throttle valve 15, the second cavity 4, and the second one-way valve 3 and enters the first cavity 2. At this time, the pressure in the working cylinder > the pressure in the fourth cavity 13 > the pressure in the first cavity 2.

[0059] Case 6: The piston rod 100 is continuously pulled and moved to the left. At this time, the end 12 of the S groove is not covered by the intermediate rod 200, and the through hole 10 is completely covered by the intermediate rod 200. As the piston rod 100 is pulled to the left, the pressure in the upper cavity 5 of the working cylinder increases, and the oil inside passes through the piston 11 and enters the lower cavity 14 of the working cylinder; since a part of the volume of the piston rod 100 moves out of the working cylinder, the airbag 6 expands; at this time, the first cavity 2 is connected to the lower cavity 14 of the working cylinder through the S groove 9. Because the pressure in the working cylinder > the pressure in the oil storage cylinder > the pressure in the first cavity 2, the oil in the lower cavity 14 of the working cylinder enters the first cavity 2 through the S groove 9, and the second one-way valve 3 closes; at this time, the pressure in the working cylinder is higher than the pressure in the fourth cavity 13.

[0060] Case 7: The piston rod 100 is continuously pulled and moved to the left. At this time, the through hole 10 is not completely covered by the intermediate rod 200. As the piston rod 100 moves, the pressure in the upper cavity 5 of the working cylinder gradually increases, and the oil inside passes through the piston 11 and enters the lower cavity 14 of the working cylinder; since a part of the volume of the piston rod 100 moves out of the working cylinder, the airbag 6 expands; the first cavity 2 increases, and the oil in the lower cavity 14 of the working cylinder enters the first cavity 2 through the S groove 9; at this time, the lower cavity 14 of the working cylinder is connected to the fourth cavity 13 through the through hole 10, the second cavity 4, and the throttle valve 15. Because the pressure in the working cylinder is higher than the pressure in the fourth cavity 13, the oil in the working cylinder enters the fourth cavity 13 through the through hole 10, the second cavity 4, and the throttle valve 15 until the pressures of the two are the same, that is, the pressure in the working cylinder is the same as the pressure in the fourth cavity 13.

[0061] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them. Although the present invention has been described in detail with reference to the embodiments, those of ordinary skill in the art should understand that any modification or equivalent replacement of the technical solutions of the present invention does not depart from the spirit and scope of the technical solutions of the present invention, and they should all be covered within the scope of the claims of the present invention.

Claims

1. A self-balancing shock absorber, characterized in that: It includes a working cylinder and a piston rod embedded in the working cylinder, the piston rod is fixed with a piston, and the two sides of the piston are respectively provided with an upper working cylinder cavity and a lower working cylinder cavity, an intermediate rod is arranged in the piston rod, and an inner rod is embedded in the intermediate rod; a first cavity is arranged in the intermediate rod, a second cavity is arranged in the inner rod, the first cavity is connected with the lower cavity of the working cylinder, the second cavity is connected with the lower cavity of the working cylinder, and the second cavity is connected with a fourth cavity.

2. The self-balancing shock absorber according to claim 1, characterized in that: A gap is provided between the piston rod and the intermediate rod, a first one-way valve is provided in the intermediate rod, the lower end of the first one-way valve is communicated with the first cavity, and the upper end of the first one-way valve is communicated with the lower cavity of the working cylinder through the gap.

3. The self-balancing shock absorber according to claim 1, characterized in that: An S groove is arranged on the outer edge of the inner rod, and the first cavity is connected with the lower cavity of the working cylinder through the S groove.

4. The self-balancing shock absorber according to claim 1, characterized in that: The side wall of the inner rod is provided with a through hole which penetrates the second cavity and the lower cavity of the working cylinder.

5. The self-balancing shock absorber according to claim 3, characterized in that: The two sides of the second cavity are respectively connected to the second one-way valve and the throttle valve, and the second cavity is connected to the fourth cavity through the throttle valve.

6. The self-balancing shock absorber according to claim 1, characterized in that: The lower chamber of the working cylinder is connected with a third cavity, the third cavity is arranged at the outer edge of the working cylinder, and an air bag is arranged in the third cavity.

7. The self-balancing shock absorber according to claim 3 or 5, characterized in that: The S groove is extended along the length direction of the inner rod, and an S groove end is provided at an end away from the piston rod.

8. The self-balancing shock absorber according to any one of claims 1 to 6, characterized in that: The fourth cavity is filled with high-pressure inert gas.

9. The self-balancing shock absorber according to claim 6, characterized in that: The airbag is specifically a compressible and inflatable airbag.

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