Shock absorber system for automobile and automobile

Abstract

The utility model relates to a shock absorber system for an automobile and the automobile, and belongs to the technical field of automobile parts. The hydraulic distribution control unit is communicated with the hydraulic unit and distributes and outputs the hydraulic liquid provided by the hydraulic unit; the multiple shock absorbers are communicated with the hydraulic distribution control unit, each shock absorber comprises an oil storage barrel, a working barrel arranged in the oil storage barrel in a sleeved mode and a connecting rod arranged in the working barrel, a communicating oil way is formed in the axis direction of the connecting rod, and one end of the communicating oil way penetrates through the connecting rod and is communicated with the hydraulic distribution control unit; and the end part, close to the connecting rod, of the connecting rod is communicated with the working barrel. According to the shock absorber system for the automobile, the hydraulic response speed can be increased, and pressure and damping adjustment is more direct and efficient.

Description

Technical Field

[0001] This application relates to the technical field of automotive parts, and particularly to a shock absorber system and an automobile for automobiles. Background Art

[0002] With the continuous progress of automotive technology, people have higher and higher requirements for the performance of automobiles such as comfort and safety. Automotive shock absorbers play a key role in the comfort of vehicles. In the prior art, high-end vehicles use electromagnetic fluid-adjusted shock absorber valve systems to achieve systems that adapt to or actively control the characteristics of automotive shock absorbers. However, the existing shock absorber systems are costly and have limited damping force control, and cannot significantly and rapidly improve or change the vehicle posture. Summary of the Utility Model

[0003] Based on this, it is necessary to provide a shock absorber system and an automobile for automobiles that can improve the sensitivity of damping force control.

[0004] To solve the above technical problems, the present application provides the following technical solutions:

[0005] A shock absorber system for an automobile, the shock absorber system for an automobile includes:

[0006] A hydraulic unit for providing hydraulic liquid;

[0007] A hydraulic distribution control unit that communicates with the hydraulic unit and distributes and outputs the hydraulic liquid provided by the hydraulic unit;

[0008] A plurality of shock absorbers, respectively communicating with the hydraulic distribution control unit. The shock absorber includes an oil storage barrel, a working barrel sleeved in the oil storage barrel, and a connecting rod disposed in the working barrel. A communicating oil path is formed in the axial direction of the connecting rod. One end of the communicating oil path penetrates through the connecting rod and communicates with the hydraulic distribution control unit, and the other end does not penetrate through the connecting rod and communicates with the working barrel on the side wall near the end of the connecting rod.

[0009] It can be understood that the above shock absorber system for an automobile sets a communicating oil path on the connecting rod of the shock absorber, and directly connects the hydraulic distribution control unit with the working cylinder by using the communicating oil path, so that the hydraulic distribution control unit can directly distribute and transport the hydraulic liquid provided by the hydraulic unit to the corresponding working cylinder, realizing the control of the corresponding shock absorber to work according to requirements. At the same time, the hydraulic response speed is improved, making the pressure and damping adjustment more direct and efficient.

[0010] In one embodiment, inside the working barrel, the cross-section of the communicating oil path is in an inverted T shape.

[0011] It can be understood that the inverted T-shaped design can effectively guide the flow of oil, reduce the flow resistance, and thus improve the efficiency of the system.

[0012] In one embodiment, at least two outlet channels communicating the communication oil passage with the working barrel are formed on the side wall near the end of the connecting rod, and the at least two outlet channels are arranged at equal intervals along the circumferential direction of the connecting rod.

[0013] It can be understood that by arranging the outlet channels at equal intervals along the circumferential direction of the connecting rod, it is convenient for the hydraulic liquid to enter and exit, and at the same time, the hydraulic liquid can be evenly distributed on the circumferential side of the connecting rod.

[0014] In one embodiment, there are two outlet channels, and the two outlet channels are arranged to extend along the radial direction of the connecting rod.

[0015] It can be understood that by the two outlet channels arranged along the radial direction, the pressure loss and hydraulic shock in the hydraulic system can be reduced.

[0016] In one embodiment, a bottom valve is arranged at the end of the connecting rod, and the outlet channel extends and is arranged on the bottom valve.

[0017] It can be understood that by arranging the outlet channel on the bottom valve, the direct control of the bottom valve can be realized.

[0018] In one embodiment, the vehicle shock absorber system further includes a shock absorption assembly sleeved on one end of the connecting rod outside the working barrel.

[0019] It can be understood that by arranging the shock absorption assembly, the impact and vibration can be reduced, and the shock absorber helps to improve the efficiency and energy utilization rate of the hydraulic system.

[0020] In one embodiment, the shock absorption assembly includes a shock absorption spring sleeved on the connecting rod and shock absorption trays respectively arranged at both ends of the shock absorption spring.

[0021] It can be understood that by arranging the shock absorption trays at both ends of the shock absorption spring, the functions of supporting and fixing the spring are achieved, ensuring that the spring can work normally and remain in the designed position.

[0022] The present application also provides the following technical solution:

[0023] A vehicle, the vehicle includes a vehicle body and the vehicle shock absorber system as described in any one of the above, and there are four shock absorbers, and the four shock absorbers are respectively arranged at the wheel ends of the vehicle.

[0024] It can be understood that through the setting of the above vehicle shock absorber system, the vehicle can directly control the end of the wheel end shock absorber by hydraulic pressure, improving the hydraulic response speed, making the pressure and damping adjustment more direct and efficient, and facilitating the timely change of the vehicle attitude.

[0025] In one embodiment, the vehicle further includes a vehicle electronic control unit, which is signal-connected to the hydraulic distribution control unit. The vehicle electronic control unit is configured to collect road surface and driving signals of the vehicle, and control the operation of the hydraulic distribution control unit according to the driving signals.

[0026] It can be understood that, through the cooperation of the vehicle electronic control unit and the above-mentioned vehicle shock absorber system, the real-time adjustment of the wheel-end shock absorber can be performed according to the driving signals collected by the vehicle electronic control unit.

[0027] The driving signals include wheel speed, steering wheel angle, yaw angular velocity, pitch angular velocity, roll angular velocity, and impact signals.

[0028] It can be understood that by collecting the above driving signals, it is convenient to directly adjust the valve system pressure of the four wheel-end shock absorbers in real time through the hydraulic distribution control unit, so as to adjust the damping force of the vehicle shock absorbers and reasonably distribute the resistance of the four wheel ends.

[0029] Compared with the prior art, this vehicle shock absorber system sets a communication oil path on the connecting rod of the shock absorber, and uses the communication oil path to directly connect the hydraulic distribution control unit with the working cylinder, so that the hydraulic distribution control unit can directly distribute and transport the hydraulic liquid provided by the hydraulic unit to the corresponding working cylinder, realizing the control of the corresponding shock absorber to work according to the demand. At the same time, the hydraulic response speed is improved, making the pressure and damping adjustment more direct and efficient. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0031] Figure 1 It is a schematic structural diagram of the vehicle shock absorber system provided by the present application;

[0032] Figure 2 is Figure 1 a schematic structural diagram of the shock absorber and the shock absorber assembly in

[0033] Figure 3 is Figure 2 a schematic structural diagram of the connecting rod in

[0034] Figure 4 It is a schematic structural diagram of the vehicle provided by the present application;

[0035] Figure 5 isFigure 4 Schematic structural diagram of the shock absorber system of a vehicle and the vehicle electronic control unit;

[0036] Figure 6 is Figure 4 Schematic structural diagram of the vehicle in a lifted state;

[0037] Figure 7 is Figure 4 Schematic structural diagram of the vehicle in a side spray emergency state.

[0038] The reference numerals of each component are as follows:

[0039] 100. Shock absorber system for a vehicle; 110. Hydraulic unit; 120. Hydraulic distribution control unit; 130. Shock absorber; 132. Oil storage barrel; 134. Working barrel; 136. Bottom valve; 138. Connecting rod; 139. Connecting oil passage; 1392. Main oil passage; 1394. Outlet passage; 140. Shock absorption assembly; 140. Shock absorption assembly; 142. Lower tray; 144. Spring; 146. Upper tray;

[0040] 200. Vehicle; 210. Vehicle body; 220. Vehicle wheel; 230. Vehicle electronic control unit. Specific embodiments

[0041] In order to make the above objects, features, and advantages of the present application more obvious and understandable, the following will describe the specific embodiments of the present application in detail with reference to the accompanying drawings. Many specific details are set forth in the following description in order to fully understand the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without departing from the connotation of the present application. Therefore, the present application is not limited by the specific embodiments disclosed below.

[0042] It should be noted that when a component is referred to as being "fixed to" or "disposed on" another component, it can be directly on the other component or there can also be an intermediate component. When a component is considered to be "connected" to another component, it can be directly connected to the other component or there may be an intermediate component at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in the description of the present application are only for the purpose of illustration and do not represent the only implementation manner.

[0043] In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present application, "a plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0044] In this application, unless otherwise clearly specified and defined, the first feature being "on" or "under" the second feature may mean that the first feature is in direct contact with the second feature, or the first feature is in indirect contact with the second feature through an intermediate medium. Moreover, the first feature being "above", "over" or "on top of" the second feature may mean that the first feature is directly above or obliquely above the second feature, or simply indicates that the first feature has a higher horizontal height than the second feature. The first feature being "under", "beneath" or "underneath" the second feature may mean that the first feature is directly below or obliquely below the second feature, or simply indicates that the first feature has a lower horizontal height than the second feature.

[0045] Unless otherwise defined, all technical and scientific terms used in the description of this application have the same meaning as commonly understood by those skilled in the technical field to which this application belongs. The terms used in the description of this application are only for the purpose of describing specific embodiments and are not intended to limit this application. The term "and / or" used in the description of this application includes any and all combinations of one or more of the related listed items.

[0046] Please refer to Figures 1 to 3 , this application provides a shock absorber system 100 for an automobile. The shock absorber 130 system for an automobile is mainly used for shock absorption and adjusting the posture of the automobile during driving, so as to timely respond to various road conditions and emergencies, and improve the user's driving experience and driving safety. The shock absorber 130 system for an automobile includes a hydraulic unit 110, a hydraulic distribution control unit 120 and a plurality of shock absorbers 130. Among them, the number of shock absorbers 130 can be set according to the specific requirements of the vehicle and will not be specifically limited here. Among them, the hydraulic unit 110 is used to provide hydraulic fluid, generally a hydraulic pump, which is a prior art and will not be elaborated here.

[0047] The hydraulic distribution control unit 120 is connected to the hydraulic unit 110 and distributes and outputs the hydraulic fluid provided by the hydraulic unit 110. The hydraulic distribution control unit 120 includes structures such as a control valve, a fuel tank, an actuator and a pump. The control valve is used to receive commands from the automobile and send execution commands to the actuator. The actuator controls the pump to generate the fluid pressure required by the hydraulic system according to the execution command so that the hydraulic fluid transported by the hydraulic unit 110 to the fuel tank is distributed and transported to the corresponding shock absorber 130. This is a prior art and will not be elaborated here.

[0048] A plurality of shock absorbers 130 are respectively communicated with the hydraulic distribution control unit 120. The shock absorber 130 includes an oil storage barrel 132, a working barrel 134 sleeved in the oil storage barrel 132, and a connecting rod 138 arranged in the working barrel 134. A communicating oil passage 139 is formed in the axial direction of the connecting rod 138. One end of the communicating oil passage 139 penetrates through the connecting rod 138 and is communicated with the hydraulic distribution control unit 120, and the other end penetrates through the connecting rod 138 and is communicated with the working barrel 134 on the side wall near the end of the connecting rod 138. With such a setting, the need for setting other oil passages is avoided, and through the precise control of the hydraulic distribution control unit 120, the working characteristics of the shock absorber 130, such as damping and rebound effects, can be adjusted to adapt to different working conditions and requirements.

[0049] Inside the working barrel 134, the cross-section of the communicating oil passage 139 is in an inverted T shape. A main oil passage 1392 is axially opened at one end of the connecting rod 138 outside the working barrel 134 toward the other end, and a through hole is radially arranged at the end near the other end of the connecting rod 138. The main oil passage 1392 communicates with the through hole to form a complete communicating oil passage 139, so that the cross-section of the communicating oil passage 139 is in an inverted T shape, facilitating the uniform output of the hydraulic fluid distributed by the hydraulic distribution control unit 120 on both sides of the connecting rod 138.

[0050] At least two outlet channels 1394 communicating the communicating oil passage 139 with the working barrel 134 are opened on the side wall near the end of the connecting rod 138, and the at least two outlet channels 1394 are arranged at equal intervals in the circumferential direction of the connecting rod 138. With such a setting, the outlet channels 1394 can be evenly distributed in the circumferential direction of the connecting rod 138, accelerating the output of the hydraulic fluid while ensuring its balanced distribution. The specific number of the outlet channels 1394 can be set according to requirements and is not specifically limited here.

[0051] In this embodiment, two outlet channels 1394 are provided, and the two outlet channels 1394 are arranged to extend radially along the connecting rod 138. By opening two outlet channels 1394 on the side wall of the connecting rod 138 and arranging the outlet channels 1394 symmetrically in the radial direction, the pressure loss and hydraulic shock in the hydraulic system can be reduced. The shunt design can balance the flow rate of the oil fluid, reduce the pressure peak value in the system, and improve the stability and service life of the system.

[0052] In other embodiments, the outlet channels 1394 can also be arranged in other directions. For example, the extending direction of the outlet channels 1394 extends along a direction with an acute angle to the axial direction of the connecting rod 138. Preferably, the outlet end of the outlet channels 1394 faces the bottom of the working barrel 134. With such an arrangement, the frictional loss and eddy current loss during the flow of the oil fluid can be reduced, thereby reducing the energy loss and the working temperature rise of the system. This is particularly important for hydraulic systems used for a long time or at high frequencies.

[0053] In one embodiment, a bottom valve 136 is provided at the end of the connecting rod 138, and the outlet passage 1394 is extended and provided on the bottom valve 136. This facilitates the direct control of the bottom valve 136. At the same time, by extending the outlet passage 1394 to the bottom valve 136, the hydraulic fluid can only flow from the hydraulic distribution control unit 120 to the working barrel 134, and cannot flow back in the reverse direction, thus maintaining the normal working state of the shock absorber 130 system.

[0054] In one embodiment, the vehicle shock absorber 130 system further includes a shock absorption assembly 140 sleeved on one end of the connecting rod 138 outside the working barrel 134. The shock absorption assembly 140 is generally a mechanical shock absorption structure, which mainly absorbs and disperses the impact force through deformation. In cooperation with the shock absorber 130, it reduces the bumps and vibrations of the vehicle during driving through the flow and damping effect of the liquid, realizes the design complementarity, and can meet different road conditions and driving requirements at the same time.

[0055] In one embodiment, the shock absorption assembly 140 includes a shock absorption spring 144 sleeved on the connecting rod 138 and shock absorption trays respectively provided at both ends of the shock absorption spring 144. The shock absorption trays include an upper tray 146 provided at the upper end of the spring 144 and a lower tray 142 provided at the lower end of the spring 144. The spring 144 is supported and fixed by the shock absorption trays to ensure that the spring 144 remains in the set position during driving and ensure the shock absorption effect.

[0056] The present application also provides the following technical solutions:

[0057] Please refer to Figures 4 to 5 , a vehicle 200 includes a vehicle body 210 and a shock absorber 130 system for the vehicle 200 as described in any one of the above. Four shock absorbers 130 are provided, and the four shock absorbers 130 are respectively provided at the wheel ends of the vehicle 200. It should be noted that the wheel end here refers to the between the vehicle wheel 220 and the vehicle body 210.

[0058] In one embodiment, the vehicle 200 further includes a vehicle electronic control unit 230. The vehicle electronic control unit 230 is signal-connected to the hydraulic distribution control unit 120. The vehicle electronic control unit 230 is used to collect road surface and driving signals of the vehicle 200, and control the operation of the hydraulic distribution control unit 120 according to the driving signals. The driving signals include wheel speed, steering wheel angle, yaw angular velocity, pitch angular velocity, roll angular velocity and impact signal.

[0059] Specifically, please refer to Figure 4 , when the vehicle is driving normally, according to the road surface state, the vehicle electronic control unit 230 senses the road surface and vehicle state, and directly adjusts the valve system pressure of the four wheel-end shock absorbers 130 in real time through the hydraulic control unit, which plays the role of adjusting the damping force of the vehicle's shock absorbers 130 and reasonably distributing the resistance of the four wheel ends. Please refer toFigure 6 , when driving on roads such as wading through water, mud, or pits, the vehicle needs to increase its ground clearance. It is easier to lift the vehicle's position with hydraulic fluid compared to the current electromagnetic control. Please refer to Figure 7 , when a side vehicle collision signal is sensed, quickly raise the height of the vehicle on the collision side, so that the impact area of the other vehicle occurs at the stronger body longitudinal beam part, avoiding collision at weak parts such as the door and side panel, further causing harm to the user space, and improving driving safety. The driving signals are collected by the vehicle electronic control unit 230 to facilitate real-time adjustment of the pose of the vehicle 200 to cope with road conditions and emergency situations.

[0060] The technical features of the above-described embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered to be within the scope described in this specification.

[0061] The above-described embodiments only represent several implementation manners of the present application. The description is relatively specific and detailed, but it should not be understood as a limitation to the scope of the patent application. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present application, several deformations and improvements can still be made, and these all belong to the protection scope of the present application. Therefore, the patent protection scope of the present application should be subject to the appended claims.

Claims

1. A shock absorber system for an automobile, characterized in that: The automobile shock absorber system comprises: A hydraulic unit for providing hydraulic fluid; A hydraulic distribution control unit, which is in communication with the hydraulic unit and distributes and outputs the hydraulic fluid provided by the hydraulic unit; A plurality of shock absorbers are respectively connected to the hydraulic distribution control unit, the shock absorbers include an oil storage barrel, a working barrel mounted in the oil storage barrel, and a connecting rod arranged in the working barrel, and a connecting oil circuit is formed in the axial direction of the connecting rod, one end of the connecting oil circuit passes through the connecting rod and is connected to the hydraulic distribution control unit, and the other end does not pass through the connecting rod and is connected to the working barrel on the side wall near the end of the connecting rod.

2. The automotive shock absorber system according to claim 1, characterized in that: In the working barrel, the cross section of the connecting oil passage is in an inverted T shape.

3. The automotive shock absorber system according to claim 1, characterized in that: At least two outlet channels connecting the connecting oil passage and the working barrel are provided on the side wall near the end of the connecting rod, and the at least two outlet channels are arranged at equal intervals along the circumference of the connecting rod.

4. The automotive shock absorber system according to claim 3, characterized in that: Two outlet channels are provided, and the two outlet channels are arranged along the radial extension of the connecting rod.

5. The automotive shock absorber system according to claim 4, characterized in that: A bottom valve is arranged at the end of the connecting rod, and the outlet channel is extended and arranged on the bottom valve.

6. The automotive shock absorber system according to claim 1, characterized in that: The automobile shock absorber system also includes a shock-absorbing component sleeved on one end of the connecting rod outside the working barrel.

7. The automobile shock absorber system according to claim 6, characterized in that: The vibration reduction assembly comprises a vibration reduction spring sleeved on the connecting rod and vibration reduction trays respectively arranged at two ends of the vibration reduction spring.

8. A car, characterized in that: The automobile comprises an automobile body and the automobile shock absorber system according to any one of claims 1 to 7, wherein four shock absorbers are provided and the four shock absorbers are respectively arranged at the wheel ends of the automobile.

9. The automobile according to claim 8, characterized in that: The automobile further comprises an automobile electronic control unit, which is signal-connected to the hydraulic distribution control unit. The automobile electronic control unit is used to collect road surface and driving signals of the automobile, and control the operation of the hydraulic distribution control unit according to the driving signals.

10. The automobile according to claim 9, characterized in that: The driving signal includes wheel speed, steering wheel angle, yaw angular velocity, pitch angular velocity, roll angular velocity and collision signal.

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