Automobile shock absorber with gas-liquid mixed shock absorption function

Abstract

The utility model belongs to the technical field of automobile shock absorbers, and particularly discloses a gas-liquid mixed shock absorption automobile shock absorber which comprises a cylinder barrel, a piston rod is arranged in the cylinder barrel, a piston is fixedly connected to the bottom of the piston rod, and an adjusting assembly is arranged at the bottom of the piston. The adjusting assembly is used for adjusting the oil gas flow in the cylinder barrel from bottom to top and comprises a connecting plate, the connecting plate is located below the piston, and protective shells are arranged on the opposite sides of the piston and the connecting plate. The oil and gas flow can be accurately controlled, the optimal damping force can be provided for the automobile under different road conditions, the damping effect is improved, and when the conditions such as high bumping occur, the oil and gas flow can be adjusted in time, the downward moving speed of the piston rod can be effectively controlled, the sinking amplitude of an automobile body is reduced, and the stability and controllability of the automobile are improved.

Description

Technical Field

[0001] The present application relates to the technical field of automobile shock absorbers, and more specifically, to an automobile shock absorber with gas-liquid mixed shock absorption. Background Art

[0002] With the rapid development of the automotive industry, people's demands for vehicle ride comfort and handling stability are becoming increasingly stringent. As a crucial component of the vehicle's suspension system, the performance of automotive shock absorbers directly impacts the vehicle's ride quality. Traditional automotive shock absorbers primarily utilize hydraulic or mechanical spring damping. However, these single damping methods often struggle to simultaneously meet both comfort and stability requirements when faced with complex and changing road conditions. In recent years, gas-liquid hybrid shock absorption technology has gained increasing attention. This technology combines the advantages of gas springs and hydraulic shock absorption, leveraging the compressibility of gas and the damping properties of liquid to provide superior shock absorption under varying driving conditions.

[0003] Existing oil-gas hybrid shock absorbers control the oil flow through fixed-size holes on the piston. However, when the car encounters bumps at high altitudes, the fixed holes cannot control the oil and gas flow from the lower chamber to the upper chamber according to the bumpy road conditions. It is difficult to control the downward movement speed of the piston rod, causing the car body to sink, affecting control and causing additional pressure on the suspension components. At the same time, if the downward movement speed cannot be accurately controlled, the optimal damping force cannot be achieved to overcome vibration, affecting the stability of the car body, reducing ride comfort, and may also cause motion sickness, fatigue and other discomforts, which also limits the performance and reliability of the car in complex terrain. Utility Model Content

[0004] In order to solve the above problems, the present application provides a gas-liquid hybrid shock absorber for automobiles.

[0005] The present application provides a gas-liquid hybrid shock absorber for automobiles that adopts the following technical solution:

[0006] A gas-liquid mixed shock absorber for automobiles comprises a cylinder, a piston rod is provided inside the cylinder, a piston is fixedly connected to the bottom of the piston rod, and an adjustment assembly is provided at the bottom of the piston;

[0007] The adjusting assembly is used to adjust the oil and gas flow from bottom to top inside the cylinder, and includes a connecting plate, which is located below the piston. Protective shells are provided on the side facing the piston and the connecting plate. Electromagnets are provided inside the two protective shells, and the two protective shells are connected to the piston and the connecting plate by bolts.

[0008] Through the above technical solution, the adjustment component can achieve precise control of the oil and gas flow rate, which can provide the best damping force for the car under different road conditions and improve the shock absorption effect. When encountering situations such as high-altitude bumps, it can adjust the oil and gas flow rate in time, effectively control the downward movement speed of the piston rod, reduce the sinking range of the car body, and improve the stability and controllability of the vehicle.

[0009] Furthermore, the adjustment assembly also includes connecting rods, the number of which is set to two, and they are located at both ends of the connecting plate respectively. The tops of the two connecting rods are fixedly connected with multiple rod bodies, and the top of each rod body is provided with a blocking bead. The interior of the piston is provided with multiple channels, and each blocking bead is located below the channel.

[0010] Furthermore, telescopic rods are provided at both ends of the connecting plate away from the connecting rod, and the outer walls of the telescopic rods are covered with corrugated protective sleeves.

[0011] Through the above technical solution, the corrugated protective cover protects the telescopic rod from being affected by external debris during the telescopic rod extension and retraction process.

[0012] Furthermore, a second spring is provided on the outside of the two corrugated protective sleeves, and both ends of the two second springs are fixedly connected to the piston and the connecting plate.

[0013] Through the above technical solution, the second spring will produce corresponding compression or stretching according to the displacement of the connecting plate. When the connecting plate approaches the piston, the second spring is compressed, generating a reverse elastic force, which plays a buffering role in the movement of the connecting plate, preventing the gap between the blocking bead and the channel from becoming too small instantly and affecting the regulation of oil and gas flow. When the connecting plate is away from the piston, the second spring is stretched, which also plays a role in stabilizing the position of the connecting plate.

[0014] Furthermore, connecting rings are provided at both ends of the cylinder, and one of the connecting rings is fixedly connected to the piston rod.

[0015] Through the above technical solution, the connecting ring connects the piston rod to the external vehicle body or the corresponding component of the suspension system. When the car is driving on the road, the movement of the vehicle body is transmitted to the piston rod through the connecting ring.

[0016] Furthermore, another connecting ring is fixedly connected to the cylinder, and a first spring is sleeved on the outer wall of the cylinder.

[0017] Furthermore, an oil-gas mixing chamber is provided inside the cylinder, an upper chamber is provided above the piston, and a lower chamber is provided below the piston.

[0018] Furthermore, an acceleration sensor and a controller are provided at one end of the cylinder, and the controller is electrically connected to the acceleration sensor and the two electromagnets.

[0019] Through the above technical solution, the acceleration sensor is installed at one end of the cylinder to monitor the acceleration changes of the car in real time during driving. When the car is driving under different road conditions, the acceleration sensor can detect the acceleration fluctuations caused by bumps. For example, when the car passes through a bumpy road section, the acceleration sensor will detect the instantaneous increase in acceleration; when driving smoothly, the acceleration detected by the acceleration sensor is relatively small and stable.

[0020] In summary, this application includes at least one of the following beneficial technical effects:

[0021] (1) The present invention can accurately adjust the current of the electromagnet according to the real-time road conditions through the cooperation of the acceleration sensor and the controller, thereby realizing the precise control of the oil and gas flow rate, providing the best damping force for the car under different road conditions, improving the shock absorption effect, and timely adjusting the oil and gas flow rate when encountering high-altitude bumps and other situations, effectively controlling the downward movement speed of the piston rod, reducing the sinking amplitude of the car body, and improving the stability and controllability of the vehicle;

[0022] (2) When the vehicle is running smoothly, the external force on the connecting plate of the utility model is small, the telescopic rod is in the initial length state, and the corrugated protective cover and the second spring are also in a relatively relaxed state. At this time, they mainly play a role in supporting and stabilizing the position of the connecting plate, ensuring that an appropriate gap is maintained between the blocking bead and the hole, allowing a certain amount of oil and gas to pass through, and maintaining the normal working state of the shock absorber. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a schematic diagram of the overall structure of the utility model;

[0024] Figure 2 This is a schematic diagram of the internal structure of the cylinder of the present utility model;

[0025] Figure 3 This is a schematic diagram of the connection structure between the corrugated protective cover and the second spring of the present invention;

[0026] Figure 4 This is a schematic diagram of the connection structure between the electromagnet and the protective shell of the utility model;

[0027] Figure 5 It is a plan view of the utility model.

[0028] Explanation of the accompanying symbols: 1. Cylinder; 2. Piston rod; 3. First spring; 4. Connecting ring; 5. Piston; 6. Channel; 7. Connecting plate; 8. Corrugated protective sleeve; 9. Second spring; 10. Protective shell; 11. Telescopic rod; 12. Connecting rod; 13. Blocking ball; 14. Rod body; 15. Electromagnet; 16. Oil-gas mixing chamber; 17. Upper chamber; 18. Lower chamber. DETAILED DESCRIPTION

[0029] The technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application; it is obvious that the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0030] Reference Figure 1-Figure 5 A gas-liquid hybrid shock absorber for automobiles comprises a cylinder 1, a piston rod 2 is provided inside the cylinder 1, a piston 5 is fixedly connected to the bottom of the piston rod 2, and an adjustment assembly is provided at the bottom of the piston 5;

[0031] The adjusting assembly is used to adjust the oil and gas flow from bottom to top inside the cylinder 1, and includes a connecting plate 7, which is located below the piston 5. A protective shell 10 is provided on the side facing the piston 5 and the connecting plate 7. An electromagnet 15 is provided inside the two protective shells 10. The two protective shells 10 are connected to the piston 5 and the connecting plate 7 by bolts. The adjusting assembly also includes a connecting rod 12. The number of connecting rods 12 is set to two, and they are respectively located at the two ends of the connecting plate 7. The tops of the two connecting rods 12 are fixedly connected with multiple rod bodies 14, and the top of each rod body 14 is provided with a blocking bead 13. The interior of the piston 5 is provided with multiple channels 6, and each blocking bead 13 is located below the channel 6.

[0032] The accelerometer monitors the vehicle's acceleration changes in real time during driving. When the vehicle is traveling under different road conditions, the accelerometer can detect acceleration fluctuations caused by bumps and transmits the detected acceleration signal to the controller. The controller determines the current level of bumpiness based on a preset algorithm and threshold value. The controller then outputs current signals of varying magnitude to the two electromagnets 15. During normal driving or on roads with minimal bumps, the controller outputs a low current, causing the electromagnets 15 to generate a weaker magnetic field. When the vehicle passes over large potholes or high, bumpy sections, the controller outputs a higher current, causing the electromagnets 15 to generate a stronger magnetic field. The electromagnets 15 within the two protective shells 10 influence the position of the connecting plate 7 through magnetic force. When the electromagnets 15 have a weak magnetic field, the distance between the connecting plate 7 and the piston 5 is relatively large, and the gap between the blocking bead 13 and the orifice 6 is larger, allowing more oil and gas to flow through the orifice 6 from the lower chamber 18 of the cylinder 1 to the upper chamber 17.

[0033] When the magnetic field of the electromagnet 15 is strong, the powerful magnetic force attracts the connecting plate 7 to move upward, driving the connecting rod 12 and the blocking bead 13 on the rod body 14 close to the channel 6, reducing the gap between the blocking bead 13 and the channel 6, thereby reducing the oil and gas flow from bottom to top in the cylinder 1 and controlling the downward movement speed of the piston rod 2.

[0034] The accelerometer and controller work together to precisely adjust the current in electromagnet 15 based on real-time road conditions, enabling precise control of the oil and gas flow rate. This provides optimal damping force for the vehicle under varying road conditions, improving shock absorption. When encountering bumpy terrain, the oil and gas flow rate can be adjusted promptly to effectively control the downward movement speed of piston rod 2, reducing the degree of vehicle body sinkage and improving vehicle stability and handling. This effectively overcomes vehicle vibration, providing passengers with a smoother driving experience and improved ride comfort. Precise control of the oil and gas flow rate and the movement speed of piston rod 2 reduces additional stress on suspension components, reduces wear and damage to the suspension system, and extends its service life.

[0035] Reference Figure 3-Figure 4 Both ends of the connecting plate 7 away from the connecting rod 12 are provided with telescopic rods 11, the outer wall of the telescopic rod 11 is provided with a corrugated protective sleeve 8, and the outside of the two corrugated protective sleeves 8 are provided with second springs 9, and the two ends of the two second springs 9 are fixedly connected to the piston 5 and the connecting plate 7.

[0036] When the car is running smoothly, the external force on the connecting plate 7 is small, the telescopic rod 11 is in the initial length state, and the corrugated protective cover 8 and the second spring 9 are also in a relatively relaxed state. At this time, they mainly play a certain role in supporting and stabilizing the position of the connecting plate 7, ensuring that an appropriate gap is maintained between the blocking bead 13 and the channel 6, allowing a certain amount of oil and gas to pass through, and maintaining the normal working state of the shock absorber.

[0037] When the car encounters bumpy road conditions, especially in severe bumpy conditions, the connection plate 7 will move significantly as the magnetic field of the electromagnet 15 changes, attracting the connection plate 7 to move. At this time, the telescopic rod 11 will expand and contract with the movement of the connection plate 7, guiding and limiting the range of movement of the connection plate 7.

[0038] The corrugated protective cover 8 protects the telescopic rod 11 from being affected by external debris during the telescopic rod 11 extension and retraction process.

[0039] The second spring 9 will produce corresponding compression or extension according to the displacement of the connecting plate 7. When the connecting plate 7 is close to the piston 5, the second spring 9 is compressed, generating a reverse elastic force, which plays a buffering role in the movement of the connecting plate 7, preventing the gap between the blocking bead 13 and the channel 6 from becoming too small instantly and affecting the regulation of the oil and gas flow rate. When the connecting plate 7 is away from the piston 5, the second spring 9 is stretched, which also plays a role in stabilizing the position of the connecting plate 7.

[0040] Reference Figure 1-Figure 2, connecting rings 4 are provided at both ends of the cylinder 1, one connecting ring 4 is fixedly connected to the piston rod 2, and the other connecting ring 4 is fixedly connected to the cylinder 1. The outer wall of the cylinder 1 is sleeved with a first spring 3, and an oil-gas mixing chamber 16 is opened inside the cylinder 1. An upper chamber 17 is provided above the piston 5, and a lower chamber 18 is provided below the piston 5.

[0041] The connecting ring 4 connects the piston rod 2 to the external vehicle body or corresponding components of the suspension system. When the car is driving on the road, the movement of the vehicle body is transmitted to the piston rod 2 through the connecting ring 4.

[0042] When the car is driving smoothly, first spring 3 is in its natural or slightly compressed state, providing auxiliary support and cushioning. It absorbs minor vibrations and reduces the impact force transmitted to the car body. However, when the car encounters bumpy roads, the car body experiences significant up-and-down movement. At this time, piston rod 2 moves up and down within cylinder 1, driving piston 5. First spring 3 is further compressed or stretched according to the movement of piston rod 2. When piston rod 2 is pressed downward, first spring 3 is compressed, storing energy and generating a reverse elastic force, slowing the car body's downward movement. When piston rod 2 moves upward, first spring 3 expands, releasing energy and helping the car body return to its normal position.

[0043] When the vehicle is driving, piston 5 moves up and down within cylinder 1 as piston rod 2 moves. Piston 5 divides the interior of cylinder 1 into an upper chamber 17, a lower chamber 18, and an oil-gas mixing chamber 16. When piston 5 moves upward, the volume of lower chamber 18 increases, reducing its pressure, while the volume of upper chamber 17 decreases and its pressure increases. Consequently, the oil and gas in oil-gas mixing chamber 16 flow from upper chamber 17 to lower chamber 18 due to the pressure differential. Conversely, when piston 5 moves downward, the volume of lower chamber 18 decreases, increasing its pressure, while the volume of upper chamber 17 increases and its pressure decreases. Consequently, the oil and gas in oil-gas mixing chamber 16 flow from lower chamber 18 to upper chamber 17. This flow of oil and gas between these chambers generates a damping force, dissipating vibration energy during vehicle driving and thus providing a shock-absorbing effect. Furthermore, by adjusting the oil and gas flow rate through the adjustment component, the damping force can be further adjusted to suit different road conditions and driving conditions.

[0044] Reference Figure 1-Figure 2 An acceleration sensor and a controller are provided at one end of the cylinder 1 , and the controller is electrically connected to the acceleration sensor and the two electromagnets 15 .

[0045] An accelerometer, mounted at one end of cylinder 1, monitors changes in acceleration during vehicle travel in real time. As the vehicle navigates different road conditions, the accelerometer can detect fluctuations in acceleration caused by bumps. For example, when the vehicle passes over a pothole, the accelerometer detects a momentary increase in acceleration. During smooth driving, the acceleration detected by the accelerometer is relatively small and stable.

[0046] Working principle: The connecting ring 4 connects the piston rod 2 to the vehicle body, and the first spring 3 on the outer wall of the cylinder 1 assists in buffering when the car is driving. When the car is driving, the acceleration sensor monitors the acceleration changes in real time and transmits the signal to the controller. Under different road conditions, the piston 5 moves up and down in the cylinder 1 with the piston rod 2, dividing the cylinder 1 into an upper chamber 17, a lower chamber 18 and an oil-gas mixing chamber 16. The oil and gas flow between the chambers to generate damping force and shock absorption.

[0047] When encountering bumps, especially large potholes or bumpy sections at high altitudes, the acceleration sensor detects large acceleration fluctuations. The controller judges the degree of bumps according to a preset algorithm and outputs currents of different sizes to the electromagnet 15. The electromagnet 15 generates a magnetic field that affects the position of the connecting plate 7. When the magnetic field is weak, the gap between the blocking bead 13 and the channel 6 is large, and the oil and gas flow is large. When the magnetic field is strong, the connecting plate 7 is attracted upward, and the blocking bead 13 is close to the channel 6, reducing the oil and gas flow, and controlling the downward movement speed of the piston rod 2. At the same time, the telescopic rods 11 at both ends of the connecting plate 7 move and retract with the connecting plate 7. The corrugated protective cover 8 protects the telescopic rod 11 and prevents oil and gas leakage. The second spring 9 generates compression or tension according to the displacement of the connecting plate 7, which plays a role in buffering and stabilizing the position of the connecting plate 7, thereby realizing precise adjustment of the oil and gas flow according to real-time road conditions, providing the best damping force for the car, improving shock absorption effect, stability and ride comfort, reducing pressure on suspension components, and extending the service life of the suspension system.

[0048] The above are all preferred embodiments of the present application, and are not intended to limit the scope of protection of the present application. Therefore, any equivalent changes made based on the structure, shape, and principle of the present application should be included in the scope of protection of the present application.

Claims

1. A gas-liquid mixed shock absorber for automobiles, characterized in that: include: A cylinder (1), wherein a piston rod (2) is provided inside the cylinder (1), a piston (5) is fixedly connected to the bottom of the piston rod (2), and an adjustment assembly is provided at the bottom of the piston (5); The regulating assembly is used to regulate the oil and gas flow from bottom to top inside the cylinder (1), and comprises a connecting plate (7). The connecting plate (7) is located below the piston (5). A protective shell (10) is provided on the side of the piston (5) facing the connecting plate (7). An electromagnet (15) is provided inside the two protective shells (10). The two protective shells (10) are connected to the piston (5) and the connecting plate (7) by bolts.

2. The gas-liquid hybrid shock absorber for automobiles according to claim 1, characterized in that: The regulating assembly further comprises a connecting rod (12), wherein the number of the connecting rods (12) is set to two and they are respectively located at the two ends of the connecting plate (7), the tops of the two connecting rods (12) are fixedly connected with a plurality of rod bodies (14), the top of each of the rod bodies (14) is provided with a blocking bead (13), the interior of the piston (5) is provided with a plurality of channels (6), and each of the blocking beads (13) is located below the channel (6).

3. The gas-liquid hybrid shock absorber for automobiles according to claim 1, characterized in that: Both ends of the connecting plate (7) away from the connecting rod (12) are provided with telescopic rods (11), and the outer wall of the telescopic rod (11) is provided with a corrugated protective sleeve (8).

4. The gas-liquid hybrid shock absorber for automobiles according to claim 3, characterized in that: A second spring (9) is provided outside the two corrugated protective sleeves (8), and both ends of the two second springs (9) are fixedly connected to the piston (5) and the connecting plate (7).

5. The gas-liquid hybrid shock absorber for automobiles according to claim 1, characterized in that: Both ends of the cylinder (1) are provided with connecting rings (4), and one of the connecting rings (4) is fixedly connected to the piston rod (2).

6. The automobile shock absorber with gas-liquid hybrid shock absorption according to claim 5, characterized in that: Another connecting ring (4) is fixedly connected to the cylinder (1), and the outer wall of the cylinder (1) is sleeved with a first spring (3).

7. The automobile shock absorber with gas-liquid hybrid shock absorption according to claim 1, characterized in that: An oil-gas mixing chamber (16) is provided inside the cylinder (1), an upper chamber (17) is provided above the piston (5), and a lower chamber (18) is provided below the piston (5).

8. The gas-liquid hybrid shock absorber for automobiles according to claim 1, characterized in that: An acceleration sensor and a controller are provided at one end of the cylinder (1), and the controller is electrically connected to the acceleration sensor and two electromagnets (15).

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