Self-adaptive shock absorber

Abstract

The utility model relates to a self-adaptive shock absorber which comprises a first cylinder barrel, a second cylinder barrel and a third cylinder barrel. The second cylinder barrel is arranged in a long barrel shape, and the second cylinder barrel is coaxially arranged in one end of the first cylinder barrel; the first piston valve is arranged in the first cylinder barrel, and the first piston valve can axially move along the inner wall of the first cylinder barrel; the piston rod is coaxial with the first cylinder barrel, and one end of the piston rod is connected to the first piston valve; and the second piston valve is arranged on the piston rod. According to the self-adaptive shock absorber provided by the embodiment of the invention, the first cylinder barrel, the second cylinder barrel, the first piston valve and the second piston valve are arranged, in the process that the piston rod completely extends outwards to be released, the first piston valve and the first cylinder barrel are matched to form damping at the beginning, and in the last stage, the damping effect is greatly improved. And the second piston valve and the second cylinder barrel are also matched to form damping, so that a two-part damping effect is formed, the impact mechanical energy is effectively absorbed, the road impact is favorably reduced, and the riding comfort of the vehicle is improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle vibration reduction, and in particular to an adaptive shock absorber. Background Art

[0002] In the field of automobile manufacturing, the automobile chassis is the foundation of the automobile, and the shock absorber is an important component of the automobile chassis. The function of the shock absorber is to suppress the spring rebound impact, produce a damping effect, absorb vibration and deformation, and absorb the impact of the road surface, which directly affects the ride comfort and handling of the vehicle. At present, the traditional shock absorber includes a cylinder, and a piston and a piston rod are arranged inside the cylinder. During the driving of the vehicle, the piston rod drives the piston to move along the axial direction of the cylinder. Hydraulic oil is arranged inside the cylinder, and the piston has a passage for the circulation of hydraulic oil, thereby achieving a damping effect. However, the damping effect of the shock absorber with this structure is single, and the damping curve is fixed. When driving on bumpy roads, the ride comfort of the vehicle is poor. Utility Model Content

[0003] The purpose of this application is to provide an adaptive shock absorber, which can improve the damping and buffering effect of the vehicle and improve the ride comfort of the vehicle, thereby effectively solving the shortcomings of the existing technology.

[0004] To this end, an embodiment of the present application provides an adaptive vibration damper, comprising:

[0005] The first cylinder is arranged in a long cylindrical shape;

[0006] The second cylinder is arranged in a long cylindrical shape and is coaxially arranged inside one end of the first cylinder;

[0007] a first piston valve, disposed in the first cylinder, and capable of axially moving along the inner wall of the first cylinder;

[0008] A piston rod is coaxial with the first cylinder, one end of the piston rod is connected to the first piston valve, and the other end of the piston rod can extend out of the first cylinder to be provided with one end of the second cylinder;

[0009] The second piston valve is arranged on the piston rod. The second piston valve is closer to the second cylinder than the first piston valve. The second piston valve can move axially along the inner wall of the second cylinder.

[0010] In some possible implementations, the outer diameter of the second piston valve is smaller than the inner diameter of the first cylinder, and a leakage groove is axially provided on the inner wall of one end of the second cylinder facing the middle of the first cylinder. The leakage groove has an extended length along the axial direction of the second cylinder, and one end of the leakage groove extends to the end of the second cylinder, and the other end area of ​​the leakage groove along the length is flush with the inner wall of the second cylinder.

[0011] In some possible implementations, there are multiple drainage grooves, and each drainage groove is axially arranged on the inner wall of the second cylinder.

[0012] In some possible implementations, the axial lengths of the drain grooves are different.

[0013] In some possible implementations, the second piston valve includes a first piston plate and a second piston plate, and the first piston plate and the second piston plate are spaced apart and arranged on the piston rod.

[0014] In some possible implementations, positioning grooves are circumferentially provided on the piston rod at positions corresponding to the first piston plate and the second piston plate, and the positioning grooves are recessed in the piston rod.

[0015] In some possible implementations, a buffer washer is sleeved on the piston rod, and the buffer washer abuts against a side of the first piston plate close to the second cylinder.

[0016] In some possible implementations, the buffer washer is made of nylon.

[0017] In some possible implementations, a first channel for the circulation of hydraulic oil is provided on the first piston valve, and a second channel for the circulation of hydraulic oil is provided at one end of the piston rod where the first piston valve is provided, and one end opening and the other end opening of the second channel are respectively located on the two axial outer sides of the first piston valve.

[0018] In some possible implementations, one end opening of the second channel is located at the periphery of the piston rod, and the other end opening of the second channel is located at the end of the piston rod where the first piston valve is provided.

[0019] According to the adaptive shock absorber provided in the embodiment of the present application, two cylinder bodies, a first cylinder and a second cylinder, which are nested with each other, and two valve bodies, a first piston valve and a second piston valve, are provided. When the vehicle is traveling on a bumpy road, the piston rod is fully extended outward and released. Initially, the first piston valve and the first cylinder cooperate to form damping. In the final stage, the second piston valve and the second cylinder also cooperate to form damping. In this way, a two-part damping effect is formed, which effectively absorbs impact mechanical energy, helps reduce road impact, and improves vehicle ride comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 An axial cross-sectional view of the adaptive vibration damper provided in an embodiment of the present application;

[0021] Figure 2 for Figure 1 A partial enlarged view of point A in the middle;

[0022] Figure 3A schematic diagram of the partial structure of the end of the piston rod provided in an embodiment of the present application;

[0023] Figure 4 A schematic diagram of the oil flow direction at low frequency at a frequency response valve provided in an embodiment of the present application;

[0024] Figure 5 A schematic diagram of the oil flow direction at high frequencies at a frequency response valve provided in an embodiment of the present application;

[0025] Figure 6 This is a schematic structural diagram of the second cylinder provided in an embodiment of the present application. DETAILED DESCRIPTION

[0026] To make the purpose, technical solutions, and advantages of the embodiments of this application more clear, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the drawings in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0027] like Figures 1-6 As shown, an embodiment of the present application provides an adaptive shock absorber, which is applied to the chassis vibration reduction system of a vehicle. The shock absorber is an important component of the automobile chassis. The function of the shock absorber is to suppress the rebound impact of the spring, thereby generating a damping effect, absorbing vibration and deformation, and absorbing the impact of the road surface to improve the ride comfort of the vehicle. The traditional shock absorber includes a cylinder, a piston and a piston rod are arranged inside the cylinder, and a channel for hydraulic oil circulation is provided on the piston. The piston can slide axially along the inner wall of the cylinder in the cylinder, and a damping effect is formed under the action of the hydraulic oil. However, the damping effect of this type of shock absorber is single, the damping curve is fixed, and the vibration reduction and damping effects are relatively rigid. When the vehicle is driving on a bumpy road, the ride comfort of the vehicle is poor. The adaptive shock absorber of the present application is intended to improve the damping effect, make the damping effect different and diverse, and thereby improve the ride comfort of the vehicle.

[0028] The adaptive shock absorber includes a first cylinder 101, a second cylinder 102, a first piston valve 201, a second piston valve and a piston rod 301. The first cylinder 101 is arranged in an elongated cylindrical shape, and the second cylinder 102 is also arranged in an elongated cylindrical shape. The second cylinder 102 is coaxially arranged inside one end of the first cylinder 101. The first piston valve 201 is arranged in the first cylinder 101. The first piston valve 201 can move axially along the inner wall of the first cylinder 101. The piston rod 301 and the first cylinder 101 are arranged coaxially, and one end of the piston rod 301 is connected to the first piston valve 201, and the other end of the piston rod 301 can extend out of the end of the first cylinder 101 where the second cylinder 102 is arranged. The second piston valve is arranged on the piston rod 301, and the second piston valve is closer to the second cylinder 102 than the first piston valve 201, and the second piston valve can move axially along the inner wall of the second cylinder 102.

[0029] In this embodiment, the first cylinder 101 and the second cylinder 102 are both hollow long cylindrical structures. The first cylinder 101 is sleeved inside the second cylinder 102. The axial length of the second cylinder 102 is smaller than the axial length of the first cylinder 101. One end of the second cylinder 102 is roughly aligned with one end of the first cylinder 101. At this end, the first cylinder 101 and the second cylinder 102 can be connected by an annular sealing ring 120. The hollow structure of the sealing ring 120 is just for the piston rod 301 to extend. The end of the piston rod 301 inside the first cylinder 101 is used to connect with the first piston valve 201. The outer periphery of the first piston valve 201 slides with the inner wall of the first cylinder 101. Contact, the first piston valve 201 divides the internal space of the first cylinder 101 into two parts. The interior of the first cylinder 101 is filled with hydraulic oil. The first piston valve 201 is provided with a first channel 26 for the circulation of hydraulic oil. The first channel 26 can connect the two parts of the space divided inside the first cylinder 101. When the first piston valve 201 moves axially inside the first cylinder 101, the hydraulic oil flows in the first channel 26, thereby making the movement of the first piston valve 201 have a damping effect, and thereby making the piston rod 301 produce a damping effect. In practice, the piston rod 301 and the first cylinder 101 are respectively used to connect the chassis and the wheels, thereby realizing vehicle vibration damping.

[0030] The second piston valve is disposed on the piston rod 301. On the piston rod 301, the second piston valve is located closer to the middle of the piston rod 301 than the first piston valve 201. The outer diameter of the second piston valve is significantly smaller than the inner diameter of the first cylinder 101. The outer periphery of the second piston valve can move axially along the inner wall of the second cylinder 102. That is, the inner wall of the second cylinder 102 can slide in contact with the inner wall of the second cylinder 102. Thus, during vehicle travel, when the piston rod 301 extends outward at its maximum stroke, the piston rod 301 drives the second piston valve toward the second cylinder 102, allowing the second piston valve to enter the second cylinder 102, thereby forming a mating relationship between the second cylinder 102 and the second piston valve. Hydraulic oil is also present in the interior of the second cylinder 102, thereby creating an increased damping effect at the end. This increases the damping effect adapted to jolts, effectively reducing jolts and improving vehicle ride comfort.

[0031] More preferably, the outer diameter of the second piston valve is smaller than the inner diameter of the first cylinder 101, and a drainage groove 401 is axially provided on the inner wall of one end of the second cylinder 102 facing the middle of the first cylinder 101. The drainage groove 401 is recessed in the inner wall of the second cylinder 102, and the drainage groove 401 has an extended length along the axial direction of the second cylinder 102. One end of the drainage groove 401 extends to the end of the second cylinder 102, and the other end area of ​​the drainage groove 401 along the length is flush with the inner wall of the second cylinder 102. In this embodiment, the drainage groove 401 is recessed in the inner wall of the second cylinder 102, and the drainage groove 401 extends along the axial direction of the second cylinder 102. The depth of the drainage groove 401 along the axial direction is different. One end of the drainage groove 401 extends to the first end of the second cylinder 102, and the first end refers to the second piston valve starting to enter the second cylinder. 102 when entering the end, the other end of the leakage groove 401 extends to near the middle of the second cylinder 102, so that the leakage groove 401 has an inner end and an outer end. The inner end of the leakage groove 401 refers to the end extending to the middle of the second cylinder 102, and the outer end of the leakage groove 401 refers to the end extending to the first end of the second cylinder 102. The depth of the inner end of the leakage groove 401 is less than the depth of the outer end of the leakage groove 401, and the depth of the inner end of the leakage groove 401 tends to zero, that is, the inner end of the leakage groove 401 and the inner wall of the second cylinder 102 tend to be flush. In this way, when the second piston valve enters the second cylinder 102 for damping cooperation, the hydraulic oil inside the second cylinder 102 can flow outward through the leakage groove 401, so that the damping increases more gradually, which is conducive to improving the buffering damping effect and improving ride comfort.

[0032] Preferably, there are multiple leakage grooves 401, and each leakage groove 401 is axially arranged on the inner wall of the second cylinder 102. According to different vehicle requirements, different numbers of leakage grooves 401 are set to adaptively adjust the buffering damping effect and improve the vehicle ride comfort. In this embodiment, the axial lengths of each leakage groove 401 are also different. The outer end of the leakage groove 401 extends to the end of the second cylinder 102, and the inner end of the leakage groove 401 has a different extension path length. In this way, the damping force and the damping stroke length can be further adaptively adjusted, which is beneficial to improving the vehicle ride comfort.

[0033] In some embodiments, the second piston valve includes a first piston plate 501 and a second piston plate 502, and the first piston plate 501 and the second piston plate 502 are arranged at intervals on the piston rod 301. The first piston plate 501 and the second piston plate 502 are used to slide in contact with the inner wall of the second cylinder 102, and the double-layer matching makes the damping more stable. Positioning grooves are circumferentially arranged on the piston rod 301 corresponding to the positions of the first piston plate 501 and the second piston plate 502. The positioning grooves are recessed in the piston rod 301, and the stroke concave-convex matching installation structure makes the installation more stable. In this embodiment, the first piston plate 501 is closer to the first piston valve 201 than the second piston plate 502.

[0034] More preferably, a buffer washer 601 is further provided on the piston rod 301, and the buffer washer 601 abuts against the side of the first piston plate 501 close to the second cylinder 102. In this way, when the second piston valve enters the second cylinder 102, the first piston plate 501 can be prevented from directly hitting the sealing ring 120. The material of the buffer washer 601 is preferably nylon, so as to reduce the impact noise and have a limited buffering effect.

[0035] More preferably, one end of the piston rod 301 is provided with an inlet hole 14 for the circulation of hydraulic oil, and the opening at one end and the opening at the other end of the inlet hole 14 are respectively located on the two axial outer sides of the first piston valve 201. In this embodiment, when the first piston valve 201 moves axially in the first cylinder 101, the first channel 26 and the inlet hole 14 can both supply hydraulic oil for circulation. When the vehicle vibrates at high frequency, the hydraulic oil flows more smoothly, which is beneficial to reducing the damping force and improving the ride comfort of the vehicle.

[0036] In this embodiment, one end opening of the inlet hole 14 is located at the periphery of the piston rod 301, and the other end opening of the inlet hole 14 is located at the end of the piston rod 301 where the first piston valve 201 is set, so that the two end openings of the inlet hole 14 are respectively located in the two parts divided in the first cylinder 101, so that the first piston valve 201 has two parts of the channel for hydraulic oil to flow when it is actuated in the first cylinder 101.

[0037] More preferably, if Figure 3 As shown, a frequency response valve is provided at the end of the piston rod 301, and the frequency response valve is connected to the inlet hole 14. The frequency response valve 12 and the first piston valve 201 are connected in series on the piston rod 301. The lower end of the piston rod 301 has an external thread, and the threaded seat 15 has an internal thread. The threaded seat and the piston rod 301 are connected by threads. The inlet hole 14 is at the lower end of the piston rod 301. The housing 16 and the threaded seat 15 at the lower end of the frequency response valve 12 are connected by laser welding. The upper end of the main valve plate group 17 is in contact with the threaded seat 15. The main valve plate group 17 is composed of a spring steel valve plate. There is a hole in the middle of the main valve plate group 17 and is installed in the center of the floating piston upper body 18. The floating piston upper body 18 and the floating piston lower body 19 It is fixed by interference fit and made of aviation plastic material, which is more lightweight. A floating piston throttle plate 20 is provided between the floating piston upper body 18 and the floating piston lower body 19. The floating piston throttle plate 20 has a throttle hole to limit the flow and prevent excessive fluid from flowing directly into the energy storage chamber 22 too quickly. A preloaded valve plate 21 is provided under the floating piston lower body 19, and an energy storage plate 23 is provided at a certain distance below the preloaded valve plate 21. The energy storage plate 23, the preloaded valve plate 21 and the shell 16 form an energy storage chamber 22. The lower end of the shell 16 has an energy storage chamber outlet 25. An O-ring 24 is provided between the floating piston lower body 19 and the shell 16. The O-ring 24 is elastic and improves the sealing performance.

[0038] like Figure 4 As shown, when the vehicle is in a low-frequency vibration of 1-3 Hz, due to the low flow rate of the liquid per unit time, the fluid mainly flows through the first channel 26 of the first piston valve 201, and a small part flows through the third flow channel 28. Since the pressure P1 in the front chamber of the main valve is less than the opening pre-tightening force of the frequency response valve 12, the main valve plate group 17 is close to the threaded seat 15, and the frequency response valve 12 will not open, thereby ensuring that the low-frequency valve does not work, providing sufficient control stability for the vehicle.

[0039] like Figure 5 As shown, when the vehicle is in a high-frequency vibration of 4-15 Hz, the fluid mainly flows through the first channel 26 of the first piston valve 201, and a small part flows through the third flow channel 28. Since the liquid flow rate per unit time is large, more oil enters the energy storage chamber 22. The energy storage plate 23 is an elastic metal plate, and its deformation generates an upward rebound force, pushing the preloaded valve plate 21, the floating piston lower body 19 and the floating piston upper body 18 to move upward.

[0040] like Figure 5As shown, when the vehicle is in a high-frequency vibration of 4-15Hz, the fluid mainly flows through the first channel 26 of the first piston valve 201, and a small part flows through the third flow channel 28. Since the liquid flow rate per unit time is large and the pressure P1 in the front chamber of the main valve is greater than the opening pre-tightening force of the frequency response valve 12, the main valve plate group 17 is away from the threaded seat 15, the frequency response valve 12 opens, and the second flow channel 27 is opened, reducing the damping force, thereby ensuring that the high-frequency valve works and providing sufficient comfort for the vehicle.

[0041] It should be noted that references in this specification to "one embodiment," "an embodiment," "an exemplary embodiment," "some embodiments," and the like indicate that the described embodiment may include a particular feature, structure, or characteristic, but not necessarily every embodiment includes that particular feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Furthermore, when a particular feature, structure, or characteristic is described in conjunction with an embodiment, it is within the knowledge of those skilled in the art to implement such feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not.

[0042] It should be readily understood that “on,” “above,” and “over” in this disclosure should be interpreted in the broadest manner, such that “on” means not only “directly on something,” but also includes “on something” with intervening features or layers therebetween, and “above” or “over” includes not only the meaning of “above” or “over,” but also includes “above” or “over” with no intervening features or layers therebetween (i.e., directly on something).

[0043] Additionally, spatially relative terms, such as "below," "beneath," "beneath," "above," and the like, may be used herein for ease of description to describe the relationship of one element or feature to other elements or features as depicted in the figures. Spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. The device may be otherwise oriented (rotated 90 degrees or at other orientations), and the spatially relative descriptors used herein should be interpreted accordingly.

[0044] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or device comprising the element.

[0045] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some or all of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.

Claims

1. An adaptive shock absorber, characterized in that: include: The first cylinder is arranged in a long cylindrical shape; The second cylinder is arranged in a long cylindrical shape and is coaxially arranged inside one end of the first cylinder; a first piston valve, disposed in the first cylinder, and capable of axially moving along the inner wall of the first cylinder; A piston rod is coaxial with the first cylinder, one end of the piston rod is connected to the first piston valve, and the other end of the piston rod can extend out of the first cylinder to be provided with one end of the second cylinder; The second piston valve is arranged on the piston rod. The second piston valve is closer to the second cylinder than the first piston valve. The second piston valve can move axially along the inner wall of the second cylinder.

2. The adaptive vibration damper according to claim 1, characterized in that: The outer diameter of the second piston valve is smaller than the inner diameter of the first cylinder, and a leakage groove is axially provided on the inner wall of one end of the second cylinder facing the middle of the first cylinder. The leakage groove has an extended length along the axial direction of the second cylinder, and one end of the leakage groove extends to the end of the second cylinder, and the other end area of ​​the leakage groove along the length is flush with the inner wall of the second cylinder.

3. The adaptive shock absorber according to claim 2, characterized in that: There are multiple drainage grooves, and each drainage groove is axially arranged on the inner wall of the second cylinder.

4. The adaptive vibration damper according to claim 3, characterized in that: The axial lengths of the drain grooves are different.

5. The adaptive vibration damper according to claim 1, characterized in that: The second piston valve includes a first piston plate and a second piston plate, and the first piston plate and the second piston plate are arranged on the piston rod at intervals.

6. The adaptive vibration damper according to claim 5, characterized in that: Positioning grooves are circumferentially provided on the piston rod at positions corresponding to the first piston plate and the second piston plate, and the positioning grooves are recessed in the piston rod.

7. The adaptive vibration damper according to claim 5, characterized in that: A buffer washer is sleeved on the piston rod, and the buffer washer abuts against a side of the first piston plate close to the second cylinder barrel.

8. The adaptive vibration damper according to claim 7, characterized in that: The material of the buffer washer is nylon.

9. The adaptive vibration damper according to claim 1, characterized in that: A first channel for hydraulic oil circulation is provided on the first piston valve, and a second channel for hydraulic oil circulation is provided at one end of the piston rod where the first piston valve is provided. One end opening and the other end opening of the second channel are respectively located on the axial outer sides of the first piston valve.

10. The adaptive vibration damper according to claim 9, characterized in that: One end opening of the second channel is located at the periphery of the piston rod, and the other end opening of the second channel is located at the end of the piston rod where the first piston valve is arranged.

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