Free stop damper

Abstract

The utility model discloses a random stop damper which comprises a cylinder body, a first piston, an air bag and a piston rod, the first piston is connected in the cylinder body in a sealing and sliding mode, the piston rod penetrates through the upper end of the cylinder body and is fixedly connected with the first piston, the air bag is installed in the lower end of the cylinder body and can expand and shrink, and the first piston is connected with the upper end of the cylinder body. A first cavity and a second cavity which are filled with oil are formed between the first piston and the air bag respectively, a first oil channel and a second oil channel which penetrate through the upper side and the lower side of the first piston are formed in the first piston, and the damper further comprises a first sealing piece, a second sealing piece, a first elastic piece and a second elastic piece, the first sealing piece covers the upper end of the first oil channel under the action of the first elastic piece, and the second sealing piece covers the lower end of the second oil channel under the action of the second elastic piece. According to the damper capable of stopping freely, friction force between the first piston and the inner wall of the cylinder body is reduced, and the service life is prolonged.

Description

Technical Field

[0001] This utility model relates to the field of damper technology, and in particular to a freely stop damper. Background Technology

[0002] In automobiles, dampers are needed to fix the angle of components such as gear shifters and trunks. Existing dampers include a cylinder, a first piston, and a piston rod. The first piston is installed in the cylinder and fits against the inner wall of the cylinder. The end of the piston rod is fixedly installed on the first piston. Under the frictional force between the first piston and the inner wall of the cylinder, the first piston remains in the cylinder, and the length of the damper is fixed. When an external force is applied to the piston rod, relative friction occurs between the first piston and the inner wall of the cylinder, changing the length of the damper. After repeated use, the first piston and the inner wall of the cylinder are prone to wear, resulting in a decrease in damping and a short lifespan. Utility Model Content

[0003] To address the shortcomings of existing dampers, such as rapid wear between the first piston and the inner wall of the cylinder and short service life, this invention proposes a freely stopable damper that reduces friction between the first piston and the inner wall of the cylinder, thereby increasing service life.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] A stop-at-any-time damper includes a cylinder, a first piston, an air bladder, and a piston rod. The first piston is slidably and sealed within the cylinder. The piston rod passes through the upper end of the cylinder and is fixedly connected to the first piston. The air bladder is installed in the lower end of the cylinder and is expandable and contractible. A first chamber and a second chamber filled with oil are formed between the first piston and the upper end of the cylinder, and between the first piston and the air bladder, respectively. A first oil passage and a second oil passage are provided on the first piston, passing through the upper and lower sides of the first piston. The damper also includes a first seal, a second seal, and a first elastic element and a second elastic element installed on the piston rod. The first seal covers the upper end of the first oil passage under the action of the first elastic element, and the second seal covers the lower end of the second oil passage under the action of the second elastic element.

[0006] With the above settings, the oil is basically incompressible, and the damper locking effect is better. The extension and retraction of the damper needs to overcome the elastic force of the first elastic element or the second elastic element. When the oil extends and retracts, it provides greater damping when passing through the first oil passage or the second oil passage, thereby effectively reducing the friction between the first piston and the inner wall of the cylinder, and thus improving the life of the first piston and the cylinder.

[0007] Furthermore, the lower end of the piston rod passes through the first piston, and both the first seal and the second seal are slidably mounted on the piston rod. The first seal has a first through hole that coincides with the upper end of the second oil passage, and the second seal has a second through hole that coincides with the lower end of the first oil passage.

[0008] The above settings facilitate the installation of the first and second seals.

[0009] Furthermore, the first elastic element and the second elastic element are configured as spring structures sleeved on the piston rod. The upper end of the first elastic element is connected to the piston rod, the lower end of the first elastic element is connected to the first seal, the upper end of the second elastic element is connected to the second seal, and the lower end of the second elastic element is connected to the piston rod.

[0010] Furthermore, a first support surface facing downward toward the first piston is provided along the outer periphery of the piston rod, and the upper end of the first elastic member abuts against the first support surface. A second support surface facing upward toward the first piston is provided along the outer periphery of the piston rod, and the lower end of the second elastic member abuts against the second support surface.

[0011] Furthermore, the first seal includes a first gasket and a first sealing gasket mounted on the underside of the first gasket, a first through hole penetrating the first gasket and the first sealing gasket, and the first sealing gasket being attached to the upper side of the first piston. The second seal includes a second gasket and a second sealing gasket mounted on the upper side of the second gasket, a second through hole penetrating the second gasket and the second sealing gasket, and the second sealing gasket being attached to the lower side of the first piston.

[0012] With the above configuration, the first seal seals the upper end of the first oil passage through the first sealing gasket, and the second seal seals the lower end of the second oil passage through the second sealing gasket.

[0013] Furthermore, the damper also includes a second piston, which is locked in the second chamber and close to the air bladder. The second piston is provided with a throttling channel that runs through both the upper and lower sides.

[0014] The above configuration prevents the formation of a vacuum chamber on the upper side due to the excessive downward movement speed of the first piston.

[0015] Furthermore, a limiting component is coaxially mounted on the second piston. The upper end of the limiting component protrudes from the upper side of the second piston and has an annular convex edge along its outer periphery. A valve plate is sleeved on the limiting component, and a throttling plate is attached to the lower side of the valve plate. The throttling plate abuts against the upper side of the second piston. A throttling hole communicating with the throttling channel is formed between the valve plate, the throttling plate, and the second piston. The valve plate can move up and down between the annular convex edge and the second piston.

[0016] With the above setup, the oil passes through the throttling orifice and throttling channel and then through the second piston.

[0017] Furthermore, a limiting protrusion is provided along the inner circumference of the cylinder, and the lower side of the second piston abuts against the limiting protrusion.

[0018] The above settings limit the range of motion of the second piston, preventing it from pressing down and damaging the airbag. Attached Figure Description

[0019] Figure 1This is a schematic diagram of the damper in an embodiment.

[0020] Figure 2 for Figure 1 Enlarged view of point A.

[0021] Figure 3 for Figure 1 Enlarged view of point B. Detailed Implementation

[0022] The technical solution of this utility model will be further described in detail below through embodiments and in conjunction with the accompanying drawings.

[0023] like Figures 1 to 3 As shown, a stop-at-any-time damper includes a cylinder 3, a first piston 4, an air bladder 5, and a piston rod 6. The first piston 4 is slidably connected in the cylinder 3. The piston rod 6 passes through the upper end of the cylinder 3 and is fixedly connected to the first piston 4. The air bladder 5 is installed in the lower end of the cylinder 3 and can expand and contract. A first chamber 7 and a second chamber 8 filled with oil are formed between the first piston 4 and the upper end of the cylinder 3, and between the first piston 4 and the air bladder 5, respectively. A first oil passage 9 and a second oil passage 10 are provided on the first piston 4, passing through the upper and lower sides of the first piston 4. The damper also includes a first seal 11, a second seal 12, and a first elastic element 13 and a second elastic element 14 installed on the piston rod 6. The first seal 11 covers the upper end of the first oil passage 9 under the action of the first elastic element 13, and the second seal 12 covers the lower end of the second oil passage 10 under the action of the second elastic element 14.

[0024] With the above settings, the oil is basically incompressible, and the damper locking effect is better. The extension and retraction of the damper needs to overcome the elastic force of the first elastic element 13 or the second elastic element 14. When the oil extends and retracts, it provides greater damping when passing through the first oil passage 9 or the second oil passage 10, thereby effectively reducing the friction between the first piston 4 and the inner wall of the cylinder 3, and thus improving the life of the first piston 4 and the cylinder 3.

[0025] The cylinder body 3 of this application is basically cylindrical. The first piston 4 is slidably connected to the cylinder body 3 by an O-ring seal. A guide is fixedly installed at the upper end of the cylinder body 3 to improve sealing and the stability of the piston rod 6 movement. In the initial state, when no force is applied to the piston rod 6, or the force is small, the first seal 11 covers the upper end of the first oil passage 9, and the second seal 12 covers the lower end of the second oil passage 10. Under the action of the first seal 11 and the second seal 12, the first chamber 7 and the second chamber 8 are completely separated. Since the oil is basically incompressible, the first piston 4 is locked. When the piston rod 6 applies a downward force, the oil pressure in the second chamber 8 and the second oil passage 10 increases, and a pressure difference is formed on the upper and lower sides of the first seal 11. When the pressure difference increases beyond the elastic force of the first elastic member 13, the first seal 11 and the first piston 4 are separated, that is, the first seal 11 is separated from the upper end of the first oil passage 9, and the oil in the second chamber 8 flows through the first oil passage 9, bypassing the first seal 11, into the first piston 4. In chamber 7, due to the small inner diameter of the first oil passage 9, the oil is damped when passing through the first oil passage 9, causing the first piston 4 and piston rod 6 to slowly move downwards. When the piston rod 6 moves downwards, its volume in the first chamber 7 increases, resulting in a decrease in the space inside the cylinder 3. This causes the oil to compress the air bladder 5, causing it to shrink. Similarly, when the piston rod 6 applies an upward force, the pressure in the second oil passage 10 and the first chamber 7 increases, creating a pressure difference between the upper and lower sides of the second seal 12. When the pressure difference exceeds the elastic force of the second elastic element 14, the second seal 12 moves away from the lower end of the second oil passage 10, and the oil in the first chamber 7 enters the second chamber 8 through the second oil passage 10, generating damping and causing the air bladder 5 to inflate. When the force on the piston rod 6 decreases or no external force is applied, the first seal 11 and the second seal 12, under the action of the first elastic element 13 and the second elastic element 14, re-cover the upper end of the first oil passage 9 and the lower end of the second oil passage 10, and the piston rod 6 and the first piston 4 are locked again.

[0026] In one implementation, the lower end of the piston rod 6 passes through the first piston 4, and the first seal 11 and the second seal 12 are both slidably mounted on the piston rod 6. The first seal 11 is provided with a first through hole 15 that coincides with the upper end of the second oil passage 10, and the second seal 12 is provided with a second through hole 16 that coincides with the lower end of the first oil passage 9.

[0027] The above settings facilitate the installation of the first seal 11 and the second seal 12.

[0028] In this application, the piston rod 6 coaxially passes through the first piston 4 and is fixedly installed on the first piston 4. The first seal 11 and the second seal 12 are both basically circular. The piston rod 6 passes through the center of the first seal 11 and the second seal 12, so that the first seal 11 and the second seal 12 can move up and down stably. The first through hole 15 of the first seal 11, which coincides with the upper end of the second oil passage 10, allows oil to flow smoothly from the second chamber 8 into the first chamber 7. Similarly, the second through hole 16 of the second seal 12, which coincides with the lower end of the first oil passage 9, allows oil to flow smoothly from the first chamber 7 into the second chamber 8.

[0029] In one implementation, the first oil passage 9 and the second oil passage 10 are arranged at an angle and parallel to each other on opposite sides of the piston rod 6. The first seal 11 is symmetrically provided with two first through holes 15, one of which coincides with the upper end of the second oil passage 10, and the other is offset from the upper end of the first oil passage 9. The second seal 12 is symmetrically provided with two second through holes 16, one of which coincides with the lower end of the first oil passage 9, and the other is offset from the lower end of the second oil passage 10.

[0030] The above-mentioned configuration facilitates the installation and production of the first seal 11 and the second seal 12.

[0031] The first seal 11 and the second seal 12 of this application have basically the same structure and can be produced as a single part in production. During installation, the first seal 11 and the second seal 12 are not distinguished and no additional identification is required to prevent incorrect installation. When the first piston 4 moves downward, the second seal 12 blocks the lower end of the second oil passage 10, and the oil in the second chamber 8 enters the first chamber 7 through the first oil passage 9 and the first through hole 15. When the first piston 4 moves upward, the first seal 11 blocks the upper end of the first oil passage 9, and the oil in the first chamber 7 enters the second chamber 8 through the second oil passage 10 and the second through hole 16.

[0032] As one implementation method, the first oil passage and the second oil passage can also penetrate the first piston vertically or through the first piston along other paths. The number of the first oil passage and the second oil passage can be set to one or more. The number of the first through holes set in the first seal and the number of the second through holes set in the second seal are not limited, as long as the effect of the first seal covering the first oil passage and avoiding the upper end of the second oil passage, and the second seal covering the second oil passage and avoiding the lower end of the first oil passage can be achieved.

[0033] In one implementation, the first elastic element 13 and the second elastic element 14 are configured as a spring structure sleeved on the piston rod 6. The upper end of the first elastic element 13 is connected to the piston rod 6, and the lower end of the first elastic element 13 is connected to the first seal 11. The upper end of the second elastic element 14 is connected to the second seal 12, and the lower end of the second elastic element 14 is connected to the piston rod 6.

[0034] As one implementation, a first support surface 17 facing downward toward the first piston 4 is provided along the outer periphery of the piston rod 6, and the upper end of the first elastic member 13 abuts against the first support surface 17. A second support surface 18 facing upward toward the first piston 4 is provided along the outer periphery of the piston rod 6, and the lower end of the second elastic member 14 abuts against the second support surface 18.

[0035] In one implementation, the first seal 11 includes a first gasket 111 and a first sealing gasket 112 mounted on the lower side of the first gasket 111. A first through hole 15 passes through the first gasket 111 and the first sealing gasket 112. The first sealing gasket 112 is attached to the upper side of the first piston 4. The second seal 12 includes a second gasket 121 and a second sealing gasket 122 mounted on the upper side of the second gasket 121. A second through hole 16 passes through the second gasket 121 and the second sealing gasket 122. The second sealing gasket 122 is attached to the lower side of the first piston 4.

[0036] With the above configuration, the first seal 11 seals the upper end of the first oil passage 9 through the first sealing gasket 112, and the second seal 12 seals the lower end of the second oil passage 10 through the second sealing gasket 122.

[0037] The first sealing gasket 112 and the second sealing gasket 122 of this application may be made of elastic materials such as rubber to improve sealing performance, and the first gasket 111 and the second gasket 121 may be made of metal to improve the rigidity of the first sealing element 11 and the second sealing element 12.

[0038] As one implementation, the damper also includes a second piston 19, which is locked in the second chamber 8 and close to the airbag 5. The second piston 19 is provided with a throttling channel 20 that runs through the upper and lower sides.

[0039] The above configuration prevents the formation of a vacuum chamber on the upper side due to the excessive downward movement speed of the first piston.

[0040] The throttling channel 20 of this application allows oil to pass through the second piston 19, which can reduce the downward movement speed of the first piston and prevent the formation of a vacuum cavity on the upper side of the first piston. Specifically, when the first piston 4 moves upward, the distance between the first piston and the second piston increases, and the pressure between the first piston and the second piston decreases. The oil between the second piston and the air bladder flows upward through the throttling channel through the second piston to the first piston. When the first piston 4 moves downward, the distance between the first piston and the second piston decreases, and the pressure increases. The throttling channel limits the speed at which the oil passes downward through the second piston, preventing the oil from rapidly squeezing the air bladder and reducing the downward movement speed of the first piston, thus preventing the formation of a vacuum cavity on the upper side due to the excessive downward movement speed of the first piston.

[0041] In one implementation, a limiting member 21 is coaxially mounted on the second piston 19. The upper end of the limiting member 21 protrudes from the upper side of the second piston 19 and an annular protrusion 22 is provided along its outer periphery. A valve plate 23 is sleeved on the limiting member 21, and a throttling plate 24 is attached to the lower side of the valve plate 23. The throttling plate 24 abuts against the upper side of the second piston 19. A throttling hole communicating with the throttling channel 20 is formed between the valve plate 23, the throttling plate 24, and the second piston 19. The valve plate 23 can move up and down between the annular protrusion 22 and the second piston 19.

[0042] With the above configuration, the oil passes through the throttle orifice and throttle channel 20 and then through the second piston 19.

[0043] As one implementation method, a limiting protrusion 25 is provided along the inner circumference of the cylinder 3, and the lower side of the second piston 19 abuts against the limiting protrusion 25.

[0044] The above settings limit the range of motion of the second piston 19, preventing the second piston 19 from pressing down and damaging the airbag 5.

[0045] When the first piston moves downward, the pressure between the first and second pistons increases. Under pressure, the valve plate and throttle plate press downward against the upper side of the second piston. At this time, the diameter of the throttle orifice is smaller than the diameter of the throttle channel, and the damping of the oil flowing downward through the second piston is large, effectively reducing the downward speed of the first piston and preventing the formation of a vacuum chamber on the upper side of the first piston. The limiting protrusion of this application prevents the second piston from moving downward. When the first piston moves upward, the pressure between the first and second pistons decreases. The oil on the lower side of the second piston passes through the throttle channel and pushes the throttle plate and valve plate open to flow upward towards the first piston. At this time, the diameter of the throttle orifice becomes larger, and the damping of the oil flowing upward through the second piston is smaller than the damping of the oil flowing downward through the second piston. The second piston of this application is press-fitted in the cylinder. Under the action of friction, the second piston will not move upward, while the air bladder can expand rapidly to prevent the formation of a vacuum chamber on the lower side of the second piston.

[0046] It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. A freely stopping damper, characterized in that, The device includes a cylinder, a first piston, an air bladder, and a piston rod. The first piston is slidably connected in the cylinder. The piston rod passes through the upper end of the cylinder and is fixedly connected to the first piston. The air bladder is installed in the lower end of the cylinder and is expandable. A first chamber and a second chamber filled with oil are formed between the first piston and the upper end of the cylinder, and between the first piston and the air bladder, respectively. The first piston is provided with a first oil passage and a second oil passage passing through the upper and lower sides of the first piston. The damper also includes a first seal, a second seal, and a first elastic element and a second elastic element installed on the piston rod. The first seal covers the upper end of the first oil passage under the action of the first elastic element, and the second seal covers the lower end of the second oil passage under the action of the second elastic element.

2. The arbitrary stop damper according to claim 1, characterized in that, The lower end of the piston rod passes through the first piston. Both the first seal and the second seal are slidably mounted on the piston rod. The first seal has a first through hole that coincides with the upper end of the second oil passage, and the second seal has a second through hole that coincides with the lower end of the first oil passage.

3. The arbitrary stop damper according to claim 1, characterized in that, The first elastic element and the second elastic element are configured as spring structures sleeved on the piston rod. The upper end of the first elastic element is connected to the piston rod, and the lower end of the first elastic element is connected to the first seal. The upper end of the second elastic element is connected to the second seal, and the lower end of the second elastic element is connected to the piston rod.

4. The arbitrary stop damper according to claim 3, characterized in that, A first support surface facing downwards toward the first piston is provided along the outer periphery of the piston rod, and the upper end of the first elastic member abuts against the first support surface. A second support surface facing upwards toward the first piston is provided along the outer periphery of the piston rod, and the lower end of the second elastic member abuts against the second support surface.

5. A stop-at-anywhere damper according to claim 2, characterized in that, The first seal includes a first gasket and a first sealing gasket mounted on the underside of the first gasket. The first through hole passes through the first gasket and the first sealing gasket. The first sealing gasket is attached to the upper side of the first piston. The second seal includes a second gasket and a second sealing gasket mounted on the upper side of the second gasket. The second through hole passes through the second gasket and the second sealing gasket. The second sealing gasket is attached to the lower side of the first piston.

6. The arbitrary stop damper according to claim 1, characterized in that, The damper also includes a second piston, which is locked in the second chamber and close to the air bladder. The second piston is provided with a throttling channel that runs through the upper and lower sides.

7. A stop-at-anywhere damper according to claim 6, characterized in that, A limiting component is coaxially mounted on the second piston. The upper end of the limiting component protrudes from the upper side of the second piston and has an annular convex edge along its outer periphery. A valve plate is sleeved on the limiting component, and a throttling plate is attached to the lower side of the valve plate. The throttling plate abuts against the upper side of the second piston. A throttling hole communicating with the throttling channel is formed between the valve plate, the throttling plate, and the second piston. The valve plate can move up and down between the annular convex edge and the second piston.

8. A stop-at-anywhere damper according to claim 7, characterized in that, A limiting protrusion is provided along the inner periphery of the cylinder, and the lower side of the second piston abuts against the limiting protrusion.

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