Shock absorber and bottom valve thereof
By designing the throttling channel and one-way valve assembly of the shock absorber bottom valve, the problem of poor comfort caused by the increase of speed in the damping characteristics of the shock absorber was solved, achieving smooth damping characteristics and better damping effect at high speeds, thus improving the vehicle's running comfort and handling.
Patent Information
- Application Number
- CN202423119858.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-17
- Publication Date
- 2025-11-07
- Estimated Expiration
- 2034-12-17
AI Technical Summary
The damping characteristics of existing shock absorbers increase linearly with the increase of the vertical movement speed of the suspension, resulting in poor vehicle comfort at high speeds.
Design a shock absorber bottom valve, including an inlet throttling channel, an outlet throttling channel and an auxiliary outlet throttling channel. The damping characteristics are controlled by setting multiple one-way valve components and elastic elements. In particular, the damping is reduced by the auxiliary outlet throttling channel at high speeds, thereby improving the vibration reduction effect.
At high speeds, the damping characteristics of the shock absorber are smoother, improving the vehicle's ride comfort and handling.
Smart Images
Figure CN223524307U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to the technical field of automobile damping technology, specifically is a damper and bottom valve thereof. BACKGROUND
[0002] The damper is also called shock absorber, and is an apparatus for accelerating the damping of a vehicle frame and a vehicle body vibration to improve the riding comfort of the vehicle. The damper is mostly hydraulic, and its working principle is that when the vehicle frame and the vehicle bridge are relatively vibrated, the piston in the damper is driven to move up and down. Specifically, when the damper is compressed, the piston moves downward, the volume of the upper cavity increases, the volume of the lower cavity decreases, the flow valve on the piston opens, the oil in the lower cavity enters the upper cavity through the flow valve, and meanwhile, a part of the oil opens a damping passage of the bottom valve, and the oil enters the oil storage cylinder through the damping passage; when the damper is elongated, the piston moves upward, the volume of the upper cavity decreases, and the volume of the lower cavity increases, the extension valve on the piston opens, the oil in the upper cavity enters the lower cavity through the extension valve, and meanwhile, the oil in the oil storage cylinder opens another damping passage of the bottom valve, and the oil enters the lower cavity through the damping passage to supplement the lower cavity. The throttling effect of the bottom valve on the oil makes the damper have damping during compression and elongation. At present, the damping characteristics of the damper are limited by the existing structure of the bottom valve, and the damping increases linearly with the speed of the upward and downward movement of the damper after the bottom valve is opened.
[0003] The comfort and the key performance indicators such as the controllability of the vehicle during operation are mainly embodied by the damping force value characteristics of the damping system. Specifically, when the suspension moves up and down at a high speed, a large damping is needed, and when the suspension moves up and down at a low speed, a small damping is needed. In practice, when the suspension moves up and down at a high speed, if the damping of the damper increases at a corresponding increasing rate along with the increasing speed of the upward and downward movement of the suspension, the problem that the shock absorbing experience becomes worse and the comfort of the vehicle during operation becomes worse along with the increasing speed of the upward and downward movement of the suspension will occur, and further improvement is needed. UTILITY MODEL CONTENTS
[0004] The technical problem to be solved by the utility model is to provide a damper and a bottom valve thereof, so as to change the damping characteristics of the damper during high-speed movement, thereby providing the shock absorbing effect of the damper during the high-speed stage and improving the comfort of the vehicle during operation.
[0005] The utility model discloses a technical scheme that solves its technical problem is: a shock absorber bottom valve, including the valve body, be equipped with the oil inlet throttling channel and the oil outlet throttling channel in the valve body, be equipped with the oil inlet check valve subassembly of sealed cooperation with the oil inlet throttling channel on the valve body, still be equipped with the oil outlet check valve subassembly of sealed cooperation with the oil outlet throttling channel, be equipped with the first elastic piece of control its opening pressure on the oil inlet check valve subassembly, be equipped with the second elastic piece of control its opening pressure on the oil outlet check valve subassembly, still be equipped with the auxiliary oil outlet throttling channel in the valve body, still be equipped with the auxiliary oil outlet check valve subassembly of sealed cooperation with the auxiliary oil outlet throttling channel on the valve body, be equipped with the third elastic piece of control its opening pressure on the auxiliary oil outlet check valve subassembly, and the opening pressure is greater than the opening pressure of the oil outlet check valve subassembly.
[0006] Further, only at least one throttling hole is opened on the oil outlet check valve subassembly, and the sum of the minimum cross-sectional areas of the throttling holes is less than the minimum cross-sectional areas of the oil outlet throttling channel and the oil inlet throttling channel.
[0007] Further, only at least one throttling hole is opened on the oil inlet check valve subassembly, and the sum of the minimum cross-sectional areas of the throttling holes is less than the minimum cross-sectional area of the oil inlet throttling channel.
[0008] Further, at least one throttling hole is opened on the oil inlet check valve subassembly and the oil outlet check valve subassembly respectively, and the sum of the minimum cross-sectional areas of the throttling holes on the oil inlet check valve subassembly plus the sum of the minimum cross-sectional areas of the throttling holes on the oil outlet check valve subassembly is less than the minimum cross-sectional areas of the oil inlet throttling channel and the oil outlet throttling channel.
[0009] Further, the first elastic piece, the second elastic piece and the third elastic piece are all butterfly springs.
[0010] Further, the first elastic piece is sleeved on a screw rod threadedly connected with the valve body and is pressed on one side of the oil inlet check valve subassembly through the screw rod; the second elastic piece is also sleeved on a screw rod threadedly connected with the valve body and is pressed on one side of the oil outlet check valve subassembly through the screw rod.
[0011] Further, the valve body is provided with a magnet.
[0012] The utility model discloses still provide a kind of shock absorber, the bottom of the shock absorber is equipped with above-mentioned a kind of shock absorber bottom valve.
[0013] The beneficial effects of this utility model are as follows: The shock absorber and its bottom valve of this utility model are provided with an auxiliary oil outlet throttling channel and an auxiliary oil outlet check valve assembly, etc., so that when the compression speed of the shock absorber reaches a certain value, that is, at the designed high speed, the auxiliary oil outlet throttling channel 613 can be opened, and the excess fluid in the rodless chamber 12 can also enter the oil storage chamber 3 through the auxiliary oil outlet throttling channel 613, thereby reducing the damping of the shock absorber and making the damping characteristics of the shock absorber increase more gradually with the increase of the compression speed, thereby improving the damping effect of the shock absorber at high speed and improving the driving comfort of the vehicle. Attached Figure Description
[0014] Figure 1 This is a schematic diagram of the vibration damper structure of this utility model;
[0015] Figure 2 This is a schematic diagram of the bottom valve structure of this utility model;
[0016] Figure 3 This is a schematic diagram of the throttling orifice structure;
[0017] The figure shows: cylinder 1, piston 2, oil reservoir 3, bottom valve 6, rod chamber 11, rodless chamber 12, extension valve 21, flow valve 22, valve body 61, magnet 62, screw 63, inlet throttling channel 611, outlet throttling channel 612, auxiliary outlet throttling channel 613, inlet check valve assembly 614, outlet check valve assembly 615, first elastic element 616, second elastic element 617, auxiliary outlet check valve assembly 618, third elastic element 619, and throttling orifice 620. Detailed Implementation
[0018] The present invention will be further described below with reference to the accompanying drawings and embodiments.
[0019] like Figure 1 As shown, the shock absorber of this utility model includes a cylinder 1, an oil reservoir 3, and a piston 2 disposed within the inner cavity of the cylinder 1 and slidingly and sealingly fitted within the inner cavity of the cylinder 1. The piston 2 divides the inner cavity of the cylinder 1 into a rod chamber 11 and a rodless chamber 12. The rod chamber 11 contains a piston rod 4, one end of which extends outside the cylinder 1 and the other end of which is connected to the piston 2. The piston 2 contains an extension valve 21 that allows fluid to flow unidirectionally from the rod chamber 11 to the rodless chamber 12, and a flow valve 22 that allows fluid to flow unidirectionally from the rodless chamber 12 to the rod chamber 11. The bottom of the rodless chamber 12 contains a bottom valve 6. Figure 2As shown, specifically, the bottom valve of the utility model includes valve body 61, the valve body 61 is equipped with oil inlet throttling passage 611 and oil outlet throttling passage 612, one end of oil inlet throttling passage 611 and one end of oil outlet throttling passage 612 are all communicated with rodless cavity 12, the other end of oil inlet throttling passage 611 and the other end of oil outlet throttling passage 612 are all communicated with oil storage cavity 3. The valve body 61 is equipped with oil inlet one-way valve assembly 614 that seals with oil inlet throttling passage 611, is also equipped with oil outlet one-way valve assembly 615 that seals with oil outlet throttling passage 612. Oil inlet one-way valve assembly 614 can only open oil inlet throttling passage 611 when fluid is one-way flow from oil storage cavity 3 to rodless cavity 12, namely when oil inlet, oil outlet one-way valve assembly 615 can only open oil outlet throttling passage 612 when fluid is one-way flow from rodless cavity 12 to oil storage cavity 3, namely when oil outlet. The oil inlet one-way valve assembly 614 is equipped with the first elastic member 616 of controlling its opening pressure, the oil outlet one-way valve assembly 615 is equipped with the second elastic member 617 of controlling its opening pressure, the valve body 61 is also equipped with auxiliary oil outlet throttling passage 613, one end of auxiliary oil outlet throttling passage 613 is communicated with rodless cavity 12, and the other end is communicated with oil storage cavity 3. The valve body 61 is also equipped with auxiliary oil outlet one-way valve assembly 618 that seals with the auxiliary oil outlet throttling passage 613. Auxiliary oil outlet one-way valve assembly 618 can only open auxiliary oil outlet throttling passage 613 when fluid is one-way flow from rodless cavity 12 to oil storage cavity 3. The auxiliary oil outlet one-way valve assembly 618 is equipped with the third elastic member 619 of controlling its opening pressure, and the opening pressure is greater than the opening pressure of the oil outlet one-way valve assembly 615.
[0020] The utility model discloses a shock absorber, when the shock absorber is stretched, the piston 2 movement makes the volume of the rod cavity 11 reduce, the volume of the rodless cavity 12 increases, the fluid in the rod cavity 11 enters the rodless cavity 12 through the stretch valve 21. At the same time, the fluid in the oil storage cavity 3 deforms the first elastic member 616, and further makes the oil inlet check valve assembly 614 move to open the oil inlet throttle passage 611, so that the fluid in the oil storage cavity 3 can enter the rodless cavity 12 through the oil inlet throttle passage 611, and the rodless cavity 12 is supplemented. In this process, the oil outlet check valve assembly 615 always keeps the oil outlet throttle passage 612 closed under the action of the second elastic member 617 and the fluid, and the oil inlet throttle passage 611 and the stretch valve 21 provide damping for the stretching movement of the shock absorber. During the stretching process of the shock absorber, the faster the piston moves out, that is, the greater the upward movement speed of the suspension, the greater the deformation of the first elastic member 616, the farther the movement position of the oil inlet check valve assembly 614, and the greater the opening degree of the oil inlet throttle passage 611. When the shock absorber is compressed, the piston 2 movement makes the volume of the rod cavity 11 increase, the volume of the rodless cavity 12 reduces, the fluid pressure in the rodless cavity 12 increases, part of the fluid in the rodless cavity 1 opens the flow valve 22 and enters the rod cavity 11 through the flow valve 22, and the excess fluid in the rodless cavity 12 deforms the second elastic member 617, and further makes the oil outlet check valve assembly 615 move to open the oil outlet throttle passage 612, so that the excess fluid in the rodless cavity 12 can enter the oil storage cavity 3 through the oil outlet throttle passage 612. In this process, the oil inlet check valve assembly 614 always keeps the oil inlet throttle passage 611 closed under the action of the first elastic member 616 and the fluid; the auxiliary oil outlet check valve assembly 618 always keeps the auxiliary oil outlet throttle passage 613 closed under the action of the third elastic member 619 and the fluid; and the oil outlet throttle passage 612 and the flow valve 22 provide damping for the compression movement of the shock absorber. During the compression process of the shock absorber, the faster the piston moves back, that is, the greater the downward movement speed of the suspension, the greater the fluid pressure in the rodless cavity, the greater the deformation of the second elastic member 617, the farther the movement position of the oil outlet check valve assembly 615, and the greater the opening degree of the oil outlet throttle passage 612. When the compression speed of the shock absorber reaches a certain value, that is, the designed high speed, at this time, the fluid pressure in the rodless cavity can deform the third elastic member 619 to make the auxiliary oil outlet check valve assembly 618 move, and the auxiliary oil outlet throttle passage 613 can be opened, at this time, the excess fluid in the rodless cavity 12 can also enter the oil storage cavity 3 through the auxiliary oil outlet throttle passage 613, so as to reduce the damping of the shock absorber, make the damping characteristic of the shock absorber more gently increase with the increase of the compression speed, and further improve the damping effect of the shock absorber at high speed and improve the running comfort of the vehicle.
[0021] In the utility model, such as Figure 3As shown, in the embodiment of the utility model, only at least one throttle hole 620 is opened on the oil outlet check valve assembly 615, and the sum of the minimum cross-sectional areas of the throttle hole 620 is less than the minimum cross-sectional areas of the oil outlet throttle channel 612 and the oil inlet throttle channel 611. The minimum cross-sectional area of the throttle hole refers to the cross-sectional area at the minimum aperture of the throttle hole. The minimum cross-sectional area of the throttle channel is also the same as the above principle, which is the cross-sectional area at the minimum aperture of the throttle channel.
[0022] After the throttle hole 620 is opened on the oil outlet check valve assembly 615, the oil can enter and exit the rodless cavity through the throttle hole 620, so that when the vibration speed of the shock absorber is small, the oil can enter and exit the oil storage cavity 3 through the throttle hole 620, without the need to open the oil outlet check valve assembly 615 when oil is discharged and the oil inlet check valve assembly 614 when oil is taken in, so that the opening pressure of the oil outlet check valve assembly 615 and the oil inlet check valve assembly 614 can be set to be larger, so that the damping provided by the throttle hole 620 is relied on when the vehicle frame moves up and down at low speed, so that the automobile has better rigidity when vibrating at low speed (the speed of the automobile is generally larger when vibrating at low speed), which helps to improve the handling of the automobile.
[0023] As a variation of the above embodiment, at least one throttle hole 620 can also be opened on the oil inlet check valve assembly 614, and the sum of the minimum cross-sectional areas of the throttle hole 620 is less than the minimum cross-sectional area of the oil inlet throttle channel 611; or, at least one throttle hole 620 is opened on the oil inlet check valve assembly 614 and the oil outlet check valve assembly 615 respectively, and the sum of the minimum cross-sectional areas of the throttle hole 620 on the oil inlet check valve assembly 614 plus the sum of the minimum cross-sectional areas of the throttle hole 620 on the oil outlet check valve assembly 615 is less than the minimum cross-sectional areas of the oil inlet throttle channel 611 and the oil outlet throttle channel 612.
[0024] The first elastic member 616, the second elastic member 617 and the third elastic member 619 can adopt a cylindrical spring, a butterfly spring, etc. In order to make the bottom valve structure more compact, the first elastic member 616, the second elastic member 617 and the third elastic member 619 in the embodiment of the utility model all adopt a butterfly spring.
[0025] In order to conveniently adjust the deformation amount of the first elastic member 616 and the second elastic member 617 according to the requirement, and further adjust the opening pressure of the oil outlet one-way valve assembly 615 and the oil inlet one-way valve assembly 614, in the utility model, the first elastic member 616 is sleeved on the screw rod 63 which is threadedly connected with the valve body 61 and is pressed on one side of the oil inlet one-way valve assembly 614 through the screw rod; the second elastic member 617 is also sleeved on the screw rod 63 which is threadedly connected with the valve body 61 and is pressed on one side of the oil outlet one-way valve assembly 615 through the screw rod. When it is required to adjust the deformation amount of the first elastic member 616 and the second elastic member 617, the corresponding screw rod can be screwed. It can be understood that the first elastic member 616 and the second elastic member 617 can be arranged on one screw rod (such as shown in the figure) or arranged on the screw rods respectively. Figure 2 It can be understood that the first elastic member 616 and the second elastic member 617 can be arranged on one screw rod (such as shown in the figure) or arranged on the screw rods respectively.
[0026] In the utility model, the magnet 62 is arranged on the valve body 61, so as to adsorb the iron core and the like existing in the fluid, so as to reduce the possibility of the bottom valve being blocked.
Claims
1. A shock absorber bottom valve, comprising a valve body (61) provided with an oil inlet throttling passage (611) and an oil outlet throttling passage (612) therein, an oil inlet check valve assembly (614) in sealing cooperation with the oil inlet throttling passage (611) and an oil outlet check valve assembly (615) in sealing cooperation with the oil outlet throttling passage (612) being provided on the valve body (61), a first elastic member (616) for controlling the opening pressure of the oil inlet check valve assembly (614) being provided on the oil inlet check valve assembly (614), and a second elastic member (617) for controlling the opening pressure of the oil outlet check valve assembly (615) being provided on the oil outlet check valve assembly (615), characterized in that: An auxiliary oil outlet throttling channel (613) is arranged in the valve body (61), and an auxiliary oil outlet check valve assembly (618) in sealing cooperation with the auxiliary oil outlet throttling channel (613) is arranged on the valve body (61), and a third elastic member (619) for controlling the opening pressure of the auxiliary oil outlet check valve assembly (618) is arranged on the auxiliary oil outlet check valve assembly (618), and the opening pressure is greater than that of the oil outlet check valve assembly (615).
2. A shock absorber base valve as set forth in claim 1 wherein: Only at least one throttling hole (620) is arranged on the oil outlet check valve assembly (615), and the sum of the minimum cross-sectional areas of the throttling holes (620) is less than the minimum cross-sectional areas of the oil outlet throttling channel (612) and the oil inlet throttling channel (611).
3. A shock absorber base valve as set forth in claim 1 wherein: Only at least one throttling hole (620) is arranged on the oil inlet check valve assembly (614), and the sum of the minimum cross-sectional areas of the throttling holes (620) is less than the minimum cross-sectional area of the oil inlet throttling channel (611).
4. A shock absorber base valve as set forth in claim 1 wherein: At least one throttling hole (620) is arranged on the oil inlet check valve assembly (614) and the oil outlet check valve assembly (615) respectively, and the sum of the minimum cross-sectional areas of the throttling holes (620) on the oil inlet check valve assembly (614) plus the sum of the minimum cross-sectional areas of the throttling holes (620) on the oil outlet check valve assembly (615) is less than the minimum cross-sectional areas of the oil inlet throttling channel (611) and the oil outlet throttling channel (612).
5. A shock absorber base valve as set forth in claim 1 wherein: The first elastic member (616), the second elastic member (617) and the third elastic member (619) are all butterfly springs.
6. A damper base valve as defined in claim 5 wherein: The first elastic member (616) is sleeved on a screw rod in threaded connection with the valve body (61) and is pressed on one side of the oil inlet check valve assembly (614) through the screw rod, and the second elastic member (617) is also sleeved on a screw rod in threaded connection with the valve body (61) and is pressed on one side of the oil outlet check valve assembly (615) through the screw rod.
7. A shock absorber base valve as set forth in claim 1 wherein: A magnet (62) is arranged on the valve body (61).
8. A damper characterized by: The bottom of the shock absorber is provided with a shock absorber bottom valve according to any one of claims 1 to 7. The bottom of the shock absorber is provided with a shock absorber bottom valve according to any one of claims 1 to 7.