Exhaust buffering device and handheld breathing guiding device provided with same

Abstract

The utility model discloses an exhaust buffer device which comprises a female seat and a shaft core. One end of the shaft core is hermetically and movably connected to the inner surface of the female seat along the axial direction, and forms a piston type structure with the female seat; the female seat is provided with at least one receding through hole serving as an air leakage hole. The shaft core is provided with a receding channel in the axial direction in a penetrating mode to serve as an air inlet flow channel. The opening of the air inlet channel facing the female seat is staggered with the air release hole; the exhaust buffer device controls the overflowing area through the relative movement of the shaft core and the female seat along the axial direction; when the shaft core and the female seat move from a first relative position to a second relative position along the axial direction, the overflowing area of the exhaust buffer device is gradually increased; and when the shaft core and the female seat move from the second relative position to the first relative position along the axial direction, the overflowing area of the exhaust buffer device is gradually reduced. The utility model further discloses a handheld breathing guiding device which is provided with the exhaust buffering device, the breathing frequency of a user is accurately simulated, and working noise is reduced.

Description

Technical Field

[0001] This utility model relates to the field of regulating valve equipment, and in particular to an exhaust buffer device. Background Technology

[0002] Currently, devices with exhaust buffering functions are typically used in medium to large-sized equipment or pipeline transmission. For smaller devices using airbags, natural exhaust is usually employed. For example, some breathing aids guide users to adjust their breathing by inflating and deflating airbags. These handheld breathing guides lack corresponding exhaust buffering devices; natural exhaust not only fails to accurately simulate the user's breathing frequency in different usage scenarios but also generates significant exhaust noise, affecting the user experience. To address this issue, an exhaust buffering device is needed to be invented for such small devices where exhaust time and operating noise are critical. Utility Model Content

[0003] The main technical problem to be solved by this utility model is to provide an exhaust buffer device suitable for small equipment that operates through an airbag, so as to reduce exhaust time and reduce operating noise.

[0004] To solve the above-mentioned technical problems, this utility model provides an exhaust buffer device, including a female seat and a shaft core;

[0005] One end of the shaft is axially sealed and movably connected to the inner surface of the female seat, forming a piston-like structure with the female seat;

[0006] The female base is provided with at least one clearance through hole as a vent hole; the shaft core is provided with a clearance channel through it along the axial direction as an air intake channel; the opening of the air intake channel facing the female base is offset from the vent hole.

[0007] The exhaust buffer device controls the flow area by the relative axial movement of the shaft and the female seat; when the shaft and the female seat move axially from the first relative position to the second relative position, the flow area of ​​the exhaust buffer device gradually increases; when the shaft and the female seat move axially from the second relative position to the first relative position, the flow area of ​​the exhaust buffer device gradually decreases.

[0008] In a preferred embodiment, when the shaft and the female seat are in a first relative position, the shaft and the female seat abut in the axial direction;

[0009] The exhaust buffer device is provided with a return channel to directly or indirectly connect the intake channel and the vent.

[0010] In a preferred embodiment, the return channel is disposed on the end face of the shaft facing the female seat; the return channel is directly or indirectly connected to the air intake channel; the projection of the return channel on the female seat passes through the vent hole.

[0011] In a preferred embodiment, the shaft core is further provided with an air vent on the end face facing the female seat; the return channel and the inlet channel are indirectly connected through the air vent.

[0012] In a preferred embodiment, the return channel is disposed on the inner surface of the female seat; the return channel communicates with the vent hole and passes through the projection area of ​​the air intake channel on the female seat.

[0013] In a preferred embodiment, the cross-sectional area of ​​the return channel is smaller than that of the inlet channel, and is matched with the minimum exhaust rate set by the exhaust buffer device.

[0014] In a preferred embodiment, the cross-sectional area of ​​the air intake channel gradually decreases along the direction of gas flow over a certain length of the shaft core.

[0015] In a preferred embodiment, the outer periphery of the female seat has a polygonal outline.

[0016] In a preferred embodiment, the shaft and the female seat are connected by a threaded connection, a sealing ring connection, or a snap-fit ​​connection.

[0017] This utility model also provides a handheld breathing guide, including the exhaust buffer device described above; the handheld breathing guide is used to periodically inflate and deflate the airbag through an inflation / deflation assembly; the exhaust buffer device is included in the inflation / deflation assembly and is used to adjust the deflation time of the airbag.

[0018] Compared with the prior art, the technical solution of this utility model has the following beneficial effects:

[0019] The exhaust buffer device provided by this utility model is equipped with the return channel, which not only enables the device to have a rated initial exhaust rate, but also works in conjunction with the "large on the outside and small on the inside" intake channel to double throttle and decelerate the flowing gas, which not only effectively delays the exhaust time, but also greatly reduces exhaust noise.

[0020] The exhaust buffer device provided by this utility model controls the flow area by adjusting the exhaust time through the axial distance between the female seat and the shaft core. It has high control precision and is convenient for users to make precise adjustments according to their needs.

[0021] The exhaust buffer device provided by this utility model has a simple overall structure, stable connection, and small space occupation. It is not only easy for users to operate, but also conducive to mass production and assembly, thus it can be widely used in small equipment with airbags.

[0022] The handheld breathing guide provided by this utility model has an exhaust buffer device in the inflation and deflation assembly, which not only accurately simulates the user's breathing frequency, but also reduces working noise and provides a better user experience. Attached Figure Description

[0023] Figure 1 This is a perspective view of the exhaust buffer device described in Embodiment 1 of this utility model;

[0024] Figure 2 This is a plan view of the female seat described in Embodiment 1 of this utility model, wherein... Figure 2 A is the main view. Figure 2 B is a side sectional view;

[0025] Figure 3 This is a planar schematic diagram of the shaft core described in Embodiment 1 of this utility model, wherein... Figure 3 A is the main view. Figure 3 B is a side sectional view;

[0026] Figure 4 This is a side sectional view of the exhaust buffer device described in Embodiment 1 of this utility model, wherein... Figure 4 A is a side sectional view when the object is in the first relative position. Figure 4 B is a side sectional view when the object is in the second relative position;

[0027] Figure 5 This is a schematic exploded view of the handheld breathing guide described in Embodiment 2 of this utility model (the dashed line in the figure indicates the trachea). Detailed Implementation

[0028] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the protection scope of the present utility model.

[0029] In the description of this utility model, it should be noted that the terms "upper," "lower," "inner," "outer," "top / bottom," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0030] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed", "equipped with", "sleeved / connected", "connected", etc., should be interpreted broadly. For example, "connection" can be a wall-mounted connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. For those skilled in the art, the specific meaning of the above terms in this utility model can be understood according to the specific circumstances.

[0031] Example 1

[0032] like Figures 1-4 As shown, this embodiment provides an exhaust buffer device 1, including a female seat 11 and a shaft 12. One end of the shaft 12 is axially sealed and movably connected to the inner surface of the female seat 11, forming a piston-like structure with the female seat 11, and the other end is connected to an external air pipe. The female seat 11 is provided with a vent hole 1111, and the shaft 12 is axially perforated with an air intake channel 121, the opening of the air intake channel 121 facing the female seat 11 being offset from the vent hole 1111. The exhaust buffer device 1 controls the flow area by adjusting the axial distance between the shaft 12 and the female seat 11.

[0033] like Figures 1-4 As shown, the female seat 11 includes a sidewall 112 and a first end face 111, which together form a cup-shaped structure. The inner surface of the sidewall 112 is provided with a thread. Correspondingly, the shaft core 12 also has a thread on its surface, and the outer diameter of the shaft core 12 is equal to the inner diameter of the female seat 11. Thus, the female seat 11 and the shaft core 12 are connected in a sealed manner through a threaded engagement, and can move relative to each other or remain in a stable stationary state along the axial direction. To facilitate user operation of the exhaust buffer device 1, the outer periphery of the female seat 11 is polygonal.

[0034] For those skilled in the art, there are various ways to achieve a sealed movable connection between the female seat 11 and the shaft core 12. As an equivalent alternative to this embodiment, in other embodiments, a sealing ring or a snap fastener can be used to achieve a sealed movable connection between the female seat 11 and the shaft core 12, which can also achieve relative movement or stable stillness between the female seat 11 and the shaft core 12 along the axial direction.

[0035] like Figures 3-4 The shaft core 12 has a clearance channel extending through it axially, serving as an air intake channel 121. The air intake channel 121 forms a first air port 1211 with one end face of the shaft core 12, and a second air port 1212 with the other end face. The second air port 1212 is closer to the first end face 111 than the first air port 1211. Starting from the first air port 1211, the cross-sectional area of ​​the air intake channel 121 gradually decreases in the direction of extension toward the second air port 1212. Through the variable cross-sectional structure of "larger outside and smaller inside", the gas is decelerated for the first time.

[0036] For ease of description, the cavity constructed between the end face where the second air port 1212 is located and the first end face 111 is defined as the exhaust cavity 13. A clearance through hole is provided on the first end face 111 of the female seat 11 as a vent hole 1111. It is understood that the number of vent holes 1111 should not be limited; in other embodiments, two or more vent holes 1111 may be provided. The vertical projection of the second air port 1212 onto the first end face 111 is offset from the vent hole 1111. The connecting area constructed between the first air port 1211 and the vent hole 1111 is the gas passage route within the exhaust buffer device 1, i.e., the throttling channel. Figure 4 It is known that the throttling channel includes the intake air passage 121, the exhaust cavity 13, and the vent hole 1111.

[0037] like Figures 1-4As shown, when the female seat 11 and the shaft core 12 are in the first relative position, the end face where the second air port 1212 is located abuts against the first end face 111. To ensure that the exhaust buffer device 1 can still exhaust at a set minimum exhaust rate in this state, the shaft core 12 is provided with a return channel 122 and an air intake 123 on the end face facing the first end face 111. The return channel 122 is an annular structure, surrounding the outer periphery of the second air port 1212. The cross-sectional area of ​​the air intake 123 is not smaller than that of the return channel 122, and it is used to connect the second air port 1212 and the return channel 122. It is understood that in other embodiments, the air intake 123 may not be necessary; in this case, the return channel 122 can be spiral-shaped and directly connected to the second air port 1212. To ensure that the gas can be smoothly discharged from the exhaust buffer device 1, the projection of the return channel 122 on the first end face 111 passes through the vent hole 1111. The cross-sectional area of ​​the return channel 122 is smaller than that of the inlet channel 121 to throttle and decelerate the gas passing through it. The cross-sectional area of ​​the return channel 122 is designed to match the minimum exhaust rate. Therefore, when the female seat 11 and the shaft core 12 are in the first relative position, the gas from the inlet channel 121 is decelerated after impacting the first end face 111, and then enters the return channel 122 through the air inlet 123 for further throttling and deceleration, before being discharged from the vent hole 1111 at the minimum exhaust rate. In this state, the exhaust buffer device 1 has the longest exhaust time. The inlet channel 121, the first end face 111, and the return channel 122 perform multiple decelerations on the gas flowing through the exhaust buffer device 1, effectively reducing the exhaust noise of the exhaust buffer device 1 under minimum flow conditions.

[0038] As a simple alternative to this embodiment, the return channel 122 can also be located on the side of the first end face 111 facing the shaft core 12, and pass through the vent hole 1111. The air inlet 123 can be located on the shaft core 12 or on the first end face 111 to connect the air intake channel 121 and the return channel 122.

[0039] like Figure 4As shown, rotating the female seat 11 causes it to separate from the shaft core 12 from the first relative position. This causes the gas flow area within the exhaust buffer device 1 to gradually increase, and the exhaust time of the exhaust passage to gradually shorten. Specifically, during this movement, the distance from the second air port 1212 to the first end face 111 gradually increases, causing the area of ​​the vertical surface between the outline of the second air port 1212 and the first end face 111 to gradually increase, thus increasing the flow area of ​​the throttling channel. When the female seat 11 and the shaft core 12 continue to separate until they reach the second relative position, the area of ​​the vertical surface is equal to the smaller of the areas of the second air port 1212 and the vent hole 1111. At this point, the flow area of ​​the throttling channel reaches its maximum, and the exhaust time is the shortest. If the female seat 11 continues to rotate, causing it to separate from the shaft core 12, the flow area of ​​the throttling channel remains unchanged, and the exhaust time also remains unchanged. Similarly, as the female seat 11 and the shaft core 12 move towards each other from the second relative position to the first relative position, the distance from the second air port 1212 to the first end face 111 gradually decreases, causing the flow area of ​​the throttling channel to gradually decrease and the exhaust time to gradually increase. When the female seat 11 and the shaft core 12 move between the first relative position and the second relative position, some airflow, after passing through the second air port 1212, flows into the return channel 122 from the air intake port 123, thereby achieving deceleration.

[0040] As a simple alternative to this embodiment, in other embodiments, a clearance groove can be provided axially on the side wall 112 of the female seat 11 to connect the exhaust cavity 13 with the external space, and the vent hole 1111 is not provided on the first end face 111. This alternative solution controls the flow area of ​​the throttling channel by the communication area between the clearance groove and the exhaust cavity 13. When the female seat 11 and the shaft core 12 are in the first relative position, the communication area between the exhaust cavity 13 and the clearance groove is at its minimum, and the exhaust time of the exhaust passage is the longest. As the female seat 11 and the shaft core 12 begin to move away from the first relative position to the second relative position, the communication area between the exhaust cavity 13 and the clearance groove gradually increases, and the flow area of ​​the throttling channel gradually increases. When the connecting area between the exhaust cavity 13 and the clearance groove is equal to the area of ​​the second air port 1212, the female seat 11 and the shaft core 12 reach the second relative position. At this time, the flow area of ​​the throttling channel is the largest and the exhaust time of the exhaust passage is the shortest.

[0041] Example 2

[0042] like Figure 5As shown, this embodiment provides a handheld breathing guide, including an airbag 3 and an inflation / deflation assembly 2. The inflation / deflation assembly 2 is equipped with the exhaust buffer device 1 described in Embodiment 1.

[0043] The inflation / deflation assembly 2 simulates the expansion and contraction of the human lungs during respiration by periodically inflating and deflating the airbag 3, thereby guiding the user to adjust their breathing. The simulated breathing frequency and depth of the handheld breathing guide should vary depending on the usage scenario or the user. Natural deflating obviously cannot accurately simulate different breathing rhythms. Furthermore, natural deflating produces significant initial noise, affecting the user experience. To address this technical problem, the inflation / deflation assembly 2 incorporates a deflating buffer device 1 in the deflating path to adjust the deflating time and reduce deflating noise.

[0044] like Figure 5 As shown, the inflation / deflation assembly 2 includes a solenoid valve 21, a first air pipe, and the deflation buffer device 1. The shaft 12 of the deflation buffer device 1 is connected downstream of the solenoid valve 21 via the first air pipe. When the inflation / deflation assembly 2 deflates, the gas from upstream is throttled and slowed down by the deflation buffer device 1 before being discharged. The user can adjust the axial distance between the female seat 11 and the shaft 12 of the deflation buffer device 1 to control the deflation time according to their own usage requirements.

[0045] The above description is merely a preferred embodiment of the present utility model and does not limit the patent scope of the present utility model. All technically equivalent modifications made based on the content of the present utility model specification shall fall within the protection scope of the present utility model.

Claims

1. An exhaust gas buffer device characterized by: The female seat and the shaft core are included; One end of the shaft core is axially closed and movably connected to the inner surface of the female seat, and the female seat and the shaft core form a piston structure; At least one clearance hole is arranged on the female seat as a gas escape hole; a clearance channel is arranged on the shaft core in the axial direction as an air inlet channel; the opening of the air inlet channel towards the female seat is arranged in a staggered manner with the gas escape hole; The exhaust buffer device controls the flow area through the relative movement of the shaft core and the female seat in the axial direction; when the shaft core and the female seat move from the first relative position to the second relative position in the axial direction, the flow area of the exhaust buffer device gradually increases; when the shaft core and the female seat move from the second relative position to the first relative position in the axial direction, the flow area of the exhaust buffer device gradually decreases.

2. The exhaust buffer device according to claim 1, characterized by: When the shaft core and the female seat are in the first relative position, the shaft core and the female seat abut in the axial direction; The exhaust buffer device is provided with a backflow channel to directly or indirectly connect the air inlet channel and the gas escape hole.

3. An exhaust buffer device according to claim 2, characterised in that: The backflow channel is arranged on the end surface of the shaft core towards the female seat; the backflow channel directly or indirectly communicates with the air inlet channel; the projection of the backflow channel on the female seat passes through the gas escape hole.

4. The exhaust buffer device of claim 3, wherein: The shaft core is also provided with an air inlet on the end surface towards the female seat; the backflow channel and the air inlet channel are indirectly connected through the air inlet.

5. The exhaust buffer device of claim 2, wherein: The backflow channel is arranged on the inner surface of the female seat; the backflow channel communicates with the gas escape hole, and the projection area of the backflow channel on the female seat passes through the air inlet channel.

6. An exhaust buffer device according to any one of claims 2 to 5, characterised in that: The cross-sectional area of the backflow channel is smaller than that of the air inlet channel, and matches the minimum exhaust rate set by the exhaust buffer device.

7. An exhaust buffer device according to any one of claims 1 or 2, characterized in that: On a certain length of the shaft core, the cross-sectional area of the air inlet channel gradually decreases in the direction of gas flow.

8. An exhaust buffer device according to any one of claims 1 or 2, characterized in that: The outer periphery of the female seat adopts a polygonal contour.

9. An exhaust buffer device according to any one of claims 1 or 2, characterized in that: The shaft core and the female seat are connected by threads, sealing rings or buckles.

10. A hand-held breath inducer, characterized by: The exhaust buffer device of any one of claims 1-9 is included; The hand-held breathing guide uses the inflation and deflation assembly to periodically inflate and deflate the air bag; The exhaust buffer device is included in the inflation and deflation assembly to adjust the deflation time of the air bag.

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