Electric energy recovery permanent magnet auxiliary shock absorber for vehicle

Abstract

The utility model relates to an automotive electric energy recovery permanent magnet auxiliary shock absorber, and relates to the field of shock absorbers, the automotive electric energy recovery permanent magnet auxiliary shock absorber comprises a connecting pipe used for being connected with an automobile frame and further comprises a connecting rod connected with a wheel frame, the connecting rod is slidably connected with the connecting pipe in an inserted mode, and a shock absorption elastic piece is installed between the connecting pipe and the connecting rod; one side of the connecting pipe is provided with two adapting pipes which are mutually inserted, one adapting pipe is fixedly connected with an n-pole magnet block and an s-pole magnet block which are arranged up and down, and the other adapting pipe is fixedly connected with an s-pole magnet block and an n-pole magnet block which are arranged up and down; the n-pole magnet block on each adapting pipe and the s-pole magnet block on the other adapting pipe attract each other, one adapting pipe is fixedly connected with the connecting pipe, and the other adapting pipe is fixedly connected with the connecting rod. The method has the effect of improving the riding comfort.

Description

Technical Field

[0001] This application relates to the field of shock absorbers, and more particularly to a permanent magnet-assisted shock absorber for vehicle electrical energy recovery. Background Technology

[0002] Shock absorbers (also known as vibration dampers) are the core components of a car's suspension system. They work in conjunction with springs and are typically installed between the vehicle frame and wheel frame. Their main function is to absorb and dissipate the vibration energy generated by road impacts, converting the vibration into heat energy for dissipation. This improves ride comfort, reduces bumps, enhances handling stability, prevents excessive bouncing or body roll, and increases tire grip.

[0003] When a car encounters a bump, the springs in the shock absorbers vibrate repeatedly to absorb the impact of the road surface. However, when encountering larger bumps, the shock absorbers may fail to effectively dampen the spring vibrations, causing the car body to bounce repeatedly and affecting ride comfort. Utility Model Content

[0004] To improve ride comfort, this application provides a vehicle-mounted electric energy recovery permanent magnet assisted shock absorber.

[0005] This application provides a vehicle-mounted electric energy recovery permanent magnet-assisted shock absorber with the following technical solution:

[0006] A vehicle-mounted electric energy recovery permanent magnet-assisted shock absorber includes a connecting tube for connecting to a vehicle frame and a connecting rod for connecting to a wheel frame. The connecting rod is slidably inserted into the connecting tube. A shock-absorbing elastic element is installed between the connecting tube and the connecting rod. Two interlocking receiving tubes are provided on one side of the connecting tube. One receiving tube is fixedly connected to an upper and lower arranged n-pole magnet and an lower and upper arranged s-pole magnet and an n-pole magnet are fixedly connected to it. The n-pole magnet on each receiving tube is attracted to the s-pole magnet on the other receiving tube. One receiving tube is fixedly connected to the connecting tube, and the other receiving tube is fixedly connected to the connecting rod.

[0007] By adopting the above technical solution, the sliding plug-in structure between the connecting pipe and the connecting rod enables relative movement between the wheel frame and the vehicle frame, thereby absorbing vibration energy during vehicle operation. The inclusion of shock-absorbing elastic components further enhances the shock absorption effect, making the vehicle ride smoother. The two receiving pipes are respectively equipped with mutually attracting n-pole magnets and s-pole magnets, which generate magnetic force when the connecting pipe and connecting rod move relative to each other, effectively assisting in shock absorption and recovering vibration energy, improving energy utilization efficiency, and enhancing ride comfort.

[0008] Preferably, each of the two receiving pipes has a mounting groove on one side wall that is close to each other, and the n-pole magnet and the s-pole magnet are fixedly connected in the corresponding mounting groove.

[0009] By adopting the above technical solution, the n-pole magnet and the s-pole magnet are fixedly connected in the mounting groove on one side wall of the receiving pipe, ensuring stable installation of the magnets and reducing the possibility of displacement or detachment within the receiving pipe, thereby improving the overall structural stability of the shock absorber. Simultaneously, this installation method allows for more precise positioning of the magnets, helping to enhance the attraction between them and further improving the shock absorption effect of the shock absorber.

[0010] Preferably, the n-pole magnet block and the s-pole magnet block are glued into the corresponding mounting grooves.

[0011] By employing the above technical solution, the n-pole and s-pole magnets are glued into their respective mounting slots, ensuring a more secure and reliable fixation between the magnets and the mounting pipe, reducing the likelihood of the magnets loosening or falling off due to vibration during vehicle operation. Simultaneously, the glue-sealing method also provides a certain degree of sealing, preventing dust or moisture from entering the mounting slots, thereby improving the stability and durability of the shock absorber.

[0012] Preferably, a first cover body is fixedly connected to the connecting pipe, which covers the connecting pipe and the receiving pipe inside; a second cover body is fixedly connected to the connecting rod, which covers the connecting rod and the receiving pipe inside; and the ends of the first cover body and the second cover body that are close to each other are slidably inserted into each other.

[0013] By adopting the above technical solutions, the design of cover one and cover two can effectively protect the connecting pipe, connecting rod, and bearing pipe from the influence of the external environment, thereby improving the overall structural durability. At the same time, the sliding and plugging design of cover one and cover two ensures that the relative movement of each component of the shock absorber is not hindered during operation, and also enhances the sealing and stability of the entire device.

[0014] Preferably, both the first cover and the second cover are antimagnetic protective covers.

[0015] By adopting the above technical solution, the anti-magnetic protective cover can effectively shield the external magnetic field from interference with the internal magnets and magnetic coils of the shock absorber, ensuring stable and reliable adsorption between the magnets, while protecting the normal operation of the magnetic coils and improving energy recovery efficiency. Furthermore, the anti-magnetic protective cover can also limit the leakage of magnetic fields generated inside the shock absorber, reducing the possibility of impact on other electronic devices in the vehicle.

[0016] Preferably, a magnetic coil is installed between the two receiving pipes, and the magnetic coil is connected in sequence to a transformer, a rectifier, and a battery.

[0017] By adopting the above technical solution, during the operation of the shock absorber, the relative positions of the n-pole and s-pole magnets change when the two bearing pipes move relative to each other, thereby generating an induced current in the magnetic coil. This induced current is then boosted by a transformer, converted into direct current by a rectifier, and stored in the battery, achieving energy recovery. This design not only converts mechanical energy during the shock absorption process into electrical energy, improving vehicle energy efficiency, but also reduces the vehicle's dependence on traditional energy sources, resulting in energy conservation and environmental protection.

[0018] Preferably, an auxiliary spring is installed inside the first and second covers, with one end of the auxiliary spring fixedly connected to the inner top wall of the first cover and the other end fixedly connected to the inner bottom wall of the second cover.

[0019] By adopting the above technical solution, the auxiliary spring can effectively absorb and buffer the vibration impact from the wheel frame during operation, further improving the shock absorption effect. Simultaneously, the auxiliary spring works in conjunction with the shock-absorbing elastic component to ensure smoother relative movement between the connecting tube and connecting rod, thereby enhancing the overall stability and reliability of the shock absorber. Furthermore, the auxiliary spring can also reduce the load on other components to a certain extent, extending the service life of the shock absorber.

[0020] Preferably, the shock-absorbing elastic element is a shock-absorbing spring sleeved on the outside of the connecting pipe, with one end of the shock-absorbing spring fixedly connected to the inner top wall of the first cover and the other end fixedly connected to the inner bottom wall of the second cover.

[0021] By adopting the above technical solution, the vibration energy generated during vehicle operation can be effectively absorbed, reducing the impact of vibration on the vehicle and passengers, and improving driving comfort. At the same time, the damping spring helps stabilize the relative position of the connecting tube and connecting rod, enhancing the overall stability of the shock absorber.

[0022] In summary, this application includes at least one of the following beneficial technical effects:

[0023] 1. Effectively assists in shock absorption and recovery of vibration energy, improving energy utilization efficiency and enhancing ride comfort;

[0024] 2. The damping elastic element effectively absorbs and buffers the vibration energy during vehicle operation, and works in synergy with the magnetic block to ensure a balance between damping performance and energy recovery function;

[0025] 3. Improved system stability and reliability, and solved the problems of complex structure and low energy conversion efficiency in existing technologies. Attached Figure Description

[0026] Figure 1 This is a cross-sectional view illustrating the structure of the shock absorber in an embodiment of this application.

[0027] Explanation of reference numerals in the attached drawings: 1. Connecting pipe; 2. Connecting rod; 3. Cover body one; 31. Auxiliary spring; 4. Cover body two; 5. Shock-absorbing elastic element; 6. Support pipe; 61. Mounting groove; 7. N-pole magnet; 8. S-pole magnet; 9. Magnetic coil. Detailed Implementation

[0028] The following is in conjunction with the appendix Figure 1 This application will be described in further detail.

[0029] This application discloses a vehicle-mounted electric energy recovery permanent magnet auxiliary shock absorber. (Refer to...) Figure 1 The shock absorber includes a connecting tube 1 and a connecting rod 2. The connecting tube 1 is used to connect to the car frame, and the connecting rod 2 is used to connect to the wheel frame. The ends of the connecting rod 2 and the connecting tube 1 that are close to each other are slidably inserted into each other.

[0030] A cover 3 is fixedly connected to the connecting pipe 1, covering the connecting pipe 1 inside. The upper end of the connecting pipe 1 is fixedly connected to the top wall of the cover 3. A cover 4 is fixedly connected to the connecting rod 2, covering the connecting rod 2 inside. The lower end of the connecting rod 2 is fixedly connected to the bottom wall of the cover 4.

[0031] A shock-absorbing elastic element 5, which is a shock-absorbing spring, is installed between the connecting pipe 1 and the connecting rod 2. The upper end of the shock-absorbing spring is fixedly connected to the inner top wall of the first cover 3, and the lower end is fixedly connected to the inner bottom wall of the second cover 4. The shock-absorbing spring has good elasticity and fatigue resistance, and can effectively absorb the vibration energy during vehicle operation. Alternatively, a shock-absorbing airbag can be used as the shock-absorbing elastic element 5.

[0032] Two receiving pipes 6 are sleeved on the outside of the connecting pipe 1. Each of the two receiving pipes 6 has a mounting groove 61 on one side that is close to each other. Each mounting groove 61 is equipped with an n-pole magnet 7 and an s-pole magnet 8. Both the n-pole magnet 7 and the s-pole magnet 8 are O-shaped permanent magnets. The n-pole magnet 7 and the s-pole magnet 8 are glued and fixed in the mounting groove 61.

[0033] In one mounting slot 61, the n-pole magnet 7 and the s-pole magnet 8 are arranged vertically, while in the other mounting slot 61, the n-pole magnet 7 and the s-pole magnet 8 are arranged vertically. The n-pole magnet 7 on each of the receiving pipes 6 is attracted to the s-pole magnet 8 on the other receiving pipe 6. One of the receiving pipes 6 is fixedly connected to the inner top wall of the cover 3, and the other receiving pipe 6 is fixedly connected to the inner bottom wall of the cover 4.

[0034] A magnetic coil 9 is installed between the two receiving pipes 6. The magnetic coil 9 is fixedly connected to the opening of one of the mounting slots 61. The magnetic coil 9 can be made of multi-turn copper wire. The output terminal of the magnetic coil 9 is connected to the input terminal of the transformer, the output terminal of the transformer is connected to the input terminal of the rectifier, and the output terminal of the rectifier is connected to the input terminal of the battery. The transformer is used to boost the induced electromotive force to a voltage level suitable for charging the battery. The rectifier converts alternating current to direct current. The battery is used to store the recovered electrical energy.

[0035] Both housing 3 and housing 4 are anti-magnetic protective covers. These covers can be made of soft magnetic materials, capable of shielding against external magnetic field interference and reducing the impact of the magnets on external components. An auxiliary spring 31 is also installed inside housing 3 and housing 4. The auxiliary spring 31 can be a helical spring, with one end fixedly connected to the inner top wall of housing 3 and the other end fixedly connected to the inner bottom wall of housing 4. The auxiliary spring 31 provides additional support under extreme operating conditions, further improving vibration damping performance.

[0036] The implementation principle of a vehicle-mounted energy recovery permanent magnet-assisted shock absorber according to this application embodiment is as follows: When the vehicle encounters vibrations caused by uneven road surfaces during driving, the connecting rod 2 slides up and down relative to the connecting pipe 1, causing relative movement between the two receiving pipes 6. Due to the attraction between the n-pole magnet 7 and the s-pole magnet 8, the relative movement between the magnets generates an induced electromotive force in the magnetic coil 9, thereby realizing energy recovery. At the same time, the shock-absorbing elastic element 5 and the auxiliary spring 31 can effectively absorb vibration energy, improving ride comfort and vehicle stability. This solution, through the combination of permanent magnets and magnetic coil 9, achieves efficient and stable energy recovery, solves the problems existing in the prior art, and significantly improves the overall performance of the shock absorber.

[0037] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A vehicle electric energy recovery permanent magnet auxiliary shock absorber, characterized in that: The system includes a connecting tube (1) for connecting to the vehicle frame and a connecting rod (2) for connecting to the wheel frame. The connecting rod (2) is slidably inserted into the connecting tube (1). A shock-absorbing elastic element (5) is installed between the connecting tube (1) and the connecting rod (2). Two interlocking receiving tubes (6) are provided on one side of the connecting tube (1). One of the receiving tubes (6) is fixedly connected with an upper and lower n-pole magnet (7) and an lower and upper s-pole magnet (8). The other receiving tube (6) is fixedly connected with an upper and lower s-pole magnet (8) and an upper and lower n-pole magnet (7). The n-pole magnet (7) on each receiving tube (6) is attracted to the s-pole magnet (8) on the other receiving tube (6). One receiving tube (6) is fixedly connected to the connecting tube (1), and the other receiving tube (6) is fixedly connected to the connecting rod (2).

2. The electric energy recovery permanent magnet auxiliary shock absorber for vehicle according to claim 1, characterized in that: The two receiving pipes (6) have mounting grooves (61) on their side walls that are close to each other, and the n-pole magnet (7) and s-pole magnet (8) are fixedly connected in the corresponding mounting grooves (61).

3. The electric energy recovery permanent magnet auxiliary shock absorber for vehicle according to claim 2, characterized in that: The n-pole magnet (7) and s-pole magnet (8) are glued into the corresponding mounting grooves (61).

4. The electric energy recovery permanent magnet auxiliary shock absorber for vehicle of claim 1, wherein: The connecting pipe (1) is fixedly connected to a cover body one (3) that covers the connecting pipe (1) and the receiving pipe (6) inside. The connecting rod (2) is fixedly connected to a cover body two (4) that covers the connecting rod (2) and the receiving pipe (6) inside. The ends of the cover body one (3) and the cover body two (4) that are close to each other are slidably inserted into each other.

5. The electric energy recovery permanent magnet auxiliary shock absorber for vehicle as claimed in claim 4, wherein: Both the first cover (3) and the second cover (4) are antimagnetic protective covers.

6. The electric energy recovery permanent magnet auxiliary shock absorber for vehicle of claim 1, wherein: A magnetic coil (9) is installed between the two receiving pipes (6), and the magnetic coil (9) is connected in sequence to a transformer, a rectifier, and a storage battery.

7. The electric energy recovery permanent magnet auxiliary shock absorber for vehicle as claimed in claim 5 wherein: An auxiliary spring (31) is installed inside the first cover (3) and the second cover (4). One end of the auxiliary spring (31) is fixedly connected to the inner top wall of the first cover (3), and the other end is fixedly connected to the inner bottom wall of the second cover (4).

8. The electric energy recovery permanent magnet auxiliary shock absorber for vehicle as claimed in claim 5 wherein: The shock-absorbing elastic element (5) is a shock-absorbing spring sleeved on the outside of the connecting pipe (1). One end of the shock-absorbing spring is fixedly connected to the inner top wall of the cover body one (3), and the other end is fixedly connected to the inner bottom wall of the cover body two (4).

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