Active automobile proportional noise reduction shock absorber

Abstract

The utility model belongs to the technical field of automobile shock absorbers, and particularly relates to an active automobile proportional noise reduction shock absorber which is characterized in that the active automobile proportional noise reduction shock absorber comprises a proportional cylinder body and a pressure isolation damping valve, the proportional cylinder body comprises an upper cylinder body and a lower cylinder body, an upper cylinder piston is arranged in the upper cylinder body, and a closed air cavity is formed between the upper cylinder piston and the upper cylinder body; an upper cylinder spring is further arranged between the top of the upper cylinder piston and the upper cylinder body; a lower cylinder piston is arranged in the lower cylinder body, and a lower cylinder spring is arranged between the bottom of the lower cylinder piston and the lower cylinder body; the proportional cylinder is divided into an upper cylinder body and a lower cylinder body by the pressure isolation damping valve, a pilot valve is arranged on the outer side of the lower cylinder body, the lower cylinder body is connected with the ESP pump through an oil supplementing pipe, and an electric control valve is arranged on the oil supplementing pipe; brake oil is filled between the upper cylinder piston and the lower cylinder piston. The composite damping body has the advantages that the composite damping body structure is formed, kinetic energy can be rapidly absorbed and rapidly released, the jolting feeling generated after the automobile passes through a pit wrapping obstacle is reduced, and the comfortable experience of driving is improved.

Description

Technical Field

[0001] This utility model belongs to the field of automotive shock absorber technology, and in particular relates to an active automotive proportional noise reduction shock absorber. Background Technology

[0002] The term "shock absorber" is a common term in the automotive chassis industry. An automotive shock absorber is essentially a vibration damper. Shock absorbers are used not only in the suspension system but also in other locations in automobiles. For example, they are used in the driver's cab, seats, steering wheel, and can also be used as a damper in the vehicle bumper. In the suspension system, the elastic elements vibrate due to impact. To improve the ride comfort, shock absorbers are installed in parallel with the elastic elements in the suspension. To dampen vibrations, the shock absorbers used in automotive suspension systems are mostly hydraulic shock absorbers. Their working principle is that when the frame (or body) and axle vibrate and there is relative motion, the piston inside the shock absorber moves up and down, and the oil in the shock absorber chamber repeatedly flows from one chamber to another through different orifices. At this time, the friction between the orifice wall and the oil, as well as the internal friction between oil molecules, creates a damping force on the vibration, converting the vehicle's vibration energy into oil heat energy, which is then absorbed by the shock absorber and dissipated into the atmosphere. When the cross-section of the oil passage and other factors remain constant, the damping force increases or decreases with the relative speed of movement between the frame and the axle (or wheels), and is related to the viscosity of the oil. The shock absorber and elastic element are responsible for buffering impacts and damping vibrations. Excessive damping force will degrade the elasticity of the suspension and may even damage the shock absorber connecting parts.

[0003] Steering dampers are damping shock absorbers installed in the steering system of automobiles. They come in various structural forms, the most common being a cylindrical damper filled with a viscous fluid, similar in structure to suspension dampers. Their function is to prevent self-excited or forced shimmy of the steering wheels; they also help prevent brake pull. Steering dampers are damping shock absorbers installed in the steering system to reduce impacts directly from uneven road surfaces and vibrations in the steering system, thus improving steering performance. If the steering mechanism uses power steering, which can further reduce impacts and mitigate vibrations, steering dampers are not commonly used in practice.

[0004] Since its inception in the mid-19th century, air suspension has undergone a century of development, evolving through various forms such as "pneumatic spring-airbag composite suspension → semi-active air suspension → central inflation / deflation suspension (i.e., ECAS electronically controlled air suspension system)". It wasn't until the 1950s that it was applied to heavy-duty trucks, buses, cars, and railway vehicles. Currently, almost all high-end buses abroad use air suspension, and the proportion of heavy-duty trucks using air suspension has reached over 80%. The application of air suspension in light vehicles is also rapidly increasing. Some passenger cars are also gradually installing air suspension, such as the Lincoln in the United States and the Benz 300SE and Benz 600 in Germany. In some special vehicles (such as instrument vehicles with high vibration damping requirements, ambulances, special military vehicles, and container transport vehicles), the use of air suspension is almost the only option. In my country, however, air suspension systems are still in their initial stages, and are only used in some luxury buses and a small number of heavy-duty trucks and trailers.

[0005] Generally speaking, the softer the elastic damping element, the less energy it stores, resulting in better damping and vibration reduction. However, if the elastic damping element is designed to be too soft, it cannot provide adequate support; conversely, if it is designed to be too stiff, the energy stored when encountering obstacles will increase, leading to greater vibration. Currently, most commercially available automotive shock absorbers do not allow for adjustment of the stiffness of the elastic damping element, making it impossible to adapt to the required damping performance under various road conditions or loads. Utility Model Content

[0006] The purpose of this invention is to provide an active automotive proportional noise reduction shock absorber that overcomes the shortcomings of existing technologies. It uses an air spring, a metal spring, and brake fluid to form a composite damping body structure. The brake fluid is distributed in the proportional cylinder, which is equipped with a pressure-isolation damping valve. The composite damping body can quickly absorb and release kinetic energy, reducing the bumpy feeling after passing over potholes and obstacles, and improving the driving comfort experience.

[0007] To achieve the above objectives, this utility model employs the following technical solution:

[0008] An active automotive proportional noise reduction damper includes a proportional cylinder body, a pressure isolation damping valve, an upper cylinder spring, a lower cylinder spring, an upper cylinder piston, a lower cylinder piston, and an ESP pump. The proportional cylinder body comprises an upper cylinder body and a lower cylinder body, with an inner diameter ratio of 2-3:1. An upper cylinder piston is housed within the upper cylinder body, forming a sealed air cavity between the top of the upper cylinder piston and the upper cylinder body. The air within this sealed air cavity forms an air spring. An upper cylinder spring is also provided between the top of the upper cylinder piston and the upper cylinder body. The lower cylinder body contains... The lower cylinder piston has a lower cylinder spring between its bottom and the lower cylinder body; the space between the upper and lower cylinder pistons is filled with brake fluid; the pressure damping valve is located at the connection between the upper and lower cylinder bodies; a pilot valve is located on the outside of the lower cylinder body, and the pilot valve is connected to both the upper and lower cylinder bodies; an oil inlet is located on the lower cylinder body above the lower cylinder piston, and the oil inlet is connected to the ESP pump via a make-up oil pipe, which is equipped with an electric control valve; the outer part of the lower cylinder spring is a rubber dust cover or a corrugated pipe dust cover.

[0009] Furthermore, the bottom of the lower cylinder piston is connected to the lower cylinder body by a guide post with a telescopic tie rod structure. A lower cylinder spring is sleeved on the outside of the guide post, and a maximum extension limit is provided on the guide post.

[0010] Furthermore, the lower cylinder piston is movably connected to the sliding column, and a damping vibration damping component is connected to the top of the sliding column.

[0011] Furthermore, the pressure-damping valve includes an upper valve plate and a lower valve plate, with damping holes at corresponding positions on the upper and lower valve plates. The lower valve plate can move left and right relative to the upper valve plate under the drive of the pilot valve, causing the damping holes to open or close. The upper valve plate is fixedly connected to the inside of the lower cylinder body, and each end of the lower valve plate has a contact. The contact end extends into the sealing cover of the lower cylinder body, and a return spring is connected between the contact end and the sealing cover. The pilot valve includes a valve seat, a vertical shaft, a pilot upper piston, a pilot lower piston, and a pilot spring. The vertical shaft is located inside the valve seat. The pilot upper piston is connected to the upper end of the vertical shaft, and the pilot lower piston is connected to the lower end of the vertical shaft. A pilot spring is located between the vertical shaft and the valve seat. A driving arc block is located on the outer wall of the vertical shaft facing the contact end of the lower valve plate. The pilot upper piston is located on the side wall opening of the upper cylinder body, and the valve seat is connected to the side wall opening of the lower cylinder body.

[0012] Furthermore, the damping vibration damping component includes a damping orifice plate and a rubber support plate disposed at the bottom of the damping orifice plate, and the damping orifice plate and the rubber support plate are fixedly connected to the upper end of the sliding column.

[0013] Furthermore, the top sealing plate of the upper cylinder body is provided with a ring of air holes, and a film gasket is provided at the bottom of the air holes. The bottom of the film gasket is connected to a film bracket, and the film gasket is an annular gasket.

[0014] Furthermore, the top of the upper cylinder is provided with a rubber pad and bolts for connecting to the car frame; a limiting block is provided at the lowest position of the upper cylinder piston; and a connecting ring for connecting to the wheel axle is provided at the bottom of the lower cylinder.

[0015] Compared with the prior art, the beneficial effects of this utility model are:

[0016] 1) The composite damping structure, which consists of air springs, metal springs and brake fluid, can quickly absorb and release kinetic energy, reduce the bumpy feeling after passing through potholes and obstacles, and improve the driving comfort. This structure is suitable for cars, heavy SUVs and vans.

[0017] 2) Brake fluid is distributed in the variable-diameter cylinder, and the diameters of the upper and lower pistons in the variable-diameter cylinder are configured in proportion to form different degrees of response to vehicle vibration, thereby improving the vehicle's shock absorption performance.

[0018] 3) The pilot valve of the pressure damping valve installed in the variable diameter cylinder is triggered after the ESP pump actively injects oil or after a large bump is applied, which separates the brake oil in the upper and lower chambers of the variable diameter cylinder, shuts off the flow of brake oil in the variable diameter cylinder, improves the stiffness of the car shock absorber, and thus enhances the support force of the shock absorber. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the structure of an embodiment of the present utility model;

[0020] Figure 2 yes Figure 1 Enlarged view of a portion of point A in the middle;

[0021] Figure 3 yes Figure 1 Enlarged view of a section at point B in the middle;

[0022] Figure 4 yes Figure 1 C-direction view;

[0023] Figure 5 This is a schematic diagram of the damping vibration reduction component structure in an embodiment of this utility model;

[0024] In the diagram: 1-Proportional cylinder block, 2-Pressure-isolation damping valve, 3-Upper cylinder spring, 4-Lower cylinder spring, 5-Upper cylinder piston, 6-Lower cylinder piston, 7-ESP pump, 8-Upper cylinder block, 9-Lower cylinder block, 10-Pilot valve, 11-Oil inlet, 12-Maintenance oil pipe, 13-Electric control valve, 14-Rubber dust cover, 15-Guide column, 16-Slide column, 17-Damping vibration damping assembly, 18-Upper valve plate, 19-Lower valve plate, 2 0-Damping orifice, 21-Contact, 22-Sealing cover, 23-Return spring, 24-Valve seat, 25-Vertical shaft, 26-Pilot upper piston, 27-Pilot spring, 28-Drive arc block, 29-Damping orifice plate, 30-Rubber support plate, 31-Air hole, 32-Film gasket, 33-Film bracket, 34-Rubber gasket, 35-Bolt, 36-Limit block, 37-Connecting ring, 38-Nut, 46-Pilot lower piston. Detailed Implementation

[0025] The technical solution of this utility model will be clearly and completely described below with reference to specific embodiments. Obviously, the described embodiments are some embodiments of this utility model, but not all embodiments.

[0026] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the specific embodiments used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the specific embodiments described below are some embodiments of this utility model. For those skilled in the art, other specific embodiments can be obtained based on these specific embodiments without creative effort.

[0027] The components of the present invention described and shown in the specific embodiments herein can be arranged and designed in numerous different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the specific embodiments is not intended to limit the scope of the claimed invention, but only to illustrate selected embodiments of the invention.

[0028] See Figure 1-5This is a schematic diagram of an active automotive proportional noise reduction shock absorber according to this utility model. It includes a proportional cylinder body 1, a pressure-isolation damping valve 2, an upper cylinder spring 3, a lower cylinder spring 4, an upper cylinder piston 5, a lower cylinder piston 6, and an ESP pump 7. The proportional cylinder body 1 comprises an upper cylinder body 8 and a lower cylinder body 9, with an inner diameter ratio of 2-3:1. The upper cylinder body 8 houses the upper cylinder piston 5, and a sealed air cavity is formed between the top of the upper cylinder piston 5 and the upper cylinder body 8. The air within the sealed air cavity forms an air spring. An upper cylinder spring 3 is also located between the top of the upper cylinder piston 5 and the upper cylinder body 8. The lower cylinder body 9 contains... There is a lower cylinder piston 6, and a lower cylinder spring 4 is provided between the bottom of the lower cylinder piston 6 and the lower cylinder body 9; the space between the upper cylinder piston 5 and the lower cylinder piston 6 is filled with brake fluid; the pressure damping valve 2 is provided at the connection between the upper cylinder body 8 and the lower cylinder body 9, and a pilot valve 10 is provided on the outside of the lower cylinder body 9, which is connected to both the upper cylinder body 8 and the lower cylinder body 9; an oil inlet 11 is provided on the lower cylinder body 9 above the lower cylinder piston 6, and the oil inlet 11 is connected to the ESP pump 7 through the oil replenishment pipe 12, and an electric control valve 13 is provided on the oil replenishment pipe 12; the outer shell of the lower cylinder spring 4 is a rubber dust cover 14 or a corrugated pipe dust cover.

[0029] The bottom of the lower cylinder piston 6 is connected to the lower cylinder body 9 by a guide post 15 with a telescopic tie rod structure. The outer side of the guide post 15 is fitted with a lower cylinder spring 4, and the guide post 15 is provided with a maximum extension limit.

[0030] The lower cylinder piston 6 is movably connected to the sliding column 16, and a damping vibration damping assembly 17 is connected to the top of the sliding column 16. The damping vibration damping assembly 17 includes a damping orifice plate 29 and a rubber support plate 30 located at the bottom of the damping orifice plate 29. The damping orifice plate 29 and the rubber support plate 30 are fixedly connected to the upper end of the sliding column 16 by a nut 38. When the damping vibration damping assembly moves upward along the sliding column 16, the rubber support plate 30 opens all the damping orifices (the damping orifices are circular and distributed in an array). When the rubber support plate 30 moves downward, the rubber support plate 30 closes part of the damping orifices, thereby achieving rapid damping, that is, the damping force is large when the lower cylinder piston 6 rises and small when it falls.

[0031] The pressure-damping valve 2 includes an upper valve plate 18 and a lower valve plate 19, both with a 5mm thick double steel plate structure. The damping holes are densely packed and staggered. Damping holes 20 (a bar-like structure) are provided at corresponding positions on the upper and lower valve plates 18 and 19. The lower valve plate 19 can move left and right relative to the upper valve plate 18 under the drive of the pilot valve 10, opening or closing the damping holes 20. The upper valve plate 18 is fixedly connected to the inside of the lower cylinder 9. Contacts 21 are provided at both ends of the lower valve plate 19, with the ends of the contacts 21 extending into the sealing cover 22 of the lower cylinder 9. The ends of the contacts 21 are in contact with the sealing cover. A return spring 23 is connected between 22; the pilot valve 10 includes a valve seat 24, a vertical shaft 25, an upper pilot piston 26, a lower pilot piston 46, and a pilot spring 27. The vertical shaft 25 is located inside the valve seat 24. The upper pilot piston 26 is connected to the upper end of the vertical shaft 25, and the lower pilot piston 46 is connected to the lower end of the vertical shaft 25. The pilot spring 27 is located between the vertical shaft 25 and the valve seat 24. A drive arc block 28 is provided on the contact end of the lower valve plate 19 on the outer wall of the vertical shaft 25; the upper pilot piston 26 is located on the side wall opening of the upper cylinder 8, and the inner cavity of the valve seat 24 is connected to the side wall hole of the lower cylinder 9. The upper pilot piston 26 is normally in the lower position, and the pressure damping valve 2 is in the closed state when the vehicle body is stationary.

[0032] The top sealing plate of the upper cylinder 8 has a ring of air holes 31, and a film gasket 32 ​​is provided at the bottom of the air holes 31. The bottom of the film gasket 32 ​​is connected to the film bracket 33. The film gasket 32 ​​is an annular gasket. The film gasket 32 ​​acts as a one-way valve. When the gas space between the upper cylinder piston 5 and the upper cylinder is insufficient (for example, due to leakage), air can be automatically replenished through the air holes 31 without the need for additional air replenishment.

[0033] The upper cylinder body 8 has a rubber pad 34 and a bolt 35 on its top for connecting to the car frame; a limiting block 36 is provided at the lowest position of the upper cylinder piston 5; and a connecting ring 37 for connecting to the wheel axle is provided at the bottom of the lower cylinder body 9. The upper cylinder body 8 and the lower cylinder body 9 are connected to the corresponding components of the car.

[0034] The proportional cylinder block 1's structure can deeply compensate for bumps and shocks. The upper cylinder spring 3, lower cylinder spring 4, and lower cylinder piston 6 can provide a rapid shock absorption response on flat roads, improving comfort. The elastic coefficient and preload of the upper cylinder spring 3 and lower cylinder spring 4 can be designed and adjusted appropriately according to the vehicle's weight. The ESP pump 7 injects brake fluid; since brake fluid is incompressible, it can enhance the shock absorber's support force. In the vehicle's unloaded initial equilibrium state, the fluid level determines the vehicle's initial height. Injecting fluid into the lower cylinder block 9 via the ESP pump 7 can raise the vehicle's chassis height, while pressure return controls the vehicle's chassis to drop.

[0035] When the vehicle goes over a large pothole, the wheels and subframe are subjected to upward compressive force. This compresses the lower cylinder spring 4, simultaneously pushing the lower cylinder piston 6 to compress the brake fluid in the lower cylinder chamber. The increased brake fluid pressure in the lower cylinder body 9 pushes the pilot lower piston 46, which in turn pushes the vertical shaft 25 upward, causing the arc block 28 to open the lower valve plate 19 of the pressure-isolation damping valve. The brake fluid flows rapidly into the upper cylinder body 8 through the bar-shaped valve orifice, compressing the upper cylinder piston 5. This causes relative movement, compressing the upper cylinder spring 3 and the air spring together, shortening the overall length of the shock absorber. At this time, the air spring and the metal... The spring and brake fluid work together to provide damping. During this process, the vehicle body rises to a certain height under the force of the bump. After the vehicle body moves over the bump, the lower cylinder spring 4 rebounds, the pressure in the lower cylinder chamber is released, and at the same time the upper cylinder spring 3 and the air spring rebound, the pressure in the upper cylinder increases, pushing the pilot upper piston 26, which in turn pushes the drive block 28. The upper pressure damping valve 2 remains open. When the brake fluid flows back from the upper cylinder to the lower cylinder, the pressure on both sides of the pressure damping valve 2 is balanced. The pilot valve returns to its original position, and the pressure damping valve 2 returns to the closed state.

[0036] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. An active automotive proportional noise reducing shock absorber characterized by, This includes a proportional cylinder block, a pressure-damping valve, an upper cylinder spring, a lower cylinder spring, an upper cylinder piston, a lower cylinder piston, and an ESP pump. The proportional cylinder block includes an upper cylinder block and a lower cylinder block, and the inner diameter ratio of the upper cylinder block and the lower cylinder block is 2-3:1; The upper cylinder body is provided with an upper cylinder piston, and a sealed air cavity is formed between the top of the upper cylinder piston and the upper cylinder body. The air in the sealed air cavity forms an air spring, and an upper cylinder spring is also provided between the top of the upper cylinder piston and the upper cylinder body. The lower cylinder body is provided with a lower cylinder piston, and a lower cylinder spring is provided between the bottom of the lower cylinder piston and the lower cylinder body; The space between the upper cylinder piston and the lower cylinder piston is filled with brake fluid; The pressure-damping valve is located at the connection between the upper cylinder and the lower cylinder. A pilot valve is provided on the outside of the lower cylinder, and the pilot valve is connected to both the upper cylinder and the lower cylinder. The lower cylinder body above the piston of the lower cylinder is provided with an oil inlet, which is connected to the ESP pump through an oil replenishment pipe. An electric control valve is provided on the oil replenishment pipe. The outer part of the lower cylinder spring is a rubber dust cover or a corrugated pipe dust cover.

2. The active vehicle proportional noise-reducing shock absorber according to claim 1, wherein The bottom of the lower cylinder piston is connected to the lower cylinder body by a guide post with a telescopic tie rod structure. The outer side of the guide post is fitted with a lower cylinder spring, and the guide post is provided with a maximum extension limit.

3. The active vehicle proportional noise-reducing shock absorber according to claim 1, wherein The lower cylinder piston is movably connected to the slide column, and a damping vibration damping component is connected to the top of the slide column.

4. The active vehicle proportional noise-reducing shock absorber according to claim 1, wherein The pressure-damping valve includes an upper valve plate and a lower valve plate. Damping holes are provided at corresponding positions on the upper and lower valve plates. The lower valve plate can move left and right relative to the upper valve plate under the drive of the pilot valve, so that the damping holes are opened or closed. The upper valve plate is fixedly connected to the inside of the lower cylinder body. The two ends of the lower valve plate are respectively provided with contacts. The end of the contact extends into the sealing cover of the lower cylinder body. A return spring is connected between the end of the contact and the sealing cover. The pilot valve includes a valve seat, a vertical shaft, an upper pilot piston, a lower pilot piston, and a pilot spring. The vertical shaft is located inside the valve seat. The upper pilot piston is connected to the upper end of the vertical shaft, and the lower pilot piston is connected to the lower end of the vertical shaft. A pilot spring is located between the vertical shaft and the valve seat. A drive arc block is provided on the outer wall of the vertical shaft facing the lower valve plate end contact. The upper pilot piston is located on the side wall opening of the upper cylinder body, and the valve seat is connected to the side wall opening of the lower cylinder body.

5. The active vehicle proportional noise-reducing shock absorber according to claim 3, wherein The damping vibration damping component includes a damping orifice plate and a rubber support plate disposed at the bottom of the damping orifice plate. The damping orifice plate and the rubber support plate are fixedly connected to the upper end of the sliding column.

6. The active vehicle proportional noise-reducing shock absorber according to claim 1, wherein The top sealing plate of the upper cylinder is provided with a ring of air holes, and a film gasket is provided at the bottom of the air holes. The bottom of the film gasket is connected to the film bracket, and the film gasket is an annular gasket.

7. The active vehicle proportional noise-reducing shock absorber according to claim 1, wherein The top of the upper cylinder is provided with a rubber pad and bolts for connecting to the car frame; a limiting block is provided at the lowest position of the upper cylinder piston; and a connecting ring is provided at the bottom of the lower cylinder for connecting to the wheel axle.

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