Shock absorber and vehicle

Abstract

The utility model provides a shock absorber and a vehicle. A shock absorber includes: a working cylinder having a working chamber; the piston assembly comprises a piston rod and a piston body, the piston rod is movably arranged in the working cavity, an internal channel is formed in the piston rod, the piston body is arranged on the piston rod in a sleeving mode and divides the working cavity into an upper cavity and a lower cavity, the piston body comprises a main channel, and the main channel communicates with the upper cavity and the lower cavity; the valve group comprises a shell and a regulating valve, the shell is fixedly connected with the piston rod, the shell is provided with a middle channel, a mounting cavity and an overflow hole, and the regulating valve is mounted in the mounting cavity; wherein the inner channel is communicated with the upper cavity and the middle channel, the adjusting valve is located at the communication position of the middle channel and the installation cavity and used for adjusting the communication relation between the middle channel and the installation cavity, and the installation cavity and the lower cavity are communicated through the overflow hole. According to the scheme, additional damping can be added on the basis of original damping force provided by the shock absorber.

Description

Technical Field

[0001] This application relates to the field of shock absorber technology, and more specifically, to a shock absorber and a vehicle. Background Technology

[0002] Today, automobiles are indispensable for daily travel and freight transportation. However, road conditions are complex, and due to factors such as road construction, traffic pressure, and natural damage, some roads have uneven surfaces or potholes. When a vehicle travels at high speed over these bumpy roads, the suspension system is subjected to a strong impact instantly, and the shock absorbers quickly enter their extension stroke.

[0003] However, the damping force adjustment of existing shock absorbers is limited to a single range of strokes, making it difficult to match the impact forces of sudden changes in road conditions. This results in excessive vertical displacement of the vehicle body when driving over bumpy roads, affecting the user's driving experience. Utility Model Content

[0004] This application provides a shock absorber and a vehicle that can add additional damping on top of the original damping force provided by the shock absorber.

[0005] In a first aspect, this application provides a vibration damper, comprising:

[0006] The working cylinder has a working chamber;

[0007] A piston assembly includes a piston rod and a piston body. The piston rod is movably disposed in the working chamber and has an internal channel. The piston body is sleeved on the piston rod and divides the working chamber into an upper chamber and a lower chamber. The piston body includes a main channel that connects the upper chamber and the lower chamber.

[0008] A valve assembly includes a housing and a regulating valve. The housing is fixedly connected to the piston rod. The housing has a central channel, a mounting cavity, and an overflow hole. The regulating valve is mounted in the mounting cavity.

[0009] The internal channels are connected to the upper chamber and the intermediate channel respectively. The regulating valve is located at the connection between the intermediate channel and the mounting cavity. The regulating valve is used to adjust the connection between the intermediate channel and the mounting cavity. The overflow hole connects the mounting cavity and the lower chamber.

[0010] Optionally, the regulating valve includes a valve body and a throttling valve plate, wherein the valve body is located in the mounting cavity and presses against the connection between the intermediate channel and the mounting cavity through the throttling valve plate.

[0011] Optionally, the regulating valve further includes a return spring, and the housing includes a bottom wall on the side away from the piston rod, with the return spring clamped between the bottom wall and the valve body.

[0012] Optionally, the housing further includes a guide post disposed on the bottom wall, the extension direction of the guide post being parallel to the length direction of the return spring, and the return spring being sleeved on the outer periphery of the guide post.

[0013] Optionally, the housing includes a first housing and a second housing, the first housing being sleeved on the outer periphery of the piston rod and including the intermediate channel, the second housing being fixedly connected to the first housing and including the mounting cavity and the overflow hole.

[0014] Optionally, the first housing is threadedly connected to the piston rod;

[0015] And / or, the second shell is threadedly connected to the first shell.

[0016] Optionally, the second shell includes a bottom wall away from the first shell and a side wall connected to the first shell, with the overflow hole located on the side wall.

[0017] Optionally, the end of the first shell that is away from the second shell also abuts against the piston body.

[0018] Optionally, there are multiple throttle valves, which are stacked along the thickness direction of the valves and sandwiched between the valve body and the intermediate channel.

[0019] Secondly, this application provides a vehicle including: a shock absorber as described in any of the preceding claims.

[0020] The shock absorber and vehicle provided in this application have at least the following advantages;

[0021] The shock absorber provided by this solution has two connecting paths between the upper and lower chambers. The first path is upper chamber - main channel - lower chamber. The second path is upper chamber - internal channel - intermediate channel - regulating valve - mounting cavity - overflow hole - lower chamber. When the vehicle travels over a bumpy road and the shock absorber is impacted and enters its extension stroke, the working fluid can flow through different paths. In the first path, "upper chamber - main channel - lower chamber," the working fluid can flow through the main channel on the piston body to achieve basic damping adjustment. In the second path, "upper chamber - internal channel - intermediate channel - regulating valve - mounting cavity - overflow hole - lower chamber," the regulating valve can adjust the connection between the intermediate channel and the mounting cavity according to the oil pressure. For example, when the oil pressure is higher, the regulating valve opens more, allowing the working fluid to flow more smoothly through this path, thereby changing the damping force to better match the instantaneous change in impact force and reduce excessive vertical displacement of the vehicle body. When the oil pressure is low, the corresponding opening of the regulating valve is also small, so as to flexibly adjust the damping force. Attached Figure Description

[0022] Figure 1 This is a partial structural diagram of an existing vibration damper;

[0023] Figure 2 This is a partial structural cross-sectional view of a vibration damper provided in an exemplary embodiment;

[0024] Figure 3 This is an exploded view of the damper section structure shown in one embodiment;

[0025] Figure 4 This is a partial structural schematic diagram of a vibration damper provided in one embodiment.

[0026] Explanation of reference numerals in the attached drawings: 10, working cylinder; 11, working chamber; 111, upper chamber; 112, lower chamber; 21, piston rod; 211, internal passage; 2111, first part; 2112, second part; 22, piston body; 221, main passage; 30, valve assembly; 31, housing; 311, intermediate passage; 312, mounting cavity; 313, overflow hole; 314, first shell; 315, second shell; 3151, bottom wall; 3152, side wall; 316, guide post; 32, valve body; 321, mounting post; 33, throttle valve; 331, first throttle valve; 332, second throttle valve; 333, third throttle valve; 334, fourth throttle valve; 34, return spring; 40, bottom valve. Detailed Implementation

[0027] The technical solutions in the embodiments (or "implementations") of this application will be clearly and completely described herein with reference to the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0028] If the embodiments of this application contain terms relating to directional indications or positional relationships (such as up, down, left, right, front, back, inside, outside, top, bottom, center, vertical, horizontal, longitudinal, transverse, length, width, counterclockwise, clockwise, axial, radial, circumferential, etc.), such terms are only used to explain the relative positional relationships and movements between components in a specific posture (as shown in the attached figures); if the specific posture changes, the directional indications or positional relationships will also change accordingly. Furthermore, the terms "first" and "second" used in the embodiments of this application are only for descriptive convenience and should not be construed as indicating or implying relative importance.

[0029] Please refer to Figure 1 , Figure 1This is a partial structural diagram of an existing vibration damper. The existing vibration damper includes a working cylinder 10 and a piston assembly. The working cylinder 10 has a working chamber 11. The piston assembly includes a piston rod 21 and a piston body 22. One end of the piston rod 21 is movably disposed in the working chamber 11, and the other end extends out of the working chamber 11 and is connected to the component that needs vibration damping. The piston body 22 is sleeved on the outer periphery of the piston rod 21, dividing the working chamber 11 into an upper chamber 111 and a lower chamber 112.

[0030] Shock absorbers consist of a compression stroke and a extension stroke. For ease of understanding, the compression stroke and extension stroke will be explained separately below in the context of vehicle movement.

[0031] Compression Stroke: When the vehicle is in motion, if the wheel encounters a bump or experiences an upward impact, the wheel moves upward, and the shock absorber enters the compression stroke. At this time, the piston rod 21 drives the piston body 22 to move downward within the working chamber 11. The piston body 22 is equipped with a throttling orifice or valve. Due to the downward compression of the piston body 22, the volume of the working fluid in the lower chamber 112 decreases, and the pressure increases. Under high pressure, the working fluid is forced to flow through the throttling orifice or valve on the piston body 22 to the upper chamber 111, where the pressure is lower. During this process, the throttling orifice or valve creates a significant damping force on the flow of the working fluid. This damping force hinders the movement of the piston, thereby reducing the upward speed of the vehicle body.

[0032] Extension Stroke: When the wheel passes over a bump or the impact force disappears, the wheel moves downward, and the shock absorber enters its extension stroke. At this time, the piston rod 21 drives the piston body 22 to move upward within the cylinder. The volume of the working fluid in the upper chamber 111 decreases, and the pressure increases, while the pressure in the lower chamber 112 decreases due to the upward movement of the piston body 22. Therefore, under the pressure difference, the working fluid in the upper chamber 111 flows into the lower chamber 112 through the throttle orifice or valve on the piston body 22. Similarly, during the flow of the working fluid, the throttle orifice or valve generates a damping force on the working fluid, hindering the piston assembly from moving upward rapidly, thereby slowing down the downward movement of the vehicle body and preventing excessive rebound and secondary vibration.

[0033] As described above, the damping force of existing shock absorbers during the extension stroke is generally provided by the piston body 22, resulting in a relatively simple damping force. When the vehicle travels over bumpy roads at a relatively high speed, the shock absorber will quickly enter its extension stroke. At this time, the single damping force is insufficient to stabilize the vehicle's posture, and the vehicle may experience excessive swaying, affecting the user's driving experience.

[0034] In view of this, this application provides a shock absorber and a vehicle that can add additional damping on top of the original damping force provided by the shock absorber. The shock absorber and vehicle are described in detail below with reference to the accompanying drawings. Unless otherwise specified, the features in the following embodiments and implementations can be combined with each other.

[0035] Please refer to Figure 2 In one aspect, this application provides a vibration damper, which includes a working cylinder 10, a piston assembly, and a valve group 30.

[0036] The working cylinder 10 has a working chamber 11, which is used to contain working fluids such as hydraulic oil and to provide space for the reciprocating motion of the piston assembly.

[0037] The piston assembly includes a piston rod 21 and a piston body 22. The piston rod 21 is movably disposed in the working chamber 11 and has an internal channel 211. The piston body 22 is sleeved on the piston rod 21 and divides the working chamber 11 into an upper chamber 111 and a lower chamber 112. The piston body 22 has a main channel 221 that connects the upper chamber 111 and the lower chamber 112. The main channel 221 on the piston body 22 can adopt a solution from related technologies, such as having a throttling orifice or a throttling valve on the piston body 22, which forms the main channel 221. During the reciprocating motion of the piston assembly, the working fluid can flow between the upper chamber 111 and the lower chamber 112 through the main channel 221 on the piston body 22, which will not be elaborated further.

[0038] Valve assembly 30 includes a housing 31 and a regulating valve. The housing 31 is fixedly connected to the piston rod 21. The housing 31 has an intermediate channel 311, a mounting cavity 312, and an overflow hole 313. The regulating valve is installed in the mounting cavity 312. The internal channel 211 of the piston rod 21 communicates with both the upper chamber 111 and the intermediate channel 311. The regulating valve is located at the connection between the intermediate channel 311 and the mounting cavity 312 and is used to adjust the communication between them. The overflow hole 313 connects the mounting cavity 312 and the lower chamber 112. In other words, the upper chamber 111 communicates with the internal channel 211 of the piston rod 21, the internal channel 211 communicates with the intermediate channel 311, the intermediate channel 311 communicates with the mounting cavity 312 via the regulating valve, and the mounting cavity 312 communicates with the lower chamber 112 via the overflow hole 313.

[0039] As described above, the shock absorber provided by this solution has two connecting paths between the upper chamber 111 and the lower chamber 112. The first connecting path is upper chamber 111 - main channel 221 - lower chamber 112. The second connecting path is upper chamber 111 - internal channel 211 - intermediate channel 311 - regulating valve - mounting cavity 312 - overflow hole 313 - lower chamber 112. When the vehicle passes over a bumpy road surface and the shock absorber is impacted and enters the extension stroke, the working fluid can flow through different paths. In the first path "upper chamber 111 - main channel 221 - lower chamber 112", the working fluid can flow through the main channel 221 on the piston body 22 (such as a throttle orifice, throttle valve, etc.) to achieve basic damping adjustment. In the second path, "Upper Chamber 111 - Internal Channel 211 - Intermediate Channel 311 - Regulating Valve - Mounting Chamber 312 - Overflow Hole 313 - Lower Chamber 112", the regulating valve can adjust the connection between the intermediate channel 311 and the mounting chamber 312 according to the oil pressure. For example, when the oil pressure is high, the regulating valve opens more fully, allowing the working fluid to flow more smoothly through this path, thereby changing the damping force to better match the instantaneous change in impact force and reduce excessive vertical displacement of the vehicle body. When the oil pressure is low, the regulating valve opens less fully, allowing for flexible adjustment of the damping force.

[0040] In one embodiment, the internal channel 211 includes a first portion 2111 and a second portion 2112 that connect the piston rod 21. The first portion 2111 extends along the length of the piston rod 21, and the second portion 2112 extends along the radial direction of the piston rod 21 and communicates with the upper chamber 111, but is not limited thereto. For example, in another embodiment, the piston rod 21 may have a connecting hole that connects the internal channel 211 and the upper chamber 111.

[0041] In one embodiment, the regulating valve includes a valve body 32 and a throttle valve plate 33. The valve body 32 is located in the mounting cavity 312 and presses against the connection between the intermediate channel 311 and the mounting cavity 312 via the throttle valve plate 33. The throttle valve plate 33 can precisely control the communication area between the intermediate channel 311 and the mounting cavity 312 according to different pressure and flow conditions, thereby achieving fine adjustment of the damping force. When the vehicle encounters bumps of varying degrees, it can more accurately match the required damping force, further improving the vehicle's driving stability and comfort. Furthermore, the valve body 32 and the throttle valve plate 33 have relatively simple structures, making them easy to install in the mounting cavity 312 of the shock absorber, reducing additional space occupation, and lowering the probability of failure caused by complex structures.

[0042] In addition, this application does not limit the specific structure of the throttle valve plate 33. Users can select a suitable throttle valve plate 33 to adjust the communication area between the intermediate channel 311 and the mounting cavity 312 under the same pressure, thereby achieving different vibration reduction effects.

[0043] Furthermore, the number of throttle valve plates 33 can be multiple, stacked along the thickness direction of the throttle valve plates 33, and sandwiched between the valve body 32 and the intermediate channel 311. The adjustment range of a single throttle valve plate 33 is limited; stacking multiple throttle valve plates 33 can expand the adjustment range of the damping force. Moreover, multiple throttle valve plates 33 share the pressure and impact force of the working fluid. Compared to a single throttle valve plate 33, the load borne by each throttle valve plate 33 is relatively small, which helps reduce wear and fatigue of the throttle valve plates 33, improves the reliability and durability of the entire regulating valve, and extends the service life of the vibration damper.

[0044] Furthermore, the valve body 32 may have a mounting post 321, on which the throttle valve plate 33 is sleeved. The mounting post 321 provides an installation position for the throttle valve plate 33, facilitating its installation.

[0045] like Figure 3 In the illustrated embodiment, the throttling valve 33 can be a first throttling valve 331, which has only a central through hole and is fitted onto the mounting post 321 of the valve body 32 through the central through hole. Alternatively, the throttling valve 33 can be a second throttling valve 332, which also has a notch on its outer periphery, allowing the working fluid to flow out through the notch after being pressed against the second throttling valve 332. Alternatively, the throttling valve 33 can be a third throttling valve 333, which has multiple throttling holes extending along its thickness. Alternatively, the throttling valve 33 can be a fourth throttling valve 334, with the central through hole of the fourth throttling valve 334 being rotor-shaped. However, these are not the only possibilities.

[0046] In this embodiment, since the throttle valve plate 33 presses against the connection between the intermediate channel 311 and the mounting cavity 312, the regulating valve only has a unidirectional flow function. That is, when the damper is stretched and formed, the flow path of the working fluid is sequentially "upper chamber 111 - internal channel 211 - intermediate channel 311 - throttle valve plate 33 - mounting cavity 312 - overflow hole 313 - lower chamber 112".

[0047] Please continue to refer to this. Figure 2 In one embodiment, the regulating valve further includes a return spring 34. The housing 31 includes a bottom wall 3151 on the side away from the piston rod 21, and the return spring 34 is clamped between the bottom wall 3151 and the valve body 32. When the valve body 32 is in the initial position, the return spring 34 is in its natural state, but is not limited thereto. For example, in another embodiment, when the valve body 32 is in the initial position, the return spring 34 is in a compressed state, used to apply a spring force to the valve body 32 to keep the valve body 32 stable and not easily shaken. The aforementioned initial position can be the position when the shock absorber is not working.

[0048] When the impact force on the shock absorber decreases or disappears during vehicle operation, the return spring 34 provides a restoring force, causing the valve body 32 to automatically return to its initial position. This ensures that the regulating valve can accurately reset after each operation, preparing for the next damping adjustment and ensuring that the shock absorber can work stably and reliably under various operating conditions.

[0049] Furthermore, the housing 31 also includes a guide post 316 disposed on the bottom wall 3151. The extension direction of the guide post 316 is parallel to the length direction of the return spring 34, and the return spring 34 is sleeved on the outer periphery of the guide post 316.

[0050] The presence of the guide post 316 provides clear positional and directional guidance for the installation of the return spring 34, making the installation of the return spring 34 more convenient and quick. Furthermore, the guide post 316 guides the return spring 34, ensuring that the return spring 34 moves along a predetermined direction during compression and extension, preventing the return spring 34 from twisting or shifting under force.

[0051] In one embodiment, the housing 31 includes a first housing 314 and a second housing 315. The first housing 314 is sleeved on the outer periphery of the piston rod 21 and includes the aforementioned intermediate channel 311. The second housing 315 is fixedly connected to the first housing 314 and includes the aforementioned mounting cavity 312 and overflow hole 313.

[0052] The housing 31 is divided into a first housing 314 and a second housing 315, making the structure of each component relatively simple and facilitating separate manufacturing and processing. The first housing 314 focuses on the processing of the intermediate channel 311, while the second housing 315 is responsible for the fabrication of the mounting cavity 312 and the overflow hole 313, reducing processing difficulty and improving production efficiency.

[0053] Furthermore, the first housing 314 is threadedly connected to the piston rod 21. Specifically, the inner wall of the first housing 314 may be provided with a first thread, and the outer wall of the piston rod 21 may be provided with a second thread. The first thread and the second thread cooperate to allow the first housing 314 to be sleeved on the piston rod 21 through a threaded connection.

[0054] The threaded connection provides a large connection force, ensuring a tight bond between the first housing 314 and the piston rod 21. During operation, this effectively withstands various forces generated by vehicle bumps and vibrations, preventing the first housing 314 from easily separating from the piston rod 21 and guaranteeing the stability and reliability of the shock absorber. Furthermore, the threaded connection itself provides a certain degree of sealing, preventing leakage of working fluid at the connection point between the first housing 314 and the piston rod 21.

[0055] Furthermore, the second shell 315 is threadedly connected to the first shell 314. Specifically, the outer wall of the first shell 314 may be provided with a third thread, and the interior of the second shell 315 may be provided with a fourth thread. The third thread and the fourth thread mate, allowing the second shell 315 to be threadedly fitted onto the first shell 314. Alternatively, the inner wall of the first shell 314 may be provided with a fifth thread, and the outer wall of the second shell 315 may be provided with a sixth thread. The fifth thread and the sixth thread mate, allowing the first shell 314 to be threadedly fitted onto the second shell 315.

[0056] Because the first housing 314 and the second housing 315 are threadedly connected, when adjustments or upgrades to the shock absorber's structure are needed, the second housing 315 and the first housing 314 can be easily disassembled to replace certain components or modify the housing 31 itself. For example, if a different specification of regulating valve needs to be replaced or the size of the overflow orifice 313 needs to be changed, only the second housing 315 needs to be disassembled for the corresponding operation, without requiring large-scale modifications to the entire shock absorber. This greatly improves the product's maintainability and upgradeability. Similarly, the threaded connection itself has a certain degree of sealing, preventing leakage of working fluid at the connection point between the first housing 314 and the second housing 315.

[0057] Please refer to Figure 4 In one embodiment, the second shell 315 includes a bottom wall 3151 away from the first shell 314 and a side wall 3152 connected to the first shell 314, with an overflow hole 313 located on the side wall 3152. It is readily understood that if the overflow hole 313 is on the bottom wall 3151, impurities are more likely to accumulate at the orifice, leading to blockage and affecting the damper's performance. However, with the overflow hole 313 on the side wall 3152, the probability of impurities settling at the orifice is lower, better ensuring the orifice's unobstructed flow and maintaining normal working fluid flow.

[0058] Furthermore, the number of overflow holes 313 can be multiple, and the multiple overflow holes 313 are distributed at intervals along the circumference of the second shell 315. It should be noted that the diameter and number of overflow holes 313 can be set as needed, and this application does not impose specific restrictions on them.

[0059] In one embodiment, the end of the first housing 314 facing away from the second housing 315 also abuts against the piston body 22. The abutment between the first housing 314 and the piston body 22 makes the internal structure of the working cylinder 10 more tightly connected, reduces the space occupied, and improves the structural compactness of the shock absorber.

[0060] In one embodiment, the shock absorber further includes a bottom valve 40 and an outer cylinder (not shown). The bottom valve 40 is located in the lower chamber 112 and installed at the bottom of the working cylinder 10. The outer cylinder is sleeved around the outer periphery of the working cylinder 10. A certain gap is typically provided between the outer cylinder and the working cylinder 10, forming a relatively independent space, which is an oil reservoir. When the shock absorber is working, the working fluid in the lower chamber 112 can flow into the oil reservoir through the bottom valve 40, or vice versa. The specific structure of the bottom valve 40 and the outer cylinder can be found in related technologies and will not be described in detail here.

[0061] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A damper characterized by, include: The working cylinder has a working chamber; A piston assembly includes a piston rod and a piston body. The piston rod is movably disposed in the working chamber and has an internal channel. The piston body is sleeved on the piston rod and divides the working chamber into an upper chamber and a lower chamber. The piston body includes a main channel that connects the upper chamber and the lower chamber. A valve assembly includes a housing and a regulating valve. The housing is fixedly connected to the piston rod. The housing has a central channel, a mounting cavity, and an overflow hole. The regulating valve is mounted in the mounting cavity. The internal channels are connected to the upper chamber and the intermediate channel respectively. The regulating valve is located at the connection between the intermediate channel and the mounting cavity. The regulating valve is used to adjust the connection between the intermediate channel and the mounting cavity. The overflow hole connects the mounting cavity and the lower chamber.

2. The damper of claim 1, wherein The regulating valve includes a valve body and a throttling valve plate. The valve body is located in the mounting cavity and is pressed against the connection between the intermediate channel and the mounting cavity by the throttling valve plate.

3. The damper of claim 2, wherein The regulating valve also includes a return spring, and the housing includes a bottom wall on the side away from the piston rod, with the return spring clamped between the bottom wall and the valve body.

4. The damper of claim 3, wherein The housing also includes a guide post disposed on the bottom wall, the extension direction of the guide post being parallel to the length direction of the reset spring, and the reset spring being sleeved on the outer periphery of the guide post.

5. The damper of claim 1, wherein The housing includes a first housing and a second housing. The first housing is sleeved on the outer periphery of the piston rod and includes the intermediate channel. The second housing is fixedly connected to the first housing and includes the mounting cavity and the overflow hole.

6. The damper of claim 5, wherein The first housing is threadedly connected to the piston rod; And / or, the second shell is threadedly connected to the first shell.

7. The damper of claim 5, wherein The second shell includes a bottom wall away from the first shell and a side wall connected to the first shell, with the overflow hole located on the side wall.

8. The damper of claim 5, wherein The end of the first shell that is away from the second shell also abuts against the piston body.

9. The damper of claim 2, wherein The number of throttling valve plates is multiple, and the multiple throttling valve plates are stacked along the thickness direction of the throttling valve plates, and the multiple throttling valve plates are sandwiched between the valve body and the intermediate channel.

10. A vehicle characterized by comprising: include: The vibration damper as described in any one of claims 1 to 9.

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