Conversion type motor vehicle damping device

Abstract

A conversion type motor vehicle damping device comprises a converter, a damping cylinder and a hydraulic pipeline. The damping cylinder and the converter are filled with hydraulic oil and are connected through a hydraulic pipeline. The converter is formed by coaxially installing a driving cylinder and a pressure cylinder, a piston and a piston rod are installed in the converter, by means of the conversion effect of force, small elastic pressure is applied to the piston of the converter, the piston rod can be pushed to extrude hydraulic oil, large pressure intensity is generated and acts on the damping cylinder, and the piston rod generates large stretching supporting force. The damping cylinder is connected with a wheel support of the motor vehicle, can drive a piston in the damping cylinder to transmit hydraulic oil to the converter along with jumping of wheels, and counteracts the piston of the converter to enable the piston to move so as to absorb upward impact on the wheels. The damping cylinder is controlled by applying a force conversion principle, so that the damping device has the advantages of convenience in adjustment, stability, reliability and no need of high-pressure nitrogen and air bag sealing.

Description

A convertible motor vehicle shock absorber Technical Fields

[0001] This utility model belongs to the field of motor vehicle shock absorption technology, specifically a convertible motor vehicle shock absorption device. Background Technology:

[0002] Currently, the shock absorber stiffness of existing motor vehicle suspensions, including passenger cars and commercial freight vehicles, is generally not adjustable, and nitrogen leakage is a concern. Meanwhile, with technological advancements, air spring shock absorbers are gradually replacing traditional air springs for better comfort and smoothness. However, because air pressure is lower, these products are often made larger to increase cross-sectional area and support the vehicle frame, resulting in significant space requirements, inconvenient installation and disassembly, and higher costs. Furthermore, air springs are prone to fatigue damage and leakage. While existing split shock absorbers can reduce their size, they also suffer from uncontrollable issues and nitrogen leakage. Invention content:

[0003] To address the aforementioned problems, this utility model provides a convertible motor vehicle shock absorber that utilizes a pressure conversion principle to transform the nitrogen pressure used for shock absorption into a smaller and controllable applied force. This facilitates adjustment of vehicle height and shock absorber stiffness, thereby achieving smooth and comfortable driving under different loads and road conditions.

[0004] To achieve the above objectives, this utility model is implemented in the following manner: A convertible motor vehicle shock absorber includes a converter, a shock absorber cylinder, and hydraulic lines. The converter is coaxially mounted with a drive cylinder and a booster cylinder, and internally houses a centrally mounted first piston and a first piston rod. The first piston is placed inside the drive cylinder, and the first piston rod is placed inside the booster cylinder, allowing it to move left and right according to the direction of force. An elastic force can be applied to the first piston in the rodless chamber of the drive cylinder. This elastic force, i.e., the magnitude of the force, is proportional to the displacement, i.e., the compression. It can be the pressure of compressed air or the elastic force of a compression spring.

[0005] The shock absorber cylinder, as a supporting component of the shock absorber device, includes a shock absorber cylinder barrel and a second piston and a second piston rod installed therein. The second piston and the second piston rod are centered and installed together, and can slide axially inside the shock absorber cylinder barrel. The upper end of the shock absorber cylinder barrel is provided with an installation end that is connected to the vehicle frame. The lower end of the second piston rod is provided with a hinge joint that is connected to the vehicle wheel bracket, and can drive the second piston to slide up and down inside the shock absorber cylinder barrel as the wheel bounces.

[0006] The booster cylinder and the shock absorber cylinder are filled with hydraulic oil and are connected by hydraulic lines.

[0007] The working principle of this invention is as follows: Applying the principle of force conversion, a small elastic force applied to the piston within the converter pushes the piston rod to generate higher pressure on the hydraulic oil. This pressure, through the hydraulic lines, acts on the piston within the shock absorber cylinder, generating a larger force. This allows for convenient indirect control of the shock absorber cylinder from the piston end of the converter. Conversely, when the shock absorber cylinder experiences a large impact force, this process converts it into a smaller force on the piston. Because the force conversion is a linear proportional relationship, precise control can be achieved.

[0008] In one embodiment of this invention, the driving force acting on the left side of the first piston inside the converter is the pressure of compressed air. The air pressure applies a driving force to the left side of the first piston, which is transmitted to the first piston rod, compressing the hydraulic oil in the booster cylinder. The pressure is then transmitted to the shock absorber cylinder through the hydraulic pipeline, causing the second piston assembly to extend and move the second piston rod downward to support the wheel. When the wheel crosses a protrusion or a pothole, the force of the compressed air drives the second piston rod downward, thereby causing the wheel to drop and achieve a smooth landing and shock absorption. Conversely, when the vehicle crosses a ground protrusion during driving, the wheel bounces upward, causing the piston in the shock absorber cylinder to move upward. The compressed hydraulic oil is transmitted through the hydraulic pipeline to the booster cylinder of the converter, pushing the first piston rod to the left, causing the first piston to compress the air. Due to the elastic properties of the compressed air, the impact is absorbed and the shock is absorbed.

[0009] When the vehicle height needs to be adjusted, simply control the magnitude of the elastic force applied to the left side of the first piston, thereby indirectly controlling the extension length of the second piston rod in the shock absorber cylinder, thus achieving the adjustment of the vehicle height. At the same time, changing the magnitude of the elastic force also changes the shock absorber stiffness.

[0010] In one embodiment of this utility model, the driving force acting on the left side of the first piston is the elastic force of the compression spring, which pushes the first piston rod to squeeze the hydraulic oil and generate pressure that acts on the shock absorber cylinder through the hydraulic pipeline.

[0011] Furthermore, the force of the compression spring can be adjusted by changing the amount of compression through displacement of one end.

[0012] Because a larger pressure is achieved through pressurization with a smaller force, it is easier to control. Compared to existing technologies, the beneficial effects of the above measures are:

[0013] 1. Eliminates the problems of nitrogen filling and leakage, and removes easily damaged parts of the airbag.

[0014] 2. It facilitates the adjustment of shock absorption pressure to adapt to heavy-load and unloaded conditions of the vehicle, and allows for easy adjustment of the vehicle height.

[0015] 3. Complex precision valve groups controlled by hydraulic end without air springs have a simple and reliable structure and low cost.

[0016] 4. There is no storage of nitrogen and compressed air in the shock absorber cylinder, which greatly reduces the size of the shock absorber cylinder. At the same time, the converter can be installed remotely, which provides greater installation flexibility. Attached Figure Description

[0017] Figure 1 is a schematic diagram of a convertible motor vehicle shock absorber according to the present invention.

[0018] Figure 2 is a cross-sectional schematic diagram of the shock absorber cylinder of this utility model.

[0019] Figure 3 is a schematic diagram of the differential connection method of the shock absorber cylinder of this utility model.

[0020] Figure 4 is a schematic diagram of the compressed air drive method of the converter described in this utility model.

[0021] Figure 5 is a schematic diagram of the compression spring driving method of the converter described in this utility model.

[0022] Figure 6 is a schematic diagram of the driving method of the motor adjusting compression spring of the converter described in this utility model.

[0023] Figure 7 is a schematic diagram of the one-to-many mode of the converter described in this utility model.

[0024] Explanation of reference numerals: 100, converter; 200, shock absorber cylinder; 300, hydraulic line; 400, damping element; 500, on / off valve;

[0025] 110. Drive cylinder; 111. Drive cylinder barrel; 112. Left end cover of drive cylinder; 120. Booster cylinder; 121. Right end cover of booster cylinder; 122. Booster cylinder body; 123. Mounting flange; 131. First piston; 132. First piston rod; 140. Assist spring; 210. Shock absorber cylinder barrel; 211. Shock absorber cylinder mounting end; 212. Lower cover of shock absorber cylinder; 221. Second piston; 222. Second piston rod; 223. Hinge joint; 230. Support spring; 240. Compression spring; 250. Pneumatic pressure reducing valve; Detailed implementation method:

[0026] To ensure a full understanding of the technical solution of this utility model, the specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings. It should be noted that, for ease of description, only the parts related to this utility model are shown in the drawings; other related parts can be referred to existing conventional designs.

[0027] Furthermore, unless otherwise defined, the technical or scientific terms used in this description shall have the ordinary meaning understood by one of ordinary skill in the art to which this invention pertains. Terms indicating orientation, such as "upper," "lower," "left," "right," "center," "vertical," "horizontal," "inner," and "outer," used in this description are only used to indicate relative directions or positional relationships, and do not imply that the device or component must have a specific orientation, or be constructed and operated in a specific orientation. When the absolute position of the described object changes, its relative positional relationship may also change accordingly; therefore, they should not be construed as limitations on this invention.

[0028] The terms "first," "second," "third," and similar expressions used in this description of the present invention are for descriptive purposes only, used to distinguish different components, and should not be construed as indicating or implying relative importance. The terms "a," "an," or "the," etc., used in this description of the present invention should not be construed as an absolute limitation on quantity, but rather as indicating the presence of at least one. The terms "comprising," "including," or similar expressions used in this description of the present invention mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects.

[0029] Furthermore, it should be noted that, unless otherwise explicitly specified and limited, terms such as "installation," "setting," and "connection" used in the description of this utility model should be interpreted broadly. For example, installation can be fixed or detachable; setting can be integrally formed or an external component; and connection can be direct or indirect. Those skilled in the art can understand their specific meaning in this utility model according to the specific circumstances.

[0030] The detailed scheme of this utility model will be further described below with reference to Figures 1 to 7.

[0031] This utility model provides a convertible motor vehicle shock absorber, including a converter 100 and a shock absorber cylinder 200, which are connected by a hydraulic pipeline 300. As shown in Figure 1, the converter 100 is coaxially mounted by a drive cylinder 110 and a booster cylinder 120, and internally houses a centrally mounted first piston 131 and a first piston rod 132.

[0032] The drive cylinder 110 includes a drive cylinder barrel 111 and a left end cover 112; the booster cylinder 120 includes a cylinder body 122, a mounting flange 123, and a right end cover 121. The mounting flange 123 is connected to the drive cylinder 110 and a sealing ring is provided there; the right end cover 121 of the booster cylinder has a through hole, through which it is connected to the shock absorber cylinder 200 via a hydraulic pipeline 300.

[0033] The first piston 131 is placed inside the drive cylinder 110 and slides against the inner wall of the drive cylinder barrel 111; the first piston rod 132 is placed inside the booster cylinder 120 and forms a seal with the sealing ring at the mounting flange 123, and can move axially according to the left and right force directions.

[0034] The booster cylinder is filled with hydraulic oil. When an elastic force is applied to the left side of the first piston 131 in the rodless chamber of the drive cylinder 110, the first piston rod 132 is driven to generate pressure on the hydraulic oil, which is then output to the hydraulic pipeline 300 through the opening of the right end cover. The elastic force is proportional to the displacement of the first piston 131, i.e., the amount of compression. It can be the pressure of compressed air, the elastic force of a compression spring, or a combination of both.

[0035] The shock absorber cylinder 200 is the supporting component of the shock absorber device of this utility model. It includes a shock absorber cylinder 210 and a second piston 221 and a second piston rod 222 that are centrally mounted inside it. The outer edge of the second piston 221 has a sealing ring and can slide axially inside the shock absorber cylinder 210, as shown in Figure 2. The upper end of the shock absorber cylinder 210 is provided with a mounting end 211, which is connected to the vehicle frame. The lower end is provided with a lower shock absorber cover 212, which has a sealing ring inside and forms a seal with the second piston rod 222. The mounting end 211 can be a spherical bearing or a flexible rubber support with screw connection, depending on the vehicle frame structure.

[0036] The lower end of the second piston rod 222 is provided with a hinge joint 223, which is connected to the wheel bracket. This allows the second piston 222 to slide up and down within the shock absorber cylinder 210 as the wheel moves. The wheel bracket can be a steering knuckle or an axle. The rodless chamber of the shock absorber cylinder 200 is filled with hydraulic oil. An interface is provided on the shock absorber cylinder 210 to connect to the hydraulic pipeline 300, which is connected to the booster cylinder 120 of the converter 100.

[0037] During operation, when the first piston 131 is subjected to a rightward elastic force, it pushes the first piston rod 132 to compress hydraulic oil, which is then output through the hydraulic line 300 to the second piston 221, pushing the second piston rod 222 to extend. This extends through the hinge joint 223 and acts on the wheel bracket to support the wheel. The greater the rightward elastic force on the first piston 131, the greater the extension force of the second piston in the shock absorber cylinder 200, resulting in a higher vehicle body or increased shock absorption stiffness, and vice versa. When the wheel is subjected to an upward impact, the process proceeds in the opposite direction. The second piston rod 222 moves upward, pushing the second piston 221 to compress the hydraulic oil, which is then transmitted through the hydraulic line 300 to the booster cylinder 120. This causes the first piston rod to push the first piston to the left, absorbing the impact and achieving a shock absorption effect.

[0038] The above can be understood as follows: the converter 100 and the shock absorber cylinder 200 generate an interaction force through hydraulic transmission to absorb wheel impact and release wheel shock. Since the elastic force within the converter 100 is adjustable, the damping force of the shock absorber cylinder can be easily adjusted to adapt to the vehicle's load and road conditions.

[0039] To achieve a damping effect, a damping element 400 is installed in the hydraulic pipeline passage, as shown in Figure 2.

[0040] Generally, the damping element 400 is a one-way damping valve, which can be either fixed or electrically adjustable.

[0041] Furthermore, to reduce cavitation in the hydraulic oil during operation, the shock absorber cylinder 200 adopts a differential connection, that is, both the rodless chamber and the rod chamber are filled with hydraulic oil, which is connected through the damping element 400 and then connected to the hydraulic pipeline 300, as shown in Figure 3.

[0042] Optionally, the damping element 400 is located on the second piston inside the shock absorber cylinder, which can be referred to in the existing conventional method and will not be described in detail here.

[0043] Embodiment 1 of this utility model is shown in Figure 4. The driving force acting on the left side of the first piston 131 inside the converter is the pressure of compressed air. Therefore, an air hole is opened at the left end cover 112 of the drive cylinder and connected to an air pipe 101. A sealing ring is provided at the outer edge of the first piston 131 to form an air seal with the inner wall of the drive cylinder 111. Compressed air from an external air source is introduced into the rodless chamber of the drive cylinder 110 through the air pipe 101 and the air hole in the left end cover 112 of the drive cylinder, thus acting on the first piston 131.

[0044] Furthermore, to facilitate the adjustment of intake pressure, a pneumatic pressure reducing valve 250 is installed in front of the inlet of the rodless chamber of the drive cylinder. The pressure of compressed air is adjusted by the pneumatic pressure reducing valve 250 to adjust the force on the first piston 131.

[0045] Furthermore, a booster spring 140 is added to the rodless chamber of the drive cylinder to enhance the driving force.

[0046] To achieve automatic adjustment, a pressure sensor can be installed in the shock absorber cylinder. Combined with the vehicle height sensor, the pressure is fed back to the function controller, which outputs an electrical signal to control the pneumatic pressure reducing valve 250 to output the set air pressure to the first piston 131, thereby adjusting the hydraulic pressure output to the shock absorber cylinder 200, thus achieving the purpose of automatically adjusting the vehicle height and shock absorption stiffness.

[0047] In the second embodiment of this utility model, the driving force acting on the left side of the first piston 131 is the compression force of a spring. Therefore, a compression spring 240 is installed in the rodless chamber of the drive cylinder, with its two ends pressing against the inner sides of the first piston 131 and the left end cover 112 of the drive cylinder, respectively, as shown in Figure 5. By selecting springs with different elastic coefficients, the magnitude of the elastic force can be changed to adjust the driving force. The end cover 112 can be fixedly installed or screwed in, i.e., the left end cover 112 has internal threads, while the left end of the drive cylinder 111 has external threads. The tension of the compression spring 240 can be adjusted by rotating the end cover 112.

[0048] Furthermore, the tension of the compression spring 240 can be driven by a motor. To achieve this, a linear motor assembly 160 is installed on the left end cover 112 of the drive cylinder, including a control motor 161, a screw 162, and a nut 163, as shown in Figure 6. The screw 162 can be driven to rotate by the control motor 161, and the nut 163 is screwed into the screw. When the screw 162 rotates, it moves left and right to change the compression amount of the compression spring 240, thereby changing the magnitude of the driving force acting on the first piston 131, thus adjusting the hydraulic pressure output to the shock absorber cylinder 200, thereby achieving the purpose of automatically adjusting the vehicle body height and shock absorption stiffness.

[0049] To achieve automatic adjustment, a pressure sensor can be installed in the shock absorber cylinder. Combined with the vehicle height sensor, the feedback is sent to the function controller, which outputs an electrical signal to control the motor operation. The driving force of the first piston 131 is controlled according to the above steps, thereby achieving the purpose of automatically adjusting the vehicle height and shock absorber stiffness.

[0050] Furthermore, in order to achieve the effect of two-level damping stiffness, the compression spring can be double-layered and coaxially arranged.

[0051] The control motor 161 includes one of a torque motor, a servo motor, a stepper motor, a reluctance motor, or a permanent magnet synchronous motor.

[0052] In practical applications, this invention can be used to correspond to one shock absorber cylinder with one converter, or one converter can correspond to two or more shock absorber cylinders, as shown in Figure 7. A damping element 400 is set in the middle, and an on / off valve 500 can be added as needed to facilitate locking of the shock absorber cylinder.

[0053] Optionally, an oil replenishment pump can be added, and an interface can be opened on the hydraulic line for connection to replenish the oil.

[0054] The aforementioned motor vehicle shock absorber can be used alone or in conjunction with existing motor vehicle shock absorbers. When used alone, a support spring 230 can be added to the outside of the shock absorber cylinder.

[0055] The above description is merely an exemplary embodiment of the present utility model and does not limit the patent scope of the present utility model. Any equivalent changes, modifications, splicing and multi-level combinations made under the technical concept of the present utility model and using the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present utility model.

Claims

1. A convertible motor vehicle shock absorber, characterized in that, The converter (100) includes a converter (100), a shock absorber cylinder (200), and a hydraulic pipeline (300). The converter (100) includes a drive cylinder (110) and a booster cylinder (120), which are coaxially mounted. The drive cylinder (110) includes a cylinder barrel (111) and a left end cover (112). The booster cylinder (120) includes a booster cylinder body (122), a mounting flange (123), and a right end cover (121). The booster cylinder is connected to the drive cylinder (110) through the mounting flange (123), and a sealing ring is provided there. The right end cover (121) of the booster cylinder has a through hole, through which it is connected to the shock absorber cylinder (200) via the hydraulic pipeline (300). The converter (100) contains a first piston (131) and a first piston rod (132) that are centered and mounted. Inside the drive cylinder (110), it slides in cooperation with the inner wall of the drive cylinder barrel (111); the first piston rod (132) is placed inside the booster cylinder (120) and forms a seal with the sealing ring at the mounting flange (123); the shock-absorbing cylinder barrel (200) includes a shock-absorbing cylinder barrel (210) and a second piston (221) and a second piston rod (222) installed inside and aligned, the outer edge of the second piston (221) has a sealing ring and slides in cooperation with the inner wall of the shock-absorbing cylinder barrel (210); the lower end of the second piston rod (222) is provided with a hinge joint (223) and connected to the wheel bracket; the upper end of the shock-absorbing cylinder barrel (210) is provided with an mounting end (211) and connected to the vehicle frame, and the lower end is provided with a shock-absorbing cylinder lower cover (212), which is provided with a sealing ring and forms a seal with the second piston rod (222).

2. The convertible vehicle shock absorber according to claim 1, characterized in that, A damping element (400) is provided between the shock absorber cylinder (200) and the converter (100).

3. The convertible vehicle shock absorber according to claim 1, characterized in that, An on / off valve (500) is provided between the shock absorber cylinder (200) and the converter (100).

4. The convertible vehicle shock absorber according to claim 1, characterized in that, An air hole is provided at the left end cover (112) of the drive cylinder to communicate with the rodless chamber of the drive cylinder (110). The outer edge of the first piston (131) has a sealing ring, which forms an air seal with the inner wall of the drive cylinder (110).

5. The convertible motor vehicle shock absorber according to claim 4, characterized in that, A pneumatic pressure reducing valve (250) is installed in front of the air port.

6. The convertible motor vehicle shock absorber according to claim 1, characterized in that, A compression spring (240) is placed in the rodless chamber of the drive cylinder (110), with its two ends pressing against the inner sides of the first piston (131) and the left end cover (112) of the drive cylinder, respectively.

7. The convertible motor vehicle shock absorber according to claim 6, characterized in that, A linear motor assembly (160) is installed at the left end cover (112) of the drive cylinder of the converter (100). The linear motor includes a control motor (161), a screw (162) and a nut (163). The nut (163) can be screwed into the screw (162) and pressed against the left end of the compression spring (240).

8. The convertible motor vehicle shock absorber according to claim 1, characterized in that, The rodless chamber and the rod chamber of the shock absorber cylinder (200) are connected by a damping element (400).

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