Liquid damped inertia regulating valve

Abstract

The utility model discloses a kind of liquid damping inertia regulating valve, and its technical solution main point is equipped with support, one of pipeline and piston in hydraulic damper is fixedly connected with support, support has flow passage;Equipped with valve core, valve core has flow passage, valve core flow passage and support flow passage form passage together, valve core can be position offset with support under the condition that hydraulic damper is applied acceleration, make passage cross-sectional area change;Equipped with valve core reset device, when valve core and support occur position offset, the reset device applies reset force and forces valve core to return original position, using centrifugal force when turning, acceleration and inertial force when brake makes valve core produce displacement, to reduce valve cross-sectional area, increase the damping of shock absorber, provide enough support force to prevent vehicle excessive inclination, head or nod, when centrifugal force, inertial force is eliminated, valve returns to preset maximum cross-sectional area state, hydraulic damping reduces, satisfy the shock absorbing comfort requirement when vehicle travels.

Description

Technical Field

[0001] This utility model relates to the field of valves, and more specifically, to a liquid damping inertia regulating valve, which uses motion inertia to cause the valve core to move, thereby changing the size of the liquid passage and thus changing the liquid damping. Background Technology

[0002] Hydraulic dampers are used in various vibration reduction applications, especially in automotive suspensions.

[0003] The magnitude of hydraulic damping determines whether a car's suspension is soft or stiff.

[0004] Soft suspension provides ideal shock absorption and a more comfortable ride. However, during cornering, rapid acceleration, or sudden deceleration, soft suspension lacks rigidity, causing vehicle tilting, pitching, or nose-diving. Specifically, when turning right, the entire vehicle experiences a centrifugal force to the left, causing the left side of the vehicle to press down on the left suspension. With a softer suspension, the left side of the vehicle will drop significantly, resulting in tilting. During rapid acceleration, the entire vehicle experiences a rearward inertial force, causing the rear suspension to press down. With a softer suspension, the rear of the vehicle will drop significantly, resulting in nose-diving. During rapid deceleration, the entire vehicle experiences a forward inertial force, causing the front suspension to press down. With a softer suspension, the front of the vehicle will drop significantly, resulting in nose-diving. Stiff suspensions perform better in these situations, but their shock absorption is less than ideal for everyday driving.

[0005] Existing hydraulic dampers either have fixed damping or cannot be adjusted in a timely or correct manner to match common vehicle driving scenarios, such as turning, rapid acceleration, or rapid deceleration.

[0006] The goal is to develop a hydraulic damper that can adjust its damping magnitude promptly and accurately to adapt to different vehicle requirements. Summary of the Invention

[0007] The purpose of this invention is to provide a liquid damping inertia regulating valve, which ensures that the damper equipped with this liquid damping inertia regulating valve can change its damping magnitude in a timely and correct manner to adapt to different vehicle requirements.

[0008] To achieve the above objectives, the present invention provides the following technical solution: a liquid damping inertia regulating valve, which is provided with a bracket, the bracket being fixedly connected to one of a pipe and a piston in a hydraulic damper, the bracket having at least one flow channel through which liquid flows;

[0009] The device includes a valve core supported on the bracket. The valve core has at least one flow channel through which liquid flows. The flow channel of the valve core and the flow channel of the bracket together form a channel. When the hydraulic damper is accelerated, the valve core can shift its position relative to the bracket, causing the cross-sectional area of ​​the channel to change.

[0010] A valve core reset device is provided. When the valve core is offset from the bracket, the reset device applies a reset force to force the valve core to return to its original position, which is designed to be the position with the largest cross-sectional area of ​​the channel.

[0011] The present invention is further configured such that the valve core reset device includes an elastic reset unit or a magnetic reset unit or a combination thereof.

[0012] The present invention is further configured such that: the elastic reset unit includes at least one elastic body, one end of which is connected to the pipe, the piston or the bracket, and the other end is connected to the valve core, and generates a restoring force when the valve core is deflected.

[0013] The present invention is further configured such that: the magnetic reset unit includes at least one set of external magnets fixed to the pipe, the piston, or the bracket and an inner magnet fixed to the valve core, and generates a restoring force when the valve core is deflected.

[0014] The present invention is further configured such that: the bracket includes two parts, upper and lower, and the valve core is located between the two brackets.

[0015] The present invention is further configured such that the valve core has a radially through channel.

[0016] The present invention is further configured such that a rolling element is provided between the valve core and the bracket.

[0017] The present invention is further configured such that the rolling element is a steel ball.

[0018] This liquid damping inertia regulating valve has a bracket, a valve core, and a resilient reset device. The bracket has one or more liquid flow channels, and the valve core has one or more liquid flow channels, forming a valve between them. This liquid damping inertia regulating valve is positioned between the liquid flow channels in the hydraulic damper, separating the liquid flow channels. Liquid flow must pass through the valve formed by the liquid flow channels on the bracket and valve core. The bracket is fixedly connected to a pipe or piston in the hydraulic damper. The valve core is held in its original position by the reset device. Preferably, when the valve core is in this original position, the valve is in or near its maximum open state. When the vehicle is driving normally or in a situation without significant horizontal acceleration, the valve core remains near its original position. At this time, because the valve is in or near its maximum open state, the liquid flow in the hydraulic damper is smooth, the damping is small, the suspension is in a softer state, and the shock absorption effect is very good when driving on bumpy roads. When a vehicle is turning, accelerating rapidly, or decelerating rapidly, the valve core moves relative to its support due to inertia. This changes the relative position of the flow channels in the valve core and the support, causing the valve to close. The fluid flow in the hydraulic damper becomes relatively obstructed, increasing damping and stiffening the suspension. A stiffer suspension provides sufficient support to prevent the vehicle from tilting, pitching, or nose-diving. When the acceleration is sufficiently high, the valve can close completely, creating a sufficiently stiff suspension damping to provide support. Because of the hydraulic damping, the vehicle body requires a certain amount of time to depress. Although this process is relatively fast, the following methods can improve the flexibility and speed of the valve core movement, ensuring immediate response to damping changes.

[0019] Increasing the mass of the valve core reduces the elastic force of the resilient reset device. The greater the inertial force on the valve core, the smaller the holding force of the resilient reset device, making the valve core easier to move. The magnitude of valve reduction varies more significantly with the inertial force, resulting in a larger change in damping and making the suspension stiffer more easily. Conversely, a smaller mass results in a relatively slower suspension stiffening.

[0020] The sensitivity of a hydraulic damper to changes in stiffness can be designed and adjusted by modifying the size and number of fluid flow channels in the valve core and support. For example, if the fluid flow channels are large and few, the valve core needs to move a large distance from fully open to fully closed, resulting in low damping adjustment sensitivity. Conversely, smaller flow channels result in higher damping adjustment sensitivity.

[0021] The sensitivity of hydraulic dampers to changes in stiffness can be improved by designing the valve core to be more streamlined, making it easier for it to move in the liquid.

[0022] By creating radial channels in the valve core, the compressed liquid can be discharged to the low-pressure area through the radial channels as it moves in the liquid, which facilitates the movement of the valve core.

[0023] Applying a coating with a low coefficient of friction between the valve core and the support's relative moving surfaces can facilitate valve core movement.

[0024] Rolling elements can be placed between the relative moving surfaces of the valve core and the support to facilitate valve core movement.

[0025] In summary, this invention has the following beneficial effects: It utilizes the centrifugal force during vehicle turning, and the inertial force during acceleration and braking to displace the valve core, thereby reducing the valve cross-sectional area and increasing the damping of the shock absorber. This allows the damper to provide sufficient support to prevent excessive vehicle tilting, pitching, or nodding. When the centrifugal force and inertial force on the vehicle are eliminated, the valve returns to its preset maximum cross-sectional area, reducing the hydraulic damping to meet the shock absorption comfort requirements during normal vehicle operation. Attached Figure Description

[0026] Figure 1 A schematic diagram of a hydraulic damper according to the present invention and a liquid damping inertia regulating valve are shown.

[0027] Figure 2 :yes Figure 1 Enlarged view of a liquid-damped inertial control valve;

[0028] Figure 3 This is an isometric view of a single-channel embodiment of a liquid-damped inertial regulating valve without showing the upper support.

[0029] Figure 4 :yes Figure 2 A schematic diagram showing the positional shift of the valve core in a medium-fluid damping inertial control valve;

[0030] Figure 5 This is an isometric view of a multi-channel embodiment of a liquid-damped inertial control valve without showing the upper support.

[0031] Figure 6 : This is a cross-sectional view of a multi-channel embodiment of a liquid-damped inertial control valve;

[0032] Figure 7 This is a schematic diagram showing the flow path of a small but large flow channel from when the valve is fully open to when it is fully closed.

[0033] Figure 8 This is a schematic diagram showing the flow path of multiple small channels from fully open to fully closed valve.

[0034] Figure 9 This is a detailed diagram of the valve core;

[0035] Figure 10 This is a schematic diagram of a liquid damping inertia regulating valve installed on the piston of a hydraulic damper.

[0036] Figure 11: Magnetic embodiment of valve core reset device. Detailed Implementation

[0037] Figure 1 A hydraulic damper 1 with a liquid damping inertia regulating valve 2 is shown. The hydraulic damper 1 also includes a pipe 3 and a piston 4. The liquid damping inertia regulating valve 2 is disposed between the liquid flow channels in the hydraulic damper, separating the liquid flow channels. The liquid flow needs to pass through the valve formed by the liquid flow channels on the support 5 and the valve core 6. The support 5 is fixedly connected to the pipe 3 in the hydraulic damper 1.

[0038] Reference Figure 2 and Figure 3 The liquid damping inertia regulating valve 2 has a bracket 5, a valve core 6, and a reset device 7. In this embodiment, the reset device 7 is a spring, which can be a tension spring or a compression spring. In this embodiment, it is a compression spring. One end of the spring abuts against the bracket 5, and the other end abuts against the valve core 6. The spring can be in a pre-compressed state, where the resultant force of all springs is 0, and the valve core 6 is held in its original position. Alternatively, the spring can be in a free state, where the pre-pressure of all springs on the valve core 6 is zero, and the valve core can still be held in its original position. The same principle can be achieved by using a tension spring. The bracket 5 has a liquid flow channel 501, and the valve core 6 has a liquid flow channel 601. The liquid flow channels 501 and 601 are approximately aligned under normal conditions, together forming a valve.

[0039] Reference Figure 4 When the vehicle accelerates horizontally, the valve core 6, under the action of inertial force, overcomes the elastic force of the spring 7 and shifts, causing the flow channels 501 and 601 to shift, narrowing the passage until it is completely closed. At this time, the damping of the hydraulic damper 1 increases. When the horizontal acceleration disappears, the valve core 6 returns to its original position under the action of the spring 7, the passage formed by flow channels 501 and 601 is restored, and the damping returns to its initial value.

[0040] The diameters of flow channels 501 and 601 are designed to match the outer diameter of valve core 6 and the size of the inner cavity 10 of the bracket, so that the offset of valve core 6 can be matched with the required size of the final channel.

[0041] Reference Figure 5 and Figure 6 The support 5 has multiple liquid flow channels 502, and the valve core 6 has multiple liquid flow channels 602. The liquid flow channels 502 and 602 are roughly aligned under normal conditions, together forming a valve. These numerous small flow channels provide the valve with a sufficient overall cross-sectional area. Moreover, compared to a single flow channel, the valve core 6 only needs to move a small distance to close the channel. This difference can be seen in [reference needed]. Figure 7 and Figure 8 To understand, Figure 7In the case of a flow channel, the valve core 6 needs to move a distance S from fully open to fully closed. Figure 8 In the case of multiple flow channels, the valve core needs to move a distance *s* from fully open to fully closed. It can be seen that the larger the cross-sectional area of ​​a single flow channel, the farther the valve core 6 needs to move. The design of small but numerous flow channels allows for faster damping changes in the hydraulic damper 1, ensuring that even when the piston 4 moves a small distance, the damping of the hydraulic damper 1 is sufficiently large to support the vehicle and prevent it from tilting, pitching, or nodding. The size and number of flow channels can be determined after a comprehensive evaluation based on vehicle weight, comfort, and handling. Meanwhile, Figure 6 It also shows a rolling steel ball 8 disposed between the valve core and the relative moving surfaces of the support, which is more conducive to the movement of the valve core 6. Figure 6 The chamber 10 between the bracket 5 and the valve core 6 is also shown.

[0042] Reference Figure 9 The valve core 6 has a radially arranged channel 604 and an arc transition 603 at its edge. These features further improve the sensitivity of the valve core 6 when too much liquid enters the chamber 10. The channel 604 can also be designed to bypass the liquid flow channels 601 or 602 and be open on both sides, thereby preventing excessive high-pressure liquid in 601 or 602 from entering the chamber 10. When the valve core 6 moves, the liquid in the chamber 10 can be transferred from one side to the other through the channel 604, preventing excessive hydraulic pressure on one side and ensuring that the valve core 6 can move at the required sensitivity.

[0043] Reference Figure 10 The diagram illustrates a hydraulic damper 1 with a liquid damping inertia regulating valve 2. The hydraulic damper 1 also includes a pipe 3 and a piston 4. The liquid damping inertia regulating valve 2 is positioned between the liquid flow channels in the hydraulic damper, separating the liquid flow channels. Liquid flow requires passage through a valve formed by the liquid flow channels on a support 5 and a valve core 6. The support 5 is fixedly connected to the piston 4 in the hydraulic damper 1; this connection method differs from... Figure 1 However, it achieves the same effect.

[0044] Reference Figure 11 This illustrates another embodiment of the reset device for valve core 6. Here, the reset device is one or more pairs of magnets, utilizing the magnetic force of the magnets (each pair of magnets can attract or repel each other, as long as the net magnetic force on valve core 6 is zero) to achieve the same effect as a spring reset device. Part number 8 is the outer magnet, fixedly connected to bracket 5, and part number 9 is the inner magnet, fixedly connected to valve core 6.

[0045] Another embodiment uses a combination of elastic and magnetic materials to form a reset device. It only requires that the resultant force of the elastic force and magnetic force on the valve core 6 in its original position is 0. When the valve core 6 shifts position, the balance of 0 resultant force is broken, and the reset device applies a reset force to the valve core 6, forcing it to return to its original position.

[0046] When using hydraulic dampers in vehicles, they are sometimes not placed perpendicular to the vehicle. Depending on the specific requirements, the hydraulic damping inertia regulating valve and the damper need to be used at a certain angle. The purpose is to keep the hydraulic damping inertia regulating valve roughly parallel to the vehicle as a whole. Alternatively, the piping containing the hydraulic damping inertia regulating valve can be extended to a suitable installation location on the vehicle via an additional pipe. This further maintains the hydraulic damping inertia regulating valve roughly parallel to the vehicle and provides greater flexibility in the spatial arrangement and installation method of the hydraulic damper.

[0047] The above embodiments of this utility model are intended as examples of this utility model. Any substitutions or modifications that can be made by those skilled in the art are within the scope of this utility model, and the protection scope of this utility model is determined by the claims.

Claims

1. A liquid-damped inertial regulating valve, characterized in that: A support is provided, which is fixedly connected to one of a pipe and a piston in a hydraulic damper, and the support has at least one flow channel through which liquid flows. The device includes a valve core supported on the bracket. The valve core has at least one flow channel through which liquid flows. The flow channel of the valve core and the flow channel of the bracket together form a channel. When the hydraulic damper is accelerated, the valve core can shift its position relative to the bracket, causing the cross-sectional area of ​​the channel to change. A valve core reset device is provided. When the valve core is offset from the bracket, the reset device applies a reset force to force the valve core to return to its original position.

2. The liquid damping inertia regulating valve according to claim 1, characterized in that: The original position is designed to be the position with the largest cross-sectional area of ​​the channel.

3. The liquid damping inertia regulating valve according to claim 1, characterized in that: The valve core reset device includes an elastic reset unit or a magnetic reset unit or a combination thereof.

4. A liquid damping inertia regulating valve according to claim 3, characterized in that: The elastic reset unit includes at least one elastic body, one end of which is connected to the pipe, the piston, or the bracket, and the other end is connected to the valve core, and generates a restoring force when the valve core is deflected.

5. A liquid damping inertia regulating valve according to claim 3, characterized in that: The magnetic reset unit includes at least one set of external magnets fixed to the pipe, the piston, or the bracket and an inner magnet fixed to the valve core, and generates a restoring force when the valve core deviates.

6. A liquid damping inertia regulating valve according to claim 1, characterized in that: The bracket consists of two parts, upper and lower, with the valve core positioned between the two brackets.

7. A liquid damping inertia regulating valve according to claim 1, characterized in that: The valve core has a radially through channel.

8. A liquid damping inertia regulating valve according to claim 1, characterized in that: A rolling element is provided between the valve core and the bracket.

9. A liquid damping inertia regulating valve according to claim 8, characterized in that: The rolling element is a steel ball.

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