New energy truck shock absorber

Abstract

The utility model provides a new energy truck shock absorber relates to new energy automobile damping device technical field, including the outer tube, shock attenuation subassembly sets up in the inner surface wall of outer tube, shock attenuation subassembly includes main cavity, piston cylinder and pressure sensor, one side outer surface of main cavity is fixedly connected with branch cavity, the inside fixed mounting of branch cavity has second damper, the other side outer surface of main cavity is fixedly installed buffer cavity, the outer surface of buffer cavity is provided with check valve, the inside movable mounting of piston cylinder has piston rod. The utility model discloses through the effect of shock attenuation subassembly, can pass through multi -chamber oil circuit and pressure perception feedback system, according to real -time road condition dynamic adjustment damping force output, accurate matching road surface excitation intensity and frequency characteristic to not only provide the best vibration absorption effect, still improve the adaptability of shock absorber in different road conditions, guarantee its stability.

Description

Technical Field

[0001] This utility model relates to the technical field of shock absorption devices for new energy vehicles, and in particular to a shock absorber for new energy trucks. Background Technology

[0002] With the global energy structure transformation and the upgrading of environmental protection requirements, new energy trucks have seen a continuous increase in their penetration rate in commercial fields such as logistics transportation and urban delivery due to their advantages of low energy consumption and zero emissions. Compared with traditional fuel trucks, the technical architecture of new energy trucks has undergone fundamental changes. Their drive form has changed from traditional internal combustion engine drive to electric motor drive. This change has led to a significant change in the vehicle's vibration source and vibration characteristics. The shock absorption system designed based on the dynamic characteristics of fuel vehicles is no longer suitable for the operating requirements of new energy trucks.

[0003] However, existing truck shock absorbers mainly rely on hydraulic damping or air suspension systems to absorb vibrations. However, the damping parameters and stiffness characteristics of hydraulic or air systems are mostly fixed, making it difficult to dynamically adjust them according to real-time road conditions. When switching between different road conditions such as paved roads, unpaved roads, and undulating roads, it is impossible to specifically match the road excitation intensity and frequency characteristics. When high damping is needed to suppress vehicle bouncing on bumpy roads, fixed damping parameters may lead to excessively soft shock absorption. On smooth roads, when low damping is needed to ensure comfort, excessive damping is likely to occur. This not only reduces the adaptability of the shock absorber to different road conditions but also leads to unstable shock absorption performance. Utility Model Content

[0004] The present invention is intended to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: a shock absorber for new energy trucks, comprising an outer cylinder;

[0006] A shock-absorbing assembly is disposed on the inner surface wall of the outer cylinder;

[0007] The damping assembly includes a main cavity, a piston cylinder, and a pressure sensor. A secondary cavity is fixedly connected to one side of the outer surface of the main cavity. A second damper is fixedly installed inside the secondary cavity. A buffer cavity is fixedly installed on the other side of the outer surface of the main cavity. A one-way valve is provided on the outer surface of the buffer cavity. A piston rod is movably installed inside the piston cylinder. A pressure plate is fixedly installed at one end of the piston rod. A first damper is fixedly installed at the bottom of the pressure plate. A spring is provided on the outside of the first damper.

[0008] Preferably, the outer surface of the pressure sensor is fixedly installed on the outer surface of the main cavity, and the outer surface of the main cavity is fixedly installed on the inner wall of the outer cylinder.

[0009] Preferably, the top of the piston cylinder is fixedly installed with the inner top of the outer cylinder.

[0010] Preferably, ports are fixedly installed at the top and bottom of the outer cylinder, and connecting rods are movably installed on the inner surface of both sets of ports.

[0011] Preferably, the outer surfaces of the two sets of connecting rods are provided with screw holes, and one end of the two sets of connecting rods is equipped with a positioning pin.

[0012] Preferably, the top of the outer cylinder is provided with two sets of slots symmetrically, and a dustproof plate is fixedly installed on the top of each set of slots.

[0013] Preferably, cooling fans are fixedly installed on the inner walls of both sets of slots, two sets of cooling fins are symmetrically fixedly installed on the inner walls of the outer cylinder, and a temperature sensor is fixedly installed on the outer surface of the main cavity near the bottom.

[0014] Compared with the prior art, the advantages and positive effects of this utility model are as follows:

[0015] 1. In this utility model, through the action of the shock absorption component, the damping force output can be dynamically adjusted according to real-time road conditions through the multi-chamber oil circuit and pressure sensing feedback system, accurately matching the road excitation intensity and frequency characteristics, thereby not only providing the best vibration absorption effect, but also improving the adaptability of the shock absorber to different road conditions and ensuring its stability.

[0016] 2. In this utility model, the combined use of a dustproof plate, a cooling fan, cooling fins, and a temperature sensor can actively cool the shock absorber, avoiding problems such as decreased hydraulic viscosity and attenuation of damping characteristics caused by excessively high oil temperature. This ensures that the hydraulic system maintains stable performance under long-term high-load conditions. Furthermore, the dustproof plate can effectively block road dust and mud from entering the heat dissipation channel and the inside of the shock absorber components, preventing contaminants from adhering to the piston rod surface or mixing into the hydraulic oil, thereby extending the service life of the shock absorber and ensuring the shock absorption effect. Attached Figure Description

[0017] Figure 1 This utility model provides a schematic diagram of the main structure of a shock absorber for new energy trucks;

[0018] Figure 2 This utility model provides an unfolded schematic diagram of a shock absorber for a new energy truck;

[0019] Figure 3 This utility model provides a cross-sectional view of a shock absorber for a new energy truck;

[0020] Figure 4 This utility model presents a schematic diagram of a shock-absorbing component for a new energy truck shock absorber.

[0021] Legend: 1. Outer cylinder; 2. Slot; 21. Dustproof plate; 22. Cooling fan; 23. Heat dissipation fins; 24. Temperature sensor; 3. Port; 31. Connecting rod; 32. Screw hole; 33. Positioning pin; 4. Shock absorption assembly; 401. Main cavity; 402. Piston cylinder; 403. Piston rod; 404. Pressure plate; 405. First damper; 406. Spring; 407. Secondary cavity; 408. Second damper; 409. One-way valve; 410. Buffer cavity; 411. Pressure sensor. Detailed Implementation

[0022] To better understand the above-mentioned objectives, features, and advantages of this utility model, the present utility model will be further described below with reference to the accompanying drawings and embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0023] Many specific details are set forth in the following description in order to provide a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those described herein. Therefore, the present invention is not limited to the specific embodiments disclosed in the following specification.

[0024] Example 1: Refer to Figure 1 - Figure 4 As shown: A shock absorber for a new energy truck, including an outer cylinder 1;

[0025] The shock-absorbing component 4 is installed on the inner surface of the outer cylinder 1;

[0026] The damping assembly 4 includes a main cavity 401, a piston cylinder 402, and a pressure sensor 411. A secondary cavity 407 is fixedly connected to one outer surface of the main cavity 401. A second damper 408 is fixedly installed inside the secondary cavity 407. A buffer cavity 410 is fixedly installed on the other outer surface of the main cavity 401. A one-way valve 409 is provided on the outer surface of the buffer cavity 410. A piston rod 403 is movably installed inside the piston cylinder 402. A pressure plate 404 is fixedly installed at one end of the piston rod 403, and a first damper is fixedly installed at the bottom of the pressure plate 404. The damper 405 has a spring 406 on its outside. The outer surface of the pressure sensor 411 is fixedly installed on the outer surface of the main cavity 401. The outer surface of the main cavity 401 is fixedly installed on the inner wall of the outer cylinder 1. The top of the piston cylinder 402 is fixedly installed on the inner top of the outer cylinder 1. Ports 3 are fixedly installed on the top and bottom of the outer cylinder 1. Connecting rods 31 are movably installed on the inner walls of the two sets of ports 3. Screw holes 32 are opened on the outer surfaces of the two sets of connecting rods 31. A positioning pin 33 is installed at one end of the two sets of connecting rods 31.

[0027] In this embodiment, during the operation of the shock absorber for the new energy truck, a pressure sensor 411 fixedly installed on the outer surface of the main cavity 401 monitors the changes in oil pressure inside the main cavity 401 in real time and transmits the pressure data to the control system. When the vehicle's load changes, causing abnormal pressure in the main cavity 401 (e.g., under heavy load), the pressure change inside the main cavity 401 is accurately captured by the pressure sensor 411 because the outer surface of the main cavity 401 is fixedly connected to the inner wall of the outer cylinder 1. The control system then uses a pressure regulating valve to assist the throttling structure between the main and auxiliary cavities in pressure diversion, avoiding excessive load on a single regulating structure. When the vehicle is heavily loaded and driving on an uphill road, the pressure inside the main cavity 401 increases. The pressure regulating valve automatically opens the auxiliary passage, diverting some oil to the secondary cavity 407, which is fixedly connected to the main cavity 401. At this time, the second damper 408 impedes the flow of oil, reducing excessive flow between the main cavity 401 and the secondary cavity 407. This allows the first damper 405 and the second damper 408 to maintain a stable damping force, ensuring smooth vehicle operation. When the vehicle travels on bumpy roads, the oil flow between the main cavity 401 and the secondary cavity 407 becomes smoother, and the damping force is quickly adjusted to effectively absorb vibrations. When traveling on rough roads, the sensor detects increased vibration, and the oil flow between the main cavity 401 and the secondary cavity 407... As the vibration accelerates, the damping force decreases accordingly. This, combined with the piston rod 403 inside the piston cylinder 402 driving the pressure plate 404 to compress and buffer the first damper 405 and spring 406, significantly improves ride comfort. When encountering severe vibrations, the one-way valve 409 on the outer surface of the buffer chamber 410, which is fixedly connected to the other side of the main chamber 401, automatically opens, allowing oil to flow from the main chamber 401 into the buffer chamber 410. The expansion of the buffer chamber 410 further buffers the vibrations, creating a multi-chamber synergistic dynamic damping adjustment effect. In terms of overall structural assembly, the outer cylinder 1 is a cylindrical hollow structure made of high-strength alloy steel, and the port 3 is a circular structure with its inner surface machined with… With a smooth guide surface, connecting rods 31 are movably installed on the inner walls of the two sets of ports 3. The connecting rods 31 are made of tempered steel with screw holes 32 that are compatible with truck chassis mounting bolts. A positioning pin 33 is installed at the end of the two sets of connecting rods 31 near the port 3. The positioning pin 33 is embedded in the positioning groove of the inner wall of the port 3 to achieve axial limitation of the connecting rod 31 within the port 3. Under the action of the shock absorption component 4, the damping force output can be dynamically adjusted according to real-time road conditions through the multi-chamber oil circuit and pressure sensing feedback system, accurately matching the road excitation intensity and frequency characteristics. This not only provides the best vibration absorption effect, but also improves the adaptability of the shock absorber to different road conditions and ensures its stability.

[0028] Example 2: According to Figure 1 - Figure 3As shown: Two sets of slots 2 are symmetrically opened on the top of the outer cylinder 1. Dustproof plates 21 are fixedly installed on the top of the two sets of slots 2. Cooling fans 22 are fixedly installed on the inner surface of the two sets of slots 2. Two sets of heat dissipation fins 23 are symmetrically fixedly installed on the inner surface of the outer cylinder 1. Temperature sensor 24 is fixedly installed on the outer surface of the main cavity 401 near the bottom.

[0029] In this embodiment, during the operation of the shock absorber, the high-frequency reciprocating flow of hydraulic oil and the continuous operation of electronic components easily generate heat accumulation. The temperature sensor 24 monitors the internal temperature changes in real time. When the oil temperature or component temperature exceeds the set threshold, the temperature sensor 24 immediately sends a signal to the external controller. The controller then starts the cooling fan 22 in the slot 2 to actively cool the shock absorber, avoiding problems such as decreased hydraulic viscosity and attenuation of damping characteristics due to excessively high oil temperature. The two sets of heat dissipation fins 23 symmetrically arranged on the inner wall of the outer cylinder 1 enhance the heat exchange efficiency by increasing the heat dissipation area. Together with the cooling fan 22, they form an efficient heat dissipation cycle, ensuring that the hydraulic system maintains stable performance under long-term high-load conditions. At the same time, the dustproof plate 21 fixedly installed on the top of the slot 2 can effectively block road dust and mud from entering the heat dissipation channel and the inside of the shock absorber, preventing contaminants from adhering to the surface of the piston rod 403 or mixing into the hydraulic oil, avoiding the risk of accelerated wear of seals and oil circuit blockage, thereby extending the service life of the shock absorber and ensuring the shock absorption effect.

[0030] Working principle: During the operation of this new energy truck shock absorber, the pressure sensor 411 monitors the oil pressure changes in the main chamber 401 in real time. When the vehicle's load changes, causing abnormal pressure in the main chamber 401 (e.g., under heavy load), the control system immediately uses the pressure regulating valve to prevent excessive load on the single regulating structure. When the vehicle is heavily loaded and driving uphill, the pressure in the main chamber 401 increases, and the pressure regulating valve automatically opens the auxiliary passage, diverting some oil to the secondary chamber 407. At this time, the second damper 408 impedes the flow of oil, reducing the oil pressure in the main chamber 401 and the secondary chamber 407. The excessive flow between the secondary chambers 407 allows the first damper 405 and the second damper 408 to maintain a stable damping force. When the vehicle travels on bumpy roads, the oil flow between the main chamber 401 and the secondary chamber 407 becomes smoother, and the damping force is quickly adjusted to effectively absorb vibrations. When traveling on rough roads, the sensor detects increased vibration, and the oil flow between the main chamber 401 and the secondary chamber 407 accelerates, resulting in a corresponding decrease in damping force. This, combined with the piston rod 403 inside the piston cylinder 402 driving the pressure plate 404 to compress and buffer the first damper 405 and the spring 406, significantly improves ride comfort. For comfort, when encountering severe vibration, the one-way valve 409 on the outer surface of the buffer chamber 410, which is fixedly connected to the other side of the main chamber 401, automatically opens, and oil flows from the main chamber 401 into the buffer chamber 410. The expansion of the buffer chamber 410 further buffers the vibration, creating a multi-chamber coordinated dynamic damping adjustment effect. In terms of overall structural assembly, the screw holes 32 of the connecting rods 31 of the two sets of ports 3 are adapted to the specifications of truck chassis mounting bolts. A positioning pin 33 is installed at the end of each connecting rod 31 near port 3. The positioning pin 33 is embedded in the positioning groove on the inner wall of port 3, realizing the connection of the connecting rods 3... 1. Axial limit within port 3. Subsequently, temperature sensor 24 monitors internal temperature changes in real time. When the oil temperature or component temperature exceeds the set threshold, the controller starts the cooling fan 22 to actively cool the shock absorber and prevent excessive oil temperature. The heat dissipation fins 23 enhance heat exchange efficiency by increasing the heat dissipation area, forming an efficient heat dissipation cycle in conjunction with the cooling fan 22. At the same time, the dustproof plate 21 fixedly installed on the top of the slot 2 can effectively block road dust and mud from entering the heat dissipation channel and the inside of the shock absorber, preventing contaminants from adhering to the surface of the piston rod 403 or mixing into the hydraulic oil.

[0031] By following the steps outlined above, you can successfully use the shock absorbers for new energy trucks.

[0032] The above description is merely a preferred embodiment of the present utility model and is not intended to limit the present utility model in any other way. Any person skilled in the art may make changes or modifications to the above-disclosed technical content to create equivalent embodiments for application in other fields. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present utility model without departing from the technical solution of the present utility model shall still fall within the protection scope of the technical solution of the present utility model.

Claims

1. A shock absorber for a new energy truck, characterized in that: Includes outer barrel (1); A shock-absorbing component (4) is disposed on the inner surface wall of the outer cylinder (1); The damping assembly (4) includes a main cavity (401), a piston cylinder (402), and a pressure sensor (411). A secondary cavity (407) is fixedly connected to one side of the outer surface of the main cavity (401). A second damper (408) is fixedly installed inside the secondary cavity (407). A buffer cavity (410) is fixedly installed on the other side of the outer surface of the main cavity (401). A one-way valve (409) is provided on the outer surface of the buffer cavity (410). A piston rod (403) is movably installed inside the piston cylinder (402). A pressure plate (404) is fixedly installed at one end of the piston rod (403). A first damper (405) is fixedly installed at the bottom of the pressure plate (404). A spring (406) is provided on the outside of the first damper (405).

2. The shock absorber for new energy trucks according to claim 1, characterized in that: The outer surface of the pressure sensor (411) is fixedly installed on the outer surface of the main cavity (401), and the outer surface of the main cavity (401) is fixedly installed on the inner wall of the outer cylinder (1).

3. The shock absorber for new energy trucks according to claim 2, characterized in that: The top of the piston cylinder (402) is fixedly installed with the inner top of the outer cylinder (1).

4. The shock absorber for new energy trucks according to claim 3, characterized in that: The top and bottom of the outer cylinder (1) are fixedly installed with ports (3), and the inner walls of the two sets of ports (3) are movably installed with connecting rods (31).

5. The shock absorber for new energy trucks according to claim 4, characterized in that: The outer surfaces of the two sets of connecting rods (31) are provided with screw holes (32), and one end of the two sets of connecting rods (31) is equipped with a positioning pin (33).

6. The shock absorber for new energy trucks according to claim 1, characterized in that: The top of the outer cylinder (1) is symmetrically provided with two sets of slots (2), and the top of the two sets of slots (2) is fixedly installed with dustproof plates (21).

7. The shock absorber for new energy trucks according to claim 6, characterized in that: A cooling fan (22) is fixedly installed on the inner wall of both sets of slots (2), and two sets of cooling fins (23) are symmetrically fixedly installed on the inner wall of the outer cylinder (1). A temperature sensor (24) is fixedly installed on the outer surface of the main cavity (401) near the bottom.

Images