Automobile engine damper with sensor

Abstract

This application relates to a sensor-equipped automotive engine shock absorber, belonging to the technical field of automotive shock absorber technology. The shock absorber mount includes an aluminum bracket, a shock absorber body, and a channel assembly. The shock absorber body includes a first shock absorber and a second shock absorber respectively disposed on opposite sides of the channel assembly. The first shock absorber and the channel assembly form an upper fluid chamber, and the second shock absorber and the channel assembly form a lower fluid chamber. It also includes a detection assembly for detecting pressure changes. The detection assembly includes a first detection tube for detecting pressure changes in the upper fluid chamber and a second detection tube for detecting pressure changes in the lower fluid chamber. The upper fluid chamber has a first detection cavity corresponding to the first detection tube, and the lower fluid chamber has a second detection cavity corresponding to the second detection tube. This application has the effect of timely detecting whether there are leaks, blockages, or other failures inside the shock absorber mount.

Description

Technical Field

[0001] This application relates to the field of automotive shock absorber technology, and in particular to an automotive engine shock absorber with a sensor. Background Technology

[0002] Hydraulic mounts for engines are components specifically designed to isolate and attenuate engine vibrations and noise and transmit them to the vehicle body or frame. They offer superior vibration damping performance compared to traditional rubber mounts, especially in dealing with the low-frequency, high-amplitude vibrations common in modern engines.

[0003] Existing shock absorber mounts have limited adaptability to different working conditions and cannot quantitatively assess their internal working status. When the internal components of the shock absorber mount fail, such as leaks or blockages, they often do not initially cause obvious changes in external vibration or abnormal noises, making them difficult to detect in time. Long-term use will lead to the complete scrapping of the hydraulic mount. Utility Model Content

[0004] In order to assess the working status of the shock absorber mount in a timely manner, this application provides an automotive engine shock absorber with a sensor.

[0005] The technical solution of the automotive engine shock absorber with sensor provided in this application is as follows: A sensor-equipped automotive engine shock absorber includes an aluminum bracket, a shock absorber body, and a channel assembly. The shock absorber body includes a first shock absorber and a second shock absorber respectively disposed on opposite sides of the channel assembly. The first shock absorber and the channel assembly form an upper liquid chamber, and the second shock absorber and the channel assembly form a lower liquid chamber. The shock absorber also includes a detection assembly for detecting pressure changes. The detection assembly includes a first detection tube for detecting pressure changes in the upper liquid chamber and a second detection tube for detecting pressure changes in the lower liquid chamber. The upper liquid chamber has a first detection cavity corresponding to the detection of the first detection tube, and the lower liquid chamber has a second detection cavity corresponding to the detection of the second detection tube.

[0006] By adopting the above technical solution, the pressure changes in the upper and lower liquid chambers are detected by the first and second detection tubes of the detection component, respectively. This facilitates timely detection of leaks, blockages, or other failures inside the shock absorber suspension, reducing the likelihood of the hydraulic suspension being completely scrapped due to the difficulty in detecting problems in a timely manner.

[0007] Optionally, the channel assembly includes a flow channel plate, a flow channel partition, and an elastic seal. A first detection chamber is formed between the flow channel plate and the flow channel partition. The elastic seal seals and covers the first detection chamber. The first detection tube and the second detection tube are spaced apart on the flow channel plate.

[0008] By adopting the above technical solution, the first detection chamber is formed by the flow channel plate and the flow channel baffle, which facilitates the detection of pressure changes in the upper liquid chamber by the first detection tube. The elastic sealing element seals and covers the first detection chamber to ensure sealing. Both the first detection tube and the second detection tube are set in the flow channel plate, making the overall layout more reasonable and optimizing the arrangement space.

[0009] Optionally, the lower liquid chamber is provided with a test component, which includes a sealing cover connected to the flow channel plate and a deformable body to be tested that is sealed and installed on the sealing cover. The deformable body to be tested and the sealing cover form the second detection chamber.

[0010] By adopting the above technical solution, the formation of the second detection chamber is disclosed. The component to be tested is set in the lower liquid chamber, and the second detection chamber is formed by the sealing cover and the deformable body to be tested. The pressure change of the lower liquid chamber can be detected more accurately, so as to detect potential leakage, blockage and other failures inside the shock absorber suspension in a timely manner.

[0011] Optionally, the outer circumferential surface of the sealing cover is provided with multiple sets of extension lugs, and the bottom of the flow channel plate is provided with connecting posts corresponding to the extension lugs one by one, and the connecting posts and extension lugs are fixedly connected.

[0012] By adopting the above technical solution and using the fixed connection of the extension lug and the connecting column, the sealing cover can be stably connected to the channel assembly, ensuring the structural stability of the component under test.

[0013] Optionally, one set of the connecting posts is provided with a plug-in post at its end, and the extension lug is provided with a plug-in through hole for the plug-in post to be inserted.

[0014] By adopting the above technical solution, the cooperation between the plug-in post and the plug-in through hole realizes the initial connection between the gas sealing cover and the channel assembly, making the connection between the gas sealing cover and the channel assembly more stable and precise.

[0015] Optionally, the sealing cover is provided with an extension tube communicating with the second detection chamber, and the flow channel plate is provided with a connecting tube that is sealed and inserted into the connecting tube, and the second detection tube is communicating with the connecting tube.

[0016] By adopting the above technical solution, the second detection tube can be better connected to the second detection chamber, ensuring that the detection component can accurately detect the pressure changes in the lower liquid chamber, which helps to detect potential faults inside the shock absorber suspension in a timely manner.

[0017] Optionally, the flow channel plate is provided with a sealing ring on the inner wall of the connecting pipe that abuts against the outer wall of the extension pipe.

[0018] By adopting the above technical solution, the sealing between the extension pipe and the connecting pipe is further enhanced, avoiding the impact of liquid leakage on the accuracy of pressure detection and ensuring the reliability of quantitative assessment of the internal working status of the shock absorber suspension.

[0019] Optionally, the deformable body to be tested has a test contact portion that abuts against the flow channel plate, and the flow channel plate is provided with multiple sets of positioning ridges, which are spaced apart circumferentially along the outer side of the test contact portion.

[0020] By adopting the above technical solution, the installation position of the deformable body to be tested can be located, ensuring accurate installation of the deformable body to be tested.

[0021] Optionally, the aluminum bracket includes an upper bracket and a lower bracket. The upper bracket is provided with a plurality of rivet seats, and the lower bracket is provided with rivet through holes corresponding to the rivet seats, and a rivet groove is also provided on the rivet through holes.

[0022] By adopting the above technical solution, the upper and lower brackets of the aluminum bracket are riveted and fixed using riveting seats and riveting through holes. The setting of riveting grooves makes the riveting process more convenient and reduces the probability of cracking during riveting.

[0023] Optionally, a connecting block is fixedly installed on the first shock absorber, and a double-ended bolt for connecting to the vehicle body is installed on the connecting block.

[0024] By adopting the above technical solution, a stable connection between the first shock absorber and the vehicle body can be achieved using connecting blocks and double-headed bolts, effectively transmitting engine vibration to the shock absorber mount for vibration reduction.

[0025] In summary, this application includes at least one of the following beneficial technical effects: 1. By detecting pressure changes in the upper and lower liquid chambers using the detection components, the internal working status of the shock absorber suspension can be quantitatively assessed; 2. By setting the component under test, a second detection chamber is formed in the lower liquid chamber, and the second detection tube and the second detection chamber are connected through the connecting tube, which reduces the impact of the second detection tube being directly connected to the component under test on the lower liquid chamber, and the overall structural layout is more reasonable. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the overall structure of an embodiment of this application.

[0027] Figure 2 This is a schematic cross-sectional view of an embodiment of this application.

[0028] Figure 3 This is an exploded view of the aluminum bracket according to an embodiment of this application.

[0029] Figure 4 This is an exploded view of the channel component according to an embodiment of this application.

[0030] Figure 5This is a cross-sectional schematic diagram of the first detection cavity and the second detection cavity according to an embodiment of this application.

[0031] Figure 6 This is a schematic diagram of the structure of the component under test in an embodiment of this application.

[0032] Explanation of reference numerals in the attached drawings: 1. Aluminum bracket; 11. Upper bracket; 111. Bracket abutment; 112. Riveting seat; 1121. Riveting groove; 12. Lower bracket; 121. Riveting through hole; 1211. Riveting countersunk groove; 13. Clearance groove; 2. Shock absorber body; 21. First shock absorber; 211. Vulcanized body; 212. Rigid frame; 213. Connecting block; 214. Double-ended bolt; 215. Insulating plate; 22. Second shock absorber; 23. Upper liquid chamber; 24. Lower liquid chamber; 3. Channel assembly; 31 311. Flow channel plate; 311. Connecting post; 3111. Insertion post; 312. Connecting pipe; 313. Sealing ring; 314. Positioning ridge; 32. Flow channel partition; 33. Elastic seal; 34. First detection chamber; 341. Connecting port; 4. Detection assembly; 41. First detection tube; 42. Second detection tube; 5. Component under test; 51. Gas sealing cover; 511. Extension lug; 5111. Insertion through hole; 512. Extension tube; 52. Deformable body to be tested; 521. Abutment part to be tested; 53. Second detection chamber. Detailed Implementation

[0033] The following is in conjunction with the appendix Figure 1-6 This application will be described in further detail.

[0034] This application discloses a sensor-equipped automotive engine shock absorber.

[0035] Reference Figure 1 and Figure 2 A sensor-equipped automotive engine shock absorber includes an aluminum bracket 1, a shock absorber body 2, a channel assembly 3, and a detection assembly 4. The X direction in the diagram is defined as the up-down direction.

[0036] The aluminum bracket 1 is made of aluminum alloy and has good structural strength. The shock-absorbing body 2 and the channel assembly 3 are both installed inside the aluminum bracket 1. The aluminum bracket 1 includes an upper bracket 11 and a lower bracket 12, which are fixed together by riveting.

[0037] Reference Figure 2 and Figure 3Both the upper support 11 and the lower support 12 are provided with mutually abutting support abutment portions 111. The support abutment portion 111 of the upper support 11 is integrally provided with a plurality of rivet seats 112, and the support abutment portion 111 of the lower support 12 has rivet through holes 121 corresponding to the rivet seats 112 one by one. The lower support 12 is also provided with a rivet countersunk groove 1211 at the rivet through hole 121 for the riveting deformation arrangement of the rivet seats 112. The end of the rivet seat 112 is provided with a rivet groove 1121 to facilitate the riveting process and reduce the probability of cracking.

[0038] The damping body 2 includes a first damping body 21 and a second damping body 22 located on both sides of the channel assembly 3. An upper liquid cavity 23 is formed between the first damping body 21 and the channel assembly 3, and a lower liquid cavity 24 is formed between the second damping body 22 and the channel assembly 3. The first damping body 21 includes a vulcanized body 211 and a rigid frame 212 that is limited and installed on the outside of the vulcanized body 211. The rigid frame 212 is used to improve the rigidity of the first damping body 21.

[0039] The top of the vulcanizing body 211 passes through the upper bracket 11, and a connecting block 213, made of rigid material, is fixedly inserted at the top. A double-ended bolt 214 is threaded onto the top of the connecting block 213, the other end of which is used to connect to the vehicle body. An insulating plate 215 is also riveted to the top of the connecting block 213 to isolate it from the outside air.

[0040] The material of the second damping body 22 is the same as that of the vulcanized body 211, and it has a certain deformation capacity. Both the vulcanized body 211 and the second damping body 22 are sealed to the channel assembly 3, and the upper liquid chamber 23 and the lower liquid chamber 24 are connected through the channel assembly 3.

[0041] Reference Figure 2 and Figure 4 The channel assembly 3 includes a flow channel plate 31, a flow channel baffle 32, and an elastic seal 33. The flow channel plate 31 has a conveying channel for oil flow and connects the upper liquid chamber 23 and the lower liquid chamber 24. The flow channel baffle 32 is fixed to the top of the flow channel plate 31 by ultrasonic welding. A first detection chamber 34 is formed between the flow channel plate 31 and the flow channel baffle 32. The elastic seal 33 is sealed at the opening of the first detection chamber 34, making the first detection chamber 34 a closed chamber.

[0042] The detection assembly 4 includes a first detection tube 41 and a second detection tube 42. The first detection tube 41 is used to detect the pressure change in the upper liquid chamber 23, and the second detection tube 42 is used to detect the pressure change in the lower liquid chamber 24. The first detection tube 41 and the second detection tube 42 are both integrally disposed on the outer side wall of the flow channel plate 31, and the aluminum bracket 1 has a clearance groove 13 for the detection assembly 4 to make way for its arrangement.

[0043] The flow channel plate 31 is provided with a communication port 341 that connects to the first detection tube 41 in the first detection chamber 34. When the first damping body 21 is vibrated and the vulcanizing body 211 is deformed, the pressure in the upper liquid chamber 23 increases, which drives the elastic seal 33 to deform, thereby causing the volume of the first detection chamber 34 to change. The first detection tube 41 detects the pressure change in the first detection chamber 34 and then obtains the pressure change in the upper liquid chamber 23.

[0044] The lower liquid chamber 24 is equipped with a test component 5, which includes a sealing cap 51 connected to the flow channel plate 31 and a deformable body 52 to be tested disposed on the top of the sealing cap 51. The deformable body 52 to be tested and the sealing cap 51 form a second detection chamber 53. The second detection tube 42 is connected to the second detection chamber 53. The volume change in the lower liquid chamber 24 drives the deformable body 52 to deform. The pressure change in the lower liquid chamber 24 is obtained by measuring the pressure change in the second detection chamber 53.

[0045] Reference Figure 5 and Figure 6 The sealing cap 51 is a circular cap with its opening facing upwards, and its outer outer wall is provided with multiple sets of extension lugs 511. The bottom of the flow channel plate 31 has connecting posts 311 that correspond one-to-one with the extension lugs 511. One set of connecting posts 311 has a plug-in post 3111 at its end, and the extension lugs 511 have plug-in through holes 5111 that penetrate both end faces and mate with the plug-in posts 3111. During assembly, the connecting posts 311 with plug-in posts 3111 and the plug-in through holes 5111 mate to achieve initial positioning of the flow channel plate 31 and the sealing cap 51. Then, the remaining connecting posts 311 and extension supports are plugged in with pins to achieve final fixation of the flow channel plate 31 and the sealing tube.

[0046] The sealing cap 51 also has a vertically arranged extension tube 512, one end of which is connected to the second detection chamber 53, and the other end extends upward to the flow channel plate 31. The bottom of the flow channel plate 31 has a connecting tube 312 corresponding to the extension tube 512. The second detection tube 42 is connected to the connecting tube 312, and the second detection tube 42 is connected to the second detection chamber 53 through the connecting tube 312. A sealing ring 313 is also fixed inside the connecting tube 312 in the flow channel plate 31. The inner and outer sides of the sealing ring 313 seal against the outer wall of the extension tube 512 and the inner wall of the connecting tube 312, further ensuring the sealing performance of the connecting tube 312 and the extension tube 512.

[0047] The deformable body 52 to be tested is generally frustum-shaped, with a test abutment portion 521 at its top that abuts against the flow channel plate 31, and a frame at its bottom to improve support strength. The test abutment portion 521 and the flow channel plate 31 are arranged coaxially. The bottom of the flow channel plate 31 also has multiple sets of positioning ridges 314 on the outside of the test abutment portion 521, which are evenly spaced circumferentially along the axis of the flow channel plate 31. The positioning ridges 314 limit the movement of the test abutment portion 521 and simultaneously improve the structural strength of the flow channel plate 31.

[0048] The implementation principle of a sensor-equipped automotive engine shock absorber according to an embodiment of this application is as follows: When the first shock absorber 21 is subjected to pressure, the oil in the upper liquid chamber 23 flows to the lower liquid chamber 24. During the flow, the elastic seal 33 deforms, and the volume of the first detection chamber 34 changes. The pressure change in the upper liquid chamber 23 is detected through the first detection tube 41. When the oil in the lower liquid chamber 24 flows back to the upper liquid chamber 23, the deformable body 52 to be tested deforms, and the volume of the second detection chamber 53 changes. The pressure change in the lower liquid chamber 24 is detected through the second detection tube 42.

[0049] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A sensor-equipped automotive engine shock absorber, comprising an aluminum bracket (1), a shock absorber body (2), and a channel assembly (3), wherein the shock absorber body (2) comprises a first shock absorber (21) and a second shock absorber (22) respectively disposed on opposite sides of the channel assembly (3), the first shock absorber (21) and the channel assembly (3) forming an upper liquid chamber (23), and the second shock absorber (22) and the channel assembly (3) forming a lower liquid chamber (24), characterized in that, It also includes a detection assembly (4) for detecting pressure changes, the detection assembly (4) including a first detection tube (41) for detecting pressure changes in the upper liquid chamber (23) and a second detection tube (42) for detecting pressure changes in the lower liquid chamber (24), the upper liquid chamber (23) having a first detection chamber (34) for detection by the first detection tube (41) and the lower liquid chamber (24) having a second detection chamber (53) for detection by the second detection tube (42).

2. A shock absorber for an automobile engine with a sensor according to claim 1, characterized in that, The channel assembly (3) includes a flow channel plate (31), a flow channel partition (32), and an elastic seal (33). A first detection chamber (34) is formed between the flow channel plate (31) and the flow channel partition (32). The elastic seal (33) seals and covers the first detection chamber (34). The first detection tube (41) and the second detection tube (42) are spaced apart on the flow channel plate (31).

3. A shock absorber for an automobile engine with a sensor according to claim 2, characterized in that, The lower liquid chamber (24) is provided with a test component (5), which includes a sealing cover (51) connected to the flow channel plate (31) and a test deformable body (52) sealed and installed on the sealing cover (51). The test deformable body (52) and the sealing cover (51) form the second detection chamber (53).

4. A shock absorber for an automobile engine with a sensor according to claim 3, characterized in that, The outer circumferential surface of the sealing cover (51) is provided with multiple sets of extension ears (511), and the bottom of the flow channel plate (31) is provided with connecting posts (311) corresponding to the extension ears (511) one by one. The connecting posts (311) and the extension ears (511) are fixedly connected.

5. A sensor-equipped automotive engine shock absorber according to claim 4, characterized in that, One of the connecting posts (311) has a plug-in post (3111) at its end, and the extension lug (511) has a plug-in through hole (5111) for the plug-in post (3111) to be inserted.

6. A sensor-equipped automotive engine shock absorber according to claim 3, characterized in that, The sealing cover (51) is provided with an extension tube (512) that connects to the second detection chamber (53), and the flow channel plate (31) is provided with a connecting tube (312) that is sealed and inserted into the connecting tube (312). The second detection tube (42) is connected to the connecting tube (312).

7. A sensor-equipped automotive engine shock absorber according to claim 6, characterized in that, The flow channel plate (31) is provided with a sealing ring (313) on the inner wall of the connecting pipe (312) to abut against the outer wall of the extension pipe (512).

8. A shock absorber for an automobile engine with a sensor according to claim 3, characterized in that, The deformable body to be tested (52) has a test contact part (521) that abuts against the flow channel plate (31). The flow channel plate (31) is provided with multiple sets of positioning ridges (314), which are spaced apart circumferentially along the outer side of the test contact part (521).

9. The automotive engine damper with sensors of claim 1, wherein, The aluminum bracket (1) includes an upper bracket (11) and a lower bracket (12). The upper bracket (11) is provided with a plurality of rivet seats (112). The lower bracket (12) is provided with rivet through holes (121) corresponding to the rivet seats (112). The rivet seats (112) are provided with rivet grooves (1121).

10. The automotive engine damper with sensors according to claim 1, wherein, A connecting block (213) is fixedly installed on the first shock absorber (21), and a double-headed bolt (214) for connecting the vehicle body is installed on the connecting block (213).

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