Nitrogen tank damping adjustable single cylinder shock absorber

Abstract

This utility model provides an adjustable monotube shock absorber with nitrogen tank damping, comprising an aluminum oil reservoir. Dust cover assemblies and a cylinder base are respectively provided at the front and rear ends of the aluminum oil reservoir. A piston valve assembly and a piston rod are provided inside the aluminum oil reservoir. One end of the piston rod passes through the piston valve assembly and is fixedly connected to it by a nut; the other end passes through the dust cover assembly and extends out of the aluminum oil reservoir. The cylinder base is characterized by having an O-ring fitted on its outer side, and a high-pressure oil pipe provided on the side wall of the cylinder base. One end of the high-pressure oil pipe is connected to the cylinder base, and the other end is connected to a nitrogen tank assembly. The high-pressure oil pipe connects the nitrogen tank assembly and the aluminum oil reservoir. The adjustable assembly is used to adjust the damping value of the shock absorber oil flowing into the nitrogen tank assembly. By setting the adjustable assembly, the damping value of the shock absorber can be flexibly adjusted, improving the vehicle's driving stability and ride comfort under different road conditions.

Description

Technical Field

[0001] This utility model relates to the field of shock absorber technology, and in particular to a single-cylinder shock absorber with adjustable damping and nitrogen tank. Background Technology

[0002] During vehicle operation, shock absorbers are typically installed on the suspension system to rapidly dampen vibrations between the chassis and body, thereby improving ride smoothness and comfort. Depending on road conditions, appropriate shock absorbers should be used to enhance ride comfort and extend the lifespan of the shock absorbers. In harsh conditions or scenarios requiring high-performance shock absorbers, aluminum monotube shock absorbers are generally used, incorporating a nitrogen tank filled with high-pressure nitrogen stored in its chamber. A free piston separates the oil and gas, offering advantages such as rapid response, simple construction, easy heat dissipation, and convenient maintenance. However, this design also has limitations: the valve system has a single damping force value, making it difficult to adapt to different road conditions and significantly impacting ride comfort.

[0003] To address the technical problem of a single damping value in existing valve systems, a single-cylinder damper with adjustable damping and a nitrogen tank is proposed, which allows for damping value adjustment. Utility Model Content

[0004] The purpose of this utility model is to provide a single-tube shock absorber with adjustable damping and a nitrogen tank, which aims to solve the problem of fixed and unadjustable damping in existing shock absorbers, while improving the comfort and stability of the shock absorber. In order to overcome the shortcomings of the prior art, this utility model provides a single-tube shock absorber with adjustable damping and a nitrogen tank.

[0005] This utility model is achieved using the following technical solution:

[0006] An adjustable monotube shock absorber with nitrogen tank damping includes an aluminum oil reservoir. Dust cover assemblies and cylinder bases are respectively provided at the front and rear ends of the aluminum oil reservoir. The dust cover assembly and cylinder base are engaged with and welded to the inner wall of the aluminum oil reservoir. A piston valve assembly and piston rod are provided inside the aluminum oil reservoir. One end of the piston rod passes through the piston valve assembly and is fixedly connected to it by a nut. The other end passes through the dust cover assembly and extends out of the aluminum oil reservoir. An O-ring is fitted on the outer side of the cylinder base. A high-pressure oil pipe is provided on the side wall of the cylinder base. One end of the high-pressure oil pipe is connected to the cylinder base, and the other end is connected to a nitrogen tank assembly. The high-pressure oil pipe connects the nitrogen tank assembly and the aluminum oil reservoir.

[0007] The nitrogen tank assembly includes a nitrogen tank outer cylinder, one end of which is provided with a nitrogen tank end cap, and the other end is provided with an adjustable assembly. The nitrogen tank end cap and the adjustable assembly are fixedly connected to the nitrogen tank outer cylinder. A floating piston assembly is provided inside the nitrogen tank outer cylinder. The space between the floating piston assembly and the nitrogen tank end cap is filled with high-pressure nitrogen. A one-way valve is provided on the side wall of the nitrogen tank end cap.

[0008] The adjustable assembly is used to adjust the damping value of the shock absorber oil flowing into the nitrogen gas tank assembly.

[0009] The adjustable assembly includes an adjusting valve base, a compression valve assembly, and an adjusting valve core. The adjusting valve base is engaged with and fixedly connected to the inner wall of the outer cylinder of the nitrogen tank. The compression valve assembly is fixed to the inner wall of the adjusting valve base. The adjusting valve core is disposed inside the adjusting valve base and communicates with the compression valve assembly.

[0010] The regulating valve core includes a valve core body, on which multiple oil drain grooves of various sizes are provided. The oil drain grooves are arranged along the circumference of the valve core body in ascending order of size, from the smallest to the largest.

[0011] The upper end of the valve core body is provided with a limiting protrusion, the upper end of the limiting protrusion is provided with a connecting post, the top of the connecting post is provided with a threaded hole, and the two sides of the upper end of the connecting post are symmetrically provided with notches.

[0012] The top of the regulating valve core is provided with an adjusting knob, and the center of the adjusting knob is provided with a guide channel. The adjusting knob engages with the connecting post on the regulating valve core, and the adjusting knob is fixedly connected to the connecting post by bolts.

[0013] The regulating valve base is provided with a receiving cavity, which is located at the connection between the regulating knob and the regulating valve core. A steel ball is provided in the receiving cavity, and a cylindrical helical compression spring is provided between the steel ball and the receiving cavity.

[0014] The regulating valve base is provided with a positioning pin, which is located at the edge of the limiting protrusion.

[0015] A guide assembly is fitted onto the piston rod. The guide assembly is located inside the aluminum oil reservoir near the dust cover assembly. A retaining spring is fitted onto the outer peripheral wall of the guide assembly.

[0016] The piston rod is provided with an upper lifting ring at the end away from the piston valve assembly. The upper lifting ring is threadedly connected to the piston rod. A shock-absorbing sleeve is provided inside the upper lifting ring. A shock-absorbing pad is provided between the upper lifting ring and the dust cover assembly. The shock-absorbing pad is sleeved on the piston rod.

[0017] The cylinder base is provided with a connecting bolt on the right side. The connecting bolt is fixed to the cylinder base by screw fasteners. Washers are provided on the connecting bolt. There are two washers, which are arranged symmetrically. A shock-absorbing block is provided between the washers.

[0018] The piston valve assembly adopts a split structure, including an upper piston and a lower piston. The upper piston and the lower piston are provided with a central hole at their axial center. The upper piston and the lower piston are provided with the same number of flow holes. The flow holes are all fan-shaped holes.

[0019] The piston valve assembly has a rubber-coated groove on its outer wall.

[0020] Compared with the prior art, this utility model has the following beneficial effects in operation:

[0021] 1. Damping value can be adjusted: By setting an adjustable assembly, which contains an adjusting valve core and an adjusting knob, each gear corresponds to a different oil drain groove position on the adjusting valve core when the adjusting knob is turned. By controlling the position of the oil drain groove, the oil flow can be controlled, making the damping force of the shock absorber more controllable, meeting more usage scenarios, realizing flexible adjustment of the damping value of the shock absorber, and improving the driving stability and ride comfort of the vehicle under different road conditions;

[0022] 2. By designing the piston valve assembly into a split structure, the piston valve assembly includes an upper piston and a lower piston, which are assembled using a male and female connector. This product has a simple structure. By adopting a split assembly structure, the processing difficulty of the shock absorber piston is improved, the production cost is reduced, the risk of burrs during use is reduced, and the safety performance of the shock absorber is improved. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of a common monotube shock absorber in the existing technology;

[0024] Figure 2 This is a schematic diagram of the overall structure of this utility model;

[0025] Figure 3 yes Figure 2 Enlarged schematic diagram of the structure at point A in the middle;

[0026] Figure 4 This is a schematic diagram of the flow path of shock absorber oil within the adjustable assembly;

[0027] Figure 5 This is a three-dimensional structural diagram of the regulating valve core of this utility model;

[0028] Figure 6 This is a schematic diagram of the cross-sectional structure of the upper piston of this utility model;

[0029] Figure 7 This is a schematic diagram of the cross-sectional structure of the lower piston of this utility model;

[0030] Figure 8 This is a schematic diagram of the shock absorber in the tensile state of this utility model;

[0031] Figure 9 This is a schematic diagram of the shock absorber in its retracted state.

[0032] In the diagram: 1. Aluminum oil reservoir; 2. Piston rod; 3. Guide assembly; 4. Snap ring; 5. Dust cover assembly; 6. Upper lifting ring; 7. Shock absorber sleeve; 8. Shock absorber pad; 9. One-way valve; 10. Nitrogen tank end cap; 11. Nitrogen tank outer cylinder; 12. Floating piston assembly; 13. Adjustable assembly; 14. High-pressure oil pipe; 15. Washer; 16. Shock absorber block; 17. Connecting bolt; 18. Cylinder base; 19. O-ring; 20. Piston valve assembly; 201. Upper piston; 202. Lower piston; 21. Adjusting valve base; 22. Compression valve assembly; 23. Adjusting valve core; 231. Connecting post; 232. Limiting protrusion; 233. Minimum drain groove; 234. Valve core body; 234. Maximum drain groove; 24. Positioning pin; 25. Cylindrical helical compression spring; 26. Steel ball; 27. Adjusting knob. Detailed Implementation

[0033] The present invention will be further described below with reference to the accompanying drawings and specific embodiments. It should be noted that, without conflict, the various embodiments or technical features described below can be arbitrarily combined to form new embodiments.

[0034] like Figure 1 As shown, this type of shock absorber is a conventional aluminum monotube shock absorber with the addition of a nitrogen tank. High-pressure nitrogen is filled into the nitrogen tank, and the oil and gas are separated by a free piston. It has the advantages of fast response, simple structure, easy heat dissipation and convenient maintenance. However, this structure also has certain limitations. The valve system damping force value is single and it is difficult to adapt to different road conditions.

[0035] Therefore, it is particularly important to develop a shock absorber that can effectively absorb road impacts and adjust the damping value according to actual needs. To solve the above problems, this utility model provides a single-tube shock absorber with adjustable damping and nitrogen tank. This shock absorber has excellent shock absorption performance, a wide damping adjustment range and stable structural characteristics.

[0036] like Figures 2 to 7As shown, a nitrogen-tank-equipped, adjustable monotube shock absorber includes an aluminum reservoir 1, which serves as the main structure of the shock absorber. This reservoir holds the damping oil and withstands impacts from the road surface. Aluminum is a material with good strength and corrosion resistance, while also being lightweight, which helps reduce the overall weight of the vehicle. Dust cover assemblies 5 and cylinder bases 18 are respectively located at the front and rear ends of the aluminum reservoir 1. The dust cover assemblies 5 and cylinder bases 18 are fitted into the inner wall of the aluminum reservoir 1 and welded thereto to ensure sealing and stability. The dust cover assemblies prevent dust and impurities from entering the shock absorber, protecting it from damage.

[0037] The aluminum reservoir 1 is equipped with a piston valve assembly 20 and a piston rod 2. One end of the piston rod 2 passes through the piston valve assembly 20 and is fixedly connected to it by a nut. The other end passes through the dust cover assembly 5 and extends out of the aluminum reservoir 1 for connecting to the vehicle suspension system. An O-ring 19 is fitted on the outer side of the cylinder base 18 to enhance the sealing effect and prevent shock absorber oil leakage. A high-pressure oil pipe 14 is provided on the side wall of the cylinder base 18. One end of the high-pressure oil pipe 14 is connected to the cylinder base 18, and the other end is connected to a nitrogen gas tank assembly. The high-pressure oil pipe 14 connects the nitrogen gas tank assembly and the aluminum reservoir 1, so that the high-pressure nitrogen in the nitrogen gas tank assembly can provide additional damping force to the shock absorber.

[0038] The nitrogen tank assembly includes a nitrogen tank outer cylinder 11. One end of the nitrogen tank outer cylinder 11 is provided with a nitrogen tank end cap 10, and the other end is provided with an adjustable assembly 13. The nitrogen tank end cap 10 and the adjustable assembly 13 are fixedly connected to the nitrogen tank outer cylinder 11. A floating piston assembly 12 is provided inside the nitrogen tank outer cylinder 11. The space between the floating piston assembly 12 and the nitrogen tank end cap 10 is filled with high-pressure nitrogen. The high-pressure nitrogen is used to provide stable damping force during shock absorption. A one-way valve 9 is provided on the side wall of the nitrogen tank end cap 10 for filling the nitrogen tank with high-pressure nitrogen.

[0039] The adjustable assembly 13 is used to adjust the damping value of the shock absorber oil flowing into the nitrogen gas tank assembly.

[0040] The adjustable assembly 13 includes an adjusting valve base 21, a compression valve assembly 22, and an adjusting valve core 23. The adjusting valve base 21 is engaged with and fixedly connected to the inner wall of the nitrogen manifold outer cylinder 11. The compression valve assembly 22 is fixed to the inner wall of the adjusting valve base 21 and is used to control the flow of damping oil. The adjusting valve core 23 is disposed inside the adjusting valve base 21 and communicates with the compression valve assembly 22. The flow resistance of the damping oil is changed by adjusting the size of the oil drain groove on the adjusting valve core 23, thereby realizing the adjustment of the damping value.

[0041] The regulating valve core 23 includes a valve core body 234, on which multiple oil drain grooves of various sizes are provided. The oil drain grooves are arranged along the circumference of the valve core body 234 in ascending order of size, from the smallest oil drain groove 233 to the largest oil drain groove 234. This design facilitates the selection of appropriate damping values ​​according to actual needs.

[0042] The upper end of the valve core body 234 is provided with a limiting protrusion 232 to limit the rotational movement range of the regulating valve core 23. The upper end of the limiting protrusion 232 is provided with a connecting post 231. The top end of the connecting post 231 is provided with a threaded hole. The connecting post 231 and the threaded hole are used to connect with the external regulating knob 27. The two sides of the upper end of the connecting post 231 are symmetrically provided with notches to facilitate tool operation to limit its movement.

[0043] The top of the regulating valve core 23 is provided with an adjusting knob 27. The center of the adjusting knob 27 is provided with a guide channel. The adjusting knob 27 is engaged with the connecting post 231 on the regulating valve core 23. The adjusting knob 27 is fixedly connected to the connecting post 231 by bolts.

[0044] The regulating valve base 21 is provided with a receiving cavity, which is located at the connection between the regulating knob 27 and the regulating valve core 23. A steel ball 26 is provided in the receiving cavity, and a cylindrical helical compression spring 25 is provided between the steel ball 26 and the receiving cavity. The steel ball 26 and the cylindrical helical compression spring 25 are provided to provide damping when the regulating knob 27 is rotated and to prevent the regulating knob 27 from being accidentally loosened.

[0045] The regulating valve base 21 is provided with a positioning pin 24, which is located at the edge of the limiting protrusion 232. The positioning pin 24 cooperates with the limiting protrusion 232 to limit the rotation angle of the regulating valve core 23 and ensure the accuracy of adjustment.

[0046] The piston rod 2 is fitted with a guide assembly 3, which is located inside the aluminum oil reservoir 1 near the dust cover assembly 5. The guide assembly 3 is used to guide and support the piston rod 2. A retaining spring 4 is fitted on the outer peripheral wall of the guide assembly 3 to fix the position of the guide assembly 3.

[0047] The piston rod 2 is provided with an upper hanging ring 6 at the end away from the piston valve assembly 20. The upper hanging ring 6 is threadedly connected to the piston rod 2 for easy connection with the vehicle suspension system. The upper hanging ring 6 is provided with a shock-absorbing sleeve 7. A shock-absorbing pad 8 is provided between the upper hanging ring 6 and the dust cover assembly 5 to reduce friction and wear between the upper hanging ring 6 and the shock absorber. The shock-absorbing pad 8 is sleeved on the piston rod 2 to further reduce vibration and noise.

[0048] A connecting bolt 17 is provided on the right side of the cylinder base 18. The connecting bolt 17 is fixed to the cylinder base 18 by screw fasteners and is used to fix the shock absorber to the vehicle suspension system. Two washers 15 are provided on the connecting bolt 17 and are arranged symmetrically. The washers 15 are used to increase the contact area between the connecting bolt 17 and the cylinder base 18, and improve the stability and sealing of the connection. A shock-absorbing block 16 is provided between the washers 15 to further reduce vibration and impact.

[0049] The existing automotive shock absorber piston adopts an integral oblique hole structure design. Since the shock absorber piston is formed by powder metallurgy, the integral oblique hole design cannot be formed by powder metallurgy. Therefore, it needs to be outsourced for machining, which involves secondary machining of the piston body. This involves secondary clamping. In addition, the hole is not a traditional straight hole, but an oblique hole, which is more difficult and prone to drill bit breakage during drilling. It is also easy to generate burrs. Burrs adhering to the piston hole can fall into the shock absorber and cause abnormal noise, resulting in unstable shock absorber performance and higher production costs.

[0050] To solve the above problems, the solution adopted is to eliminate the drilling process and directly use a split piston. The piston valve assembly 20 adopts a split structure, including an upper piston 201 and a lower piston 202. The upper piston 201 and the lower piston 202 have a central hole at their axial center to accommodate the piston rod 2. The upper piston 201 and the lower piston 202 have the same number of flow holes, and the flow holes are all fan-shaped. The fan-shaped flow holes are used to control the flow direction and speed of the damping oil. By adopting a split assembly structure, the processing difficulty of the shock absorber piston is improved, the production cost is reduced, the risk of burrs during use is reduced, and the safety performance of the shock absorber is improved.

[0051] The piston valve assembly 20 has a rubber-coated groove on its outer wall. The rubber-coated groove is used to install rubber seals to enhance the sealing effect.

[0052] The working principle of this invention is based on a conventional monotube shock absorber. When the shock absorber is compressed, an additional passage with drain holes of varying flow areas is added. By controlling the flow rate through this passage during compression, the damping force during compression is adjusted. After installation, during operation, the shock absorber continuously repeats the process from the piston rod 2 being at its longest extension to its shortest compression. (See attached instruction manual.) Figure 8 and attached Figure 9 During the downward pressing of piston rod 2, oil flows through the hole at the bottom of the cylinder → high-pressure oil pipe 14 → oil drain groove → into the nitrogen tank. At this time, rotating the adjustment knob 27 adjusts the size of the oil drain groove on the adjustment valve core 23, which corresponds to the change in the flow area in the oil drain groove, and thus the corresponding compression / restoration force value also changes, thereby realizing the adjustment of the damping value of the shock absorber.

[0053] The above embodiments are merely preferred embodiments of this utility model and should not be construed as limiting the scope of protection of this utility model. Any non-substantial changes and substitutions made by those skilled in the art based on this utility model shall fall within the scope of protection claimed by this utility model.

Claims

1. A single-cylinder shock absorber with adjustable damping and nitrogen tank, comprising an aluminum oil reservoir (1), wherein a dust cover assembly (5) and a cylinder base (18) are respectively provided at the front and rear ends of the aluminum oil reservoir (1), the dust cover assembly (5) and the cylinder base (18) are engaged with the inner wall of the aluminum oil reservoir (1) and welded and fixedly connected thereto, wherein a piston valve assembly (20) and a piston rod (2) are provided inside the aluminum oil reservoir (1), one end of the piston rod (2) is inserted into the piston valve assembly (20) and fixedly connected thereto by a nut, and the other end passes through the dust cover assembly (5) and extends out of the aluminum oil reservoir (1), characterized in that, An O-ring (19) is fitted on the outer side of the cylinder base (18). A high-pressure oil pipe (14) is provided on the side wall of the cylinder base (18). One end of the high-pressure oil pipe (14) is connected to the cylinder base (18), and the other end is provided with a nitrogen gas cylinder assembly. The high-pressure oil pipe (14) connects the nitrogen gas cylinder assembly and the aluminum oil storage cylinder (1). The nitrogen tank assembly includes a nitrogen tank outer cylinder (11), one end of which is provided with a nitrogen tank end cap (10), and the other end is provided with an adjustable assembly (13). The nitrogen tank end cap (10) and the adjustable assembly (13) are fixedly connected to the nitrogen tank outer cylinder (11). A floating piston assembly (12) is provided inside the nitrogen tank outer cylinder (11). The space between the floating piston assembly (12) and the nitrogen tank end cap (10) is filled with high-pressure nitrogen. A one-way valve (9) is provided on the side wall of the nitrogen tank end cap (10). The adjustable assembly (13) is used to adjust the damping value of the shock absorber oil flowing into the nitrogen gas tank assembly.

2. The damper adjustable mono-tube shock absorber with nitrogen gas tank according to claim 1, characterized in that: The adjustable assembly (13) includes a regulating valve base (21), a compression valve assembly (22), and a regulating valve core (23). The regulating valve base (21) is engaged with and fixedly connected to the inner wall of the outer cylinder (11) of the nitrogen tank. The compression valve assembly (22) is fixed on the inner wall of the regulating valve base (21). The regulating valve core (23) is disposed inside the regulating valve base (21) and communicates with the compression valve assembly (22).

3. The nitrogen tank and damping adjustable mono-tube shock absorber according to claim 2, characterized in that: The regulating valve core (23) includes a valve core body (234), and the valve core body (234) is provided with multiple oil drain grooves of various sizes. The oil drain grooves are arranged along the circumference of the valve core body (234) in ascending order of size, from the smallest oil drain groove (233) to the largest oil drain groove (234). The upper end of the valve core body (234) is provided with a limiting protrusion (232), the upper end of the limiting protrusion (232) is provided with a connecting post (231), the top end of the connecting post (231) is provided with a threaded hole, and the two sides of the upper end of the connecting post (231) are symmetrically provided with notches.

4. The nitrogen tank and damping adjustable mono-tube shock absorber according to claim 3, characterized in that: The top of the regulating valve core (23) is provided with an adjusting knob (27), and the center of the adjusting knob (27) is provided with a guide channel. The adjusting knob (27) is engaged with the connecting post (231) on the regulating valve core (23), and the adjusting knob (27) is fixedly connected to the connecting post (231) by bolts.

5. The nitrogen tank and damping adjustable mono-tube shock absorber according to claim 4, characterized in that: The regulating valve base (21) is provided with a receiving cavity, which is located at the connection between the regulating knob (27) and the regulating valve core (23). A steel ball (26) is provided in the receiving cavity, and a cylindrical helical compression spring (25) is provided between the steel ball (26) and the receiving cavity.

6. A nitrogen tank-damped adjustable mono-tube shock absorber according to any of claims 2-5, characterized in that: The regulating valve base (21) is provided with a positioning pin (24), which is located at the edge of the limiting protrusion (232).

7. The adjustable mono-tube shock absorber with nitrogen gas canister damping according to claim 1, characterized in that: The piston rod (2) is fitted with a guide assembly (3), which is located inside the aluminum oil reservoir (1) near the dust cover assembly (5). A retaining ring (4) is fitted on the outer peripheral wall of the guide assembly (3). The piston rod (2) is provided with an upper lifting ring (6) at the end away from the piston valve assembly (20). The upper lifting ring (6) is threadedly connected to the piston rod (2). The upper lifting ring (6) is provided with a shock-absorbing sleeve (7). A shock-absorbing pad (8) is provided between the upper lifting ring (6) and the dust cover assembly (5). The shock-absorbing pad (8) is sleeved on the piston rod (2).

8. The adjustable mono-tube shock absorber with nitrogen gas canister damping according to claim 1, characterized in that: A connecting bolt (17) is provided on the right side of the cylinder base (18). The connecting bolt (17) is fixed to the cylinder base (18) by screw fasteners. A washer (15) is fitted on the connecting bolt (17). There are two washers (15) and they are arranged symmetrically. A shock-absorbing block (16) is provided between the washers (15).

9. The nitrogen tank and damping adjustable mono-tube shock absorber according to claim 1, characterized in that: The piston valve assembly (20) adopts a split structure, including an upper piston (201) and a lower piston (202). The upper piston (201) and the lower piston (202) are provided with a central hole at their axial center. The upper piston (201) and the lower piston (202) are provided with the same number of flow holes. The flow holes are all fan-shaped holes. The piston valve assembly (20) has a rubber-coated groove on its outer wall.

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