Adaptive structure for a two-wheeled vehicle's magnetorheological shock absorber

Abstract

The utility model relates to the technical field of shock absorber, and disclose two wheel car's magnetic fluid shock absorber's self -adaptation structure, including wheel axle mounting joint, magnetic fluid hollow tube, outer tube casing, magnetic field control line, magnetic fluid special oil seal, magnetron coil and shock absorbing spring, the magnetic fluid hollow tube fixed mounting is in the inner chamber of wheel axle mounting joint. Through setting wheel axle mounting joint, magnetic fluid hollow tube, outer tube casing, magnetic field control line, magnetic fluid special oil seal, magnetron coil and shock absorbing spring, magnetic rheological shock absorber is combined with algorithm, according to the data of two wheel car's own feedback, independently real -time adjustment shock absorber's damping force, better adapt real -time road condition, magnetic fluid shock absorber is under the control of electric current, response speed is millisecond level, under the combination of increasing sensor, magnetic rheological controller and directional development algorithm system on the vehicle, realize vehicle independent adjustment shock absorber's recovery and compression damping force, make the vehicle running process more smooth, convenient for operating personnel to use.

Description

Technical Field

[0001] This utility model relates to an adaptive structure for a magnetohydrodynamic shock absorber used in two-wheeled vehicles, and belongs to the field of shock absorber technology. Background Technology

[0002] Shock absorbers are used to suppress the oscillations caused by the rebound of springs after absorbing shocks, as well as impacts from the road surface. They are widely used in automobiles to accelerate the attenuation of vibrations in the chassis and body, thereby improving the ride comfort. When driving over uneven roads, although the springs can filter out road vibrations, the springs themselves will still have reciprocating motion. Shock absorbers are used to suppress this spring bounce. In the suspension system, because the elastic elements vibrate due to impacts, shock absorbers are installed in parallel with the elastic elements in the suspension to improve ride comfort. To dampen vibrations, the shock absorbers used in automobile suspension systems are mostly hydraulic. The working principle of a shock absorber is that when the vehicle frame (or body) and axle vibrate and relative motion occurs, the piston inside the shock absorber moves up and down. The oil in the shock absorber chamber repeatedly flows from one chamber to another through different orifices. At this time, the friction between the orifice wall and the oil and the internal friction between oil molecules generate damping force on the vibration, which converts the vibration energy of the car into the heat energy of the oil, and then the shock absorber absorbs and dissipates it into the atmosphere. When the cross-section of the oil channel and other factors remain unchanged, the damping force increases or decreases with the relative speed between the vehicle frame and axle (or wheels) and is related to the viscosity of the oil.

[0003] Chinese Patent Publication No. (CN 222863964 U) discloses a front shock absorber for tricycles and two-wheeled vehicles, including a base cylinder, a fork tube, and a piston tube. The lower end of the fork tube is sealed and slidably fitted inside the base cylinder, and the space between the bottom of the fork tube and the base cylinder forms a lower cavity. The piston tube is a hollow tubular structure, with its lower end connected to the bottom of the base cylinder and its upper end extending into the fork tube and sealing and slidably fitted with the fork tube. The piston divides the space of the fork tube into an upper oil storage chamber and an upper cavity. The upper end of the piston tube is sealed and slidably fitted with the fork tube through a piston assembly, which includes a valve plate that unidirectionally guides the oil storage chamber. By setting the valve plate, which opens under pressure, the oil in the upper cavity can flow into the oil storage chamber through the valve plate, thereby reducing the damping value of the fork tube in the return state. This ensures that the damping value of the upper cavity is always kept within a certain range, guaranteeing good comfort for the vehicle whether it is driving on a small bumpy road or a large bumpy road.

[0004] As shown in the above device, traditional adjustable shock absorbers can only be adjusted after the vehicle is stopped. Magnetorheological shock absorbers can control the damping force of the shock absorber by adjusting the current through a switch on the vehicle. However, they cannot be effectively adjusted in real time, resulting in relatively low overall shock absorption performance. They cannot adapt to various environments in real time, which may lead to relatively poor flexibility in the use of the shock absorber and make it inconvenient for operators to use.

[0005] To address this, an adaptive structure for a magnetohydrodynamic shock absorber for two-wheeled vehicles is proposed. Utility Model Content

[0006] In view of this, the present invention provides an adaptive structure for a magnetohydrodynamic shock absorber for two-wheeled vehicles to solve or alleviate the technical problems existing in the prior art, and at least provides a beneficial alternative.

[0007] The technical solution of this utility model is implemented as follows: An adaptive structure for a magnetohydrodynamic shock absorber used in two-wheeled vehicles includes an axle mounting joint, a magnetohydrodynamic hollow tube, an outer cylinder shell, a magnetic field control line, a magnetohydrodynamic special oil seal, a magnetic control coil, and shock-absorbing springs. The magnetohydrodynamic hollow tube is fixedly installed in the inner cavity of the axle mounting joint. The outer cylinder shell is fixedly installed on the outside of the magnetohydrodynamic hollow tube. The magnetic control coil is fixedly installed in the inner cavity of the magnetohydrodynamic hollow tube. The magnetic field control line is fixedly installed on the inner side of the magnetic control coil. Both shock-absorbing springs are fixedly connected to the right side of the magnetic control coil and the right side of the inner cavity of the magnetohydrodynamic hollow tube. The magnetohydrodynamic special oil seal is fixedly installed in the inner cavity of the outer cylinder shell.

[0008] More preferably, the magnetic fluid hollow tube and the outer shell are both in the same horizontal direction, and the shape of the magnetic fluid hollow tube and the outer shell is cylindrical.

[0009] More preferably, the wheel axle mounting joint is fixedly connected to an external wheel axle, and the wheel axle mounting joint is rectangular in shape.

[0010] More preferably, the magnetic field control line penetrates the inner side of the magnetohydrodynamic oil seal and extends to the outer side of the outer cylinder shell, and the magnetic field control line and the outer cylinder shell are both in the same horizontal direction.

[0011] More preferably, the inner cavity of the magnetic fluid hollow tube is filled with magnetic fluid, and the magnetic control coil is in contact with the magnetic fluid.

[0012] The present invention has the following advantages due to the adoption of the above technical solution:

[0013] I. This utility model combines a wheel axle mounting joint, a magnetorheological hollow tube, an outer shell, a magnetic field control line, a magnetorheological oil seal, a magnetic control coil, and a damping spring. By integrating a magnetorheological damper with an algorithm, it autonomously adjusts the damping force of the damper in real time based on data feedback from the two-wheeled vehicle, better adapting to real-time road conditions. Under current control, the magnetorheological damper has a millisecond-level response speed. By adding sensors, a magnetorheological controller, and a specially developed algorithm system to the vehicle, it achieves autonomous adjustment of the damper's restoring and compression damping forces, making the vehicle ride smoother and improving the flexibility and convenience of using the damper, thus facilitating operation.

[0014] The above overview is for illustrative purposes only and is not intended to be limiting in any way. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features of the present invention will become readily apparent from the accompanying drawings and the following detailed description. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a three-dimensional front view structural diagram of the present invention;

[0017] Figure 2 This is a schematic diagram of the disassembly structure of the outer shell of this utility model;

[0018] Figure 3 This is a schematic diagram of the magnetic fluid hollow tube structure of this utility model;

[0019] Figure 4 This is a schematic diagram of the wheel axle mounting joint structure of this utility model.

[0020] Reference numerals in the attached diagram: 1. Wheel and axle mounting joint; 2. Magnetofluid hollow tube; 3. Outer cylinder shell; 4. Magnetic field control line; 5. Magnetofluid special oil seal; 6. Magnetofluid coil; 7. Shock-absorbing spring. Detailed Implementation

[0021] In the following description, only certain exemplary embodiments are briefly described. As those skilled in the art will recognize, the described embodiments can be modified in various ways without departing from the spirit or scope of this invention. Therefore, the drawings and description are considered exemplary in nature and not restrictive.

[0022] The embodiments of this utility model will now be described in detail with reference to the accompanying drawings.

[0023] Please see Figures 1-4In this embodiment of the invention, the adaptive structure of the magnetohydrodynamic shock absorber for two-wheeled vehicles includes an axle mounting joint 1, a magnetohydrodynamic hollow tube 2, an outer cylinder shell 3, a magnetic field control line 4, a magnetohydrodynamic oil seal 5, a magnetic control coil 6, and shock-absorbing springs 7. The magnetohydrodynamic hollow tube 2 is fixedly installed in the inner cavity of the axle mounting joint 1, the outer cylinder shell 3 is fixedly installed on the outside of the magnetohydrodynamic hollow tube 2, the magnetic control coil 6 is fixedly installed in the inner cavity of the magnetohydrodynamic hollow tube 2, the magnetic field control line 4 is fixedly installed on the inner side of the magnetic control coil 6, and two shock-absorbing springs 7 are fixedly connected to the right side of the magnetic control coil 6 and the magnetohydrodynamic... On the right side of the inner cavity of the hollow tube 2, the magnetic fluid special oil seal 5 is fixedly installed in the inner cavity of the outer cylinder shell 3. The magnetic fluid hollow tube 2 and the outer cylinder shell 3 are both in the same horizontal direction. The magnetic fluid hollow tube 2 and the outer cylinder shell 3 are both cylindrical. The wheel axle mounting joint 1 is fixedly connected to the external wheel axle. The wheel axle mounting joint 1 is rectangular in shape. The magnetic field control line 4 passes through the inner side of the magnetic fluid special oil seal 5 and extends to the outer side of the outer cylinder shell 3. The magnetic field control line 4 and the outer cylinder shell 3 are both in the same horizontal direction. The inner cavity of the magnetic fluid hollow tube 2 is filled with magnetic fluid. The magnetic control coil 6 is in contact with the magnetic fluid.

[0024] By setting up a wheel axle mounting joint 1, a magnetorheological hollow tube 2, an outer cylinder shell 3, a magnetic field control line 4, a magnetorheological oil seal 5, a magnetic control coil 6, and a damping spring 7, the magnetorheological damper, combined with an algorithm, autonomously adjusts the damping force of the damper in real time based on data feedback from the two-wheeled vehicle itself, better adapting to real-time road conditions. Under the control of current, the magnetorheological damper has a response speed in the millisecond range. With the addition of sensors, a magnetorheological controller, and a specially developed algorithm system on the vehicle, the vehicle can autonomously adjust the recovery and compression damping force of the damper, making the vehicle ride smoother and improving the flexibility and convenience of using the damper, making it easier for operators to use.

[0025] In operation, this invention utilizes the interaction of the wheel axle mounting joint 1, the magnetic fluid hollow tube 2, the outer cylinder shell 3, the magnetic field control line 4, the magnetic fluid-specific oil seal 5, the magnetic control coil 6, and the shock-absorbing spring 7. When the magnetic field control line 4 does not control the magnetic control coil 6 to be energized, the magnetic fluid liquid inside the hollow tube 2 is in a liquid state, allowing it to flow easily through the damping orifice. At this time, the damping force of the shock absorber is small, providing a soft suspension characteristic and ensuring ride comfort. However, when a high damping state is required, and the magnetic field control line 4 controls the magnetic control coil 6 to be energized, a strong magnetic field is generated that passes through the damping orifice. The magnetorheological fluid flowing through this area thickens instantly, and its shear resistance increases dramatically, hindering its rapid flow through the damping orifice. This generates a huge damping force, making the shock absorber "stiffer," which can effectively suppress vehicle body impact and sway, and improve handling stability. The electrical control is mainly achieved through the dynamic model of AI in the vehicle computer. Based on the force feedback during shock absorption, the required force for damping is calculated, and adaptive control is achieved through shock absorption effect judgment. This enables real-time shock absorption adjustment of the magnetorheological shock absorber, steplessly adjusting the stiffness of the shock absorber to achieve a perfect balance between comfort and sportiness.

[0026] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any person skilled in the art can easily conceive of various variations or substitutions within the technical scope disclosed in this utility model, and these should all be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the protection scope of the claims.

Claims

1. An adaptive structure for a magnetohydrodynamic shock absorber for two-wheeled vehicles, comprising an axle mounting joint (1), a magnetohydrodynamic hollow tube (2), an outer cylinder shell (3), a magnetic field control wire (4), a magnetohydrodynamic oil seal (5), a magnetic control coil (6), and a shock-absorbing spring (7), characterized in that, The magnetic fluid hollow tube (2) is fixedly installed in the inner cavity of the wheel axle mounting joint (1). The outer cylinder shell (3) is fixedly installed on the outside of the magnetic fluid hollow tube (2). The magnetic control coil (6) is fixedly installed in the inner cavity of the magnetic fluid hollow tube (2). The magnetic field control line (4) is fixedly installed on the inner side of the magnetic control coil (6). The two shock-absorbing springs (7) are fixedly connected to the right side of the magnetic control coil (6) and the right side of the inner cavity of the magnetic fluid hollow tube (2). The magnetic fluid special oil seal (5) is fixedly installed in the inner cavity of the outer cylinder shell (3).

2. The adaptive structure of the magnetohydrodynamic shock absorber for two-wheeled vehicles according to claim 1, characterized in that: The magnetic fluid hollow tube (2) and the outer shell (3) are both in the same horizontal direction, and the magnetic fluid hollow tube (2) and the outer shell (3) are both cylindrical.

3. The adaptive structure of the magnetohydrodynamic shock absorber for two-wheeled vehicles according to claim 1, characterized in that: The wheel axle mounting joint (1) is fixedly connected to the external wheel axle, and the wheel axle mounting joint (1) is rectangular in shape.

4. The adaptive structure of the magnetohydrodynamic shock absorber for two-wheeled vehicles according to claim 1, characterized in that: The magnetic field control line (4) passes through the inner side of the magnetohydrodynamic oil seal (5) and extends to the outer side of the outer cylinder shell (3). The magnetic field control line (4) and the outer cylinder shell (3) are both in the same horizontal direction.

5. The adaptive structure of the magnetohydrodynamic shock absorber for two-wheeled vehicles according to claim 1, characterized in that: The inner cavity of the magnetic fluid hollow tube (2) is filled with magnetic fluid, and the magnetic control coil (6) is in contact with the magnetic fluid.

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