Self-adapting damping device for vibration attenuation of special vehicles

Abstract

The utility model relates to the technical field of buffer shock absorption, disclose special vehicle vibration attenuation's adaptive buffer shock absorption device, include: first cylinder barrel, limiting ring is set up in the outside of first cylinder barrel, spring is set up in the bottom of limiting ring, connecting ring is set up in the bottom of spring, piston assembly is set up in the inside of connecting ring, and cooperate with first cylinder barrel, connecting assembly is set up in the top of first cylinder barrel, second cylinder barrel is set up in the bottom of connecting assembly, the utility model discloses through the cooperation of piston assembly and connecting assembly, can dynamic regulation of hydraulic oil's flow cross section, realizes the accurate matching of damping force and different working conditions, simultaneously, the hydraulic oil can slow down in the transmission process and flow, reduce structural fatigue loss, thereby promote the stability, security and durability of buffer shock absorption device operation.

Description

Technical Field

[0001] This utility model relates to the field of buffering and shock absorption technology, specifically, to an adaptive buffering and shock absorption device for vibration attenuation of special vehicles. Background Technology

[0002] Special vehicles (such as dedicated tank trucks, fire trucks, and medical rescue vehicles) are key equipment for undertaking special operations. Their operating environments are often complex and changeable. They not only need to frequently deal with unpaved roads such as rugged mountain roads and construction sites, but also need to withstand the superimposed effects of multi-source vibrations, including engine reciprocating motion, transmission system gear meshing, and tire-ground impact. These vibrations can lead to decreased vehicle stability and reduced ride comfort, and may also cause fatigue damage to the vehicle body structure, drift or malfunction of precision instruments and equipment on board. In severe cases, they can even affect operational safety and mission completion efficiency. Therefore, stringent requirements are placed on the comprehensive performance of shock absorption and damping devices. Currently, the shock absorption devices commonly used in special vehicles are mostly based on traditional spring damping or ordinary hydraulic damping principles. Although they can achieve basic vibration damping functions, they still have significant technical limitations in practical applications. On the one hand, the damping parameters of traditional devices are usually fixed values ​​or only support manual adjustment in a limited range, making it difficult to adapt to dynamic conditions such as real-time road conditions, vehicle load, and vibration frequency. This results in the inability to achieve precise matching between damping force and vibration characteristics in complex environments. On the other hand, during operation, the flow of hydraulic oil in existing hydraulic damping structures is prone to causing local pressure concentration, turbulence, and hydraulic impact. This not only weakens the vibration attenuation efficiency but also accelerates fatigue damage to core components such as cylinders and pistons, shortening the service life of the device and thus affecting the long-term stability and reliability of the damping performance. No effective solutions have yet been proposed to address the problems in the relevant technologies. Utility Model Content

[0003] In response to the problems in related technologies, this utility model proposes an adaptive buffer and shock absorption device for vibration attenuation of special vehicles, so as to overcome the above-mentioned technical problems existing in the existing related technologies.

[0004] Therefore, the specific technical solution adopted by this utility model is as follows: An adaptive damping and shock absorption device for vibration attenuation of special vehicles includes: a first cylinder; a limiting ring disposed on the outside of the first cylinder; a spring disposed at the bottom end of the limiting ring; a connecting ring disposed at the bottom end of the spring; a piston assembly disposed inside the connecting ring and cooperating with the first cylinder; a connecting component disposed at the top end of the first cylinder; and a second cylinder disposed at the bottom end of the connecting component.

[0005] Furthermore, in order to limit the movement of the piston assembly and avoid excessive displacement, the outer circumference of the first cylinder is provided with a thread that mates with the limiting ring, and the inner bottom end of the first cylinder is provided with a sealing block that mates with the piston assembly.

[0006] Furthermore, in order to adaptively adjust the hydraulic oil flow resistance according to the vibration intensity and dynamically optimize the buffering effect, a buffer piston plate is installed inside the second cylinder, and a sealing adjustment valve is installed at the bottom of the second cylinder.

[0007] Furthermore, in order to generate differentiated damping effects under different motion directions and attenuate vibrations, the piston assembly includes a connecting rod disposed inside the connecting ring, with the top of the connecting rod penetrating the sealing block and cooperating with the first cylinder. A piston plate is disposed on the top of the connecting rod, and the top of the piston plate has uniformly arranged through holes and auxiliary through holes. Both the top and bottom of the piston plate are provided with pads that cooperate with the through holes and auxiliary through holes. Both the through holes and auxiliary through holes are oblong structures, and the through holes and auxiliary through holes are arranged alternately along the circumference of the piston plate. The inner walls of both the through holes and auxiliary through holes are provided with inclined transition surfaces.

[0008] Furthermore, to avoid impact damage to the cylinder and internal components caused by localized pressure concentration and to extend the service life of the entire device, the connecting assembly includes a connecting body located at the top of the first cylinder. The connecting body has a connecting channel inside, which is used to connect the first cylinder and the second cylinder. A flow-slowing groove is provided at one end of the connecting channel near the second cylinder. A buffer seat is provided inside the flow-slowing groove. The flow-slowing groove has a stepped structure, and the diameter of the flow-slowing groove increases sequentially. The buffer seat includes a buffer block located inside the flow-slowing groove, and the buffer block and the flow-slowing groove are engaged by several fixing rods. A buffer groove is provided at the bottom of the buffer block, and the top of the buffer block has a cone-shaped structure with the tip pointing upwards. The buffer groove has a cone-shaped groove structure with the tip pointing upwards, and the bottom of the buffer groove forms a concave arc transition structure.

[0009] The beneficial effects of this utility model are as follows: 1. This utility model, through the coordinated cooperation of the piston assembly and the connecting assembly, can dynamically adjust the flow cross section of the hydraulic oil to achieve precise matching of the damping force with different working conditions; at the same time, the hydraulic oil is slowed down and slowed down during transmission, reducing structural fatigue wear, thereby improving the stability, safety and durability of the buffer and shock absorption device.

[0010] 2. Through the coordinated operation of through holes, auxiliary through holes and pads, the piston plate can dynamically adjust the hydraulic oil flow section during compression and rebound, thereby producing differentiated damping effects in different motion directions. This not only ensures a reasonable match between the damping force and the working conditions, but also precisely controls the hydraulic oil flow, attenuates vibration, and thus ensures the comfort of vehicle driving.

[0011] 3. Through the synergistic effect of the slow-flow groove and the buffer groove, the hydraulic oil is slowed down and slowed down during the flow process. At the same time, the axial impact energy is converted into radially dispersed flow, avoiding impact damage to the cylinder and internal components caused by local pressure concentration. In addition, this structure can also suppress the generation of pressure change and turbulence, reduce structural fatigue wear, and thus extend the service life of the entire device. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1 This is a structural schematic diagram of an adaptive buffer and shock absorber for vibration attenuation of special vehicles according to an embodiment of the present utility model; Figure 2 This is a cross-sectional view of an adaptive buffer and shock absorber for vibration attenuation of special vehicles according to an embodiment of the present utility model. Figure 3 yes Figure 2 A magnified view of a section at point A in the middle; Figure 4 yes Figure 2 A magnified view of a section at point B in the middle; Figure 5 This is a partial structural schematic diagram of the piston assembly in the adaptive buffer damping device for vibration attenuation of special vehicles according to an embodiment of the present utility model. Figure 6 This is one of the partial structural schematic diagrams of the buffer seat in the adaptive buffer damping device for vibration attenuation of special vehicles according to an embodiment of the present utility model; Figure 7 This is the second partial structural schematic diagram of the buffer seat in the adaptive buffer damping device for vibration attenuation of special vehicles according to an embodiment of this utility model.

[0014] In the picture: 1. First cylinder; 2. Limiting ring; 3. Spring; 4. Connecting ring; 5. Piston assembly; 501. Connecting rod; 502. Piston plate; 503. Through hole; 504. Auxiliary through hole; 505. Pad; 6. Connecting assembly; 601. Connecting body; 602. Connecting channel; 603. Flow retarder; 604. Buffer seat; 6041. Buffer block; 6042. Fixing rod; 6043. Buffer groove; 7. Second cylinder; 8. Thread; 9. Sealing block; 10. Buffer piston plate; 11. Sealing regulating valve. Detailed Implementation

[0015] To further illustrate the various embodiments, the present invention provides accompanying drawings, which are part of the disclosure of the present invention. These drawings are mainly used to illustrate the embodiments and can be used in conjunction with the relevant descriptions in the specification to explain the operating principles of the embodiments. With reference to these contents, those skilled in the art should be able to understand other possible implementation methods and the advantages of the present invention. The components in the figures are not drawn to scale, and similar component symbols are usually used to represent similar components.

[0016] According to an embodiment of the present invention, an adaptive buffer and shock absorption device for vibration attenuation of special vehicles is provided.

[0017] The present invention will now be further described in conjunction with the accompanying drawings and specific embodiments, such as... Figures 1-7 As shown, the adaptive buffer damping device for vibration attenuation of special vehicles according to an embodiment of the present invention includes: a first cylinder 1; a limiting ring 2 disposed on the outside of the first cylinder 1; a spring 3 disposed at the bottom end of the limiting ring 2; a connecting ring 4 disposed at the bottom end of the spring 3; a piston assembly 5 disposed inside the connecting ring 4 and cooperating with the first cylinder 1; a connecting assembly 6 disposed at the top end of the first cylinder 1; and a second cylinder 7 disposed at the bottom end of the connecting assembly 6.

[0018] In one embodiment, for the first cylinder 1, a thread 8 that cooperates with the limiting ring 2 is provided on the outer circumference of the first cylinder 1, and a sealing block 9 that cooperates with the piston assembly 5 is provided on the inner bottom end of the first cylinder 1, thereby limiting the movement stroke of the piston assembly 5 to avoid excessive displacement.

[0019] In one embodiment, the second cylinder 7 is provided with a buffer piston plate 10 inside and a sealing regulating valve 11 at the bottom end of the second cylinder 7, so that the hydraulic oil flow resistance can be adaptively adjusted according to the vibration intensity to dynamically optimize the buffering effect.

[0020] In one embodiment, the piston assembly 5 includes a connecting rod 501 disposed inside the connecting ring 4, with the top of the connecting rod 501 penetrating the sealing block 9 and cooperating with the first cylinder 1. A piston plate 502 is disposed on the top of the connecting rod 501, and the top of the piston plate 502 is provided with uniformly arranged through holes 503 and auxiliary through holes 504. Both the top and bottom of the piston plate 502 are provided with pads 505 that cooperate with the through holes 503 and auxiliary through holes 504. Both the through holes 503 and auxiliary through holes 504 are oblong structures, and the through holes 503 and auxiliary through holes 504 are arranged alternately along the circumference of the piston plate 502. The inner walls of the through holes 503 and auxiliary through holes 504 are provided with inclined transition surfaces, thereby generating differentiated damping effects under different motion directions and attenuating vibration.

[0021] The working principle of piston assembly 5 is as follows: connecting rod 501 drives piston plate 502 to move up and down in the first cylinder 1 with vibration. Hydraulic oil in the first cylinder 1 flows through through hole 503 and auxiliary through hole 504 on piston plate 502. Since the inner walls of through hole 503 and auxiliary through hole 504 are provided with inclined transition surfaces, and the upper and lower ends of piston plate 502 are equipped with pads 505 that are adapted to the holes, they will form differentiated cooperation in different directions of movement: when piston plate 502 is compressed downward, pad 505 separates from the inclined transition surface of the corresponding hole, so that hydraulic oil can pass smoothly through through hole 503 and auxiliary through hole 504; when piston plate 502 rebounds upward, pad 505 is tightly fitted with the inclined transition surface of the hole, greatly reducing the flow of hydraulic oil. The difference in flow between easy flow during compression and difficult flow during rebound will generate a corresponding damping force, thereby achieving precise control of hydraulic oil flow and ultimately achieving the effect of damping vibration.

[0022] In one embodiment, the connecting assembly 6 includes a connecting body 601 disposed at the top of the first cylinder 1. The connecting body 601 has a connecting channel 602 inside, which connects the first cylinder 1 and the second cylinder 7. A flow-retarding groove 603 is provided at one end of the connecting channel 602 near the second cylinder 7. A buffer seat 604 is provided inside the flow-retarding groove 603. The flow-retarding groove 603 has a stepped structure, and its diameter increases sequentially. The buffer seat 604 includes... A buffer block 6041 is placed inside the flow-retarding channel 603, and the buffer block 6041 and the flow-retarding channel 603 are connected by several fixing rods 6042. The bottom end of the buffer block 6041 is provided with a buffer groove 6043, and the top end of the buffer block 6041 is a cone-shaped structure with the tip pointing upwards. The buffer groove 6043 is a cone-shaped groove structure with the tip pointing upwards, and the bottom end of the buffer groove 6043 forms an inwardly concave arc transition structure, thereby avoiding the impact damage to the cylinder and internal components caused by local pressure concentration and extending the service life of the entire device.

[0023] The working principle of the connecting component 6 is as follows: The hydraulic oil in the first cylinder 1 forms a directional transmission path through the connecting channel 602. When it flows to one end near the second cylinder 7, it enters the stepped flow-slowing groove 603, whose diameter increases sequentially along the flow direction. According to the fluid mechanics continuity equation, the gradual expansion of the flow cross-sectional area causes the hydraulic oil flow velocity to decrease synchronously, achieving initial flow slowing and preventing high-speed hydraulic oil from directly impacting the second cylinder 7. The hydraulic oil contact buffer block 6041 has an upward-pointing conical structure at its top. This structure divides the axially concentrated hydraulic oil flow into multiple radially diffused branches, transforming the axial impact into radially dispersed flow, effectively reducing the impact. The system disperses impact pressure and avoids localized pressure concentration. After diversion, the hydraulic oil flows along the gap between the stepped surface of the slow-flow groove 603 and the side of the buffer block 6041, and then enters the second cylinder 7. The buffer piston plate 10 further absorbs the hydraulic oil impact, and through the conical groove structure and the concave arc transition design at the bottom end of the buffer groove 6043, the hydraulic oil is orderly gathered, reducing pressure changes and turbulence. Finally, while ensuring reliable connection and fluid conduction between the two cylinders, the system effectively reduces fatigue damage to the structure caused by hydraulic oil flow through a three-level control mechanism of deceleration, diversion, and stabilization, thereby extending the service life of the entire device.

[0024] It should be further noted that this utility model is applicable to special vehicles such as off-road fire trucks and mining dump trucks. Different structural parameters can be matched according to the load, driving conditions, and vibration characteristics of different vehicle models to achieve precise vibration attenuation. Taking an off-road fire truck as an example: Spring 3 adopts a composite structure (combination of coil spring and rubber pad), with a stiffness coefficient of 25kN / mm and a pre-compression of 8mm, providing reliable rigid support while also meeting the buffering requirements for low-frequency vibrations; piston plate 502 is 30mm thick and has 10 through holes 503 with a diameter of 10mm and 30 auxiliary through holes 504 with a diameter of 6mm for regulating the hydraulic oil flow characteristics; pad 505 is made of polyurethane material with a Shore hardness of 75° and is 10mm thick, possessing excellent oil resistance and wear resistance. This ensures long-term stable sealing and dynamic response performance; the flow-retarding groove 603 is designed with a four-stage stepped structure, with diameters of 25mm→35mm→45mm→55mm, to achieve gradual deceleration and stabilization of hydraulic oil; the buffer block 6041 has a conical apex angle of 45°, and the buffer groove 6043 on it adopts an arc-shaped transition structure with a radius of 20mm, which effectively alleviates flow impact and suppresses turbulence; the hydraulic system uses No. 68 anti-wear hydraulic oil, which can work stably in a wide temperature range of -30℃ to +60℃, adapting to high and low temperature conditions in complex environments.

[0025] To facilitate understanding of the above-mentioned technical solutions of this utility model, the working principle or operation method of this utility model in actual process will be described in detail below.

[0026] In practical applications, after the shock absorber is installed at a designated location on the special vehicle, the vibration generated during the vehicle's operation is transmitted to the device. First, the elastic deformation of the spring 3 provides initial cushioning, while simultaneously driving the piston assembly 5 to move synchronously. The movement of the piston assembly 5 pushes the hydraulic oil in the first cylinder 1 to flow, thereby generating a differentiated damping effect and effectively attenuating the vibration (the working principle of the piston assembly 5 is as described above). Subsequently, the hydraulic oil flows to the second cylinder 7 through the connecting assembly 6, and the flow of the hydraulic oil reduces structural fatigue wear (the working principle of the connecting assembly 6 is as described above), ultimately improving the stability and safety of the special vehicle.

[0027] In summary, by utilizing the above-mentioned technical solution of this utility model, the flow cross-section of the hydraulic oil can be dynamically adjusted through the coordinated cooperation of the piston assembly 5 and the connecting assembly 6, achieving precise matching of damping force with different working conditions. Simultaneously, the hydraulic oil is slowed and its flow is moderated during transmission, reducing structural fatigue wear and thus improving the stability, safety, and durability of the buffer and shock absorption device. Through the coordinated cooperation of the through hole 503, the auxiliary through hole 504, and the gasket 505, the piston plate 502 can dynamically adjust the flow cross-section of the hydraulic oil during compression and rebound, thereby producing differentiated damping effects in different directions of motion. This not only ensures a reasonable match between the damping force and the working conditions but also precisely controls the flow of hydraulic oil, attenuating vibrations and thus ensuring the comfort of vehicle operation. Through the synergistic effect of the slow-flow groove 603 and the buffer groove 6043, the hydraulic oil is slowed down and slowed down during the flow process. At the same time, the axial impact energy is converted into radially dispersed flow, avoiding impact damage to the cylinder and internal components caused by local pressure concentration. In addition, this structure can also suppress the generation of pressure change and turbulence, reduce structural fatigue wear, and thus extend the service life of the entire device.

[0028] In this utility model, unless otherwise explicitly specified and limited, the terms "installation", "setting", "connection", "fixing", "screw connection", etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal connection of two components or the interaction between two components. Unless otherwise explicitly limited, those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0029] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. An adaptive damping and shock absorption device for vibration attenuation in special vehicles, characterized in that, include: First cylinder (1); A limiting ring (2) is disposed on the outside of the first cylinder (1); A spring (3) is disposed at the bottom end of the limiting ring (2); A connecting ring (4) is disposed at the bottom end of the spring (3); The piston assembly (5) is disposed inside the connecting ring (4) and cooperates with the first cylinder (1); A connecting component (6) is disposed at the top of the first cylinder (1); The second cylinder (7) is located at the bottom end of the connecting assembly (6).

2. The adaptive damping and shock absorption device for vibration attenuation of special vehicles according to claim 1, characterized in that, The outer circumference of the first cylinder (1) is provided with a thread (8) that cooperates with the limiting ring (2), and the inner bottom end of the first cylinder (1) is provided with a sealing block (9) that cooperates with the piston assembly (5).

3. The adaptive damping and shock absorption device for vibration attenuation of special vehicles according to claim 1, characterized in that, The second cylinder (7) is provided with a buffer piston plate (10) inside, and a sealing regulating valve (11) is provided at the bottom end of the second cylinder (7).

4. The adaptive damping and shock absorption device for vibration attenuation of special vehicles according to claim 2, characterized in that, The piston assembly (5) includes a connecting rod (501) disposed inside the connecting ring (4), and the top of the connecting rod (501) passes through the sealing block (9) and cooperates with the first cylinder (1). A piston plate (502) is disposed on the top of the connecting rod (501). The top of the piston plate (502) is provided with uniformly arranged through holes (503) and auxiliary through holes (504). The top and bottom of the piston plate (502) are provided with pads (505) that cooperate with the through holes (503) and the auxiliary through holes (504).

5. The adaptive damping and shock absorption device for vibration attenuation of special vehicles according to claim 4, characterized in that, Both the through hole (503) and the auxiliary through hole (504) are elongated oval structures, and the through hole (503) and the auxiliary through hole (504) are arranged alternately along the circumference of the piston plate (502). The inner walls of both the through hole (503) and the auxiliary through hole (504) are provided with inclined transition surfaces.

6. The adaptive damping and shock absorption device for vibration attenuation of special vehicles according to claim 1, characterized in that, The connecting assembly (6) includes a connecting body (601) disposed at the top of the first cylinder (1), the connecting body (601) having a connecting channel (602) inside, and the connecting channel (602) being used to connect the first cylinder (1) and the second cylinder (7), the connecting channel (602) having a flow-slowing groove (603) at one end near the second cylinder (7), and the flow-slowing groove (603) having a buffer seat (604) inside.

7. The adaptive damping and shock absorption device for vibration attenuation of special vehicles according to claim 6, characterized in that, The flow channel (603) has a stepped structure, and the diameter of the flow channel (603) increases sequentially.

8. The adaptive damping and shock absorption device for vibration attenuation of special vehicles according to claim 7, characterized in that, The buffer seat (604) includes a buffer block (6041) disposed inside the slow flow channel (603), and the buffer block (6041) and the slow flow channel (603) are connected by a number of fixing rods (6042), and a buffer groove (6043) is provided at the bottom end of the buffer block (6041).

9. The adaptive damping and shock absorption device for vibration attenuation of special vehicles according to claim 8, characterized in that, The top of the buffer block (6041) is a cone-shaped structure with the tip pointing upwards; The buffer groove (6043) is a conical groove structure with the tip pointing upwards, and the bottom end of the buffer groove (6043) forms an inwardly concave arc transition structure.

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