Rheological-dynamic shock absorber

Abstract

Rheological-dynamic shock absorber, comprising: a housing (100) provided with an internal cavity (110); a piston assembly (200) slidably arranged along an axial direction of the inner cavity (110), wherein the piston assembly (200) separates the inner cavity (110) into a first fluid chamber (111) and a second fluid chamber (112), wherein at least one flow channel (200a) is provided on the piston assembly (200) and is connected to the first fluid chamber (111) and the second fluid chamber (112), a damping fluid flows between the first fluid chamber (111) and the second fluid chamber (112) through the flow channel (200a), one of the housing (100) and the piston assembly (200) is connected to a vibration element, and the other of the housing (100) and the piston assembly (200) is connected to an element to be buffered; and a swirl module (300) which is pushed onto the piston arrangement (200) and arranged in the first fluid chamber (111), wherein the swirl module (300) comprises at least one rotatable swirl vane (310) and the damping fluid causes the swirl vane (310) to rotate when it flows between the first fluid chamber (111) and the second fluid chamber (112).

Description

TECHNICAL FIELDThe embodiment of the present application relates to the technical field of damping, in particular to a rheological-dynamic shock absorber.GENERAL STATE OF THE ARTIn order to improve quietness and comfort of a vehicle during travel, a shock absorber is generally provided between a suspension system and a vehicle body of the vehicle to absorb and alleviate the vibrations transmitted from the road surface to the vehicle body.The principle of operation of a conventional shock absorber is based on the damping force generated by the oil flow in a piston cylinder. When the vehicle travels on a rough road, a relative movement is generated between the suspension system and the vehicle body, causing a piston within the shock absorber to move up and down in the piston cylinder, and the oil in the shock absorber flows through a hole on the piston, thereby generating the damping force and achieving a damping effect.However, the conventional shock absorber typically has a fixed damping constant and cannot dynamically adjust the damping characteristic to different road conditions or vehicle loads, and in some situations, the drivability of the vehicle is impaired.SUMMARYIn view of this, the embodiment of the present application provides a rheological-dynamic shock absorber that enables dynamic adjustment of damping in real time and optimizes the drivability of a vehicle.In order to achieve the above object, the embodiment of the present application provides a rheological-dynamic shock absorber that uses the following technical solutions.The embodiment of the present application provides a rheological-dynamic shock absorber including: a housing provided with an inner cavity; a piston assembly slidably disposed along an axial direction of the inner cavity, the piston assembly separating the inner cavity into a first fluid chamber and a second fluid chamber, at least one flow channel communicating with the first fluid chamber, and the second fluid chamber being provided on the piston assembly, damping fluid flowing between the first fluid chamber and the second fluid chamber through the flow channel, either the housing or the piston assembly being connected to a vibration element, and the other of the housing and the piston assembly being connected to an element to be buffered; a swirl module sleeved on the piston assembly and located in the first fluid chamber, the swirl module including at least one rotatable swirl vane, the damping fluid rotating the swirl vane as it flows between the first fluid chamber and the second fluid chamber.In one possible embodiment, the swirl vane is arranged at an enclosed angle with respect to an axis of the flow channel.In one possible embodiment, the swirl vane includes a first end proximate to the flow passage along an axial direction of the flow passage and a second end distal from the flow passage along the axial direction of the flow passage, the swirl vane is wound along a circumferential direction of the piston assembly from the first end to the second end.In one possible embodiment, a plurality of flow passages are provided, and the plurality of flow passages are arranged and spaced uniformly along a circumferential direction of the piston assembly, a plurality of swirl vanes are provided, and the plurality of swirl vanes are on the same circumference and are arranged and spaced uniformly, at least one of the plurality of swirl vanes is located on an axis of at least one of the plurality of flow passages.In one possible embodiment, the piston assembly includes a piston body and a connecting rod, the piston body is slidably disposed in the inner cavity and is in sealing fit with an inner wall of the inner cavity, the piston body separates the inner cavity into the first fluid chamber and the second fluid chamber, one end of the connecting rod is connected to a side of the piston body facing the first fluid chamber, and the other end of the connecting rod extends out of the housing and is slidably connected to a first end of the housing, the flow channel is provided on the piston body.In a possible embodiment, the swirl module further includes a rotation unit, wherein the rotation unit is pushed onto the connecting rod and the swirl vane is connected to the rotation unit.In one possible embodiment, the rotating unit includes a stator and a rotor, wherein the stator is fixedly connected to the connecting rod, the rotor is rotatably arranged on the stator, and the swirl blade is connected to the rotor.In one possible embodiment, a buffer adjuster is provided in the second fluid chamber, the buffer adjuster separates the second fluid chamber into a first volume variable sub-chamber and a second volume variable sub-chamber, and the first sub-chamber communicates with the first fluid chamber through the flow channel.In one possible embodiment, the piston body and the housing are clearance fit, a wear resistant member is provided on an outer periphery of the piston body, and the wear resistant member abuts the piston body and the housing, respectively, such that the piston body and the housing are seal fit.In one possible embodiment, the end faces of the piston body facing the first and / or the second fluid chamber are provided with a reinforcing plate.In the rheological-dynamic shock absorber according to the embodiment of the present application, when the damping fluid flows between a first fluid chamber and a second fluid chamber, the damping fluid impinges on the swirl vane and rotates the swirl vane. Rotation of the swirl vane changes the path and velocity of the fluid flow. Depending on different road conditions and vehicle loads, the rotational speed of the swirl vane is automatically adjusted, whereby the damping characteristic changes dynamically. In this way, the limitation of the fixed damping constant of the conventional shock absorber is overcome, and by dynamically adjusting the damping characteristic, different road conditions and vehicle loads are adjusted, thereby improving the drivability and ensuring that the vehicle can achieve a better damping effect in various situations.BRIEF DESCRIPTION OF THE DRAWINGSThe accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and serve to explain the principles of the embodiments of the present application together with the specification. Obviously, the accompanying drawings show only some embodiments in the following description, for which those skilled in the art can obtain further drawings corresponding to these accompanying drawings without any creative efforts. FIG. 1 is a schematic structural diagram of a rheological-dynamic shock absorber provided by an embodiment of the present application. FIG. 2 is a cross-sectional view of a rheological-dynamic shock absorber provided by an embodiment of the present application. FIG. 3 is a schematic diagram of part A in FIG. 2. FIG. 4 is a schematic diagram of an internal structure of a housing of a rheological-dynamic shock absorber provided by an embodiment of the present application.Description of the Reference Numbers:100 housing; 110 inner cavity; 111 first fluid chamber; 112 second fluid chamber; 112a first sub-chamber; 112b second sub-chamber; 200 piston unit; 200a flow channel; 210 piston body; 220 connecting rod; 300 swirl module; 310 swirl vane; 320 rotation unit; 400 buffer adjuster; 500 wear resistant member; 600 reinforcing plate; 700 seal.In the above-mentioned accompanying drawings, specific embodiments are illustrated throughout, which will be described in more detail below. The accompanying drawings and the textual description are not intended to limit the scope of the concepts of the embodiments of the present application in any way, but to describe the concepts of the embodiments of the present application to those skilled in the art with reference to specific embodiments.DESCRIPTION OF EMBODIMENTSHere, exemplary embodiments with accompanying examples illustrated in the accompanying drawings will be described in detail. In the following description, when referring to the accompanying drawings, unless otherwise specified, the same reference number in different drawings represents the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments that are consistent with the embodiments of the present application. Rather, they are merely examples of devices and methods consistent with some aspects of the embodiments of the present application as described in the appended claims.Second, it should be noted that, in the description of the embodiments of the present application, terms such as "inside", "outside", etc. indicating a direction or positional relationship are based on the direction or positional relationship shown in the drawings, which is merely for the convenience of description and does not indicate or means that the device or component has a specific orientation or must be constructed and operated in a specific orientation. Therefore, they cannot be understood as limiting the embodiments of the present application.Further, it should be noted that in the description of the embodiments of the present application, unless otherwise stated or limited, the terms "connect" and "communicate" are broadly understood to be, e.g., a fixed connection, a detachable connection, or an integral connection; may also be a mechanical connection or an electrical connection; may also be a direct connection or an indirect connection via an intermediate member; and may also be internal communication between two components. Those skilled in the art should understand the specific meanings of the above terms in the embodiments of the present application depending on the specific situations.In order to improve quietness and comfort of a vehicle during travel, a shock absorber is generally provided between a suspension system and a vehicle body of the vehicle to absorb and alleviate the vibrations transmitted from the road surface to the vehicle body.The principle of operation of a conventional shock absorber is based on the damping force generated by the oil flow in a piston cylinder. When the vehicle travels on a rough road, a relative movement is generated between the suspension system and the vehicle body, causing a piston within the shock absorber to move up and down in the piston cylinder, and the oil in the shock absorber flows through a hole on the piston, thereby generating the damping force and achieving a damping effect.However, the conventional shock absorber typically has a fixed damping constant and cannot dynamically adapt a damping characteristic to different road conditions or vehicle loads, so that in certain situations, e.g., on a rough road, the drivability of the vehicle is impaired.In view of this, the embodiments of the present application provide a rheological-dynamic shock absorber. As damping fluid flows between first and second fluid chambers, the damping fluid impinges on the swirl vane and rotates the swirl vane. Rotation of the swirl vane changes the path and velocity of the fluid flow. Depending on different road conditions and vehicle loads, the rotational speed of the swirl vane is automatically adjusted, whereby the damping characteristic changes dynamically. In this way, the limitation of the fixed damping constant of the conventional shock absorber is overcome, and by dynamically adjusting the damping characteristic, different road conditions and vehicle loads are adjusted, thereby improving the drivability and ensuring that the vehicle can achieve a better damping effect in various situations.The technical solutions of the present application and the manner of solving the above technical problem will be described in detail below with reference to specific embodiments. The following various specific embodiments may be combined with each other, and the same or similar concepts or processes may not repeat in some embodiments. The embodiments of the present application will be described below with reference to the drawings.Referring to FIGS. 1 to 4, the rheological-dynamic shock absorber provided by the embodiments of the present application may be applied to a vehicle. It should be noted that the rheological-dynamic shock absorber provided by the embodiments of the present application relates to the technical field of damping, including but not limited to vehicles, aerospace, construction, industrial machinery, etc.The rheological-dynamic shock absorber includes a housing 100, a piston assembly 200, and a swirl module 300. The housing 100 is provided with an inner cavity 110, and damping fluid is filled into the inner cavity 110. Optionally, the inner cavity 110 is collinear with an axis of the housing 100.The piston assembly 200 is slidably disposed along an axial direction of the inner cavity 110, and the piston assembly 200 separates the inner cavity 110 into a first fluid chamber 111 and a second fluid chamber 112. At least one flow passage 200 acommunicated with the first fluid chamber 111 and the second fluid chamber 112 is provided on the piston assembly 200. The damping fluid flows between the first fluid chamber 111 and the second fluid chamber 112 through the flow passage 200 a. The damping fluid is filled in the inner cavity 110 to generate a damping force.The housing 100 or the piston assembly 200 is connected to a vibration element, while the other of the housing 100 or the piston assembly 200 is connected to an element to be buffered. The vibration element can be, for example, a suspension system and the element to be buffered can be a vehicle body. Optionally, the piston assembly 200 may be configured to be connected to the suspension system, and the housing 100 may be configured to be connected to the vehicle body, thereby achieving the damping effect.The swirl module 300 is pushed onto the piston arrangement 200 and is located in the first fluid chamber 111. The swirl module 300 includes at least one rotatable swirl vane 310. The damping fluid rotates the swirl vane 310 as it flows between the first fluid chamber 111 and the second fluid chamber 112. A rotational speed of the swirl vane 310 depends on the flow speed of the damping fluid.The rotation of the swirl vane 310 changes the flow characteristics of the damping fluid, such as viscosity and shear rate of the damping fluid, and thereby affects the magnitude of the damping force. The faster the swirl vane 310 rotates, the greater the damping force. Conversely, the damping force is correspondingly lower. When the vehicle travels on a flat road, the rotational speed of the swirl vane 310 is relatively low, the flow resistance of the damping fluid is relatively small, and the damping force is also low, thereby providing more comfortable drivability. When the vehicle travels on an uneven road or is heavily loaded, the rotational speed of the swirl vane 310 increases, the flow resistance of the damping fluid increases, and the damping force increases accordingly, thereby providing better stability and handling.The rotation of the swirl vane 310 would direct the flow of the damping fluid in a more complex path and increase the flow resistance of the damping fluid, thereby increasing the damping force. Depending on road conditions and vehicle load, the rotational speed of the swirl vane 310 would be automatically adjusted, thereby dynamically changing the damping characteristic.It should be noted that when the vehicle travels on an uneven road, relative movement is generated between the suspension system and the vehicle body, and thus the piston assembly 200 inside the shock absorber is driven to move up and down in the inner cavity 110 of the housing 100, and in this case, the damping fluid flows between the first fluid chamber 111 and the second fluid chamber 112 through the flow passage 200 aon the piston assembly 200, thereby generating the damping force.The rheological-dynamic shock absorber of the present application is designed with the swirl module 300. When the damping fluid flows between the first fluid chamber 111 and the second fluid chamber 112, the damping fluid impinges on the swirl vane 310 and rotates the swirl vane 310. Rotation of the swirl vane 310 varies the path and velocity of the damping fluid flow. Depending on different road conditions and vehicle loads, the rotational speed of the swirl vane 310 is automatically adjusted, thereby dynamically changing the damping characteristic. In this way, the limitation of the fixed damping constant of the conventional shock absorber is overcome, and by dynamically adjusting the damping characteristic, different road conditions and vehicle loads are adjusted, thereby improving the drivability and ensuring that the vehicle can achieve a better damping effect in various situations.Optionally, the swirl vane 310 may be a straight vane, a curved vane, or a profiled vane, etc., which may be designed and selected depending on actual usage requirements and is not limited herein. Optionally, the swirl vane 310 may be selected with rigid or flexible angle control bosses for adjusting the rotation vane.Optionally, the axis of rotation of the swirl vane 310 may be disposed along the axis of the internal cavity 110 or eccentric to the axis of the internal cavity 110.In some embodiments, referring to FIGS. 2-4, the swirl vane 310 is disposed at an included angle with respect to an axis of the flow channel 200 a.It should be noted that the swirl vane 310 is disposed at an included angle with respect to the axis of the flow passage 200 a, whereby the damping fluid may undergo deflection in the flow process, whereby the flow direction of the damping fluid changes. This design is advantageous for increasing the complexity and resistance of the flow of the damping fluid, thereby improving the damping force. Further, the included angular arrangement allows the damping fluid to create disturbances as the damping fluid flows through the swirl vane 310, thereby creating vortices or turbulences, further increasing the resistance of the flow of the damping fluid and improving the damping effect of the shock absorber.It should be noted that this design is advantageous to change the flow direction of the damping fluid and to increase the fluid disturbance and also to achieve dynamic adjustment of the damping characteristic, thereby improving the damping efficiency and the stability.In some embodiments, referring to FIGS. 2 to 4, the swirl vane 310 includes a first end close to the flow passage 200 aalong an axial direction of the flow passage 200 aand a second end away from the flow passage 200 aalong the axial direction of the flow passage 200 a, and the swirl vane 310 is wound along a circumferential direction of the piston assembly 200 from the first end to the second end. Optionally, a working surface of the swirl vane 310 may be designed as a smooth surface.It should be noted that the swirl vane 310 is wound along the circumferential direction of the piston assembly 200 from the first end to the second end so that the damping fluid is subjected not only to an axial thrust action but also to a circumferential rotational action as it passes through the swirl vane 310. The combined effect is advantageous to enhance the disturbance of the damping fluid and to form a more complex swirling and turbulence structure, thereby increasing the resistance of the flow of the damping fluid and improving the damping effect of the shock absorber.Further, the twisted swirl vane 310 may direct the damping fluid to flow along a more twisted path, thereby increasing the contact area and interaction time between the damping fluid and the swirl vane 310. In this way, the damping force generated by the flow of the damping fluid is more extensively utilized, and the damping efficiency of the shock absorber is improved.It should be noted that the damping fluid may generate a greater resistance when the damping fluid passes through the shock absorber due to the design of the twisted swirl vane 310, thereby more effectively absorbing and draining the vibration energy, which helps reduce the vibration amplitude and frequency of the vehicle body and improve stability and ride comfort. In this way, the rheological-dynamic shock absorber of the embodiments of the present application can achieve good damping effect on both a flat road and a rough road, thereby improving drivability.In some embodiments, with reference to FIGS. 3 and 4, a plurality of flow channels 200 aare provided, and the plurality of flow channels 200 aare evenly arranged and spaced along a circumferential direction of the piston assembly 200. In this way, it can be ensured that the damping fluid can flow uniformly, and the piston arrangement 200 is prevented from being excessively worn locally or from being blocked by the fluid.A plurality of swirl vanes 310 are provided, and the plurality of swirl vanes 310 are located on the same circumference and are uniformly arranged and spaced. The uniform distribution of the swirl vanes 310 can ensure that the damping fluid is subjected to the same or a similar force when it impinges on each swirl vane 310, as a result of which a more uniform damping effect is achieved. Further, the uniform distribution of the swirl vanes 310 also contributes to the improvement of the stability and reliability of the shock absorber.At least one of the plurality of swirl vanes 310 is located on an axis of at least one of the plurality of flow passages 200 a, thereby ensuring that the damping fluid can be directly subjected to the action of the swirl vane 310 as it flows through the flow passage 200 a, thereby more effectively changing the flow direction and the flow speed of the damping fluid and improving the damping action. Furthermore, in this design, the damping fluid flowing out of the at least one flow channel 200 acan also impinge on the swirl vane 310, as a result of which the swirl vane 310 is set in rotation.By the arrangement of the flow passages 200a and the swirl vanes 310, the flow state and the flow velocity of the damping fluid are more effectively changed, thereby improving the damping effect of the shock absorber, promoting the reduction of the vibration amplitude and the vibration frequency of the vehicle body, and improving the stability and the ride comfort.In some embodiments, referring to FIGS. 2 to 4, the piston assembly 200 includes a piston body 210 and a connecting rod 220; the piston body 210 is slidably disposed in the inner cavity 110 and is in sealing fit with an inner wall of the inner cavity 110, and the sealing fit ensures that the damping fluid does not leak from a gap between the piston body 210 and the inner wall of the inner cavity 110, thereby ensuring normal operation of the shock absorber. The piston body 210 separates the inner cavity 110 into the first fluid chamber 111 and the second fluid chamber 112, and the first fluid chamber 111 communicates with the second fluid chamber 112 through the flow passage 200 a.One end of the connecting rod 220 is connected to a side of the piston body 210 facing the first fluid chamber 111, and the other end of the connecting rod 220 protrudes from the housing 100 and is slidably connected to a first end of the housing 100. By the sliding fit, the piston body 210 can reciprocate in the inner cavity 110 while stably maintaining the relative position between the connecting rod 220 and the housing 100. The connecting rod 220 ensures that the shock absorber can be reliably connected between the suspension system and the vehicle body, thereby achieving the damping function.Optionally, a seal 700 is provided at an opening of the housing 100 slidably connected to the connecting rod 220. Optionally, the sealing material 700 may be rubber.The flow passage 200 ais provided on the piston body 210 to connect the first fluid chamber 111 and the second fluid chamber 112. The damping fluid flows between the first fluid chamber 111 and the second fluid chamber 112 through the flow passage 200 ato generate the damping force.In this way, in the design of the piston assembly 200, the sealing fit between the piston body 210 and the inner wall of the internal cavity 110 prevents the escape of the damping fluid from the first fluid chamber 111 and the second fluid chamber 112 except for the flow channel 200 a, thereby improving the sealing performance of the shock absorber and ensuring the flow effect of the damping fluid. Further, the sliding fit between the connecting rod 220 and the housing 100 ensures the stable movement of the piston body 210 in the internal cavity 110 and also stably maintains the relative position between the connecting rod 220 and the housing 100, thereby ensuring that the shock absorber can provide a stable damping characteristic under various operating conditions.In some embodiments, referring to FIGS. 2 to 4, the swirl module 300 further includes a rotation unit 320, the rotation unit 320 is slid onto the connecting rod 220, and the swirl vane 310 is connected to the rotation unit 320. Optionally, the rotating unit 320 may be a bearing. For example, the rotating unit 320 may be a roller bearing, a ball bearing, a cylindrical bearing, a tapered roller bearing, a needle bearing, or the like.Optionally, referring to FIGS. 2 to 4, two rotating units 320 may be provided, the two rotating units 320 being respectively connected to two ends of the swirl vane 310 along an axial direction of the connecting rod 220.It should be noted that the rotating unit 320 is in the form of a bridge connecting the connecting rod 220 and the swirl vane 310, which improves the compactness of the structure and allows the swirl vane 310 to rotate relative to the connecting rod 220 and the piston body 210, thereby further ensuring dynamic adjustment of the damping fluid.The design of the rotating unit 320 allows the swirl vane 310 to rotate as needed, thereby changing the flow direction and velocity of the damping fluid, which helps the shock absorber adapt better to different road conditions and driving requirements and provide more accurate damping control. Further, the swirl vane 310 can also more effectively interact with the damping fluid during the rotation process, thereby increasing the complexity and turbulence degree of the flow of the damping fluid, which helps to more effectively absorb and dissipate the vibration energy, and improves the energy absorption efficiency of the shock absorber.In some embodiments, the rotating unit 320 includes a stator and a rotor, the stator is fixedly connected to the connecting rod 220, the rotor is rotatably disposed on the stator, and the swirl blade 310 is connected to the rotor.It should be noted that the stator as a fixed part of the rotating unit 320 is fixedly connected to the connecting rod 220. Optionally, the method of connection between the stator and the connecting rod 220 may include a threaded connection, welding, etc., that ensures that the stator remains stationary during operation of the shock absorber, thereby providing a stable basis for rotation of the rotor and swirl vane 310.The rotor is a movable part of the rotating unit 320, and the rotor is rotatably disposed inside or outside the stator. The rotor is adapted to rotate synchronously with the swirl vane 310.Optionally, the cross section of the rotor may be a circular ring shape, a rectangular ring shape, an elliptical ring shape with rounded corners, etc. Optionally, the rotor type can be, inter alia, an open rotor, a closed rotor. The open rotor blade <sic!> is not provided with a surrounding casing or a cover, and the closed rotor blade <sic!> is provided with a cover surrounding the blade.Optionally, the swirl vane 310 may be fixedly connected to the rotor by a bolt, welding, snap-fit, or integral molding, etc., to ensure that the swirl vane 310 remains stable during rotation and can effectively transmit the rotational force to the damping fluid, thereby producing the required damping effect.In some embodiments, referring to FIGS. 2 and 4, a buffer adjuster 400 is provided in the second fluid chamber 112; the buffer adjuster 400 separates the second fluid chamber 112 into a first volume variable sub-chamber 112 aand a second volume variable sub-chamber 112 b, and the first sub-chamber 112 ais in communication with the first fluid chamber 111 through the flow passage 200 a.In this way, the buffer adjuster 400 is disposed in the second fluid chamber 112 and separates the second fluid chamber 112 into two volume variable sub-chambers, i.e., the first sub-chamber 112 aand the second sub-chamber 112 b. Through the separation design, the fluid in the two sub-chambers can be compressed and expanded independently of each other when the shock absorber is subjected to external excitation, thereby providing a more complex damping characteristic.Further, the second sub-chamber 112 bfunctions as a "buffer region" of the first sub-chamber 112 a. When the shock absorber is subjected to external excitation, the fluid pressure in the first sub-chamber 112 achanges, and the second sub-chamber 112 bcan absorb a part of the pressure fluctuations due to its relatively large volume and fluid capacity, thereby providing a certain buffering effect for the first sub-chamber 112 aand further improving the damping adjustability of the shock absorber.By dynamically adjusting the volume ratio of the first subchamber 112 aand the second subchamber 112 b, the shock absorber can adapt better to different road conditions and driving requirements, thereby providing a more stable damping effect and improving the driving stability of the vehicle.In some embodiments, referring to FIG. 3, the piston body 210 and the housing 100 are clearance fit. The clearance fit allows the piston body 210 to perform a slight relative movement in the housing 100 and may also maintain some positioning accuracy. In practical design, the amount of play can be determined according to the working requirements and the manufacturing accuracy of the shock absorber.The clearance fit has the advantageous effect of reducing friction and wear between the piston body 210 and the housing 100 and extending the life of the shock absorber. Further, the clearance fit can also compensate errors in the manufacturing and installation process appropriately, thus ensuring the performance stability of the shock absorber.A wear resistant member 500 is provided on an outer periphery of the piston body 210, and the wear resistant member 500 abuts on the piston body 210 and the housing 100, respectively, such that the piston body 210 and the housing 100 are in sealing fit. Optionally, the wear resistant member 500 is annular and is slid onto the outer periphery of the piston body 210. Optionally, the wear resistant member 500 may be made of a material having high hardness and high wear resistance, such as silicon carbide, rubber, etc. When the shock absorber operates, the damping fluid in the housing 100 flows through the flow passage 200 a, and the wear-resistant member 500 can prevent the damping fluid from leaking out of a contact surface between the piston body 210 and the housing 100, and can also resist friction and wear, thereby improving durability.In some embodiments, referring to FIGS. 2 to 4, the end surfaces of the piston body 210 facing the first fluid chamber 111 and / or the second fluid chamber 112 are provided with a reinforcing plate 600. Optionally, the two end surfaces of the piston body 210 facing the first fluid chamber 111 and the second fluid chamber 112 are provided with the reinforcing plate 600.Optionally, the reinforcing plate 600 may be made of a material having high strength and high wear resistance, e.g., stainless steel, alloy steel, or special composite material, etc. The specific material may be selected depending on the actual circumstances, which is not limited here.Optionally, the reinforcing plate 600 and the piston body 210 may be assembled by welding, a screw connection, or a special buckle, etc. The specific method may be selected depending on the actual circumstances, which is not limited here.In this way, the arrangement of the reinforcing plate 600 increases the thickness and rigidity of the end face of the piston body 210, improves the structural strength of the shock absorber, and contributes to reducing deformation or breakage of the piston body 210 that may occur due to fluid pressure or external shocks, thereby ensuring the normal operation of the shock absorber. Further, the design of the reinforcing plate 600 also extends the life of the shock absorber and reduces the number of required repairs and replacement works due to failure, thereby reducing maintenance costs.Other embodiments of the embodiments of the present application will be readily apparent to those skilled in the art upon consideration of the specification and practice of the technical solutions disclosed herein. The embodiments of the present application are intended to cover all variations, uses, or adaptations of the embodiments of the present application that follow the general principles of the embodiments of the present application and include general knowledge or common technical means in the present technical field that are not disclosed in the embodiments of the present application. The description and embodiments are considered as exemplary only, and the actual scope and spirit of the embodiments of the present application are indicated by the appended claims.It should be noted that the embodiments of the present application are not limited to the specific construction described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope of the application. The scope of the embodiments of the present application is limited only by the appended claims.

Claims

A rheological-dynamic shock absorber comprising: a housing (100) provided with an inner cavity (110); a piston assembly (200) slidably disposed along an axial direction of the inner cavity (110), the piston assembly (200) separating the inner cavity (110) into a first fluid chamber (111) and a second fluid chamber (112), wherein at least one flow channel (200a) connected to the first fluid chamber (111) and the second fluid chamber (112) is provided to the piston assembly (200), a damping fluid flows between the first fluid chamber (111) and the second fluid chamber (112) through the flow channel (200a), one of the housing (100) and the piston assembly (200) is connected to a vibration member, and the other of the housing (100) and the piston assembly (200) is connected to a member to be buffered; a swirl module (300) sleeved on the piston assembly (200) and disposed in the first fluid chamber (111), the swirl module (300) comprising at least one rotatable swirl vane (310), and the damping fluid rotating the swirl vane (310) as it flows between the first fluid chamber (111) and the second fluid chamber (112).The rheological-dynamic shock absorber of claim 1, wherein the swirl vane (310) is disposed at an included angle with respect to an axis of the flow channel (200a).The rheological-dynamic shock absorber of claim 1, wherein the swirl vane (310) comprises a first end proximate to the flow channel (200a) along an axial direction of the flow channel (200a) and a second end distal from the flow channel (200a) along the axial direction of the flow channel (200a), the swirl vane (310) being wound along a circumferential direction of the piston assembly (200) from the first end to the second end.The rheological-dynamic shock absorber according to claim 1, wherein a plurality of flow passages (200a) is provided, and the plurality of flow passages (200a) is arranged and spaced uniformly along a circumferential direction of the piston assembly (200), a plurality of swirl vanes 310 is provided, and the plurality of swirl vanes 310 is located on the same circumference and arranged and spaced uniformly, at least one of the plurality of swirl vanes (310) is arranged on an axis of at least one of the plurality of flow passages (200a).The rheological-dynamic shock absorber of claim 1, wherein the piston assembly (200) comprises a piston body (210) and a connecting rod (220), the piston body (210) is slidably disposed in the inner cavity 110) and is in sealing fit with an inner wall of the inner cavity 110), the piston body (210) separates the inner cavity 110) into the first fluid chamber (111) and the second fluid chamber (112), one end of the connecting rod (220) is connected to a side of the piston body (210) facing the first fluid chamber (111), and the other end of the connecting rod (220) extends out of the housing (100) and is slidably connected to a first end of the housing (100), and the flow channel (200a) is provided on the piston body (210).The rheological-dynamic shock absorber according to claim 5, wherein the swirl module (300) further comprises a rotation unit (320), the rotation unit (320) is slid onto the connecting rod (220), and the swirl vane (310) is connected to the rotation unit (320).The rheological-dynamic shock absorber of claim 6, wherein the rotating unit (320) comprises a stator and a rotor, the stator is fixedly connected to the connecting rod (220), the rotor is rotatably disposed on the stator, and the swirl blade (310) is connected to the rotor.The rheological-dynamic shock absorber according to any one of claims 1 to 7, wherein a buffer adjuster (400) is provided in the second fluid chamber (112), the buffer adjuster (400) separates the second fluid chamber 112) into a first volume-variable sub-chamber 112a) and a second volume-variable sub-chamber 112b), and the first sub-chamber (112a) communicates with the first fluid chamber (111) via the flow channel (200a).The rheological-dynamic shock absorber according to claim 5, wherein the piston body (210) and the housing (100) are clearance-fitted, a wear-resistant member (500) is provided on an outer periphery of the piston body (210), and the wear-resistant member (500) abuts on the piston body (210) and the housing (100), respectively, so that the piston body (210) and the housing (100) are seal-fitted.Rheological-dynamic shock absorber according to Claim 5, wherein the end faces of the piston body (210) facing the first fluid chamber (111) and / or the second fluid chamber (112) are provided with a reinforcing plate (600).

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