Shock Absorber Valve Mechanism With Thrust Chamber Damping Control
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Solution Overview
Problem
The existing shock absorbers face challenges in accurately controlling damping force due to fluctuations in pressure receiving areas and insufficient thrust, particularly during high flow rates, leading to inconsistent damping performance.
Innovation Solution
The shock absorber incorporates a drive valve with a first step portion extending radially outward and a protrusion portion, along with a communication hole, to manage fluid flow and enhance thrust, while a cylindrical body with a hollow portion and orifice portion helps stabilize pressure receiving areas.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If the valve body is pressed and elastically deformed by the drive unit to control the flow path area, then the damping force can be adjusted, but the pressure receiving area fluctuates due to fluid jet, causing the thrust to be insufficient and the damping force control accuracy to deteriorate
Solution Approach 1:
The patent introduces a thrust generation chamber as an intermediary space between the fluid flow path and the drive valve. This chamber receives fluid pressure through a pressure receiving hole and converts it into stable thrust that acts on the drive valve, mediating the interaction between fluid flow and valve actuation. The intermediary chamber isolates the drive valve from direct fluid jet impact, preventing pressure receiving area fluctuations while maintaining damping force adjustability through controlled pressure transmission.
Solution Approach 2:
The patent extracts the pressure receiving function from the direct fluid- valve interaction and separates it into a dedicated thrust generation chamber. By taking out the pressure receiving hole and chamber structure from the main flow path, the system eliminates the harmful effect of fluid jet on the drive valve's pressure receiving area, allowing independent optimization of damping force control without compromising thrust stability.
2Productivity
If the drive valve is moved to control the gap flow path, then the damping force can be adjusted, but the thrust becomes insufficient at high flow rates, leading to inadequate valve control
Solution Approach 1:
The thrust generation chamber serves as a mediator that amplifies and stabilizes the thrust force transmitted to the drive valve. By receiving fluid pressure through the pressure receiving hole and transmitting it through the chamber structure, the intermediary system ensures sufficient thrust is generated even at high flow rates, enabling effective drive valve control without direct exposure to turbulent fluid jet.
Solution Approach 2:
The patent employs the fluid pressure received in the thrust generation chamber as a counterbalancing force against the insufficient thrust. The pressure acting on the drive valve through the chamber creates a stabilizing counter-force that compensates for thrust deficiency at high flow rates, ensuring the drive valve maintains adequate control authority across the full operating range.
3Power
If fluid flows at high flow rate from lower side to upper side of the drive valve, then the damping force increases, but the fluid enters between the valve bodies, causing pressure receiving area to fluctuate from designed value
Solution Approach 1:
The patent extracts the pressure receiving function from the direct fluid-valve interface and relocates it to a controlled thrust generation chamber. By taking out the pressure receiving hole and chamber from the main flow path, the system prevents fluid from entering between valve bodies at high flow rates, eliminating pressure receiving area fluctuations while maintaining the desired damping force magnitude through controlled pressure transmission.
Solution Approach 2:
The thrust generation chamber acts as an intermediary barrier that prevents direct fluid access to the valve body interfaces. This intermediary structure receives pressure through a dedicated pressure receiving hole and transmits it smoothly to the drive valve, preventing fluid leakage between valve bodies and ensuring consistent pressure receiving area even at high flow rates where damping force is maximized.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This design allows for precise control of damping force, ensuring consistent performance in both compression and extension strokes, thereby improving ride comfort and steering stability.
Implementation Method 1
a valve body, which forms a part of the flow path, is elastically deformed by being pressed by a drive unit, thereby controlling a flow path area to adjust a damping force
Implementation Method 2
a solenoid actuator which changes a gap flow path between an inner peripheral portion of the valve body and the valve seat by moving the drive valve
Implementation Method 3
When the valve body is pressed and elastically deformed by the drive unit to control the flow path area, the pressure tends to change due to the jet of the fluid
Data Source
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AI summary
Problem To provide a valve mechanism or the like which can easily obtain a desired damping force. Means for Resolution Provided is a valve mechanism which includes a orifice collar 80 having a through-hole 82 penetrating in an axial direction, a plurality of valve bodies 70 including a spoke valve 71C arranged to be in contact with an axial end surface of the orifice collar 80, and a drive valve 61 arranged movably in the axial direction and disposed on a side opposite to the orifice collar 80 with respect to the plurality of valve bodies 70, where the drive valve 61 includes a shaft portion 61j and a first step portion 61b extending from the shaft portion 61j to a radial outside and the shaft portion 61j has a protrusion portion 61c protruding toward the orifice collar 80 side, and further a gap between the plurality of valve bodies 70 is changed by elastically deforming an inner peripheral portion of the valve body 70 which comes into contact with the drive valve 61 which is moved in a direction approaching the valve body 70 in a direction approaching the orifice collar 80 with respect to an outer peripheral portion of the valve body 70.