Shock Absorber Valve Structure for Frequency-Adaptive Damping
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Solution Overview
Problem
Conventional shock absorbers have difficulty in simultaneously achieving ride comfort and steering stability due to a constant damping characteristic at varying speeds, which affects damping forces at different frequencies and strokes, making it challenging to adapt to various road conditions.
Innovation Solution
A valve structure for a shock absorber that includes a main piston valve and a frequency unit, where the main piston valve generates damping force based on piston speed and the frequency unit adjusts damping force based on frequency, using a hollow housing, free piston, and auxiliary valve assembly to control fluid flow between chambers, allowing for variable damping characteristics.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a single flow passage is used in the piston valve, then the damping characteristic remains constant at high, middle, and low speeds, but this causes the middle-speed and high-speed damping forces to be affected when attempting to reduce low-speed damping force for improved ride comfort
Solution Approach 1:
The piston valve is divided into multiple independent flow passages: a first flow passage for low-speed damping control and a second flow passage for high-speed damping control. Each passage can be independently adjusted, allowing the low-speed damping force to be reduced for improved ride comfort without affecting the middle-speed and high-speed damping forces, thereby resolving the technical contradiction between adaptability and structural complexity.
2Adaptability or versatility
If the damping force varies only according to the change in piston speed, then the same damping force is generated in various road surface states, but this makes it difficult to satisfy both ride comfort and steering stability
Solution Approach 1:
The valve structure incorporates dynamic adjustment mechanisms where the first and second flow passages can be independently controlled to vary damping forces according to different operating conditions. This dynamic capability allows the shock absorber to adapt to various road surface states and frequencies, satisfying both ride comfort and steering stability requirements simultaneously.
3Ease of operation
If a conventional piston valve design is used, then the structure remains simple, but the damping force cannot be independently controlled at different speeds, affecting both ride comfort and steering stability
Solution Approach 1:
The valve assembly is segmented into multiple flow passages (first and second flow passages) with independent control capabilities. This segmentation enables independent adjustment of damping forces at different speeds, providing ease of operation for damping control while maintaining a structured and organized valve assembly design that manages the complexity effectively.
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
The solution allows for adaptable damping forces at different frequencies and strokes, enhancing both ride comfort and steering stability by varying damping forces according to moving speed and frequency, effectively addressing the limitations of conventional shock absorbers.
Implementation Method 1
a frequency unit configured to move together with the main piston valve assembly and generate a damping force varying according to a frequency
Implementation Method 2
a main piston valve assembly installed at one end of the piston rod and configured to operate in a state that the inside of the cylinder is divided into an upper chamber and a lower chamber, and generate a damping force varying according to a moving speed
Data Source
AI summary
Provided is a valve structure of a shock absorber which is capable of controlling respective damping forces according to a frequency in compression and rebound motions of a piston valve, thereby satisfying both the ride comfort and the control stability. The valve structure of the shock absorber, which has a cylinder filled with a working fluid and a piston rod having one end located inside the cylinder and the other end extending outward from the cylinder, includes: a main piston valve assembly installed at one end of the piston rod and configured to operate in a state that the inside of the cylinder is divided into an upper chamber and a lower chamber, and generate a damping force varying according to a moving speed; and a frequency unit configured to move together with the main piston valve assembly and generate a damping force varying according to a frequency. The frequency unit includes: a hollow housing mounted at a lower end of the piston rod such that the housing is disposed under the main piston valve assembly; and a free piston disposed to be vertically movable within the housing.