CN103486187A - Automatic variable damping rear shock absorber of motorcycle capable of vibrating along with ups and downs of road surface - Google Patents

Automatic variable damping rear shock absorber of motorcycle capable of vibrating along with ups and downs of road surface Download PDF

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Publication number
CN103486187A
CN103486187A CN201310471657.1A CN201310471657A CN103486187A CN 103486187 A CN103486187 A CN 103486187A CN 201310471657 A CN201310471657 A CN 201310471657A CN 103486187 A CN103486187 A CN 103486187A
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Prior art keywords
throttling groove
cross
piston
motorcycle
section area
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CN201310471657.1A
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Inventor
徐波
刘嘉佳
徐涌
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CHONGQING RUIAO ELECTROMECHANICAL DEVICE Co Ltd
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CHONGQING RUIAO ELECTROMECHANICAL DEVICE Co Ltd
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Publication of CN103486187A publication Critical patent/CN103486187A/en
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Abstract

The invention provides an automatic variable damping rear shock absorber of a motorcycle capable of vibrating along with ups and downs of a road surface to guarantee the comfort and the safety of motorcycle driving as much as possible and to accurately set the maximum cross sectional area and the cross sectional area change rate of a throttling groove of the automatic variable damping rear shock absorber. The automatic variable damping rear shock absorber comprises a piston assembly, an inner barrel, check valves, oil passing holes and a piston, wherein no throttling holes are formed in the piston of the poison assembly, the throttling groove with the cross sectional area gradually decreasing is formed in the outer wall of the inner barrel in the axial direction, and the maximum cross sectional area, the minimum cross sectional area and the cross sectional area change rate of the throttling groove are set according to the motorcycle, the loading weight, the solid load of a damping spring, the travel of the piston and the cross sectional area of the piston. The automatic variable damping rear shock absorber has the advantages that the maximum cross sectional area and the cross sectional area change rate of the throttling groove of the automatic variable damping rear shock absorber are accurately set, and the comfort and the safety of motorcycle driving are guaranteed to the maximum degree.

Description

With road vibration automatic variable damping rear shock absorber of motorcycle
?
Technical field
The present invention relates to a kind of motorcycle vibration absorber technology, specially refer to a kind of with road vibration automatic variable damping rear shock absorber of motorcycle.
Background technique
Travelling comfort and the Security of for improving motorcycle, driving, most of motorcycles have all configured forward and backward vibration damper, the impact of the vibrations that cause with the minimizing Uneven road on motorcycle and driver and passenger.The vibration damping mode that the vibration damper of prior art motorcycle mostly adopts spring to combine with hydraulic damping, the vibration energy in absorption and consumption motorcycle driving process.The vibration damping mode that so-called spring combines with hydraulic damping refers to and both be provided with damping spring in vibration damper, be provided with again hydraulic damping mechanism, damping spring is mainly used in resisting the vibrations that inertia-gravity causes, and hydraulic damping mechanism is mainly used in resisting damping spring and replys the secondary vibrations that cause.So-called hydraulic damping mechanism refers to the hydraulic system that is arranged on vibration damper inside, comprises piston, one-way valve and throttle orifice, and when the compressed while of damping spring, piston moves downward with damping spring, one-way valve opens, and hydraulic oil flows to and is full of damping cavity; When damping spring resets, piston moves upward with damping spring, closed check valve, hydraulic oil in damping cavity can only reflux from throttle orifice, make damping spring to reset immediately, but reset gradually along with the backflow gradually of hydraulic oil, avoided the secondary vibrations.Obviously, the size of throttle orifice has determined the reset speed of damping spring, and the reset speed of the larger damping spring of throttle orifice is faster, otherwise slower.The throttle orifice size of early stage motorcycle vibration absorber hydraulic damping mechanism is fixed, no matter how much compressed this vibration damper shock-absorbing spring is, its reset speed is all the same.Obviously, the damping effect of this vibration damper is very limited, directly has influence on travelling comfort and Security that motorcycle is driven.Patent ZL201010518051.5 has proposed a kind of motorcycle automatic damping-variable rear shock absorber and preparation method thereof, the throttle orifice of this vibration damper can change with the compression degree of damping spring, when the compression degree of damping spring is larger, throttle orifice is less, and damping spring resets with slower speed; When the compression degree of damping spring hour, throttle orifice is larger, damping spring is replied with speed faster.This vibration damper can reach comparatively desirable damping effect, when the compressed degree of damping spring hour, damping spring is replied to recover as early as possible the situation of smooth-ride with speed faster; When the compressed degree of damping spring is larger, damping spring replys to avoid causing the secondary vibrations with slower speed.Patent ZL201110336185.X has further proposed definite method of this automatic damping-changing rear shock absorber throttle orifice the maximum cross-section area and throttle orifice cross-section variation rate, adopts motorcycle and load weight as unique definite factor of determining throttle orifice the maximum cross-section area and throttle orifice cross-section variation rate.While being given a shock due to motorcycle, it shakes wave amplitude, except with motorcycle and load weight mutually outside the Pass, also directly relevant with the shock absorber piston sectional area to the stroke of the solid load of damping spring and vibration damper.The solid load of damping spring directly has influence on the reset speed of when being given a shock compressed degree and damping spring.In the situation that shockproofness is identical with the throttle orifice size, the damping spring that solid load is larger, its compressed degree will be less, and reset speed will be very fast; Otherwise compressed degree will be larger, and reset speed will be slower.The stroke of vibration damper directly has influence on throttle orifice cross-section variation rate, the vibration damper that stroke is less, and its throttle orifice cross-section variation rate will be larger; Otherwise throttle orifice cross-section variation rate will be less.The shock absorber piston sectional area is directly related with the size of damping cavity volume, while compressing to damping spring, enter damping cavity hydraulic pressure oil mass the number relevant, when damping cavity hydraulic pressure oil mass is more, hydraulic oil should reflux with comparatively faster speed; Otherwise, should reflux with slower speed.Above-mentioned technology does not consider that the damping spring solid load is on the compression degree of damping spring and the impact of reset speed, do not consider the impact of vibration damper stroke on throttle orifice cross-section variation rate, do not consider the impact of shock absorber piston sectional area on the hydraulic oil back-flow velocity, determine throttle orifice the maximum cross-section area and throttle orifice cross-section variation rate with the method, and the rear shock absorber of motorcycle made from this not necessarily can be realized best damping effect.Obviously, the prior art motorcycle automatic damping-variable rear shock absorber exists and does not consider the long-pending problems such as impact on throttle orifice the maximum cross-section area and throttle orifice cross-section variation rate of damping spring solid load, vibration damper stroke and piston cross-section.
Summary of the invention
For do not consider damping spring solid load, vibration damper stroke and the piston cross-section that solves the existence of prior art motorcycle automatic damping-variable rear shock absorber amasss the problems such as impact on throttle orifice the maximum cross-section area and throttle orifice cross-section variation rate, the present invention proposes a kind of with road vibration automatic variable damping rear shock absorber of motorcycle.The present invention, with road vibration automatic variable damping rear shock absorber of motorcycle, comprising: piston assembly, inner core, one-way valve, through flow hole and piston; Throttle orifice is not set on the piston of piston assembly, at the inner core inwall throttling groove that cross-section area diminishes gradually axially is set, and set throttling groove the maximum cross-section area, throttling groove minimum sectional area and throttling groove cross-section variation rate according to motorcycle and load weight, damping spring solid load, piston stroke and piston cross-section area, wherein
Adopt formula
Figure 2013104716571100002DEST_PATH_IMAGE002
calculate the throttling groove the maximum cross-section area ; Adopt formula
Figure 2013104716571100002DEST_PATH_IMAGE006
calculate the throttling groove smallest cross-section area
Figure 2013104716571100002DEST_PATH_IMAGE008
; Adopt formula calculate throttling groove cross-section variation rate
Figure 2013104716571100002DEST_PATH_IMAGE012
; In formula, F is benchmark piston cross-section area, and unit is mm 2; The weight that W is benchmark motorcycle and load, units/kg; T is benchmark damping spring solid load, and unit is N; L is the benchmark piston stroke, and unit is mm;
Figure 2013104716571100002DEST_PATH_IMAGE014
for the design piston stroke, unit is mm;
Figure 2013104716571100002DEST_PATH_IMAGE016
with
Figure 2013104716571100002DEST_PATH_IMAGE018
be respectively COEFFICIENT K 1and K 2correction value, unit is Nmm/kg;
And massage motorcycle vehicle classification is calculated respectively, and according to the design load of parameter W, F, T and L respectively to COEFFICIENT K 1and K 2revised; Wherein,
According to following formula design factor K 1and K 2correction value
Figure 697735DEST_PATH_IMAGE016
with
Figure 677192DEST_PATH_IMAGE018
:
Figure 267049DEST_PATH_IMAGE016
＝
Figure 2013104716571100002DEST_PATH_IMAGE020
＋
Figure 2013104716571100002DEST_PATH_IMAGE022
Figure 537625DEST_PATH_IMAGE018
＝
Figure 2013104716571100002DEST_PATH_IMAGE024
＋
Figure 2013104716571100002DEST_PATH_IMAGE026
In formula,
Figure 227363DEST_PATH_IMAGE020
with
Figure 112142DEST_PATH_IMAGE024
be respectively COEFFICIENT K 1and K 2reference value, α k 1with α k 2be respectively COEFFICIENT K 1and K 2correction value, △ W, △ F, △ T and △ L are respectively the design load of parameter W, F, T and L and the difference of reference value, α w, α f, α t and α l are respectively the adjusted value of parameter W, F, T and L; When calculating △ W, △ F, △ T and △ L, if the design load of parameter W, F is larger than reference value, or the design load of parameter T, L is less than reference value, gets positive number; Otherwise, get negative;
Reference value and the adjusted value of different classes of motorcycle parameter W, F, T and L, and COEFFICIENT K 1and K 2reference value and correction value as shown in the table;
Figure 2013104716571100002DEST_PATH_IMAGE028
Described throttling groove the maximum cross-section area s max with the throttling groove smallest cross-section area s min refer to respectively to be arranged on the minimum and maximum cross-section area of the axial throttling groove of inner core inwall, unit is mm 2; Described throttling groove cross-section variation rate
Figure 192225DEST_PATH_IMAGE012
refer to the changing value of damper shaft to unit length throttling groove cross-section area, unit is mm 2/ mm.
The present invention is the maximum cross-section area, throttling groove smallest cross-section area and the throttling groove cross-section variation rate of accurately setting the throttling groove of automatic damping-changing rear shock absorber with the useful technique effect of road vibration automatic variable damping rear shock absorber of motorcycle, farthest guarantees travelling comfort and the Security of motor cycle rider's.
The accompanying drawing explanation
Accompanying drawing 1 is that the present invention is with road vibration automatic variable damping rear shock absorber of motorcycle structural representation;
Accompanying drawing 2 is A-A sectional views of accompanying drawing 1, the schematic diagram of the throttle orifice also be comprised of throttling groove and piston.
Below in conjunction with the drawings and specific embodiments, the present invention is further described with road vibration automatic variable damping rear shock absorber of motorcycle.
Embodiment
Accompanying drawing 1 be the present invention with road vibration automatic variable damping rear shock absorber of motorcycle structural representation, accompanying drawing 2 is A-A sectional views of accompanying drawing 1, the schematic diagram of the throttle orifice also be comprised of throttling groove and piston.In figure, 1 is piston assembly, and 2 is inner core, and 3 is one-way valve, and 5 is through flow hole, and 6 is throttling groove, and 7 is piston.As seen from the figure, the present invention, with road vibration automatic variable damping rear shock absorber of motorcycle, comprising: piston assembly 1, inner core 2, one-way valve 3, through flow hole 5 and piston 7; On the piston 7 of piston assembly 1, throttle orifice is not set, at inner core 2 inwalls the throttling groove 6 that cross-section area diminishes gradually axially is set, and set throttling groove the maximum cross-section area, throttling groove minimum sectional area and throttling groove cross-section variation rate according to motorcycle and load weight, damping spring solid load, piston stroke and piston cross-section area, wherein
Adopt formula calculate the throttling groove the maximum cross-section area
Figure 926581DEST_PATH_IMAGE004
; Adopt formula calculate the throttling groove smallest cross-section area
Figure 736591DEST_PATH_IMAGE008
; Adopt formula
Figure 286652DEST_PATH_IMAGE010
calculate throttling groove cross-section variation rate
Figure 872354DEST_PATH_IMAGE012
; In formula, F is benchmark piston cross-section area, and unit is mm 2; The weight that W is benchmark motorcycle and load, units/kg; T is benchmark damping spring solid load, and unit is N; L is the benchmark piston stroke, and unit is mm; for the design piston stroke, unit is mm;
Figure 419190DEST_PATH_IMAGE016
with
Figure 694314DEST_PATH_IMAGE018
be respectively COEFFICIENT K 1and K 2correction value, unit is Nmm/kg;
And massage motorcycle vehicle classification is calculated respectively, and according to the design load of parameter W, F, T and L respectively to COEFFICIENT K 1and K 2revised; Wherein,
According to following formula design factor K 1and K 2correction value
Figure 150834DEST_PATH_IMAGE016
with
Figure 548318DEST_PATH_IMAGE018
:
＝
Figure 228490DEST_PATH_IMAGE020
＋
Figure 539517DEST_PATH_IMAGE022
＝
Figure 324119DEST_PATH_IMAGE024
＋
In formula, with
Figure 377023DEST_PATH_IMAGE024
be respectively COEFFICIENT K 1and K 2reference value, α k 1with α k 2be respectively COEFFICIENT K 1and K 2correction value, △ W, △ F, △ T and △ L are respectively the design load of parameter W, F, T and L and the difference of reference value, α w, α f, α t and α l are respectively the adjusted value of parameter W, F, T and L; When calculating △ W, △ F, △ T and △ L, if the design load of parameter W, F is larger than reference value, or the design load of parameter T, L is less than reference value, gets positive number; Otherwise, get negative;
Reference value and the adjusted value of different classes of motorcycle parameter W, F, T and L, and COEFFICIENT K 1and K 2reference value and correction value as shown in the table;
Figure DEST_PATH_IMAGE030
Described throttling groove the maximum cross-section area s max with the throttling groove smallest cross-section area s min refer to respectively to be arranged on the minimum and maximum cross-section area of the axial throttling groove of inner core inwall, unit is mm 2; Described throttling groove cross-section variation rate
Figure 690324DEST_PATH_IMAGE012
refer to the changing value of damper shaft to unit length throttling groove cross-section area, unit is mm 2/ mm.
Embodiment 1
Certain pedal class motorcycle, design motorcycle and load weight W are that 170kg, piston area F are 250mm 2, spring solid load T is 1560N, piston stroke L is 38mm, with the reference value of pedal class motorcycle in upper table, compares, the design load of W, F is larger than reference value, the design load of L is less than reference value, gets positive number; The design load of T is larger than reference value, gets negative; :
Figure 926920DEST_PATH_IMAGE016
＝
Figure 461806DEST_PATH_IMAGE020
＋
Figure 575256DEST_PATH_IMAGE022
＝2.580+0.102
Figure DEST_PATH_IMAGE032
＝3.010（N·mm/kg）
Figure 188902DEST_PATH_IMAGE018
＝
Figure 413210DEST_PATH_IMAGE024
＋ ＝1.230+0.048
Figure 634424DEST_PATH_IMAGE032
＝1.432（N·mm/kg）
Figure 109268DEST_PATH_IMAGE002
＝
Figure DEST_PATH_IMAGE034
＝1.505（mm 2）
Figure 947386DEST_PATH_IMAGE006
＝
Figure DEST_PATH_IMAGE036
＝0.716（mm 2）
Figure 4335DEST_PATH_IMAGE010
＝ ＝0.0208（mm 2/mm）。
Embodiment 2
Certain go-anywhere vehicle class motorcycle, design motorcycle and load weight W are that 330kg, piston area F are 635mm 2, spring solid load T is 4100, piston stroke L is 120mm, with the reference value of cross-country class motorcycle in upper table, compares, the design load of W, F is larger than reference value, gets positive number; T, L design load are larger than reference value, get negative; :
Figure 256325DEST_PATH_IMAGE016
＝
Figure 969197DEST_PATH_IMAGE020
＋
Figure 597624DEST_PATH_IMAGE022
＝7.642+0.188
Figure DEST_PATH_IMAGE040
＝7.847（N·mm/kg）
Figure 774659DEST_PATH_IMAGE018
＝
Figure 135233DEST_PATH_IMAGE024
＋
Figure 350050DEST_PATH_IMAGE026
＝3.705+0.103 ＝3.891（N·mm/kg）
＝
Figure DEST_PATH_IMAGE042
＝3.368（mm 2）
＝
Figure DEST_PATH_IMAGE044
＝1.670（mm 2）
＝ ＝0.0142（mm 2/mm）。
Obviously, the present invention is the maximum cross-section area, throttling groove smallest cross-section area and the throttling groove cross-section variation rate of accurately setting the throttling groove of automatic damping-changing rear shock absorber with the useful technique effect of road vibration automatic variable damping rear shock absorber of motorcycle, farthest guarantees travelling comfort and the Security of motor cycle rider's.

Claims (1)

1. one kind with road vibration automatic variable damping rear shock absorber of motorcycle, comprising: piston assembly, inner core, one-way valve, through flow hole and piston; Throttle orifice is not set on the piston of piston assembly, at the inner core inwall throttling groove that cross-section area diminishes gradually axially is set, it is characterized in that: according to motorcycle and load weight, damping spring solid load, piston stroke and piston cross-section area, set throttling groove the maximum cross-section area, throttling groove minimum sectional area and throttling groove cross-section variation rate, wherein, adopt formula
Figure 2013104716571100001DEST_PATH_IMAGE002
calculate the throttling groove the maximum cross-section area
Figure 2013104716571100001DEST_PATH_IMAGE004
; Adopt formula
Figure 2013104716571100001DEST_PATH_IMAGE006
calculate the throttling groove smallest cross-section area
Figure 2013104716571100001DEST_PATH_IMAGE008
; Adopt formula
Figure 2013104716571100001DEST_PATH_IMAGE010
calculate throttling groove cross-section variation rate
Figure 2013104716571100001DEST_PATH_IMAGE012
; In formula, F is benchmark piston cross-section area, and unit is mm 2; The weight that W is benchmark motorcycle and load, units/kg; T is benchmark damping spring solid load, and unit is N; L is the benchmark piston stroke, and unit is mm;
Figure 2013104716571100001DEST_PATH_IMAGE014
for the design piston stroke, unit is mm;
Figure 2013104716571100001DEST_PATH_IMAGE016
with be respectively COEFFICIENT K 1and K 2correction value;
Figure 451121DEST_PATH_IMAGE012
for throttling groove cross-section variation rate, unit is mm 2/ mm;
And massage motorcycle vehicle classification is calculated respectively, and according to the design load of parameter W, F, T and L respectively to COEFFICIENT K 1and K 2revised; Wherein,
According to following formula design factor K 1and K 2correction value
Figure 274852DEST_PATH_IMAGE016
with
Figure 305125DEST_PATH_IMAGE018
:
Figure 401257DEST_PATH_IMAGE016
＝ ＋
Figure DEST_PATH_IMAGE022
＝
Figure DEST_PATH_IMAGE024
＋
Figure DEST_PATH_IMAGE026
In formula,
Figure 538901DEST_PATH_IMAGE020
with
Figure 740075DEST_PATH_IMAGE024
be respectively COEFFICIENT K 1and K 2reference value, α k 1with α k 2be respectively COEFFICIENT K 1and K 2correction value, △ W, △ F, △ T and △ L are respectively the design load of parameter W, F, T and L and the difference of reference value, α w, α f, α t and α l are respectively the adjusted value of parameter W, F, T and L; When calculating △ W, △ F, △ T and △ L, if the design load of parameter W, F is larger than reference value, or the design load of parameter T, L is less than reference value, gets positive number; Otherwise, get negative;
Reference value and the adjusted value of different classes of motorcycle parameter W, F, T and L, and COEFFICIENT K 1and K 2reference value and correction value as shown in the table;
Figure DEST_PATH_IMAGE028
Described throttling groove the maximum cross-section area s max with the throttling groove smallest cross-section area s min refer to respectively to be arranged on the minimum and maximum cross-section area of the axial throttling groove of inner core inwall, unit is mm 2; Described throttling groove cross-section variation rate
Figure 136552DEST_PATH_IMAGE012
refer to the changing value of the axial unit length throttling groove of vibration damper cross-section area.
CN201310471657.1A 2013-10-11 2013-10-11 Automatic variable damping rear shock absorber of motorcycle capable of vibrating along with ups and downs of road surface Pending CN103486187A (en)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106015429A (en) * 2016-06-12 2016-10-12 四川宁江山川机械有限责任公司 Hydraulic returning and buffering structure
CN108561481A (en) * 2017-12-26 2018-09-21 成都鼎信致远科技有限公司 A kind of damper

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CN102207159A (en) * 2010-03-17 2011-10-05 Zf腓特烈港股份公司 Vibration damper with stroke-dependent damping force
CN101975240A (en) * 2010-10-25 2011-02-16 重庆瑞翱机电设备有限公司 Automatic variable damping rear shock absorber of motorcycle and manufacturing method thereof
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106015429A (en) * 2016-06-12 2016-10-12 四川宁江山川机械有限责任公司 Hydraulic returning and buffering structure
CN108561481A (en) * 2017-12-26 2018-09-21 成都鼎信致远科技有限公司 A kind of damper

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