CN106926899A - A kind of vibration absorber for suppressing automobile steering roller multiple limits ring self-excitation - Google Patents

Abstract

The invention relates to a damping device for suppressing self-excited shimmy of multiple limit cycles of steering wheels of automobiles. It includes a pair of start-stop mechanism, damper and electromagnetic solenoid; each start-stop mechanism includes a closed start-stop oil cylinder, etc., and the cylinder body of the start-stop oil cylinder is connected with a solenoid valve in parallel; one end of the start-stop oil cylinder is provided with a connecting arm; The damper is a variable section damper; the damper and the electromagnetic solenoid are connected in parallel to a pair of start-stop mechanisms. During use, the mounting ends of the piston rods of a pair of start-stop mechanisms are respectively connected to the left steering knuckle and the right steering knuckle of the automobile steering axle. When the car has self-excited shimmy with multiple limit cycles, the damper, electromagnetic solenoid and two solenoid valves of the start-stop mechanism are energized at the same time, the lateral stiffness is adjusted through the electromagnetic solenoid, and the lateral stiffness is adjusted through the damper. Damping, to suppress the steering wheel multi-limit ring shimmy; if the shimmy is suppressed, the damping device will be powered off and stop working.

Description

A vibration damping device for suppressing self-excited shimmy of automobile steering wheel with multiple limit cycles

technical field

The invention belongs to the technical field of automobile steering vibration damping, and in particular relates to an automobile steering vibration damping device.

Background technique

A car is a complex mechanical system, and various vibrations and noises will inevitably occur during driving. The steering wheel shimmy of a car is a situation that seriously endangers all aspects of the performance of the car.

The shimmy is divided into forced shimmy and self-excited shimmy. At present, with the improvement of the manufacturing process, the forced shimmy can be solved by the dynamic balance of the tire; and the self-excited shimmy, if this factor is not considered in the design stage, it must be suppressed after the shimmy occurs. Self-excited shimmy is more difficult.

A large number of studies by scholars at home and abroad have shown that the self-excited shimmy of automobiles belongs to the limit cycle phenomenon caused by Hopf bifurcation in nonlinear dynamics. Single limit cycle and multi-limit cycle phenomena may appear in automobile shimmy vibration, that is, Hopf bifurcation and degenerate Hopf bifurcation occur in shimmy vibration. When the shimmy occurs a single limit cycle response, the amplitude of the shimmy has nothing to do with the size of the initial excitation, and the large excitation and small excitation excite the same amplitude shimmy; when there is a multi-limit cycle response, the large excitation produces a large shimmy, and the small excitation produces a small shimmy vibration. The self-excited shimmy phenomenon of multiple limit cycles makes the shimmy mechanism more complicated. Once it occurs, it will cause great harm and be difficult to solve.

The steering damper is generally installed in the steering system, one end is installed on the body or frame, and the other end is installed on the moving parts in the steering transmission mechanism, but most of the current steering mechanisms use power steering, which can be used Reduce shock and ease vibration, so this type of steering damper is not used in practice. Moreover, there are some problems in the prior art, such as a damping steering rod, but only adding damping rubber to the steering rod can absorb and reduce the impact force transmitted from the steering wheel to the steering wheel, and does not actually solve the steering wheel shimmy question. A steering damper, but only a hydraulic damper hinged between the front axle and the steering straight rod, although it can suppress the shimmy of the steering wheel to a certain extent, it cannot actively and continuously adjust the damping, so it has certain limitations.

Contents of the invention

In order to realize active and continuous suppression of steering wheel shimmy, the invention provides a vibration damping device for suppressing auto-steering wheel multi-limit cycle self-excited shimmy.

A damping device for suppressing the self-excited shimmy of multiple limit cycles of steering wheels of an automobile comprises a pair of start-stop mechanisms 4, a damper 5 and an electromagnetic solenoid 10;

Every start-stop mechanism comprises closed start-stop oil cylinder 42, piston 45 and piston rod 41, and piston 45 is positioned at start-stop oil cylinder 42, and piston rod 41 overhangs, and the overstretched piston rod 41 is an installation end; Said start-stop oil cylinder The cylinder body of 42 is connected with electromagnetic valve 11 in parallel; One end of start-stop oil cylinder 42 is provided with connecting arm 46;

The damper 5 is a variable section damper, which realizes changing the damping force through electromagnetic action;

The electromagnetic solenoid 10 is energized to realize the spring function with adjustable stiffness;

The fixed end of the damper 5 and the output end of the electromagnetic solenoid 10 are respectively connected to the two ends of the connecting arm 46 of a start-stop mechanism, and the moving end of the damper 5 is connected to the input end of the electromagnetic solenoid 10 respectively. Touch the two ends of the connecting arm 46 of the other start-stop mechanism, so that the damper 5 and the electromagnetic solenoid 10 are connected in parallel;

When in use, the mounting ends of the piston rods 41 of a pair of start-stop mechanisms are respectively connected to the left steering knuckle and the right steering knuckle of the steering axle of the automobile; Pipe 10 and two solenoid valves 11 of a pair of start-stop mechanism are energized simultaneously, and the steering damping device starts to work.

Further defined technical solutions are as follows:

The start-stop oil cylinder 42 is a closed piston oil cylinder, and the axial end of the cylinder body is connected with the connecting arm 46; the connecting arm 46 is lath-shaped, and both ends extend outward along the radial direction of the cylinder body; the extended end of the piston rod is located at outside of the other axial end of the cylinder.

The solenoid valve 11 is a two-position normally open solenoid valve; an oil inlet 43 and an oil outlet 44 are respectively provided on the cylinder body of the start-stop oil cylinder 42, and the solenoid valve 11 is connected in parallel to the oil inlet 43 and the oil outlet. Between the holes 44; when the solenoid valve 11 is powered off and the steering shock absorber is not working, the solenoid valve 11 is normally open, and the oil passage between the oil inlet hole 43 and the oil outlet hole 44 on the start-stop oil cylinder 42 is connected; the solenoid valve 11 is When the power is turned off, the oil path between the oil inlet hole 43 and the oil outlet hole 44 on the start-stop oil cylinder 42 is blocked, the position of the piston rod 41 and the piston 45 is fixed, the start-stop mechanism is connected to the steering system, and the steering vibration is reduced. When the shimmy disappears, the start-stop mechanism of the shock absorber is de-energized, the solenoid valve 11 is de-energized and opened, and the steering shock absorber is disconnected from the steering system.

The damper 5 includes a cylinder 52, a sliding piston 51, a damping piston mechanism and a damping piston rod 55, the damping piston mechanism is connected to one end of the damping piston rod 55, and the other end of the damping piston rod 55 extends to the outside of the cylinder 52; The piston 51 is located in the rodless chamber of the cylinder 52;

The damping piston mechanism includes a damping piston 53, the middle part of the damping piston 53 is connected to one end of the damping piston rod 55 through the piston rod hole, and one end of the damping piston rod 55 connected to the damping piston 53 is connected with a central gear 537, which is connected with the central gear. 537 meshing with three racks;

Among the three racks, the first rack 534 is a driving rack, and the rack end material of the first rack 534 is a magnetic material; the second rack 535 and the third rack 536 are driven racks, The damping piston 53 corresponding to the first rack 534 is provided with an electromagnet 532; the first rack 534, the second rack 535 and the third rack 536 are rotated on the damping piston 53; and the first rack 534, The damping piston 53 corresponding to the second rack 535 and the third rack 536 is respectively provided with three flow holes 533; the electromagnet 532 is energized to drive the central gear 537 to rotate through the first rack 534, and then drives the second rack 535 and The third gear rack 536 rotates synchronously to change the actual working area of the three flow holes 533 to realize the continuous change of the damping force of the damper 5 .

The outer circumference of the piston rod hole on one side of the damping piston 53 is provided with a character-shaped groove 539, and the three racks corresponding to the character-shaped groove 539 are respectively provided with positioning blocks 5342, and the positioning blocks 5342 on the three racks are Correspondingly located in the character-shaped grooves 539, the rotation range of the three racks is limited.

The positioning block 5342 is an L-shaped block, wherein one upright side is connected to a corresponding rack.

The first rack 534 , the second rack 535 and the third rack 536 are fan-shaped with the same structure, one end is a rack, and the other end is a movable connection end, which is movably connected with the damping piston 53 .

The present invention has wide applicability. For example, for a certain car model, a dynamic model is established with this car model as a sample car, and the steering wheel shimmy differential equation is further established, and the bifurcation interval of the steering wheel shimmy with speed is found by using the simulation analysis method. Discretize the velocity uniformly in this interval, and find out the damping and stiffness that can suppress the limit cycle shimmy and multi-limit ring shimmy by adjusting the parameters, and then store this series of data in the controller as the initial data for backup. When the car is actually running on the road, if the shimmy sensor detects that the shimmy occurs in the car, the damping device of the present invention starts to work, and provides preset stiffness and damping according to the corresponding vehicle speed to see if the shimmy can be suppressed, if possible, then At the end, if the shimmy vibration cannot be suppressed, the stiffness and damping will be increased in coordination until the shimmy vibration can be suppressed, and then the stiffness and damping at this time will be sent to the storage space of the controller corresponding to the speed, so as to realize real-time update of data according to different vehicle usage conditions .

Specifically, a simple model of steering wheel shimmy was established by taking a domestic independent suspension vehicle as a prototype, and simplified into a three-degree-of-freedom mechanical model, as shown in Figure 9, θ ₁ and θ ₂ are the swing angles of the right and left steering wheels around the kingpin, y is the rack displacement. Using the Lagrange equation to derive the kinematic differential equation as:

I ₂ θ ₂ ″+(c _t +c ₂ l ² (cos(γ)sin(β)) ² )θ ₂ ′+k ₂ l ² (cos(γ)sin(β)) ² θ ₂ -c ₂ lcos(γ)sin(β)y′-k ₂ lcos(γ)sin(β)cos(λ)y+T ₂ (Rγ+n)-F _x Lcos(γ)+M ₂ ＝0

m ₀ y″+(c ₁ (cos(λ)) ² +c ₂ (cos(λ)) ² +c ₃ )y′+(k ₁ (cos(λ)) ² +k ₂ (cos(λ) ) ² +k ₃ )yc ₁ lcos(γ)sin(β)cos(λ)θ ₁ ′-k ₁ lcos(γ)sin(β)cos(λ)θ ₁ -c ₂ lcos(γ)sin(β )cos(λ)θ ₂ ′-k ₂ lcos(γ)sin(β)cos(λ)θ ₂ ＝0

In formula (1):

I ₁ is the moment of inertia of the right front wheel around the kingpin; I ₂ is the moment of inertia of the left front wheel around the kingpin; m ₀ is the mass of the rack; k ₁ is the rigidity of the left steering tie rod; k ₂ is the right steering tie rod stiffness; k ₃ is the meshing stiffness of the rack and pinion; c ₁ is the equivalent damping of the right tie rod; c ₂ is the equivalent damping of the left tie rod; _{c 3} is the equivalent damping of the rack and pinion meshing; R is the rolling radius of the tire; L is the effective length of the steering knuckle arm; l is the length of the left and right tie rods; f is the rolling resistance coefficient; γ is the caster angle; n is the tire trail; β is the steering knuckle The angle between the arm and the tie rod; λ is the angle between the rack and the tie rod; v is the vehicle speed; T ₁ is the dynamic cornering force of the right wheel; T _{2 is} the dynamic cornering force of the left wheel; α ₁ is the side slip angle of the right front wheel; α ₂ is the side slip angle of the left front wheel; _a is the half length of the tire footprint; σ is the slack length of the tire; Dry friction; M ₂ is the dry friction converted from the left wheel to the kingpin; M ₁ and M ₂ use the hysteresis ring model;

The lateral force T adopts the simplified tire magic formula and considers the influence of road surface adhesion coefficient:

T _i ＝Dsin(C _i (arctan(B _i α _i -E _i (B _i α-arctan(B _i α _i ))))) (2)

in:

In formula (2), (3):

B _i , C _i , D _i , E _i are the stiffness factor, shape factor, crest factor and curvature factor in the lateral force magic formula respectively; a ₁ , a ₂ , a ₃ , a ₄ , a ₅ , a ₆ , a ₇ and a ₈ are parameters obtained from experimental fitting;

Build the Simulink model in Matlab according to the above equations (1), (2) and (3), input the parameters of the prototype car model into Matlab for simulation analysis, use the drawing function of Matlab to draw the front wheel swing angle θ with the driving The bifurcation diagram of velocity V, given different initial excitations to the shimmy system, can obtain the shimmy interval of single limit cycle and the shimmy interval of multiple limit cycles. In the speed interval where shimmy occurs, the continuous velocity is uniformly discretized, Then at each discrete point, add a lateral stiffness and damping to the shimmy model, adjust the lateral stiffness and damping in coordination until the shimmy is suppressed within an acceptable range, and then record the stiffness and damping corresponding to this speed, this After the work of the discrete point is completed, the next discrete point is adjusted until the discrete points in the bifurcation interval are adjusted one by one and the corresponding data is recorded, and then these data are stored in the controller as initial data for backup. When the automobile is actually running on the road, the shimmy detector detects that the shimmy vibration occurs in the vehicle, then the damping device of the present invention starts to work, and the controller determines the K (stiffness) and C (damping) values to be output according to the signal sent by the vehicle speed sensor , by the required K (stiffness) and C (damping) values to determine the magnitude and direction of the current supplied by the controllable power supply to the electromagnetic solenoid and the magnitude of the current supplied to the variable section damper. Then the angle sensor detects whether the shimmy has been suppressed within an acceptable range. If the shimmy has been suppressed, the active shock absorber stops working. If the shimmy is not suppressed within an acceptable range, K is coordinated to increase (stiffness), C (damping) until the shimmy is suppressed within an acceptable range, and then store the K (stiffness) and C (damping) values at this time into the controller. Because with the use of the car, its various parameters change, which will also lead to changes in the shimmy characteristics. The above process can solve this problem and update the data at any time according to the actual situation and working conditions of the car.

Table 1. Damping stiffness pendulum angle values corresponding to the shimmy velocity

V(km/h) 39.6 41.4 43.2 45.0 46.8 48.6 50.4 52.2 54.0 57.6 61.2 θ(°) 0.83 5.44 6.18 6.63 6.93 7.14 7.27 7.34 7.36 7.29 7.09 θ'(°) 0.82 0.85 1.02 0.99 0.99 0.99 0.98 0.99 1.02 7.29 7.09 K(KN/m) 35.0 37.5 39.9 42.4 44.7 46.9 48.8 50.5 51.8 53.3 53.0 C(N*m*s/rad) 10.0 10.7 11.4 12.1 12.8 13.4 13.9 14.4 14.8 15.3 15.7 θ″(°) 0 0 0 0 0 0 0 0 0 0 0 V(km/h) 64.8 66.6 68.4 70.2 72 73.8 75.6 77.4 79.2 81 θ(°) 6.78 6.59 6.36 6.11 5.82 5.48 5.09 4.61 3.83 0.76 θ'(°) 1.01 0.96 0.94 0.91 0.89 0.88 0.91 0.91 0.82 0.73 K(KN/m) 51.2 49.8 48.2 46.4 44.4 42.4 40.5 38.3 36.6 35.0 C(N*m*s/rad) 15.9 15.7 15.5 14.8 13.2 12.1 11.6 10.9 10.4 10.0 θ″(°) 0 0 0 0 0 0 0 0 0 0

The data in Table 1 are obtained from a large number of simulation analysis, including the steering wheel swing angle under different initial excitation values, which correspond to different speeds. After experimental analysis and calculation, there are corresponding stiffness values K and damping values C. correspond. In the table, θ refers to the small limit cycle amplitude generated by the steering wheel under the small excitation state, and θ′ refers to the large limit cycle amplitude generated under the large excitation, corresponding to different driving speeds, the steering wheel pendulum amplitude is different , which makes it necessary for the steering damper to provide different stiffness K and damping C. θ″ refers to the pendulum amplitude of the steering wheel after the steering damper works. It can be seen that after the steering damper works, the steering wheel The shimmy vibration has been effectively suppressed. It can be seen from Figure 9 that the appropriate stiffness value K and damping value C can effectively suppress the shimmy vibration of the steering wheel. The stiffness value K and damping value C in Table 1 are taken out and compared with the speed One-to-one correspondence can be obtained K-V diagram (Fig. 10) and C-V diagram (Fig. 11). The trend of the graphs are both increasing first and then decreasing, which is consistent with the trend of the θ-V bifurcation diagram (Fig. 9), indicating that the shimmy angle The larger the value, the greater the additional stiffness and damping that the corresponding steering damping device needs to provide.

Beneficial technical effect of the present invention is embodied in the following aspects:

1. The present invention can decide whether to access the steering system according to the situation of the steering wheel. When in use, the present invention is horizontally installed between two steering knuckles on the left and right, and can realize continuous adjustment of stiffness and damping. When shimmy occurs, the power is turned on to work, and after shimmy is eliminated, the power is cut off to save energy.

2. The present invention is powered by a controllable power supply to realize continuous adjustment of stiffness and damping.

3. The present invention has simple structure, low production cost and wide application range.

4. The present invention is applicable to automobiles of different models and different usage conditions.

Description of drawings

Fig. 1 is a diagram of the use state of the present invention.

Figure 2 is a schematic diagram of the structure of the damper.

Figure 3 is an exploded view of the damping piston mechanism.

Figure 4 is a sectional view of the damping piston.

Figure 5 is a schematic diagram of the rack structure.

Fig. 6 is a sectional view of the start-stop mechanism of the shock absorber;

Figure 7 is an axonometric view of the start-stop mechanism of the shock absorber;

Fig. 8 is a schematic diagram of the dynamic model of the independent suspension sample vehicle used in the present invention.

Figure 9 is the bifurcation diagram of the front wheel swing angle versus speed of the independent suspension prototype vehicle (the dotted line represents the bifurcation diagram when the initial excitation is 10°, the dotted line represents the bifurcation diagram when the initial excitation is 2°, and the solid line represents Bifurcation diagram after adjusting the stiffness and damping).

Figure 10 is the expected K-V curve for independent suspension vehicles.

Figure 11 shows the expected C-V curve for an independent suspension vehicle.

Serial numbers in the above picture: 1 outer half shaft, 2 constant velocity universal joint, 3 left steering knuckle, 4 start-stop mechanism, 5 damper, 6 drive axle housing, 7 right steering knuckle, 8 right steering wheel, 9 inner half shaft , 10 electromagnetic solenoid, 11 solenoid valve, 12 connecting arm, 13 left steering wheel, 41 piston rod, 42 cylinder block, 43 oil inlet hole, 44 oil outlet hole, 45 piston, 46 connecting arm, 51 sliding piston, 52 Cylinder barrel, 53 damping piston, 54 inner chamber, 55 damping piston rod, 531 grub screw, 532 electromagnet, 533 flow hole, 534 first rack, 535 second rack, 536 third rack, 537 central gear, 538 coil springs, 539 character-shaped grooves, 5341 magnetic materials, and 5342 limit blocks.

detailed description

The present invention will be further described through the embodiments below in conjunction with the accompanying drawings.

Referring to FIG. 1 , a vibration damping device for suppressing self-excited shimmy of a steering wheel of an automobile with multiple limit cycles includes a pair of start-stop mechanisms 4 , a damper 5 and an electromagnetic solenoid 10 .

Referring to Fig. 6, each start-stop mechanism includes a closed piston cylinder, specifically a start-stop cylinder 42, a piston 45 and a piston rod 41, the piston 45 is located in the start-stop cylinder 42, the piston rod 41 is extended, and the extended piston rod 41 for the installation side. The cylinder block of start-stop oil cylinder 42 is connected with electromagnetic valve 11 in parallel; One end of start-stop oil cylinder 42 is provided with connecting arm 46, referring to Fig. 7, the axial end of cylinder block is connected with connecting arm 46; The end extends outward along the radial direction of the cylinder body; the extended end of the piston rod is located outside the other axial end of the cylinder body.

Referring to Fig. 6 and Fig. 7, the cylinder body of the start-stop oil cylinder 42 is respectively provided with an oil inlet 43 and an oil outlet 44, and the solenoid valve 11 is connected in parallel between the oil inlet 43 and the oil outlet 44; the solenoid valve 11 is two Two-position normally open solenoid valve. When the solenoid valve 11 is powered off and the steering shock absorber is not working, the solenoid valve 11 is normally open, and the oil passage between the oil inlet hole 43 and the oil outlet hole 44 on the start-stop oil cylinder 42 is connected; The oil passage between the oil inlet hole 43 and the oil outlet hole 44 on the oil stop cylinder 42 is blocked, the piston rod 41 and the piston 45 are fixed in position, the start-stop mechanism is connected to the steering system, and the steering damper starts to work; After the shimmy disappeared, the start-stop mechanism of the shock absorber was de-energized, the solenoid valve 11 was de-energized and opened, and the steering shock absorber was disconnected from the steering system.

Referring to FIG. 2 , the damper 5 is a variable section damper, and the damping force is changed through electromagnetic action. Damper 5 comprises cylinder barrel 52, sliding piston 51, damping piston mechanism and damping piston rod 55, and damping piston mechanism is connected with one end of damping piston rod 55, and the other end of damping piston rod 55 stretches to the outside of cylinder barrel 52; It is located in the rodless chamber of the cylinder 52 .

Referring to Fig. 3, the damping piston mechanism includes a damping piston 53, the middle part of the damping piston 53 is connected to one end of the damping piston rod 55 through the piston rod hole, and one end of the damping piston rod 55 connected to the damping piston 53 is connected to a central gear 537, and The central gear 537 is meshed with three racks. Referring to Fig. 3 and Fig. 4, the outer periphery of the piston rod hole on one side of the damping piston 53 is provided with a character-shaped groove 539, referring to Fig. 5, positioning blocks 5342 are respectively provided on the three racks corresponding to the character-shaped groove 539, The positioning block 5342 is an L-shaped block, wherein the upright side is connected to the corresponding rack. The positioning blocks 5342 on the three racks are respectively located in the character-shaped grooves 539 to realize the limitation of the rotation range of the three racks.

The first rack 534 , the second rack 535 and the third rack 536 are fan-shaped with the same structure, one end is a rack, and the other end is an articulated end, which is movably connected to the damping piston 53 . Wherein the first rack 534 is a driving rack, the rack end material of the first rack 534 is a magnetic material 5341; the second rack 535 and the third rack 536 are driven racks, and An electromagnet 532 is installed on the damping piston 53 corresponding to the magnetic material 5341 . The first rack 534, the second rack 535 and the third rack 536 are rotatably mounted on the damping piston 53 by the grub screw 531; the damping corresponding to the first rack 534, the second rack 535 and the third rack 536 Three flow holes 533 are respectively opened on the piston 53; the electromagnet 532 is powered to drive the central gear 537 to rotate through the first rack 534, and then drives the second rack 535 and the third rack 536 to rotate synchronously, changing the three flow holes 533 The actual working area of the damper 5 realizes the continuous change of the damping force.

Referring to FIG. 1 , the electromagnetic solenoid 10 includes a lower coil, a guide rod, a position sensor, an upper coil and a reference point of the position sensor. When the electromagnetic solenoid 10 is energized, it can realize the spring function with adjustable stiffness.

Referring to Fig. 1, the fixed end of damper 5 and the output end of electromagnetic solenoid 10 are respectively connected with the two ends of the connecting arm 46 of a start-stop mechanism, the moving end of damper 5 and the input end of electromagnetic solenoid 10 The two ends of the connecting arm 46 of the other start-stop mechanism are respectively connected, so that the damper 5 and the electromagnetic solenoid 10 are connected in parallel. During use, the mounting end of the piston rod 41 of a pair of start-stop mechanism is connected with the connecting arm 12 of the left steering knuckle 3 of the automobile steering axle and the connecting arm of the right steering knuckle 7 respectively.

Referring to FIG. 1 , the automobile steering axle includes a drive axle housing 6 , a constant velocity universal joint 2 , an outer half shaft 1 , an inner half shaft 9 , a left steering wheel 13 and a right steering wheel 8 .

The working principle of the present invention is described as follows:

When the automobile has self-excited shimmy with multiple limit cycles, the damper 5, electromagnetic solenoid 10 and two electromagnetic valves 11 of a pair of start-stop mechanisms are energized at the same time, and the lateral stiffness is adjusted through the electromagnetic solenoid 10, and the damping The lateral damping device 5 is used to adjust the lateral damping to suppress the multi-limit ring shimmy of the steering wheel; if the shimmy is suppressed, the damping device is powered off and stops working.

Regarding the electromagnetic solenoid 10, when working, the direction of the supply current determines whether the upper coil and the lower coil on the electromagnetic solenoid 10 are attractive or repulsive. Therefore, the magnitude and direction of the current are determined by the vehicle speed, position, two determined as a function of the distance between the solenoids.

Regarding the damper 5, by changing the magnitude of the current supplied to the electromagnet 532, the magnitude of the attraction force of the electromagnet 532 to the first rack 534 can be changed, and the first rack 534 approaches the electromagnet 532 under the action of the attraction force. The gear rack 534 meshes with the central gear 537 through the teeth on its right end, and the central gear 537 drives the second rack 535 and the third rack 536 to rotate synchronously, so that the actual working area of the flow hole 533 will become smaller, and the damping piston 53 The damping coefficient C will become larger. When it is necessary to reduce the damping coefficient, reduce the current supplied to the electromagnet 532, the central gear 537 rotates clockwise under the restoring torque of the coil spring 538, and the first rack 534, the second rack 535, and the third rack 536 Driven by the center wheel 537, it rotates in the opposite direction, so that the actual working area of the flow hole 533 will become larger, and the damping coefficient C of the damping piston 53 will become smaller. In this way, the damping coefficient C of the shock absorber is continuously changed from small to large, and then from large to small.

Claims (7)

1. it is a kind of suppress automobile steering roller multiple limits ring self-excitation vibration absorber, it is characterised in that：Including a pair of start and stops Structure, damper and o；

Every start and stop mechanism includes start and stop oil cylinder, piston and the piston rod of closing, and piston is located in start and stop oil cylinder, outside piston rod Stretch, overhanging piston rod is installation end；The cylinder body of the start and stop oil cylinder it is in parallel magnetic valve；One end of start and stop oil cylinder is provided with connection Arm；

The damper is variable cross-section damper, realizes changing damping force by electromagnetic action；

The o obtains electric, realizes the adjustable spring function of rigidity；

The fixing end of the damper and the output end of o respectively connected one the two of the linking arm of start and stop mechanism End, the mobile terminal of damper and the input of o respectively connected the two ends of the linking arm of another start and stop mechanism, Damper and o is set to be in parallel connection；

When using, the installation end of a pair of piston rods of start and stop mechanism respectively connected the left steering section and right turn of steering axle of automobile Section；

When there is multiple limits ring self-excitation in automobile, damper, o and a pair of the two of start and stop mechanism electricity Magnet valve obtains electric simultaneously, turns to vibration absorber and starts working.

2. it is according to claim 1 it is a kind of suppress automobile steering roller multiple limits ring self-excitation vibration absorber, its feature It is：The start and stop oil cylinder is closed piston oil-cylinder, and axial one end of cylinder body is connected to linking arm；Linking arm is lath-shaped, Two ends are overhanging along the radial direction of cylinder body；The overhanging end of piston rod is located at the outside of the axial other end of cylinder body.

3. it is according to claim 1 it is a kind of suppress automobile steering roller multiple limits ring self-excitation vibration absorber, its feature It is：The magnetic valve is 2/2-way normally open type magnetic valve；Offered respectively on the cylinder body of the start and stop oil cylinder fuel feed hole and Oil outlet, magnetic valve is connected in parallel between fuel feed hole and oil outlet；When magnetic valve power-off damper does not work, magnetic valve is normal Open, the oil communication between fuel feed hole and oil outlet on start and stop oil cylinder；When magnetic valve must be electrically turn off, the oil-feed on start and stop oil cylinder Oil circuit between hole and oil outlet is blocked, and piston rod is fixed with piston position, and start and stop mechanism is turned to by access steering Shock absorber is started working；After shimmy disappearance, shock absorber start and stop mechanism power-off, magnetic valve power-off open, damper with turn Disconnected to the connection of system.

4. it is according to claim 1 it is a kind of suppress automobile steering roller multiple limits ring self-excitation vibration absorber, its feature It is：The damper includes cylinder barrel, sliding plunger, damping piston mechanism and damping piston-rod, and damping piston mechanism is connected to One end of damping piston-rod, the other end of damping piston-rod is extended outside cylinder barrel；Sliding plunger is located in the rodless cavity of cylinder barrel；

The damping piston mechanism includes damping piston, and the middle part of damping piston is connected to damping piston-rod by rod aperture One end, central gear is connected with the one end for the damping piston-rod being connected with damping piston, is engaged with central gear and is provided with three Tooth bar；

The first tooth bar is main carry-over bar in three tooth bars, and the tooth bar end material of first tooth bar is magnetic material；Second Tooth bar and the 3rd tooth bar are driven tooth bar, and damping piston corresponding with the first tooth bar is provided with electromagnet；First tooth bar, the second tooth Article and the 3rd racks turn on the damping piston；On the first tooth bar, the second tooth bar and the corresponding damping piston of the 3rd tooth bar Three openings are offered respectively；Electromagnet obtain it is electric pass through the first rack drives central gear rotation, then drive the second tooth bar and 3rd rack synchronous are rotated, and change three real work areas of opening, realize the continuous change of the damping force of damper.

5. it is according to claim 4 it is a kind of suppress automobile steering roller multiple limits ring self-excitation vibration absorber, its feature It is：The periphery of the rod aperture of the damping piston one side is provided with isosceles triangle groove, three corresponding with isosceles triangle groove Locating piece is respectively equipped with tooth bar, the locating piece on three tooth bars corresponds to be located in isosceles triangle groove respectively, realized to three teeth The restriction of bar slewing area.

6. it is according to claim 5 it is a kind of suppress automobile steering roller multiple limits ring self-excitation vibration absorber, its feature It is：The locating piece is L-shaped block, wherein a upright side is connected to corresponding tooth bar.

7. it is according to claim 4 it is a kind of suppress automobile steering roller multiple limits ring self-excitation vibration absorber, its feature It is：First tooth bar, the second tooth bar and the 3rd tooth bar are structure identical fan blades shape, and one end is tooth bar, and the other end is work Dynamic connection end, is flexibly connected end and is flexibly connected damping piston.