CN110822005A - Damping self-adaptive adjustment vibration reducer and automobile - Google Patents
Damping self-adaptive adjustment vibration reducer and automobile Download PDFInfo
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- CN110822005A CN110822005A CN201911093564.3A CN201911093564A CN110822005A CN 110822005 A CN110822005 A CN 110822005A CN 201911093564 A CN201911093564 A CN 201911093564A CN 110822005 A CN110822005 A CN 110822005A
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- hydraulic rod
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- shock absorber
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
- F16F9/10—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using liquid only; using a fluid of which the nature is immaterial
- F16F9/14—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect
- F16F9/16—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts
- F16F9/18—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein
- F16F9/19—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein with a single cylinder and of single-tube type
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
- F16F9/10—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using liquid only; using a fluid of which the nature is immaterial
- F16F9/14—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect
- F16F9/16—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts
- F16F9/18—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein
- F16F9/182—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein comprising a hollow piston rod
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
- F16F9/32—Details
- F16F9/3207—Constructional features
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
- F16F9/32—Details
- F16F9/3207—Constructional features
- F16F9/3221—Constructional features of piston rods
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
- F16F9/32—Details
- F16F9/34—Special valve constructions; Shape or construction of throttling passages
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
- F16F9/32—Details
- F16F9/48—Arrangements for providing different damping effects at different parts of the stroke
- F16F9/49—Stops limiting fluid passage, e.g. hydraulic stops or elastomeric elements inside the cylinder which contribute to changes in fluid damping
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Fluid-Damping Devices (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The invention provides a damping self-adaptive adjustment shock absorber and an automobile, wherein the shock absorber comprises a cylinder body and a hydraulic rod, one end of the hydraulic rod penetrates through a limiting block in the cylinder body and extends into the cylinder body, a piston ring is sleeved on the hydraulic rod to divide the cylinder body into a hydraulic cylinder upper cavity and a hydraulic cylinder lower cavity, a flow guide hole and an upper throttling hole communicated with the flow guide hole are formed in the hydraulic rod, and the aperture of the upper throttling holes is in a gradual change mode. The shock absorber of the invention is structurally characterized in that the throttling hole is utilized to change the damping force output by the shock absorber in the working stroke of decompression or extension.
Description
Technical Field
The invention belongs to the technical field of automobile shock absorbers, relates to a single-cylinder shock absorber, and particularly relates to a damping self-adaptive adjustment shock absorber and an automobile.
Background
With the development of the automotive industry, the requirements of drivers and passengers for passenger vehicles are increasing, and it is desired to combine both of them instead of pursuing only a single comfort or a single maneuvering characteristic. At present, cheap cylinder type shock absorbers are widely adopted in the passenger car industry, the damping force of the cylinder type shock absorbers in the stretching and compressing strokes is basically kept unchanged, the single damping force cannot meet the pursuit of drivers and passengers on the comfort and the motility of the car, more advanced electromagnetic adjustable damping shock absorbers are adopted in high-end passenger car models, but the electromagnetic adjustable shock absorbers are more complicated in structure, need a vertical acceleration sensor, an electromagnetic valve, a controller and the like, need to specially calibrate the corresponding car models, further increase the production and manufacturing cost of the car, and have no price advantage in the fierce market competition of the passenger cars.
Disclosure of Invention
In view of the above-mentioned drawbacks of the prior art, an object of the present invention is to provide a damping adaptive control shock absorber and an automobile, which are used to solve the problems of the prior art that the damping force of a cylinder type shock absorber for vehicle application is single and the structure of an electromagnetic shock absorber is complicated.
To achieve the above and other related objects, the present invention provides a damping adaptive tuning vibration reducer, comprising:
a limiting block is arranged in the cylinder body;
one end of the hydraulic rod penetrates through the limiting block to extend into the cylinder body, a piston ring is further sleeved on the hydraulic rod arranged in the cylinder body and divides the cylinder body into a hydraulic cylinder upper cavity and a hydraulic cylinder lower cavity, a flow guide hole formed by an inner concave is formed in the axial end part of the hydraulic rod extending into the cylinder body,
and a plurality of upper throttling holes communicated with the diversion holes are axially formed in the hydraulic rod positioned in the upper cavity of the hydraulic cylinder.
In an embodiment of the present invention, the plurality of upper orifices are formed as a longitudinal row of upper orifice units, and the plurality of upper orifice units are circumferentially arranged on the hydraulic rod.
In an embodiment of the present invention, the upper throttling holes are spirally arranged along the outer wall of the hydraulic rod.
In an embodiment of the present invention, the apertures of the upper orifices are gradually reduced along the axial direction, and the aperture of the upper orifice closest to the stopper is the largest.
In one embodiment of the present invention, a pillar is disposed in the lower chamber of the hydraulic cylinder, opposite to the hydraulic rod,
the strut is provided with a limiting hole for accommodating the hydraulic rod when the shock absorber is compressed, the aperture of the limiting hole is adapted to the outer diameter of the hydraulic rod,
and a plurality of lower throttling holes are axially formed in the supporting column or the hydraulic rod.
In one embodiment of the present invention, a pillar is disposed in the lower chamber of the hydraulic cylinder, opposite to the hydraulic rod,
the outer diameter of the support column is matched with the aperture of the flow guide hole, and a plurality of lower throttling holes are axially formed in the hydraulic rod.
In an embodiment of the present invention, the diameters of the plurality of lower orifices are gradually reduced along the axial direction of the hydraulic rod, and the diameter of the lower orifice closest to the piston ring is the smallest.
In an embodiment of the present invention, the plurality of lower orifices are formed as a vertical row of lower orifice units, and the plurality of lower orifice units are arranged around the hydraulic rod.
In an embodiment of the present invention, the plurality of lower orifices are spirally arranged along the outer wall of the hydraulic rod.
The invention also provides an automobile comprising the damping self-adaptive adjustment vibration absorber.
As described above, compared with the electromagnetic adjustable damping vibration absorber, the damping adaptive adjustment vibration absorber of the present invention does not need to install devices such as a vertical acceleration sensor, an electromagnetic valve, a controller, etc., and is simpler in structure, low in manufacturing cost, capable of reducing the manufacturing cost of automobiles, and easy for industrialization.
Meanwhile, as the damping self-adaptive adjustment vibration absorber is respectively provided with a group of throttling holes in the upper cavity and the lower cavity of the hydraulic cylinder, when a hydraulic rod of the vibration absorber performs compression or stretching working strokes, the damping force output by the vibration absorber can be changed in each working stroke.
Drawings
Fig. 1 is a schematic structural diagram of a shock absorber according to an embodiment of the present invention.
Fig. 2 is a schematic diagram showing the stretching process of the shock absorber in fig. 1.
Figure 3 is a front view of a shock absorber of the present invention in another embodiment.
Figure 4 shows a side view of the damper of figure 3.
Figure 5 is a schematic diagram illustrating the compression of the shock absorber of figure 3.
Fig. 6 is a schematic diagram showing the stretching process of the shock absorber in fig. 3.
Detailed Description
The following description of the embodiments of the present invention is provided for illustrative purposes, and other advantages and effects of the present invention will become apparent to those skilled in the art from the present disclosure.
It should be understood that the structures, ratios, sizes, and the like shown in the drawings and described in the specification are only used for matching with the disclosure of the specification, so as to be understood and read by those skilled in the art, and are not used to limit the conditions under which the present invention can be implemented, so that the present invention has no technical significance, and any structural modification, ratio relationship change, or size adjustment should still fall within the scope of the present invention without affecting the efficacy and the achievable purpose of the present invention. In addition, the terms "upper", "lower", "left", "right", "middle" and "one" used in the present specification are for clarity of description, and are not intended to limit the scope of the present invention, and the relative relationship between the terms and the terms is not to be construed as a scope of the present invention.
In the vehicle, the shock absorber is used for absorbing shock when the vehicle frame and the vehicle axle do reciprocating relative motion, so that the structural strength and the service life of each part in the vehicle are protected. The single-tube shock absorber in the shock absorber has the characteristic of simple structure and is widely applied to the vehicle, the damping force output by the single-tube shock absorber is always kept constant, along with the industrial development, passengers have higher requirements on the comfort level and the motion controllability of the vehicle, and the single-tube shock absorber with constant damping force cannot meet the requirements. The present invention thus provides a damping adaptive tuning damper.
Referring to fig. 1, the damping adaptive adjustment vibration reducer provided by the invention comprises a cylinder 1 and a hydraulic rod 2 extending into the cylinder 1, wherein a limiting block 3 is further arranged in the cylinder 1, meanwhile, a piston ring 4 is further sleeved on the hydraulic rod 2 arranged in the cylinder 1, the peripheral side walls of the piston ring 4 and the limiting block 3 are abutted against the inner wall of the cylinder 1, the limiting block 3 is fixedly connected with the cylinder 1 all the time, the cylinder 1 is divided into a hydraulic cylinder upper wall and a hydraulic cylinder lower cavity 12 by the piston ring 4, the limiting block 3 and the inner wall of the cylinder 1 are enclosed to form a hydraulic cylinder upper cavity 11, and the hydraulic cylinder lower cavity 12 is enclosed by the piston ring 4, the limiting block 3 and the inner wall of the. The axial end part of the hydraulic rod 2 extending into the cylinder body 1 is provided with a guide hole 21 formed by concave, the guide hole 21 is arranged along the axial direction of the hydraulic rod 2, and the guide hole 21 stretches across the lower cavity 12 of the hydraulic cylinder and the upper cavity 11 of the hydraulic cylinder.
In the present invention, a plurality of upper orifices 22 are opened in the hydraulic rod 2 in the cylinder upper chamber 11. In one embodiment, a plurality of upper orifices 22 may be uniformly spaced along the axial direction of the hydraulic rod 2, wherein a line connecting the center points of the upper orifices 22 may be parallel to the axis of the hydraulic rod 2, as shown in fig. 1 and 2. In another embodiment, the plurality of upper orifices 22 are formed as a longitudinal row of upper orifice units, and the plurality of upper orifice units are circumferentially arranged on the hydraulic rod 2, as shown in fig. 1 and 2, to ensure smooth flow of hydraulic oil, and to prevent a significant jerk feeling due to an excessive difference in output of damping force caused by the upper orifice 22 being clogged with impurities. In a further embodiment, the plurality of upper orifices 22 axially disposed on the hydraulic rod 2 may also be helically disposed (not shown) along the outer wall of the hydraulic rod 2, and in particular, when the spacing between the upper orifices 22 is small, such a helical distribution may be used to facilitate the machining of the upper orifices 22. Meanwhile, the upper orifice 22 in each embodiment communicates the hydraulic cylinder upper chamber 11 with the diversion hole 21, and during the pressing down or stretching process of the hydraulic cylinder, hydraulic oil in the hydraulic cylinder upper chamber 11 or the hydraulic cylinder lower chamber 12 can flow into the corresponding chamber through the upper orifice 22 and the diversion hole 21, thereby forming the mono-tube shock absorber.
In order to adjust the damping force of the shock absorber during the stretching process of the hydraulic cylinder, the apertures of the upper orifices 22 of the hydraulic rod 2 in the embodiment are gradually reduced along the axial direction of the hydraulic rod 2, as shown in fig. 1, wherein the aperture of the upper orifice 22 closest to the stopper 3 side is the largest, and the aperture of the upper orifice 22 axially farthest from the stopper 3 is the smallest. When the upper orifice 22 drives the piston ring 4 to press the hydraulic cylinder lower cavity 12 by the hydraulic rod 2, the upper orifice 22 is always in a full-open state (as shown in fig. 1), at the moment, hydraulic oil in the hydraulic cylinder lower cavity 12 flows into the hydraulic cylinder upper cavity 11 through the flow guide hole 21 and the upper orifice 22 after being compressed, the flow of the hydraulic oil is large, the damping force provided by the shock absorber is small, and small-amplitude vibration of a vehicle can be resolved. When the upper throttling hole 22 drives the piston to stretch in the hydraulic rod 2, the hydraulic rod 2 is pulled to drive the piston ring 4 to move towards the limiting block 3, and the upper throttling hole 22 on the hydraulic rod 2 is not blocked by the limiting block 3 (as shown in fig. 2), so that the flow of hydraulic oil is large, the damping force provided by the shock absorber is small, small-amplitude vibration of a vehicle can be eliminated, and pursuit of vehicle damping comfort is met. When the hydraulic rod 2 is pulled continuously, and the upper throttling hole 22 is gradually blocked by the limiting hole 51 from large to small, the damping force provided by the shock absorber begins to be gradually increased, so that a larger supporting force can be provided for the vehicle, and the pursuit of the vehicle maneuverability is met.
Compared with the electromagnetic adjustable damping shock absorber, the shock absorber in the embodiment does not need to be provided with a vertical acceleration sensor, an electromagnetic valve, a controller and other devices, is simpler in structure and low in manufacturing cost, can reduce the manufacturing cost of automobiles, and is easy to industrialize.
Further, in order to adjust the damping force during the compression process of the shock absorber, as shown in fig. 3 to 6, a pillar 5 may be disposed in the lower chamber 12 of the hydraulic cylinder, the pillar 5 is disposed opposite to the hydraulic rod 2, the bottom of the pillar 5 is fixedly connected to the bottom of the lower chamber 12 of the hydraulic cylinder, or the pillar 5 and the hydraulic cylinder may be formed as one piece.
In one embodiment, as shown in fig. 3 to 6, the strut 5 may be provided with a limiting hole 51 for accommodating the hydraulic rod 2 when the shock absorber is compressed, the diameter of the limiting hole 51 is adapted to the outer diameter of the hydraulic rod 2, a plurality of lower throttle holes 52 are provided on the strut 5 or the hydraulic rod 2, the plurality of lower throttle holes 52 are uniformly distributed at intervals in the axial direction of the hydraulic rod 2, wherein if the lower throttle holes 52 are disposed on the strut 5, the lower throttle holes 52 penetrate through the side wall of the strut 5; if the lower orifice 52 is provided in the hydraulic rod 2, the lower orifice 52 directly penetrates the side wall of the hydraulic rod 2. It should be noted that a line connecting the center points of the respective lower orifices 52 may be parallel to the axis of the hydraulic rod 2, or a plurality of lower orifices 52 may be formed as a vertical row of lower orifice units, and a plurality of vertical rows of lower orifice units may be distributed around the hydraulic rod 2. In addition, the plurality of lower throttle holes 52 axially arranged on the hydraulic rod 2 can also be spirally arranged along the outer wall of the hydraulic rod 2, and especially when the distance between the lower throttle holes 52 is small, the spiral distribution mode can be selected for facilitating the processing of the lower throttle holes 52. When the shock absorber is compressed, in the process that the hydraulic rod 2 is pressed down, the hydraulic rod 2 gradually goes deep into the limiting hole 51 to block the lower throttling holes 52 one by one.
In another embodiment, the outer diameter of the pillar 5 may be adapted to the diameter of the pilot hole 21, and the lower throttle hole 52 may be provided on the hydraulic rod. When the shock absorber is compressed, the hydraulic rod 2 is pressed down, the support 5 gradually extends into the diversion hole 21, and the number of the blocked lower throttling holes 52 is gradually increased.
When the shock absorber is compressed and the lower orifice 52 is not closed by the hydraulic rod 2, the lower orifice 52 is in a full-open state, the hydraulic oil flow rate is large, and the damping force provided by the shock absorber is small. When the hydraulic cylinders start to block the lower throttle holes 52 one by one, as the number of the unblocked lower throttle holes 52 is gradually reduced, the cross section through which the hydraulic oil flows into the diversion holes 21 from the hydraulic cavity is reduced, so that the flow of the passing hydraulic oil is gradually reduced, and the damping force provided by the shock absorber is increased.
Further, in order to improve the support performance of the shock absorber during compression, the bore diameter of the lower orifice 52 in the hydraulic rod 2 or the strut 5 is gradually reduced in the axial direction of the hydraulic rod 2, as shown in fig. 3 to 6, in which the bore diameter of the lower orifice 52 closest to the piston ring 4 side is the smallest and the bore diameter of the lower orifice 52 axially farthest from the piston ring is the largest.
As shown in fig. 5, when the lower orifices 52 are sequentially blocked from large to small when the hydraulic rod 2 is engaged with the strut 5 during the process of pressing down the hydraulic rod 2, the number of the lower orifices 52 which are not blocked and the cross-sectional area through which the hydraulic oil in the lower cylinder chamber 12 can pass are greatly reduced during the process of pressing down the hydraulic rod 2, so that the flow rate of the hydraulic oil passing through the lower orifices 52 is greatly reduced, and the damping force provided by the shock absorber is increased. Meanwhile, in the pressing-down process, the number and the aperture of the lower throttling holes 52 are reduced, and the total sectional area difference of the blocked lower throttling holes 52 under the adjacent working conditions is larger, so that the damping force output by the shock absorber under the adjacent working conditions is obviously different, wherein the damping force under the latter working condition is obviously smaller than that under the former working condition, thereby greatly improving the support performance of the shock absorber during compression and providing larger support force for the vehicle. Correspondingly, in the stretching process, when the total sectional area difference of the blocked upper throttling holes 22 under the adjacent working conditions is larger, the support performance of the shock absorber in stretching is also greatly improved.
It should be noted that the number of the lower throttle holes 52 and the upper throttle holes 22 and the tendency of the hole diameter to decrease in the present invention may be adjusted to meet the output of the required damping force according to the actual vehicle conditions, and is not limited herein.
The invention also provides an automobile for the damping self-adaptive adjustment vibration absorber.
According to the invention, the damping self-adaptive adjustment shock absorber for the automobile does not need to be additionally provided with an electric control system such as a sensor, a controller and an electromagnetic valve, the structure is simple, the shock absorber can adjust the output damping force through the throttling hole, the fault is not easy to occur, and the use reliability of the automobile can be improved.
In addition, because the damping adaptive adjustment shock absorber is provided with a group of throttling holes in the hydraulic cylinder upper chamber 11 and the hydraulic cylinder lower chamber 12 respectively, when the hydraulic rod 2 of the shock absorber performs compression or extension working strokes, the damping force output by the shock absorber can be changed in each working stroke.
Meanwhile, in the working stroke, under the condition that the throttling hole is not blocked, the flow rate of hydraulic oil flowing through the throttling hole is large, the damping force provided at the moment is small, small vibration of a vehicle can be relieved, and pursuit of comfort is met; in the rear section stroke of the working stroke, because the throttling hole is gradually blocked, the flow of the hydraulic oil flowing through the throttling hole is gradually reduced, the damping force provided by the shock absorber is gradually increased, a larger supporting force is provided for the vehicle, and the pursuit of controllability is met.
In conclusion, the present invention effectively overcomes various disadvantages of the prior art and has high industrial utilization value.
The foregoing embodiments are merely illustrative of the principles and utilities of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or change the above-mentioned embodiments without departing from the spirit and scope of the present invention. Accordingly, it is intended that all equivalent modifications or changes which can be made by those skilled in the art without departing from the spirit and technical spirit of the present invention be covered by the claims of the present invention.
Claims (10)
1. A damped adaptive vibration absorber, comprising:
a limiting block is arranged in the cylinder body;
one end of the hydraulic rod penetrates through the limiting block to extend into the cylinder body, a piston ring is further sleeved on the hydraulic rod arranged in the cylinder body and divides the cylinder body into a hydraulic cylinder upper cavity and a hydraulic cylinder lower cavity, a flow guide hole formed by an inner concave is formed in the axial end part of the hydraulic rod extending into the cylinder body,
and a plurality of upper throttling holes communicated with the diversion holes are axially formed in the hydraulic rod positioned in the upper cavity of the hydraulic cylinder.
2. The damped adaptive tuning absorber of claim 1, wherein the plurality of upper orifices are formed as a longitudinal array of upper orifice units arranged circumferentially on the hydraulic rod.
3. The damped adaptive tuning absorber of claim 1, wherein a plurality of said upper orifi are helically disposed along an outer wall of said hydraulic rod.
4. The damping adaptive adjustment vibration absorber according to any one of claims 1 to 3, wherein the hole diameters of the upper throttling holes are gradually reduced along the axial direction, and the hole diameter of the upper throttling hole closest to the limiting block is the largest.
5. The damping adaptive tuning shock absorber of claim 1, wherein a strut is disposed in the lower chamber of the hydraulic cylinder opposite the hydraulic rod,
the strut is provided with a limiting hole for accommodating the hydraulic rod when the shock absorber is compressed, the aperture of the limiting hole is adapted to the outer diameter of the hydraulic rod,
and a plurality of lower throttling holes are axially formed in the supporting column or the hydraulic rod.
6. The damping adaptive tuning shock absorber of claim 1, wherein a strut is disposed in the lower chamber of the hydraulic cylinder opposite the hydraulic rod,
the outer diameter of the support column is matched with the aperture of the flow guide hole, and a plurality of lower throttling holes are axially formed in the hydraulic rod.
7. The damping adaptive adjustment shock absorber of claim 5 or 6, wherein the bore diameters of a plurality of the lower orifices are gradually reduced along the axial direction of the hydraulic rod, and the bore diameter of the lower orifice closest to the piston ring is smallest.
8. The damped adaptive tuning damper of claim 5 or 6, wherein a plurality of said lower orifices are formed as a vertical column of lower orifice units, said plurality of lower orifice units being disposed around said hydraulic rod.
9. A damped adaptive tuning damper according to claim 5 or 6, wherein said plurality of lower orifices are helically disposed along an outer wall of said hydraulic rod.
10. An automobile comprising a damping adaptive tuning damper as claimed in any one of claims 1 to 9.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911093564.3A CN110822005B (en) | 2019-11-11 | 2019-11-11 | Damping self-adaptive adjustment vibration reducer and automobile |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911093564.3A CN110822005B (en) | 2019-11-11 | 2019-11-11 | Damping self-adaptive adjustment vibration reducer and automobile |
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| CN110822005A true CN110822005A (en) | 2020-02-21 |
| CN110822005B CN110822005B (en) | 2021-07-06 |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111442052A (en) * | 2020-04-26 | 2020-07-24 | 江苏大学 | Moving inertia guiding control device |
| CN113931961A (en) * | 2021-09-09 | 2022-01-14 | 神龙汽车有限公司 | Novel hydraulic self-adaptive damping adjustment shock absorber |
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| CN206299730U (en) * | 2016-10-20 | 2017-07-04 | 苏州西捷克缓冲科技有限公司 | Oil buffer |
| CN206458760U (en) * | 2016-12-28 | 2017-09-01 | 龙工(上海)液压有限公司 | A kind of buffer plunger structure |
| CN106958619A (en) * | 2017-04-28 | 2017-07-18 | 台州职业技术学院 | A kind of adjustomatic shock absorber |
| CN108825702A (en) * | 2018-05-10 | 2018-11-16 | 南通蓝科减震科技有限公司 | A kind of adjustable novel viscous damper of damped coefficient |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111442052A (en) * | 2020-04-26 | 2020-07-24 | 江苏大学 | Moving inertia guiding control device |
| CN111442052B (en) * | 2020-04-26 | 2021-06-22 | 江苏大学 | Moving inertia guiding control device |
| CN113931961A (en) * | 2021-09-09 | 2022-01-14 | 神龙汽车有限公司 | Novel hydraulic self-adaptive damping adjustment shock absorber |
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