CN113847379B - Shock absorber damping adjusting system and method - Google Patents
Shock absorber damping adjusting system and method Download PDFInfo
- Publication number
- CN113847379B CN113847379B CN202111016506.8A CN202111016506A CN113847379B CN 113847379 B CN113847379 B CN 113847379B CN 202111016506 A CN202111016506 A CN 202111016506A CN 113847379 B CN113847379 B CN 113847379B
- Authority
- CN
- China
- Prior art keywords
- gas pressure
- shock absorber
- road condition
- adjusting
- driving assembly
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- 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
- F16F9/50—Special means providing automatic damping adjustment, i.e. self-adjustment of damping by particular sliding movements of a valve element, other than flexions or displacement of valve discs; Special means providing self-adjustment of spring characteristics
- F16F9/512—Means responsive to load action, i.e. static load on the damper or dynamic fluid pressure changes in the damper, e.g. due to changes in velocity
-
- 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
- F16F2230/00—Purpose; Design features
- F16F2230/18—Control arrangements
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The application relates to a damping adjusting system and method of a shock absorber, and relates to the technical field of vehicle shock absorption. Each shock absorber in the damping adjustment system of the shock absorber comprises a working cylinder barrel and an oil storage cylinder barrel, a containing cavity is formed between the working cylinder barrel and the oil storage cylinder barrel, oil liquid is filled in the containing cavity, at least part of the oil liquid is not filled in the containing cavity to form a compensation cavity, an adjusting unit comprises an adjusting module and a storage tank for storing adjusting gas, a control unit is used for acquiring road condition information, theoretical gas pressure required by the corresponding compensation cavity is determined according to the road condition information, actual gas pressure of the corresponding compensation cavity is monitored, and according to the size relation between the corresponding actual gas pressure and the corresponding theoretical gas pressure, the adjusting module is controlled to adjust the flowing state of the adjusting gas between the storage tank and the corresponding compensation cavity, and the actual gas pressure is adjusted. The shock absorber damping adjustment system solves the problems that in the related art, a shock absorber capable of adjusting damping force in multiple stages is high in manufacturing cost, difficult to maintain and poor in universality.
Description
Technical Field
The application relates to the technical field of vehicle vibration reduction, in particular to a vibration damper damping adjusting system and method.
Background
At present, in order to quickly damp the vibration of a vehicle frame and a vehicle body and improve the smoothness and the comfort of the automobile during the driving process, a shock absorber is generally arranged on a suspension system of the automobile, the shock absorber of the automobile is similar to a vibration damper in nature, and the shock absorber is not only used on the suspension in the automobile, but also used in other positions, such as a cab, a seat, a steering wheel and the like, and can be used on a bumper of the automobile as a buffer.
The shock absorber can be divided into two types of hydraulic shock absorber and inflation shock absorber from the angle of damping material, wherein the working principle of the hydraulic shock absorber is that when a vehicle body vibrates and moves relatively, a piston in the shock absorber starts to move up and down, oil in a shock absorber cavity repeatedly flows into another cavity from one cavity through different pores, at the moment, the friction between a hole wall and the oil and the internal friction among oil molecules form damping force on the vibration, so that the vibration energy of the vehicle is converted into oil heat energy, and then the oil heat energy is absorbed and dissipated into the atmosphere by the shock absorber. The working principle of the inflatable shock absorber is that when a wheel jumps up and down, a working piston of the shock absorber does reciprocating motion in oil liquid, so that oil pressure difference is generated between an upper cavity and a lower cavity of the working piston, pressure oil pushes away a compression valve and an extension valve to flow back, and vibration is attenuated due to the fact that the valves generate large damping force on the pressure oil. Compared with a hydraulic shock absorber, the inflatable shock absorber is a novel shock absorber and is applied more at present.
The automobile can meet different road conditions in the driving process, and the effect is poor for different road conditions if the same damping force is adopted for damping, so that the multi-stage regulation of the shock absorber is realized in the related technology, the multi-stage regulation of the damping force can be realized, and the multi-stage regulation means is basically the improvement of the internal structure of the shock absorber to a certain degree, so that the single damping force is changed into the adjustable multi-stage damping force, and the comfort of the whole automobile in the driving process of the automobile is ensured. However, the shock absorber is a very easy-to-damage part in the use process of an automobile, so that the current shock absorber capable of realizing multi-stage adjustment is generally complex in internal structure, more in parts and higher in matching requirement among the parts, so that the shock absorber is more easy to damage to a certain extent, the complex structure also causes difficulty in maintenance after damage, the cost is high, the shock absorber needs to be replaced again generally, the cost of a new shock absorber is also high, and the universality of the shock absorber is poor generally.
Disclosure of Invention
The embodiment of the application provides a damping adjusting system and method of a shock absorber, and aims to solve the problems that in the related art, the shock absorber capable of adjusting damping force in multiple stages is high in manufacturing cost, difficult to maintain and poor in universality.
In a first aspect, a shock absorber damping adjustment system is provided, comprising:
the shock absorber comprises four shock absorbers which are arranged at intervals, each shock absorber comprises a working cylinder barrel and an oil storage cylinder barrel which are arranged from outside to inside, an accommodating cavity is formed between the working cylinder barrel and the oil storage cylinder barrel, and oil liquid is filled in the accommodating cavity and at least part of the accommodating cavity is not filled to form a compensation cavity;
the adjusting unit comprises an adjusting module and a storage tank for storing adjusting gas, and the adjusting module is respectively communicated with the storage tank and all the compensation cavities;
the control unit is used for acquiring road condition information, determining theoretical gas pressure required by the corresponding compensation cavity according to the road condition information, monitoring actual gas pressure corresponding to the compensation cavity, and controlling the adjusting module to adjust the flowing state of the adjusting gas between the storage tank and the corresponding compensation cavity according to the size relation between the corresponding actual gas pressure and the corresponding theoretical gas pressure, so that the difference value between each actual gas pressure and the corresponding theoretical gas pressure is not greater than a preset difference value.
In some embodiments, the control unit comprises:
a first monitoring module for monitoring the actual gas pressure within each compensation chamber;
the second monitoring module is used for acquiring the road condition information;
and the electromagnetic control module is connected with the adjusting module, the first monitoring module and the second monitoring module, and is used for determining theoretical gas pressure required by the corresponding compensation cavity according to the road condition information and controlling the adjusting module to adjust the flow state of the adjusting gas between the storage tank and the corresponding compensation cavity according to the magnitude relation between the corresponding actual gas pressure and the corresponding theoretical gas pressure so as to ensure that the difference value between each actual gas pressure and the corresponding theoretical gas pressure is not greater than a preset difference value.
In some embodiments, the adjustment module comprises:
a first drive assembly for receiving exhaust gas generated by an engine and converting the received exhaust gas into mechanical energy;
and the second driving assembly is respectively communicated with the storage tank and all the compensation chambers through a plurality of transmission pipelines, each transmission pipeline is provided with a control switch connected with the electromagnetic control module, and the second driving assembly is used for adjusting the flow state of the adjusting gas between the storage tank and each compensation chamber together with the control switches under the driving of the first driving assembly.
In some embodiments, the adjusting module further includes a driving shaft, and the driving shaft sequentially penetrates through the first driving assembly and the second driving assembly and is used for power transmission between the first driving assembly and the second driving assembly.
In some embodiments, a clutch is further disposed on the driving shaft, and the clutch is disposed between the first driving assembly and the second driving assembly.
In some embodiments, the first drive assembly is a turbine, the second drive assembly is a compressor, and the conditioning gas is nitrogen.
In some embodiments, the first monitoring module is an air pressure sensor and the second monitoring module is a camera.
In some embodiments, the predetermined difference is in the range of 0.2 psi to 0.3psi.
In a second aspect, a method for adjusting the damping of a shock absorber is provided, comprising the steps of:
acquiring road condition information, and determining theoretical gas pressure required by each compensation cavity according to the road condition information;
and monitoring the actual gas pressure of each compensation cavity, judging whether the corresponding actual gas pressure is smaller than the corresponding theoretical gas pressure, if so, conveying the adjusting gas in the storage tank to the corresponding compensation cavity, and if not, conveying the corresponding adjusting gas in the compensation cavity back to the storage tank until the difference between the actual gas pressure and the theoretical gas pressure is not larger than the preset difference.
In some embodiments, the determining the theoretical gas pressure required by each compensation chamber according to the road condition information includes:
judging the type of the road condition according to the road condition information, if the road condition is a large impact road condition, the value range of the theoretical gas pressure corresponding to the two shock absorbers close to the cab is 43.5-50.7 psi, the value range of the theoretical gas pressure corresponding to the two shock absorbers far away from the cab is 72.5-79.7 psi, if the road condition is a random road condition, the value range of the theoretical gas pressure corresponding to the two shock absorbers close to the cab is 50.7-58 psi, the value range of the theoretical gas pressure corresponding to the two shock absorbers far away from the cab is 79.7-87 psi, if the road condition is a common road condition, the value range of the theoretical gas pressure corresponding to the two shock absorbers close to the cab is 58-65.25 psi, and the value range of the theoretical gas pressure corresponding to the two shock absorbers far away from the cab is 87-94.2 psi.
The technical scheme who provides this application brings beneficial effect includes:
the embodiment of the application provides a damping adjusting system of a shock absorber, which determines theoretical gas pressure required by a corresponding compensation cavity according to the actual road condition of an automobile, controls an adjusting module to adjust the flow state of adjusting gas between a storage tank and the corresponding compensation cavity according to the monitored actual gas pressure of the corresponding compensation cavity and the size relation between the monitored actual gas pressure and the corresponding theoretical gas pressure, so that the difference between each actual gas pressure and the corresponding theoretical gas pressure is not greater than the preset difference, ensures that the automobile has better controllability and riding comfort when running under different road conditions, and compared with the traditional shock absorber capable of realizing multi-level adjustment, the damping adjusting system of the shock absorber does not need to improve the internal structure of the shock absorber, avoids the damage probability of the shock absorber to a certain extent, reduces the cost of maintenance and replacement after damage, and increases the use universality.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a schematic structural diagram of a damping adjustment system for a shock absorber according to an embodiment of the present application;
FIG. 2 is a schematic structural diagram of an adjustment module of a damping adjustment system for a shock absorber in accordance with an embodiment of the present application;
FIG. 3 is a schematic structural diagram of a shock absorber of the shock absorber damping adjustment system according to the embodiment of the present application;
FIG. 4 is a schematic flow chart of a method for adjusting the damping of a shock absorber according to an embodiment of the present application;
in the figure: 1-a vibration damper, 10-a working cylinder, 11-an oil storage cylinder, 12-a compensation cavity, 2-an adjusting unit, 20-an adjusting module, 200-a first driving assembly, 201-a second driving assembly, 202-a driving rotating shaft, 203-a clutch, 21-a storage tank, 30-a first monitoring module and 31-a control switch.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
The embodiment of the application provides a damping adjusting system of a shock absorber, which can solve the problems of high manufacturing cost, difficult maintenance and poor universality of the shock absorber capable of adjusting damping force in multiple stages in the related art.
Referring to fig. 1 and 3, the damping adjustment system of the shock absorber mainly comprises four shock absorbers 1, an adjustment unit 2 and a control unit which are arranged at intervals, wherein two of the four shock absorbers 1 are symmetrically arranged in the front half area of an automobile, the remaining two shock absorbers are symmetrically arranged in the rear half area of the automobile, each shock absorber 1 comprises a working cylinder 10 and an oil storage cylinder 11 which are arranged from outside to inside, an accommodating cavity is formed between the working cylinder 10 and the oil storage cylinder 11, oil is filled in the accommodating cavity, at least part of the accommodating cavity is not filled with the oil to form a compensation cavity 12, the adjustment unit 2 comprises an adjustment module 20 and a storage tank 21 which stores adjustment gas, and the adjustment module 20 is respectively communicated with the storage tank 21 and all the compensation cavities 12. The control unit is used for acquiring road condition information, determining theoretical gas pressure required by the corresponding compensation cavity 12 according to the road condition information, monitoring actual gas pressure of the corresponding compensation cavity 12, and controlling the adjusting module 20 to adjust the flowing state of adjusting gas between the storage tank 21 and the corresponding compensation cavity 12 according to the size relation between the corresponding actual gas pressure and the corresponding theoretical gas pressure, so that the difference value between each actual gas pressure and the corresponding theoretical gas pressure is not greater than a preset difference value.
Further, the control unit mainly includes three main modules, namely a first monitoring module 30, a second monitoring module and an electromagnetic control module, wherein the first monitoring module 30 is used for monitoring the actual gas pressure in each compensation chamber 12, the second monitoring module is used for acquiring road condition information, the electromagnetic control module is respectively connected with the adjusting module 20, the first monitoring module 30 and the second monitoring module, the electromagnetic control module is used for determining the theoretical gas pressure required by the corresponding compensation chamber 12 according to the road condition information, and is further used for controlling the adjusting module 20 to adjust the flow state of the adjusting gas between the storage tank 21 and the corresponding compensation chamber 12 according to the magnitude relation between the corresponding actual gas pressure and the corresponding theoretical gas pressure, so that the difference between each actual gas pressure and the corresponding theoretical gas pressure is not greater than the preset difference. The flow state here specifically includes three states, the first state being that the conditioning gas flows from the reservoir tank 21 to the corresponding compensation chamber 12, the second state being that the conditioning gas flows back from the corresponding compensation chamber 12 into the reservoir tank 21, and the third state being that the mutual flow of the conditioning gas between the reservoir tank 21 and the corresponding compensation chamber 12 is stopped.
Further, the adjusting module 20 mainly includes a first driving assembly 200 and a second driving assembly 201, wherein the first driving assembly 200 is configured to receive exhaust gas generated by the engine, and convert the received exhaust gas into mechanical energy, so as to achieve energy saving and emission reduction, and achieve secondary utilization, the second driving assembly 201 is respectively communicated with the storage tank 21 and all the compensation chambers 12 through a plurality of transmission pipelines, wherein a pipeline through which the second driving assembly 201 is communicated with the storage tank 21 is a main pipeline, and a pipeline through which all the compensation chambers 12 are communicated is a branch pipeline, which has a smaller pipe diameter than a main pipeline communicated with the storage tank 21, each transmission pipeline is provided with a control switch 31 connected with the electromagnetic control module, the control switch 31 is a bidirectional control switch 31, and the second driving assembly 201 is configured to jointly adjust a flow state of adjusting gas between the storage tank 21 and each compensation chamber 12 with the control switch 31 under the driving of the first driving assembly 200.
Further, the first driving assembly 200 is preferably a turbine, the second driving assembly 201 is preferably a compressor, the adjusting gas is nitrogen, or other suitable rare gases, the first monitoring module 30 is a gas pressure sensor, and the second monitoring module is a camera.
Specifically, according to different road conditions encountered in the driving process of the automobile, the road conditions can be divided into three categories: the road condition comprises a large-impact road condition, an immediate road condition and a common road condition, wherein the large-impact road condition generally refers to a road section with more potholes and larger pothole depth, the immediate road condition generally refers to a road section with continuous uneven road surfaces, the potholes are relatively less, the depth is shallow, and the common road condition generally refers to a normal and flat road surface, namely a normal road. When the automobile runs on different road conditions, due to the influence of the road conditions, the maneuverability and riding comfort of the automobile are greatly influenced, and the automobile has better maneuverability and riding comfort when running on different road conditions, so that the damping force of each shock absorber can be correspondingly adjusted.
Specifically, the control unit is used for acquiring road condition information, and the road condition of the absorber is evaluated and classified according to the road condition information so as to determine the appropriate damping force of the absorber at different positions at the moment, wherein the damping force corresponds to the gas pressure, and therefore, the theoretical gas pressure required by the compensation cavity of the absorber at different positions is determined. The damping force of the corresponding shock absorber can be adjusted by adjusting the actual gas pressure, and for different road conditions, the increase or decrease demands of the damping force of the shock absorbers at different positions are synchronous, but for different road conditions, the theoretical gas pressure corresponding to the shock absorber positioned at the front half part of the automobile is different from the theoretical gas pressure corresponding to the shock absorber positioned at the rear half part of the automobile, and the theoretical gas pressures are all connected with the same storage tank 21 through a compressor.
Therefore, when the corresponding actual gas pressure is judged to be smaller than the corresponding theoretical gas pressure, at this time, the control unit controls the control switch 31 on each transmission pipeline to be opened through the electromagnetic control module, then the control unit drives the turbine to work, the turbine further drives the compressor to run, the compressor works, then the compressor feeds the regulated gas in the storage tank 21 pressurized firstly into each corresponding compensation bin, when the difference between the actual gas pressure in the compensation bin positioned in the front half and the theoretical gas pressure is not larger than the preset difference, the control switch 31 on the corresponding transmission pipeline is closed, the gas feeding is stopped, other gas feeding which is not reached is continued until the difference between the actual gas pressure and the theoretical gas pressure is not larger than the preset difference, at this time, all the control switches 31 are closed, and from the design point of view, the control switch 31 is not arranged on the transmission pipeline generally connecting the storage tank and the compressor. Wherein the value range of the preset difference is 0.2-0.3 psi.
According to the shock absorber damping adjustment system, the actual gas pressure of the shock absorber compensation bin is flexibly changed according to different road conditions, so that the damping force of the shock absorber is adjusted, good riding comfort experience is provided for an automobile, the automobile is guaranteed to have good operability no matter the automobile is in any road condition, generally, when the comfort of the automobile is evaluated, under common road conditions and large-impact road conditions, the longitudinal acceleration and the vertical acceleration of a front axle and a rear axle are evaluated, and for the immediate road conditions, the power spectral densities under different frequencies are generally adopted for evaluation, and specific test results are shown in the following table 1, the table 2 and the table 3:
TABLE 1 Forward and aft acceleration peaks at single small impact
TABLE 2 Forward and aft acceleration peaks at too single large impact
TABLE 3 Power spectral Density (g) at different frequencies 2 /Hz)
As can be seen from the above tables 1 and 2, in a certain range, under the common road conditions, the higher the air pressure, the better the comfort, under the large impact road conditions and the random working conditions, the lower the air pressure, the better the comfort, therefore, through adjusting the actual gas pressure in the compensation bin, the damping force of the shock absorber can be well adjusted, thereby adjusting the comfort of the automobile. In addition, the high, medium and low air pressure states in the above table are divided in terms of the air pressure ranges of the shock absorbers at different positions corresponding to three different road conditions.
Further, referring to fig. 2, the adjusting module 20 further includes a driving shaft 202, and the driving shaft 202 sequentially penetrates through the first driving assembly 200 and the second driving assembly 201 and is used for power transmission between the first driving assembly 200 and the second driving assembly 201. The driving shaft 202 is further provided with a clutch 203, and the clutch 203 is arranged between the first driving assembly 200 and the second driving assembly 201 and is mainly used for controlling the power transmission connection or disconnection between the first driving assembly 200 and the second driving assembly 201.
The present application further provides a method of adjusting the damping of a shock absorber, as shown in fig. 4, comprising the steps of:
acquiring road condition information, and determining theoretical gas pressure required by each compensation cavity 12 according to the road condition information;
and monitoring the actual gas pressure of each compensation cavity 12, judging whether the corresponding actual gas pressure is smaller than the corresponding theoretical gas pressure, if so, conveying the adjusting gas in the storage tank 21 to the corresponding compensation cavity 12, and if not, conveying the adjusting gas in the corresponding compensation cavity 12 back to the storage tank 21 until the difference between the actual gas pressure and the theoretical gas pressure is not larger than the preset difference.
Further, the theoretical gas pressure required by each compensation chamber 12 is determined according to the road condition information, and the method specifically comprises the following steps:
judging the type of the road condition according to the road condition information, if the road condition is a large impact road condition, the value range of the theoretical gas pressure corresponding to the two shock absorbers 1 close to the cab is 43.5-50.7 psi, the value range of the theoretical gas pressure corresponding to the two shock absorbers 1 far away from the cab is 72.5-79.7 psi, if the road condition is a random road condition, the value range of the theoretical gas pressure corresponding to the two shock absorbers 1 close to the cab is 50.7-58 psi, the value range of the theoretical gas pressure corresponding to the two shock absorbers 1 far away from the cab is 79.7-87 psi, if the road condition is a common road condition, the value range of the theoretical gas pressure corresponding to the two shock absorbers 1 close to the cab is 58-65.25 psi, and the value range of the theoretical gas pressure corresponding to the two shock absorbers 1 far away from the cab is 87-94.2 psi.
The steps of the shock absorber damping adjustment method correspond to the specific structure of the shock absorber damping adjustment system one by one, and the detailed steps and implementation process are not repeated herein.
In the description of the present application, it should be noted that the terms "upper", "lower", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, which are merely for convenience of describing the present application and simplifying the description, but do not indicate or imply that the referred device or element must have a specific orientation, be configured and operated in a specific orientation, and thus, should not be construed as limiting the present application. Unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are intended to be inclusive and mean, for example, that they may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
It is noted that, in the present application, relational terms such as "first" and "second", and the like, are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrases "comprising a," "8230," "8230," or "comprising" does not exclude the presence of additional like elements in a process, method, article, or apparatus that comprises the element.
The above description is merely exemplary of the present application and is presented to enable those skilled in the art to understand and practice the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (8)
1. A shock absorber damping adjustment system, comprising:
the shock absorber comprises four shock absorbers (1) arranged at intervals, wherein each shock absorber (1) comprises a working cylinder barrel (10) and an oil storage cylinder barrel (11) which are arranged from outside to inside, an accommodating cavity is formed between the working cylinder barrel (10) and the oil storage cylinder barrel (11), oil is filled in the accommodating cavity, and at least part of the accommodating cavity is not filled to form a compensation cavity (12);
the regulating unit (2) comprises a regulating module (20) and a storage tank (21) for storing a regulating gas, wherein the regulating module (20) comprises a first driving assembly (200) and a second driving assembly (201), the first driving assembly (200) is used for receiving exhaust gas generated by an engine and converting the received exhaust gas into mechanical energy, and the second driving assembly (201) is respectively communicated with the storage tank (21) and all the compensation cavities (12) through a plurality of transmission pipelines;
the control unit comprises a first monitoring module (30), a second monitoring module and an electromagnetic control module, wherein the first monitoring module (30) is used for monitoring the actual gas pressure in each compensation cavity (12), the second monitoring module is used for acquiring road condition information, the electromagnetic control module is connected with an adjusting module (20), the first monitoring module (30) and the second monitoring module, the electromagnetic control module is used for determining the theoretical gas pressure required by the corresponding compensation cavity (12) according to the road condition information, and is also used for controlling the adjusting module (20) to adjust the flow state of the adjusting gas between the storage tank (21) and the corresponding compensation cavity (12) according to the size relation between the corresponding actual gas pressure and the corresponding theoretical gas pressure, so that the difference between the actual gas pressure and the corresponding theoretical gas pressure is not larger than a preset difference; wherein the content of the first and second substances,
each transmission pipeline is provided with a control switch (31) connected with the electromagnetic control module, and the second driving assembly (201) is used for adjusting the flow state of the adjusting gas between the storage tank (21) and each compensation cavity (12) together with the control switch (31) under the driving of the first driving assembly (200).
2. A damping adjustment system for a shock absorber as set forth in claim 1 wherein: the adjusting module (20) further comprises a driving rotating shaft (202), and the driving rotating shaft (202) penetrates through the first driving assembly (200) and the second driving assembly (201) in sequence and is used for power transmission between the first driving assembly (200) and the second driving assembly (201).
3. A shock absorber damping adjustment system as set forth in claim 2 wherein: the driving rotating shaft (202) is further provided with a clutch (203), and the clutch (203) is arranged between the first driving assembly (200) and the second driving assembly (201).
4. A shock absorber damping adjustment system as set forth in claim 2 wherein: the first driving assembly (200) is a turbine, the second driving assembly (201) is a compressor, and the conditioning gas is nitrogen.
5. A shock absorber damping adjustment system as set forth in claim 1 wherein: the first monitoring module (30) is an air pressure sensor, and the second monitoring module is a camera.
6. A shock absorber damping adjustment system as set forth in claim 1 wherein: the value range of the preset difference is 0.2-0.3 psi.
7. A method of adjusting damping of shock absorbers in a shock absorber damping adjustment system as set forth in claim 1, which comprises the steps of:
acquiring road condition information, and determining theoretical gas pressure required by each compensation cavity (12) according to the road condition information;
monitoring the actual gas pressure of each compensation cavity (12), judging whether the actual gas pressure is smaller than the theoretical gas pressure, if so, conveying the adjusting gas in the storage tank (21) to the corresponding compensation cavity (12), if not, conveying the adjusting gas in the compensation cavity (12) back to the storage tank (21) until the difference between the actual gas pressure and the theoretical gas pressure is not larger than the preset difference.
8. The method of claim 7, wherein said determining a theoretical gas pressure required for each compensation chamber (12) based on said road condition information comprises:
judging the type of the road condition according to the road condition information, if the road condition is a large impact road condition, the theoretical gas pressures corresponding to the two shock absorbers (1) close to the cab have a value range of 43.5-50.7 psi, the theoretical gas pressures corresponding to the two shock absorbers (1) far away from the cab have a value range of 72.5-79.7 psi, if the road condition is a random road condition, the theoretical gas pressures corresponding to the two shock absorbers (1) close to the cab have a value range of 50.7-58 psi, the theoretical gas pressures corresponding to the two shock absorbers (1) far away from the cab have a value range of 79.7-87 psi, if the road condition is a common road condition, the theoretical gas pressures corresponding to the two shock absorbers (1) close to the cab have a value range of 58-65.25 psi, and the theoretical gas pressures corresponding to the two shock absorbers (1) far away from the cab have a value range of 87-94.2 psi.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111016506.8A CN113847379B (en) | 2021-08-31 | 2021-08-31 | Shock absorber damping adjusting system and method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111016506.8A CN113847379B (en) | 2021-08-31 | 2021-08-31 | Shock absorber damping adjusting system and method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113847379A CN113847379A (en) | 2021-12-28 |
| CN113847379B true CN113847379B (en) | 2023-04-11 |
Family
ID=78976767
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111016506.8A Active CN113847379B (en) | 2021-08-31 | 2021-08-31 | Shock absorber damping adjusting system and method |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113847379B (en) |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2249265B1 (en) * | 1973-10-25 | 1980-06-27 | Gele Pierre | |
| CN201916409U (en) * | 2010-12-16 | 2011-08-03 | 王安勇 | Motor vehicle shock absorber |
| CN105196826A (en) * | 2015-10-16 | 2015-12-30 | 北京机械设备研究所 | Automatic inflation/deflation hydro-pneumatic suspension device |
| CN105351421A (en) * | 2015-11-19 | 2016-02-24 | 成都九十度工业产品设计有限公司 | Hydro-pneumatic suspension device |
| CN105501021B (en) * | 2015-12-18 | 2017-12-26 | 江苏科技大学 | A kind of highly regulated device of automobile chassis and its control method |
| CN105756775A (en) * | 2016-02-23 | 2016-07-13 | 徐冠军 | Supercharging device for vehicle |
| US10837515B2 (en) * | 2019-02-11 | 2020-11-17 | Tenneco Automotive Operating Company Inc. | Damper baffle tube with elastomeric skirt |
-
2021
- 2021-08-31 CN CN202111016506.8A patent/CN113847379B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CN113847379A (en) | 2021-12-28 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US6321887B1 (en) | Suspension control apparatus | |
| US20080093782A1 (en) | Pneumatic Spring Damper Unit | |
| CN112549892B (en) | Secondary vibration reduction electrohydraulic active suspension with adjustable additional rigidity and damping and working method | |
| US8006963B2 (en) | Wheel-guiding pneumatic spring damper unit | |
| JP2010535320A (en) | shock absorber | |
| CN104373497A (en) | Parallel-connection liquid-electricity feed suspension system | |
| JP2001027275A (en) | Damper | |
| CN102094927B (en) | Integral type pneumatic spring with controllable third-level damp and adaptive second-level stiffness | |
| CN201747842U (en) | Single barrel type oil and gas spring | |
| CN107740836B (en) | Gas-liquid vibration damper | |
| CN113847379B (en) | Shock absorber damping adjusting system and method | |
| CN109501544B (en) | Air suspension and vehicle provided with same | |
| CN109591955B (en) | Planing boat with flexible boat bottom | |
| CN201317237Y (en) | Adjustable oil-gas suspension with controllable throttle area and three-level damping | |
| CN101187408A (en) | Hydraulic damper without idle course | |
| CN101070890B (en) | Damper regulation mechanism of adjustable shock-absorber | |
| CN202707642U (en) | Adjustable travel piston type energy accumulator | |
| CN2679420Y (en) | Adjusting damper | |
| CN102454657A (en) | Pressure-controlled zero/full-load self-adapting oil vapor hanging cylinder | |
| CN201908888U (en) | Pressure-controlled empty/full load, self-adaption hydro-pneumatic cylinder | |
| CN210101237U (en) | Vehicle liquid-electricity hybrid energy feedback active suspension | |
| CN210318306U (en) | Pneumatic control damping adjustable shock absorber | |
| CN201013824Y (en) | Barrel type hydraulic shock absorber with high pressure air bag | |
| CN201385558Y (en) | Valve opening pressure controllable type three-level damper adjustable oil-gas suspension | |
| CN210733738U (en) | Energy feedback type hydraulic suspension for hub motor driven automobile |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |