CN115435039A - Shock absorber assembly - Google Patents
Shock absorber assembly Download PDFInfo
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- CN115435039A CN115435039A CN202211066647.5A CN202211066647A CN115435039A CN 115435039 A CN115435039 A CN 115435039A CN 202211066647 A CN202211066647 A CN 202211066647A CN 115435039 A CN115435039 A CN 115435039A
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- absorber assembly
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- 230000035939 shock Effects 0.000 title claims abstract description 191
- 239000006096 absorbing agent Substances 0.000 title claims abstract description 107
- 230000007246 mechanism Effects 0.000 claims abstract description 358
- 238000013016 damping Methods 0.000 claims abstract description 290
- 230000006835 compression Effects 0.000 claims abstract description 29
- 238000007906 compression Methods 0.000 claims abstract description 29
- 238000010521 absorption reaction Methods 0.000 claims abstract description 25
- 230000003068 static effect Effects 0.000 claims description 38
- 230000000670 limiting effect Effects 0.000 claims description 20
- 230000005484 gravity Effects 0.000 claims description 9
- 230000005284 excitation Effects 0.000 abstract description 43
- 238000005381 potential energy Methods 0.000 abstract description 17
- 238000006243 chemical reaction Methods 0.000 abstract description 5
- 230000005764 inhibitory process Effects 0.000 abstract description 3
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- 230000008602 contraction Effects 0.000 description 10
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- 238000000034 method Methods 0.000 description 5
- 239000000725 suspension Substances 0.000 description 5
- 238000013459 approach Methods 0.000 description 4
- 238000013461 design Methods 0.000 description 4
- 239000010720 hydraulic oil Substances 0.000 description 4
- 230000008859 change Effects 0.000 description 3
- 238000004134 energy conservation Methods 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 229910000831 Steel Inorganic materials 0.000 description 2
- 230000002457 bidirectional effect Effects 0.000 description 2
- 238000010276 construction Methods 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000005265 energy consumption Methods 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 239000010959 steel Substances 0.000 description 2
- 230000004913 activation Effects 0.000 description 1
- 230000004075 alteration Effects 0.000 description 1
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- 230000002441 reversible effect Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
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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
- F16F13/00—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs
- F16F13/002—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising at least one fluid spring
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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
- F16F9/50—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
- F16F9/516—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 resulting in the damping effects during contraction being different from the damping effects during extension, i.e. responsive to the direction of movement
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- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The invention relates to a shock absorber assembly, which at least comprises a first shock absorbing device and a second shock absorbing device which are connected in series or in parallel. The first damping device comprises at least one first elastic mechanism and at least one first damping mechanism, the first elastic mechanism is connected with the first damping mechanism in parallel, the second damping device comprises at least one second elastic mechanism and at least one second damping mechanism, and the second elastic mechanism is connected with the second damping mechanism in parallel. In the compression stroke of the shock absorber assembly, the damping coefficient of the first shock absorption device is smaller than that of the second shock absorption device; during the extension stroke of the shock absorber assembly, the damping coefficient of the second shock absorbing device is smaller than that of the first shock absorbing device. The excitation kinetic energy is completely absorbed and converted into potential energy, so that the excitation kinetic energy is effectively prevented from being transmitted to the vehicle body to generate vibration; the problems of reaction delay of the shock absorber assembly when the target object to be damped passes through an excitation point and poor inhibition of bouncing after excitation are solved.
Description
Technical Field
The invention relates to the technical field of damping equipment, in particular to a damper assembly.
Background
In reality, the damper assembly is widely used in various vehicles, machines, equipment, and fields of life, production, engineering construction, and the like. The application characteristics of the shock absorber assembly are as follows: 1. one end of the damper assembly abuts against or is connected with a bearing point (the bearing point can be a lower supporting point, an upper suspension point or a side fixing point), and 2, the vibration excitation source is from the bearing point. 3. The other end of the damper assembly abuts or is connected to the target object to be damped, and the target object is free in the excitation direction and is kept stable by the supporting (or bearing) force provided by the bearing point and the inertia of the target object. The damper assembly can be considered as a mechanical filter. In order to reduce the vibration of the target object, the vibration damper assembly is provided with a vibration damping device which is used for damping the vibration of the target object. Taking a car and a train in a vehicle as an example, a car body is a target object which is expected to be damped, a supporting point is a contact point of a wheel and the ground, and the excitation vibration is originated from the change of the distance between the supporting point and the car body caused by the unevenness of the ground during the running of the car or the train.
Taking a shock absorber assembly of an automobile as an example, the shock absorber assembly mainly comprises a supporting elastic mechanism (such as a spring, an air bag, a steel plate and other components) and a shock absorbing mechanism, wherein the spring supports a load (the weight of the automobile), and changes the supporting force through deformation, so that the bidirectional excitation force of the concave-convex change of the ground to the automobile is converted into potential energy or the potential energy is released. In the rest state, the spring is compressed or extended to a point where its spring force is equal to the load, and stops at this equilibrium point, referred to herein as the "static load equilibrium point". During the running of the automobile, the spring is deformed due to the excitation formed by uneven road surface, the spring can convert kinetic energy into potential energy through deformation, the potential energy is released into kinetic energy at the next moment, the spring bounces in a reciprocating mode, the damping mechanism limits the free bouncing of the spring, and the kinetic energy bounced by the spring is converted into heat energy or other energy to be consumed through friction or other modes, so that the automobile is recovered to be stable as soon as possible.
If the elastic element is free, at the moment of being excited upwards, the elastic element converts kinetic energy into potential energy through compression deformation and stores the potential energy in the elastic element, at the next moment, the potential energy is released into the kinetic energy through extension deformation, at the moment, the kinetic energy is transmitted to the automobile body, the height of the automobile body is lifted from a static load balance point, at the moment, the supporting force of the elastic element is reduced due to extension, so that the weight of the automobile body cannot be supported, at the next moment, the automobile body is reduced due to gravity, the position of the automobile body is reduced to be lower than the static load balance point due to inertia, at the moment, the kinetic energy is converted into the potential energy by the elastic element, the potential energy is released into the kinetic energy at the next moment, the automobile body is lifted to be higher than the static load balance point, and the repeated operation can lead the automobile body to bounce continuously, so that the automobile cannot be kept or can be recovered to be stable as soon as possible, and the elastic element is matched with a damping mechanism. The damping mechanism has many structures, such as friction type, electromagnetic type, etc., but the hydraulic type is most commonly composed of a cylinder filled with hydraulic oil and a matched piston, and valves are arranged on the piston and the cylinder to adjust the flow. The function of the damping mechanism is to restrain the free bounce of the elastic element, and the kinetic energy of the bounce is converted into heat energy through oil friction to be consumed, so that the automobile can be recovered to be stable as soon as possible after passing through the concave-convex terrain.
The existing bidirectional shock absorber is generally formed by connecting a supporting elastic element and a shock absorbing mechanism in parallel, and the elastic element and the shock absorbing mechanism are all involved in the whole extension and compression strokes in the forward direction and the reverse direction from a static load balance point. Referred to herein as a "full stroke bi-directional shock absorber". In order to achieve shock absorption and quick recovery stability, a shock absorption mechanism of an existing automobile shock absorber usually has different damping in two directions, the damping of a compression stroke is small, and the damping of an extension stroke is large.
When protruding through the road surface, elastic element and damper are compressed simultaneously, because of damper's damping action, elastic element can't freely compress, can not have hysteresis response, still has partial impact and transmits the automobile body, and the automobile body can be less than the bellied lifting in road surface, and after the wheel passes through the summit, because of the synthetic wheel decline curve of the action descending of automobile traffic direction, speed and damper and the bellied decline curve in road surface have three kinds of matching situations: 1. the two curves are just overlapped, the car body moves forwards perfectly and horizontally, and the situation is rarely generated in reality; 2. the descending curve of the wheels is steeper than that of the bulges, and the vehicle body can be continuously lifted at the moment; 3. the descending curve of the wheel is slowed down in the descending curve of the bulge, the wheel can be suspended at the moment, the vehicle body can be temporarily empty, then the vehicle body is smashed along with the wheel, the shock absorption spring is greatly compressed by the impact of the vehicle body, and more violent jolting is caused. When the vehicle body passes through the pit and the pit on the road surface, similar to the third situation, the vehicle body is suspended and then is hit down, the damping spring is greatly compressed, the vehicle body is greatly reduced, the amplitude of the vehicle body even exceeds the original depth of the pit and the vehicle wheel hits the pit edge again if the vehicle wheel reaches the pit edge, the spring is compressed for the second time, then the vehicle wheel rushes out of the pit, and the vehicle body returns to the horizontal state after being bumped for a plurality of times.
In order to solve the contradiction between the quick response of the excitation moment and the inhibition of the excited bounce by considering both the passage and the bounce, various damping methods are designed, and mainly comprise a passive type and an active type. The passive shock absorber mainly aims to adapt to various situations as much as possible by designing a piston cylinder and various valves, in general design, the compression stroke and the extension stroke of the shock absorber are different in damping, the damping is small in the compression stroke, the damping is large in the extension stroke, the fluctuation of a vehicle body cannot be avoided unless an excitation waveform is completely matched with the damping ratio of the shock absorber, the power loss is high, particularly, the extension stroke is large in damping and slow in extension, and wheels are often separated from the ground when passing through a concave point or in the falling process after the convex point, so that the power loss, the operation performance and the safety performance are reduced. In order to solve the problem of automobile ride comfort, people think of various methods on the valve design of a piston and a cylinder body, but only can find out a compromise point, but cannot reach or approach a perfect point. In summary, the prior art shock absorber assembly designs provide an irreconcilable conflict between the rapid response through the activation point and the suppression of subsequent bouncing of the spring element releasing potential energy. The existing shock absorber assembly cannot well solve the contradiction between quick shock absorption response at the moment of excitation and bounce after the excitation, and only can be used for adequately searching for an optimal compromise point. The active shock absorber assembly takes account of both passage and bounce by actively changing the pre-damping and the elasticity of the elastic element, solves the contradiction between the quick response at the moment of excitation and the inhibition of bounce after excitation, such as electromagnetic shock absorption, air shock absorption, magnetic suspension shock absorption and the like, but has complex structure, high cost and high energy consumption of active control action. The other double-spring shock absorber assembly is provided, the main spring force and the auxiliary spring force are different, the elastic force of the auxiliary spring is smaller than the load, the auxiliary spring is in the maximum compression state under the static load state, the supporting force of the auxiliary spring obviously cannot meet the actual requirement, the double-spring shock absorber assembly belongs to the thinking mode of a single spring, and the double-spring shock absorber assembly has no practical value. The existing design of the shock absorber assembly does not deeply consider the mutual matching and restriction relationship among the spring, the shock absorber, the load and the road surface, and stays in the thinking mode of a single spring.
In summary, when the wheel passes through the excitation point, the damping stage is adopted, the excitation kinetic energy cannot be completely absorbed and converted into potential energy by the elastic element due to the damping effect of the shock absorber, part of the excitation kinetic energy is always transmitted to the vehicle body, and the energy loss and the smoothness of the vehicle are reduced due to the up-and-down fluctuation of the vehicle body. The resonance stage is after excitation, the damper retards the return action of an elastic element and a wheel in the damper assembly, particularly the damping is large during the extension stroke of the damper, the extension return action of the wheel is delayed, the wheel is suspended, and the power loss, the controllability and the safety are reduced. The active shock absorber is complex in structure and high in cost, almost all the shock absorber has active control action in each expansion stroke, energy consumption is large, and the active control action cannot be completely matched with road condition changes.
Of course, the above is only an example of an automobile, and similar problems exist in other various vehicles, machinery, equipment, and fields of life, production, engineering construction, and the like.
Disclosure of Invention
Technical problem to be solved
In view of the above disadvantages and shortcomings of the prior art, the present invention provides a damper assembly, which solves the technical problems of the damper assembly that the reaction delay of the damping phase when the damper assembly is excited and the bounce suppression of the resonance phase after the excitation are poor.
(II) technical scheme
In order to achieve the above object, the damper assembly of the present invention comprises at least a first damping device and a second damping device;
the first damping device comprises at least one first elastic mechanism and at least one first damping mechanism, the first elastic mechanism and the first damping mechanism are arranged in parallel, the second damping device comprises at least one second elastic mechanism and at least one second damping mechanism, and the second elastic mechanism and the second damping mechanism are arranged in parallel;
in the compression stroke of the shock absorber assembly, the damping coefficient of the first shock absorption mechanism is smaller than that of the second shock absorption mechanism; in the stretching stroke of the shock absorber assembly, the damping coefficient of the second shock absorbing mechanism is smaller than that of the first shock absorbing mechanism.
Optionally, the damping coefficient of the compression stroke of the first shock absorption mechanism is smaller than that of the extension stroke of the first shock absorption mechanism;
the damping coefficient of the compression stroke of the second damping mechanism is larger than that of the extension stroke of the second damping mechanism.
Optionally, the first damping device further comprises a first limiting mechanism, and the second damping device further comprises a second limiting mechanism;
in a static state, after the supporting force of the shock absorber assembly is equal to the gravity of a damped object, the first shock absorption mechanism and the second shock absorption mechanism are kept in the static state;
the first limiting mechanism is arranged on the first damping mechanism and is used for limiting the first damping mechanism to be switched only between a static state and a compressed state;
the second limiting mechanism is arranged on the second damping mechanism and used for limiting the second damping mechanism to be switched between a static state and a stretched state.
Alternatively, the limiting mechanism may be disposed on the resilient mechanism or outside the shock absorber assembly.
Optionally, the shock absorber assembly further includes a first active control device, the first shock absorbing mechanism and the second shock absorbing mechanism are both connected to the first active control device, and the first active control device can control damping coefficients of the first shock absorbing mechanism and the second shock absorbing mechanism.
Optionally, the shock absorber assembly further includes a second active control device, the first elastic mechanism and the second elastic mechanism are both connected to the second active control device, and the second active control device can control the elastic force of the first elastic mechanism and the second elastic mechanism.
Optionally, the first damping mechanism is arranged in series with the second damping mechanism.
Optionally, the first damping mechanism is arranged in parallel with the second damping mechanism;
the shock absorber assembly further comprises a connecting device; the first damping mechanism and the second damping mechanism are connected with the connecting device.
(III) advantageous effects
The invention completely absorbs and converts the excitation kinetic energy into potential energy or other energy through the structure that the two damping devices are connected in series or in parallel, thereby effectively preventing the excitation kinetic energy from being transmitted to the damped target object to generate vibration. The contraction damping of the first damping mechanism and the extension damping of the second damping mechanism are set to be small and even can be set to be zero in an ideal state, and the extension damping of the first damping mechanism and the contraction damping of the second damping mechanism are set to be large, so that the problem that a damped target object is poor in bounce suppression after passing through an excitation point is solved, the contradiction between quick response of a shock absorber assembly at the excitation moment and bounce suppression after excitation is solved, and smoothness, control, safety and energy conservation are considered.
Drawings
FIG. 1 is a schematic structural view of an embodiment 1 of the shock absorber assembly of the present invention in a static state;
FIG. 2 is a schematic structural view of embodiment 1 of the shock absorber assembly of the present invention in a first state;
FIG. 3 is a schematic structural view of embodiment 1 of the shock absorber assembly of the present invention in a second state;
FIG. 4 is a schematic structural view of embodiment 1 of the shock absorber assembly of the present invention in a third state;
FIG. 5 is a schematic structural view of embodiment 2 of the shock absorber assembly of the present invention in a rest state;
FIG. 6 is a schematic structural view of embodiment 3 of the shock absorber assembly of the present invention in a static state;
FIG. 7 is a schematic structural view of embodiment 4 of the shock absorber assembly of the present invention in a static state;
FIG. 8 is a schematic structural view of embodiment 5 of the shock absorber assembly of the present invention in a static state;
FIG. 9 is a schematic structural view of another embodiment of example 5 of the shock absorber assembly of the present invention in a static state;
FIG. 10 is an installation view of the first and second limiting mechanisms of the shock absorber assembly of the present invention.
[ description of reference ]
11: a first damper mechanism; 12: a second damper mechanism; 13: a third damper mechanism;
21: a first elastic mechanism; 22: a second elastic mechanism;
31: a first floating piston; 32: a second floating piston.
Detailed Description
For a better understanding of the present invention, reference will now be made in detail to the present embodiments of the invention, which are illustrated in the accompanying drawings. In which the terms "upper", "lower", etc. are used herein with reference to the orientation of fig. 1.
While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art. Taking an automobile in a vehicle as an example, in a general case, an elastic connection portion between a vehicle body and a wheel of the automobile is referred to as a "suspension", a "damper assembly", a "damper", and a "filter", and is referred to as a "damper assembly" in the present application. The part in which the damping action is generated is referred to as the "shock absorbing mechanism" in this application. The invention protects a shock absorber assembly at least comprising a group of first shock absorbing devices and a group of second shock absorbing devices, and any parallel connection and series connection of the two shock absorbing devices are within the protection scope of the invention. The automobile shock absorber assembly is taken as an example to explain the structure and the principle of the scheme, and the elastic element can be a spring, an air bag, a steel plate and the like.
As shown in fig. 1 and 5 to 9, the present invention provides a shock absorber assembly including a first shock absorbing device and a second shock absorbing device. The first damping device includes at least one first elastic mechanism 21 and at least one first damping mechanism 11, the first elastic mechanism 21 is disposed in parallel with the first damping mechanism 11, and if a plurality of first damping mechanisms 11 and a plurality of first elastic mechanisms 21 are disposed, they may be disposed in series or in parallel. The second damping device includes at least one second elastic mechanism 22 and at least one second damping mechanism 12, the second elastic mechanism 22 is disposed in parallel with the second damping mechanism 12, and if a plurality of second damping mechanisms 12 and a plurality of second elastic mechanisms 22 are disposed, they may be disposed in series or in parallel. In the compression stroke of the shock absorber assembly, the damping coefficient of the first shock absorption mechanism 11 is far smaller than that of the second shock absorption mechanism 12; during the extension stroke of the shock absorber assembly, the damping coefficient of the second shock absorbing mechanism 12 is much smaller than that of the first shock absorbing mechanism 11. Specifically, the damping coefficient of the compression stroke of the first shock absorbing mechanism 11 itself is smaller than the damping coefficient of the extension stroke of the first shock absorbing mechanism 11 itself; the damping coefficient of the compression stroke of the second shock absorbing mechanism 12 itself is larger than the damping coefficient of the extension stroke of the second shock absorbing mechanism 12 itself.
As shown in fig. 10, the first damping device further includes a first limiting mechanism, and the second damping device further includes a second limiting mechanism; in a static state, after the supporting force of the shock absorber assembly is equal to the pressure of the damped object, the first shock absorbing mechanism 11 and the second shock absorbing mechanism 12 both keep a static state; the first limiting mechanism is arranged on the first damping mechanism 11 and is used for limiting the first damping mechanism 11 to be switched between a static state and a compressed state; the second limiting mechanism is disposed on the second damping mechanism 12, and the second limiting mechanism is configured to limit the second damping mechanism 12 to be switched between a static state and a stretched state. Preferably, the first limit mechanism is a first floating piston 31, and the second limit mechanism is a second floating piston 32. The first floating piston 31 is sleeved in the cylinder of the first damping mechanism 11, the second floating piston 32 is sleeved in the cylinder of the second damping mechanism 12, the first floating piston 31 is connected with the cylinder of the first damping mechanism 11 through a spring, and the second floating piston 32 is connected with the cylinder of the second damping mechanism 12 through a spring. In the static state, after the supporting force of the damper assembly is equal to the pressure of the object to be damped, the pistons of the first damper mechanism 11 and the second damper mechanism 12 are both stopped at the static load balance point, the end surface of the first floating piston 31 is located at the static load balance point of the first damper mechanism 11, the piston of the first damper mechanism 11 abuts against the first floating piston 31, the second floating piston 32 is located at the static load balance point of the second damper mechanism 12, and the piston of the second damper mechanism 12 abuts against the second floating piston 32. Describing the structure and mounting position of the first floating piston 31 and the second floating piston 32 with the structure of embodiment 1, referring to fig. 10, the damping coefficient is small when the piston of the first damping mechanism 11 moves downward, and may be set to be even zero in an ideal state, therefore, the first floating piston 31 is disposed on the top of the cylinder of the first damping mechanism 11, the upper end of the first floating piston 31 is connected to the top of the cylinder of the first damping mechanism 11 through a small spring, and the piston of the first damping mechanism 11 is restricted by the first floating piston 31 to move downward only from the load balance point in the direction where the damping is small. The damping coefficient of the piston of the second damping mechanism 12 is small when moving downward, and ideally can even be set to zero, therefore, the second floating piston 32 is arranged on the top of the cylinder of the second damping mechanism 12, the upper end of the second floating piston 32 is connected with the top of the cylinder of the second damping mechanism 12 through a small spring, and the piston of the second damping mechanism 12 is limited by the second floating piston 32 to move downward only from the load balance point in the direction of small damping.
Specifically, in a complete damper assembly, starting from a limit position, one damping device reacts only to excitation in a single direction, and the other damping device reacts to excitation in the opposite direction. Taking an automobile as an example, the damping coefficient of the shock absorber assembly in stretching or compression in a static state is very small, even can be set to be zero in an ideal state, the speed of the elastic mechanism is completely released, the instant response to the excitation of the road surface is realized, and the excitation caused by the fluctuation of the road surface can not be transmitted to the automobile body as long as the reaction speed of the elastic mechanism can meet the actual road condition. In the compression stroke of the shock absorber assembly starting in a static state, the first elastic mechanism 21 of the first shock absorbing device is completely elastic without being limited or limited rarely by the first shock absorbing mechanism 11 and is compressed along with the approach of the wheels to the vehicle body, and the second shock absorbing mechanism 12 of the second shock absorbing device has a large damping coefficient and can only move upwards along with the wheels as a whole; in the extension stroke of the shock absorber assembly starting in the static state, the damping coefficient of the first shock absorbing mechanism 11 of the first shock absorbing device is large and is kept unchanged with the position of the vehicle body, and the second elastic mechanism 22 of the second shock absorbing device is not limited or is rarely limited by the second shock absorbing mechanism 12 and is completely elastic, and is extended and bounced off by the second elastic mechanism 22 as the vehicle wheels are far away from the vehicle body. The invention completely absorbs and converts the excitation kinetic energy into potential energy or other energy through the structure that the two damping devices are connected in series or in parallel, thereby effectively preventing the excitation kinetic energy from being transmitted to the vehicle body to generate vibration. The contraction damping of the first damping mechanism 11 and the extension damping of the second damping mechanism 12 are set to be small and even can be set to be zero in an ideal state, and the extension damping of the first damping mechanism 11 and the contraction damping of the second damping mechanism 12 are set to be large, so that the problems of reaction delay of the shock absorber assembly when a target object to be damped passes through an excitation point and poor bounce suppression after excitation are solved, the contradiction between quick reaction of the shock absorber assembly at the excitation moment and bounce suppression after excitation is solved, and smoothness, control, safety and energy conservation are considered.
The first damper mechanism 11 is provided in series with the second damper mechanism 12. The cylinders of the first and second damping mechanisms 11 and 12 are filled with a medium such as gas or hydraulic oil, and the first ends of the piston rods of the first and second damping mechanisms 11 and 12 extend out from the first end of the cylinder. In the stroke that the bumper shock absorber assembly was compressed, first damper 11's damping coefficient is far less than second damper 12's damping coefficient, can set first damper 11 to zero damping and set second damper 12 to damping infinity under ideal condition even, lack first damper 11's restriction, first elastic mechanism 21's compression rate can reach infinity, reduce first damping device's response time, because second damper 12's damping is great, can't be compressed fast, keep original holding power, the response time of the compression of bumper shock absorber assembly has been improved. In the shock absorber assembly's the stroke of stretching, the damping coefficient of second damper 12 is far less than first damper 11's damping coefficient, can set zero damping with setting of second damper 12 and first damper 11 sets damping infinite under ideal condition even, reduce second damper 12's restriction, second elastic mechanism 22 can pop open fast, increase second damping device's response speed, can reach infinity even, because first damper 11's damping is great, can't pop open fast, original holding power, the response time that the shock absorber assembly stretches has been improved. In all the shock absorbing mechanisms of one shock absorber assembly, during the stroke of the target object to be damped approaching or departing from the supporting point, the damping coefficient of at least one shock absorber is opposite to that of other shock absorbers in the combination of magnitude and direction, namely: of all the shock absorbers of one shock absorber assembly, at least one of the shock absorbing mechanisms exhibits greater damping during a stroke in which the damped object approaches the supporting point and exhibits less damping during a stroke in which the damped object moves away from the supporting point, and at least another one of the shock absorbing mechanisms exhibits less damping during a stroke in which the damped object approaches the supporting point and exhibits greater damping during a stroke in which the damped object moves away from the supporting point.
Embodiment 1, its structure is shown in fig. 1, the first damping mechanism 11 and the second damping mechanism 12 are arranged oppositely, the first ends of the piston rods of the first damping mechanism 11 and the second damping mechanism 12 face in opposite directions, the second end of the cylinder body of the first damping mechanism 11 is connected with the second end of the cylinder body of the second damping mechanism 12, and preferably, the central axes of the piston rods of the first damping mechanism 11 and the second damping mechanism 12 are located on the same straight line. The object to be damped is connected to a first end of the piston rod of the first damping mechanism 11, and a first end of the piston rod of the second damping mechanism 12 abuts against the support point. After the supporting force of the shock absorber assembly is equal to the gravity of the object to be damped, the pistons of the first damping mechanism 11 and the second damping mechanism 12 are in a static state. The damping of the first shock absorbing mechanism 11 being extended is always greater than the damping of the first shock absorbing mechanism 11 being compressed. The damping with which the second shock absorbing mechanism 12 is stretched is always smaller than the damping with which the second shock absorbing mechanism 12 is compressed.
Embodiment 2, with reference to fig. 5 as a structure, a first damping mechanism 11 and a second damping mechanism 12 are nested, a cylinder body of the first damping mechanism 11 is partially or completely sleeved in a cylinder body of the second damping mechanism 12, a piston rod of the second damping mechanism 12 is hollow tubular, a piston of the second damping mechanism 12 is annular, both the piston rod and the piston of the second damping mechanism 12 are sleeved on the cylinder body of the first damping mechanism 11 to form a nested structure, first ends of the piston rods of the first damping mechanism 11 and the second damping mechanism 12 face opposite directions, and preferably, central axes of the piston rods of the first damping mechanism 11 and the second damping mechanism 12 are located on the same straight line. The object to be damped is connected to a first end of a piston rod of the first damping mechanism 11, and a first end of a piston rod of the second damping mechanism 12 abuts against the support point. After the supporting force of the shock absorber assembly is equal to the gravity of the object to be damped, the pistons of the first damping mechanism 11 and the second damping mechanism 12 are in a static state. The damping of the first shock-absorbing mechanism 11 being extended is always greater than the damping of the first shock-absorbing mechanism 11 being moved in compression. The damping with which the second shock absorbing mechanism 12 is stretched is always smaller than the damping with which the second shock absorbing mechanism 12 is compressed. Compared with the structure of embodiment 1, under the condition that the length of the shock absorber assembly is the same, the total stroke of the piston rods of the first shock absorbing mechanism 11 and the second shock absorbing mechanism 12 is increased, the installation space of the shock absorber assembly is effectively reduced, and the shock absorber assembly can be applied to vehicles or loading devices which require large suspension stroke, such as off-road vehicles, special transportation equipment and the like, and can also be applied to other fields with the same or similar problems.
Example 3, its structure referring to fig. 6, the first damper mechanism 11 and the second damper mechanism 12 are disposed in the same direction, that is, the first ends of the piston rods of the first damper mechanism 11 and the second damper mechanism 12 face the same direction. The first end of the piston rod of the first damping mechanism 11 is connected with the second end of the cylinder body of the second damping mechanism 12, and preferably, the central axes of the piston rods of the first damping mechanism 11 and the second damping mechanism 12 are located on the same straight line. The object to be damped is connected to a first end of the piston rod of the first damping mechanism 11, and a first end of the piston rod of the second damping mechanism 12 abuts against the support point. After the supporting force of the damper assembly is equal to the gravity of the damped object, the pistons of the first damping mechanism 11 and the second damping mechanism 12 are in a static state. The damping with which the first shock absorbing mechanism 11 is stretched is always larger than the damping with which the first shock absorbing mechanism 11 is compressed. The damping with which the second shock absorbing mechanism 12 is stretched is always smaller than the damping with which the second shock absorbing mechanism 12 is compressed.
Embodiment 4, its structure referring to fig. 7, the first damper mechanism 11 and the second damper mechanism 12 are disposed opposite to each other, the first ends of the piston rods of the first damper mechanism 11 and the second damper mechanism 12 are disposed opposite to each other and connected to each other, and preferably, the central axes of the piston rods of the first damper mechanism 11 and the second damper mechanism 12 are located on the same straight line. The object to be damped is connected to a first end of the piston rod of the first damping mechanism 11, and a first end of the piston rod of the second damping mechanism 12 abuts against the support point. After the supporting force of the shock absorber assembly is equal to the gravity of the object to be damped, the pistons of the first damping mechanism 11 and the second damping mechanism 12 are in a static state. The damping of the first shock-absorbing mechanism 11 being extended is always greater than the damping of the first shock-absorbing mechanism 11 being moved in compression. The damping with which the second shock absorbing mechanism 12 is stretched is always smaller than the damping with which the second shock absorbing mechanism 12 is compressed.
Working process of the shock absorber assembly (taking an automobile as an example):
the static state of the shock absorber assembly is shown in fig. 1, when the vehicle passes through a road surface bulge, at the moment when the vehicle rolls the bulge, the contraction damping of the first shock absorbing mechanism 11 is very small, and even can be set to be zero in an ideal state, the first elastic mechanism 21 is not restrained by the first shock absorbing mechanism 11 and is quickly compressed, the shock absorber assembly is in a first state, as shown in fig. 2, all the excitation kinetic energy of the road surface impact is converted into potential energy through deformation and is stored and is not transmitted to a vehicle body, the vehicle body is not lifted, meanwhile, the vehicle body is slowly lifted due to the fact that the stretching damping of the first shock absorbing mechanism 11 is large, the vehicle body can only be slowly lifted by the first elastic mechanism 21, and the vehicle body moves forwards stably. After the wheel crosses the convex vertex, the first damping mechanism 11 is not returned, the wheel is about to be suspended, at the moment, the stretching damping of the second damping mechanism 12 is very small and can be set to be zero even under an ideal state, the second elastic mechanism 22 is not limited by the second damping mechanism 12 and can be rapidly extended, the shock absorber assembly is in a second state, see fig. 3, the wheel is pushed to the ground, the suspension of the wheel is avoided, at the next moment, the vehicle body falls due to the gravity of the vehicle body, the compression damping of the second damping mechanism 12 is large, sufficient support can be generated for the vehicle body, and the vehicle body is prevented from rapidly falling. After the vehicle body passes over the road surface bulge, the first damping mechanism 11 and the second damping mechanism 12 are reset slowly to the load balance point at the same time, the road surface fluctuation is digested in the shock absorber assembly and is not transmitted to the vehicle body, and the vehicle body is kept stable all the time.
When the vehicle passes through a road pit and the pit length is small, the vehicle is about to suspend at the moment when the vehicle enters the pit, the extension damping of the second damping mechanism 12 is small, even the extension damping can be set to zero under an ideal state, the second elastic mechanism 22 is not limited by a shock absorber and extends instantly, the shock absorber assembly is in a third state, referring to fig. 4, the vehicle is pushed to the ground, and the vehicle body is supported enough due to the fact that the compression damping of the second damping mechanism 12 is large. The wheel crosses the crater, the first damping mechanism 11 is compressed to counteract the extension length of the second damping mechanism 12, the shock absorber assembly is in the second state, see fig. 3, and then the first damping mechanism 11 and the second damping mechanism 12 are slowly reset at the same time, the wave motion is absorbed in the shock absorber assembly, and the vehicle body keeps running stably.
If the pit length is large, similar to the situation that the wheel descends after passing through the vertex, when the wheel enters the pit, the extension damping of the second damping mechanism 12 is small, even can be set to be zero under an ideal state, the second elastic mechanism 22 is instantly extended without being limited by the shock absorber, the wheel is pushed to the ground, and the vehicle body is supported enough by the second damping mechanism 12 due to the large compression damping of the second damping mechanism 12, and descends slowly along with the slow compression of the second damping mechanism 12. When the wheels leave the pits and recesses, the wheels impact the pit edges, the contraction damping of the first damping mechanism 11 is very small, even the contraction damping can be set to be zero under an ideal state, the first elastic mechanism 21 is not restrained by the first damping mechanism 11 and is quickly compressed, all energy of road surface impact is stored into potential energy through deformation and is not transmitted to the vehicle body, the vehicle body is not lifted, meanwhile, the stretching damping of the first damping mechanism 11 is large, the stretching is slow, the vehicle body can only be slowly lifted by the first elastic mechanism 21 and is kept stable, and then the vehicle body slowly rises along with the slow stretching of the first damping mechanism 11.
The first damping mechanism 11 and the second damping mechanism 12 are arranged in parallel, the shock absorber assembly further comprises a connecting device, and the first damping mechanism 11 and the second damping mechanism 12 are both connected with the connecting device.
Embodiment 5, its structure referring to fig. 8 and 9, the connecting means is a piston mechanism 13, the first end of the piston rod of the piston mechanism 13 extending from the first end of the cylinder. The second ends of the cylinder bodies of the first damping mechanism 11 and the second damping mechanism 12 are connected with the side wall or the top end of the cylinder body of the piston mechanism 13, the second ends of the cylinder bodies of the first damping mechanism 11 and the second damping mechanism 12 are communicated with the top of the cylinder body of the piston mechanism 13 through a flow passage, and a flow control valve is arranged in the flow passage. The transmission of force is performed by the medium in the cylinders of the piston mechanism 13, the first damper mechanism 11, and the second damper mechanism 12. The damped object is connected to a second end of the cylinder of the piston mechanism 13, and a first end of a piston rod of the piston mechanism 13 abuts against the support point. After the supporting force of the shock absorber assembly is equal to the gravity of the object to be damped, the pistons of the first damping mechanism 11 and the second damping mechanism 12 are in a static state. The damping of the first shock-absorbing mechanism 11 being extended is always greater than the damping of the first shock-absorbing mechanism 11 being moved in compression. The damping with which the second shock absorbing mechanism 12 is stretched is always smaller than the damping with which the second shock absorbing mechanism 12 is compressed. In this embodiment, in a static state, the first elastic mechanism 21 and the second elastic mechanism 22 are both in a stretched state, when the wheel encounters a bump, the piston of the piston mechanism 13 retracts, hydraulic oil or air in the piston mechanism 13 pushes the piston rod of the second damping mechanism 12 to extend quickly, the second elastic mechanism 22 is stretched, the piston rod of the piston mechanism 13 can retract quickly, the distance between the wheel and the vehicle body is reduced, and the vehicle body is prevented from being lifted. The piston rod of the second damping mechanism 12 is slowly retracted by the second elastic mechanism 22. After the wheel passes the bulge, the first elastic mechanism 21 contracts rapidly, the piston rod of the first damping mechanism 11 retracts rapidly under the action of the first elastic mechanism 21, hydraulic oil or air in the piston mechanism 13 is extruded, and the piston rod of the piston mechanism 13 extends rapidly to enable the wheel to be abutted to the ground. Alternatively, the first elastic means 21 and the first damper means 11 may be connected in series, and the second elastic means 22 and the second damper means 12 may be connected in series, so that the first elastic means 21 and the second elastic means 22 are both in a compressed state in the stationary state, and the form change thereof is the same as in embodiments 1 to 5.
The shock absorber assembly further comprises a first active control device, an embodiment of which is: the first active control means is capable of controlling the damping coefficients of the first shock-absorbing mechanism 11 and the second shock-absorbing mechanism 12. The first active control device comprises a flow control valve and a controller, wherein the flow control valve is connected with the controller, and the controller is conventional equipment and can control the valve opening of the flow control valve so as to control the flow. The cylinder bodies of the first damping mechanism 11 and the second damping mechanism 12 are divided into a first cylinder and a second cylinder by pistons, and flow control valves are arranged on connecting channels between the first cylinder and the second cylinder. The controller is in signal connection with a driving computer of the vehicle and is used for acquiring the acceleration, braking and turning information of the vehicle. When the controller acquires the acceleration, braking and turning information of the vehicle, the valve opening degree of the flow control valve is reduced, even the flow control valve is closed, so that the damping coefficient of the first damping mechanism 11 in the compressed stroke of the shock absorber assembly is increased, or the damping coefficient of the second damping mechanism 12 in the extended stroke of the shock absorber assembly is increased, the extension and contraction speed of the shock absorber is controlled and changed, and the problems of excessive forward tilting, side tilting and head raising of the vehicle in sudden braking, sudden turning and sudden acceleration are solved. Another embodiment of the first active control device is: the first active control device comprises a controller and an active control shock absorber, the active control shock absorber and the shock absorber assembly are arranged in parallel, and the controller is connected with the active control shock absorber and used for controlling the damping coefficient of the active control shock absorber. The controller is conventional equipment, and the controller is connected with the driving computer signal of vehicle for the information that obtains the acceleration of vehicle, brake and turn. When the controller acquires the acceleration, braking and turning information of the vehicle, the damping coefficient of the active control shock absorber, particularly the action of a compression stroke is controlled, the excessive and too fast compression of the shock absorber assembly is avoided by increasing the damping of the active control shock absorber, and the problems of excessive forward tilting, side tilting and head raising of the vehicle during sudden braking, sudden turning and sudden acceleration are solved. However, the control action is only required to be generated at a moment when the inertia state of the vehicle body is changed or is about to be changed excessively, such as sudden braking, sharp turning, excessive road surface undulation and the like, and the control action is not required to be generated in most of the normal driving process, so that the energy loss generated by the control action is greatly reduced.
The shock absorber assembly further comprises a second active control device, the first elastic mechanism 21 and the second elastic mechanism 22 are both connected with the second active control device, and the second active control device can control the elastic force of the first elastic mechanism 21 and the second elastic mechanism 22, so that the supporting force and the length of the shock absorber assembly can be adjusted according to loads of different sizes, and the shock absorber assembly can adapt to loads of different sizes. Referring to fig. 10, taking the application of embodiment 1 to an automobile as an example for explanation, the second active control device includes a first cam mechanism, a second cam mechanism and a controller, the first cam mechanism and the second cam mechanism are both connected with the controller, and the controller is a conventional device for controlling the cams of the first cam mechanism and the second cam mechanism to rotate; the first cam mechanism is arranged on the vehicle body, the first cam mechanism is positioned between the vehicle body and the first elastic mechanism 21, and the upper end of the first elastic mechanism 21 is abutted against a cam of the first cam mechanism. The second cam mechanism is provided on the wheel, and the lower end of the second elastic mechanism 22 abuts against the cam of the second cam mechanism. When the controller controls the first cam mechanism and the second cam mechanism to rotate with the static state as a reference, the cam of the first cam mechanism pushes the first elastic mechanism 21 downwards, so that the first elastic mechanism 21 is compressed, the length of the first elastic mechanism 21 is reduced, and the elastic force of the first elastic mechanism 21 is increased; the cam of the second cam mechanism pushes the second elastic mechanism 22 upward, so that the second elastic mechanism 22 is compressed, the length of the second elastic mechanism 22 is reduced, and the elastic force of the second elastic mechanism 22 is increased.
The invention completely absorbs the excitation kinetic energy and converts the excitation kinetic energy into potential energy through the structure that the two damping devices are connected in series or in parallel, thereby effectively preventing the excitation kinetic energy from being transferred to the vehicle body to generate vibration. The contraction damping of the first damping mechanism 11 and the extension damping of the second damping mechanism 12 are set to be small and even can be set to be zero in an ideal state, and the extension damping of the first damping mechanism 11 and the contraction damping of the second damping mechanism 12 are set to be large, so that the problems of reaction delay of the shock absorber assembly when a damped target object passes through an excitation point and poor bounce suppression after excitation are solved, the contradiction between quick response of the shock absorber assembly at the excitation moment and bounce suppression after excitation is solved, and smoothness, control, safety and energy conservation are considered.
In the description of the present invention, it is to be understood that the terms "first", "second" and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implying any number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "abutted" and "fixed" are to be construed broadly, e.g., as meaning fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium; either as communication within the two members or as an interactive relationship of the two members. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless otherwise expressly stated or limited, a first feature may be "on" or "under" a second feature, and the first and second features may be in direct contact, or the first and second features may be in indirect contact via an intermediate. Also, a first feature "on," "above," and "over" a second feature may be directly or obliquely above the second feature, or simply mean that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the second feature, or may simply mean that the first feature is at a lower level than the second feature. The first feature and the second feature may be positionally interchangeable. In the description herein, the description of the terms "one embodiment," "some embodiments," "an embodiment," "an example," "a specific example" or "some examples" or the like, means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Although embodiments of the present invention have been shown and described above, it should be understood that the above embodiments are illustrative and not restrictive, and that those skilled in the art may make changes, modifications, substitutions and alterations to the above embodiments without departing from the scope of the present invention.
Claims (7)
1. A shock absorber assembly, characterized in that,
the shock absorber assembly at least comprises a first shock absorbing device and a second shock absorbing device;
the first damping device comprises at least one first elastic mechanism (21) and at least one first damping mechanism (11), the first elastic mechanism (21) is arranged in parallel with the first damping mechanism (11), the second damping device comprises at least one second elastic mechanism (22) and at least one second damping mechanism (12), and the second elastic mechanism (22) is arranged in parallel with the second damping mechanism (12);
the damping coefficient of the first damping mechanism (11) is smaller than that of the second damping mechanism (12) in the compression stroke of the shock absorber assembly; and in the stretching stroke of the shock absorber assembly, the damping coefficient of the second shock absorption mechanism (12) is smaller than that of the first shock absorption mechanism (11).
2. The damper assembly of claim 1,
the damping coefficient of the compression stroke of the first damping mechanism (11) is smaller than that of the extension stroke of the first damping mechanism (11);
the damping coefficient of the compression stroke of the second damping mechanism (12) is larger than that of the extension stroke of the second damping mechanism (12).
3. The damper assembly of claim 1,
the first damping device further comprises a first limiting mechanism, and the second damping device further comprises a second limiting mechanism;
in a static state, after the supporting force of the shock absorber assembly is equal to the gravity of a damped object, the first shock absorption mechanism (11) and the second shock absorption mechanism (12) are kept in a static state;
the first limiting mechanism is arranged on the first damping mechanism (11) and is used for limiting the first damping mechanism (11) to be switched between a static state and a compressed state only;
the second limiting mechanism is arranged on the second damping mechanism (12) and is used for limiting the second damping mechanism (12) to be switched only between a static state and a stretched state.
4. The damper assembly of claim 1,
the shock absorber assembly further comprises a first active control device, the first shock absorption mechanism and the second shock absorption mechanism are connected with the first active control device, and the first active control device can control damping coefficients of the first shock absorption mechanism and the second shock absorption mechanism.
5. The damper assembly of claim 1,
the shock absorber assembly further comprises a second active control device, the first elastic mechanism (21) and the second elastic mechanism (22) are connected with the second active control device, and the second active control device can control the elastic force of the first elastic mechanism (21) and the second elastic mechanism (22).
6. The damper assembly of any one of claims 1-5,
the first damping mechanism (11) and the second damping mechanism (12) are arranged in series.
7. The damper assembly of any one of claims 1-5,
the first damping mechanism (11) and the second damping mechanism (12) are arranged in parallel;
the shock absorber assembly further comprises a connecting device; the first damping mechanism (11) and the second damping mechanism (12) are both connected with the connecting device.
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