CN216478641U - Shock absorber valve system with frequency response characteristic - Google Patents

Abstract

The utility model relates to a shock absorber valve system with a frequency response characteristic, which comprises a piston tube and a piston rod arranged in the piston tube, wherein a piston valve system assembly and a frequency response valve system assembly are arranged on the piston rod from top to bottom. The utility model provides a motor vehicle shock absorber valve system with frequency response characteristic, which is a passive response valve system, has relatively simple structure, does not depend on an additional control system, can provide relatively small damping force to improve comfort under the road condition of high-frequency vibration of a shock absorber, and can also provide relatively large damping force to improve maneuverability under the road condition of low-frequency vibration of the shock absorber.

Description

Shock absorber valve system with frequency response characteristic

Technical Field

The utility model relates to the technical field of shock absorbers, in particular to a shock absorber valve system with frequency response characteristics.

Background

Shock absorbers are commonly used in automotive suspension systems or in conjunction with other suspension systems. The vibration of the chassis of the motor vehicle caused by the unevenness of the road surface during the driving process can further cause the jolt of the vehicle body, and the uncomfortable feeling is caused to a driver and passengers. To isolate these vibrations, shock absorbers are commonly used to connect the sprung mass body and the unsprung mass chassis/drivetrain of the motor vehicle so that the chassis vibrations are absorbed by the shock absorbers.

In a conventional shock absorber for a motor vehicle, a spring absorbs the impact of a chassis, and the shock absorber body converts the absorbed energy into heat to be dissipated into the atmosphere. In the shock absorber body, a dual tube shock absorber piston valving is generally located within a fluid chamber defined by the piston tube and divides the fluid into an upper working chamber and a lower working chamber. These piston valving typically consists of two parts, a throttling and a non-return, such that a damping force is generated during the shock absorber recovery stroke and substantially no damping force is generated during the compression stroke, and there are two throttling parts that generate a damping force during both the shock absorber recovery stroke and the compression stroke. Dual tube shock absorber compression valving is typically located within a fluid chamber defined between a piston tube and a reservoir tube to divide the fluid into an inner working chamber and an outer working chamber. Likewise, these compression valving typically consists of two parts, a throttling and a check, such that a damping force is generated during the compression stroke of the shock absorber and substantially no damping force is generated during the rebound stroke, and there are partial compression valving which consists of two throttling parts which generate a damping force during both the compression stroke and the rebound stroke of the shock absorber. The monotube shock absorber piston valving is typically a dual-orifice configuration that simultaneously generates a damping force during either the compression or rebound stroke. The piston valving or compression valving of the shock absorber controls the flow of fluid in the upper and lower or outer and inner working chambers, and the damping force, the stability of the damping force variation and the noise can be adjusted by these valving to control the ride comfort and handling of the vehicle.

The damping force provided by a typical shock absorber is only responsive to input speed. Under the condition of a certain input speed, the corresponding damping force cannot be changed no matter how the input frequency is changed. However, under the condition that some vibration dampers vibrate at high frequency, such as gravel road or other rough road, the vehicle needs relatively small damping force to isolate the vibration of the road from transmitting to the vehicle body, which causes bumpiness and discomfort. Under some conditions where the shock absorber vibrates at a low frequency, such as during steering, the vehicle requires a relatively large damping force to increase the road feel for the driver and thus improve the maneuverability of the vehicle. Conventional passive shock absorber valve systems fail to meet the above requirements, and although active valve systems exist at present for varying the damping force of the shock absorber according to a real-time road spectrum, these active valve systems are generally expensive and complex in structure, and rely heavily on an additional control system.

Disclosure of Invention

The present invention is directed to overcoming the deficiencies of the prior art and providing a shock absorber valve train having a frequency response characteristic.

In order to achieve the purpose, the utility model adopts the following technical scheme:

a shock absorber valving having frequency response characteristics includes a piston tube and a piston rod mounted within the piston tube with a piston valving assembly and a frequency response valving assembly mounted on the piston rod from top to bottom.

The piston valve system assembly comprises a piston body assembled on a piston rod, a first throttling part at the upper end of the piston body and a second throttling part at the lower end of the piston body, a nut is screwed below the piston body on the piston rod, and the piston body divides a flow area in the piston tube into an upper working chamber and a lower working chamber.

The frequency response valve train component comprises a shell arranged at the lower end of the piston rod, a mounting cavity penetrates through the shell from top to bottom, the bottom of the shell is provided with a bottom shell, an upper throttling sheet and a lower throttling sheet which are arranged up and down are arranged in the installation cavity of the shell, a plurality of positioning pins are circumferentially arranged between the upper throttling plate and the lower throttling plate on the inner wall of the mounting cavity of the shell, a floating piston is arranged between the upper throttle plate and the lower throttle plate, the floating piston is arranged on the locating pin in a vertically floating manner, the upper throttle plate and the floating piston divide the installation cavity of the shell into an upper buffer area, an upper circulation area and a lower circulation area from top to bottom in sequence, a lower buffer area penetrates through the bottom shell below the lower throttling sheet, a plurality of circulation holes are arranged on the upper throttling sheet, the floating piston and the lower throttling sheet, the axial projection areas of the flow holes in the upper throttle plate and the lower throttle plate and the axial projection areas of the flow holes in the floating piston are not overlapped.

An oil way communicated with the upper buffer area is arranged in the piston rod, and the upper end of the oil way penetrates through the side wall of the piston rod to be communicated with the upper working chamber.

The inner wall of the mounting cavity of the shell is provided with a step platform, the upper throttle plate is clamped at the bottom of the step platform, the inner wall of the mounting cavity of the shell is circumferentially provided with a plurality of first bulges, the upper circumference of the upper throttle plate is provided with a plurality of first clamping grooves matched with the first bulges, and the first bulges are correspondingly arranged in the first clamping grooves; the circumference of the lower end of the inner wall of the mounting cavity of the shell is provided with a plurality of second bulges, the circumference of the lower throttling disc is provided with a plurality of second clamping grooves matched with the second bulges, and the second bulges are correspondingly mounted in the second clamping grooves.

The mounting cavity inner wall of the shell is provided with a plurality of grooves corresponding to the positioning pins, and the positioning pins are mounted in the corresponding grooves.

And a third clamping groove is formed in the upper circumference of the floating piston and movably mounted on the corresponding positioning pin.

The top of the shell installation cavity is an internal thread hole and is installed at the bottom of the piston rod through internal thread hole threads.

And the bottom of the outer side wall of the shell is provided with an external thread and is connected with the bottom shell through the external thread.

The utility model has the beneficial effects that: the utility model provides a motor vehicle shock absorber valve system with frequency response characteristic, which is a passive response valve system, has relatively simple structure, does not depend on an additional control system, can provide relatively small damping force to improve comfort under the road condition of high-frequency vibration of a shock absorber, and can also provide relatively large damping force to improve maneuverability under the road condition of low-frequency vibration of the shock absorber.

Drawings

FIG. 1 is a schematic structural view of the present invention;

FIG. 2 is a schematic diagram of the internal structure of the frequency response valve train assembly with the bottom case omitted;

FIG. 3 is a schematic diagram of the internal structure of the housing of the frequency response valve train assembly;

FIG. 4 is a schematic diagram of the upper orifice plate, the locating pin, the floating piston, and the lower orifice plate of the frequency response valve train assembly;

FIG. 5 is a schematic view of a compression stroke oil circuit at high frequency;

FIG. 6 is a schematic diagram of a high frequency return stroke oil circuit;

FIG. 7 is a schematic view of a compression stroke oil circuit at low frequency;

FIG. 8 is a schematic view of a low frequency return stroke oil path;

in the figure: 1-a piston tube; 2-a piston rod; 3-a first throttling section; 4-a piston body; 5-a second throttling section; 6-a nut; 7-a housing; 8-upper throttle plate; 9-a positioning pin; 10-a floating piston; 11-lower throttle plate; 12-a bottom shell; 13-upper working chamber; 14-communicating oil path; 15-upper buffer; 16-an upflow zone; 17-a lower flow-through zone; 18-lower buffer; 19-lower working chamber; 20-first main oil path 20; 21-a first branch oil path; 22-a second branch oil circuit; 23-a third branch oil way; 24-a fourth branch oil way; 25-a second main oil way; 26-a third oil path; 27-a fourth oil passage; 28-an internally threaded hole; 29-a step platform; 30-a first protrusion; 31-a groove; 32-a second protrusion; 33-external threads;

reference will now be made in detail to the embodiments of the present invention, examples of which are illustrated in the accompanying drawings.

Detailed Description

The utility model is further illustrated by the following examples in conjunction with the accompanying drawings:

as shown in fig. 1 to 4, a shock absorber valve train having a frequency response characteristic includes a piston rod 2, a piston tube 1, a piston valve train assembly fitted on the piston rod 2, and a frequency response valve train assembly.

The piston valving assembly comprises a first throttling portion 3, a piston body 4 and a second throttling portion 5. The piston valving assembly divides the fluid area defined by the piston tube 1 into an upper working chamber 13 and a lower working chamber 19 and the flow of fluid between the upper working chamber 13 and the lower working chamber 19 is controlled by the piston valving assembly.

The frequency response valve system component consists of a shell 7, an upper throttling sheet 8, a positioning pin 9, a floating piston 10, a lower throttling sheet 11 and a bottom shell 12. The piston rod 2 has a communication hole therein to form a communication oil passage 14. The fluid area within the frequency response valve train assembly is divided into an upper buffer zone 15, an upper flow-through zone 16, a lower flow-through zone 17 and a lower buffer zone 18, which ultimately communicate with a lower working chamber 19.

The oil passage through the piston valving assembly and the oil passage through the frequency responsive valving assembly are in a parallel relationship.

The upper throttling plate 8 is abutted against and installed at the bottom of a step platform 29 on the inner wall of the shell 7, a first clamping groove is formed in the upper circumference of the upper throttling plate 8 and matched with a first bulge 30 at the position of the shell 7 to play a role in positioning and limiting, and the upper throttling plate 8 cannot rotate relative to the axis of the shell 7. The upper throttle plate 8 is provided with circulation holes, and the size, shape and number of the circulation holes can adjust the liquid resistance at the position. The positioning pin 9 is matched with the groove 31 on the shell 7 and is matched with the third clamping groove on the floating piston 10, and the positioning pin 9 is equivalent to a guide rail of the floating piston 10, so that the floating piston 10 can only move along the axis and can not rotate along the axis. The positioning pin 9 also has the function of fastening the upper throttle plate 8 so that the upper throttle plate 8 is fixed relative to the housing 7. The floating piston 10 is provided with flow holes, the size, shape and number of which can adjust the liquid resistance therein. The flow holes in the upper throttle plate 8 do not overlap the projected area of the flow holes in the floating piston 10 in the axial direction, so that this oil path is closed when the floating piston 10 is pushed against the upper throttle plate 8 by the fluid. The lower throttle plate 11 has a second slot on its circumference, which is matched with the second protrusion 32 of the housing 7 to play a positioning and limiting role, so that the lower throttle plate 11 cannot rotate relative to the housing 7. The lower throttle plate 11 is provided with circulation holes, and the size, shape and number of the circulation holes can adjust the liquid resistance at the position. The lower throttle plate 11 has a fastening effect on the positioning pin 9. The flow holes in the lower throttle plate 11 do not overlap the projected area of the flow holes in the floating piston 10 in the axial direction, so that this oil path is closed when the floating piston 10 is pushed against the lower throttle plate 11 by the fluid. The bottom shell 12 has the function of fastening the lower throttle blade 11 so that the lower throttle blade 11 is fixed with respect to the housing 7.

Be equipped with internal thread through-hole 28 in the shell 7, be connected with 2 tip external screw thread cooperations of piston rod, it has nut 6 to screw in piston body 4 below on the piston rod 2, and internal thread through-hole 28, nut 6 form two nut locking structures, play the locking effect of screw-thread fastening. Of course, this anti-loosening method is only exemplary, and the use of other anti-loosening structures should be considered as being within the protection scope of the patent.

The upper buffer area 15 is mainly used for buffering the fluid flowing out of the communication oil passage 14 so as to prevent the fluid from forming excessive vortex before the upper throttle plate 8, and then causing excessive fluid energy loss. The upper buffer 15 can also be used to adjust the hydraulic resistance of the frequency response valve train assembly, when the upper buffer 15 is narrower, the fluid will form more vortices before the upper throttle plate 8, thus increasing the hydraulic resistance there; when the upper buffer 15 is relatively open, there is more buffer before the fluid reaches the upper orifice 8, thereby reducing the hydraulic resistance there.

The lower end of the outer side wall of the housing 7 is provided with an external thread 33 which is matched with the internal thread of the bottom shell 12, so that the bottom shell 12 can fasten the lower throttling plate 11 and further fasten the internal structure of the housing of the whole frequency response valve system assembly.

The working principle of the utility model is as follows:

the communicating oil passage 14, the upper buffer area 15, the upper flow area 16, the lower flow area 17 and the lower buffer area 18 form a fluid passage, when fluid flows through the fluid passage, the fluid drives the floating piston 10 to move towards the fluid flow direction, and finally the floating piston 10 abuts against the upper throttle plate 8 or the lower throttle plate 11, and because the floating piston 10 cannot rotate along the axis, namely the flow hole of the floating piston 10 and the flow holes of the upper throttle plate 8 and the lower throttle plate 11 cannot rotate relatively along the axis, the oil passage is closed when the floating piston 10 abuts against the upper throttle plate 8 or the lower throttle plate 11, and at the same time, the oil passage from the upper working chamber 13 to the lower working chamber 19 is only the oil passage which is connected with the oil passage in parallel with the oil passage and passes through the piston valve train assembly, so that hydraulic fluid can only pass through the piston valve train assembly. This is the structural feature and oil path characteristic of the frequency response valve train assembly.

The structural characteristics and oil path characteristics of the frequency responsive valve train assembly are dependent upon the amount of travel of the floating piston 10. When the input speed of the shock absorber is fixed, the stroke of the piston rod 2 is smaller when the input frequency is larger, so that the next stroke movement is started when the fluid does not push the floating piston 10 to the position where the fluid pushes against the upper throttle blade 8 or the lower throttle blade 11, and under the condition of high-frequency movement, the floating piston 10 cannot push against the upper throttle blade 8 or the lower throttle blade 10, and the oil path is kept in a smooth state. When the input speed of the shock absorber is fixed, the smaller the input frequency is, the larger the stroke of the piston rod 2 is, so that the fluid has enough time to push the floating piston 10 to the position where the floating piston abuts against the upper throttle plate 8 or the lower throttle plate 11 and then enters the next stroke movement, and under the condition of the low-frequency movement, the floating piston 10 abuts against the upper throttle plate 8 or the lower throttle plate 11, so that the oil path is closed, and the fluid flows through the piston valve train component. This is the frequency response characteristic of the frequency response valving component.

Fig. 5 and 6 show the oil path of the valve system when the input frequency of the shock absorber is high frequency. In the compression stroke, when the input speed of the shock absorber is constant and the input frequency is high frequency, the stroke of the piston rod 2 is small, so that the piston rod 2 enters the next recovery stroke when the floating piston 10 is not pushed to the position of abutting against the upper throttle blade 8 by fluid, the fluid reversely flows, the first branch oil path 21 cannot be closed, the first branch oil path 21 and the second branch oil path 22 form a parallel relation, and the front ends of the first branch oil path 21 and the second branch oil path 22 are the first main oil path 20. Similarly, in the recovery stroke, the third branch oil path 23 and the fourth branch oil path 24 form a parallel relationship, and the rear ends of the third branch oil path 23 and the fourth branch oil path 24 are the second main oil path 25. If the hydraulic resistance of the frequency response valve system component is adjusted to be smaller than that of the piston valve system component, the total hydraulic resistance of the oil path is smaller than the smaller of the total hydraulic resistance of the oil path and the piston valve system component, namely the hydraulic resistance of the frequency response valve system component.

Fig. 7 and 8 show the oil path of the valve system when the input frequency of the shock absorber is low. In the compression stroke, when the input speed of the shock absorber is constant and the input frequency is high frequency, the stroke of the piston rod 2 is large, so that the piston rod 2 starts to enter the next recovery stroke after the floating piston 10 is pushed to the position of propping against the upper throttling sheet 8 by fluid. Thus, the oil passage through the frequency responsive valve train assembly is closed and the third oil passage 26 is the only oil passage. Similarly, in the recovery stroke, the fourth oil passage 27 is the only oil passage. At this time, the total hydraulic resistance of the oil path is equal to the hydraulic resistance of the piston valve system component.

When the input speed of the shock absorber is fixed, the hydraulic resistance of the frequency response valve system component is mainly determined by the area, the shape, the number and the length of the flow holes of the upper throttle plate 8, the lower throttle plate 11 and the floating piston 10. Because the oil passage through the frequency response valve train assembly and the oil passage through the piston valve train assembly are in a parallel relationship, when the hydraulic resistance of the frequency response valve train assembly is smaller than that of the piston valve train assembly, the effect that the damping force is smaller at a high frequency and larger at a low frequency can be achieved. Conversely, when the hydraulic resistance of the frequency response valve train assembly is greater than the hydraulic resistance of the piston valve train assembly, the effect of greater damping force at low frequency and less damping force at high frequency can be achieved. This is the frequency response principle of the shock absorber valve train having the frequency response characteristic.

In the event that the shock absorber requires a high input frequency to provide lower damping force lift comfort and a low input frequency to provide higher damping force lift maneuverability, then the hydraulic resistance of the modulated frequency response valving assembly is less than the hydraulic resistance of the piston valving assembly. The design can reduce the pressure fluctuation in the shock absorber because the oil path of the floating piston 10 is kept smooth when the piston rod 2 moves at high frequency, so that the damping force is more stable.

The utility model provides a motor vehicle shock absorber valve system with frequency response characteristic, which is a passive response valve system, has relatively simple structure, does not depend on an additional control system, can provide relatively small damping force to improve comfort under the road condition of high-frequency vibration of a shock absorber, and can also provide relatively large damping force to improve maneuverability under the road condition of low-frequency vibration of the shock absorber; the valve system can reduce the pressure fluctuation in the shock absorber when the shock absorber vibrates at high frequency, and the damping performance of the shock absorber is improved.

The utility model has been described in connection with the accompanying drawings, it is to be understood that the utility model is not limited to the specific embodiments disclosed, but is intended to cover various modifications, adaptations or uses of the utility model, and all such modifications and variations are within the scope of the utility model.

Claims (9)

1. A shock absorber valving having a frequency response characteristic comprising a piston tube (1) and a piston rod (2) mounted inside the piston tube (1), characterized in that a piston valving assembly and a frequency response valving assembly are fitted on the piston rod (2) from top to bottom.

2. A shock absorber valve train having a frequency response characteristic according to claim 1, wherein the piston valve train assembly comprises a piston body (4) fitted on a piston rod (2), a first throttling portion (3) at an upper end of the piston body (4) and a second throttling portion (5) at a lower end of the piston body (4), a nut (6) is screwed on the piston rod (2) below the piston body (4), and the piston body (4) divides a flow area in the piston tube (1) into an upper working chamber (13) and a lower working chamber (19).

3. The shock absorber valve system with the frequency response characteristic as claimed in claim 2, wherein the frequency response valve system assembly comprises a housing (7) mounted at the lower end of the piston rod (2), a mounting cavity penetrates through the housing (7) from top to bottom, a bottom shell (12) is mounted at the bottom of the housing (7), an upper throttling plate (8) and a lower throttling plate (11) which are arranged up and down are arranged in the mounting cavity of the housing (7), a plurality of positioning pins (9) are circumferentially arranged between the upper throttling plate (8) and the lower throttling plate (11) on the inner wall of the mounting cavity of the housing (7), a floating piston (10) is arranged between the upper throttling plate (8) and the lower throttling plate (11), the floating piston (10) is mounted on the positioning pins (9) in an up-and-down floating mode, and the mounting cavity of the housing (7) is sequentially divided into an upper buffer zone (15) and a lower buffer zone (15) from top to bottom by the upper throttling plate (8) and the floating piston (10), The bottom shell (12) is internally provided with a lower buffer area (18) below the lower throttling sheet (11), the upper throttling sheet (8), the floating piston (10) and the lower throttling sheet (11) are provided with a plurality of circulating holes, and the axial projection areas of the circulating holes on the upper throttling sheet (8) and the lower throttling sheet (11) and the circulating holes on the floating piston (10) are not overlapped.

4. A shock absorber valve train having a frequency response characteristic as claimed in claim 3, wherein a communication oil passage (14) abutting against the upper buffer area (15) is provided in the piston rod (2), and an upper end of the communication oil passage (14) penetrates through a side wall of the piston rod (2) to communicate with the upper working chamber (13).

5. The shock absorber valve system with the frequency response characteristic as claimed in claim 4, wherein a step (29) is arranged on the inner wall of the mounting cavity of the housing (7), the upper throttle plate (8) is clamped at the bottom of the step (29), a plurality of first protrusions (30) are arranged on the circumference of the inner wall of the mounting cavity of the housing (7), a plurality of first clamping grooves matched with the first protrusions (30) are arranged on the circumference of the upper throttle plate (8), and the first protrusions (30) are correspondingly arranged in the first clamping grooves; the circumference of the lower end of the inner wall of the installation cavity of the shell (7) is provided with a plurality of second protrusions (32), the circumference of the upper throttling plate (11) is provided with a plurality of second clamping grooves matched with the second protrusions (32), and the second protrusions (32) are correspondingly installed in the second clamping grooves.

6. A shock absorber valve train having a frequency response characteristic as set forth in claim 5 wherein said housing (7) has a plurality of recesses (31) in the inner wall of the mounting cavity corresponding to said alignment pins (9), said alignment pins (9) being mounted in said corresponding recesses (31).

7. The shock absorber valve train with frequency response characteristic as set forth in claim 6 wherein said floating piston (10) is circumferentially provided with a third snap groove, said third snap groove being movably mounted on the corresponding positioning pin (9).

8. The shock absorber valve train having a frequency response characteristic as set forth in claim 7 wherein the top of the housing (7) mounting cavity is an internally threaded bore (28) and is threadedly mounted to the bottom of the piston rod (2) through the internally threaded bore (28).

9. The valve train of a shock absorber having a frequency response characteristic as set forth in claim 8, wherein the outer side wall bottom of the housing (7) is provided with an external thread (33) and is connected with the bottom case (12) through the external thread (33).

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