WO2020200278A1 - 一种阻尼可调的液压减振活塞及液压减振器 - Google Patents

一种阻尼可调的液压减振活塞及液压减振器 Download PDF

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Publication number
WO2020200278A1
WO2020200278A1 PCT/CN2020/082982 CN2020082982W WO2020200278A1 WO 2020200278 A1 WO2020200278 A1 WO 2020200278A1 CN 2020082982 W CN2020082982 W CN 2020082982W WO 2020200278 A1 WO2020200278 A1 WO 2020200278A1
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Prior art keywords
piston
barrel
cylinder
throttle
fixed
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PCT/CN2020/082982
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English (en)
French (fr)
Inventor
郭怀宝
陈群燕
韩道刚
王卫海
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郭怀宝
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Publication of WO2020200278A1 publication Critical patent/WO2020200278A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/10—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using liquid only; using a fluid of which the nature is immaterial
    • F16F9/14—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect
    • F16F9/16—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts
    • F16F9/18—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein
    • F16F9/19—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein with a single cylinder and of single-tube type
    • 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
    • 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

Definitions

  • a hydraulic damping piston and a hydraulic damping device with adjustable damping belong to the technical field of hydraulic damping.
  • Hydraulic vibration reduction is a common vibration reduction method in the automotive field.
  • the output end and body of the automobile hydraulic shock absorber are respectively installed on the body and the wheel, and the shock absorber piston is arranged in the automobile shock absorber.
  • the piston reciprocates in the piston cylinder
  • the hydraulic oil on both sides of the piston will flow back and forth through the piston through the flow hole on the piston in the opposite direction to that of the piston, thereby damping vibration.
  • hydraulic shock absorbers generally have the following defects:
  • the traditional semi-active damper adjustment method generally adopts the method of adjusting the hydraulic oil viscosity or adjusting the cross-sectional area of the piston damping hole to adjust the piston damping force value.
  • the damping force value cannot be accurately set when the piston is restored under the traditional adjustment method. Setting a damping force value interval cannot achieve the best effect.
  • the moving speed of the piston in the car shock absorber is proportional to the degree of vibration of the car, that is, the greater the vibration amplitude of the car, the faster the reciprocating speed of the piston, and the speed of the piston through which the hydraulic oil flows. Also faster.
  • a sudden change in vibration may occur during the driving of a car, such as the wheel touching a large obstacle or the wheel suddenly falling into a pit.
  • the distance between the body and the wheel will rapidly increase or
  • the electronic control system can achieve the effect of controlling the flow of hydraulic oil when the pressure changes greatly in a short time.
  • the electronic control system is more expensive and the control process is more complicated, and the adjustment effect is not ideal. It cannot be set according to the theoretical optimum.
  • the technical problem to be solved by the present invention is to overcome the shortcomings of the prior art, and to provide a damping mechanism for adjusting the damping force value of the piston by providing a movable piston, which increases the length of the throttle channel after the movable piston is attached to the fixed piston. Adjusted hydraulic damping piston and hydraulic shock absorber.
  • the piston barrel is filled with hydraulic oil
  • the piston barrel is provided with a fixed piston
  • one end of the piston rod is connected to the fixed piston and one end is led out from the port of the piston barrel
  • the piston rod drives the fixed piston in the piston
  • the reciprocating movement in the cylinder is characterized in that: a movable piston is sleeved on one side of the piston rod, and the movable piston and the fixed piston are respectively slidably connected to the inner wall of the piston cylinder, and at least one throttle is provided on the inner wall of the piston cylinder groove;
  • the movable piston is attached to the fixed piston along with the movement of the piston rod. After the movable piston and the fixed piston are attached, the contact surface between the movable piston and the piston barrel and the contact surface between the fixed piston and the piston barrel respectively form a throttle channel at the throttle groove to realize Superposition of throttle channel length;
  • the movable piston is separated from the fixed piston with the movement of the piston rod, and only the contact surface of the fixed piston and the piston barrel forms a throttle channel at the throttle groove, so as to reduce the length of the throttle channel.
  • the piston barrel is formed by outer casing of the piston barrel and the inner barrel of the piston barrel, the throttle groove is provided on the inner barrel of the piston barrel, and the throttle groove is a hole penetrating the inner barrel of the piston barrel. Transparent groove.
  • the throttle groove is opened along the axial direction of the inner cylinder of the piston cylinder.
  • the throttle groove is a straight groove with uniform width and narrow width, and multiple throttle grooves are provided, and the multiple throttle grooves are evenly distributed along the circumference of the inner cylinder of the piston cylinder, and the axial lengths of the multiple throttle grooves are different.
  • the horizontal center lines of the plurality of throttle grooves are coplanar.
  • the inner cylinder of the piston cylinder is provided with a plurality of sleeves sequentially from the inside to the outside, and the length of the throttle grooves on the inner cylinder of the same piston cylinder is the same.
  • the outside and inside overlap and the length decreases from inside to outside.
  • a stopper for limiting the movable piston is fixed on the piston rod, and the stopper is located outside the movable piston.
  • a hydraulic shock absorber characterized in that: the outer side of the piston cylinder of the hydraulic shock absorbing piston is sealed with a shock absorber outer cylinder, and the interval between the shock absorber outer cylinder and the piston cylinder forms the outer oil of the shock absorber Cavity, the bottom of the piston cylinder is connected with the outer cylinder of the shock absorber.
  • the present invention has the following beneficial effects:
  • a movable piston In the hydraulic damping piston and hydraulic shock absorber with adjustable damping, a movable piston is provided. When the piston is restored, the movable piston and the fixed piston are attached to increase the length of the throttle channel, thus increasing the damping force when the piston is restored Value, to make up for the defect that the recovery damping is difficult to meet the demand due to the difference in the amount of reciprocating oil when the piston reciprocates.
  • the throttle groove is provided to realize throttling when the piston body moves greatly, and realize the best damping force value.
  • the piston barrel adopts a structure in which the inner barrel of the piston barrel and the outer barrel of the piston barrel are sleeved inside and outside. At the same time, the throttle groove is opened on the inner barrel of the piston barrel, which greatly reduces the process difficulty.
  • the thickness of the movable piston and the fixed piston can be set arbitrarily, thus realizing the precise adjustment of the length of the throttling passage, thereby realizing the precise adjustment of the damping force value.
  • Fig. 1 is a schematic structural diagram of Embodiment 1 of a hydraulic damping piston with adjustable damping.
  • Fig. 2 is a cross-sectional view in the direction of A-A in Fig. 1.
  • Fig. 3 is a cross-sectional view in the direction of B-B in Fig. 1.
  • Figure 4 is a schematic diagram of fluid flow during compression of a hydraulic damping piston with adjustable damping.
  • Figure 5 is a schematic diagram of fluid flow during the restoration process of a hydraulic damping piston with adjustable damping.
  • Figure 6 is a structural diagram of a hydraulic shock absorber with adjustable damping.
  • Figure 7 is a schematic structural diagram of Embodiment 3 of the hydraulic damping piston with adjustable damping.
  • Fig. 8 is a schematic structural diagram of Embodiment 4 of a hydraulic damping piston with adjustable damping.
  • Figure 9 is a top view of the piston barrel of embodiment 5 of the hydraulic damping piston with adjustable damping
  • Piston rod 1. Stopper 3. Active piston 4. Fixed piston 5. Piston cylinder 6. Piston flow hole 7. Throttle groove 8. Piston cylinder inner cylinder 9. Piston cylinder outer cylinder 10. Outside shock absorber cylinder.
  • FIGs 1 to 5 are the best embodiments of the present invention, and the present invention will be further described with reference to Figures 1 to 9.
  • a hydraulic damping piston with adjustable damping includes a piston barrel 5, which is a cylinder with two ends closed.
  • the inner cavity of the piston barrel 5 is a piston cavity, and the piston cavity is filled with Hydraulic oil.
  • a piston rod 1 is provided in the piston chamber, a fixed piston 4 is fixed at the bottom of the piston rod 1, and a movable piston 3 is sleeved on the outer ring of the piston rod 1.
  • the movable piston 3 is movably connected with the piston rod 1, and the movable piston 3
  • the piston and the fixed piston 4 are both located in the piston cavity and are in close contact with the inside of the piston cavity respectively.
  • the other end of the piston rod 1 is led out from either end of the piston barrel 5, and the fixed piston 4 is driven by the piston rod 1 to reciprocate in the piston cavity.
  • a stop 2 is also provided on the piston rod 1. The stop 2 is located outside the movable piston 3. When the movable piston 3 and the piston rod 1 move axially, the stop 2 restricts the movable piston 3.
  • the piston cylinder 5 is composed of a piston cylinder inner cylinder 8 and a piston cylinder outer cylinder 9.
  • the outer wall of the piston cylinder inner cylinder 8 closely fits with the inner wall of the piston cylinder outer cylinder 9, and the piston cylinder A plurality of cylinders 8 can be sleeved in sequence according to needs.
  • the inner cylinder 8 of the piston cylinder is provided with only one.
  • a plurality of throttling grooves 7 are opened on the inner cylinder of the piston cylinder 8.
  • the throttling grooves 7 are straight grooves with uniform width and axially opened along the inner cylinder of the piston cylinder 8, and the throttling grooves 7 penetrate the cylinder of the inner cylinder 8 of the piston cylinder.
  • the wall, the depth of the throttle groove 7 is the wall thickness of the inner cylinder 8 of the piston cylinder.
  • the throttle grooves 7 are evenly opened along the circumferential direction of the inner cylinder of the piston cylinder 8 and the axial lengths of all the throttle grooves 7 are different.
  • the center lines of all the throttle grooves 7 in the circumferential direction of the inner cylinder 8 of the piston cylinder are located on the same circumference, and this circumference is defined as the initial position of the fixed piston 4.
  • a shock absorber outer cylinder 10 is fitted outside the piston cylinder 5 to form a hydraulic shock absorber with adjustable damping.
  • the piston cylinder 5 serves as the inner cylinder of the shock absorber
  • the shock absorber outer cylinder 10 is The port is sealed with the piston barrel 5, and the interval between the shock absorber outer barrel 10 and the piston barrel 5 forms the outer oil cavity of the hydraulic shock absorber.
  • the piston cavity in the piston barrel 5 becomes the inner oil cavity of the hydraulic shock absorber.
  • the bottom of the piston barrel 5 is provided with a conventional through hole or valve body to realize the communication between the inner oil chamber and the outer oil chamber.
  • the hydraulic damping piston with adjustable damping can be used alone, or the hydraulic shock absorber with adjustable damping can be used.
  • the damping piston shown in FIG. 1 or the shock absorber shown in FIG. 4 according to the prior art, it is also necessary to provide an air chamber (not shown in the figure) at the bottom or side of the piston barrel 5.
  • the piston rod 1 and the piston cylinder 5 are respectively fixed on the car body and the wheel assembly. When the body and the wheel assembly vibrate slightly, the piston rod 1 and the piston cylinder 5 move relative to each other.
  • the hydraulic oil will reciprocate and circulate on both sides of the fixed piston 4 or/and the movable piston 3 through the throttle groove 7.
  • the circulation area is limited by the throttle groove 7, which slows down the fixed piston 4 Movement speed, so the vibration reduction effect is achieved, specifically:
  • the contact surface of the fixed piston 4 and the piston barrel 5 cooperates with different throttle grooves 7 to respectively form a throttle channel for hydraulic oil.
  • the length of each throttle channel is at most the thickness of the contact surface of the fixed piston 4 and the piston barrel 5.
  • the hydraulic oil at the bottom of the piston cavity circulates to the upper surface of the fixed piston 4 through the throttle groove 7.
  • the circulation area and length are limited by the throttle groove 7, which slows down the movement of the fixed piston 4
  • the hydraulic oil continues to flow to the movable piston 3.
  • the movable piston 3 is provided with a number of piston circulation holes 6 through its upper and lower end surfaces, and the sum of the circulation area of the piston circulation hole 6 and the throttle groove 7 is much larger than Due to the area of the throttle groove 7, the hydraulic oil will flow through the movable piston 3 through the piston circulation hole 6, and the movable piston 3 will not produce a secondary throttling effect on the hydraulic oil at this time.
  • the fixed piston 4 When a large vibration occurs between the car body and the wheel assembly, the fixed piston 4 will move greatly in the piston cavity under the drive of the piston rod 1. As the length of the throttle groove 7 is different, the fixed piston 4 Move to the end in the piston cavity, the number of throttle grooves 7 matched with the fixed piston 4 is getting less and less, that is, the flow area of hydraulic oil is getting smaller and smaller, so the damping can be set according to the position of the piston relative to the body Force value.
  • the throttle groove 7 is not designed as a straight groove along the axial direction of the inner cylinder 8 of the piston barrel, but is designed as a transparent groove with a wide middle and gradually narrowing ends. Therefore, when the fixed piston 4 gradually moves, the throttle groove 7 is gradually narrowed, so it also has the effect of a smaller hydraulic oil circulation area, and multiple effects can be achieved by one throttle groove.
  • the length of the throttle groove 7 may be the same or different.
  • Embodiment 1 The difference between this embodiment and Embodiment 1 is: as shown in FIG. 7, in this embodiment, the piston barrel 5 is integrated, and the throttle groove 7 is provided on the inner surface of the piston barrel 5.
  • This embodiment has the same technical effect as the embodiment 1, but the process is more complicated than that of the embodiment 1.
  • the inner cylinder 8 of the piston cylinder adopts a split type, such as two-stage butt joint formation.
  • the inner cylinder 8 of the piston cylinder can be made of any material.
  • an electromagnetic mechanism is provided at the fixed piston 4, the movable piston 3 is made of iron material, the piston rod 1 is hollow, and the wire of the electromagnetic mechanism passes through the piston The rod 1 is led out, and the attraction of the movable piston 3 can be realized by starting the electromagnetic mechanism, and the active adjustment of the throttling effect can be realized.

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  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
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Abstract

一种阻尼可调的液压减振活塞及液压减振器，属于液压减振技术领域。包括活塞筒（5），活塞杆（1）一端与活塞筒（5）内的固定活塞（4）连接，另一端自活塞筒（5）端口引出，其特征在于：在活塞杆（1）的外圈套设有活动活塞（3），活动活塞（3）随活塞杆（1）的运动与固定活塞（4）贴合或分离；在活塞筒（5）的内壁上设置有节流槽（7），节流槽（7）与活动活塞（3）或贴合后的活动活塞（3）和固定活塞（4）间隔形成液压油的节流通道。在本阻尼可调的液压减振活塞及液压减振器中，通过设置活动活塞，在活塞复原时增加了节流通道的长度，实现了活塞阻尼力值的调节，同时设置节流槽，使活塞在大幅度移动时实现了节流，减缓了减振效果。

Description

一种阻尼可调的液压减振活塞及液压减振器 技术领域
一种阻尼可调的液压减振活塞及液压减振器，属于液压减振技术领域。
 背景技术
液压减振是汽车领域一种常见的减振方式。在汽车液压减振器的输出端和本体分别安装在车身和车轮上，在汽车减振器中设置有减振器活塞，当汽车在行驶过程中出现上下震动时，活塞在活塞缸中往复运动，当活塞往复运动时，位于活塞两侧的液压油均会以与活塞相反的方向通过活塞上的过流孔往复流经活塞，从而起到减振作用。现有技术中，液压减振器普遍存在如下缺陷：
（1）汽车减振器中的减振器活塞是在活塞杆的带动下实现抽拉的，然而由于活塞杆本身占用了活塞腔内一定的容积，因此活塞在实际运动且往复运动距离相同的情况下，活塞杆压缩时和复原时，液压油往返于活塞的流量存在差异，活塞杆压缩时经过活塞的油量要大于活塞杆复原时经过活塞的油量，从而造成了活塞杆在往复运动时其阻尼力不同，对于乘客而言，其具体感受为车身上下颠簸时减振效果存在差异，影响了乘坐舒适性甚至在颠簸较为严重时会造成汽车车身的损伤。因此在活塞设计时，需要调节其复原时的阻尼力的力值，以弥补活塞往复运动时因往复流通的油量不同而带来的缺陷。传统的半主动减振器调节方式一般采用调节液压油黏度或调节活塞阻尼孔截面积的方式实现活塞阻尼力值的调节，但是传统的调节方式下活塞复原时阻尼力值无法精确设置，只能设置一个阻尼力值区间，不能达到最佳效果。
（2）在现有技术中，汽车减振器中活塞的移动速度与汽车的震动程度成正比，即汽车的震动幅度越大，活塞往复运动的速度越快，液压油流经的活塞的速度也越快。然而汽车在行驶过程中会出现震动突变的情况，如车轮触碰到较大的障碍物或车轮突然陷入坑中，在发生上述情况时，车身与车轮之间的间距短时间内迅速变大或变小，在现有技术中，通过电控系统可以实现压力短时间变化非常大时对液压油的流量进行控制的效果，但是电控系统价格较为昂贵且控制过程较为复杂，调节效果不够理想，不能按照理论最佳来设置。在现有技术中，申请号为201820251547.2，专利名称为：一种带有组合套筒的液压减震活塞及液压减震器的中国专利公开了一种通过设置节流槽，使活塞本体在大幅度移动时实现了节流，减缓了汽车减震效果的技术方案，但是如上述所知，由于活塞在复原时活塞杆自身需要占用一定容积的原因，因此该技术方案的活塞在复原时仍会存在复原时不能提供需要的阻尼力值，实际应用中只是解决了内筒开槽复杂的工艺方案，不具备实际装车应用的可能。
 技术问题
本发明要解决的技术问题是：克服现有技术的不足，提供一种通过设置活动活塞，活动活塞与固定活塞贴合后增加了节流通道的长度，实现了活塞阻尼力值调节的阻尼可调的液压减振活塞及液压减振器。
 技术解决方案
本发明解决其技术问题所采用的技术方案是：该包括充满液压油的活塞筒，活塞筒内设置有固定活塞，活塞杆一端连接固定活塞一端自活塞筒端口引出，活塞杆带动固定活塞在活塞筒内往复运动，其特征在于：在所述的活塞杆的一侧套设有活动活塞，活动活塞和固定活塞分别与活塞筒的内壁滑动连接，在活塞筒的内壁上设置有至少一条节流槽；
活动活塞随活塞杆的运动与固定活塞贴合，活动活塞和固定活塞贴后，活动活塞与活塞筒的接触面以及固定活塞与活塞筒的接触面分别在节流槽处形成节流通道，实现节流通道长度的叠加；
或活动活塞随活塞杆的运动与固定活塞分离，仅固定活塞与活塞筒的接触面在节流槽处形成节流通道，实现节流通道长度的减少。
优选的，所述的活塞筒由活塞筒外筒和活塞筒内筒内外套设而成，所述的节流槽开设在活塞筒内筒上，且节流槽为穿透活塞筒内筒的通透槽。
优选的，节流槽沿所述活塞筒内筒轴向开设。
优选的，节流槽为宽窄均匀的直槽，节流槽设置有多条，多条节流槽沿活塞筒内筒周向均匀分布，且多条节流槽轴向长度相异。
优选的，所述的多条节流槽的水平中线共面。
优选的，所述的活塞筒内筒设置有多个且由内而外依次套设，在同一个活塞筒内筒上的节流槽长度相同，多个活塞筒内筒上的节流槽由外而内重叠开设且由内而外长度依次减小。
优选的，在所述的活塞杆上固定有对活动活塞进行限位的挡台，挡台位于活动活塞的外侧。
一种液压减振器，其特征在于：在上述的液压减振活塞的活塞筒的外侧密封套装有减振器外筒，减振器外筒与活塞筒之间间隔形成减振器的外油腔，活塞筒底部与减振器外筒连通。
 有益效果
与现有技术相比，本发明所具有的有益效果是：
在本阻尼可调的液压减振活塞及液压减振器中，设置有活动活塞，当活塞复原时活动活塞与固定活塞贴合增加了节流通道的长度，因此增加了活塞复原时的阻尼力值，弥补活塞往复运动时因往复流通的油量不同而带来的复原阻尼难以满足需求的缺陷。
在本阻尼可调的液压减振活塞及液压减振器中，通过设置节流槽，使活塞本体在大幅度移动时实现了节流，实现了最佳的阻尼力值。
活塞筒采用活塞筒内筒与活塞筒外筒内外套装的结构，同时将节流槽开设在活塞筒内筒上，大大降低了工艺难度。
当活动活塞和固定活塞在活塞杆的带动下在活塞腔内发生大幅度移动，由于节流槽的长短不一，因此随着活塞本体在活塞腔内向尽头处移动，与活塞本体配合的节流槽的数量越来越少，即液压油的流动面积越来越小，因此起到了阻尼力值越来越大的效果。并通过对节流槽长度的调节，实现了对阻尼力值的精确掌握。
活动活塞与固定活塞的厚度可以任意设置，因此实现了节流通道长度的精确调节，从而实现对阻尼力值的精确调节。
同时通过减振器的内筒两段式设计，工艺上可以采用冲压或注塑，便于降低成本和大批量生产。
 附图说明
图1为阻尼可调的液压减振活塞实施例1结构示意图。
图2为图1中A-A方向剖视图。
图3为图1中B-B方向剖视图。
图4为阻尼可调的液压减振活塞压缩过程流体流通示意图。
图5为阻尼可调的液压减振活塞复原过程流体流通示意图。
图6为阻尼可调的液压减振器结构示意图。
图7为阻尼可调的液压减振活塞实施例3结构示意图。
图8为阻尼可调的液压减振活塞实施例4结构示意图。
图9为阻尼可调的液压减振活塞实施例5活塞筒俯视图
其中：1、活塞杆  2、挡台  3、活动活塞  4、固定活塞  5、活塞筒  6、活塞流通孔  7、节流槽  8、活塞筒内筒  9、活塞筒外筒  10、减振器外筒。
 本发明的实施方式
图1~5是本发明的最佳实施例，下面结合附图1~9对本发明做进一步说明。
实施例1：
如图1所示，一种阻尼可调的液压减振活塞，包括活塞筒5，活塞筒5为两端封闭的圆筒，在活塞筒5的内腔为活塞腔，活塞腔中填满有液压油。在活塞腔中设置有活塞杆1，在活塞杆1的底部固定有固定活塞4，在活塞杆1的外圈还套设有活动活塞3，活动活塞3与活塞杆1活动连接，活动活塞3和固定活塞4均位于活塞腔内并分别与活塞腔内部紧密接触。活塞杆1另一端自活塞筒5任意一端引出，固定活塞4在活塞杆1的带动下在活塞腔中往复运动。在活塞杆1上还设置有挡台2，挡台2位于活动活塞3的外侧，当活动活塞3与活塞杆1发生轴向的相对运动时，挡台2对活动活塞3进行限位。
如图2~3所示，活塞筒5由活塞筒内筒8和活塞筒外筒9内外套设组成，活塞筒内筒8的外壁与活塞筒外筒9的内壁紧密贴合，活塞筒内筒8可根据需要依次套设多个，在本实施例中，活塞筒内筒8只设置有一个。
在活塞筒内筒8上开设有多条节流槽7，节流槽7为沿活塞筒内筒8轴向开设且宽度均匀的直槽，节流槽7穿透活塞筒内筒8的筒壁，节流槽7的深度即为活塞筒内筒8的壁厚。节流槽7沿活塞筒内筒8周向均匀开设且所有节流槽7的轴向长度相异。所有节流槽7在活塞筒内筒8周向上的中线位于同一个圆周上，并将该圆周定义为固定活塞4的初始位置。
如图4所示，在活塞筒5的外侧套装减振器外筒10，形成阻尼可调的液压减振器，此时活塞筒5作为减振器的内筒，减振器外筒10上端口处与活塞筒5密封设置，减振器外筒10与活塞筒5之间间隔形成液压减振器的外油腔，活塞筒5中的活塞腔成为液压减振器的内油腔，在活塞筒5的底部设置常规的通孔或阀体实现内油腔和外油腔之间的连通。
在进行车身减振时，可以利用阻尼可调的液压减振活塞单独实现也可以利用阻尼可调的液压减振器实现。在图1所示的减振活塞或图4所示的减震器中，根据现有技术，还需要在活塞筒5的底部或侧部设置气室（图中未画出）。
具体工作过程及工作原理如下：
活塞杆1以及活塞筒5分别固定在汽车的车身以及车轮总成处，当车身与车轮总成处出现轻微震动时，活塞杆1与活塞筒5之间发生相对移动，此时活塞腔内的液压油会经过节流槽7往复流通于固定活塞4或/和活动活塞3的两侧，液压油在流经节流槽7时流通面积受到节流槽7的限制，减缓了固定活塞4的移动速度，因此实现了减振效果，具体而言：
如图5所示，当活塞压缩时固定活塞4在活塞杆1的推动下深入活塞腔，此时活动活塞3与活塞杆1发生相对运动而远离固定活塞4，由于设置有挡台2，当活动活塞3移动至挡台2处时活动活塞3随活塞杆1与固定活塞4一起移动。
此时固定活塞4与活塞筒5的接触面与不同的节流槽7分别配合形成液压油的节流通道，每条节流通道的长度最大为固定活塞4与活塞筒5接触面的厚度，位于活塞腔底部的液压油经过节流槽7流通至固定活塞4的上表面，液压油在流经节流槽7时流通面积和长度受到节流槽7的限制，减缓了固定活塞4的移动速度，液压油经过固定活塞4之后继续流向活动活塞3，在活动活塞3上设置有若干贯穿其上下端面的活塞流通孔6，且活塞流通孔6与节流槽7的流通面积之和远大于节流槽7的面积，因此液压油会经过活塞流通孔6而流过活动活塞3，并且此时活动活塞3不会对液压油产生二次节流的效果。
如图6所示，当活塞杆1复原时，位于活塞腔上部的液压油会经过活动活塞3和固定活塞4流至活塞腔的底部，当固定活塞4在活塞杆1的带动下移动至活动活塞3处时会与活动活塞3贴合，当活动活塞3与固定活塞4完全贴合后固定活塞4将活动活塞3上开设的活塞流通孔6进行遮挡，因此活动活塞3与固定活塞4贴合后，活动活塞3与活塞筒5的接触面以及固定活塞4与活塞筒5的接触面分别在节流槽7处形成节流通道，实现了节流通道长度的增加。
由上述可知，在活塞杆1深入活塞腔的过程中，仅通过固定活塞4与节流槽7配合形成的节流通道实现减振，而在活塞杆1复原的过程中，液压油通过活动活塞3与固定活塞4组合后与节流槽7的节流通道实现减振，因此节流长度相比较活塞收缩时变长，在相同的液压油油量下，活塞杆1复原时所提供的阻尼力值更大，因此通过调节改变节流通道长度的方式弥补了活塞杆1在相同移动距离下，因复原时液压油的流量要小于压缩时液压油流量而带来的缺陷，从而实现了对活塞抽拉时阻尼力值的调节。并且可以选择不同厚度的活动活塞3与固定活塞4实现对阻尼力值的精确调节。
当汽车车身与车轮总成之间发生较大震动时，固定活塞4会在活塞杆1的带动下在活塞腔内发生大幅度移动，由于节流槽7的长短不一，因此随着固定活塞4在活塞腔内向尽头处移动，与固定活塞4配合的节流槽7的数量越来越少，即液压油的流动面积越来越小，因此可以根据活塞相对于车身的位置来设定阻尼力值。
实施例2：
本实施例与实施例1的区别在于：在本实施例中，节流槽7不设计为沿活塞筒内筒8轴向的直槽，而设计为中间宽，两端逐渐变窄的通透槽，因此当固定活塞4逐渐移动的过程中，由于节流槽7逐渐变窄，因此也起到了较小液压油流通面积的效果，可以通过一条节流槽实现多条的效果。
在本实施例中，节流槽7可以长短相同，也可以长短相异。
实施例3：
本实施例与实施例1的区别在于：如图7所示，在本实施例中，活塞筒5为一体式，节流槽7开设在活塞筒5的内表面上。本实施例起到了与实施例1相同的技术效果，但是工艺较实施例1更为复杂。
实施例4：
本实施例与实施例1的区别在于：如图8所示，在本实施例中，活塞筒内筒8依次套设有多个，在同一个活塞筒内筒8上的节流槽7长度相同，多个活塞筒内筒8上的节流槽7由外而内重叠开设且由内而外长度依次减小，因此所有活塞筒内筒8上的节流槽7内外配合形成中间深两端依次变浅的整体节流槽，因此活塞杆1在逐渐移动的过程中，由于节流槽7逐渐变浅，因此也起到了较小液压油流通面积的效果，起到了减缓减振程度的效果。
实施例5：
本实施例与实施例1的区别在于：如图9所示，在本实施例中，活塞筒内筒8采用分体式，如两段对接形成。同时活塞筒内筒8可采用任何材料制成。
实施例6：
本实施例与实施例1的区别在于：在本实施例中，在固定活塞4处设置有电磁机构，活动活塞3由铁制材料制成，活塞杆1采用中空设置，电磁机构的导线通过活塞杆1引出，通过启动电磁机构可以实现对活动活塞3的吸引，实现节流效果的主动调节。
以上所述，仅是本发明的较佳实施例而已，并非是对本发明作其它形式的限制，任何熟悉本专业的技术人员可能利用上述揭示的技术内容加以变更或改型为等同变化的等效实施例。但是凡是未脱离本发明技术方案内容，依据本发明的技术实质对以上实施例所作的任何简单修改、等同变化与改型，仍属于本发明技术方案的保护范围。

Claims (8)

  1. 一种阻尼可调的液压减振活塞，包括充满液压油的活塞筒（5），活塞筒（5）内设置有固定活塞（4），活塞杆（1）一端连接固定活塞（4）一端自活塞筒（5）端口引出，活塞杆（1）带动固定活塞（4）在活塞筒（5）内往复运动，其特征在于：在所述的活塞杆（1）的一侧套设有活动活塞（3），活动活塞（3）和固定活塞（4）分别与活塞筒（5）的内壁滑动连接，在活塞筒（5）的内壁上设置有至少一条节流槽（7）；
    活动活塞（3）随活塞杆（1）的运动与固定活塞（4）贴合，活动活塞（3）和固定活塞（4）贴后，活动活塞（3）与活塞筒（5）的接触面以及固定活塞（4）与活塞筒（5）的接触面分别在节流槽（7）处形成节流通道，实现节流通道长度的叠加；
    或活动活塞（3）随活塞杆（1）的运动与固定活塞（4）分离，仅固定活塞（4）与活塞筒（5）的接触面在节流槽（7）处形成节流通道，实现节流通道长度的减少。
  2. 根据权利要求1所述的阻尼可调的液压减振活塞，其特征在于：所述的活塞筒（5）由活塞筒外筒（9）和活塞筒内筒（8）内外套设而成，所述的节流槽（7）开设在活塞筒内筒（8）上，且节流槽（7）为穿透活塞筒内筒（8）的通透槽。
  3. 根据权利要求2所述的阻尼可调的液压减振活塞，其特征在于：节流槽（7）沿所述活塞筒内筒（8）轴向开设。
  4. 根据权利要求2所述的阻尼可调的液压减振活塞，其特征在于：节流槽（7）为宽窄均匀的直槽，节流槽（7）设置有多条，多条节流槽（7）沿活塞筒内筒（8）周向均匀分布，且多条节流槽（7）轴向长度相异。
  5. 根据权利要求4所述的阻尼可调的液压减振活塞，其特征在于：所述的多条节流槽（7）的水平中线共面。
  6. 根据权利要求2所述的阻尼可调的液压减振活塞，其特征在于：所述的活塞筒内筒（8）设置有多个且由内而外依次套设，在同一个活塞筒内筒（8）上的节流槽（7）长度相同，多个活塞筒内筒（8）上的节流槽（7）由外而内重叠开设且由内而外长度依次减小。
  7. 根据权利要求1所述的阻尼可调的液压减振活塞，其特征在于：在所述的活塞杆（1）上固定有对活动活塞（3）进行限位的挡台（2），挡台（2）位于活动活塞（3）的外侧。
  8. 一种液压减振器，其特征在于：包括利用权利要求1~7任意一项所述的阻尼可调的液压减振活塞，在液压减振活塞的活塞筒（5）的外侧密封套装有减振器外筒（10），减振器外筒（10）与活塞筒（5）之间间隔形成减振器的外油腔，活塞筒（5）底部与减振器外筒（10）连通。
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