WO2022133748A1 - 一种减震器 - Google Patents

一种减震器 Download PDF

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Publication number
WO2022133748A1
WO2022133748A1 PCT/CN2020/138405 CN2020138405W WO2022133748A1 WO 2022133748 A1 WO2022133748 A1 WO 2022133748A1 CN 2020138405 W CN2020138405 W CN 2020138405W WO 2022133748 A1 WO2022133748 A1 WO 2022133748A1
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WO
WIPO (PCT)
Prior art keywords
shock absorber
hydraulic valve
cylinder
piston ring
rod body
Prior art date
Application number
PCT/CN2020/138405
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English (en)
French (fr)
Inventor
郭灵智
赵俊锋
张德超
杨国华
Original Assignee
浙江吉利控股集团有限公司
浙江吉利汽车研究院有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 浙江吉利控股集团有限公司, 浙江吉利汽车研究院有限公司 filed Critical 浙江吉利控股集团有限公司
Priority to PCT/CN2020/138405 priority Critical patent/WO2022133748A1/zh
Priority to CN202080105352.7A priority patent/CN116324210A/zh
Publication of WO2022133748A1 publication Critical patent/WO2022133748A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G13/00—Resilient suspensions characterised by arrangement, location or type of vibration dampers
    • B60G13/02—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers dissipating energy, e.g. frictionally
    • B60G13/06—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers dissipating energy, e.g. frictionally of fluid 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
    • F16F9/34—Special valve constructions; Shape or construction of throttling passages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32—Details
    • F16F9/48—Arrangements for providing different damping effects at different parts of the stroke

Definitions

  • the invention relates to the field of vehicle structures, in particular to a shock absorber.
  • a shock absorber is installed in parallel with the elastic element in the suspension. Most of them are hydraulic shock absorbers.
  • the barrel shock absorbers are widely used in automobile suspension systems, which play a damping role in the compression and extension strokes of the suspension system.
  • the body is usually provided with shock-absorbing springs and shock absorbers.
  • the shock absorber is mainly used to suppress the shock when the shock-absorbing spring rebounds after shock absorption and the impact from the road surface.
  • the shock absorber is used to suppress this spring jump. If the shock absorber is too soft, the body will jump up and down. If the shock absorber is too hard, it will bring too much resistance and prevent the shock absorbing spring from working properly.
  • the shock absorber is mainly used for the main engine, auxiliary machine, various power machinery and instruments to be protected from vibration, and plays the role of reducing vibration, noise and preventing impact.
  • the existing shock absorber has many problems such as self-vibration phenomenon, transmission of intermediate frequency vibration, low horsepower, high noise, complex structure, poor shock absorption effect, complex installation and disassembly, and short life.
  • the damping adjustability should be considered in the design of the shock absorber.
  • the damping adjustment of the shock absorber is realized, which has great control and application value for the vibration isolation system.
  • the variable damping for shock absorbers is to use special viscous liquids such as magnetorheological or electrorheological fluids, and use the change of viscosity to realize the change of viscous resistance.
  • the common cylindrical shock absorber structure can realize a small adjustment range of damping force and limited adjustment ability.
  • Magnetorheological shock absorbers use electromagnetic reactions to respond to road conditions and driving environments in real time based on input information from sensors monitoring body and wheel motion.
  • magnetorheological shock absorbers have the following disadvantages when used : When in use, when the amount of current inside the electromagnetic coil is small and a large magnetic field cannot be generated to affect the magnetorheological fluid, the shock absorption effect of the shock absorber will be reduced, and in the case of large vibration, it cannot pass through.
  • the shock absorber shocks it, which makes the vehicle bumpy and affects the riding experience; and, when in use, the outer side of the limit tube will be contaminated with dust, resulting in a stuck phenomenon during the shock absorption process, which cannot be carried out.
  • Shock absorption when the shock absorber is placed, it will cause the shock absorber to directly contact the ground, which will cause the shock absorber to be damaged and affect the normal use of the shock absorber; when the shock absorber is working, it will reciprocate the piston movement , it will generate a large amount of heat and affect the service life of the shock absorber; in addition, the outer surface of the working cylinder is not provided with a protective coating, and its aging resistance and wear resistance are relatively poor, which shortens its service life.
  • the present invention proposes a shock absorber. It is realized by the following technical scheme.
  • a shock absorber provided by the present invention includes:
  • a cavity is arranged in the cylinder
  • the piston rod is inserted into the cavity, the piston rod includes a rod body and a piston ring, the piston ring is provided outside the rod body, and the piston ring abuts against the inner wall of the cylinder , the piston ring divides the cavity into a first cavity and a second cavity;
  • Two damping assemblies are respectively disposed in the first chamber and the second chamber, and the damping assemblies are used to adjust the liquid flow rate in the chamber.
  • a further improvement of the shock absorber provided by the present invention is that the damping assembly includes a hydraulic valve and a limit table;
  • the limiting platform is arranged outside the rod body, and a gap is provided between the limiting platform and the inner wall;
  • the hydraulic valve is sleeved on the outside of the rod, the hydraulic valve is located on the side of the limit platform away from the piston ring, and the side of the hydraulic valve away from the piston ring is close to the piston ring
  • the side surface is communicated with the side surface away from the rod body.
  • a further improvement of the shock absorber provided by the present invention is that the hydraulic valve is provided with a throttle hole and a guide groove, the throttle hole penetrates the hydraulic valve along the axial direction of the rod body, and the guide groove It is arranged on the side of the hydraulic valve close to the piston ring, the first end of the guide groove communicates with the throttle hole, and the second end of the guide groove penetrates the edge of the hydraulic valve.
  • a further improvement of the shock absorber provided by the present invention is that both the hydraulic valve and the limiting platform are disc-shaped.
  • a further improvement of the shock absorber provided by the present invention is that a preset distance is set between the limiting platform and the piston ring.
  • a further improvement of the shock absorber provided by the present invention is that a sealing ring is provided between the hydraulic valve and the inner wall, and the sealing ring is located on the side of the hydraulic valve away from the piston ring.
  • a further improvement of the shock absorber provided by the present invention is that the damping assembly further comprises a spring, the spring is sleeved outside the rod, and the spring is located on the side of the hydraulic valve away from the piston ring, An end of the spring away from the piston ring abuts against the cylinder.
  • a further improvement of the shock absorber provided by the present invention is that the cylinder is provided with a first cover, a second cover and a cylinder, and the first cover is provided on the first end of the cylinder, The second cover is disposed on the second end of the cylinder, and the springs of the two damping assemblies abut against the first cover and the second cover respectively.
  • a further improvement of the shock absorber provided by the present invention is that the cylinder body includes an inner cylinder and an outer cylinder, the outer cylinder is sleeved outside the inner cylinder, and the first cover is respectively connected with the inner cylinder. The first end is connected with the first end of the outer cylinder, and the second cover is respectively connected with the second end of the inner cylinder and the second end of the outer cylinder.
  • a further improvement of the shock absorber provided by the present invention is that the inner cylinder includes a main body section, a first bending section, a second bending section, a first extension section and a second extension section;
  • the first end of the main body section is connected with the first end of the first bending section, the first bending section is bent toward the rod body and forms the second end of the first bending section, so the second end of the first bending section is connected with the first extension section;
  • the second end of the main body section is connected with the first end of the second bending section, the second bending section is bent towards the rod body and forms the second end of the second bending section, so the second end of the second bending section is connected with the second extension section;
  • the two springs are respectively arranged between the first extension section and the rod body and between the second extension section and the rod body.
  • the shock absorber provided by the present invention can adjust the damping by adjusting the liquid flow rate in the chamber through the damping component.
  • the damping of the shock absorber is small; when the oil flow rate in the chamber is small, the damping of the shock absorber is large.
  • the shock absorber provided by the invention can realize wide-range adjustment of the damping force, and has good shock absorption effect; the structure is relatively simple, and the cost is low; the strength and fatigue reliability are high, and it is not easy to be damaged. In the compression and extension strokes of the suspension system, the damping can be adjusted and damped, and the adjustable range is large, the driving comfort of the vehicle is improved, and the reliability is high.
  • FIG. 1 is a schematic structural diagram of a shock absorber provided by an embodiment of the present invention.
  • FIG. 2 is a schematic structural diagram of a hydraulic valve in a shock absorber provided by an embodiment of the present invention.
  • FIG. 3 is a schematic cross-sectional view along the A-A direction in FIG. 2 .
  • FIG. 4 is a schematic diagram of the flow direction of oil in process 1 according to the embodiment of the present invention.
  • FIG. 5 is a schematic diagram of a damping characteristic curve in process 1 according to an embodiment of the present invention.
  • FIG. 6 is a schematic diagram of the flow direction of the oil in the second process according to the embodiment of the present invention.
  • FIG. 7 is a schematic diagram of the damping characteristic curve in the second process according to the embodiment of the present invention.
  • FIG. 8 is a schematic diagram of a damping characteristic curve in the third process according to the embodiment of the present invention.
  • an embodiment of the present invention provides a shock absorber. 1 to 8, the shock absorber in this embodiment includes:
  • the cylinder tube 10 a cavity is arranged in the cylinder tube 10;
  • the piston rod is inserted into the cavity, the piston rod includes a rod body 21 and a piston ring 22, the piston ring 22 is provided outside the rod body 21, the piston ring 22 abuts against the inner wall of the cylinder 10, and the piston ring 22 separates the cavity are the first chamber 101 and the second chamber 102;
  • Two damping assemblies are provided in the first chamber 101 and the second chamber 102 respectively, and the damping assemblies are used to adjust the liquid flow rate in the chamber.
  • the damping component is used to adjust the liquid flow rate in the chamber, so that the damping can be adjusted.
  • the damping of the shock absorber is small; when the oil flow rate in the chamber is small, the damping of the shock absorber is large.
  • the piston rod is fixedly connected to the outside of the rod body 21 , and the edge of the piston ring 22 abuts against the inner wall of the cylinder 10 .
  • the damping assembly includes a hydraulic valve 31 and a limit stage 32; the limit stage 32 is arranged outside the rod body 21, and a gap is provided between the limit stage 32 and the inner wall; the hydraulic valve 31 is sleeved outside the rod body 21, and the hydraulic valve 31 Located on the side of the limit table 32 away from the piston ring 22 , the side of the hydraulic valve 31 away from the piston ring 22 , the side close to the piston ring 22 and the side away from the rod body 21 communicate with each other.
  • the hydraulic valve 31 is provided with a throttle hole 312 and a guide groove 311 , the throttle hole 312 penetrates the hydraulic valve 31 along the axial direction of the rod body 21 , and the guide groove 311 is provided on the side of the hydraulic valve 31 close to the piston ring 22 . , the first end of the guide groove 311 is communicated with the throttle hole 312 , and the second end of the guide groove 311 penetrates the edge of the hydraulic valve 31 .
  • the guide groove 311 is provided on the side of the hydraulic valve 31 close to the piston ring 22 . Therefore, it can be said that the guide groove 311 is provided with a first opening on the side of the hydraulic valve 31 close to the piston ring 22, and the first opening is communicated with the orifice 312; the guide groove 311 is far from the hydraulic valve 31.
  • the side of the rod body 21 is provided with a second opening; thus, the oil can flow from the side of the hydraulic valve 31 away from the piston ring 22 to the side of the hydraulic valve 31 close to the piston ring 22 through the orifice 312, and the oil
  • the diversion groove 311 can also conduct the diversion, and flow from the first opening of the diversion groove 311 to the second opening; the flow direction of the oil is not limited to this.
  • the limiting platform 32 and the hydraulic valve 31 are both disc-shaped.
  • the limit stage 32 and the hydraulic valve 31 are both disc-shaped.
  • the limit stage 32 and the hydraulic valve 31 are both disc-shaped.
  • the limit stage 32 can cover the surface of the hydraulic valve 31, and the oil cannot flow from the first opening.
  • the outflow can only pass through the guide groove 311 through the throttle hole 312 and flow out from the second opening of the guide groove 311 .
  • the oil on both sides of the limit table 32 can only flow through the gap between the limit table 32 and the inner wall of the cylinder 10 .
  • a predetermined distance is set between the limiting platform 32 and the piston ring 22 .
  • the oil can flow between the limit table 32 and the piston ring 22 , or flow out from between the limit table 32 and the piston ring 22 .
  • the numerical ranges of the stretching stroke and the compression stroke of the shock absorber can both be 100-150 mm.
  • the value range of the preset distance between the limit stand 32 and the piston ring 22 may be 10-20 mm.
  • the distance between the limit platform 32 and the hydraulic valve 31 may be in the range of 10-30 mm.
  • a sealing ring 33 is provided between the hydraulic valve 31 and the inner wall, and the sealing ring 33 is located on the side of the hydraulic valve 31 away from the piston ring 22 . Due to the sealing effect of the sealing ring 33 , the oil on both sides of the hydraulic valve 31 cannot flow directly between the hydraulic valve 31 and the inner wall of the cylinder 10 , but can only flow through the orifice 312 and the guide groove 311 .
  • the oil can be located between the piston ring 22 and the limit table 32, between the limit table 32 and the hydraulic valve 31, between the limit table 32 and the inner wall of the cylinder 10, between the hydraulic valve 31 and the cylinder 10 between the ends.
  • the limit platform 32 and the hydraulic valve 31 are still in a separated state, and the oil can pass through the orifice 312 and the upper opening of the guide groove 311 ( The first opening) and the side opening (second opening) of the guide groove 311 flow freely, the oil flow rate is large, and the damping of the shock absorber is small.
  • the stopper 32 is further compressed so that the stopper 32 abuts against the hydraulic valve 31 , the stopper 32 blocks the upper opening of the guide groove 311 , and the liquid can only pass through the side opening (second opening) of the guide groove 311 and the throttling
  • the hole 312 flows, the oil flow rate is small, and the damping of the shock absorber is large.
  • the damping assembly also includes a spring 34, the spring 34 is sleeved outside the rod body 21, the spring 34 is located on the side of the hydraulic valve 31 away from the piston ring 22, and the end of the spring 34 away from the piston ring 22 abuts against the cylinder 10. .
  • the hydraulic valve 31 when further compressed, contacts the spring 34 and compresses the spring 34, which further improves the damping of the shock absorber.
  • the cylinder 10 is provided with a first cover 11, a second cover 12 and a cylinder, the first cover 11 is covered on the first end of the cylinder, and the second cover 12 is covered on the cylinder.
  • the springs 34 of the two damping assemblies abut against the first cover 11 and the second cover 12 respectively.
  • the distance between the piston ring 22 and the first cover 11 or the second cover 12 may range in value from 100 to 150 mm.
  • the cylinder body includes an inner cylinder 14 and an outer cylinder 13, the outer cylinder 13 is sleeved outside the inner cylinder 14, and the first cover 11 is respectively connected with the first end of the inner cylinder 14 and the first end of the outer cylinder 13, The second cover 12 is respectively connected with the second end of the inner cylinder 14 and the second end of the outer cylinder 13 .
  • the inner cylinder 14 includes a main body section 140, a first bending section 141, a second bending section 143, a first extending section 142 and a second extending section 144; the first end of the main body section 140 is connected to the first bending section The first end of the segment 141 is connected, the first bending segment 141 is bent toward the rod body 21 and forms the second end of the first bending segment 141, and the second end of the first bending segment 141 is connected with the first extension segment 142; The second end of the main body section 140 is connected to the first end of the second bending section 143 .
  • the second bending section 143 is bent toward the rod body 21 and forms the second end of the second bending section 143 .
  • the second bending section 143 The second end is connected with the second extension section 144 ; the two springs 34 are respectively arranged between the first extension section 142 and the rod body 21 and between the second extension section 144 and the rod body 21 .
  • the inner diameter of the first extension section 142 is the same as the inner diameter of the second extension section 144 , and the inner diameter of the main body section 140 is larger than the inner diameter of the first extension section 142 .
  • the sealing ring 33 outside the hydraulic valve 31 has elasticity. When the hydraulic valve 31 is located in the first extension section 142 , the sealing ring 33 is squeezed so that the sealing ring 33 and the hydraulic valve 31 can be accommodated in the first extension section 142 together.
  • the second cover 12 and the shock absorber outer cylinder 13 are in sealing fit and fixed connection, the shock absorber outer cylinder 13 and the first cover 11 are sealed, fit and fixedly connected; the inner cylinder 14 and the outer cylinder 13 are fixedly connected
  • the piston rod can move up and down in the inner cylinder 14 to realize the compression and stretching of the shock absorber; the rod body 21 of the piston rod is fixedly installed with a piston ring 22, and the piston ring 22 is sealed with the inner wall of the inner cylinder 14.
  • the movement of the rod pushes the movement of the oil, which creates a damping force.
  • the limit stand 32 fixedly installed on the rod body 21 of the piston rod can move together with the piston rod.
  • the hydraulic valve 31 is movable relative to the piston rod in the axial direction of the piston rod.
  • the hydraulic valve 31 is provided with a guide groove 311 and an orifice 312 for the passage of oil.
  • the outer diameter ring of the hydraulic valve 31 is provided with a sealing ring 33, and the sealing ring 33 and the inner wall of the inner cylinder 14 have an interference fit, so that after the contact between the limit table 32 and the hydraulic valve 31, only the oil is allowed to flow from the hydraulic valve 31.
  • the second opening and the throttle hole 312 flow out, so as to achieve the effect of increasing the damping force.
  • a spring 34 is provided between the shock absorber inner cylinder 14 and the first cover 11 and between the shock absorber inner cylinder 14 and the second cover 12 , the spring 34 is sleeved on the rod body 21 of the piston rod, and the spring 34 can be Retract and extend along the axial direction of the piston rod.
  • This embodiment can achieve the technical effect that the damping force of the shock absorber can be adjusted in a wide range. Taking the compression movement of the piston rod to the lower side in FIG. 1 in this embodiment as an example, the working process of this embodiment is analyzed, which can be specifically divided into the following three processes.
  • the curve corresponds to the gentle change section in the damping characteristic curve of the shock absorber, which is shown in the bold section in schematic diagram 5 of the corresponding damping force curve.
  • the vertical axis F in the figure represents the damping force
  • the horizontal axis d represents the movement speed of the piston rod.
  • the structural diameter of the inner tube 14 of the shock absorber varies, the diameters at both ends of the inner tube 14 are small, and the diameter in the middle is large.
  • the oil volume cavity formed between the hydraulic valve 31 and the shock absorber inner cylinder 14 has a process of sharply decreasing, and the spring 34 is compressed to the limit position.
  • a sudden change in the damping force (which can reach more than 10kN) is generated, and the damping force value in the damping force characteristic curve will rise to the limit.
  • the damping force is the largest, which corresponds to the extremely severe vertical vibration and displacement input of the wheel.
  • the change of damping characteristics of the lower shock absorber (the curve characteristics can be set according to the calibration of different vehicle working conditions), which is shown in the bolded section in the schematic diagram 7 of the corresponding damping force curve.
  • the characteristics of the damping force action curve are also divided into these three processes, except that the movement direction of the piston rod, the hydraulic valve 31 and the limit table 32 is opposite to the compression process at this time, and the oil The direction of the hydraulic damping force is opposite, so it will not be repeated here.
  • the damping force of the shock absorber can be adjusted in a wide range according to the characteristics of the vehicle and the vertical jumping displacement of the wheel during the driving condition. According to the characteristics of the vertical movement of the wheels under different working conditions during the driving process of the vehicle, the compression working stroke of the shock absorber is described in detail as follows.
  • the damping force of the shock absorber acts as follows: under this working condition, the vertical runout of the wheel is extremely small, and the piston rod of the shock absorber moves and displaces. At this time, when the compression amount of the piston rod is small, the limit table 32 on the piston rod is separated from the hydraulic valve 31, and the small movement displacement of the piston rod will not cause the limit table 32 and the hydraulic valve 31 to move. contact, the flow direction of the damping oil in the inner cylinder 14 of the shock absorber is shown in Figure 4.
  • the damping force generated by the oil flow is very small or no hydraulic damping force is generated, and the characteristic curve corresponds to the damping characteristic curve of the shock absorber
  • the middle and gentle change section (shown in bold section in Figure 5) produces less damping force.
  • the flow direction of the damping oil in the inner cylinder 14 of the shock absorber is as follows: As shown in Figure 6, a relatively large hydraulic pressure (which can reach more than 5kN) is generated, and the damping force value in the damping force characteristic curve will rise rapidly (as shown in the bolded section in Figure 7); at the same time, the hydraulic valve 31 and the spring 34 are compressed together, and the spring 34 compresses together, which helps the oil damping force to continue to increase linearly, thereby effectively suppressing the large vibration transmitted by the wheels, effectively controlling the bumps of the body, and giving people a comfortable feeling. Feel the ride.
  • the oil volume cavity formed between the hydraulic valve 31 and the shock absorber inner cylinder 14 has a process of sharply decreasing, and at the same time the spring 34 is compressed to the limit position, at this time, the oil will again produce a
  • the damping force characteristic curve shows that the damping force value will rise to the limit (as shown in the bolded section in Figure 8), the damping force at this time is the largest, which is the corresponding Damping characteristics required with the wheel in extremely harsh vertical shock absorbers.
  • the action characteristics of the damping force are also divided into these three major working conditions, but during the stretching process of the shock absorber, the movement direction of the piston rod, the hydraulic valve 31 and the limit table 32 is at this time. Contrary to the compression process, the direction of the oil damping force is opposite, so it will not be repeated here.
  • the adjustable range of the damping force of the general vehicle shock absorber in the market is small.
  • the ordinary shock absorber cannot effectively absorb the large vibration transmitted by the wheels during the driving of the vehicle through its shock absorber damping characteristics. , which makes the vehicle bumpy and affects the ride experience.
  • the shock absorber provided by the present invention can realize wide-range adjustment of the damping force, and has good shock absorption effect; the structure is relatively simple, the cost is low; the strength and fatigue reliability are high, and it is not easy to be damaged.

Abstract

一种减震器，减震器包括：缸筒（10），缸筒（10）内设有腔体；活塞杆，活塞杆插设于腔体中，活塞杆包括杆体（21）和活塞环（22），活塞环（22）设于杆体（21）外，活塞环（22）抵靠于缸筒（10）的内壁，活塞环（22）将腔体分隔为第一腔室（101）和第二腔室（102）；两个阻尼组件，两个阻尼组件分别设于第一腔室（101）和第二腔室（102）内，阻尼组件用于调节腔室内的液体流速。

Description

一种减震器 技术领域
本发明涉及车辆结构领域，具体涉及一种减震器。
背景技术
汽车运动时悬架系统中由于弹性元件受冲击而产生震动，为了改善汽车行驶的平顺性，悬架中与弹性元件并联安装减震器，为衰减震动，汽车悬架系统中采用的减震器大多是液力减震器，在汽车悬架系统中广泛采用的是筒式减震器，在悬架系统压缩和伸张行程中起减震作用。
车身通常设置吸震弹簧和减震器。其中，减震器主要用来抑制吸震弹簧吸震后反弹时的震荡及来自路面的冲击。在经过不平路面时，虽然吸震弹簧可以过滤路面的震动，但吸震弹簧自身还会有往复运动，而减震器就是用来抑制这种弹簧跳跃的。减震器太软，车身就会上下跳跃，减震器太硬就会带来太大的阻力，妨碍吸震弹簧正常工作。减震器主要用于主机、辅机、各种动力机械和仪器仪表免受振动的影响，起到减少振动、噪声和防止冲击的作用。现有的减震器由于存在自振现像,传递中频振动，马力小，噪音大，结构复杂，减震效果差，安装拆卸复杂，寿命短等诸多问题。
因此，减震器的设计时要考虑阻尼的可调性。实现减震器的阻尼调节，对隔震系统具有极大的控制应用价值。一般而言，针对减震器的阻尼可变是采用磁流变或电流变液等特殊的粘性液体，利用粘度的改变实现粘滞阻力的改变。
目前常见的普通筒式减震器结构，能实现的阻尼力调节范围较小，调节能力有限。磁流变减震器是利用电磁反应，以来自监测车身和车轮运动传感器的输入信息为基础，对路况和驾驶环境做出实时响应，但是，磁流变减震器在使用时，存在以下缺点：在使用时，当电磁线圈内部的电流量较小，无法产生较大的磁场对磁流变液产生影响时，会导致减震器的减震 效果降低，震动较大的情况下，无法通过减震器对其进行减震，使得车辆颠簸较大，影响乘车体验；并且，在使用时，限位管外侧会沾染灰尘，导致在减震的过程中出现卡顿现象，无法对其进行减震；在对减震器进行放置时，会导致减震器直接与地面接触，会导致减震器损坏，影响减震器的正常使用；减震器在工作时，会做往复的活塞运动，会产生较大的热量，影响减震器的使用寿命；此外，工作缸的外表面未设置保护涂层，其耐老化性能和耐磨性能相对较差，缩短了其使用寿命。
因此，有必要提供一种方案，解决现有减震器的阻尼可调范围小、可调性差的问题，从而提高减震器的减震性能和车辆行驶的舒适性。
发明内容
为了解决现有减震器的阻尼可调范围小、可调性差的问题，从而提高减震器的减震性能和车辆行驶的舒适性，本发明提出了一种减震器，本发明具体是以如下技术方案实现的。
本发明提供的一种减震器包括：
缸筒，所述缸筒内设有腔体；
活塞杆，所述活塞杆插设于所述腔体中，所述活塞杆包括杆体和活塞环，所述活塞环设于所述杆体外，所述活塞环抵靠于所述缸筒的内壁，所述活塞环将所述腔体分隔为第一腔室和第二腔室；
两个阻尼组件，两个所述阻尼组件分别设于所述第一腔室和所述第二腔室内，所述阻尼组件用于调节腔室内的液体流速。
本发明提供的减震器的进一步改进在于，所述阻尼组件包括液压阀和限位台；
所述限位台设于所述杆体外，所述限位台和所述内壁之间设有间隙；
所述液压阀套设于所述杆体外，所述液压阀位于所述限位台的远离所述活塞环的一侧，所述液压阀的远离所述活塞环的侧面、靠近所述活塞环的侧面和远离所述杆体的侧面相连通。
本发明提供的减震器的更进一步改进在于，所述液压阀设有节流孔和导流槽，所述节流孔沿所述杆体的轴向贯穿所述液压阀，所述导流槽设于 所述液压阀的靠近所述活塞环的侧面，所述导流槽的第一端与所述节流孔相连通，所述导流槽的第二端贯穿所述液压阀的边沿。
本发明提供的减震器的更进一步改进在于，所述液压阀和所述限位台均为盘状。
本发明提供的减震器的更进一步改进在于，所述限位台和所述活塞环之间设有预设距离。
本发明提供的减震器的更进一步改进在于，所述液压阀和所述内壁之间设有密封圈，所述密封圈位于所述液压阀的远离所述活塞环的一侧。
本发明提供的减震器的更进一步改进在于，所述阻尼组件还包括弹簧，所述弹簧套设于所述杆体外，所述弹簧位于所述液压阀的远离所述活塞环的一侧，所述弹簧的远离所述活塞环的一端抵靠于所述缸筒。
本发明提供的减震器的更进一步改进在于，所述缸筒设有第一封盖、第二封盖和筒体，所述第一封盖盖设于所述筒体的第一端，所述第二封盖盖设于所述筒体的第二端，两个所述阻尼组件的弹簧分别抵靠于所述第一封盖和所述第二封盖。
本发明提供的减震器的更进一步改进在于，所述筒体包括内筒和外筒，所述外筒套设于所述内筒外，所述第一封盖分别与所述内筒的第一端和所述外筒的第一端连接，所述第二封盖分别与所述内筒的第二端和所述外筒的第二端连接。
本发明提供的减震器的更进一步改进在于，所述内筒包括主体段、第一弯折段、第二弯折段、第一延伸段和第二延伸段；
所述主体段的第一端与所述第一弯折段的第一端连接，所述第一弯折段向所述杆体弯折并形成所述第一弯折段的第二端，所述第一弯折段的第二端与所述第一延伸段连接；
所述主体段的第二端与所述第二弯折段的第一端连接，所述第二弯折段向所述杆体弯折并形成所述第二弯折段的第二端，所述第二弯折段的第二端与所述第二延伸段连接；
两个所述弹簧分别设于所述第一延伸段和所述杆体之间、所述第二延伸段和所述杆体之间。
本发明提供的减震器通过阻尼组件调节腔室内的液体流速，实现阻尼可调。当腔室内的油液流速大时，减震器的阻尼小；当腔室内的油液流速小时，减震器的阻尼大。本发明提供的减震器可实现阻尼力大范围调整，减震效果好；结构相对简单，成本低；强度和疲劳可靠性高，不易损坏。在悬架系统压缩和伸张行程中均能起阻尼的可调性和减震作用，并且可调范围大，提高车辆行驶舒适性，并且可靠性高。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本发明实施例提供的减震器的结构示意图。
图2为本发明实施例提供的减震器中的液压阀的结构示意图。
图3为图2中A-A方向的剖面示意图。
图4为本发明实施例在过程一中的油液流动方向示意图。
图5为本发明实施例在过程一中的阻尼特性曲线示意图。
图6为本发明实施例在过程二中的油液流动方向示意图。
图7为本发明实施例在过程二中的阻尼特性曲线示意图。
图8为本发明实施例在过程三中的阻尼特性曲线示意图。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述。显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动的前提下所获得的所有其他实施例，都属于本发明保护的范围。
为了解决现有减震器的阻尼可调范围小、可调性差的问题，从而提高 减震器的减震性能和车辆行驶的舒适性，本发明实施例提供了一种减震器，结合图1至图8所示，本实施例中的减震器，包括：
缸筒10，缸筒10内设有腔体；
活塞杆，活塞杆插设于腔体中，活塞杆包括杆体21和活塞环22，活塞环22设于杆体21外，活塞环22抵靠于缸筒10的内壁，活塞环22将腔体分隔为第一腔室101和第二腔室102；
两个阻尼组件，两个阻尼组件分别设于第一腔室101和第二腔室102内，阻尼组件用于调节腔室内的液体流速。
本实施例通过阻尼组件调节腔室内的液体流速，实现阻尼可调。当腔室内的油液流速大时，减震器的阻尼小；当腔室内的油液流速小时，减震器的阻尼大。本实施例中的活塞杆固定连接于杆体21外，并且活塞环22的边沿抵靠于缸筒10的内壁。
进一步地，阻尼组件包括液压阀31和限位台32；限位台32设于杆体21外，限位台32和内壁之间设有间隙；液压阀31套设于杆体21外，液压阀31位于限位台32的远离活塞环22的一侧，液压阀31的远离活塞环22的侧面、靠近活塞环22的侧面和远离杆体21的侧面相连通。
更进一步地，液压阀31设有节流孔312和导流槽311，节流孔312沿杆体21的轴向贯穿液压阀31，导流槽311设于液压阀31的靠近活塞环22的侧面，导流槽311的第一端与节流孔312相连通，导流槽311的第二端贯穿液压阀31的边沿。
本实施例中导流槽311设于液压阀31的靠近活塞环22的侧面，导流槽311的第一端与节流孔312相连通，导流槽311的第二端贯穿液压阀31的边沿；由此，可以说，导流槽311在液压阀31的靠近活塞环22的侧面设有第一开口，第一开口与节流孔312相连通；导流槽311在液压阀31的远离杆体21的侧面设有第二开口；由此，油液可以通过节流孔312，从液压阀31的远离活塞环22的一侧流动至液压阀31的靠近活塞环22的一侧，油液还可以由导流槽311进行导流，由导流槽311的第一开口流至第二开口；油液的流向不限于此。
更进一步地，限位台32与液压阀31均为盘状。本实施例中，限位台 32与液压阀31均为盘状，当限位台32与液压阀31相抵靠时，限位台32可以覆盖液压阀31的表面，油液无法从第一开口流出，只能通过节流孔312经过导流槽311并从导流槽311的第二开口流出。限位台32的两侧的油液，只能通过限位台32与缸筒10的内壁之间的缝隙进行流动。
更进一步地，限位台32和活塞环22之间设有预设距离。油液可以流向限位台32和活塞环22之间，也可以从限位台32和活塞环22之间流出。
本实施例中减震器的拉伸行程和压缩行程的数值范围均可以为100～150mm。限位台32和活塞环22之间的预设距离的数值范围可以为10～20mm。当活塞环22位于缸筒10的腔体中部时，限位台32和液压阀31之间的距离的数值范围可以为10～30mm。
更进一步地，液压阀31和内壁之间设有密封圈33，密封圈33位于液压阀31的远离活塞环22的一侧。由于密封圈33的密封作用，使得液压阀31两侧的油液无法直接从液压阀31和缸筒10的内壁之间流动，而只能通过节流孔312和导流槽311进行流动。
本实施例中，油液可以位于活塞环22与限位台32之间、限位台32与液压阀31之间，限位台32与缸筒10的内壁之间、液压阀31与缸筒10的端部之间。
本实施例中，以向下压缩为例，当活塞杆刚开始压缩时，限位台32与液压阀31仍处于分离状态，油液可以通过节流孔312、导流槽311的上方开口(第一开口)、导流槽311的侧方开口(第二开口)进行自由流动，油液流速大，减震器的阻尼小。当进一步压缩使得限位台32抵靠于液压阀31时，限位台32堵住导流槽311的上方开口，液体只能通过导流槽311的侧方开口(第二开口)和节流孔312流动，油液流速小，减震器的阻尼大。
更进一步地，阻尼组件还包括弹簧34，弹簧34套设于杆体21外，弹簧34位于液压阀31的远离活塞环22的一侧，弹簧34的远离活塞环22的一端抵靠于缸筒10。
本实施例中，当进一步压缩时，液压阀31与弹簧34相接触并压缩弹簧34，进一步提升了减震器的阻尼。
更进一步地，缸筒10设有第一封盖11、第二封盖12和筒体，第一封 盖11盖设于筒体的第一端，第二封盖12盖设于筒体的第二端，两个阻尼组件的弹簧34分别抵靠于第一封盖11和第二封盖12。
本实施例中，当活塞环22位于缸筒10的腔体中部时，活塞环22到第一封盖11或第二封盖12的距离的数值范围可以为100～150mm。
更进一步地，筒体包括内筒14和外筒13，外筒13套设于内筒14外，第一封盖11分别与内筒14的第一端和外筒13的第一端连接，第二封盖12分别与内筒14的第二端和外筒13的第二端连接。
更进一步地，内筒14包括主体段140、第一弯折段141、第二弯折段143、第一延伸段142和第二延伸段144；主体段140的第一端与第一弯折段141的第一端连接，第一弯折段141向杆体21弯折并形成第一弯折段141的第二端，第一弯折段141的第二端与第一延伸段142连接；主体段140的第二端与第二弯折段143的第一端连接，第二弯折段143向杆体21弯折并形成第二弯折段143的第二端，第二弯折段143的第二端与第二延伸段144连接；两个弹簧34分别设于第一延伸段142和杆体21之间、第二延伸段144和杆体21之间。
本实施例中，第一延伸段142的内径与第二延伸段144的内径相同，主体段140的内径大于第一延伸段142的内径。液压阀31外的密封圈33具有弹性，当液压阀31位于第一延伸段142中时，密封圈33被挤压使得密封圈33和液压阀31可以一同容置在第一延伸段142中。
本实施例中，第二封盖12和减震器外筒13密封配合并且固定连接，减震器外筒13和第一封盖11密封配合固定连接；内筒14和外筒13之间固定连接；活塞杆在内筒14中可以上下移动，实现减震器的压缩和拉伸；活塞杆的杆体21上固定安装有活塞环22，活塞环22与内筒14的内壁密封配合，在活塞杆移动过程中推动油液运动，从而产生阻尼力。活塞杆的杆体21上固定安装的限位台32，可以随活塞杆一起移动。液压阀31可以相对活塞杆沿活塞杆的轴向移动。液压阀31上开有导流槽311和节流孔312，以便油液通过。液压阀31外径圆环上设置了密封圈33，密封圈33和内筒14的内壁之间过盈配合，这样在限位台32和液压阀31接触后，只让油液从液压阀31的第二开口和节流孔312中流出，以达到增大阻尼力的作用效 果。在减震器内筒14和第一封盖11之间、减震器内筒14和第二封盖12之间设置有弹簧34，弹簧34套设在活塞杆的杆体21上，弹簧34可以沿着活塞杆的轴向进行收缩和伸展。
本实施例可以实现减震器阻尼力大范围可调节的技术效果。以本实施例中的活塞杆向图1中的下侧进行压缩移动为例，对本实施例的工作过程进行分析，具体可以分为以下三个过程。
过程一：初始阶段当活塞杆进行压缩时，装配在活塞杆上的限位台32与液压阀31是分离开的，此时限位台32还未与液压阀31接触，减震器内筒14中的油液流动方向如图4中的箭头所示；油液从液压阀31和限位台32之间，经过导流槽311和节流孔312流向液压阀31的远离活塞环22的一侧，同时也经过限位台32与内筒14之间的缝隙流向限位台32的靠近活塞环22的一侧；此时油液流动产生的阻尼力很小或不产生液压阻尼力，特性曲线对应为减震器阻尼特性曲线中平缓变化段，对应阻尼力曲线示意图5中的加粗段所示，图中的纵轴F表示阻尼力，横轴d表示活塞杆的运动速度。
此时在过程一压缩过程中，活塞杆向下移动，限位台32向液压阀31移动靠近，液体流动方向如图4，液压阀31和限位台32之间的油液主要通过限位台32和减震器内筒14内壁之间的间隙进行流动，同时限位台32下侧对应的减震器内筒14体积逐渐变小，上侧容积逐渐变大，下侧液体压力逐渐缓慢增大，此过程产生的阻尼力较小。
过程二：压缩继续进行，此时限位台32与液压阀31接触，减震器内筒14中的油液流动方向如图6中的箭头所示；油液从液压阀31的远离活塞环22的一侧，经过节流孔312、导流槽311的第二开口、限位台32和内筒14内壁之间的缝隙，流向限位台32的靠近活塞环22的一侧；此时会产生相对较大液压力(可达到5kN以上)，阻尼力特征曲线中表现为阻尼力值会快速上升；与此同时液压阀31与弹簧34接触一起压缩，弹簧34随着一起压缩，有助于油液阻尼力继续线性增大，这是阻尼力可大范围调节的第一阶段。对应与车轮在较大的垂直震动和位移输入情况下减震器阻尼特性变化(该曲线特性可以根据不同车辆工作条件标定进行设置)。
在此过程二压缩过程中，活塞杆继续向下移动，限位台32和液压阀31已接触了并一起继续向下移动，液体流动方向如下图6，由于限位台32下侧对应的减震器内筒14体积继续小，上侧体积继续大，下侧容积中的液体的流动路径窄小，此过程产生的阻尼力较大。
另外由于减震器内筒14结构直径是变化的，内筒14两端的直径小，中间的直径大。随着过程二压缩行程的继续，液压阀31与减震器内筒14之间形成的油液体积型腔有一个急剧变小的过程，同时弹簧34压缩到极限位置，此时油液会再次产生一个较大阻尼力的突变(可达到10kN以上)，阻尼力特征曲线中表现为阻尼力值会上升到极限，此时的阻尼力最大，对应与车轮在极其恶劣的垂直震动和位移输入情况下减震器阻尼特性变化(该曲线特性可以根据不同车辆工作条件标定进行设置)，对应阻尼力曲线示意图7中的加粗段所示。
过程三：液压阀31和弹簧34压缩到极限位置后，当车轮也行驶通过极其恶劣的路面工况后，在大阻尼力的作用下车轮和减震器垂向运动速度有所下降，油液产生的液压阻尼力开始下降，同时弹簧34开始对液压阀31提供向下回复力，同时限位台32上侧的液体通过限位台32和减震器内筒14之间回流，该过程中阻尼力随速度降低而降低，弹簧34将液压阀31向初始位置方向推动，使得缓冲液压阀31回到初始位置；对应阻尼力曲线示意图8中的加粗段所示。
对于本实施例中活塞杆向上移动的拉伸行程，阻尼力作用曲线特点也是一样分为这三个过程，只是此时活塞杆、液压阀31、限位台32运动方向和压缩过程相反，油液阻尼力的方向相反，在此不再赘叙。
本实施例中，可以根据车辆特性和行驶工况中过程中车轮出现的垂向跳动位移来实现减震器阻尼力大范围调节。根据车辆行驶过程中不同工况车轮垂向运动的特点对减震器压缩工作行程进行详细说明如下。
在工况良好的小凸凹路面，如常见的城市公路或高速公路行驶，减震器阻尼力作用过程如下：在此工况下行驶，车轮垂向跳动量极小，减震器活塞杆运动位移较小，此时当活塞杆压缩量很小，活塞杆上的限位台32与液压阀31是分离开的，活塞杆小的运动位移量不会使限位台32与液压阀 31产生运动接触，减震器内筒14中的阻尼油液的流动方向如图4所示，此时油液流动产生的阻尼力很小或不产生液压阻尼力，特性曲线对应为减震器阻尼特性曲线中平缓变化段(如图5的加粗段所示)，产生较小的阻尼力。
在工况较差的不平凸起(或坑洼)路面，如郊区或农村道路的破损的公路上，在此工况下行驶，车轮垂向跳动量较大，减震器活塞杆运动位移较大，此时当活塞杆压缩量较大，活塞杆压缩运动位移会使限位台32与液压阀31接触后并继续压缩，此时减震器内筒14中的阻尼油液的流动方向如图6所示，从而产生相对较大液压力(可达到5kN以上)，阻尼力特征曲线中表现为阻尼力值会快速上升(如图7中的加粗段所示)；与此同时液压阀31与弹簧34接触一起压缩，弹簧34随着一起压缩，有助于油液阻尼力继续线性增大，从而有效抑制车轮传递上来的大震动，有效的控制了车身的颠簸，给人以舒适的乘坐体感。
在工况极其恶劣的工况，如有大坎的山路和越野路面，在此工况下行驶，车轮垂向跳动量非常大，减震器活塞杆运动位移非常大，此时当活塞杆压缩量非常大，此时在液压阀31与弹簧34接触一起压缩，弹簧34随着一起压缩，油液阻尼力继续线性增大同时，由于减震器内筒14结构直径是变化的，内筒14直径两端直径小，中间直径大。随着压缩行程的继续，液压阀31与减震器内筒14之间形成的油液体积型腔有一个急剧变小的过程，同时弹簧34压缩到极限位置，此时油液会再次产生一个较大阻尼力的突变(可达到10kN以上)，阻尼力特征曲线中表现为阻尼力值会上升到极限(如图8的加粗段所示)，此时的阻尼力最大，也正是对应与车轮在极其恶劣的垂直震动减震器所需的阻尼特性。
对于减震器拉伸工作行程，阻尼力作用特性也是一样分为这三个大工况，只是在减震器拉伸工作过程中，此时活塞杆、液压阀31、限位台32运动方向和压缩过程相反，油液阻尼力的方向相反，在此不再赘叙。
目前市场中一般车辆减震器阻尼力可调节范围较小，在震动较大的情况下，普通减震器无法通过其减震器阻尼特性对车辆行驶中车轮传递上来的大震动进行高效减震，从而使得车辆颠簸较大，影响乘车体验。而本发 明提供的减震器可实现阻尼力大范围调整，减震效果好；结构相对简单，成本低；强度和疲劳可靠性高，不易损坏。
以上仅为本发明的较佳实施例，并不用以限制本发明，凡在本发明的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本发明的保护范围之内。

Claims (10)

  1. 一种减震器，其特征在于，包括：
    缸筒(10)，所述缸筒(10)内设有腔体；
    活塞杆，所述活塞杆插设于所述腔体中，所述活塞杆包括杆体(21)和活塞环(22)，所述活塞环(22)设于所述杆体(21)外，所述活塞环(22)抵靠于所述缸筒(10)的内壁，所述活塞环(22)将所述腔体分隔为第一腔室(101)和第二腔室(102)；
    两个阻尼组件，两个所述阻尼组件分别设于所述第一腔室(101)和所述第二腔室(102)内，所述阻尼组件用于调节腔室内的液体流速。
  2. 如权利要求1所述的减震器，其特征在于，所述阻尼组件包括液压阀(31)和限位台(32)；
    所述限位台(32)设于所述杆体(21)外，所述限位台(32)和所述内壁之间设有间隙；
    所述液压阀(31)套设于所述杆体(21)外，所述液压阀(31)位于所述限位台(32)的远离所述活塞环(22)的一侧，所述液压阀(31)的远离所述活塞环(22)的侧面、靠近所述活塞环(22)的侧面和远离所述杆体(21)的侧面相连通。
  3. 如权利要求2所述的减震器，其特征在于，所述液压阀(31)设有节流孔(312)和导流槽(311)，所述节流孔(312)沿所述杆体(21)的轴向贯穿所述液压阀(31)，所述导流槽(311)设于所述液压阀(31)的靠近所述活塞环(22)的侧面，所述导流槽(311)的第一端与所述节流孔(312)相连通，所述导流槽(311)的第二端贯穿所述液压阀(31)的边沿。
  4. 如权利要求3所述的减震器，其特征在于，所述液压阀(31)和所述限位台(32)均为盘状。
  5. 如权利要求2所述的减震器，其特征在于，所述限位台(32)和所述活塞环(22)之间设有预设距离。
  6. 如权利要求2所述的减震器，其特征在于，所述液压阀(31)和所述内壁之间设有密封圈(33)，所述密封圈(33)位于所述液压阀(31)的远离所述活塞环(22)的一侧。
  7. 如权利要求2所述的减震器，其特征在于，所述阻尼组件还包括弹簧(34)，所述弹簧(34)套设于所述杆体(21)外，所述弹簧(34)位于所述液压阀(31)的远离所述活塞环(22)的一侧，所述弹簧(34)的远离所述活塞环(22)的一端抵靠于所述缸筒(10)。
  8. 如权利要求7所述的减震器，其特征在于，所述缸筒(10)设有第一封盖(11)、第二封盖(12)和筒体，所述第一封盖(11)盖设于所述筒体的第一端，所述第二封盖(12)盖设于所述筒体的第二端，两个所述阻尼组件的所述弹簧(34)分别抵靠于所述第一封盖(11)和所述第二封盖(12)。
  9. 如权利要求8所述的减震器，其特征在于，所述筒体包括内筒(14)和外筒(13)，所述外筒(13)套设于所述内筒(14)外，所述第一封盖(11)分别与所述内筒(14)的第一端和所述外筒(13)的第一端连接，所述第二封盖(12)分别与所述内筒(14)的第二端和所述外筒(13)的第二端连接。
  10. 如权利要求9所述的减震器，其特征在于，所述内筒(14)包括主体段(140)、第一弯折段(141)、第二弯折段(143)、第一延伸段(142)和第二延伸段(144)；
    所述主体段(140)的第一端与所述第一弯折段(141)的第一端连接， 所述第一弯折段(141)向所述杆体(21)弯折并形成所述第一弯折段(141)的第二端，所述第一弯折段(141)的第二端与所述第一延伸段(142)连接；
    所述主体段(140)的第二端与所述第二弯折段(143)的第一端连接，所述第二弯折段(143)向所述杆体(21)弯折并形成所述第二弯折段(143)的第二端，所述第二弯折段(143)的第二端与所述第二延伸段(144)连接；
    两个所述弹簧(34)分别设于所述第一延伸段(142)和所述杆体(21)之间、所述第二延伸段(144)和所述杆体(21)之间。
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CN116877623B (zh) * 2023-07-12 2024-01-23 临沂天一减震器有限公司 一种离地间隙可调减震器

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