WO2024255482A1 - 减振器及具有其的车辆 - Google Patents

减振器及具有其的车辆 Download PDF

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Publication number
WO2024255482A1
WO2024255482A1 PCT/CN2024/091343 CN2024091343W WO2024255482A1 WO 2024255482 A1 WO2024255482 A1 WO 2024255482A1 CN 2024091343 W CN2024091343 W CN 2024091343W WO 2024255482 A1 WO2024255482 A1 WO 2024255482A1
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WO
WIPO (PCT)
Prior art keywords
oil
chamber
medium
shock absorber
cylinder
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2024/091343
Other languages
English (en)
French (fr)
Inventor
周建浩
颜宪斌
郭琰琦
康翠华
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BYD Co Ltd
Original Assignee
BYD Co Ltd
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 BYD Co Ltd filed Critical BYD Co Ltd
Publication of WO2024255482A1 publication Critical patent/WO2024255482A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/06—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using both gas and liquid
    • F16F9/061—Mono-tubular units
    • 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
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
    • 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
    • F16F9/06—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using both gas and liquid
    • 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
    • F16F9/06—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using both gas and liquid
    • F16F9/066—Units characterised by the partition, baffle or like element
    • F16F9/067—Partitions of the piston type, e.g. sliding pistons
    • 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
    • F16F9/3207—Constructional features
    • F16F9/3235—Constructional features of cylinders
    • 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
    • F16F9/3264—Arrangements for indicating, e.g. fluid level; Arrangements for checking dampers
    • 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
    • F16F9/44—Means on or in the damper for manual or non-automatic adjustment; such means combined with temperature correction
    • 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
    • F16F9/44—Means on or in the damper for manual or non-automatic adjustment; such means combined with temperature correction
    • F16F9/446—Adjustment of valve bias or pre-stress
    • 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
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K31/00—Actuating devices; Operating means; Releasing devices
    • F16K31/44—Mechanical actuating means
    • F16K31/60—Handles
    • 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
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K37/00—Special means in or on valves or other cut-off apparatus for indicating or recording operation thereof, or for enabling an alarm to be given
    • 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
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K37/00—Special means in or on valves or other cut-off apparatus for indicating or recording operation thereof, or for enabling an alarm to be given
    • F16K37/0008—Mechanical means
    • F16K37/0016—Mechanical means having a graduated scale
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F2230/00—Purpose; Design features
    • F16F2230/18—Control arrangements
    • F16F2230/186—Control arrangements with manual adjustments

Definitions

  • the present application relates to the technical field of shock absorbers, and in particular to a shock absorber and a vehicle having the same.
  • a gas shock absorber usually includes a cylinder and a shock absorber assembly, which are connected by an oil and gas pipe.
  • This type of gas shock absorber requires the cylinder and the shock absorber assembly to be installed separately, which makes installation difficult in a compact space and has poor applicability.
  • the excessive length of the oil and gas pipe can easily lead to untimely oil return and idle travel, affecting the vibration reduction effect.
  • the present application aims to solve at least one of the technical problems existing in the prior art.
  • one purpose of the present application is to provide a shock absorber, which reduces the size of the shock absorber and improves the applicability of the shock absorber.
  • Another object of the present application is to provide a vehicle using the above shock absorber.
  • the shock absorber comprises: a cylinder, a first chamber is formed in the cylinder; a piston assembly, one end of the piston assembly extends into the first chamber, and the piston assembly is movable along the axial direction of the cylinder; a cylinder assembly, the cylinder assembly comprises a cylinder barrel, the cylinder barrel is sleeved on the outer peripheral side of the cylinder, and an accommodating chamber is jointly defined between the inner wall of the cylinder barrel and the outer wall of the cylinder; an oil channel, the oil channel is used to connect the first chamber and the accommodating chamber, the oil channel, the first chamber and the accommodating chamber form a damping adjustment chamber; and a movable part, the movable part is arranged in the damping adjustment chamber, the movable part divides the damping adjustment chamber into a first medium chamber and a second medium chamber, the movable part moves under the action of the piston assembly to adjust the volume of the second medium chamber, and the first medium chamber includes at least part of the first chamber.
  • the shock absorber of the embodiment of the present application by arranging the cylinder barrel on the outer peripheral side of the oil cylinder, compared with the traditional shock absorber, the size of the shock absorber is reduced while ensuring the vibration reduction effect of the shock absorber, thereby improving the applicability of the shock absorber and being adaptable to more vehicle models. At the same time, there is no need to consider the installation position of the external cylinder barrel during installation, thereby reducing the difficulty of installation.
  • the second medium chamber includes at least a portion of the accommodating cavity.
  • the movable part is arranged in the accommodating chamber, and the movable part divides the accommodating chamber into an upper accommodating chamber and a lower accommodating chamber, the upper accommodating chamber constitutes the second medium chamber, and the lower accommodating chamber, the oil channel and the first chamber constitute the first medium chamber.
  • the first medium chamber is used to be filled with a first medium
  • the second medium chamber is used to be filled with a second medium
  • the first medium is different from the second medium
  • the first medium is oil
  • the second medium is an elastic member
  • the first medium is oil
  • the second medium is an inert gas
  • the oil cylinder and the cylinder barrel are coaxially arranged.
  • the cylinder barrel includes a cylinder body and a cylinder head, the cylinder head is arranged at one axial end of the cylinder body, the cylinder head and the cylinder body jointly define the accommodating cavity, an air inlet hole is formed on the cylinder head, and the upper accommodating chamber is connected to the outside through the air inlet hole.
  • the cylinder assembly further includes a bushing connection seat, which is connected to the oil cylinder and is used to connect the oil cylinder to the cylinder.
  • the shock absorber is connected to the vehicle body or the wheel, the cylinder barrel and the bushing connection seat are an integrally formed part, and the oil channel is formed in the bushing connection seat.
  • an installation groove is formed on the bushing connecting seat, and the installation groove is respectively connected to the accommodating cavity and the oil channel, one end of the oil cylinder is fitted in the installation groove, and the inner diameter of the installation groove is smaller than the outer diameter of the cylinder barrel.
  • a regulating valve which is arranged on the oil channel and is used to regulate the flow of the medium in the first medium chamber.
  • the regulating valve is a solenoid valve.
  • the regulating valve is a rotary damping valve.
  • the regulating valve has a normally open oil circuit, at least one compression oil circuit and at least one recovery oil circuit, wherein two ends of the normally open oil circuit are respectively connected to the first chamber and the lower accommodating chamber, a compression valve is provided on the compression oil circuit to control the connection and disconnection of the compression oil circuit with the first chamber and the lower accommodating chamber, and a recovery oil circuit is provided with a recovery valve to control the connection and disconnection of the recovery oil circuit with the first chamber and the lower accommodating chamber.
  • the regulating valve includes: a valve seat, the valve seat is formed with a first compression oil section, a first normally open oil section and a first recovery oil section, the first compression oil section is provided with the compression valve, and the first recovery oil section is provided with the recovery valve; a valve core, one end of the valve core extends into the valve seat, the valve core is formed with a second compression oil section, a second normally open oil section and a second recovery oil section, the second compression oil section is connected with the first compression oil section and constitutes the compression oil circuit, the second normally open oil section is connected with the first normally open oil section and constitutes the normally open oil circuit, and the second recovery oil section is connected with the first recovery oil section and constitutes the recovery oil circuit; and a knob assembly, the knob assembly is sleeved on the other end of the valve core, and when the knob assembly rotates, the valve core is driven to rotate, so that the second compression oil section is connected with the first compression oil section or the second recovery oil section is connected with the first recovery valve;
  • the multiple recovery oil circuits are arranged at intervals in the circumferential direction of the multiple compression oil circuits, and the aperture of each recovery oil circuit is larger than the aperture of each compression oil circuit.
  • At least two of the plurality of compression oil passages have different apertures.
  • the knob assembly includes a sealing member and a knob member, the sealing member is arranged between the valve core and the knob member, the sealing member is formed with a plurality of grooves, the knob member is provided with a plurality of protrusions and a plurality of gear position markings, the plurality of protrusions and the plurality of gear position markings are respectively located on both sides of the thickness direction of the knob member, wherein the plurality of protrusions correspond one-to-one to the plurality of grooves, and the protrusions are fitted in the grooves, and the plurality of gear position markings correspond one-to-one to the plurality of protrusions.
  • a vehicle according to an embodiment of the second aspect of the present application includes a shock absorber according to an embodiment of the first aspect of the present application.
  • FIG1 is a schematic diagram of a shock absorber according to an embodiment of the present application.
  • FIG2 is a cross-sectional view of a shock absorber according to an embodiment of the present application.
  • FIG3 is an enlarged view of the circled portion A in FIG2 ;
  • FIG. 4 is a cross-sectional view of a regulating valve of a shock absorber according to an embodiment of the present application
  • FIG. 5 is a schematic diagram of a compression oil circuit and a recovery oil circuit of a shock absorber according to an embodiment of the present application
  • FIG6 is a schematic diagram of a knob member of a shock absorber according to an embodiment of the present application.
  • FIG7 is a schematic diagram of the knob member shown in FIG6 from another angle
  • FIG8 is a cross-sectional view of the knob member shown in FIG6;
  • FIG9 is a schematic diagram of a seal of a shock absorber according to an embodiment of the present application.
  • FIG10 is a cross-sectional view of the seal shown in FIG9;
  • FIG11 is a flow path diagram of oil in a static state of a shock absorber according to an embodiment of the present application.
  • FIG12 is an enlarged view of the circled portion B in FIG11;
  • FIG. 13 is a flow path diagram of oil in a shock absorber at a high speed according to an embodiment of the present application
  • FIG14 is an enlarged view of the circled portion C in FIG13 ;
  • 15 is a flow path diagram of oil in a low-speed recovery state of a shock absorber according to an embodiment of the present application.
  • FIG16 is an enlarged view of the circled portion D in FIG15 ;
  • 17 is a flow path diagram of oil in a high-speed recovery state of a shock absorber according to an embodiment of the present application.
  • FIG18 is an enlarged view of the circled portion E in FIG17 ;
  • FIG. 19 is a schematic block diagram of a vehicle according to an embodiment of the present application.
  • Vehicle 1000 shock absorber 100
  • Cylinder assembly 1 cylinder barrel 11, accommodating chamber 111, upper accommodating chamber 1111, lower accommodating chamber 1112, second medium chamber 112, first medium chamber 113, movable part 12, air inlet hole 13, oil passage 14, cylinder head 16, cylinder body 17, bushing connection seat 18, mounting groove 181, mounting hole 182,
  • Oil cylinder 2 Oil cylinder 2, first chamber 21, oil cylinder cover 22, oil cylinder body 23, piston assembly 3,
  • Regulating valve 4 normally open oil circuit 41, compression oil circuit 42, recovery oil circuit 43, valve seat 44, first compression oil section 441, compression valve 442, first normally open oil section 443, first recovery oil section 444, recovery valve 445, valve core 45, second compression oil section 451, second normally open oil section 452, second recovery oil section 453, knob assembly 46, sealing member 461, groove 4611, knob member 462, protrusion 4621, gear position mark 4622, rotary damping valve 47,
  • gas shock absorbers usually adopt an oil-gas separation structure, that is, the cylinder of the gas shock absorber is separated from the shock absorber body.
  • the cylinder and the shock absorber body there are two arrangements of the cylinder and the shock absorber body: one is a piggyback structure, that is, the cylinder is staggered and connected to the outer wall of the shock absorber body; the other is a separation structure, that is, the cylinder and the shock absorber body are separated and connected by an oil and gas pipe.
  • the first arrangement will increase the longitudinal or transverse dimensions of the gas shock absorber, resulting in a larger installation space for the gas shock absorber, and the cylinder will limit the travel of the swing arm of the shock absorber assembly during driving, which is very limited and leads to poor applicability of the gas shock absorber.
  • the second arrangement since the cylinder is completely separated from the shock absorber assembly, the cylinder and the shock absorber assembly need to be installed separately, making it difficult to install in a compact space, with poor applicability, and the excessive length of the oil and gas pipe easily leads to untimely oil return and idle travel, affecting the vibration reduction effect.
  • shock absorber 100 according to the first embodiment of the present application is described below with reference to FIGS. 1 to 18 .
  • the shock absorber 100 includes an oil cylinder 2 , a piston assembly 3 , a cylinder assembly 1 , an oil passage 14 and a movable part 12 .
  • a first chamber 21 is formed in the oil cylinder 2.
  • One end of the piston assembly 3 extends into the first chamber 21, and the piston assembly 3 can move along the axial direction of the oil cylinder 2.
  • the cylinder assembly 1 includes a cylinder barrel 11, which is sleeved on the outer peripheral side of the oil cylinder 2, and the inner wall of the cylinder barrel 11 and the outer wall of the oil cylinder 2 jointly define an accommodating chamber 111.
  • the oil passage 14 is used to connect the first chamber 21 and the accommodating chamber 111, and the oil passage 14, the first chamber 21 and the accommodating chamber 111 form a damping adjustment chamber.
  • the movable member 12 is arranged in the damping adjustment chamber 1142, and the movable member 12 separates the damping adjustment chamber 1142 into a first medium chamber 113 and a second medium chamber 112.
  • the movable member 12 moves under the action of the piston assembly 3 to adjust the volume of the second medium chamber 112, and the first medium chamber 113 includes at least part of the first chamber 21.
  • the oil cylinder 2 is formed with a first chamber 21 extending along its axial direction, and one end of the oil cylinder 2 in the longitudinal direction extends into the accommodating chamber 111 and is threadedly connected to the side wall of the accommodating chamber 111, so that the cylinder barrel 11 is surrounded by the outer wall of the oil cylinder 2.
  • the outer diameter of the movable part 12 is greater than or equal to the outer diameter of the damping adjustment chamber.
  • the inner diameter of the movable part 12 can separate the damping adjustment chamber into the first medium chamber 113 and the second medium chamber 112, and can prevent the medium in the first medium chamber 113 from entering the second medium chamber 112, and prevent the medium in the second medium chamber 112 from entering the first medium chamber 113, so that the first medium chamber 113 and the second medium chamber 112 are not connected to each other.
  • the oil passage 14 is arranged between the first chamber 21 and the accommodating chamber 111, so that the oil passage 14, the first chamber 21 and the accommodating chamber 111 form a damping adjustment chamber.
  • the damping adjustment chamber can provide the vehicle with a large stroke and a large damping bandwidth adjustment space, so that the vehicle can be used in all terrains and avoid the phenomenon of damping force attenuation.
  • the resistance in the damping adjustment chamber can slow down the amplitude of the piston assembly 3 when moving along the axial direction of the oil cylinder 2, thereby ensuring the stability of the vehicle when driving.
  • the movable member 12 moves toward the first medium chamber 113, at which time the volume of the second medium chamber 112 is increased and the volume of the first medium chamber 113 is reduced, so that the medium in the first medium chamber 113 pushes the piston assembly 3 to move away from the cylinder barrel 11, so as to realize the vibration reduction function of the shock absorber 100; when the pressure of the second medium chamber 112 is equal to the pressure of the first medium chamber 113, the movable member 12 moves in the second medium chamber 113.
  • the position in the second medium chamber 12 remains stable, and the position of the piston assembly 3 also remains stable; when the pressure in the second medium chamber 112 is less than the pressure in the first medium chamber 113, the movable part 12 moves toward the second medium chamber 112, at this time, the volume of the first medium chamber 113 is increased, and the volume of the second medium chamber 112 is reduced, and the medium in the first chamber 21 pushes the piston assembly 3 to move toward the cylinder barrel 11, that is, the medium in the first chamber 21 moves toward the first medium chamber 113, so as to realize the vibration reduction function of the shock absorber 100.
  • the cylinder barrel 11 is sleeved on the outer peripheral side of the oil cylinder 2, the axial dimension of the shock absorber 100 is reduced, so that the piston assembly 3 of the shock absorber 100 has a larger stroke, thereby improving the vibration reduction efficiency of the shock absorber 100.
  • the shock absorber 100 of the embodiment of the present application by sleeve-arranging the cylinder barrel 11 on the outer peripheral side of the oil cylinder 2, compared with the traditional shock absorber, while ensuring the vibration reduction effect of the shock absorber 100, the size of the shock absorber 100 is reduced, and the piston assembly 3 of the shock absorber 100 can be ensured to have a larger stroke, thereby improving the applicability of the shock absorber 100 and being adaptable to more vehicle models.
  • the second medium chamber 112 includes at least a portion of the accommodating chamber 111. This configuration increases the volume of the second medium chamber 112, thereby improving the vibration reduction margin of the vibration absorber 100.
  • the movable member 12 is disposed in the accommodating chamber 111, and the movable member 12 divides the accommodating chamber 111 into an upper accommodating chamber 1111 and a lower accommodating chamber 1112.
  • the upper accommodating chamber 1111 constitutes the second medium chamber 112
  • the lower accommodating chamber 1112, the oil passage 14 and the first chamber 21 constitute the first medium chamber 113.
  • the length of the accommodating chamber 111 is shorter than the length of the first chamber 21 and the oil passage 14, which can limit the moving range of the movable member 12, and further limit the damping control range between the first medium chamber 113 and the second medium chamber 112, so as to avoid untimely recovery after excessive control and thus avoid the generation of lost motion to affect the vibration damping, thereby improving the user experience;
  • the inner diameter of the accommodating chamber 111 is large, which is convenient for the installation of the movable member 12, and a movable member 12 of larger size can be provided, which is conducive to better achieving the vibration reduction effect of the shock absorber 100.
  • the movable member 12 may be disposed in the first chamber 21, in which case the movable member 12 divides the first chamber 21 into an upper chamber and a lower chamber, the upper chamber constituting the second medium chamber 112, the lower chamber, the oil passage 14 and the accommodating chamber 111 constituting the first medium chamber 113.
  • the movable member 12 may be disposed in the oil passage 14, in which case the movable member 12 divides the oil passage 14 into an upper oil passage section and a lower oil passage section, the upper oil passage section and the first chamber 21 constituting the second medium chamber 112, and the lower oil passage section and the accommodating chamber 111 constituting the first medium chamber 113.
  • the first medium chamber 113 is used to fill the first medium
  • the second medium chamber 112 is used to fill the second medium
  • the first medium is different from the second medium.
  • the density of the first medium is different from the density of the second medium.
  • the first medium is oil
  • the second medium is an elastic member.
  • the oil has excellent viscosity, lubricity and mechanical stability, and has good vibration reduction, buffering, sealing, waterproofing and damping properties.
  • Using oil as the medium can increase the flow speed of the medium in the lower accommodating chamber 1112, the oil channel 14 and the first chamber 21, thereby improving the vibration reduction efficiency.
  • the elastic member has a large elastic force, that is, the elastic member can generate an elastic force according to the relative displacement, and adjust the position of the movable member 12 under the action of the elastic force to achieve the vibration reduction effect of the shock absorber 100.
  • the first medium is oil and the second medium is inert gas.
  • inert gas has the advantage of being chemically inactive. Therefore, using oil and inert gas as the medium in the first medium chamber 113 and the second medium chamber 112 respectively can prevent the oil from reacting with the inert gas, and can effectively improve the use stability of the shock absorber 100.
  • the oil cylinder 2 and the cylinder barrel 11 are coaxially arranged.
  • the central axis of the cylinder barrel 11, the central axis of the movable part 12, the central axis of the oil cylinder 2 and the central axis of the piston assembly 3 coincide.
  • the movable part 12 moves along the axial direction of the cylinder barrel 11, so that the movable part 12 pushes the medium in the second medium chamber 112 or the medium in the first medium chamber 113 more smoothly; the piston assembly 3 moves along the axial direction of the cylinder barrel 11, so that the piston assembly 3 applies a more uniform force to the oil in the first chamber 21, thereby increasing the stability of the piston assembly 3 during movement, thereby effectively improving the stability of the shock absorber 100 during use.
  • the cylinder barrel 11 includes a cylinder body 17 and a cylinder head 16, the cylinder head 16 is disposed at one axial end of the cylinder body 17, the cylinder head 16 and the cylinder body 17 jointly define a housing chamber 111, an air inlet hole 13 is formed on the cylinder head 16, and the upper housing chamber 1111 is connected to the outside through the air inlet hole 13.
  • it is convenient to inject inert gas into the upper housing chamber 1111 through the air inlet hole 13, so as to facilitate the adjustment of the volume of the inert gas in the upper housing chamber 1111, so as to realize the vibration reduction function of the shock absorber 100.
  • the cylinder assembly 1 further includes a bushing connection seat 18, which is connected to the oil cylinder 2 and is used to connect the shock absorber 100 to the vehicle body/wheel.
  • a mounting hole 182 is formed on the side of the bushing connection seat 18 away from the oil cylinder 2, and a fastener can be connected to the vehicle body/wheel through the mounting hole 182.
  • the cylinder barrel 11 and the bushing connection seat 18 are an integrally formed part, which saves processing steps, thereby improving production effects and improving the structural strength of the cylinder assembly 1.
  • the oil passage 14 is formed in the bushing connection seat 18, which increases the setting space of the oil passage 14 and facilitates the processing of the oil passage 14.
  • a mounting groove 181 is formed on the bushing connection seat 18, and the mounting groove 181 is communicated with the accommodating chamber 111 and the oil passage 14 respectively.
  • One end of the oil cylinder 2 is fitted in the mounting groove 181, and the inner diameter of the mounting groove 181 is smaller than the outer diameter of the cylinder barrel 11.
  • Such a configuration increases the connection stability of the oil cylinder 2 on the bushing connection seat 18, and at the same time, because the inner diameter of the mounting groove 181 is smaller than the outer diameter of the cylinder barrel 11, the outer wall of the oil cylinder 2 and the inner wall of the cylinder barrel 11 are spaced apart, thereby forming the accommodating chamber 111.
  • the shock absorber 100 further includes a regulating valve 4, which is disposed on the oil passage 14 and is used to adjust the flow rate of the medium in the first medium chamber 113. That is, the regulating valve 4 can control the oil pressure difference between the medium in the second medium chamber 112 and the medium in the first medium chamber 113, thereby adjusting the damping of the shock absorber 100.
  • the regulating valve 4 is a solenoid valve.
  • the regulating valve 4 can also be a rotary damping valve 47.
  • the rotary damping valve 47 uses electromagnetics to operate, and the rotary damping valve 47 often uses a passive device, so that the rotary damping valve 47 has a good shockproof effect.
  • the rotary damping valve 47 has an electromagnetic bearing and has an excellent structure. Using the rotary damping valve 47 as the regulating valve 4 can not only improve the shockproof performance of the regulating valve 4 through electromagnetics, but also extend the service life of the regulating valve 4.
  • the regulating valve 4 has a normally open oil circuit 41, at least one compression oil circuit 42 and at least one recovery oil circuit 43. Both ends of the normally open oil circuit 41 are respectively connected to the first chamber 21 and the lower accommodating chamber 1112.
  • a compression valve 442 is provided on the compression oil circuit 42 to control the connection and disconnection of the compression oil circuit 42 with the first chamber 21 and the lower accommodating chamber 1112.
  • a recovery oil circuit 43 is provided with a recovery valve 445 to control the connection and disconnection of the recovery oil circuit 43 with the first chamber 21 and the lower accommodating chamber 1112.
  • the piston assembly 3 when the piston assembly 3 is in a stationary state, it indicates that the vehicle is in a stationary state or is traveling on a smooth road section, and the vehicle does not need to use the shock absorber 100 for vibration reduction.
  • the normally open oil circuit 41 connects the first chamber 21 and the lower accommodating chamber 1112, the compression oil circuit 42 is in a closed state, and the recovery oil circuit 43 is in a closed state.
  • the oil pressure in the first chamber 21 and the lower accommodating chamber 1112 can be adjusted through the normally open oil circuit 41 to ensure that the piston assembly 3 is in a stationary state.
  • the piston assembly 3 moves at a low speed, it indicates that the vehicle is traveling on a relatively stable road section.
  • the vehicle uses the shock absorber 100 to perform a small vibration reduction.
  • the normally open oil circuit 41 connects the first chamber 21 and the lower accommodating chamber 1112
  • the compression oil circuit 42 is in a closed state
  • the recovery oil circuit 43 is in a closed state.
  • the oil pressure in the first chamber 21 and the lower accommodating chamber 1112 can be adjusted through the normally open oil circuit 41, and the vibration reduction function of the shock absorber 100 is realized at the same time.
  • the compression valve 442 opens, the restoration valve 445 closes, and the first chamber 21 and the lower accommodating chamber 1112 are connected through the normally open oil path 41 and the compression oil path 42.
  • the compression valve 442 closes, the restoration valve 445 opens, and the first chamber 21 and the lower accommodating chamber 1112 are connected through the normally open oil path 41 and the restoration oil path 43.
  • the compression valve 442 is in the open position, and the compression oil circuit 42 can be used as a supplement to the normally open oil circuit 41, so that the oil in the first chamber 21 can enter the lower accommodating chamber 1112 through the compression oil circuit 42 and the normally open oil circuit 41, thereby improving the efficiency of the first chamber 21 in transmitting the oil to the lower accommodating chamber 1112, thereby reducing the damping force generated during the oil transmission process and improving the vibration reduction effect of the shock absorber 100.
  • the recovery valve 445 is in the open position, and the recovery oil path 43 serves as a supplement to the normally open oil path 41 during the recovery process, so that the oil in the lower accommodating chamber 1112 enters the first chamber 21 through the normally open oil path 41 and the recovery oil path 43, thereby reducing the damping force generated during the oil transmission process and improving the vibration reduction effect of the shock absorber 100.
  • the regulating valve 4 includes a valve seat 44, a valve core 45, and a knob assembly 46.
  • the valve seat 44 is formed with a first compression oil section 441, a first normally open oil section 443, and a first recovery oil section 444.
  • the first compression oil section 441 is provided with a compression valve 442, and the first recovery oil section 444 is provided with a recovery valve 445.
  • One end of the valve core 45 extends into the valve seat 44, and the valve core 45 is formed with a second compression oil section 451, a second normally open oil section 452, and a second recovery oil section 453.
  • the second compression oil section 451 is connected to the first compression oil section 441 and constitutes a compression oil circuit 42
  • the second normally open oil section 452 is connected to the first normally open oil section 443 and constitutes a normally open oil circuit 41
  • the second recovery oil section 453 is connected to the first recovery oil section 444 and constitutes a recovery oil circuit 43.
  • the knob assembly 46 is sleeved on the other end of the valve core 45 . When the knob assembly 46 rotates, it drives the valve core 45 to rotate, so that the second compression oil section 451 is connected to the first compression oil section 441 or the second re-oil section 453 is connected to the first re-oil section 444 .
  • valve seat 44 is connected to the cylinder barrel 11 by threaded sealing, one end of the valve core 45 is connected to the valve seat 44, and the other end of the valve core 45 is connected to the knob assembly 46.
  • the knob assembly 46 By applying force to the knob assembly 46, the valve core 45 is rotated around the central axis of the valve seat 44, so as to control the second compression oil section 451 on the valve core 45 to be misaligned or opposite to the first compression oil section 441, and the second recovery oil section 453 to be misaligned or opposite to the first recovery oil section 444, so as to facilitate the connection of the corresponding compression oil circuit 42 or recovery oil circuit 43 during high-speed movement, thereby improving the vibration reduction efficiency.
  • multiple compression oil circuits 42 and multiple recovery oil circuits 43 there are multiple compression oil circuits 42 and multiple recovery oil circuits 43, and the multiple recovery oil circuits 43 are arranged at intervals in the circumferential direction of the multiple compression oil circuits 42, and the aperture of each recovery oil circuit 43 is larger than the aperture of each compression oil circuit 42.
  • “multiple” means two or more.
  • the compression valve 442 During high-speed movement, when the compression valve 442 is not opened, the pressure difference between the first chamber 21 and the lower accommodating chamber 1112 increases, the compression valve 442 opens, and the oil flows rapidly along the compression oil path 42 after passing through the compression valve 442, thereby quickly attenuating the vibration of the vehicle and improving the comfort of the vehicle.
  • the recovery valve 445 When the recovery valve 445 is not opened, the oil flows only through the normally open oil path 41, and the rebound force of the vehicle gradually increases.
  • the recovery valve 445 opens to allow the oil to flow back to the first chamber 21 through the recovery oil path 43, thereby pushing the piston assembly 3 to recover, so that the tire can quickly contact the ground, generate grip, and improve the vehicle's passability.
  • the aperture of the compression oil circuit 42 is set smaller to slow down the flow rate of the oil in the compression oil circuit 42, so that the vehicle moves downward slowly.
  • the recovery force comes from the pressure difference between the medium in the second medium chamber 112 of the cylinder barrel 11 and the medium in the first medium chamber 113.
  • the aperture of the recovery oil circuit 43 is set larger to ensure that more oil can quickly flow to the first medium chamber 113 to push the movable part 12.
  • the recovery oil circuit 43 is arranged at intervals along the circumference of the compression oil circuit 42, and the aperture of the recovery oil circuit 43 is larger than the aperture of the compression oil circuit 42, which improves the recovery efficiency and avoids the idle stroke problem caused by the oil circuit being too long and causing the oil to return in time, thereby improving the stability of vibration reduction.
  • At least two of the multiple compression oil circuits 42 have different apertures. As shown in FIG5 , there are eight compression oil circuits 42, of which three compression oil circuits 42 have small apertures, two compression oil circuits 42 have medium apertures, and the remaining three compression oil circuits 42 have large apertures. The smaller the aperture of the compression oil circuit 42, the greater the corresponding damping force, that is, the greater the friction force of the oil passing through, and the slower the flow rate.
  • the knob assembly 46 it is convenient to adjust the knob assembly 46 according to actual conditions, so that the second compression oil circuit section 451 corresponds to the first compression oil circuit section 441 of different apertures, so that the oil flow rate of the compression oil circuit 42 can be adjusted, so that the shock absorber 100 is suitable for different vibration reduction amplitudes, thereby improving the applicability of the shock absorber 100.
  • the knob assembly 46 includes a sealing member 461 and a knob member 462.
  • the sealing member 461 is disposed on the valve body. Between the core 45 and the knob 462, for example, the seal 461 is coaxially arranged on the side of the knob 462 close to the valve core 45 to prevent the knob 462 from rotating relative to the valve core 45 and causing oil leakage, thereby improving the sealing performance of the shock absorber 100.
  • the seal 461 is formed with a plurality of grooves 4611, and the knob 462 is provided with a plurality of protrusions 4621 and a plurality of gear marks 4622, and the plurality of protrusions 4621 and the plurality of gear marks 4622 are respectively located on both sides of the thickness direction (for example, the up and down direction in FIG. 6) of the knob 462, wherein the plurality of protrusions 4621 correspond to the plurality of grooves 4611 one by one, and the protrusions 4621 are fitted in the grooves 4611, and the plurality of gear marks 4622 correspond to the plurality of protrusions 4621 one by one.
  • 8 gear position marks 4622 are provided on the knob member 462, and a total of 8 protrusions 4621 are formed corresponding to each gear position mark 4622 in the thickness direction of the knob member 462, and correspondingly, 8 grooves 4611 are formed at positions corresponding to each protrusion 4621 on the seal member 461.
  • the protrusion 4621 of the knob member 462 will fit into the groove 4611 of the seal member 461, ensuring the accuracy of the gear position adjustment, so that the gear position mark 4622 can accurately correspond to a plurality of compression oil paths 42 with different apertures.
  • a first limit block is provided at the edge of the knob member 462, the first limit block and the protrusion 4621 are located on the same side of the thickness direction of the knob member 462, and a second limit block is provided on the seal member 461, the second limit block and the groove 4611 are located on the same side of the thickness direction of the seal member 461, and the knob member 462 is effectively limited by the cooperation of the first limit block and the second limit block, so as to avoid the knob member 462 from rotating too much or too little during use to affect the on-off of the compression oil circuit 42 and/or the recovery oil circuit 43.
  • the shock absorber 100 further includes a retractable dust cover 5 and a buffer 6, and the dust cover 5 is sleeved outside the oil cylinder 2 and the piston assembly 3.
  • the buffer 6 is sleeved on the piston assembly 3, and the buffer 6 is located inside the dust cover 5.
  • the dust cover 5 can effectively prevent dust and the like from adhering to the inner wall of the oil cylinder 2 or the outer wall of the piston assembly 3 during use, thereby improving the smoothness of the movement of the piston assembly 3 in the oil cylinder 2, improving the use stability of the shock absorber 100, and can also seal the oil and gas to prevent the oil from volatilizing and affecting the vibration reduction effect.
  • the buffer 6 is arranged at one end of the piston assembly 3 away from the oil cylinder 2, and the buffer 6 is used to buffer the movement of the piston assembly 3, to prevent the piston assembly 3 from excessively extending into the oil cylinder 2 and causing damage to the inner wall of the oil cylinder 2.
  • the buffer 6 is arranged inside the dust cover 5 to prevent dust from being adsorbed on the buffer 6 and then entering the oil cylinder 2, thereby ensuring the use stability of the shock absorber 100.
  • the inner and outer walls of the cylinder body 23 can be subjected to a variety of surface treatment processes such as polishing and grinding and electroplating (chrome) mirror, thereby effectively reducing the friction between the inner wall of the cylinder body 23 and the oil, and being able to effectively seal the oil and gas.
  • the friction between the outer wall of the cylinder body 23 and the side wall of the movable part 12 can be reduced, so that the axial movement of the movable part 12 along the cylinder body 23 is smoother, thereby improving the vibration reduction efficiency of the shock absorber 100.
  • the normally open oil circuit 41 connects the first chamber 21 and the lower accommodating chamber 1112, and the pressures of the second medium chamber 112 and the first medium chamber 113 are kept in a balanced state.
  • the oil is in a static state, and the compression valve 442 and the recovery valve 445 are both in a closed state.
  • the piston assembly 3 moves toward the cylinder barrel 11 and the moving distance is small, so that the pressure increase value in the first chamber 21 and the lower accommodating chamber 1112 is small.
  • the restoring valve 445 and the compression valve 442 are both in a closed state, and the oil is transmitted from the first chamber 21 along the normally open oil path 41 into the lower accommodating chamber 1112, so that the pressure in the first medium chamber 113 increases, that is, the pressure of the first medium chamber 113 is greater than the pressure of the second medium chamber 112, so that the movable part 12 moves toward the second medium chamber 112, thereby reducing the pressure difference between the second medium chamber 112 and the first medium chamber 113. Since the pressure difference in the above process is small, the vibration reduction effect can be achieved by only opening the normally open oil path 41.
  • the restoration valve 445 and the compression valve 442 are both in a closed state, and the oil in the first medium chamber 113 is transmitted to the first chamber 21 along the lower accommodating chamber 1112 and the normally open oil path 41.
  • the oil pushes the piston assembly 3 to restore, so that the tire can quickly contact the ground, generate grip, and improve the vehicle's passability.
  • the piston assembly 3 moves toward the cylinder barrel 11 and the moving distance is relatively large, so that the pressure increase value in the first chamber 21 and the lower accommodating chamber 1112 is relatively large, and the compression valve 442 is controlled to open, so that the two ends of the compression oil circuit 42 are connected to the lower accommodating chamber 1112 and the first chamber 21.
  • the first chamber 21 is also connected to the lower accommodating chamber 1112 through the normally open oil circuit 41. Therefore, the compression oil circuit 42 and the normally open oil circuit 41 work simultaneously to quickly transfer the oil from the first chamber 21 to the lower accommodating chamber 1112.
  • the pressure of the first medium chamber 113 increases, that is, the pressure of the first medium chamber 113 is greater than that of the second medium chamber 113.
  • the pressure in the chamber 112 is increased, so that the movable part 12 moves toward the second medium chamber 112, thereby reducing the pressure difference between the second medium chamber 112 and the first medium chamber 113, thereby quickly attenuating the vehicle vibration and improving the comfort of the vehicle. Due to the large pressure difference in the above process, a good vibration reduction effect cannot be achieved only by the normally open oil circuit 41, and it is necessary to open the compression oil circuit 42 as a supplement to the normally open oil circuit 41.
  • the opening of the compression oil circuit 42 can be adjusted by the knob part 462.
  • the knob part 462 is rotated to make the protrusion 4621 of the knob part 462 fit into the groove 4611 corresponding to the seal 461, so that the gear mark 4622 can accurately correspond to the compression oil circuit 42 of the corresponding aperture, ensuring that the oil flow rate of the compression oil circuit 42 after the gear adjustment is different, so that the shock absorber 100 has different vibration reduction amplitudes, thereby improving the applicability of the shock absorber 100.
  • the piston assembly 3 moves in a direction away from the cylinder barrel 11 and the moving distance is relatively large.
  • the pressure reduction value of the first chamber 21 is relatively large.
  • the control recovery valve 445 is opened, so that both ends of the recovery oil path 43 are connected to the lower accommodating chamber 1112 and the first chamber 21.
  • the first chamber 21 is also connected to the lower accommodating chamber 1112 through the normally open oil path 41.
  • the recovery oil path 43 and the normally open oil path 41 can work simultaneously to quickly transfer oil from the lower accommodating chamber 1112 to the first chamber 21, so that the first chamber 21 is
  • the pressure of the medium chamber 113 is reduced, that is, the pressure of the first medium chamber 113 is much smaller than the pressure of the second medium chamber 112, so that the movable part 12 moves toward the first medium chamber 113, thereby reducing the pressure difference between the second medium chamber 112 and the first medium chamber 113, so that the oil is quickly transferred from the lower accommodating chamber 1112 to the first chamber 21, and the oil quickly pushes the piston assembly 3 to recover, so that the tire can quickly contact the ground, generate grip, improve vehicle passability, and avoid the idle travel problem caused by untimely oil return. Due to the large pressure difference in the above process, a good recovery effect cannot be achieved only through the normally open oil circuit 41, and it is necessary to open the recovery oil circuit 43 as a supplement to the normally open oil circuit 41.
  • the assembly process of the shock absorber 100 according to the embodiment of the present application is as follows, and the order of the following assembly steps can be adjusted:
  • one end of the piston assembly 3 is inserted into the cylinder body 23 along the axial direction of the cylinder body 23, and the cylinder cover 22 is passed through the other end of the piston assembly 3 and assembled on the end of the cylinder body 23; then the movable part 12 is coaxially installed in the cylinder body 17 and the cylinder 2 is coaxially inserted on the movable part 12, and then the cylinder cover 16 is assembled on the cylinder body 17; then the valve seat 44, the valve core 45 and the knob assembly 46 are installed in sequence, wherein the regulating valve 4 and the cylinder assembly 1 are connected by threaded sealing, the valve core 45 is assembled into the cavity of the valve seat 44, and the end face is used as the axial direction limit, the sealing member 461 passes through the connecting rod head of the valve core 45 (the two have a limiting effect on each other) and is assembled to the cylinder assembly 1, and is connected to the cylinder assembly 1 by threaded sealing, and the knob member 462 passes through the valve core 45 and is fixed by screws; finally, the buffer member
  • the compatibility of the vehicle 1000 is made stronger, which facilitates the compact arrangement and lightweighting of the suspension swing arm space, thereby reducing the main suspension cost.
  • the terms “installed”, “connected”, and “connected” should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components.
  • installed should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components.

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Abstract

一种车辆，包括减振器。该减振器包括油缸、活塞总成、气缸总成、油道和活动件。该油缸内形成有第一腔室。该活塞总成的一端伸入该第一腔室内，且该活塞总成沿该油缸的轴向可移动。该气缸总成包括气缸筒，该气缸筒套设在该油缸的外周侧，该气缸筒的内壁和该油缸的外壁之间共同限定出容纳腔。该油道用于连通该第一腔室和该容纳腔，该油道、该第一腔室及该容纳腔形成阻尼调节腔。该活动件设在该阻尼调节腔内，该活动件将该阻尼调节腔分隔为第一介质腔室和第二介质腔室，该活动件在该活塞总成的作用下移动，该第一介质腔室包括至少部分该第一腔室。

Description

减振器及具有其的车辆
相关申请的交叉引用
本申请要求在2023年6月13日提交至中国国家知识产权局、申请号为202310699248.0、名称为“减振器及具有其的车辆”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及减振器技术领域，尤其是涉及一种减振器及具有其的车辆。
背景技术
相关技术中，气体减振器通常包括气缸和减振器总成本体，两者采用油气管连接，这种形式的气体减振器需要对气缸和减振器总成本体分别进行安装，使得在设计紧凑的空间下安装较为困难，适用性差，且油气管的长度过长容易导致回油不及时并产生空程，影响减振效果。
公开内容
本申请旨在至少解决现有技术中存在的技术问题之一。为此，本申请的一个目的在于提出一种减振器，减小了减振器的尺寸，提升了减振器的适用性。
本申请的另一个目的在于提出一种采用上述减振器的车辆。
根据本申请第一方面实施例的减振器，包括：油缸，所述油缸内形成有第一腔室；活塞总成，所述活塞总成的一端伸入所述第一腔室内，且所述活塞总成沿所述油缸的轴向可移动；气缸总成，所述气缸总成包括气缸筒，所述气缸筒套设在所述油缸的外周侧，所述气缸筒的内壁和所述油缸的外壁之间共同限定出容纳腔；油道，所述油道用于连通所述第一腔室和所述容纳腔，所述油道、所述第一腔室及所述容纳腔形成阻尼调节腔；以及活动件，所述活动件设在所述阻尼调节腔内，所述活动件将所述阻尼调节腔分隔为第一介质腔室和第二介质腔室，所述活动件在所述活塞总成的作用下移动以调节所述第二介质腔室的体积，所述第一介质腔室包括至少部分所述第一腔室。
根据本申请实施例的减振器，通过将气缸筒套设在油缸的外周侧，与传统的减振器相比，在保证减振器的减振效果的同时，减小了减振器的尺寸，从而提升了减振器的适用性，可适配于更多车型，同时在安装时无需考虑外置气缸筒的安装位置，从而降低了安装难度。
根据本申请的一些实施例，所述第二介质腔室包括至少部分所述容纳腔。
根据本申请的一些实施例，所述活动件设在所述容纳腔内，所述活动件将所述容纳腔分隔为上容纳腔室和下容纳腔室，所述上容纳腔室构成所述第二介质腔室，所述下容纳腔室、所述油道和所述第一腔室构成所述第一介质腔室。
根据本申请的一些实施例，所述第一介质腔室用于填充第一介质，所述第二介质腔室用于填充第二介质，所述第一介质与所述第二介质不同。
根据本申请的一些实施例，所述第一介质为油液，所述第二介质为弹性件。
根据本申请的一些实施例，所述第一介质为油液，所述第二介质为惰性气体。
根据本申请的一些实施例，所述油缸和所述气缸筒同轴设置。
根据本申请的一些实施例，所述气缸筒包括气缸本体和气缸盖，所述气缸盖设在所述气缸本体的轴向的一端，所述气缸盖和所述气缸本体共同限定出所述容纳腔，所述气缸盖上形成有进气孔，所述上容纳腔室通过所述进气孔与外界连通。
根据本申请的一些实施例，所述气缸总成还包括衬套连接座，所述衬套连接座与所述油缸连接，用于将所述 减振器与车身或车轮连接，所述气缸筒与所述衬套连接座为一体成型件，所述油道形成在所述衬套连接座内。
根据本申请的一些实施例，所述衬套连接座上形成有安装槽，所述安装槽分别与所述容纳腔和所述油道连通，所述油缸的一端配合在所述安装槽内，所述安装槽的内径小于所述气缸筒的外径。
根据本申请的一些实施例，还包括：调节阀，所述调节阀设在所述油道上，所述调节阀用于调节所述第一介质腔室内介质的流量。
根据本申请的一些实施例，所述调节阀为电磁阀。
根据本申请的一些实施例，所述调节阀为旋转式阻尼阀。
根据本申请的一些实施例，所述调节阀具有常开油路、至少一个压缩油路和至少一个复原油路，其中，所述常开油路的两端分别与所述第一腔室和所述下容纳腔室连通，所述压缩油路上设有压缩阀，用于控制所述压缩油路与所述第一腔室和所述下容纳腔室的通断，以及所述复原油路上设有复原阀，用于控制所述复原油路与所述第一腔室和所述下容纳腔室的通断。
根据本申请的一些实施例，所述调节阀包括：阀座，所述阀座形成有第一压缩油路段、第一常开油路段和第一复原油路段，所述第一压缩油路段上设有所述压缩阀，所述第一复原油路段设有所述复原阀；阀芯，所述阀芯的一端伸入所述阀座内，所述阀芯形成有第二压缩油路段、第二常开油路段和第二复原油路段，所述第二压缩油路段与所述第一压缩油路段相连并构成所述压缩油路，所述第二常开油路段与所述第一常开油路段相连并构成所述常开油路，所述第二复原油路段与所述第一复原油路段相连并构成所述复原油路；以及旋钮组件，所述旋钮组件套设在所述阀芯的另一端，所述旋钮组件转动时带动所述阀芯转动，使所述第二压缩油路段与所述第一压缩油路段连通或所述第二复原油路段与所述第一复原油路段连通。
根据本申请的一些实施例，所述压缩油路和所述复原油路均为多个，多个所述复原油路间隔设在多个所述压缩油路的周向，且每个所述复原油路的孔径大于每个所述压缩油路的孔径。
根据本申请的一些实施例，多个所述压缩油路中的至少两个的孔径不同。
根据本申请的一些实施例，所述旋钮组件包括密封件和旋钮件，所述密封件设在所述阀芯和所述旋钮件之间，所述密封件形成有多个凹槽，所述旋钮件设有多个凸起和多个档位标识，多个所述凸起和多个所述档位标识分别位于所述旋钮件的厚度方向的两侧，其中，多个所述凸起与多个所述凹槽一一对应，且所述凸起配合在所述凹槽内，多个所述档位标识与多个所述凸起一一对应。
根据本申请第二方面实施例的车辆，包括根据本申请上述第一方面实施例的减振器。
本申请的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
本申请的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：
图1是根据本申请实施例的减振器的示意图；
图2是根据本申请实施例的减振器的剖面图；
图3是图2中圈示的A部的放大图；
图4是根据本申请实施例的减振器的调节阀的剖面图；
图5是根据本申请实施例的减振器的压缩油路和复原油路的示意图；
图6是根据本申请实施例的减振器的旋钮件的示意图；
图7是图6中所示的旋钮件的另一角度的示意图；
图8是图6中所示的旋钮件的剖面图；
图9是根据本申请实施例的减振器的密封件的示意图；
图10是图9中所示的密封件的剖面图；
图11是根据本申请实施例的减振器在静止状态下油液的流动路径图；
图12是图11中圈示的B部的放大图；
图13是根据本申请实施例的减振器在高速状态下的油液的流动路径图；
图14是图13中圈示的C部的放大图；
图15是根据本申请实施例的减振器在低速复原状态下油液的流动路径图；
图16是图15中圈示的D部的放大图；
图17是根据本申请实施例的减振器在高速复原状态下油液的流动路径图；
图18是图17中圈示的E部的放大图；
图19是根据本申请实施例的车辆的示意性框图。
附图标记：
车辆1000、减振器100、
气缸总成1、气缸筒11、容纳腔111、上容纳腔室1111、下容纳腔室1112、第二介质腔室112、第一介质腔室113、活动件12、进气孔13、油道14、气缸盖16、气缸本体17、衬套连接座18、安装槽181、安装孔182、
油缸2、第一腔室21、油缸盖22、油缸本体23、活塞总成3、
调节阀4、常开油路41、压缩油路42、复原油路43、阀座44、第一压缩油路段441、压缩阀442、第一常开油路段443、第一复原油路段444、复原阀445、阀芯45、第二压缩油路段451、第二常开油路段452、第二复原油路段453、旋钮组件46、密封件461、凹槽4611、旋钮件462、凸起4621、档位标识4622、旋转式阻尼阀47、
防尘套5、
缓冲件6。
具体实施方式
相关技术中，气体减振器通常采用油气分离结构，即气体减振器的气缸和减振器总成本体分开。目前气缸和减振器总成本体的布置方式分为以下两种：一种为背负式结构，即气缸错位连接在减振器总成本体的外壁上；另一种为分离式结构，即气缸和减振器总成本体分开，两者采用油气管连接。
然而，上述第一种布置方式，会增加气体减振器的纵向尺寸或横向尺寸，导致气体减振器需要较大的安装空间，且气缸在行车过程中会限制减振器总成本体的摆臂的行程，局限性较大，导致气体减振器的适用性差。上述第二种布置方式中，由于气缸完全与减振器总成本体分离，气缸和减振器总成本体需要分别安装，使得在设计紧凑的空间下安装较为困难，适用性差，且油气管的长度过长容易导致回油不及时且产生空程，影响减振效果。
下面参考图1-图18描述根据本申请第一方面实施例的减振器100。
如图1-图18所示，根据本申请第一方面实施例的减振器100，包括油缸2、活塞总成3、气缸总成1、油道14和活动件12。
具体而言，油缸2内形成有第一腔室21。活塞总成3的一端伸入第一腔室21内，且活塞总成3可沿油缸2的轴向移动。气缸总成1包括气缸筒11，气缸筒11套设在油缸2的外周侧，气缸筒11的内壁和油缸2的外壁之间共同限定出容纳腔111。油道14用于连通第一腔室21和容纳腔111，油道14、第一腔室21及容纳腔111形成阻尼调节腔。活动件12设在阻尼调节腔1142内，活动件12将阻尼调节腔1142分隔为第一介质腔室113和第二介质腔室112，活动件12在活塞总成3的作用下移动，以调节第二介质腔室112的体积，第一介质腔室113包括至少部分第一腔室21。
例如，在图1-图3的示例中，油缸2形成有沿其轴向延伸的第一腔室21，油缸2的长度方向的一端伸入容纳腔111内且与容纳腔111的侧壁螺纹连接，使得气缸筒11包围在油缸2的外侧壁上。活动件12的外径大于或等于阻尼调节腔 的内径，使得活动件12能将阻尼调节腔分隔为第一介质腔室113和第二介质腔室112，且可以避免第一介质腔室113内的介质进入第二介质腔室112，以及避免第二介质腔室112内的介质进入第一介质腔室113，实现第一介质腔室113和第二介质腔室112互不连通。
油道14设在第一腔室21和容纳腔111之间，使得油道14、第一腔室21及容纳腔111形成阻尼调节腔。阻尼调节腔可以为车辆提供大行程、大阻尼带宽的调整空间，使得车辆能够适用全地形，避免发生阻尼力衰减的现象。阻尼调节腔内存在阻力，可以减缓活塞总成3沿油缸2的轴向移动时的幅度，保证了车辆行驶时的平稳性。
当第二介质腔室112的压力大于第一介质腔室113的压力时，活动件12向第一介质腔室113的方向移动，此时增加了第二介质腔室112的体积，减小了第一介质腔室113的体积，使第一介质腔室113的介质推动活塞总成3向远离气缸筒11的方向移动，以实现减振器100的减振功能；当第二介质腔室112的压力等于第一介质腔室113的压力时，活动件12在第二介质腔室112内的位置保持稳定，且活塞总成3的位置也保持稳定；当第二介质腔室112的压力小于第一介质腔室113的压力时，活动件12向第二介质腔室112的方向移动，此时增加了第一介质腔室113的体积，减小了第二介质腔室112的体积，第一腔室21的介质推动活塞总成3向气缸筒11的方向移动，即第一腔室21的介质向第一介质腔室113移动，以实现减振器100的减振功能。
其中，由于气缸筒11套设在油缸2的外周侧，减小了减振器100的轴向尺寸，从而使减振器100的活塞总成3具有较大的行程，从而提升了减振器100的减振效率。
根据本申请实施例的减振器100，通过将气缸筒11套设在油缸2的外周侧，与传统的减振器相比，在保证减振器100的减振效果的同时，减小了减振器100的尺寸，且可以保证减振器100的活塞总成3具有较大的行程，从而提升了减振器100的适用性，可适配于更多车型，同时在安装时无需考虑外置气缸筒的安装位置，从而降低了安装难度。
根据本申请的一些实施例，参照图1和图2，第二介质腔室112包括至少部分容纳腔111。如此设置，增大了第二介质腔室112的体积，从而提升了减振器100的减振余量。
根据本申请的一些实施例，参照图1和图2，活动件12设在容纳腔111内，活动件12将容纳腔111分隔为上容纳腔室1111和下容纳腔室1112，上容纳腔室1111构成第二介质腔室112，下容纳腔室1112、油道14和第一腔室21构成第一介质腔室113。如此设置，一方面，在油缸2轴向上，容纳腔111的长度相较于第一腔室21和油道14的长度短一些，可限制活动件12的移动范围，进而对第一介质腔室113和第二介质腔室112之间的阻尼调控范围进行限制，避免过度调控后恢复不及时进而避免产生空程影响减振阻尼，提升了用户的体验感；另一方面，容纳腔111的内径较大，便于活动件12的安装，且可以设置尺寸较大的活动件12，利于更好地实现减振器100的减振效果。
在另一些实施例中，可以将活动件12设在第一腔室21内，此时活动件12将第一腔室21分隔为上腔室和下腔室，上腔室构成第二介质腔室112，下腔室、油道14和容纳腔111构成第一介质腔室113。在其它实施中，可以将活动件12设在油道14内，此时活动件12将油道14分隔为上油道段和下油道段，上油道段和第一腔室21构成第二介质腔室112，下油道段和容纳腔111构成第一介质腔室113。
根据本申请的一些实施例，第一介质腔室113用于填充第一介质，第二介质腔室112用于填充第二介质，第一介质与第二介质不同。也就是说，第一介质的密度与第二介质的密度不同。由此，使得第一介质腔室113和第二介质腔室112内的压力变化更敏感，使得减振器100能够根据路况实现快速减振。
根据本申请的一些实施例，第一介质为油液，第二介质为弹性件。其中，油液具有优良的粘阻性、润滑性和机械安定性，同时减振、缓冲、密封、防水、阻尼性能均良好。采用油液作为介质，可提高介质在下容纳腔室1112、油道14和第一腔室21内的流动速度，从而提升减振效率。弹性件具有较大的弹性力，即弹性件可根据相对位移产生弹性力，在弹性力的作用下调整活动件12的位置，以实现减振器100的减振效果。
根据本申请的另一些实施例，第一介质为油液，第二介质为惰性气体。其中，惰性气体具有化学性质不活泼的优点。由此，采用油液和惰性气体分别作为第一介质腔室113内和第二介质腔室112内的介质，可以防止油液与惰性气体反应，能有效提升减振器100的使用稳定性。
根据本申请的一些实施例，参照图1和图2，油缸2和气缸筒11同轴设置。由此，气缸筒11的中心轴线、活动件12的中心轴线、油缸2的中心轴线和活塞总成3的中心轴线重合。当减振器100应用于车辆时，活动件12沿气缸筒11的轴向做运动，使活动件12对第二介质腔室112内的介质或第一介质腔室113内的介质的推动更平稳；活塞总成3沿气缸筒11的轴向做运动，使活塞总成3对第一腔室21内油液的施力更平均，进而增加了活塞总成3运动时的稳定性，从而有效提升了减振器100在使用过程中的稳定性。
根据本申请的一些实施例，参照图1和图2，气缸筒11包括气缸本体17和气缸盖16，气缸盖16设在气缸本体17的轴向的一端，气缸盖16和气缸本体17共同限定出容纳腔111，气缸盖16上形成有进气孔13，上容纳腔室1111通过进气孔13与外界连通。由此，通过进气孔13便于向上容纳腔室1111内注入惰性气体，从而便于调整上容纳腔室1111内的惰性气体的体积，以实现减振器100的减振功能。
根据本申请的一些具体实施例，参照图1-图3，气缸总成1还包括衬套连接座18，衬套连接座18与油缸2连接，用于将减振器100与车身/车轮连接。例如，衬套连接座18的远离油缸2的一侧形成有安装孔182，紧固件可以通过安装孔182与车身/车轮连接。气缸筒11与衬套连接座18为一体成型件，节省了加工步骤，从而可以提高生产效果，且提高了气缸总成1的结构强度。油道14形成在衬套连接座18内，增加了油道14的设置空间，便于油道14的加工。
进一步地，参照图2和图3，衬套连接座18上形成有安装槽181，安装槽181分别与容纳腔111和油道14连通，油缸2的一端配合在安装槽181内，安装槽181的内径小于气缸筒11的外径。如此设置，增加了油缸2在衬套连接座18上的连接稳定性，同时由于安装槽181的内径小于气缸筒11的外径，使得油缸2的外壁和气缸筒11的内壁间隔开，从而形成容纳腔111。
根据本申请的一些实施例，参照图3，减振器100还包括调节阀4，调节阀4设在油道14上，调节阀4用于调节第一介质腔室113内介质的流量。即调节阀4可以控制第二介质腔室112内的介质与第一介质腔室113内的介质之间的油压差，从而对减振器100进行阻尼调节。
可选地，调节阀4为电磁阀。
可选地，调节阀4还可以为旋转式阻尼阀47。其中，旋转式阻尼阀47运用电磁使其进行运转，旋转式阻尼阀47常采用被动装置，使旋转式阻尼阀47具有良好的防震效果。旋转式阻尼阀47具有电磁轴承，且结构优良。采用旋转式阻尼阀47作为调节阀4，可以使调节阀4通过电磁提高防震性的同时，还延长了调节阀4的使用寿命。
根据本申请的一些具体实施例，参照图4和图5，调节阀4具有常开油路41、至少一个压缩油路42和至少一个复原油路43，常开油路41的两端分别与第一腔室21和下容纳腔室1112连通，压缩油路42上设有压缩阀442，用于控制压缩油路42与第一腔室21和下容纳腔室1112的通断，复原油路43上设有复原阀445，用于控制复原油路43与第一腔室21和下容纳腔室1112的通断。
如图3和图4所示，活塞总成3为静止状态时，表明车辆处于静止状态或行驶于平稳路段，车辆无需使用减振器100来进行减振，此时常开油路41连通第一腔室21和下容纳腔室1112，压缩油路42处于闭合状态，复原油路43处于闭合状态，通过常开油路41即可调整第一腔室21和下容纳腔室1112内的油压，保证活塞总成3处于静止状态。
活塞总成3为低速移动时，表明车辆行驶于相对平稳的路段，车辆使用减振器100来进行小幅度减振，此时常开油路41连通第一腔室21和下容纳腔室1112，压缩油路42处于闭合状态，复原油路43处于闭合状态，通过常开油路41即可调整第一腔室21和下容纳腔室1112内的油压，同时实现减振器100的减振功能。
进一步地，在活塞总成3高速移动过程中，活塞总成3的一端沿朝向气缸筒11的方向移动时，压缩阀442打开，复原阀445闭合，第一腔室21和下容纳腔室1112通过常开油路41和压缩油路42连通。活塞总成3的一端沿远离气缸筒11的方向移动时，压缩阀442闭合，复原阀445打开，第一腔室21和下容纳腔室1112通过常开油路41和复原油路43连通。
如图13和图14所示，在活塞总成3高速移动的过程中，活塞总成3向气缸筒11的方向移动时，会对第一腔室21内的部分油液(即图13中活塞总成3的右侧)形成挤压，增加了第一腔室21内的压力，由于第一腔室21和下容纳腔 室1112连通，进而增加了下容纳腔室1112内的压力，使第一腔室21内的压力大于下容纳腔室1112内的压力，仅靠常开油路41不能缓解第一腔室21和下容纳腔室1112之间的压力差，此时使压缩阀442处于打开位置，压缩油路42可作为常开油路41的补充，使得第一腔室21内的油液可以通过压缩油路42和常开油路41进入下容纳腔室1112内，提高了第一腔室21向下容纳腔室1112传输油液的效率，从而减小了油液传输过程中产生的阻尼力，提升了减振器100的减振效果。
如图17和图18所示，在活塞总成3高速移动的过程中，活塞总成3向远离气缸筒11的方向移动时，使得第一腔室21的右侧的压力减小，由于第一腔室21和下容纳腔室1112连通，使得下容纳腔室1112内的压力也减小，而且第一腔室21内的压力小于下容纳腔室1112内的压力，仅靠常开油路41不能缓解下容纳腔室1112和第一腔室21之间的压力差，此时使复原阀445处于打开位置，复原油路43作为在复原过程中对常开油路41的补充，使下容纳腔室1112内的油液通过常开油路41和复原油路43进入第一腔室21，从而减小油液传输过程中产生的阻尼力，提升减振器100的减振效果。
根据本申请的一些实施例，如图4所示，调节阀4包括阀座44、阀芯45和旋钮组件46。阀座44形成有第一压缩油路段441、第一常开油路段443和第一复原油路段444，第一压缩油路段441上设有压缩阀442，第一复原油路段444设有复原阀445。阀芯45的一端伸入阀座44内，阀芯45形成有第二压缩油路段451、第二常开油路段452和第二复原油路段453，第二压缩油路段451与第一压缩油路段441相连并构成压缩油路42，第二常开油路段452与第一常开油路段443相连并构成常开油路41，第二复原油路段453与第一复原油路段444相连并构成复原油路43。旋钮组件46套设在阀芯45的另一端，旋钮组件46转动时带动阀芯45转动，使第二压缩油路段451与第一压缩油路段441连通或者第二复原油路段453与第一复原油路段444连通。
阀座44与气缸筒11采用螺纹密封连接，阀芯45的一端连接阀座44，阀芯45的另一端连接旋钮组件46，通过向旋钮组件46施力，使阀芯45绕阀座44的中心轴线转动，从而控制阀芯45上的第二压缩油路段451与第一压缩油路段441错位或相对，第二复原油路段453和第一复原油路段444错位或相对，从而便于在高速移动过程中连通对应的压缩油路42或复原油路43，从而提升减振效率。
进一步地，参照图5，压缩油路42和复原油路43均为多个，多个复原油路43间隔设在多个压缩油路42的周向，且每个复原油路43的孔径大于每个压缩油路42的孔径。在本申请的描述中，“多个”的含义是两个或两个以上。
在高速移动过程中，压缩阀442未打开时，第一腔室21和下容纳腔室1112之间的压力差加大，压缩阀442打开，油液通过压缩阀442后沿压缩油路42快速流动，从而快速衰减车辆振动，提高车辆的舒适性。复原阀445未打开状态下仅通过常开油路41进行油液流动，车辆的反弹力逐渐加大，复原阀445打开使油液通过复原油路43流回到第一腔室21，进而推动活塞总成3复原，从而使轮胎能快速接触地面，产生抓地力，提高车辆通过性。
由于在高速移动的压缩过程中活塞总成3向第一腔室21移动时，对油液形成挤压力，推动油液通过压缩油路42，以便能衰减车辆振动，为避免车辆快速向下移动，因而将压缩油路42的孔径设置较小些，减慢油液在压缩油路42内的流速，使车辆缓慢向下移动。在高速移动的复原过程中，复原力来源于气缸筒11的第二介质腔室112的介质和第一介质腔室113的介质之间的压力差，为保证车辆快速恢复至初始状态，因而复原油路43的孔径设置较大些，以保证较多的油液能快速流向第一介质腔室113以推动活动件12。由此，将复原油路43沿压缩油路42的周向间隔设置，且复原油路43的孔径大于压缩油路42的孔径，提升了复原的效率，避免油路过长导致回油不及时产生的空程问题，从而提高减振的稳定性。
更进一步地，多个压缩油路42中的至少两个的孔径不同。如图5所示，压缩油路42为八个，其中三个压缩油路42的孔径为小孔径，两个压缩油路42为中孔径，剩余三个压缩油路42为大孔径，压缩油路42的孔径越小对应的阻尼力越大，即油液通过的摩擦力越大，流速越慢。如此设置，便于根据实际情况调节旋钮组件46，使第二压缩油路段451对应不同孔径的第一压缩油路段441，从而可以调节压缩油路42的油液流速，使减振器100适用于不同的减振振幅，从而提高减振器100的适用性。
根据本申请的一些具体实施例，如图4-图10所示，旋钮组件46包括密封件461和旋钮件462，密封件461设在阀 芯45和旋钮件462之间，例如，密封件461同轴设在旋钮件462靠近阀芯45的一侧，避免旋钮件462相对于阀芯45转动引起油液渗出，从而提升减振器100的密封性。密封件461形成有多个凹槽4611，旋钮件462设有多个凸起4621和多个档位标识4622，多个凸起4621和多个档位标识4622分别位于旋钮件462的厚度方向(例如，图6中的上下方向)的两侧，其中，多个凸起4621与多个凹槽4611一一对应，且凸起4621配合在凹槽4611内，多个档位标识4622与多个凸起4621一一对应。
例如，在图6-图10的示例中，旋钮件462上设有8个档位标识4622，在旋钮件462的厚度方向上对应各个档位标识4622共形成有8个凸起4621，对应地，在密封件461上对应各个凸起4621的位置处形成有8个凹槽4611。转动旋钮件462时，旋钮件462的凸起4621会配合到密封件461的凹槽4611内，确保档位调整的精确度，使档位标识4622能精准对应多个不同孔径的压缩油路42。
另外，旋钮件462的边缘设有第一限位块，第一限位块和凸起4621位于旋钮件462的厚度方向的同一侧，密封件461上设有第二限位块，第二限位块与凹槽4611位于密封件461的厚度方向的同一侧，通过第一限位块与第二限位块的配合，有效对旋钮件462进行限位，避免在使用过程中旋钮件462转动角度过大或过小而影响压缩油路42和/或复原油路43的通断。
在一些可选的实施例中，参照图1和图2，减振器100还包括可伸缩的防尘套5和缓冲件6，防尘套5套设在油缸2和活塞总成3外。缓冲件6套设在活塞总成3上，且缓冲件6位于防尘套5内。防尘套5可有效避免在使用过程中灰尘等附着在油缸2内壁上或活塞总成3外壁上，从而提升活塞总成3在油缸2内移动的顺滑度，提升减振器100的使用稳定性，同时可密封油气，避免油液挥发，影响减振效果。缓冲件6设在活塞总成3远离油缸2的一端，缓冲件6用于缓冲活塞总成3的移动，避免活塞总成3过度伸入至油缸2内，对油缸2内壁造成损伤。另外，将缓冲件6设在防尘套5内，避免灰尘吸附在缓冲件6上后进入油缸2内，保证了减振器100的使用稳定性。
可选地，油缸本体23的内壁和外壁均可采用抛光研磨与电镀(铬)镜面等多种表面处理工艺，从而有效降低油缸本体23的内壁和油液之间的摩擦力，能够有效密封油气，同时可以降低油缸本体23的外壁和活动件12的侧壁之间的摩擦力，使活动件12沿油缸本体23的轴向移动更加顺滑，进而提升减振器100的减振效率。
根据本申请实施例的氮气减振气，当活塞总成3处于静止平衡状态时，常开油路41连通第一腔室21和下容纳腔室1112，第二介质腔室112、第一介质腔室113的压力保持平衡状态，此时油液为静止状态，同时压缩阀442以及复原阀445均为闭合状态。
如图11-图12所示，在低速压缩时，活塞总成3朝向气缸筒11的方向移动且移动距离较小，使得第一腔室21和下容纳腔室1112内的压力增加值较小，此时复原阀445和压缩阀442均处于关闭状态，油液从第一腔室21沿常开油路41传输进入下容纳腔室1112内，使得第一介质腔室113内的压力增大，即第一介质腔室113的压力大于第二介质腔室112的压力，使活动件12向第二介质腔室112的方向移动，进而缩小第二介质腔室112和第一介质腔室113之间的压力差。由于上述过程中的压力差较小，仅常开油路41打开即可实现减振效果。
如图15-图16所示，在低速复原时，活塞总成3朝远离气缸筒11的方向移动且移动距离较小，从而使第一腔室21的压力减小值较小，由于第一腔室21、常开油路41、下容纳腔室1112连通，使得第一介质腔室113的压力减小，即第一介质腔室113的压力小于第二介质腔室112的压力，从而使活动件12向第一介质腔室113的方向移动，进而缩小第二介质腔室112和第一介质腔室113之间的压力差。此时复原阀445和压缩阀442均处于关闭状态，第一介质腔室113的油液沿下容纳腔室1112、常开油路41传输到第一腔室21，油液推动活塞总成3复原，使轮胎能快速接触地面，产生抓地力，提高车辆通过性。
如图13-图14所示，在高速压缩时，活塞总成3朝向气缸筒11的方向移动且移动距离较大，使得第一腔室21和下容纳腔室1112内的压力增加值较大，控制压缩阀442打开，使压缩油路42的两端连通下容纳腔室1112和第一腔室21，第一腔室21还通过常开油路41和下容纳腔室1112连通，因此，压缩油路42和常开油路41同时工作使油液快速从第一腔室21传输至下容纳腔室1112内。同时，第一介质腔室113的压力增加，即第一介质腔室113的压力大于第二介质腔 室112的压力，从而使活动件12向第二介质腔室112的方向移动，进而缩小第二介质腔室112和第一介质腔室113之间的压力差，从而快速衰减车辆振动，提高车辆的舒适性。由于上述过程中的压力差较大，仅通过常开油路41不能实现较好的减振效果，需要打开压缩油路42作为常开油路41的补充。
其中，压缩油路42的开度可以通过旋钮件462来调节，转动旋钮件462使旋钮件462的凸起4621配合到密封件461对应的凹槽4611内，使档位标识4622能精准地与相应孔径的压缩油路42对应，确保档位调整后的压缩油路42的油液流速不同，使减振器100具有不同的减振振幅，提高减振器100的适用性。
如图17-图18所示，在高速复原时，活塞总成3朝远离气缸筒11的方向移动且移动距离较大，第一腔室21的压力减小值较大，控制复原阀445打开，使复原油路43的两端连通下容纳腔室1112和第一腔室21，同时第一腔室21还通过常开油路41和下容纳腔室1112连通，所以复原油路43和常开油路41可以同时工作使油液快速从下容纳腔室1112传输至第一腔室21内，从而使第一介质腔室113的压力减小，即第一介质腔室113的压力远小于第二介质腔室112的压力，从而使活动件12向第一介质腔室113的方向移动，进而缩小第二介质腔室112和第一介质腔室113之间的压力差，从而使油液快速从下容纳腔室1112传输至第一腔室21内，油液快速推动活塞总成3复原，使轮胎能快速接触地面，产生抓地力，提高车辆通过性，同时避免了回油不及时产生的空程问题。由于上述过程中的压力差较大，仅通过常开油路41不能实现较好的复原效果，需要打开复原油路43作为常开油路41的补充。
根据本申请实施例的减振器100的装配过程如下，以下装配步骤的顺序可调整：
首先将活塞总成3的一端沿油缸本体23的轴向伸入油缸本体23内，将油缸盖22穿过活塞总成3的另一端装配在油缸本体23的端部；之后将活动件12同轴安装在气缸本体17内并将油缸2同轴穿设在活动件12上，然后将气缸盖16装配在气缸本体17上；然后按顺序安装阀座44、阀芯45和旋钮组件46，其中，调节阀4和气缸总成1采用螺纹密封连接，阀芯45装配到阀座44的空腔内，采用端面作轴线方向限位，密封件461贯穿阀芯45的连杆头(两者互为限位作用)装配至气缸总成1，与气缸总成1采用螺纹密封连接，旋钮件462贯穿阀芯45并采用螺钉固定；最后将缓冲件6套设在活塞总成3上，防尘套5套设在活塞总成3和油缸2的外周上。
根据本申请第二方面实施例的车辆1000，如图19所示，包括根据本申请上述第一方面实施例的减振器100。
根据本申请新型实施例的车辆1000，通过采用上述减振器100，使车辆1000的兼容性更强，便于对悬架摆臂空间紧凑化布置以及轻量化，进而可以降低主悬架成本。
根据本申请实施例的车辆1000的其他构成以及操作对于本领域普通技术人员而言都是已知的，这里不再详细描述。
在本申请的描述中，需要理解的是，术语“中心”、“长度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“内”、“外”、“轴向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。
在本申请的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本申请中的具体含义。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示意性实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。
尽管已经示出和描述了本申请的实施例，本领域的普通技术人员可以理解：在不脱离本申请的原理和宗旨的情况下可以对这些实施例进行多种变化、修改、替换和变型，本申请的范围由权利要求及其等同物限定。

Claims (19)

  1. 一种减振器(100)，其特征在于，包括：
    油缸(2)，所述油缸(2)内形成有第一腔室(21)；
    活塞总成(3)，所述活塞总成(3)的一端伸入所述第一腔室(21)内，且所述活塞总成(3)沿所述油缸(2)的轴向可移动；
    气缸总成(1)，所述气缸总成(1)包括气缸筒(11)，所述气缸筒(11)套设在所述油缸(2)的外周侧，所述气缸筒(11)的内壁和所述油缸(2)的外壁之间共同限定出容纳腔(111)；
    油道(14)，所述油道(14)用于连通所述第一腔室(21)和所述容纳腔(111)，所述油道(14)、所述第一腔室(21)及所述容纳腔(111)形成阻尼调节腔；以及
    活动件(12)，所述活动件(12)设在所述阻尼调节腔内，所述活动件(12)将所述阻尼调节腔分隔为第一介质腔室(113)和第二介质腔室(112)，所述活动件(12)在所述活塞总成(3)的作用下移动以调节所述第二介质腔室(112)的体积，所述第一介质腔室(113)包括至少部分所述第一腔室(21)。
  2. 根据权利要求1所述的减振器(100)，其特征在于，所述第二介质腔室(112)包括至少部分所述容纳腔(111)。
  3. 根据权利要求1或2所述的减振器(100)，其特征在于，所述活动件(12)设在所述容纳腔(111)内，所述活动件(12)将所述容纳腔(111)分隔为上容纳腔室(1111)和下容纳腔室(1112)，所述上容纳腔室(1111)构成所述第二介质腔室(112)，所述下容纳腔室(1112)、所述油道(14)和所述第一腔室(21)构成所述第一介质腔室(113)。
  4. 根据权利要求1-3中任一项所述的减振器(100)，其特征在于，所述第一介质腔室(113)用于填充第一介质，所述第二介质腔室(112)用于填充第二介质，所述第一介质与所述第二介质不同。
  5. 根据权利要求4所述的减振器(100)，其特征在于，所述第一介质为油液，所述第二介质为弹性件。
  6. 根据权利要求4所述的减振器(100)，其特征在于，所述第一介质为油液，所述第二介质为惰性气体。
  7. 根据权利要求1-6中任一项所述的减振器(100)，其特征在于，所述油缸(2)和所述气缸筒(11)同轴设置。
  8. 根据权利要求3所述的减振器(100)，其特征在于，所述气缸筒(11)包括气缸本体(17)和气缸盖(16)，所述气缸盖(16)设在所述气缸本体(17)的轴向的一端，所述气缸盖(16)和所述气缸本体(17)共同限定出所述容纳腔(111)，所述气缸盖(16)上形成有进气孔(13)，所述上容纳腔室(1111)通过所述进气孔(13)与外界连通。
  9. 根据权利要求1-8中任一项所述的减振器(100)，其特征在于，所述气缸总成(1)还包括衬套连接座(18)，所述衬套连接座(18)与所述油缸(2)连接，用于将所述减振器(100)与车身或车轮连接，所述气缸筒(11)与所述衬套连接座(18)为一体成型件，所述油道(14)形成在所述衬套连接座(18)内。
  10. 根据权利要求9所述的减振器(100)，其特征在于，所述衬套连接座(18)上形成有安装槽(181)，所述安装槽(181)分别与所述容纳腔(111)和所述油道(14)连通，所述油缸(2)的一端配合在所述安装槽(181)内，所述安装槽(181)的内径小于所述气缸筒(11)的外径。
  11. 根据权利要求3所述的减振器(100)，其特征在于，还包括：
    调节阀(4)，所述调节阀(4)设在所述油道(14)上，所述调节阀(4)用于调节所述第一介质腔室(113)内介质的流量。
  12. 根据权利要求11所述的减振器(100)，其特征在于，所述调节阀(4)为电磁阀。
  13. 根据权利要求11所述的减振器(100)，其特征在于，所述调节阀(4)为旋转式阻尼阀(47)。
  14. 根据权利要求11-13中任一项所述的减振器(100)，其特征在于，所述调节阀(4)具有常开油路(41)、至少一个压缩油路(42)和至少一个复原油路(43)，其中，
    所述常开油路(41)的两端分别与所述第一腔室(21)和所述下容纳腔室(1112)连通，
    所述压缩油路(42)上设有压缩阀(442)，用于控制所述压缩油路(42)与所述第一腔室(21)和所述下容纳腔室(1112)的通断，以及
    所述复原油路(43)上设有复原阀(445)，用于控制所述复原油路(43)与所述第一腔室(21)和所述下容纳腔室(1112)的通断。
  15. 根据权利要求14所述的减振器(100)，其特征在于，所述调节阀(4)包括：
    阀座(44)，所述阀座(44)形成有第一压缩油路段(441)、第一常开油路段(443)和第一复原油路段(444)，所述第一压缩油路段(441)上设有所述压缩阀(442)，所述第一复原油路段(444)设有所述复原阀(445)；
    阀芯(45)，所述阀芯(45)的一端伸入所述阀座(44)内，所述阀芯(45)形成有第二压缩油路段(451)、第二常开油路段(452)和第二复原油路段(453)，所述第二压缩油路段(451)与所述第一压缩油路段(441)相连并构成所述压缩油路(42)，所述第二常开油路段(452)与所述第一常开油路段(443)相连并构成所述常开油路(41)，所述第二复原油路段(453)与所述第一复原油路段(444)相连并构成所述复原油路(43)；以及
    旋钮组件(46)，所述旋钮组件(46)套设在所述阀芯(45)的另一端，所述旋钮组件(46)转动时带动所述阀芯(45)转动，使所述第二压缩油路段(451)与所述第一压缩油路段(441)连通或所述第二复原油路段(453)与所述第一复原油路段(444)连通。
  16. 根据权利要求15所述的减振器(100)，其特征在于，所述压缩油路(42)和所述复原油路(43)均为多个，多个所述复原油路(43)间隔设在多个所述压缩油路(42)的周向，且每个所述复原油路(43)的孔径大于每个所述压缩油路(42)的孔径。
  17. 根据权利要求16所述的减振器(100)，其特征在于，多个所述压缩油路(42)中的至少两个的孔径不同。
  18. 根据权利要求15-17中任一项所述的减振器(100)，其特征在于，所述旋钮组件(46)包括密封件(461)和旋钮件(462)，所述密封件(461)设在所述阀芯(45)和所述旋钮件(462)之间，所述密封件(461)形成有多个凹槽(4611)，所述旋钮件(462)设有多个凸起(4621)和多个档位标识(4622)，多个所述凸起(4621)和多个所述档位标识(4622)分别位于所述旋钮件(462)的厚度方向的两侧，其中，多个所述凸起(4621)与多个所述凹槽(4611)一一对应，且所述凸起(4621)配合在所述凹槽(4611)内，多个所述档位标识(4622)与多个所述凸起(4621)一一对应。
  19. 一种车辆(1000)，其特征在于，包括根据权利要求1-18中任一项所述的减振器(100)。
PCT/CN2024/091343 2023-06-13 2024-05-07 减振器及具有其的车辆 Ceased WO2024255482A1 (zh)

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