阅读说明：本技术 一种减震器阀系 (Damper valve system ) 是由 秦文亮 于 2020-05-19 设计创作，主要内容包括：本发明涉及一种减震器阀系,属于汽车减震器技术领域。一种减震器阀系,包括阀系壳体、第一滑阀、第二滑阀、支撑弹簧和底盖；支撑弹簧设置在第二滑阀和底盖之间,对所述的第二滑阀提供支撑；所述第一滑阀具有第一阀孔,第二滑阀具有第二阀孔；第二滑阀相对于第一滑阀具有L<Sub>0</Sub>~L<Sub>max</Sub>的位置变化量M,当所述位置变化量M为L<Sub>0</Sub>时,第一阀孔与第二阀孔不导通,当所述位置变化量M为L<Sub>max</Sub>时,第一阀孔与第二阀孔导通,且具有最大的导通量。本发明的减震器阀系,具有阀压建立和响应速度快的优点,提升了整车的操控性；还具有加工难度低,节约生产成本的优点。(The invention relates to a shock absorber valve system, which belongs to the technical field of automobile shock absorbers and comprises a valve system shell, a first slide valve, a second slide valve, a supporting spring and a bottom cover, wherein the supporting spring is arranged between the second slide valve and the bottom cover and supports the second slide valve, the first slide valve is provided with a first valve hole, the second slide valve is provided with a second valve hole, and the second slide valve is L relative to the first slide valve 0 ~L max When the amount of positional change M is L 0 When the position variation M is L, the first valve hole and the second valve hole are not communicated with each other max When the valve is opened, the first valve hole and the second valve hole are communicated, and the maximum flow guiding quantity is provided. The shock absorber valve system has the advantages of high valve pressure establishing and response speed, and improves the controllability of the whole vehicle; and the method also has the advantages of low processing difficulty and production cost saving.)

1. A shock absorber valve system comprises a valve system shell, a first sliding valve (1), a second sliding valve (2), a supporting spring (3) and a bottom cover (4) arranged at the bottom of the valve system shell, wherein a first flow channel hole communicated with a shock absorber compression cavity is formed in the upper end of the valve system shell, a second flow channel hole communicated with a shock absorber recovery cavity is formed in the bottom cover (4), the shock absorber valve system is characterized in that the first sliding valve (1) is arranged close to the first flow channel hole, the second sliding valve (2) is arranged close to the second flow channel hole, the supporting spring (3) is arranged between the second sliding valve (2) and the bottom cover (4) and supports the second sliding valve (2), the first sliding valve (1) is provided with a first valve hole (11) penetrating through the first sliding valve (1), the second sliding valve (2) is provided with a second valve hole (21) penetrating the second sliding valve (1), and the second sliding valve (1) is L relative to the first sliding valve (1)₀~L_maxWhen the amount of positional change M is L₀When the position change amount M is L, the first valve hole (11) and the second valve hole (21) are not communicated with each other_maxWhen the valve is in use, the first valve hole (11) is communicated with the second valve hole (21), and the maximum flux is provided.

2. A shock absorber valve train as set forth in claim 1 wherein: the first spool (1) includes a first spool body portion (101) and a connecting boss portion (102) integrally connected to the first spool body portion (101); the second spool (2) includes a second spool body portion (201) and a connection recess portion (202) integrally connected with the second spool body portion (201); the connecting convex part (102) is matched and connected with the connecting concave part (202) and is arranged in the connecting concave part (202).

3. A shock absorber valve train as set forth in claim 2 wherein: the coupling recess (202) has a smaller height than the coupling protrusion (102).

4. A shock absorber valve train as set forth in claim 2 wherein: a first pressure balance cavity (X) is formed between the first slide valve (1) and the second slide valve (2).

5. A shock absorber valve train as set forth in claim 2 wherein: and a second pressure balance cavity (Y) is formed between the second slide valve (2) and the bottom cover (4).

6. A shock absorber valve train as set forth in claim 2 wherein: the first valve hole (11) is arranged in the middle of the first slide valve (1); the second valve hole (21) is provided with a plurality of holes and is distributed in a circumferential array in the area corresponding to the second valve hole (21).

7. A shock absorber valve train according to claim 4, wherein the connection boss (102) of the first spool (1) includes a land area (102.1), a land area (102.2) and a first orifice area (102.3), and the connection recess (202) of the second spool (2) includes a bowl wall area (202.1), a bowl bottom area (202.2) and a second orifice area (202.3), and when the position change M is L₀When the position variation M is not L, the table wall area (102.1) is in abutting fit with the basin wall area (202.1), the table surface area (102.2) is in abutting fit with the second orifice area (202.3), the first orifice area (102.3) is in abutting fit with the basin bottom area (202.2)₀When in use, a gap is reserved between the table wall area (102.1) and the basin wall area (202.1), the first pressure balance cavity (X) is communicated with the first valve hole (11) through the gap, and the first pressure balance cavity (X) is also communicated with the second valve hole (21) through the gap.

8. A shock absorber valve train as set forth in claim 2 wherein: the shock absorber valve system further comprises a first sealing ring (6) and a second sealing ring (7), wherein the first sealing ring (6) is arranged on the circumferential side wall of the first sliding valve body part (101), and the second sealing ring (7) is arranged on the circumferential side wall of the second sliding valve body part (201).

Technical Field

The invention relates to a shock absorber valve system, and belongs to the technical field of automobile shock absorbers.

Background

With the rapid development of economy, the quantity of automobiles in China is increasing. People have higher and higher requirements on the comfort and the controllability of the whole vehicle. The shock absorber is a very important part on the automobile suspension, and each parameter of the automobile shock absorber can be set according to the characteristics of each type of automobile before the automobile leaves a factory, so that a driver is guaranteed to have good driving experience. However, most of common vehicle models cannot be both comfortable and controllable, and how to take comfort and controllability into consideration is a very troublesome problem for automobile engineers.

Comfort is an important concern for ordinary home car owners, so car manufacturers must sacrifice performance in terms of handling and stability when designing home cars. However, with the development of technology, some high-end vehicle models are equipped with adaptive suspensions, and the system can automatically recognize the road condition and automatically adjust the damping of the shock absorber, but the system is expensive and the stability of the system needs to be improved.

The FSD (frequency sensitive damping) automatic damping adjustable system solves the problem, can meet the requirements of comfort and control at the same time, and does not have expensive electronic components. When the FSD self-adaptive vibration damping system is in good road conditions, the damping of the vibration damping cylinder is relatively large, so that the automobile is more stable in driving and has stronger controllability; when the automobile is in a hollow road surface, the FSD valve is opened, the damping cylinder can reduce self damping force at once, the damping cylinder can play a role in absorbing road surface impact, and people in the automobile can have comfortable driving experience. For example, the chinese invention application with publication number CN107289058A discloses a vibration damping adjusting valve, which comprises a piston body, a piston ring, a compression valve, a compression spring, a recovery valve, a recovery spring, a compression bearing plate, a recovery bearing plate and a damping adjusting device, wherein the damping adjusting device comprises an electromagnet, an adjusting spring and an adjusting disk which are sequentially sleeved on the piston rod. In the compression stroke, the pressure-bearing compression sheet is subjected to oil hydraulic pressure P1, the compression spring is compressed, and a gap is generated at the valve port part of the compression valve; in the restoring stroke, the restoring pressure-bearing force is subjected to oil hydraulic pressure P2, the restoring spring is compressed, a gap is generated at the valve port part of the restoring valve, and the damping force is formed when oil flows through the gap. By controlling the power-off and the power-on of the electromagnet, the shock absorber damping adjusting valve can provide two working states of large damping and small damping for the automobile shock absorber. However, this solution is relatively complex and requires the intervention of an electromagnet.

The most popular product on the market is the FSD technical product of KONI company, as shown in figure 3, the product can realize the improvement of comfort by continuously reducing the damping force of a suspension shock absorber along with the increase of the vibration frequency of a tire. This product is an additional valve, i.e. controlling the opening or closing of the oil circuit 2. The oil passage 1 is an oil passage in which a normal operation valve of the shock absorber is always open. The oil passage 2 is an openable and closable oil passage. In the actual driving process, along with the high vibration frequency of the tire, the oil way 2 is opened, so that the damping force is reduced; otherwise, the damping force is increased. The additional valve comprises a main slide valve, a slide mandrel, and a spring leaf under the mandrel. In the actual operation process, the pressure difference P1 between the upper side and the lower side of the main valve plate structure and the pressure difference P2 are established through the response of oil liquid in the main valve along with frequency, so that the opening or the closing of the main valve is realized, and the increase or the decrease of the damping force is influenced. However, the structure has the defects that the pressure on the lower side of the main valve needs to be established through a fine throttle hole of the valve core, the diameter of the throttle hole is about 0.0025mm, so that the flow is extremely small, the pressure establishment time is long, the response is slow, and the control of the whole vehicle is influenced; meanwhile, because a certain time is needed for establishing the pressure intensity, a certain leakage exists in the early stage, and the performance of the whole vehicle is influenced. Meanwhile, the precision requirement of the hole is extremely high, so the machining difficulty is very high, and the cost is very high.

Disclosure of Invention

The present invention is to solve the above problems, and thus provides a shock absorber valve train. The shock absorber valve system has the advantages of high valve pressure establishing and response speed, and improves the controllability of the whole vehicle; and the method also has the advantages of low processing difficulty and production cost saving.

The technical scheme for solving the problems is as follows:

a shock absorber valve system comprises a valve system shell, a first sliding valve, a second sliding valve, a supporting spring and a bottom cover, wherein the first sliding valve, the second sliding valve, the supporting spring and the bottom cover are arranged in the valve system shell, a first flow passage hole communicated with a shock absorber compression cavity is formed in the upper end of the valve system shell, a second flow passage hole communicated with a shock absorber recovery cavity is formed in the bottom cover, the first sliding valve is arranged close to the first flow passage hole, the second sliding valve is arranged close to the second flow passage hole, the supporting spring is arranged between the second sliding valve and the bottom cover and provides support for the second sliding valve, the first sliding valve is provided with a first valve hole penetrating through the first sliding valve, the second sliding valve is provided with a second valve hole penetrating through₀~L_maxWhen the amount of positional change M is L₀When the position variation M is L, the first valve hole and the second valve hole are not communicated with each other_maxWhen the valve is in use, the first valve hole is communicated with the second valve hole, and the maximum flux is provided.

As a preferable mode of the above aspect, the first spool includes a first spool body portion and a connection boss portion integrally connected to the first spool body portion; the second spool includes a second spool body portion and a connection recess portion integrally connected with the second spool body portion; the connecting convex part is matched and connected with the connecting concave part and is arranged in the connecting concave part.

Preferably, the connecting recess has a smaller height than the connecting protrusion.

Preferably, a first pressure balance chamber is further formed between the first spool and the second spool.

Preferably, a second pressure balance chamber is formed between the second spool and the bottom cover.

Preferably, the first valve hole is formed in a middle portion of the first slide valve; the second valve holes are provided with a plurality of holes and are distributed in a circumferential array in the area corresponding to the second valve holes.

Preferably, the connection protrusion of the first spool includes a land area, and a first orifice area, the connection recess of the second spool includes a land area, and a second orifice area, and when the position variation M is L₀When the position variation M is not L0, a gap is formed between the table wall area and the basin wall area, the first pressure balance cavity is communicated with the first valve hole through the gap, and the first pressure balance cavity is also communicated with the second valve hole through the gap.

As another preferable mode of the above technical solution, the connection convex portion of the first spool and the connection concave portion of the second spool are connected in a straight wall fit manner.

When the position variation M is not L0, no gap is formed between the stage wall section and the basin wall section, the first pressure balance chamber is not communicated with the first valve hole, and the first pressure balance chamber is not communicated with the second valve hole, so that the tightness of the first pressure chamber is maintained as much as possible.

Preferably, in the above aspect, the damper valve system further includes a first seal ring provided on a circumferential side wall of the first spool body portion, and a second seal ring provided on a circumferential side wall of the second spool body portion.

In conclusion, the invention has the following beneficial effects:

the design adopts a new design concept, the pressure in the additional valve is divided into three parts, wherein the pressure for establishing the pushing slide valves 1 and 2 is close to a closed cavity and is not established through the flow of a small throttling hole, so that the pressure is established quickly, the delay time is fundamentally avoided, the oil quantity leaked in the early stage is solved, and the stability of the whole vehicle is maintained. The central hole of the mandrel is eliminated through design, so that the processing difficulty and error are greatly reduced, and the cost is greatly reduced. The pressure inside the whole valve body is divided into 3 parts, namely P1 on the upper part of the first slide valve, P3 on the lower part of the second slide valve and P2 between the two slide valves. In the actual operation process, the oil liquid in the valve body changes along with the frequency, at the low frequency, the P2 is drained through the common drain hole on the second slide valve (oil path 1), the balance of the P1, the P2 and the P3 is achieved, at the moment, the first slide valve and the second slide valve do not generate relative displacement, no liquid is drained through the oil path 2, and the damping force is kept consistent. The oil passage 1 is an oil passage in which a normal operation valve of the shock absorber is always open. The oil passage 2 is an openable and closable oil passage. At high frequencies, P1 increases, which results in P2 not being able to drain through the normal drain hole in the second spool valve, while P1 increases, which results in the first spool valve and the second spool valve being displaced relative to each other when P1 is greater than P3, which results in the oil draining through the central drain hole in the second spool valve, which results in a reduction in damping force and thus improves comfort. The structure of the invention has one more pressure cavity than the KONI product, thereby greatly improving the pressure intensity establishment speed and the response speed of the valve and improving the controllability of the whole vehicle; the leakage of oil is avoided, and the overall stability is improved; the elimination of the central pore reduces the difficulty of machining and thus the cost by about 50%.

Drawings

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

FIG. 2 is a schematic view of the first and second spool valves of the present invention;

FIG. 3 is a schematic diagram of a background art configuration;

in the figure, 1-first slide valve, 2-second slide valve, 3-supporting spring, 4-bottom cover; 6-first sealing ring, 7-second sealing ring;

11-a first valve orifice, 21-a second valve orifice;

101-a first spool body portion, 102-a connecting boss;

201-a second spool body portion, 202-a connecting recess portion;

102.1-mesa wall region, 102.2-mesa region, 102.3-first orifice region;

202.1-basin wall area, 202.2-basin bottom area, 202.3-second orifice area;

x-the first pressure balance cavity and Y-the second pressure balance cavity.

Detailed Description

The invention is further explained below with reference to the drawings.

This detailed description is to be construed as illustrative only and is not limiting, since any changes made by those skilled in the art after reading the present specification will be protected by the patent laws within the scope of the appended claims.

As shown in figure 1, the shock absorber valve system comprises a valve system shell, a first sliding valve 1, a second sliding valve 2, a supporting spring 3 and a bottom cover 4, wherein the first sliding valve 1, the second sliding valve 2, the supporting spring 3 and the bottom cover 4 are arranged at the bottom of the valve system shell, and the upper end of the valve system shell is provided with a shock absorberA first channel hole communicating with a compression chamber of the shock absorber, a second channel hole communicating with a recovery chamber of the shock absorber is formed at the bottom cover 4, the first slide valve 1 is disposed adjacent to the first channel hole, the second slide valve 1 is disposed adjacent to the second channel hole, the supporting spring 3 is disposed between the second slide valve 2 and the bottom cover 4 to support the second slide valve 2, the first slide valve 1 has a first valve hole 11 penetrating itself, the second slide valve 2 has a second valve hole 21 penetrating itself, the second slide valve 2 has L with respect to the first slide valve 1₀~L_maxWhen the amount of positional change M is L₀When the position variation M is L, the first valve hole 11 and the second valve hole 21 are not communicated with each other_maxWhen the valve is opened, the first valve hole 11 and the second valve hole 21 are communicated with each other, and have the maximum flow conducting amount.

As shown in fig. 2, the first spool 1 includes a first spool body portion 101 and a coupling boss portion 102 integrally coupled to the first spool body portion 101.

As shown in fig. 2, the second spool 2 includes a second spool body portion 201 and a connecting recess portion 202 integrally connected to the second spool body portion 201.

Referring to fig. 1, the connection protrusion 102 is coupled with the connection recess 202 and disposed in the connection recess 202.

As shown in fig. 1, the coupling recess 202 has a smaller height than the coupling protrusion 102. A first pressure balance cavity X is formed between the first slide valve 1 and the second slide valve 2; a second pressure balance chamber Y is formed between the second spool 2 and the bottom cover 4. During actual operation, the oil in the valve body changes with the frequency, at low frequency, P2 (through the ordinary drain hole on the second slide valve to drain (oil path 1), and the balance of P1, P2 and P3 is achieved, at this time, the first slide valve and the second slide valve do not generate relative displacement, and no liquid drains through the oil path 2, and the damping force is kept consistent, at high frequency, P1 continuously increases, which results in that P2 cannot drain through the ordinary drain hole on the second slide valve, and P1 continuously increases, which results in that when P1 is larger than P3, the first slide valve and the second slide valve generate relative displacement, and the oil drains through the center drain hole of the second slide valve, which results in the reduction of the damping force, thereby improving comfort.

In this embodiment, as shown in fig. 1, the first valve hole 11 is provided in the middle of the first spool 1, the second valve hole 21 has a plurality of second valve holes 21 distributed in a circumferential array in a region corresponding to the second valve hole 21, the connection protrusion 102 of the first spool 1 includes a land region 102.1, a land region 102.2 and a first orifice region 102.3, the connection recess 202 of the second spool 2 includes a bowl wall region 202.1, a bowl bottom region 202.2 and a second orifice region 202.3, and when the position change amount M is L₀When the position variation M is not L, the table wall area 102.1 is in abutting fit with the basin wall area 202.1, the table surface area 102.2 is in abutting fit with the second orifice area 202.3, the first orifice area 102.3 is in abutting fit with the basin bottom area 202.2, and the position variation M is not L₀When in use, a gap is formed between the table wall area 102.1 and the basin wall area 202.1, the first pressure balance cavity X is communicated with the first valve hole 11 through the gap, and the first pressure balance cavity X is also communicated with the second valve hole 21 through the gap. The damper valve system further includes a first seal ring 6 and a second seal ring 7, the first seal ring 6 is disposed on the circumferential side wall of the first spool body portion 101, and the second seal ring 7 is disposed on the circumferential side wall of the second spool body portion 201.