CN201116581Y - Seal combination device of oil and gas spring - Google Patents

Abstract

The utility model relates to a seal assembly device for hydro-pneumatic spring, which comprises a press unit, a connector assembly or end assembly and a locking nut, wherein the connector assembly or end assembly is pressed via the press unit and the press unit is axially locked by the locking unit. Via the utility model, hydro-pneumatic spring can reduce oil and gas leakage at most, thereby effectively improving the anti-leakage reliability of hydro-pneumatic spring and confirming driving safety.

Description

Seal combination device of oil and gas spring

technical field

The utility model relates to an oil-gas spring sealing combination device, which belongs to the application field of hydraulic machinery and motor vehicles, and is mainly used for attenuating the vibration of a vehicle body and improving the safety, smoothness and cross-country speed of the vehicle.

Background technique

Suspension is the general term for all force transmission connection devices between the frame (or load-bearing body) and the axle (or wheel). In a popular sense, the suspension system is composed of elastic elements, damping elements and guiding devices. Of course, in terms of specific structural realization, the above-mentioned components may not all appear in an independent form.

In the prior art, except oil-gas springs, the types of elastic elements used in vehicle suspension systems mainly include: leaf springs, coil springs, torsion bar springs, rubber springs and gas springs. Leaf springs, helical springs, and torsion bar springs have relatively small energy storage per unit mass, so they can absorb vibration energy to a limited extent while the vehicle is running, and their mass is relatively large; at the same time, the spring stiffness is linear and cannot be adjusted according to the vehicle's driving on different grades of road. changes, making it impossible to optimize the ride comfort of the vehicle. The rubber spring uses the elasticity of the rubber itself to absorb vibration energy, but its life is short and it is easy to age, so its application range is small. Gas springs generally use inert gas (nitrogen) as the elastic medium, and the stiffness curve shows good nonlinear characteristics; at the same time, its energy storage ratio is large, but it can only absorb and release part of the road excitation to the car body. Shock consumes most of the vibration energy, and an additional shock absorber is required to meet the driving requirements of the vehicle, and the gas spring itself does not have a guiding effect.

In recent years, the development of oil and gas springs has made great progress, and has been used in some engineering vehicles and military vehicles. Compared with the above spring forms, oil and gas springs generally have the following characteristics:

(1) Nonlinear variable stiffness characteristics

Since the oil-gas spring uses high-pressure inert gas (nitrogen) as an elastic element in the traditional sense, it has typical characteristics of nonlinear stiffness and gradual increase, so it can meet the requirements of vehicle ride comfort and stability to the greatest extent. When the vehicle is running on a flat road, the relative expansion and contraction of the oil-gas spring is small, and the stiffness produced by the inert gas is also small, which can fully meet the comfort requirements of the occupants; The rigidity of the oil-pneumatic spring becomes larger, which can absorb more impact energy, thereby ensuring the safety of the occupants. In addition, for vehicles with large load changes, the variable stiffness characteristics of the oil-pneumatic spring can keep the natural frequency of the vehicle body in a relatively stable range, so as to improve the ride comfort of the vehicle.

(2) Nonlinear variable damping characteristics

The damping valve composed of different throttling methods is installed on the oil-pneumatic spring, which also has nonlinear damping characteristics, and the damping force and damping coefficient produced change with the relative speed of the frame and the axle. Therefore, after the damping valve is installed, the oil and gas spring also acts as a shock absorber.

(3) Vehicle posture adjustment function

By adding a vehicle attitude adjustment system, the oil and gas spring can also realize the lifting, front and rear pitching and left and right tilting of the car body, so as to improve the trafficability of the vehicle. The adjustment function of vehicle posture can only be realized in active suspension, which reflects the superiority and good development prospects of oil-air suspension.

The disadvantages of existing oil and gas springs:

Since the oil-gas spring is filled with high-pressure inert gas, the pressure in the cavity often reaches tens or even dozens of MPa during the working process, which can easily cause oil and gas leakage, and at the slightest, the spring will fail to work normally. It will seriously threaten the personal safety of vehicles and personnel, so the sealing performance is also a major bottleneck restricting the development of oil and gas springs.

Contents of the invention

The purpose of this utility model is to overcome the deficiencies of the above-mentioned prior art, and provide a sealing combination device for an oil-gas spring. The piston rod of the oil-gas spring is set in the cylinder barrel. The end assembly and the locking nut, wherein the joint assembly or the end assembly is compressed by the pressing part, and then the locking nut is used to axially lock the pressing part.

The sealing combination device is arranged at the upper end of the cylinder barrel, the lower end of the cylinder barrel or the lower end of the piston rod.

The pressing part is the upper gland, the joint assembly is the upper joint assembly, and the lock nut is the upper joint lock nut. At the joint between the upper end of the cylinder and the upper joint assembly, the upper joint assembly and the cylinder are connected through the upper gland. The upper end face is pressed tightly, and the upper gland is axially locked with the upper joint lock nut.

The pressing part is the lower end cover, the end assembly is the lower support assembly, and the lock nut is the lower support lock nut. At the joint between the lower end of the cylinder and the lower support assembly, the lower support assembly and the lower support assembly of the cylinder are connected through the lower end cover. The end face is compressed, and the lower end cover is axially locked with the lower support lock nut.

The pressing part is the lower gland, the joint assembly is the lower joint assembly, and the lock nut is the lower joint lock nut. At the joint between the lower end of the piston rod and the lower joint assembly, the lower joint assembly and the piston rod are connected through the lower gland. The lower end face is compressed, and the lower gland is axially locked with the lower joint lock nut.

The pressing part is a sleeve matched with the steering mechanism of the front axle of the vehicle. The end assembly is the end cover assembly, and the lock nut is the lower joint lock nut. At the joint between the lower end of the piston rod and the end cover assembly, through the sleeve Compress the end cover assembly with the lower end surface of the piston rod, and lock the sleeve axially with the lower joint lock nut.

The sealing combination device is arranged at the upper end of the cylinder barrel, the lower end of the cylinder barrel and the lower end of the piston rod at the same time.

The utility model prevents the oil-gas spring of the sealing combination device from leaking oil and air, greatly improves the reliability of the oil-gas spring against leakage, and ensures the driving safety of the vehicle and passengers; in addition, the use of such a seal The combined device reduces the weight and processing difficulty of a single component, and effectively improves the assembly quality and efficiency.

Description of drawings

Fig. 1 is the assembly structural drawing of oil-gas spring;

Fig. 2 is a structural diagram of the buffer device on the oil-pneumatic spring;

Fig. 3 is a structural diagram of the buffer device under the oil-pneumatic spring;

Fig. 4 is a structural diagram of the oil-gas spring upper joint assembly;

Fig. 5 is a structural diagram of the lower joint assembly of the oil-gas spring;

Fig. 6 is a structural diagram of the sleeve end face of the oil-gas spring lower joint assembly;

Fig. 7 is a front view of the lower connection cover of the oil-gas spring lower joint assembly;

Fig. 8 is a left view of the lower connection cover of the oil-gas spring lower joint assembly;

Fig. 9 is a structural diagram of an oil-gas spring combined piston;

Figure 10 is a partial enlarged view of the oil-gas spring combined piston;

Fig. 11 is the front view of the oil-gas spring piston end cover;

Figure 12 is a top view of the piston end cover of the oil and gas spring;

Fig. 13 is a front view of the bearing cap of the oil and gas spring;

Fig. 14 is the A-direction view of the oil-gas spring load-bearing cover;

Figure 15 is a schematic diagram of the force of the oil-gas spring throttle valve plate;

In the figure: 1-piston rod, 2-cylinder barrel, 3-lower support lock nut, 4-lower end cover, 5-lower support assembly, 6-lower joint lock nut, 7-lower gland, 8-lower Joint assembly, 9-lower joint seal, 10-lower support seal, 11-lower buffer device, 12-floating piston, 13-combined piston, 14-upper joint seal, 15-upper joint assembly, 16 -Upper gland, 17-Upper buffer device, 18-Upper joint lock nut, 19-Sleeve, 20-End cover assembly, 21-Large seal of end cover, 22-Small seal of end cover, 23-Thread Fasteners, 24-lower connection cover, 25-lower support assembly hole, 26-bottom joint assembly hole, 27-upper joint assembly hole, 28-upper buffer block, 29-upper guard plate, 30-small convex circle, 31 -Large convex round end face, 32-sleeve assembly groove, 33-threaded hole, 34-lower buffer block, 35-lower guard plate, 36-light hole, 37-bulb, 38-piston ring, 39-piston end cover , 40-bearing cover, 41-corner oil hole, 42-assembly oil hole, 43-upper annular groove, 44-wall, 45-throttle valve group, 46-adjusting gasket, 47-upper ring limit Position block, 48-lower annular groove, 49-throttle valve plate groove, 50-lower annular limit block, 51-lower center hole A-piston rod oil chamber, B-piston rod air chamber, C-cylinder ring oil chamber, D-cylinder oil chamber, E-sleeve air chamber, F-axle steering mechanism

Detailed ways

The following is a detailed description of the oil-pneumatic spring buffer device in conjunction with the accompanying drawings:

The hollow piston rod 1 is set in the cylinder barrel 2, the upper end of the piston rod 1 is equipped with a combined piston 13, and is connected together by threads, and the lower end is equipped with a lower joint assembly 8 to form a closed end, so as to pass through the connecting piece and The connecting arms of the axle are connected. The inner chamber of the piston rod is equipped with a floating piston 12, which divides the inner chamber of the piston rod into two chambers. The upper chamber is filled with oil, called the piston rod oil chamber A, and the lower chamber is filled with corresponding high-pressure inert oil chamber according to the static load of the vehicle. Gas, called piston rod cavity B. The upper end of the cylinder 2 is equipped with an upper joint assembly 15, which forms a closed end so as to be connected with the connecting arm of the carriage or frame through a connecting piece; the lower end of the cylinder 2 is equipped with a lower support assembly 5, which mainly supports the piston rod 1. In this way, the cylinder annular oil chamber C is formed between the piston rod 1 and the cylinder 2, and the cylinder oil chamber C is formed between the cylinder 2, the upper joint assembly 15 and the combined piston 13. Cavity D. It can be seen from the figure that the cylinder oil chamber D communicates with the piston rod oil chamber A through the central hole of the combined piston 13; during the working process of the oil and gas spring, because the central hole of the combined piston 13 is large enough, the local pressure generated The loss is negligible, so the pressure in the cylinder oil chamber D is equal to the pressure in the piston rod oil chamber A, and it is also equal to the gas pressure in the piston rod air chamber B.

Fig. 2 shows the assembly diagram of the upper buffer device 17, wherein the upper buffer block 28 is processed by materials with elastic properties such as rubber, and the upper guard plate 29 can be made of hard materials, which are connected with the upper buffer by vulcanization or gluing. The buffer blocks 28 are glued together.

Fig. 3 shows the assembly diagram of the lower buffer device 11, wherein the lower buffer block 34 is processed by materials with elastic properties such as rubber, and the lower guard plate 35 can be made of hard materials, which are connected to the lower buffer by vulcanization or gluing. The buffer blocks 34 are glued together.

As shown in FIG. 1 , the upper buffer device 17 and the lower buffer device 11 are respectively installed at the upper and lower ends of the inner cavity of the cylinder barrel 2 . The lower buffer device 11 is directly sleeved on the piston rod 1 during assembly, and one side of the lower guard plate 35 should face the combined piston 13 . After the oil and gas spring is loaded, the lower buffer device 11 will be kept at the lower end of the cylinder 2 by its own gravity and will be in contact with the lower support assembly 5, so no special fixing measures are needed, which reduces the assembly process; in addition, because the upper buffer The device 17 is located at the upper end of the inner chamber of the oil-gas spring. During the working process of the oil-gas spring, in order to prevent it from sliding into the oil chamber D of the cylinder by its own gravity or other external forces, it interferes with the reciprocating movement of the combined piston 13. It itself produces unnecessary damage, so it is set on the small convex circle 30 of the upper joint assembly 15, as shown in Figure 4, the side of the upper guard plate 29 should also face the combined piston 13, and the upper buffer block should be placed at the same time. 28 is bonded together with the contact portion of the upper joint assembly 15.

When the vehicle is running at high speed under bad road conditions, if the limit block on the vehicle body fails, it will likely cause the combined piston 13 to over-travel, thereby causing a violent collision with the upper joint assembly 15 and the lower support assembly 5 , This will easily cause the oil and gas spring to leak and even be destroyed. After the upper and lower buffer devices 17 and 11 are installed in the oil-gas spring, the upper and lower buffer blocks 28 and 34 made of elastic materials will fully absorb the impact from the combined piston 13, while the hard bonded outer ends Upper and lower guard plates 29 and 35 will play a necessary protective role to upper and lower buffer blocks 28 and 34, preventing it from being damaged by the combined piston 13. This will effectively improve the reliability of the shock resistance of the oil and gas spring.

As shown in Figures 1 and 4, the assembly method of the first sealing combination device at 15 places in the upper joint assembly is as follows:

Press the part of the upper joint assembly 15 with the upper joint seal 14 into the cylinder barrel 2, and then connect the upper gland 16 with the cylinder barrel 2 through threads; the upper gland 16 is processed with circumferential holes for disassembly The upper joint assembly hole 27 of the upper joint assembly is used to press the large convex end face 31 of the upper joint assembly 15 and the end face of the cylinder barrel 2, and then the upper joint lock nut 18 is used to axially lock the upper gland 16 to prevent it from being Unscrew during the vibration process; the upper joint seal 14 is used to prevent oil leakage in the cylinder oil cavity.

As shown in Figure 1, the assembly method of the second sealing combination device at the 5 places of the lower support assembly is as follows:

Press the part of the lower support assembly 5 with the lower support seal 10 into the cylinder barrel 2, and then connect the lower end cover 4 with the cylinder barrel 2 through threads, and the lower end cover 4 is processed with a circumferential bottom for disassembly Support the assembly hole 25, so as to press the lower support assembly 5 and the end face of the cylinder 2, and then use the lower support lock nut 3 to axially lock the lower end cover 4 to prevent it from loosening during vibration; the lower support seal Part 10 is used to prevent oil leakage in the annular oil chamber of the cylinder.

As shown in Figure 1, the assembly method of the third sealing combination device at 8 places of the lower joint assembly is as follows:

Press the part of the lower joint assembly 8 with the lower joint seal 9 into the piston rod 1, and then connect the lower gland 7 with the piston rod 1 through threads, and the lower gland 7 is processed with circumferential holes for disassembly The lower joint assembly hole 26 of the lower joint is used to press the lower joint assembly 8 and the end face of the piston rod 1 tightly, and then use the lower joint lock nut 6 to axially lock the lower gland 7 to prevent it from loosening during vibration; The lower joint seal 9 is used to prevent the leakage of the inert gas in the air chamber of the piston rod.

As shown in FIG. 5 , it is another embodiment of the joint connection method under the oil-pneumatic spring, which is especially suitable for the steering structure of the front axle of the vehicle, so as to meet the requirements of the full-chassis oil-pneumatic spring vehicle. The assembly method of the fourth sealing combination device at 20 places in the end cover assembly is as follows:

Press the end of the end cover assembly 20 with the small seal 22 of the end cover into the piston rod 1 as shown in the figure, and then insert the sleeve matched with the axle steering mechanism F (shown by the double dotted line in the figure) The barrel 19 is connected with the piston rod 1 through threads, and the sleeve 19 is processed with a circumferential sleeve assembly groove 32 for disassembly, so as to press the end cover assembly 20 and the end surface of the piston rod 1 tightly, and then use the lower joint The locking nut 6 axially locks the sleeve 19 to prevent it from being unscrewed during vehicle steering; the small seal 22 of the end cap is used to prevent the leakage of the inert gas in the air chamber B of the piston rod. Since the sleeve air chamber E communicates with the piston rod air chamber B and is filled with high-pressure inert gas, at least one large end cap seal 21 needs to be installed on the end cover assembly 20 to prevent the sleeve air chamber E from Inert gas leaks.

As shown in Figures 5, 6, 7 and 8, first put the sleeve 19 into the axle steering mechanism F, and then buckle the protrusion 37 on the lower connecting cover 24 into the corresponding groove of the axle steering mechanism F Then pass through the circumferential optical hole 36 in the lower connection cover 24 and the corresponding circumferential threaded hole 33 in the sleeve 19, and fasten them together with threaded fasteners 23, the number of holes and threaded fasteners is the same It is not limited to the four shown in this embodiment, and can be determined according to specific conditions. In this way, the lower joint of the piston rod 1 is connected with the steering mechanism of the vehicle. When the vehicle turns, the piston rod 1 can rotate along the axis with the steering mechanism, thereby meeting the requirements of the oil-pneumatic spring assembled on the front axle of the vehicle.

As shown in Figures 1 and 5, it is not difficult to find that the connection methods of the above four sealing combination devices are similar: the joint with the seal and the end assembly are respectively compressed by the compression parts, and then use different inner and outer diameters. The lock nut of the size locks the compression part axially. It should be emphasized that the connection method between the upper and lower joint assembly and the vehicle frame and the vehicle axle is not limited to what is shown in the above-mentioned embodiments, and needs to be determined according to specific conditions. Since the pressure in the cavity of the oil-gas spring often reaches tens or even dozens of MPa during the working process, such high pressure has strict requirements on the sealing device, and a little carelessness will cause leakage of oil and gas, especially The upper joint assembly 15 of the cylinder 2 and the lower joint assembly 8 of the piston rod 1 bear a large dynamic load from the frame and the axle at all times, so it becomes an oil-gas spring One of the main leakage points of the oil and gas spring is also a major bottleneck restricting the development of oil and gas springs. However, by adopting the above-mentioned sealing combination device, the possibility of leakage of the oil-gas spring can be sufficiently reduced. Judging from the field sports car test, the vehicle has driven nearly 20,000 kilometers on various road surfaces. The oil-gas spring using this sealing combination device has no oil or air leakage, which greatly improves the reliability of the oil-gas spring against leakage. , to ensure the driving safety of the vehicle and passengers; in addition, the use of such a sealing combination device reduces the weight and processing difficulty of a single component, and effectively improves the assembly quality and efficiency.

As shown in FIGS. 9 and 10 , they are structural diagrams of the combined piston 13 . Wherein the load-bearing cover 40 is connected with the piston rod 1 through threads, and the piston ring 38 is pressed tightly; the throttle plate group 45 is set on the load-bearing cover 40; the piston end cover 39 is connected with the piston ring 38 through threads, and the joint The inner ring of the flow valve plate group 45 is compressed, and also plays the role of locking the load-bearing cover 40 to prevent the thread from loosening between it and the piston rod 1 .

As shown in FIGS. 11 and 12 , the piston end cover 39 has a certain number of assembly oil holes 42 in the circumferential direction. The number of assembled oil holes 42 is not limited to the 6 shown in this embodiment, it needs to be determined according to specific conditions. There are two main functions of assembling the oil hole 42. On the one hand, it is convenient to use a special assembly tool to make the piston end cover 39 obtain sufficient pressing force; In addition to assembling the oil hole 42, an upper annular groove 43 is also processed, and the two are communicated. In the upper annular groove 43, there is an upper annular limit block 47, which is used to limit the maximum deformation of the throttle valve plate group 45 in FIG. The central hole is used to connect the cylinder oil chamber D and the piston rod oil chamber A together.

As shown in Figures 13 and 14, it is a structural view of the load-bearing cover 40, which has a throttle plate groove 49 for fitting the throttle plate group 45, and a lower annular groove 48 communicating with the throttle plate groove 49 ; In the lower annular groove 48, there is a lower annular limit block 50, which is used to limit the maximum deformation of the throttle valve plate group 45 in Figure 10, and protect the valve plate from breaking beyond the strength limit. It can be seen from the view in direction A that the lower central hole 51 of the bearing cover 40 is hexagonal, so that the bearing cover 40 can obtain sufficient pressing force by using a special assembly tool, and at the same time, the central hole also holds the cylinder oil The cavity and the piston rod oil cavity are connected together.

As shown in FIGS. 9 and 13 , the piston ring 38 has a circumferential knuckle oil hole 41 . The quantity of the knuckle oil passage holes 41 can be determined according to specific conditions, and communicate with the lower annular groove 48 of the bearing cover 40; the piston ring 38 mainly supports and guides the piston rod 1 .

As shown in Figure 10, the throttle valve plate group 45 is formed by stacking a certain number of throttle valve plates, wherein the valve plates on both sides are slightly smaller than the outer diameter of the valve plate at the central position, so as to avoid When the sheet group 45 deforms as a whole, the valve sheets on both sides interfere with the wall surface 44 of the force-bearing cover 40 . The oil-gas spring in this embodiment mainly relies on the deformation of the outer edge of the throttle plate group 45 to form an annular gap with the load-bearing cover 40 and the piston end cover 39 to throttle the oil to generate damping force. The resistance value can be changed in the following two ways: ①. Since the damping force is directly related to the width of the annular gap, by changing the geometry of the load-bearing cover 40 and the wall surface 44 of the piston end cover 39 matched with the throttle plate group 45 size, the damping force can be changed; ②, because the throttle valve plate group 45 is located in the upper and lower annular grooves 43, 48 of the piston end cover 39 and the load bearing cover 40, the force on the throttle valve plate belongs to a uniform load, As shown in Figure 11, the formula of the uniform load deflection function of the throttle valve plate is derived by the elastic thin plate deflection theory:

$\mathrm{<span\; class="notranslate">\; w</span>}<span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; G</span>}}_{\mathrm{<span\; class="notranslate">\; L</span>}}\frac{\mathrm{<span\; class="notranslate">\; q</span>}}{{\mathrm{<span\; class="notranslate">\; Eh</span>}}^{\mathrm{<span\; class="notranslate">\; 3</span>}}}<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; )</span>$

Among them: q——uniformly distributed load on the throttle valve plate

E——Elastic modulus of throttle valve plate

h—thickness of throttle valve plate

G _L ——the coefficient related to the structural dimensions r _a and r _b of the inner and outer diameters of the throttle valve plate under uniform load

w——deformation of throttle valve plate

When the inner and outer diameters of the throttle valve plate are determined, the _GL coefficient is a constant, and the elastic modulus of the material selected for the throttle valve plate and the thickness of the valve plate itself directly affect the functional relationship between the pressure it is subjected to and the amount of deformation. ; That is to say, the choice of throttle valve slices with the same inner and outer diameter parameters but different materials or thicknesses can make the damping valve produce different damping forces. Through the above formula, the specific function form of the superimposed throttle valve group under uniform load can be further deduced as follows:

$\mathrm{<span\; class="notranslate">\; w</span>}<span\; class="notranslate">\; =</span>\frac{{\mathrm{<span\; class="notranslate">\; G</span>}}_{\mathrm{<span\; class="notranslate">\; L</span>}}\mathrm{<span\; class="notranslate">\; \&Delta;p</span>}}{\underset{\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; 1</span>}}{\overset{\mathrm{<span\; class="notranslate">\; no</span>}}{\mathrm{<span\; class="notranslate">\; \&Sigma;</span>}}}{\mathrm{<span\; class="notranslate">\; E.</span>}}_{\mathrm{<span\; class="notranslate">\; i</span>}}{\mathrm{<span\; class="notranslate">\; h</span>}}_{\mathrm{<span\; class="notranslate">\; i</span>}}^{\mathrm{<span\; class="notranslate">\; 3</span>}}}<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; )</span>$

Among them: i——the code of each throttle valve

n——The total number of throttle valve slices

Δp—the total uniform load on the throttle valve group

It can be seen from formula (2) that under the assembly method of the throttle valve plate group 45 in this embodiment, the superposition of valve plates of different materials and different thicknesses will change the functional relationship between load and deflection, and also That is, the oil and gas springs will be made to produce different damping forces.

Shown in Figures 1, 9, 10, 11, 12, 13 and 14, it can be seen that the structural uniqueness of the combined piston 13 in the oil and gas spring. If after the oil-gas spring is assembled, it is found that the damping valve cannot work normally or the structural form of the damping valve needs to be adjusted to achieve different damping effects, you can first release the inert gas in the air chamber of the oil-gas spring, and then compress the piston rod 1 into the cylinder 2, unscrew the upper joint lock nut 18 and the upper gland 16 respectively, and remove the upper gland 16; since the upper joint seal 14 is at the end of the cylinder 2, it is easy to pull it lightly. The upper joint assembly 15 can be taken out from the cylinder 2, in order not to damage the upper joint seal 14 during disassembly, the end of the cylinder 2 is processed with a guide angle; after the upper joint assembly 15 is removed, it can be seen To the piston end cover 39, use a disassembly tool to remove it through the assembly oil hole 42 to expose the throttle valve plate group 45, and change the damping force by replacing and adjusting the above-mentioned throttle valve plate stacking combination of different materials and thicknesses purpose; it needs to be specially explained that the throttle plate groove 49 on the load-bearing cover 40 can be properly processed deeper to expand the adjustment range; Adjusting gaskets 46 of different numbers and thicknesses are used in conjunction with the throttle valve plate set 45; In addition, the adjustment gasket 46 can also be used to adjust the relative positions of the end faces on both sides of the throttle valve plate group 45 and the upper and lower annular limit blocks 47, 50 in the piston end cover 39 and the bearing cover 40, and change the joint position. The maximum deformation of the flow valve plate group 45, so that the maximum resistance value changes; using a special assembly tool, the load-bearing cover 40 can also be removed through the lower center hole 51, and the piston end cover 39 can be changed by replacing parts. And the geometric dimensions of the wall surface 44 of the force-bearing cover 40 and the height and position of the upper and lower annular stoppers 47, 50, thereby changing the resistance value and the maximum resistance value.

Through the above method, the core components used to generate the damping force in the entire combined piston 13 have been disassembled. After adjusting and replacing the corresponding parts, they can be restored according to the above assembly method; 1 guide and support function, so under normal circumstances do not need to disassemble. In this way, the resistance value can be easily changed on the basis of the original oil-pneumatic spring to meet the driving requirements of different vehicles. Since the seal in the cylinder is not damaged, the versatility of the oil-pneumatic spring can be greatly improved.

The working principle of the oil-pneumatic spring will be described in detail below in conjunction with FIGS. 1 , 9 , 10 , 11 , 12 , 13 and 14 . The upper joint assembly 15 is connected with the vehicle frame through the connecting piece, and the lower joint assembly 8 is connected with the axle through the connecting piece; when the vehicle is running, the wheel will jump up and down with the unevenness of the road surface, so that the piston rod of the oil and gas spring will jump up and down. There is reciprocating relative motion between 1 and cylinder 2.

When the piston rod 1 is in the compression stroke, the volume of the cylinder oil chamber D becomes smaller, and the pressure in the chamber increases, and part of the oil will enter through the upper center hole of the piston end cover 39 and the lower center hole 51 of the bearing cover 40 The piston rod oil chamber A, and push the floating piston 12 to compress the inert gas in the piston rod air chamber B to generate high pressure and increase the spring stiffness to fully absorb the impact energy from the ground. At the same time, because the volume of the annular oil chamber C of the cylinder barrel becomes larger and the pressure in the cavity decreases, a pressure difference will be generated at both ends of the throttle valve plate group 45, and it will deform toward the bearing cover 40 side, so that the throttle valve plate group 45 An annular gap is formed between the bearing cover 40 and the wall surface 44, and another part of the oil in the cylinder oil chamber will pass through the assembly oil hole 42 of the piston end cover 39, the upper annular groove 43, and the throttle valve plate group. 45, the lower annular groove 48 of the bearing cover 40, and the knuckle oil hole 41 of the piston ring 38 flow into the cylinder annular oil chamber C to supplement its increased volume. Due to the small area of the annular gap, the flow of oil will be throttled, and compression damping force will be generated to consume the impact energy of the ground; when the piston rod 1 is in the recovery stroke, the volume of the cylinder oil chamber D becomes larger, and the pressure in the chamber reduce, the high-pressure inert gas in the piston rod air chamber B will push the floating piston 12 to compress the oil in the piston rod oil chamber A, and enter the cylinder through the lower center hole 51 of the bearing cover 40 and the upper center hole of the piston end cover 39 Cartridge oil chamber D to supplement its increased volume. At the same time, because the volume of the annular oil chamber C of the cylinder barrel becomes smaller and the pressure in the cavity increases, a pressure difference will be generated at both ends of the throttle valve plate group 45 and deform toward the side of the piston end cover 39, so that the throttle valve plate group 45 It forms an annular gap with the load-bearing cover 40 and the wall surface 44 of the piston end cover 39 successively, and part of the oil in the annular oil chamber C of the cylinder will pass through the oil hole 41 through the knuckle of the piston ring 38 and the load-bearing cover 40 successively. The lower annular groove 48 of the throttle plate group 45, the upper annular groove 43 of the piston end cover 39 and the assembly oil hole 42 flow into the cylinder oil chamber D. Since the area of the annular gap is small, the flow of oil is throttled, thereby generating a restoring damping force to consume the impact energy of the ground.

The sealing combination device involved in the utility model can also be installed in other types of oil-gas springs in the above-mentioned manner, and without departing from the spirit and scope of the utility model defined by the appended claims, various modifications can be made to the utility model. different changes and alterations.

Claims (10)

1. An oil-gas spring sealing combination device, the piston rod of the oil-gas spring is set in the cylinder barrel, the feature is that the sealing combination device includes a pressing part, a lock nut and a joint assembly, the pressing part is located outside the joint assembly, and the lock The tight nut is located on the outside of the pressing part. 2. The sealing combination device according to claim 1, characterized in that: the sealing combination device is arranged at the upper end of the cylinder barrel or the lower end of the piston rod. 3. The sealing combination device according to claim 1, characterized in that: the sealing combination device is arranged on the upper end of the cylinder barrel and the lower end of the piston rod at the same time. 4. The sealing combination device according to claim 1, characterized in that: the pressing part is an upper gland, the joint assembly is an upper joint assembly, and the lock nut is an upper joint lock nut, At the joint between the upper end of the cylinder barrel and the upper joint assembly, the upper joint assembly and the upper end surface of the cylinder barrel are pressed tightly through the upper gland, and the upper gland is axially locked with the upper joint lock nut. 5. The sealing combination device according to claim 1, characterized in that: the pressing part is a lower gland, the joint assembly is a lower joint assembly, and the lock nut is a lower joint lock nut. At the joint between the lower end of the piston rod and the lower joint assembly, the lower joint assembly and the lower end surface of the piston rod are pressed tightly through the lower gland, and the lower gland is axially locked with the lower joint lock nut. 6. An oil-gas spring seal combination device, the piston rod of the oil-gas spring is set in the cylinder barrel, the feature is that the seal combination device includes a pressing part, a lock nut and an end assembly, and the pressing part is located outside the end assembly , the lock nut is located on the outside of the compression part. 7. The sealing combination device according to claim 6, characterized in that: the sealing combination device is arranged at the lower end of the cylinder or the lower end of the piston rod. 8. The sealing combination device according to claim 6, characterized in that: the sealing combination device is arranged at the lower end of the cylinder barrel and the lower end of the piston rod at the same time. 9. The sealing combination device according to claim 6, characterized in that: the pressing part is a lower end cover, the end assembly is a lower support assembly, and the lock nut is a lower support lock nut. At the joint between the lower end of the cylinder barrel and the lower support assembly, the lower support assembly and the lower end surface of the cylinder barrel are pressed tightly through the lower end cover, and the lower end cover is axially locked with the lower support lock nut. 10. The sealing combination device according to claim 6, characterized in that: the pressing part is a sleeve matched with the vehicle front axle steering mechanism, the end assembly is an end cover assembly, and the locking The nut is the lower joint lock nut. At the joint between the lower end of the piston rod and the end cover assembly, the end cover assembly and the lower end surface of the piston rod are pressed tightly through the sleeve, and the sleeve is axially locked with the lower joint lock nut.

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