CN116696982A - Shock absorber and car - Google Patents

Abstract

The application discloses a shock absorber and an automobile, wherein the shock absorber comprises an upper support, a spring cushion block, a spiral spring, a damper and a piston assembly, the damper is connected with the spring cushion block, the piston assembly comprises a piston rod, a buffer structure, a piston baffle and an outer cylinder, the upper end of the piston rod is connected with the upper support, and the lower end of the piston rod is connected with the damper; the piston rod penetrates through the buffer structure, and the buffer structure is positioned above the damper; the piston rod penetrates through the piston, and the piston is positioned above the buffer structure; the piston rod penetrates through the piston baffle, and the piston baffle is positioned above the piston; the piston rod penetrates through the outer cylinder, the piston rod is fixedly connected with the top of the outer cylinder, and the piston baffle are positioned in the outer cylinder; a first high-pressure chamber is formed between the piston baffle and the top of the inner cavity of the outer cylinder, a second high-pressure chamber is formed between the piston baffle and the piston, the piston baffle is provided with a communication hole, and the first high-pressure chamber is communicated with the second high-pressure chamber through the communication hole.

Description

Shock absorber and car

Technical Field

The application relates to the technical field of automobile vibration reduction, in particular to a vibration absorber and an automobile.

Background

The shock absorber in the automobile suspension system can provide supporting effect when the automobile is inclined, the shock absorber is provided with the buffer structure and the damper, and when the automobile is inclined, the buffer structure contacts with the damper to play a supporting role, prevent the inclination angle of the automobile from being increased, absorb a part of vibration and ensure the stability of driving and riding. The following drawbacks exist in common shock absorbers: if the gap between the buffer structure and the damper is larger as designed, the buffer structure and the damper cannot be contacted when the vehicle is in rolling, and the function of restraining the rolling cannot be achieved; if the gap between the buffer structure and the damper is smaller, the buffer structure frequently impacts the damper, so that the driving stability is influenced, and the service life of the buffer structure is also influenced.

Disclosure of Invention

In order to solve at least one of the above technical problems, the present application provides a shock absorber and an automobile, and the following technical scheme is adopted.

The application provides an automobile, and a suspension system of the automobile is provided with a shock absorber.

The shock absorber comprises an upper support, a spring cushion block, a spiral spring, a damper and a piston assembly, wherein the damper is connected with the spring cushion block, the spiral spring is sleeved outside the piston assembly, and the upper end and the lower end of the spiral spring are respectively abutted against the upper support and the spring cushion block; the piston assembly comprises a piston rod, a buffer structure, a piston baffle and an outer cylinder, the upper end of the piston rod is connected with the upper support, and the lower end of the piston rod is connected with the damper; the piston rod penetrates through the buffer structure, and the buffer structure is positioned above the damper; the piston rod penetrates through the piston, and the piston is positioned above the buffer structure; the piston rod penetrates through the piston baffle, and the piston baffle is positioned above the piston; the piston rod penetrates through the outer cylinder, the piston rod is fixedly connected with the top of the outer cylinder, and the piston baffle are positioned in the outer cylinder; the piston baffle plate is provided with a communication hole, and the first high-pressure chamber is communicated with the second high-pressure chamber through the communication hole.

In some embodiments of the present application, an air inlet channel is disposed in the piston rod, an inlet of the air inlet channel is disposed at the top of the piston rod, and the air inlet channel is communicated to the first high-pressure chamber.

In certain embodiments of the present application, the buffer structure is fixedly coupled to the piston.

In some embodiments of the present application, the piston is sealed between the outer sidewall of the piston rod and the inner sidewall of the outer cylinder, respectively.

In some embodiments of the present application, the piston baffle is sealed with the outer side wall of the piston rod and the inner side wall of the outer cylinder respectively.

In certain embodiments of the application, the piston rod extends through the top of the outer barrel and the piston rod is threadably connected to the outer barrel.

In some embodiments of the present application, the piston rod includes a first rod structure and a second rod structure, the first rod structure is connected with the damper, the lower end of the second rod structure is connected with the first rod structure, the outer cylinder is connected with the second rod structure, the second rod structure is provided with the air inlet channel, and the air inlet channel is opened at the side wall of the second rod structure.

In some embodiments of the present application, the piston rod includes a third rod structure, a lower end of the third rod structure is connected to the second rod structure, and an air inlet hole is provided at a top end of the third rod structure.

In some embodiments of the application, the air inlet is connected to an air pump.

The embodiment of the application has at least the following beneficial effects: when the automobile is inclined, high-pressure gas is introduced into the first high-pressure chamber, the high-pressure gas enters the second high-pressure chamber from the first high-pressure chamber, and the piston moves downwards along the piston rod, so that the buffer structure can keep contact with the damper, and the inclination of the automobile is restrained; when the automobile normally runs, the first high-pressure chamber and the second high-pressure chamber are vacuumized, and the piston moves upwards along the piston rod, so that the buffer structure moves upwards, a certain gap is reserved between the buffer structure and the damper, collision is prevented, and riding comfort is guaranteed. The application can be widely applied to the technical field of automobile vibration reduction.

Drawings

The described and/or additional aspects and advantages of embodiments of the present application will become apparent and readily appreciated from the following description taken in conjunction with the accompanying drawings. It should be noted that the embodiments shown in the drawings below are exemplary only and are not to be construed as limiting the application.

Fig. 1 is a structural view of a shock absorber.

Fig. 2 is a cross-sectional view of the shock absorber.

FIG. 3 is a block diagram of a piston assembly.

Reference numerals: 111. an upper support; 112. a spring cushion block; 113. a coil spring; 120. a damper; 200. a piston assembly; 210. a piston rod; 211. a first rod structure; 212. a second rod structure; 213. a third lever structure; 214. an air intake passage; 220. a buffer structure; 230. a piston; 240. a piston baffle; 250. an outer cylinder; 251. a first high pressure chamber; 252. a second high pressure chamber.

Detailed Description

Embodiments of the present application are described in detail below in conjunction with fig. 1-3, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functionality throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the application.

In the description of the present application, it should be understood that, if the terms "center", "middle", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc. are used as directions or positional relationships based on the directions shown in the drawings, the directions are merely for convenience of description and for simplification of description, and do not indicate or imply that the apparatus or element to be referred to must have a specific direction, be constructed and operated in a specific direction, and thus should not be construed as limiting the present application. Features defining "first", "second" are used to distinguish feature names from special meanings, and furthermore, features defining "first", "second" may explicitly or implicitly include one or more such features. In the description of the present application, unless otherwise indicated, the meaning of "a plurality" is two or more.

In the description of the present application, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present application will be understood in specific cases by those of ordinary skill in the art.

The application relates to an automobile, wherein a suspension system of the automobile is provided with a shock absorber, and when the automobile is inclined, the shock absorber is integrally compressed to play a supporting role, so that the inclination angle of the automobile is not increased any more, and the running stability is improved.

Other components and operations of the automobile are well known to those skilled in the art, and will not be described in detail herein, and the structure of the shock absorber will be described below.

The application relates to a shock absorber, which comprises an upper support 111, a spring cushion block 112, a spiral spring 113, a damper 120 and a piston assembly 200, wherein the damper 120 is connected with the spring cushion block 112, the spiral spring 113 is sleeved outside the piston assembly 200, the upper end and the lower end of the spiral spring 113 are respectively abutted against the upper support 111 and the spring cushion block 112, the spiral spring 113 plays a role in elastically supporting the upper support 111, the upper end and the lower end of the piston assembly 200 are respectively connected with the upper support 111 and the spring cushion block 112, and the piston assembly 200 can synchronously move when the shock absorber is compressed.

Further, the piston assembly 200 includes a piston rod 210, a buffering structure 220, a piston 230, a piston baffle 240, and an outer cylinder 250, an upper end of the piston rod 210 is connected to the upper support 111, and a lower end of the piston rod 210 is connected to the damper 120. Further, the piston rod 210 penetrates through the buffer structure 220, the piston 230 and the piston baffle 240, and the piston 230 and the buffer structure 220 are slidably connected with the outer side wall of the piston rod 210, and the outer side of the piston 230 is slidably connected with the inner side wall of the outer cylinder 250.

Referring to the drawings, the buffer structure 220 is located above the damper 120, the piston 230 is located above the buffer structure 220, the piston baffle 240 is located above the piston 230, the piston 230 and the piston baffle 240 are located in the outer cylinder 250, the bottom of the outer cylinder 250 is provided with an opening and the top is provided with a top wall. It will be appreciated that the cushioning structure 220 is in contact with the damper 120 for support as the damper is compressed as a whole. When the vehicle is not rolling, the buffer structure 220 is separated from the damper 120 and maintained at a certain distance, ensuring the comfort of the vehicle.

Further, a first high pressure chamber 251 is formed between the piston baffle 240 and the top of the inner cavity of the outer cylinder 250, a second high pressure chamber 252 is formed between the piston baffle 240 and the piston 230, the piston baffle 240 is provided with a plurality of communication holes, the communication holes are distributed at intervals along the circumference, the first high pressure chamber 251 is communicated with the second high pressure chamber 252 through the communication holes, high pressure gas is introduced into the first high pressure chamber 251, the high pressure gas enters the second high pressure chamber 252 from the communication holes, the piston 230 moves downwards, the piston 230 abuts against the buffer structure 220, and the buffer structure 220 abuts against the damper 120. It can be appreciated that the piston 230 is driven to move downward along the piston rod 210 by the high pressure gas, so as to shorten the distance between the piston 230 and the damper 120, and thus reduce the movement range of the buffer structure 220 above the damper 120.

It will be appreciated that the piston baffle 240 is fixedly connected to the outer cylinder 250, and in particular, the piston baffle 240 is fixedly welded to the inner side wall of the outer cylinder 250.

Further, the piston rod 210 penetrates through the outer cylinder 250, and the piston rod 210 is fixedly connected with the top of the outer cylinder 250, specifically, the top of the outer cylinder 250 is provided with a through hole, and the piston rod 210 penetrates through the through hole. In some examples, the plunger rod 210 extends through the top of the outer barrel 250 and the plunger rod 210 is threadably coupled to the outer barrel 250, the through hole at the top of the outer barrel 250 is internally threaded and the plunger rod 210 is externally threaded, thereby providing a threaded connection between the plunger rod 210 and the top of the outer barrel 250.

As an embodiment, the buffer structure 220 is fixedly connected with the piston 230, specifically, the lower side of the piston 230 is fixedly connected with the top of the buffer structure 220 in a vulcanization manner. In this case, a gap is left between the buffer structure 220 and the damper 120, and under the action of high-pressure gas, the buffer structure 220 and the piston 230 move downwards along the piston rod 210, so that the buffer structure 220 can move freely along the piston rod 210, thereby freely adjusting the distance between the buffer structure 220 and the damper 120, and enhancing the function of the buffer structure 220 in inhibiting the whole vehicle from rolling. In the related art, the gap between the buffer structure and the damper cannot be adjusted, and the buffer structure and the damper cannot be contacted or the buffer structure frequently impacts the damper.

It will be appreciated that when the vehicle is rolling, the amount of high pressure gas introduced into the first and second high pressure chambers 251 and 252 is increased, and the chamber pressure is increased, so that the buffer structure 220 moves down, the gap between the buffer structure 220 and the damper 120 becomes smaller, or the buffer structure 220 contacts the damper 120.

In some examples, the buffer structure 220 is made of polyurethane or rubber material, and can effectively absorb a part of vibration, so as to improve the driving stability.

As an embodiment, an air inlet channel 214 is disposed in the piston rod 210, an inlet of the air inlet channel 214 is disposed at the top of the piston rod 210, the air pump is connected to the air inlet channel 214 through a pipeline, and the air inlet channel 214 is communicated to the first high pressure chamber 251. Referring to the drawings, a bore is provided at a side of the piston rod 210, and the intake passage 214 communicates with the first high pressure chamber 251 through the bore.

In some examples, the piston rod 210 includes a first rod structure 211 and a second rod structure 212, the first rod structure 211 being located at a lower portion of the piston rod 210. Referring to the drawings, the first lever structure 211 is connected to the damper 120, and the lower end of the second lever structure 212 is connected to the first lever structure 211, specifically, the lower end of the second lever structure 212 is connected to the first lever structure 211 in a friction welding manner. It will be appreciated that the second rod structure 212 is provided with an air inlet passage 214, the air inlet passage 214 forming an aperture in the side wall of the second rod structure 212 such that the air inlet passage 214 communicates with the first high pressure chamber 251.

Further, the outer cylinder 250 is connected to the second rod structure 212, it being understood that the second rod structure 212 is provided with external threads.

Referring to the drawings, the piston rod 210 includes a third rod structure 213, the third rod structure 213 is located at an upper portion of the piston rod 210, an upper end of the second rod structure 212 is connected to the third rod structure 213, a lower end of the third rod structure 213 is connected to the second rod structure 212, and specifically, an upper end of the second rod structure 212 is connected to the third rod structure 213 in a friction welding manner. It will be appreciated that the air intake passage 214 extends from the third lever structure 213 to the second lever structure 212, and further that the top end of the third lever structure 213 is provided with an air intake hole.

Further, the air inlet hole is connected with an air pump.

In some examples, the first rod structure 211 is provided as a solid structure, and the second rod structure 212 and the third rod structure 213 are provided as hollow rod structures.

In some examples, the piston barrier 240 seals between the outer sidewall of the piston rod 210 and the inner sidewall of the outer cylinder 250, respectively, to ensure the air tightness of the first high pressure chamber 251.

In some examples, the piston 230 seals with the outer sidewall of the piston rod 210 and the inner sidewall of the outer cylinder 250, respectively, to ensure the air tightness of the second high pressure chamber 252.

As an embodiment, the piston assembly 200 includes a dust cover which is sleeved outside the outer cylinder 250, and upper and lower ends of which are connected to the upper support 111 and the damper 120, respectively. Further, the dust cap includes bellows to achieve stretching or compression.

The present application will now be described in detail with reference to specific embodiments, it being noted that the following description is illustrative only and not limiting in nature.

During the running of the vehicle, the vehicle captures the roll condition of the vehicle by a roll angle sensor, and the ECU suspension controller receives the signal of the roll angle sensor.

When the vehicle is rolling, the ECR outputs current, the air pump starts to operate, high pressure gas enters the first and second high pressure chambers 251 and 252, the piston 230 and the buffer structure 220 move downward, the gap between the buffer structure 220 and the damper 120 is narrowed, and the buffer structure 220 contacts the top of the damper 120 to prevent the damper from continuing compression, thereby suppressing occurrence of rolling.

When the vehicle is not tilted, the air pump is used for vacuumizing, the buffer structure 220 and the piston 230 move upwards, the piston 230 moves to a position abutting against the piston baffle 240, a larger gap between the damper 120 and the buffer structure 220 is kept, the buffer structure 220 is prevented from being impacted frequently, and the driving smoothness of the vehicle is prevented from being influenced.

In the description of the present specification, if a description appears that makes reference to the term "one embodiment," "some examples," "some embodiments," "an exemplary embodiment," "an example," "a particular example," or "some examples," etc., it is intended that the particular feature, structure, material, or characteristic described in connection with the embodiment or example be included in at least one embodiment or example of the application. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

The embodiments of the present application have been described in detail with reference to the drawings, but the present application is not limited to the above embodiments, and various changes can be made within the knowledge of one of ordinary skill in the art without departing from the spirit of the present application.

In the description of the present application, the terms "and" if used in the singular are intended to mean "and" as opposed to "or". For example, the patent name "a A, B" describes that what is claimed in the present application is: a technical scheme with a subject name A and a technical scheme with a subject name B.

Claims (10)

1. A shock absorber, characterized in that: the device comprises an upper support (111), a spring cushion block (112), a spiral spring (113), a damper (120) and a piston assembly (200), wherein the damper (120) is connected with the spring cushion block (112), the spiral spring (113) is sleeved outside the piston assembly (200), and the upper end and the lower end of the spiral spring (113) are respectively abutted against the upper support (111) and the spring cushion block (112); the piston assembly (200) comprises

A piston rod (210), wherein the upper end of the piston rod (210) is connected with the upper support (111), and the lower end of the piston rod (210) is connected with the damper (120);

-a buffer structure (220), the piston rod (210) penetrating the buffer structure (220), the buffer structure (220) being located above the damper (120);

-a piston (230), the piston rod (210) extending through the piston (230), the piston (230) being located above the buffer structure (220);

a piston baffle (240), the piston rod (210) extending through the piston baffle (240), the piston baffle (240) being located above the piston (230);

the piston rod (210) penetrates through the outer cylinder (250), the piston rod (210) is fixedly connected with the top of the outer cylinder (250), and the piston (230) and the piston baffle (240) are positioned in the outer cylinder (250);

the piston baffle (240) and the top of the inner cavity of the outer cylinder (250) form a first high-pressure chamber (251), a second high-pressure chamber (252) is formed between the piston baffle (240) and the piston (230), the piston baffle (240) is provided with a communication hole, and the first high-pressure chamber (251) is communicated with the second high-pressure chamber (252) through the communication hole.

2. The shock absorber according to claim 1, wherein: an air inlet channel (214) is arranged in the piston rod (210), an inlet of the air inlet channel (214) is arranged at the top of the piston rod (210), and the air inlet channel (214) is communicated to the first high-pressure chamber (251).

3. The shock absorber according to claim 1, wherein: the buffer structure (220) is fixedly connected with the piston (230).

4. The shock absorber according to claim 1, wherein: the piston (230) is sealed with the outer side wall of the piston rod (210) and the inner side wall of the outer cylinder (250) respectively.

5. The shock absorber according to claim 1, wherein: the piston baffle plate (240) is respectively sealed with the outer side wall of the piston rod (210) and the inner side wall of the outer cylinder (250).

6. The shock absorber according to claim 1, wherein: the piston rod (210) penetrates through the top of the outer cylinder (250) and the piston rod (210) is in threaded connection with the outer cylinder (250).

7. The shock absorber according to claim 2, wherein: the piston rod (210) comprises a first rod structure (211) and a second rod structure (212), the first rod structure (211) is connected with the damper (120), the lower end of the second rod structure (212) is connected with the first rod structure (211), the outer cylinder (250) is connected with the second rod structure (212), the second rod structure (212) is provided with an air inlet channel (214), and the air inlet channel (214) is provided with an opening on the side wall of the second rod structure (212).

8. The shock absorber of claim 7 wherein: the piston rod (210) comprises a third rod structure (213), the lower end of the third rod structure (213) is connected with the second rod structure (212), and the top end of the third rod structure (213) is provided with an air inlet hole.

9. The shock absorber of claim 8 wherein: the air inlet is connected with an air pump.

10. An automobile, characterized in that: suspension system of a vehicle provided with a shock absorber according to any one of claims 1 to 9.