CN212455344U

CN212455344U - Vehicle shock absorber

Info

Publication number: CN212455344U
Application number: CN202021803057.2U
Authority: CN
Inventors: 盛冬平; 徐红丽; 门艳钟; 何亚峰; 尹飞鸿; 郭魂
Original assignee: Changzhou Institute of Technology
Current assignee: Jiangsu Haobang Intelligent Control System Co ltd
Priority date: 2020-08-25
Filing date: 2020-08-25
Publication date: 2021-02-02
Anticipated expiration: 2030-08-25

Abstract

The utility model belongs to the technical field of automobile spare and accessory parts, particularly, relate to an automobile shock absorber, including urceolus, inner tube, interior axle, first damping portion, second damping portion and joint portion, wherein the urceolus cover is established on the inner tube, and interior axle is arranged in the inner tube, and first damping portion presss from both sides and establishes between urceolus and inner tube, and second damping portion presss from both sides and establishes between inner tube and interior axle, and inner tube and urceolus pass through joint portion and link to each other. The utility model provides an automobile-used shock absorber is through first damping portion and the second damping portion that uses the parallel installation for automobile-used shock absorber is approximate linear at the rigidity at displacement initial stage, when the displacement volume is gradually crescent, first damping portion and second damping portion are close to each other, the two repulsion force increases gradually, make automobile-used shock absorber rigidity nonlinear characteristic strengthen gradually, when it meets with strong impact, can provide fine guard action to spring and self, effectual automobile-used shock absorber life that has improved.

Description

Vehicle shock absorber

Technical Field

The utility model belongs to the technical field of automobile spare and accessory parts, particularly, relate to an automobile-used shock absorber.

Background

The damper has wide application in various equipment industries such as military and civil use. The structure is distinguished from the structure form, the rubber shock absorber and the spring shock absorber mainly comprise two categories, and in addition, in order to consider the damping effect of the system, an oil path is added in the structure to generate the damping effect. The rubber shock absorber is mainly applied to the application occasions of medium and high load and medium and high frequency, the spring shock absorber is generally applied to the occasions of low and medium frequency and low and medium load, and the hydraulic damper can improve the damping effect of a system and further reduce the vibration of the system.

However, in practical application, the rubber damper and the spring damper have certain limitations: that is, the linear support stiffness can cause shock absorber breakage and fatigue problems in the event of a vehicle impact or overload. For example, in the vibration damping systems of motorcycles and automobiles, a vibration damping system with variable stiffness is required, that is, when the deformation is gradually increased, the stiffness of the vibration damper should be gradually increased, so that the system stiffness exhibits a nonlinear characteristic, and thus the system has a good vibration damping effect.

SUMMERY OF THE UTILITY MODEL

The linear support rigidity that exists for solving prior art can lead to the shock absorber to appear the defect of fracture and fatigue problem, the utility model provides an automobile-used shock absorber.

The technical scheme of the utility model as follows:

the utility model provides an automobile-used shock absorber, including the urceolus, the inner tube, interior axle, first damping portion, second damping portion and joint portion, wherein above-mentioned urceolus cover is established on above-mentioned inner tube, above-mentioned interior axle is arranged in the inner tube, interior axle one end and urceolus offset, interior axle other end and inner tube offset, above-mentioned first damping portion presss from both sides and establishes between urceolus and inner tube, and first damping portion cover is established at the interior axle head that offsets with the urceolus, above-mentioned second damping portion presss from both sides and establishes between inner tube and interior axle, and second damping portion one end and inner tube offset, the second damping portion other end offsets with interior axle, inner tube and urceolus link to each other through above-mentioned.

In an embodiment of the present invention, the first vibration damping portion includes a first magnetic ring, a first damping spring, and a second magnetic ring, wherein the first damping spring is sandwiched between the first magnetic ring and the second magnetic ring.

In an embodiment of the present invention, the second vibration damping portion includes a first magnet, a second damping spring, and a second magnet, wherein the second damping spring is interposed between the first magnet and the second magnet.

The utility model provides an in the embodiment, above-mentioned joint portion is including spacing groove and the stopper that the cooperation was used, and wherein on the urceolus was located to above-mentioned spacing groove, on the inner tube was located to above-mentioned stopper.

In the embodiment of the present invention, the free end of the outer cylinder and the free end of the inner cylinder are both provided with a supporting ring for installation.

Has the advantages that: the utility model provides an automobile-used shock absorber is through first damping portion and the second damping portion that uses the parallel installation for automobile-used shock absorber is approximate linear at the rigidity at displacement initial stage, when the displacement volume is gradually crescent, first damping portion and second damping portion are close to each other, the two repulsion force increases gradually, make automobile-used shock absorber rigidity nonlinear characteristic strengthen gradually, when it meets with strong impact, can provide fine guard action to spring and self, effectual automobile-used shock absorber life that has improved. In addition, the vehicle shock absorber uses the damping spring, and has no pollution to the external environment.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention, and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.

FIG. 1 is a structural view of a shock absorber for a vehicle;

FIG. 2 is an exploded view of the shock absorber for a vehicle provided by the present invention;

fig. 3 is a cross-sectional view taken along plane a-a of fig. 1.

Shown in the figure: 1-vehicle shock absorber; 2-outer cylinder; 3-inner cylinder; 4-inner shaft; 5-a first vibration damping portion; 50-a first magnetic ring; 52-a first damping spring; 54-a second magnetic ring; 6-a second vibration damping portion; 60-a first magnet; 62-a second damping spring; 64-a second magnet; 7-a clamping part; 70-a limiting groove; 72-a stop block; 8-supporting ring.

Detailed Description

The present invention will be further explained with reference to the drawings and examples.

To make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the drawings of the embodiments of the present invention are combined to clearly and completely describe the technical solutions of the embodiments of the present invention, and obviously, the described embodiments are some embodiments of the present invention, not all embodiments. Thus, the following detailed description of the embodiments of the present invention, presented in the accompanying drawings, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.

In the description of the present invention, it is to be understood that the terms indicating orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplification of description, and do not indicate or imply that the equipment or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.

Example (b):

as shown in fig. 1, fig. 2 and fig. 3, the utility model provides an automobile-used shock absorber 1, including urceolus 2, inner tube 3, interior axle 4, first damping portion 5, second damping portion 6 and joint portion 7, wherein the 2 covers of above-mentioned urceolus are established on above-mentioned inner tube 3, interior axle 4 is arranged in inner tube 3 in the aforesaid, interior axle 4 one end offsets with urceolus 2, the interior axle 4 other end offsets with inner tube 3, above-mentioned first damping portion 5 presss from both sides and establishes between urceolus 2 and inner tube 3, and first damping portion 5 covers establishes at the interior axle 4 end that offsets with urceolus 2, above-mentioned second damping portion 6 presss from both sides and establishes between inner tube 3 and interior axle 4, and second damping portion 6 one end offsets with inner tube 3, the second damping portion 6 other end offsets with interior axle 4, inner tube 3 and urceolus 2 link to each other through above.

In this embodiment, the first vibration reduction part 5 includes a first magnetic ring 50, a first damping spring 52 and a second magnetic ring 54, wherein the first damping spring 52 is interposed between the first magnetic ring 50 and the second magnetic ring 54. And the first damping spring 52 is a high manganese-based damping spring, which has both the mechanical properties of low-carbon steel and the damping effect of rubber, and the damping effect is more obvious when the deformation is larger.

Specifically, the outer diameters of the first magnetic ring 50 and the second magnetic ring 54 are equal to the diameter of the inner shaft 4, the inner diameters of the first magnetic ring 50 and the second magnetic ring 54 are slightly larger than the diameter of the inner shaft 4, and the first magnetic ring 50, the first damping spring 52 and the second magnetic ring 54 are in clearance fit with the inner shaft 4 and can be sleeved on the inner shaft 4. In addition, the first magnetic ring 50 and the second magnetic ring 54 repel each other when they are close together.

In the present embodiment, the second vibration damping portion 6 includes a first magnet 60, a second damper spring 62, and a second magnet 64, and the second damper spring 62 is interposed between the first magnet 60 and the second magnet 64. And the second damping spring 62 is a high manganese-based damping spring, which has both the mechanical properties of low-carbon steel and the damping effect of rubber, and the damping effect is more obvious when the deformation is larger.

Specifically, the outer diameters of the first magnet 60 and the second magnet 64 are equal to the diameter of the inner shaft 4. In addition, the first magnet 60 and the second magnet 64 repel each other when they are close together.

In this embodiment, the clamping portion 7 includes a limiting groove 70 and a limiting block 72, wherein the limiting groove 70 is disposed on the outer cylinder 2, and the limiting block 72 is disposed on the inner cylinder 3.

Specifically, the limiting block 72 is clamped in the limiting groove 70, and two ends of the limiting groove 70 correspond to the maximum compression stroke and the maximum extension stroke of the shock absorber, respectively.

In the present embodiment, the free end of the outer cylinder 2 and the free end of the inner cylinder 3 are provided with mounting support rings. Wherein the support ring 8 is connected with the free end of the outer cylinder 2 and the free end of the inner cylinder 3 through bolts.

The working principle of the vehicle shock absorber 1 provided by the embodiment is as follows: when the vehicle shock absorber 1 starts to compress, the damping action starts, the relative movement between the outer tube 2 and the inner tube 3 starts, and the first damping spring 52 and the second damping spring 62 start to compress, and the stiffness of the vehicle shock absorber 1 is approximately linearly changed. When the vehicle shock absorber 1 continues to be compressed, and the outer cylinder 2 and the inner cylinder 3 move relatively to each other to reach a certain distance, along with the fact that the first damping spring 52 and the second damping spring 62 continue to be compressed, the distance between the first magnetic ring 50 and the second magnetic ring 54 is closer and closer, the repulsive force between the first magnetic ring 50 and the second magnetic ring 54 is larger and larger, and similarly, the distance between the first magnet 60 and the second magnet 64 is closer and closer, the repulsive force between the first magnet 60 and the second magnet 64 is larger and larger, so that the rigidity of the vehicle shock absorber 1 is larger and larger. While the rigidities of the first and

second damping springs

52 and 62 are maintained substantially constant, the rigidities of the first and second

magnetic rings

50 and 54, and the first and

second magnets

60 and 64 exhibit non-linearity, so that the rigidity of the vehicle shock absorber 1 as a whole exhibits non-linear variation. The rigidity of the vehicle shock absorber 1 is maximized when it is in a fully compressed state, and is minimized when the vehicle shock absorber 1 is in a fully relaxed state without being subjected to a force. In conclusion, the vehicle shock absorber 1 can realize the linear change of the rigidity, and when the vehicle shock absorber 1 encounters strong impact, the vehicle shock absorber can provide a good protection effect for the spring and the vehicle shock absorber, so that the service life of the vehicle shock absorber 1 is effectively prolonged.

The beneficial effect of the automobile shock absorber that this embodiment provided does: the utility model provides an automobile-used shock absorber is through first damping portion and the second damping portion that uses the parallel installation for automobile-used shock absorber is approximate linear at the rigidity at displacement initial stage, when the displacement volume is gradually crescent, first damping portion and second damping portion are close to each other, the two repulsion force increases gradually, make automobile-used shock absorber rigidity nonlinear characteristic strengthen gradually, when it meets with strong impact, can provide fine guard action to spring and self, effectual automobile-used shock absorber life that has improved. In addition, the vehicle shock absorber uses the damping spring, and has no pollution to the external environment

The above description is not intended to limit the present invention in any way, and although the present invention has been disclosed in terms of the preferred embodiment, it is not intended to limit the present invention, and any person skilled in the art will be able to make modifications or changes to equivalent embodiments without departing from the scope of the present invention.

Claims

1. The vehicle shock absorber is characterized by comprising an outer barrel, an inner shaft, a first shock absorption part, a second shock absorption part and a clamping part, wherein the outer barrel is sleeved on the inner barrel, the inner shaft is arranged in the inner barrel, one end of the inner shaft abuts against the outer barrel, the other end of the inner shaft abuts against the inner barrel, the first shock absorption part is clamped between the outer barrel and the inner barrel, the first shock absorption part is sleeved at the end of the inner shaft abutting against the outer barrel, the second shock absorption part is clamped between the inner barrel and the inner shaft, one end of the second shock absorption part abuts against the inner barrel, the other end of the second shock absorption part abuts against the inner barrel, and the inner barrel and the outer barrel are connected through the clamping part.

2. The vehicular shock absorber according to claim 1, wherein the first vibration attenuating portion includes a first magnetic ring, a first damping spring, and a second magnetic ring, wherein the first damping spring is interposed between the first magnetic ring and the second magnetic ring.

3. The vehicular shock absorber according to claim 1, wherein the second shock absorbing portion includes a first magnet, a second damping spring, and a second magnet, wherein the second damping spring is interposed between the first magnet and the second magnet.

4. The vehicular shock absorber according to claim 1, wherein the engaging portion comprises a limiting groove and a limiting block, wherein the limiting groove is formed in the outer tube, and the limiting block is formed in the inner tube.

5. The vehicular shock absorber according to claim 1, wherein mounting support rings are provided on both the free end of the outer tube and the free end of the inner tube.