CN223178045U - Hydraulic buffering and limiting mechanism for vehicle shock absorber - Google Patents
Hydraulic buffering and limiting mechanism for vehicle shock absorberInfo
- Publication number
- CN223178045U CN223178045U CN202422032433.7U CN202422032433U CN223178045U CN 223178045 U CN223178045 U CN 223178045U CN 202422032433 U CN202422032433 U CN 202422032433U CN 223178045 U CN223178045 U CN 223178045U
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- hydraulic
- hydraulic buffer
- hole
- valve body
- working cylinder
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Abstract
The utility model discloses a hydraulic buffering and limiting mechanism for a vehicle shock absorber, which comprises a working cylinder, wherein hydraulic oil is filled in the working cylinder, a piston rod assembly is arranged in the working cylinder, a piston is arranged at the bottom of the piston rod assembly, and a hydraulic buffering valve body is arranged below the piston. And the elastic element is used for providing larger resistance to the suspension frame at the end of the compression stroke to carry out compression stop limit, so that the technical purposes of arranging the buffer block in the air suspension frame and arranging proper compression stop limit are realized.
Description
Technical Field
The utility model relates to the technical field of hydraulic buffering of shock absorbers, in particular to a hydraulic buffering and limiting mechanism for a vehicle shock absorber.
Background
The oil damper is a vital component in a vehicle suspension system, and its main function is to absorb and convert vibration energy from the road surface to maintain smooth running of the vehicle while ensuring riding comfort and steering stability. However, conventional oil dampers tend to be frustrated in design when dealing with extreme conditions, particularly at the end of the compression stroke.
Specifically, when the vehicle rapidly runs over an uneven road surface, such as a large bump or a depression, or an emergency braking operation is performed, the vehicle body may be subjected to severe up-and-down vibration. At this time, the shock absorber needs to respond quickly to counteract these impact forces with a large amount of damping force, but unfortunately, many conventional oil shock absorbers are not equipped with specialized cushioning and limiting structures at the end of the compression stroke. This results in the shock absorber not providing enough damping force to effectively dampen the remaining impact forces at the compression limit, and thus allowing these impact forces to be directly transferred to the vehicle body and suspension system, negatively affecting the comfort of the passengers, and possibly also affecting the handling performance and driving stability of the vehicle.
In addition, to address this problem, conventional designs often rely on a bumper block coupled to the post as an auxiliary compression limiter. The bumper block can provide additional resistance before the shock absorber reaches its physical limit, helping to limit further compression of the suspension system, thereby protecting the vehicle from excessive shock. However, with the continued development of automotive technology, particularly the application of advanced suspension systems such as air suspensions, this solution presents new challenges. Because of the complex structure and compact space of air suspensions, it is often difficult to install buffer blocks of sufficient size in conventional locations, which results in air suspensions lacking an effective limit mechanism at the end of the compression stroke, thereby affecting the overall performance and durability of the suspension system.
Disclosure of utility model
In order to overcome the defects of the prior art, the utility model provides a hydraulic buffering and limiting mechanism for a vehicle shock absorber, and solves the problems that an air suspension in the prior art is not provided with enough space for arranging a buffering block and the suspension is not provided with proper compression stop limit.
The utility model provides a hydraulic buffering and stop gear for vehicle shock absorber, includes the working cylinder, the inside filling of working cylinder has hydraulic oil, and the inside piston rod subassembly that is provided with of working cylinder, piston rod subassembly bottom are provided with the piston, and the piston below is provided with hydraulic buffering valve body.
Further, a groove is formed in the inner hole in the top of the hydraulic buffer valve body, the hydraulic buffer valve body is clamped with the piston through the groove, and the hydraulic buffer valve body and the piston form clearance fit, so that the hydraulic buffer valve body and the piston rod assembly move together.
Further, the hydraulic buffer valve further comprises a hydraulic buffer valve body outside and a working cylinder inside surface clearance fit, and further comprises a through hole which is arranged in the center of the hydraulic buffer valve body and is in clearance fit with the outer diameter of the large end of the hydraulic buffer inner pipe, an elongated slot is arranged on the wall of the through hole, the length, the width and the depth of the elongated slot are different according to different hydraulic buffer requirements, and the hydraulic buffer valve body is of a circular tube or an open-closed C-shaped tubular structure.
Further, the hydraulic buffer valve seat is arranged on the outer side of the bottom of the hydraulic buffer inner pipe, the outer cylindrical surface of the hydraulic buffer valve seat is in interference fit with the working cylinder, and the bottom valve assembly is further arranged below the hydraulic buffer valve seat.
Further, the hydraulic buffer valve seat is provided with a central hole, the central hole is a step hole, the large hole end of the central hole is in interference fit with the outer diameter of the small end of the hydraulic buffer inner tube, the hydraulic buffer inner tube is coaxial with the working cylinder, the axial position of the hydraulic buffer inner tube is fixed through the step of the step hole, and the outer diameter of the small end of the hydraulic buffer inner tube is in clearance or interference fit with the elastic element and is axially positioned.
Further, a small hole is arranged between the central hole of the hydraulic buffer valve seat and the outer cylindrical surface of the hydraulic buffer valve seat, the lower end surface of the small hole is matched with a valve plate on the bottom valve assembly to form a one-way valve, and the lower end surface of the small hole is a conical surface or a groove surface surrounded by two circular rings with low inside and high outside.
Further, the valve plate on the base valve assembly has a pre-compression force after being assembled in place.
Further, the elastic element may be selected from the group consisting of springs, PA66, NBR and related elastomers.
The utility model has the beneficial effects that:
In the middle stage of the compression stroke, the mechanism generates a larger compression damping force value by means of liquid through throttling, so that impact force of downward rapid movement of the shock absorber is counteracted when a vehicle encounters a scene of large-amplitude movement such as road surface bulge, emergency braking and the like, and the influence of excessive impact force on comfort and operability of the vehicle is avoided. And the elastic element is used for providing larger resistance to the suspension frame at the end of the compression stroke to carry out compression stop limit, so that the technical purposes of arranging the buffer block in the air suspension frame and arranging proper compression stop limit are realized.
Drawings
FIG. 1 is a schematic illustration of a hydraulic cushioning and limiting mechanism for a vehicle shock absorber;
FIG. 2 is a schematic illustration of a hydraulic damping and limiting mechanism base valve assembly for a vehicle shock absorber;
FIG. 3 is a schematic illustration of a hydraulic cushioning and limiting mechanism for a vehicle shock absorber;
FIG. 4 is a schematic illustration of a hydraulic damping and limiting mechanism closure for a vehicle shock absorber;
FIG. 5 is a schematic illustration of a hydraulic cushion and stop mechanism base valve assembly and valve plate configuration for a vehicle shock absorber;
FIG. 6 is a schematic view of a hydraulic damping valve body of a hydraulic damping and limiting mechanism for a vehicle shock absorber;
FIG. 7 is an enlarged view of a hydraulic damping and limiting mechanism connecting rod hydraulic damping valve body I for a vehicle shock absorber;
Fig. 8 is a schematic view of the internal bore structure of a hydraulic damping valve body of a hydraulic damping and limiting mechanism for a vehicle shock absorber.
In the figure, a working cylinder, a piston rod assembly, a piston, a 4-hydraulic buffer valve body, a 5-hydraulic buffer inner pipe, a 6-elastic element, a 7-hydraulic buffer valve seat, a 8-base valve assembly, a 9-valve plate and a 10-protective shell are arranged.
Detailed Description
Further advantages and effects of the present utility model will become apparent to those skilled in the art from the disclosure of the present specification, by describing the embodiments of the present utility model with specific examples. While the description of the utility model will be described in connection with the preferred embodiments, it is not intended to limit the inventive features to the implementation. Rather, the purpose of the utility model described in connection with the embodiments is to cover other alternatives or modifications, which may be extended by the claims based on the utility model. The following description contains many specific details for the purpose of providing a thorough understanding of the present utility model. The utility model may be practiced without these specific details. Furthermore, some specific details are omitted from the description in order to avoid obscuring the utility model. It should be noted that, without conflict, the embodiments of the present utility model and features of the embodiments may be combined with each other. It should be noted that in this specification, like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures.
Unless defined otherwise, technical or scientific terms used herein should be given the ordinary meaning as understood by one of ordinary skill in the art to which this utility model belongs. The terms "first," "second," and the like, as used herein, do not denote any order, quantity, or importance, but rather are used to distinguish one element from another. Likewise, the terms "a" or "an" and the like do not denote a limitation of quantity, but rather denote the presence of at least one. The terms "disposed," "connected," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected, mechanically connected, electrically connected, directly connected, or indirectly connected through an intermediary, or may be in communication with the interior of two elements, as will be understood by those of ordinary skill in the art, and the terms are used in the specific sense of this embodiment. The orientation or positional relationship indicated by "upper", "lower", "left", "right", "inner", "bottom", etc. is based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship in which the inventive product is conventionally put in use, is merely for convenience in describing the present utility model and simplifying the description, and is not indicative or implying that the apparatus or element in question must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as limiting the present utility model.
For the purpose of making the objects, technical solutions and advantages of the present utility model more apparent, embodiments of the present utility model will be described in further detail below with reference to the accompanying drawings.
In this embodiment, as shown in fig. 1-8, a hydraulic buffering and limiting mechanism for a vehicle shock absorber comprises a working cylinder 1, wherein hydraulic oil is filled in the working cylinder 1, a piston rod assembly 2 is arranged in the working cylinder 1, a piston 3 is arranged at the bottom of the piston rod assembly 2, and a hydraulic buffering valve body 4 is arranged below the piston 3.
Further, a groove is formed in the inner hole at the top of the hydraulic buffer valve body 4, and the hydraulic buffer valve body 4 is clamped with the piston 3 through the groove and is in clearance fit with the piston 3, so that the hydraulic buffer valve body 4 and the piston rod assembly 2 move together.
Further, the hydraulic buffer valve further comprises a clearance fit between the outer side of the hydraulic buffer valve body 4 and the inner side surface of the working cylinder 1, and further comprises a through hole which is in clearance fit with the outer diameter of the large end of the hydraulic buffer inner pipe 5 and is arranged in the center of the hydraulic buffer valve body 4, a long groove is arranged on the wall of the through hole, the long groove is different in length, width and depth according to different hydraulic buffer requirements, and the hydraulic buffer valve body 4 is of a circular tube or an open-closed C-shaped tube structure.
Further, the hydraulic buffer valve seat 7 is arranged on the outer side of the bottom of the hydraulic buffer inner pipe 5, the outer cylindrical surface of the hydraulic buffer valve seat 7 is in interference fit with the working cylinder 1, and the bottom valve assembly 8 is further arranged below the hydraulic buffer valve seat 7.
Further, the hydraulic buffer valve seat 7 is provided with a central hole, the central hole is a step hole, the large hole end of the central hole is in interference fit with the outer diameter of the small end of the hydraulic buffer inner tube 5, the hydraulic buffer inner tube 5 is coaxial with the working cylinder 1, the axial position of the hydraulic buffer inner tube 5 is fixed through the step of the step hole, and the outer diameter of the small end of the hydraulic buffer inner tube 5 is in clearance or interference fit with the elastic element 6, and meanwhile, the axial positioning is carried out.
Further, a small hole is arranged between the central hole of the hydraulic buffer valve seat 7 and the outer cylindrical surface of the hydraulic buffer valve seat 7, the lower end surface of the small hole is matched with the valve plate 9 on the bottom valve assembly 8 to form a one-way valve, and the lower end surface of the small hole is a conical surface or a groove surface surrounded by two circles with low inside and high outside.
Further, the valve plate 9 of the base valve assembly 8 has a pre-compression force after being assembled in place.
Further, the elastic element 6 may be selected from the group consisting of springs, PA66, NBR and related elastomers.
The specific working principle of the application is as follows:
Under normal working conditions, the piston rod assembly 2 drives the hydraulic buffer valve body 4 to axially reciprocate in the working cylinder 1 through the piston 3, so that hydraulic oil in the working cylinder is caused to circularly flow, damping force is generated, and a vibration reduction effect is realized. At this time, the compression buffer mechanism does not generate an additional damping force.
When the vehicle encounters large amplitude motion conditions such as road bumps, emergency braking, etc., the shock absorber is externally excited and its downward travel increases. The piston rod assembly 2 then pushes the hydraulic cushion valve body 4 downward in the working cylinder 1 via the piston 3, causing the upper end of the hydraulic cushion inner tube 5 to enter the hydraulic cushion valve body 4, thereby forming an annular hydraulic chamber between the hydraulic cushion inner tube 5, the hydraulic cushion valve body 4 and the working cylinder 1. When the groove of the hydraulic cushion valve body 4 is partially shielded by the hydraulic cushion inner tube 5, the hydraulic oil in the cavity is throttled by the elongated hole formed between the groove inside the hydraulic cushion valve body 4 and the outer surface of the hydraulic cushion inner tube 5, thereby generating a compression damping force. The hydraulic oil then flows out of the annular chamber through these grooves.
As the grooves of the hydraulic buffer valve body 4 are completely shielded by the hydraulic buffer inner tube 5, the hydraulic oil passages of the corresponding grooves are closed, and the number of small holes participating in the throttling and the throttle area are reduced. The greater the number of grooves that are completely obscured, i.e., the more hydraulic oil passages that are closed, the greater the compression damping force that is generated. Therefore, the damping force of the shock absorber at different movement positions can be accurately adjusted by reasonably designing the number, the width, the depth and the length of the grooves.
When the pressure in the annular hydraulic chamber exceeds a set threshold, the hydraulic oil will push the one-way valve in the base valve assembly 8 through the small hole in the hydraulic buffer valve seat 7, and thus flow out of the annular chamber to release the pressure. Eventually, when the end face of the hydraulic cushion valve body 4 comes into contact with the elastic element 6, the elastic element 6 will provide a significant resistance, effectively slowing down the compression movement of the suspension and preventing it from continuing to move downwards in place.
The utility model has the beneficial effects that:
In the middle stage of the compression stroke, the mechanism generates a larger compression damping force value by means of liquid through throttling, so that impact force of downward rapid movement of the shock absorber is counteracted when a vehicle encounters a scene of large-amplitude movement such as road surface bulge, emergency braking and the like, and the influence of excessive impact force on comfort and operability of the vehicle is avoided. And the elastic element is used for providing larger resistance to the suspension frame at the end of the compression stroke to carry out compression stop limit, so that the technical purposes of arranging the buffer block in the air suspension frame and arranging proper compression stop limit are realized.
The foregoing has shown and described the basic principles and main features of the present utility model and the advantages of the present utility model. It will be understood by those skilled in the art that the present utility model is not limited to the embodiments described above, and that the above embodiments and descriptions are merely illustrative of the principles of the present utility model, and various changes and modifications may be made without departing from the spirit and scope of the utility model, which is defined in the appended claims. The scope of the utility model is defined by the appended claims and equivalents thereof.
Claims (4)
1. The hydraulic buffering and limiting mechanism for the vehicle shock absorber is characterized by comprising a working cylinder (1), wherein hydraulic oil is filled in the working cylinder (1), a piston rod assembly (2) is arranged in the working cylinder (1), a piston (3) is arranged at the bottom of the piston rod assembly (2), and a hydraulic buffering valve body (4) is arranged below the piston (3);
The outer side of the hydraulic buffer valve body (4) is in clearance fit with the surface of the inner side of the working cylinder (1), a through hole in clearance fit with the outer diameter of the large end of the hydraulic buffer inner pipe (5) is arranged in the center of the hydraulic buffer valve body (4), a long groove is formed in the wall of the through hole, the long groove is different in length, width and depth according to different hydraulic buffer requirements, and the hydraulic buffer valve body (4) is of a circular tube or an open-closed C-shaped tubular structure;
the outer side of the bottom of the hydraulic buffer inner pipe (5) is provided with a hydraulic buffer valve seat (7), the outer cylindrical surface of the hydraulic buffer valve seat (7) is in interference fit with the working cylinder (1), and a bottom valve assembly (8) is further arranged below the hydraulic buffer valve seat (7);
The hydraulic buffer valve seat (7) is provided with a central hole, the central hole is a step hole, the large hole end of the central hole is in interference fit with the outer diameter of the small end of the hydraulic buffer inner pipe (5), the hydraulic buffer inner pipe (5) is coaxial with the working cylinder (1), the axial position of the hydraulic buffer inner pipe (5) is fixed through the step of the step hole, and the outer diameter of the small end of the hydraulic buffer inner pipe (5) is in clearance or interference fit with the elastic element (6) and is axially positioned;
The elastic element (6) is an assembly made of springs, PA66, NBR and related elastomers.
2. A hydraulic damping and limiting mechanism for a vehicle shock absorber according to claim 1, further comprising a groove provided in the top inner bore of the hydraulic damping valve body (4), the hydraulic damping valve body (4) being clamped to the piston (3) by the groove and being in clearance fit with the piston (3) such that the hydraulic damping valve body (4) moves together with the piston rod assembly (2).
3. The hydraulic buffering and limiting mechanism for the vehicle shock absorber according to claim 1, wherein a small hole is formed between a central hole of the hydraulic buffering valve seat (7) and an outer cylindrical surface of the hydraulic buffering valve seat (7), the lower end face of the small hole is matched with a valve plate (9) on a base valve assembly (8) to form a one-way valve, and the lower end face of the small hole is a conical surface or a groove surface surrounded by two circular rings with inner low and outer high.
4. A hydraulic damping and limiting mechanism for a vehicle shock absorber according to claim 1, wherein the valve plate (9) on the base valve assembly (8) has a pre-compression after assembly in place.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202422032433.7U CN223178045U (en) | 2024-08-21 | 2024-08-21 | Hydraulic buffering and limiting mechanism for vehicle shock absorber |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202422032433.7U CN223178045U (en) | 2024-08-21 | 2024-08-21 | Hydraulic buffering and limiting mechanism for vehicle shock absorber |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN223178045U true CN223178045U (en) | 2025-08-01 |
Family
ID=96535467
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202422032433.7U Active CN223178045U (en) | 2024-08-21 | 2024-08-21 | Hydraulic buffering and limiting mechanism for vehicle shock absorber |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN223178045U (en) |
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2024
- 2024-08-21 CN CN202422032433.7U patent/CN223178045U/en active Active
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