TWM558858U - Shock absorber for vehicle - Google Patents

Abstract

A vehicle shock absorber includes a first suspension unit and a second suspension unit. The first suspension unit transmits a first one-way valve to reduce the generation of the damping force during the compression operation and to quickly replenish the oil, and generates sufficient tensile side damping force when performing the stretching operation. The second suspension unit transmits a second check valve to generate sufficient compression side damping force during the compression operation, and reduces the damping force during the stretching operation to quickly replenish the oil, because the second avoidance The shock unit provides sufficient compression side damping force, so it is less prone to bottoming and there is no need to set a stop, which not only saves cost, but also avoids the generation of cupping sound. In addition, the second suspension unit can quickly replenish oil when performing the stretching operation, and the utility model does not need to separately provide a control valve, thereby further reducing the cost.

Description

Vehicle shock absorber

The present invention relates to a cushioning device, and more particularly to a vehicle shock absorber.

Referring to FIG. 1 and FIG. 2, a general vehicle shock absorber is composed of two groups of shock absorbers 1. Each of the shock absorbers 1 includes an outer tube 11 and an inner tube 11 fixed therein. a tube 12, a stopper 13 disposed at the bottom end of the inner tube 12, a fixing member 14 for inserting the outer tube 11 from the bottom and fixing the inner tube 12 and the stopper 13, and a fixing member 14 disposed therein a control valve 15 at the top of the tube 12, a fork tube 16 that is vertically slidably disposed between the outer tube 11 and the inner tube 12, a spring 17 disposed in the fork tube 16, and a spring 17 disposed therein And a sleeve 18 having a check valve 181 and a check valve 182, a lower opening 191 formed in the inner tube 12, and two upper holes 191 are disposed above the inner tube The upper opening 192 on the 12th. The inner tube 12 includes a tube portion 121 fixed to the outer tube 11, and a top portion 122 disposed at a top end of the tube portion 121. The control valve 15 is disposed in the top seat portion 122. The outer tube 11, the tube portion 121 of the inner tube 12 and the sleeve 18 cooperate to define a lower oil chamber 193 that communicates with the lower opening 191. The inner tube 12, the fork tube 16 and the sleeve 18 cooperate to define an upper oil chamber 194 that communicates with the upper openings 192.

The outer tube 11 and the inner tube 12 are filled with hydraulic oil, and the fork tube 16 can drive the sleeve 18 so that the sleeve 18 can be stretched or compressed in the vertical direction with respect to the inner tube 12. When the sleeve 18 performs a compression operation, the fork tube 16 compresses the spring 17, and in the foregoing process, a portion of the hydraulic oil in the lower side oil chamber 193 is pushed downward by the sleeve 18, and The lower opening 191 enters the tubular portion 121 of the inner tube 12, and the other portion directly flows into the upper oil chamber 194 through the upper one-way valve 181 of the sleeve 18, and the aforementioned portion enters the tubular portion 121. The hydraulic oil portion is again flown into the fork pipe 16 by the control valve 15, and the hydraulic oil generates a compression side damping force during the aforementioned flow, thereby improving the stability and handling of the vehicle body disposed on the fork pipe 16. Sex.

When the fork pipe 16 is stretched upward, the spring 17 releases the elastic force to reset the vehicle body. During the foregoing process, the sleeve 18 is pushed upward, and the upper check valve 181 is closed. The hydraulic oil portion in the upper oil chamber 194 enters the tubular body portion 121 from the upper opening 192, and the other portion of the hydraulic oil enters the tubular body portion 121 through the control valve 15, and the tubular body portion 121 The hydraulic oil is then returned to the lower oil chamber 193 by the lower opening 191, and the hydraulic oil generates a tensile side damping force during the aforementioned flow to absorb the vibration generated by the road surface. The control valve 15 can control the flow rate so that the upward flow rate is small, and the downward flow rate is large, so as to avoid the problem of excessive oil replenishment during the stretching operation, but the additional setting of the control valve 15 causes excessive cost. The situation.

However, when the fork tube 16 continues to be subjected to the downward pressure to cause the sleeve 18 to continue to move downward, the sleeve 18 will cover the stopper 13 at this time, because the gap between the two is small, so that the moment is extremely large. The oil lock force prevents the fork pipe 16 from striking the outer pipe 11, thereby avoiding the occurrence of instability. However, when the sleeve 18 is away from the stopper 13, a negative pressure is generated due to a small gap between the two, which makes it difficult to separate the two, and the cupping sound is easily generated during the process of strong separation, which affects the use experience. Therefore, the additional check valve 182 is required to provide an additional oil passage to avoid the generation of the cupping sound, which will increase the configuration complexity and cost.

Therefore, it is an object of the present invention to provide a vehicle shock absorber that can provide a pressure side damping force and can avoid the generation of a cupping sound and can save materials to reduce costs.

Therefore, the new vehicle shock absorber includes a first suspension unit and a second suspension unit. The first suspension unit includes a first outer tube, a first inner tube fixed in the first outer tube, and at least one first lateral hole formed on the first inner tube, and is slidably disposed a first fork tube between the first outer tube and the first inner tube, a first sleeve disposed between the first inner tube and the first inner tube, and a first sleeve disposed on the first outer tube The first check valve on the barrel. The first sleeve can be driven by the first fork tube to compress downward or upward relative to the first inner tube and the first outer tube. The first one-way valve is in an open state when the first sleeve is compressed downward, and is in a closed state when the first sleeve is stretched upward.

The second suspension unit includes a second outer tube, a second inner tube fixed in the second outer tube, and at least one second lateral hole formed on the second inner tube, slidably disposed a second fork tube between the second outer tube and the second inner tube, a second sleeve disposed between the second inner tube and the second fork tube, and a second sleeve disposed on the second outer tube a second check valve on the barrel. The second sleeve can be driven by the second fork tube to compress downward or upward relative to the second inner tube and the second outer tube. The second one-way valve is in a closed state when the second sleeve is compressed downward, and is in an open state when the second sleeve is stretched upward.

The effect of the present invention is that when the first suspension unit performs a compression operation and the second suspension unit performs a stretching operation, the first one-way valve and the second one-way valve are opened for hydraulic oil to pass. The damping force can be reduced to quickly replenish the oil, so that the cost control effect can be achieved without additionally providing a control valve; conversely, when the first suspension unit performs the stretching action and the second suspension unit performs the compression action, the first A one-way valve and the second one-way valve are closed without passing hydraulic oil, and the hydraulic oil passes through the at least one first lateral hole and the at least one second lateral hole, thereby generating a tensile side (first shock absorber unit) or compression side (second shock absorber unit) damping force, and the damping force of the second shock absorber unit when compressed is sufficient to maintain stable driving, and the generated oil lock force is sufficient to support the vehicle body without touching Therefore, the first suspension unit and the second suspension unit do not need to be provided with a stop, which not only saves cost, but also avoids cupping sound.

2‧‧‧First suspension unit

21‧‧‧First outer tube

22‧‧‧ First inner tube

23‧‧‧First lateral hole

24‧‧‧First fork tube

25‧‧‧First sleeve

26‧‧‧First check valve

27‧‧‧ first through slot

271‧‧‧The first lower side oil chamber

272‧‧‧First upper side oil room

3‧‧‧Second suspension unit

31‧‧‧Second outer tube

32‧‧‧Second inner tube

33‧‧‧Second lateral hole

34‧‧‧Second fork

35‧‧‧Second sleeve

36‧‧‧Second check valve

37‧‧‧Second pass

371‧‧‧Second lower oil chamber

372‧‧‧Second upper side oil room

Other features and effects of the present invention will be apparent from the following description of the drawings. FIG. 1 and FIG. 2 are a cross-sectional view showing a sleeve of a conventional shock absorber in different positions. FIG. 3 is a schematic view showing an embodiment of the vehicle shock absorber of the present invention; FIG. 4 is a cross-sectional view showing a first shock absorber unit in an embodiment of the vehicle shock absorber of the present invention; Figure 5 is a cross-sectional view showing a second suspension unit in the embodiment; Figure 6 is a cross-sectional view showing the first suspension unit after the downward compression operation of Figure 3; Figure 7 and Figure 8 The cross-sectional view shows the state in which the first suspension unit performs the stretching operation; FIG. 9 is a cross-sectional view showing the second suspension unit after the downward compression operation in FIG. 4; FIG. 10 and FIG. For the cross-sectional view, the state in which the second suspension unit performs the stretching operation is illustrated; and FIG. 12 is a cross-sectional view illustrating the second suspension unit having more second lateral holes.

Referring to Figures 3, 4 and 5, an embodiment of the vehicle shock absorber of the present invention is suitable for mounting on a vehicle body (not shown). The vehicle shock absorber includes a first shock absorbing unit 2 disposed on one side of the left or right side of the vehicle body, and a first one disposed on the other side of the vehicle body spaced apart from the first shock absorbing unit 2 Second suspension unit 3. The first suspension unit 2 includes a first outer tube 21, a first inner tube 22 fixed in the first outer tube 21, and a plurality of first lateral holes 23 formed in the first inner tube 22. a first fork tube 24 slidably disposed between the first outer tube 21 and the first inner tube 22, and a first sleeve disposed between the first inner tube 22 and the first fork tube 24 a barrel 25 and a first one-way valve 26 disposed on the first sleeve 25. The first outer tube 21 and the first inner tube 22 cooperate to surround a first through groove 27 extending in the up and down direction. The first sleeve 25 partitions the first through groove 27 from a first lower oil chamber 271 located below the first sleeve 25, and a first upper oil chamber above the first sleeve 25. 272.

Referring to FIG. 4 and FIG. 6 , when the first outer tube 21 is compressed, the first outer tube 21 and the first inner tube 22 are moved upward, that is, the first fork tube 24 and the first sleeve 25 . The first check valve 26 is in an open state during the compression process, so that the first lower side oil chamber 271 can communicate with the first upper side through the first check valve 26 The oil chamber 272, so that the hydraulic oil is compressed, can directly enter the first upper oil chamber 272 from the first lower oil chamber 271, thereby achieving the effect of rapid oil replenishment. Referring to FIG. 7 and FIG. 8, when the first outer tube 21 is no longer compressed, The inner spring causes the first outer tube 21 and the first inner tube 22 to be reset downward, that is, the first fork tube 24 and the first sleeve 25 are stretched upward relative to the two, The first check valve 26 is in a closed state during the stretching process, so that the first lower side oil chamber 271 is not in communication with the first upper side oil chamber 272, so the hydraulic oil in the first upper side oil chamber 272 is The first inner tube 22 passes through the first lateral holes 23 and flows back into the first lower oil chamber 271. This return oil passage can prevent the generation of negative pressure without emitting a cupping sound.

Referring to FIG. 5 and FIG. 9 , the second suspension unit 3 includes a second outer tube 31 , a second inner tube 32 fixed in the second outer tube 31 , and a plurality of second inner tubes 32 . a second lateral hole 33, a second fork 34 slidably disposed between the second outer tube 31 and the second inner tube 32, and a second inner tube 32 and the second fork tube A second sleeve 35 between the 34, and a second one-way valve 36 disposed on the second sleeve 35. The second outer tube 31 and the second inner tube 32 cooperate to surround a second through groove 37 extending in the up and down direction. The second sleeve 35 partitions the second through groove 37 from a second lower oil chamber 371 located below the second sleeve 35, and a second upper oil chamber above the second sleeve 35. 372.

When the second outer tube 31 is compressed, the second outer tube 31 and the second inner tube 32 are moved upward, that is, the second fork tube 34 and the second sleeve 35 are opposite to each other. The compression action is performed, and the second check valve 36 is in a closed state during the compression process, so that the second lower side oil chamber 371 cannot communicate with the first upper side oil chamber. 272. Therefore, the hydraulic oil in the first lower oil chamber 271 is compressed and then enters the second inner tube 32 from the second lateral holes 33, thereby generating a sufficient compression side damping force. Referring to FIG. 10 and FIG. 11, when the second outer tube 31 is no longer compressed, the spring disposed inside causes the second outer tube 31 and the second inner tube 32 to be reset downward, that is, the second The fork pipe 34 and the second sleeve 35 are upwardly stretched relative to the two, and the second check valve 36 is in an open state during the stretching process, so that the second lower oil chamber 371 passes through the first The two check valve 36 is in communication with the second upper oil chamber 372, so that the hydraulic oil can be quickly replenished through the first-class road. It should be particularly noted that the second lateral holes 33 can be changed to different numbers as shown in FIG. 12, except that the spacing can be adjusted to change the compression side damping force, so that the damping force can be lifted in a progressive manner. Different shock absorption effects are generated corresponding to different road conditions.

Referring to FIG. 3, FIG. 4 and FIG. 5, the second suspension unit 3 provides sufficient damping force and oil lock force on the compression side, so that it is difficult to bottom the bottom without setting a stopper, and no cupping sound is generated. The first suspension unit 2 can thereby achieve the effect of rapid oil replenishment, so as to be able to react quickly during stretching, and generate sufficient tensile side damping force.

In summary, the new configuration has good shock-absorbing performance, and also achieves the effect of not requiring the setting of the block and the additional control valve, and does not generate the cupping sound, thereby effectively reducing the cost and materials, so it can be achieved. The purpose of this new type.

However, the above descriptions are only examples of the present invention, and the scope of the present invention cannot be limited thereto, and the patent scope and patent description according to the present invention are applicable. The simple equivalent changes and modifications made in the contents of the book are still covered by this new patent.

Claims (5)

A shock absorber for a vehicle, comprising: a first shock absorber unit, comprising: a first outer tube, a first inner tube fixed in the first outer tube, at least one first lateral hole, opened in the a first fork tube slidably disposed between the first outer tube and the first inner tube, a first sleeve disposed on the first inner tube and the first inner tube And being driven by the first fork tube to be compressed downward or upward with respect to the first inner tube and the first outer tube, and a first one-way valve disposed on the first sleeve The first check valve is in an open state when the first sleeve is compressed downward, and is in a closed state when the first sleeve is stretched upward; and a second suspension unit, and the first suspension The unit is spaced apart from each other, comprising: a second outer tube, a second inner tube fixed in the second outer tube, at least one second lateral hole, being opened on the second inner tube, and a second fork tube Slidably disposed between the second outer tube and the second inner tube, a second sleeve disposed between the second inner tube and the second inner tube, the second sleeve being First Fork tube driven to a second inner tube relative to the outer tube and the second downward or upward tensile compression, and a second one-way valve is disposed on the second sleeve, the second one-way valve is in a closed state when the second sleeve is compressed downward, and is opened when the second sleeve is stretched upward . The vehicle shock absorber of claim 1, wherein the first outer tube of the first suspension unit and the first inner tube cooperate to surround a first through slot, the first sleeve a through-groove area partitioning a first lower side oil chamber located below the first sleeve, and a first upper side oil chamber above the first sleeve, when the first one-way valve is opened, the first The lower side oil chamber communicates with the first upper side oil chamber, and when the first one-way valve is closed, the first lower side oil chamber does not communicate with the first upper side oil chamber. The vehicle shock absorber of claim 2, wherein the second outer tube of the second suspension unit and the second inner tube cooperate to surround a second through slot, the second sleeve a two-way tank compartment separating a second lower side oil chamber located below the second sleeve, and a second upper side oil chamber above the second sleeve, when the second one-way valve is opened, the first The second lower side oil chamber communicates with the second upper side oil chamber, and when the second one-way valve is closed, the second lower side oil chamber does not communicate with the second upper side oil chamber. The vehicle shock absorber of claim 1, wherein the first suspension unit comprises a plurality of first lateral holes. The vehicle shock absorber of claim 1, wherein the second suspension unit comprises a plurality of second lateral holes.