A hydraulic shock-absorbing piston and hydraulic shock absorber that takes into account both vehicle roll and vibration

Abstract

A hydraulic shock-absorbing piston and a hydraulic shock absorber that take into account both the roll and vibration of an automobile belong to the technical field of hydraulic shock absorption. The piston cylinder (2) is comprised of a piston rod (1) that drives a piston body (4) to move axially or / and circumferentially in the piston cylinder (2), and the characteristics are as follows: a throttling groove (3) is provided on the inner wall of the piston cylinder (2), and the piston body (4) and the throttling groove (3) are spaced apart to form a flow channel for hydraulic oil; and the thickness of the longitudinal section of the piston body (4) increases sequentially. In the hydraulic shock-absorbing piston and the hydraulic shock absorber that take into account both the roll and vibration of an automobile, by providing a shock-absorbing adjustment throttling groove and a direction-changing adjustment groove, a buffer is provided when the automobile vibrates strongly and rolls due to direction changing, thereby avoiding damage to the automobile body and ensuring personal safety, and at the same time improving driving safety and controllability.

Description

Technical Field

[0001] The invention discloses a hydraulic shock-absorbing piston and a hydraulic shock absorber which take into account both the roll and vibration of an automobile, belonging to the technical field of hydraulic shock absorption. Background Art

[0002] Hydraulic shock absorption is a common shock absorption method in the automotive field. The output end and body of the automobile hydraulic shock absorber are installed on the vehicle body and wheel assembly respectively. The main function of the automobile hydraulic shock absorber is to play a buffering role when there is a large relative movement between the vehicle body and the tire (i.e. the ground), thereby improving driving safety and comfort.

[0003] The vibration of the car body caused by the car body hitting an obstacle or the wheel suddenly falling into a deep pit during driving is the most common state of relative movement between the car body and the wheel during driving, and it is also the most common application of hydraulic shock absorbers. Since the shock absorber piston is provided in the car shock absorber, when the car body vibrates, the piston reciprocates along the axial direction of the piston cylinder in the piston cylinder to play a buffering role. However, in the prior art, the design of automobile hydraulic shock absorbers often only focuses on the buffering effect of the car body when the car body vibrates, and often ignores another situation in which the car body and the wheel are prone to relative movement during driving, that is, the vehicle changes direction, especially the body roll caused by high-speed changes in emergency situations.

[0004] Since the output end and main body of the automobile hydraulic shock absorber are respectively installed on the vehicle body and the wheel, when the vehicle changes direction and causes roll, the shock absorber piston in some automobile shock absorbers (such as McPherson suspension) will not only have axial relative movement with the piston cylinder, but also relative rotation with the piston cylinder. Therefore, the working state of the automobile shock absorber when the vehicle body rolls is more complicated. Therefore, when designing automobile hydraulic shock absorbers, the roll caused by the vehicle changing direction cannot be ignored.

[0005] When the car changes direction urgently, the relative movement and rotation between the piston and the piston cylinder are proportional to the speed of the car's change of direction. Therefore, when the car changes direction urgently, the distance between the car body and the wheel changes rapidly in a short period of time. Therefore, in this case, if the piston is still adjusted according to the inherent state, it is easy to roll over. Therefore, the rollover of the car body due to the change of direction poses a greater safety hazard, which will not only cause damage to the car body but also directly cause casualties. Therefore, designing a car hydraulic shock absorber that not only has a shock-absorbing effect, but also has a buffering effect on the roll of the car body has become a problem that needs to be solved urgently. Summary of the invention

[0006] The technical problem to be solved by the present invention is to overcome the shortcomings of the prior art and provide a hydraulic shock-absorbing piston and a hydraulic shock absorber that can buffer the strong vibration of the car and the roll caused by changing direction by setting a throttle groove and a change-of-direction adjustment groove, thereby avoiding damage to the car body and ensuring personal safety while taking into account the roll and vibration of the car.

[0007] The technical solution adopted by the present invention to solve the technical problem is: the hydraulic shock-absorbing piston that takes into account the roll and vibration of the automobile comprises a piston cylinder filled with hydraulic oil, a piston body is arranged in the piston cylinder, one end of the piston rod is connected to the piston body, and the other end is led out from the piston cylinder port, the piston rod drives the piston body to reciprocate axially in the piston cylinder or / and reciprocate circumferentially with the piston cylinder, and is characterized in that: a throttling groove is opened on the inner wall of the piston cylinder, the outer wall of the piston body is attached to the throttling groove and is spaced at the attached surface to form a flow channel for the hydraulic oil, and when the piston body reciprocates axially in the piston cylinder, the area of ​​the flow channel decreases as the piston body moves from the middle of the throttling groove to both sides in the piston cylinder.

[0008] When the piston body reciprocates in the inner circumferential direction of the piston cylinder, the fitting position of the throttling groove and the outer wall of the piston body changes back and forth between the thinnest part and the thickest part of the piston body, so that the flow channel length at the fitting surface changes.

[0009] Preferably, at least one group of throttling grooves is provided on the inner wall of the piston cylinder along its axial direction.

[0010] Preferably, the throttling groove includes a flow balancing section and a throttling section. The flow balancing section is a groove with uniform depth. The throttling section extends from both ends of the flow balancing section to both outer sides. The throttling section is a sloped groove that is deep inside and shallow outside. The axial length of the flow balancing section is longer than the thickness of the piston body.

[0011] Preferably, a radially transparent direction-changing adjustment groove is opened in the upper part and / or the lower part of the piston body, and the groove wall of the direction-changing adjustment groove increases in height from the center to both sides. As the piston body and the piston cylinder rotate reciprocatingly, the groove wall of the direction-changing adjustment groove and the throttling groove reciprocate and interlace.

[0012] Preferably, an arc-shaped protrusion is provided on the upper part and / or the lower part of the piston body, and the upper edge and the lower edge of the protrusion are respectively the maximum and the minimum points of the thickness of the piston body.

[0013] Preferably, the throttling section of the throttling groove is multi-stage, and the throttling section is divided into multiple sections from the inside to the outside, and the depth of each section decreases successively.

[0014] Preferably, the cross-section of the direction-changing adjustment groove is arc-shaped, and the groove wall is an arc that rises successively from the center to both sides.

[0015] Preferably, the cross-section of the direction-changing adjustment groove is triangular, and the groove wall is a straight line that rises successively from the center to both sides.

[0016] Preferably, the longitudinal section of the piston body is a right-angled trapezoidal shape.

[0017] A hydraulic shock absorber that takes into account both the roll and vibration of an automobile is characterized in that an outer sealing sleeve of the shock absorber is mounted on the outer side of the piston cylinder, an outer oil chamber of the shock absorber is formed between the outer cylinder and the piston cylinder, and the bottom of the piston cylinder is connected to the outer cylinder of the shock absorber.

[0018] Compared with the prior art, the present invention has the following beneficial effects:

[0019] In the hydraulic shock-absorbing piston and hydraulic shock absorber that take into account the roll and vibration of the automobile, by setting a shock-absorbing adjustment throttle groove and a change-of-direction adjustment groove, a buffer is provided when the automobile vibrates strongly and rolls due to change of direction, thereby avoiding damage to the automobile body and ensuring personal safety, while improving driving safety and controllability.

[0020] When a large vibration occurs between the automobile body and the wheel assembly, the piston body will move significantly in the piston cavity driven by the piston rod, and gradually move to the throttling section in the vibration adjustment throttling groove. Since the depth of the throttling section decreases successively, as the piston body moves to the end in the piston cavity, the flow area of ​​the vibration adjustment throttling groove matched with the piston body becomes smaller and smaller, thereby achieving the effect of reducing the degree of shock absorption.

[0021] When the car changes direction, the piston body and the throttle groove rotate relative to each other. Under the action of the groove walls on both sides of the direction-changing adjustment groove, the thickness of the piston body that forms a flow channel between the throttle groove gradually increases, that is, the flow length of the hydraulic oil is extended, thereby slowing down the flow speed of the hydraulic oil between the piston bodies, making the hydraulic shock absorber "harder" and avoiding the body roll to the greatest extent.

[0022] If the vehicle speed is too fast or the turning angle is large, the centrifugal force caused by the vehicle body turning will still overcome the hydraulic shock-absorbing piston and cause the vehicle body to tilt. At this time, the piston body will also move axially relative to the piston cylinder, that is, the piston body and the throttle groove will further adjust the hydraulic shock-absorbing piston according to the vehicle body tilt. The piston body will first move within the length of the equal flow section in the throttle groove, and gradually move to the throttle section in the throttle groove. Since the depth of the throttle section decreases successively, as the piston body moves to the end in the piston cavity, the flow area of ​​the hydraulic oil becomes smaller and smaller, so the cooperation between the piston body and the throttle groove further plays the role of preventing the vehicle body from tilting. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1The present invention is a structural schematic diagram of a hydraulic shock-absorbing piston embodiment 1 that takes into account both the roll and vibration of a vehicle.

[0024] Figure 2 for Figure 1 Side view.

[0025] Figure 3 Schematic diagram of embodiment 1 of a hydraulic shock-absorbing piston that takes into account both vehicle roll and vibration when the vehicle changes direction.

[0026] Figure 4 It is a schematic diagram of the hydraulic shock absorber structure.

[0027] Figure 5 The present invention is a schematic structural diagram of a second embodiment of a hydraulic shock-absorbing piston that takes into account both the roll and vibration of a vehicle.

[0028] Figure 6 The present invention is a schematic structural diagram of a third embodiment of a hydraulic shock-absorbing piston that takes into account both the roll and vibration of a vehicle.

[0029] Figure 7 The present invention is a structural schematic diagram of a fourth embodiment of a hydraulic shock-absorbing piston that takes into account both the roll and vibration of a vehicle.

[0030] Among them: 1, piston rod 2, piston cylinder 3, throttling groove 4, piston body 5, direction-changing adjustment groove 6, shock absorber outer cylinder. DETAILED DESCRIPTION

[0031] Figures 1 to 4 The best embodiment of the present invention is shown below in conjunction with the attached Figures 1 to 7 The present invention is further described.

[0032] Embodiment 1:

[0033] like Figure 1~2 As shown, a hydraulic shock-absorbing piston that takes into account the roll and vibration of the vehicle includes a piston cylinder 2. The piston cylinder 2 is a cylinder with both ends closed. The inner cavity of the piston cylinder 2 is a piston cavity, which is filled with hydraulic oil. A piston body 4 is arranged in the piston cavity. The piston body 4 is in close contact with the inside of the piston cavity, and the piston cavity is divided into two upper and lower oil chambers. One end of the piston rod 1 is connected to the center of the piston body 4, and the other end is led out from any end of the piston cylinder 2. The piston body 4 moves axially back and forth in the piston cavity driven by the piston rod 1.

[0034] Two throttling grooves 3 are axially opened on the inner wall of the piston cylinder 2. The two throttling grooves 3 are symmetrically opened along the radial direction of the piston cylinder 2. The throttling grooves 3 include a flow-equalizing section at the center and throttling sections located on both sides of the flow-equalizing section. The flow-equalizing section is defined as the initial position of the axial reciprocating motion of the piston body 4. The axial length of the flow-equalizing section is longer than the thickness of the piston body 4. The flow-equalizing section is a groove with uniform depth. The throttling sections are respectively extended from the outer end surface of the flow-equalizing section to the outer side of the corresponding end, and the depth decreases successively to form a slope-shaped groove.

[0035] A direction-changing adjustment groove 5 is opened at the upper part of the piston body 4 along the radial direction of the piston body 4. The direction-changing adjustment groove 5 is a transparent groove that radially penetrates the piston body 4. In the present embodiment, the cross-section of the direction-changing adjustment groove 5 is an arc, that is, the groove wall of the direction-changing adjustment groove 5 is an arc that rises successively from the center to both sides.

[0036] Since the piston cylinder 2 and the piston body 4 will rotate relative to each other when the car turns, the relative position between the piston cylinder 2 and the piston body 4 when the car is driving in a straight line is recorded as the starting position of the relative rotation. At this starting position, the opening direction of the change-of-direction adjustment groove 5 is perpendicular to the connecting line of the two throttling grooves 3.

[0037] The specific working process and working principle are as follows:

[0038] The piston rod 1 and the piston cylinder 2 are respectively fixed to the body and the wheel assembly of the automobile. When the automobile is driving in a straight line and there is a slight vibration at the body and the wheel assembly, only axial relative movement will occur between the piston rod 1 and the piston cylinder 2. At this time, the piston body 4 moves within the length range of the flow equalization section in the throttling groove 3. During the movement of the piston body 4, the hydraulic oil in the piston cavity will pass through the throttling groove 3 and flow from one side of the piston body 4 to the other side. During the process of the hydraulic oil flowing through the throttling groove 3, its flow area is limited by the throttling groove 3, and the moving speed of the piston body 4 is reduced, thereby achieving a shock absorption effect.

[0039] When a large vibration occurs between the automobile body and the wheel assembly, the piston body 4 will move significantly in the piston cavity driven by the piston rod 1, and gradually move to the throttling section in the throttling groove 3. Since the depth of the throttling section decreases successively, as the piston body 4 moves to the end in the piston cavity, the flow area of ​​the hydraulic oil becomes smaller and smaller, thereby achieving the effect of reducing the degree of shock absorption.

[0040] Reference Figure 3 When the car changes direction, the piston body 4 rotates axially with the piston cylinder 2 under the drive of the piston rod 1, which further causes the direction-changing adjustment groove 5 and the throttling groove 3 to intersect after relative rotation. Since at the starting position of the relative rotation, the opening direction of the direction-changing adjustment groove 5 is perpendicular to the connecting line of the two throttling grooves 3, that is, the thinnest part of the piston body 4 (the lowest part of the direction-changing adjustment groove 5) and the throttling groove 3 form a flow channel for the hydraulic oil. After the piston body 4 and the throttling groove 3 rotate relative to each other, under the action of the groove walls on both sides of the direction-changing adjustment groove 5, the thickness of the piston body 4 that forms the flow channel with the throttling groove 3 gradually increases, that is, the flow length of the hydraulic oil is extended, thereby slowing down the flow speed of the hydraulic oil between the piston body 4, making the hydraulic shock-absorbing piston "harden" and avoiding the roll of the vehicle body to the greatest extent.

[0041] If the vehicle speed is too fast or the turning angle is large, the centrifugal force caused by the turning of the vehicle body will still overcome the hydraulic shock-absorbing piston and cause the vehicle body to roll. At this time, the piston body 4 will also move axially relative to the piston cylinder 2, that is, the piston body 4 and the throttling groove 3 will further adjust the hydraulic shock-absorbing piston for the vehicle body roll. The piston body 4 will first move within the length of the flow-equalizing section in the throttling groove 3, and gradually move to the throttling section in the throttling groove 3. Since the depth of the throttling section decreases successively, as the piston body 4 moves to the end in the piston cavity, the flow area of ​​the hydraulic oil becomes smaller and smaller, so the cooperation between the piston body 4 and the throttling groove 3 further plays the role of preventing the vehicle body from rolling.

[0042] like Figure 4 As shown, a shock absorber outer cylinder 6 is mounted on the outer side of the piston cylinder 2 to form a hydraulic shock absorber. At this time, the piston cylinder 2 serves as the inner cylinder of the hydraulic shock absorber. The upper end of the shock absorber outer cylinder 6 is sealed with the piston cylinder 2. The outer oil chamber of the hydraulic shock absorber is formed between the shock absorber outer cylinder 6 and the piston cylinder 2. The piston chamber in the piston cylinder 2 becomes the inner oil chamber of the hydraulic shock absorber. A conventional through hole or valve body is provided at the bottom of the piston cylinder 2 to realize the connection between the inner oil chamber and the outer oil chamber.

[0043] When the vehicle body is damped, it can be achieved by using a hydraulic damping piston without a combined sleeve alone or by using a hydraulic damping device with a combined sleeve.

[0044] Embodiment 2:

[0045] The difference between this embodiment and embodiment 1 is that: Figure 5 As shown, in this embodiment, the cross section of the direction-changing adjustment groove 5 is a triangle, and the groove wall is a straight line that rises successively from the center to both sides.

[0046] Embodiment 3:

[0047] The difference between this embodiment and embodiment 1 is that: Figure 6 As shown, in this embodiment, the direction-changing adjustment groove 5 is not provided, and the position where the direction-changing adjustment groove 5 is provided in Embodiment 1 forms an upwardly arched arc-shaped protrusion, the lower edge of the protrusion is the thinnest part of the piston body 4, the center of the protrusion is the thickest part of the piston body 4, and the position when the thinnest part of the piston body 4 is opposite to the throttling groove 3 is recorded as the starting position of the piston body 4. After the piston body 4 and the piston cylinder 2 rotate relative to each other, the thinnest parts on both sides of the piston body 4 gradually intersect with the throttling groove 3, which prolongs the flow length of the hydraulic oil. The protrusions can also be provided separately or simultaneously at the lower part of the piston body 4.

[0048] Embodiment 4:

[0049] The difference between this embodiment and embodiment 1 is that: Figure 7As shown, in this embodiment, the longitudinal section of the piston body 4 is a right-angle trapezoidal shape, and the thickness of the piston body 4 becomes thicker radially. In this embodiment, only one set of throttling grooves 3 is provided, and the position of the throttling grooves 3 corresponding to the thinnest part of the piston body 4 is recorded as the starting position of the piston body 4. After the piston body 4 and the piston cylinder 2 rotate relative to each other, the thickness of the piston body 4 gradually becomes thicker, thereby extending the flow length of the hydraulic oil.

[0050] Embodiment 5:

[0051] The difference between this embodiment and embodiment 1 is that in this embodiment, the throttling section of the throttling groove 3 does not adopt a sloped groove with a decreasing depth, but is designed as a multi-stage type. The throttling section is divided into multiple sections from the inside to the outside, and the depth of each section decreases successively.

[0052] Embodiment 6:

[0053] The difference between this embodiment and embodiment 1 is that in this embodiment, the direction-changing adjustment groove 5 is opened at the lower part of the piston body 4 .

[0054] The above is only a preferred embodiment of the present invention, and does not limit the present invention in other forms. Any technician familiar with the profession may use the above disclosed technical content to change or modify it into an equivalent embodiment with equivalent changes. However, any simple modification, equivalent change and modification made to the above embodiment according to the technical essence of the present invention without departing from the technical solution of the present invention still belongs to the protection scope of the technical solution of the present invention.

Claims

1. A hydraulic shock-absorbing piston that takes into account both the roll and vibration of an automobile, comprising a piston cylinder (2) filled with hydraulic oil, a piston body (4) being arranged in the piston cylinder (2), a piston rod (1) having one end connected to the piston body (4) and the other end leading out from a port of the piston cylinder (2), the piston rod (1) driving the piston body (4) to reciprocate axially in the piston cylinder (2) or / and to reciprocate circumferentially with the piston cylinder (2), characterized in that: A throttling groove (3) is provided on the inner wall of the piston cylinder (2); the outer wall of the piston body (4) is in contact with the throttling groove (3) and is spaced apart at the contact surface to form a flow channel for hydraulic oil; when the piston body (4) moves axially back and forth in the piston cylinder (2), the area of ​​the flow channel decreases as the piston body (4) moves from the middle of the throttling groove (3) to both sides in the piston cylinder (2); When the piston body (4) reciprocates in the inner circumferential direction of the piston cylinder (2), the contact position between the throttling groove (3) and the outer wall of the piston body (4) changes back and forth between the thinnest part and the thickest part of the piston body (4), so that the length of the flow channel at the contact surface changes; A radially transparent direction-changing adjustment groove (5) is provided on the upper part or / and the lower part of the piston body (4), and the groove wall of the direction-changing adjustment groove (5) increases in height from the center to both sides. As the piston body (4) and the piston cylinder (2) reciprocate in the circumferential direction, the groove wall of the direction-changing adjustment groove (5) and the throttling groove (3) reciprocate and intersect.

2. The hydraulic shock-absorbing piston for taking into account both vehicle roll and vibration according to claim 1, characterized in that: At least one group of throttling grooves (3) is provided on the inner wall of the piston cylinder (2) along its axial direction.

3. The hydraulic shock-absorbing piston for taking into account both vehicle roll and vibration according to claim 1 or 2, characterized in that: The throttling groove (3) comprises a flow balancing section and a throttling section. The flow balancing section is a groove with a uniform depth. The throttling section extends from both ends of the flow balancing section to both outer sides. The throttling section is a sloped groove that is deep inside and shallow outside. The axial length of the flow balancing section is longer than the thickness of the piston body (4).

4. The hydraulic shock-absorbing piston for taking into account both vehicle roll and vibration according to claim 1, characterized in that: The throttling section of the throttling groove (3) is multi-segmented, and the throttling section is divided into multiple sections from the inside to the outside, and the depth of each section decreases successively.

5. A hydraulic shock absorber made of the hydraulic shock-absorbing piston that takes into account both vehicle roll and vibration according to any one of claims 1 to 4, characterized in that: A shock absorber outer cylinder (6) is provided on the outer sealing sleeve of the piston cylinder (2); an outer oil chamber of the shock absorber is formed between the shock absorber outer cylinder (6) and the piston cylinder (2); and the bottom of the piston cylinder (2) is connected to the shock absorber outer cylinder (6).

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