A shock absorber mechanism to improve tire grip performance

Abstract

This invention discloses a shock absorber mechanism to improve tire grip performance. By adding various components to the shock absorber to form an elastic transmission mechanism, adaptive adjustment can be achieved at a low cost. This invention realizes the change of damping force when the wheel bounces through the elastic transmission mechanism, so that the damper damping is soft when it needs to be soft and hard when it needs to be hard, achieving a balance between rigidity and flexibility. This balance ensures that the wheel does not leave the ground, improving grip, while also making the vehicle ride comfortable, safe and comfortable. This invention changes the structural shape of some parts of the shock absorber and utilizes the quick reset function of elastic pads or elastic elements, combined with the actual working conditions of the vehicle driving on uneven roads, to realize the opening and closing of the shock absorber oil circuit valve, improving the function of the shock absorber and ensuring the balance between rigidity and flexibility.

Description

Technical Field

[0001] This invention relates to the field of shock absorber technology, and more specifically to a shock absorber mechanism that improves tire grip performance. Background Technology

[0002] Shock absorbers are crucial components of a vehicle's suspension. During vehicle operation, especially at high speeds on uneven roads, the wheels and body are constantly bouncing. As a damping element that attenuates the impact energy transmitted from the road surface to the wheels, the shock absorber needs variable damping to ensure the wheels remain on the ground and guarantee driving safety. Once the wheels leave the ground, braking and steering become ineffective, compromising vehicle safety. To improve tire grip, damping matching of the shock absorber is critical. Current technology involves adjustable valves on the shock absorber. There are two types of adjustable valves: one where the driver manually adjusts the valve according to different road conditions to change the damping for both comfort and safety; and another where an automatic adjustable valve is installed, where a radar system monitors road conditions in real time and transmits signals to the onboard computer, which then controls the adjustable valve to change the damping to achieve both comfort and safety. Both technologies have limitations. Manual adjustment is too cumbersome and causes great inconvenience to drivers; adaptive adjustment is extremely expensive and only a very small number of users choose it, so it cannot be popularized. Therefore, improvements are needed. Summary of the Invention

[0003] The purpose of this invention is to address the shortcomings and deficiencies of the prior art by providing a shock absorber mechanism that improves tire grip performance.

[0004] To achieve the above objectives, the technical solution adopted by this invention is: a shock absorber mechanism for improving tire grip performance, comprising a connecting seat and an outer cylinder, which are connected by a piston rod. The connecting seat is fixedly connected to the vehicle chassis, and the outer cylinder is fixedly connected to the vehicle body. The piston rod and the outer cylinder are fitted with the same suspension spring. Its innovation lies in: one end of the connecting seat is in the shape of a lug with a groove in the middle, and the other end has an internal thread. This internal thread is threaded to a positioning seat. The positioning seat has an inner hole, on which a guide sleeve is press-fitted. The guide sleeve and the smooth rod portion of the large end of the piston rod are fitted together. The piston rod can slide within the guide sleeve along its axial direction. An external thread is provided at the adjacent portion of the smooth rod at its large end. Internal and external threaded blocks are connected to this external thread, and a connecting sleeve is connected to the outside of these blocks. The internal and external threaded blocks securely connect the piston rod and the connecting sleeve via a combination thread. The other end of the connecting sleeve has a smooth inner diameter that slides against the outer diameter of the connecting seat. Multiple elastic washers are fitted on the smooth rod at its large end. These elastic washers are located between the positioning seat and the internal and external threaded blocks. During compression, because the stiffness of the elastic washers is less than that of the suspension spring, they are compressed by the internal and external threaded blocks. The positioning seat is clamped and deformed until it is flat and cannot be deformed further; a retaining ring is installed on the connecting sleeve, which constrains the upper retaining plate of the spring; the outer cylinder is externally threaded to the lower retaining plate of the spring, and the lower and upper retaining plates of the spring limit the suspension spring within them; a piston valve assembly is screwed onto the small end of the piston rod, and the piston valve assembly has a piston valve hole inside and valve plates on both sides outside; one end of the outer cylinder is connected to the vehicle body, and a sealing assembly is fixedly installed on the other end. The sealing assembly limits the piston rod, preventing it from coming out of the outer cylinder, thus keeping the suspension spring at a certain compression. The outer cylinder is elastic and filled with oil. The piston valve assembly divides the outer cylinder into chamber A and chamber B. The piston rod is hollow inside and has a small hole at the point where it mates with the piston valve assembly. This small hole communicates with the hollow part. The piston rod contains a top core, a core rod, and a sealing plug. One end of the top core is limited and fixed by an adjusting knob installed in a groove in the middle of the connecting seat. Its other end contacts the core rod. The other end of the core rod contacts one end of the sealing plug. The hollow part of the small end of the piston rod is connected to a fastening plug through internal and external threads. The fastening plug limits the sealing plug. The fastening plug has a hollow structure.

[0005] Furthermore, a sealing ring is installed on the sealing plug to seal the oil and prevent leakage to the large end of the piston rod.

[0006] Furthermore, after the fastening plug is tightened, the length distance between it and the adjusting knob exceeds the sum of the lengths of the top core, the core rod, and the sealing plug, ensuring that the sealing plug is always on the side of the small hole opened on the piston rod.

[0007] Furthermore, the connector can also be a split structure, consisting of two or more parts, connected by threads or retaining rings.

[0008] Furthermore, the connecting sleeve and the internal and external threaded blocks can also be combined into a single integral part.

[0009] Furthermore, the piston rod can also be a split structure, divided into two or more parts, connected by threads or retaining rings.

[0010] With the above structure, the beneficial effects of the present invention are as follows:

[0011] This invention creates an elastic transmission mechanism by adding various components to the shock absorber. Compared with the two existing technologies, this elastic transmission mechanism achieves a significant breakthrough, enabling adaptive adjustment at a lower cost. Through this mechanism, the invention realizes the variation of damping force during wheel bounce, allowing the shock absorber damping to be soft when needed and hard when needed, achieving a balance between rigidity and flexibility. This balance ensures the wheel remains firmly on the ground, improving grip, while also providing a comfortable ride – both safe and comfortable. Furthermore, this invention modifies the structural shape of some shock absorber components, utilizing the rapid reset function of elastic pads or elements, combined with the actual driving conditions on uneven roads, to achieve the opening and closing of the shock absorber's oil circuit valves, enhancing the shock absorber's functionality and ensuring a balance between rigidity and flexibility. Attached Figure Description

[0012] Figure 1 This is a schematic diagram of the structure of the present invention.

[0013] Explanation of reference numerals in the attached figures:

[0014] 1 Connecting seat, 2 Outer cylinder, 3 Piston rod, 4 Suspension spring, 5 Positioning seat, 6 Guide sleeve, 7 Internal and external threaded blocks, 8 Connecting sleeve, 9 Elastic gasket, 10 Snap ring, 11 Upper spring retainer plate, 12 Lower spring retainer plate, 13 Piston valve assembly, 14 Piston valve hole, 15 Valve plate, 16 Sealing assembly, 17 Small hole, 18 Top core, 19 Core rod, 20 Sealing plug, 21 Adjusting knob, 22 Fastening plug, 23 Sealing ring. Detailed Implementation

[0015] The invention will now be further described with reference to the accompanying drawings.

[0016] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0017] See Figure 1A shock absorber mechanism for improving tire grip includes a connecting seat 1 and an outer cylinder 2, connected by a piston rod 3. The connecting seat 1 is fixedly connected to the vehicle chassis, and the outer cylinder 2 is fixedly connected to the vehicle body. The piston rod 3 and the outer cylinder 2 are fitted with the same suspension spring 4. One end of the connecting seat 1 is shaped like a lug with a groove in the middle, and the other end has an internal thread that connects to a positioning seat 5. The positioning seat 5 has an inner hole, on which a guide sleeve 6 is press-fitted. The guide sleeve 6 engages with the smooth rod portion of the large end of the piston rod 3, and the piston rod can slide along the axial direction within the guide sleeve 6. An external thread is also provided at the adjacent part, and an internal and external thread block 7 is connected to the external thread. The internal and external thread block 7 is connected to the outside of the connecting sleeve 8. The internal and external thread block 7 securely connects the piston rod 3 and the connecting sleeve 8 by tightening the combined thread. The other end of the connecting sleeve 8 is a smooth inner diameter, which slides together with the outer diameter of the connecting seat 1. Multiple elastic washers 9 are fitted on the smooth rod at the large end of the piston rod 3. The elastic washers 9 are located between the positioning seat 5 and the internal and external thread block 7. During the compression process, because the stiffness of the elastic washers 9 is less than the stiffness of the suspension spring 4, they will be clamped and deformed by the internal and external thread block 7 and the positioning seat 5 until they are flat and cannot be deformed. The connecting sleeve 8 A retaining ring 10 is installed, which constrains the upper retaining plate 11 of the spring. The outer cylinder 2 is externally threaded to the lower retaining plate 12 of the spring. The lower retaining plate 12 and the upper retaining plate 11 limit the suspension spring 4 within them. A piston valve assembly 13 is screwed onto the small end of the piston rod 3. The piston valve assembly 13 has a piston valve hole 14 inside and valve plates 15 on both sides outside. One end of the outer cylinder 2 is connected to the vehicle body, and a sealing assembly 16 is fixedly installed on the other end. The sealing assembly 16 limits the piston rod 3, preventing the piston rod 3 from coming out of the outer cylinder 2, so that the suspension spring 4 always maintains a certain amount of compression and has elasticity. The outer cylinder 2 is filled with oil. The piston valve assembly 13 divides the inner cylinder 2 into chamber A and chamber B. The piston rod is hollow inside and has a small hole 17 at the point where it mates with the piston valve assembly. The small hole 17 is connected to the hollow part. The piston rod 3 is equipped with a top core 18, a core rod 19 and a sealing plug 20. One end of the top core 18 is limited and fixed by an adjusting knob 21 installed in the groove in the middle of the connecting seat. The other end of the top core 18 contacts the core rod 19. The other end of the core rod 19 contacts one end of the sealing plug 20. The hollow part of the small end of the piston rod 3 is connected to a fastening plug 22 by internal and external threads. The fastening plug 22 limits the sealing plug 20. The fastening plug 22 is a hollow structure. Specifically, this invention improves the function of the shock absorber by changing the structural shape of some parts of the shock absorber and utilizing the quick reset function of elastic pads or elastic elements, combined with the actual working conditions of vehicles driving on uneven roads, to realize the opening and closing of the shock absorber oil circuit valve. This ensures that the shock absorber is both rigid and flexible, so that the wheels never leave the ground, improving grip, and the vehicle rides comfortably, making it both safe and comfortable.

[0018] Working principle of the invention:

[0019] When the tire approaches the vehicle body, the suspension spring 4 is compressed, which is called the compression process of the shock absorber; when the tire moves away from the vehicle body, the suspension spring 4 releases its elasticity and lengthens, which is called the rebound process of the shock absorber.

[0020] During the initial stage of the compression process, the oil in chamber B can push the sealing plug 20 to move towards the large end of the piston rod 3, opening the small hole 17 on the piston rod 3 and entering chamber A through the piston valve hole 14, making the damping force smaller. This smaller damping force can greatly improve the hard impact of the wheel on the ground, giving the people in the vehicle a softer experience. At the same time, it can also improve the force of the road reaction on the wheel, prevent the wheel from jumping off the ground, and ensure driving safety.

[0021] When the initial stage of compression ends and compression continues, greater damping is needed to attenuate the energy transmitted from the road surface. At this time, the internal and external threaded blocks 7 and the positioning seat 5 clamp the elastic washer 9, reducing the distance between the small hole 17 on the piston rod 3 and the adjusting knob 21. This pushes the sealing plug 20 close to the small hole 17 on the piston rod 3 and blocks it. At this time, the oil can only deform the stacked valve plate 15 on the piston valve assembly 13, entering the A chamber from the B chamber, which generates greater damping force, slowing down the downward movement of the vehicle body and reducing the downward amplitude. This is the effect that the shock absorber wants to achieve. In the initial stage of the rebound process, the vehicle body and wheels first generate a pulling force that moves them away, and then the suspension spring 4 rebounds. That is, the rebound of the suspension spring 4 always lags behind the first moment when the vehicle body and wheels move away. At this instant, the elastic pad 9 is no longer squeezed by the positioning seat 5 and rebounds quickly. The piston valve hole 14 is in the open state. As in the initial stage of the compression process, the oil in chamber A will enter chamber B through the piston valve assembly 13 and the piston valve hole 14, making the damping force smaller. This smaller damping force can improve the hard impact of the vehicle body moving away and give the people in the cabin a softer experience.

[0022] When the suspension spring 4 rebounds, greater damping is needed to attenuate its rebound energy. At this time, because the stiffness of the elastic pad 9 is less than that of the suspension spring 3, the elastic pad 9 will be clamped and deformed by the inner and outer threaded blocks 7 and the positioning seat 5 under the rebound force of the suspension spring 3 until it is flat and cannot be deformed. The distance between the small hole 17 of the piston rod 3 and the adjusting knob 21 becomes smaller, pushing the sealing plug 20 close to the small hole 17 of the piston rod 3 and blocking it. At this time, the oil can only push the stacked valve plate 15 on the piston valve assembly 13 to deform and enter the B chamber from the A chamber, which generates a greater damping force, making the rebound of the suspension spring 3 slower and the rebound amplitude smaller. That is, the speed at which the vehicle body moves away from the wheel becomes slower and the amplitude becomes smaller. This is exactly the effect that the shock absorber wants to achieve - a combination of stiffness and flexibility. This combination of stiffness and flexibility can keep the wheel from leaving the ground and improve grip, and also make the vehicle ride comfortable, which is both safe and comfortable.

[0023] In this embodiment, a sealing ring 23 is installed on the sealing plug 20 to seal the oil and prevent leakage to the large end of the piston rod.

[0024] In this embodiment, after the fastening plug 22 is tightened, the length distance between it and the adjusting knob 21 exceeds the sum of the lengths of the top core 18, the core rod 19, and the sealing plug 20, ensuring that the sealing plug 20 is always on the side of the small hole 17 opened on the piston rod 3.

[0025] In this embodiment, the connector 1 can also be a split structure, consisting of two or more parts, connected by threads or retaining rings.

[0026] In this embodiment, the connecting sleeve 8 and the internal and external threaded blocks 7 can also be combined into a single integral part.

[0027] In this embodiment, the piston rod 3 can also be a split structure, divided into two or more parts, connected by threads or retaining rings.

[0028] The above description is only used to illustrate the technical solution of the present invention and is not intended to limit it. Any other modifications or equivalent substitutions made by those skilled in the art to the technical solution of the present invention, as long as they do not depart from the spirit and scope of the technical solution of the present invention, should be covered within the scope of the claims of the present invention.

Claims

1. A shock absorber mechanism for improving tire grip performance, comprising a connecting seat and an outer cylinder, wherein the two are connected by a piston rod, the connecting seat is fixedly connected to a vehicle chassis, the outer cylinder is fixedly connected to a vehicle body, and the same suspension spring is fitted on the piston rod and the outer cylinder, characterized in that: One end of the connecting seat is shaped like a lifting lug with a groove in the middle, and the other end has an internal thread that connects to a positioning seat. The positioning seat has an inner hole with a guide sleeve press-fitted onto it. The guide sleeve mates with the smooth portion of the piston rod's large end, allowing the piston rod to slide along its axial direction within the guide sleeve. An external thread is also present adjacent to the smooth portion of the piston rod's large end, and an internal and external threaded block connects to this external thread. A connecting sleeve is externally connected to the internal and external threaded blocks, which securely connect the piston rod and the connecting sleeve via a combined thread. The other end of the connecting sleeve has a smooth inner diameter. The piston rod is slidably fitted together with the outer diameter of the connecting seat; multiple elastic washers are fitted on the smooth rod at the large end of the piston rod. These elastic washers are located between the positioning seat and the internal and external threaded blocks. During compression, because the stiffness of the elastic washers is less than that of the suspension spring, they will be clamped and deformed by the internal and external threaded blocks and the positioning seat until they are flat and cannot be deformed further; a retaining ring is installed on the connecting sleeve, which constrains the upper retaining plate of the spring. The outer cylinder is externally threaded to the lower retaining plate of the spring, and the lower and upper retaining plates of the spring limit the suspension spring within them; the small end of the piston rod is locked with a screw. A piston valve assembly has an internal piston valve hole and valve plates on both external sides. One end of the outer cylinder is connected to the vehicle body, and a sealing assembly is fixedly installed on the other end. The sealing assembly limits the piston rod, preventing it from detaching from the outer cylinder and maintaining a constant compression and elasticity of the suspension spring. The outer cylinder is filled with oil. The piston valve assembly divides the outer cylinder into chamber A and chamber B. The piston rod is hollow and has a small hole at its mating point with the piston valve assembly, which communicates with the hollow portion. The piston rod contains a top core, a core rod, and a sealing plug. One end of the top core is fixed by an adjusting knob installed in the groove in the middle of the connecting seat, and the other end of the top core contacts the core rod. The other end of the core rod contacts one end of the sealing plug. The hollow part of the small end of the piston rod is connected to the fastening plug through internal and external threads. The fastening plug limits the sealing plug. The fastening plug has a hollow structure. A sealing ring is installed on the sealing plug to seal the oil and prevent leakage to the large end of the piston rod. After the fastening plug is tightened, the length distance between it and the adjusting knob exceeds the sum of the lengths of the top core, the core rod, and the sealing plug, ensuring that the sealing plug is always on the side of the small hole on the piston rod.

2. The shock absorber mechanism for improving tire grip performance according to claim 1, characterized in that: The connector is a split structure, consisting of multiple parts, which are connected by threads or retaining rings.

3. The shock absorber mechanism for improving tire grip performance according to claim 1, characterized in that: The connecting sleeve and the internal and external threaded blocks are combined into a single integral part.

4. The shock absorber mechanism for improving tire grip performance according to claim 1, characterized in that: The piston rod is a split structure, consisting of multiple parts connected by threads or retaining rings.

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