Automobile hydraulic shock absorber

Abstract

The invention belongs to the technical field of automobile accessories, and particularly relates to an automobile hydraulic shock absorber which is characterized in that an oil passing hole channel is designed in a piston rod, and when an automobile runs normally and the automobile hydraulic shock absorber works, oil liquid can smoothly penetrate through the oil passing hole channel and enters a second throttling hole in a built-in bypass piston, so that the oil liquid flows through the oil passing hole channel; when the stroke of the piston rod in the automobile hydraulic shock absorber reaches the limit due to the fact that the automobile faces the limit working condition, the built-in bypass needle can accurately penetrate into the oil passing hole channel in the upper end of the piston rod to effectively block the oil passing hole channel, at the moment, circulation of oil in the piston cylinder is forcibly changed, the damping force is increased, and the damping effect is improved. By means of the design, excessive compression of the automobile hydraulic shock absorber can be effectively limited, the automobile hydraulic shock absorber is prevented from exceeding the safety range, the internal structure of the shock absorber and an overall suspension system of an automobile are protected against damage, and meanwhile it is guaranteed that the automobile can still keep stable control performance under the extreme condition.

Description

Technical Field

[0001] The invention belongs to the technical field of automobile accessories, and in particular relates to an automobile hydraulic shock absorber. Background Art

[0002] With the rapid development of the automobile industry, consumers have higher and higher requirements for the comfort, handling and safety of automobiles. As an important part of the automobile suspension system, the performance of automobile shock absorbers directly affects the driving quality of the vehicle. Problems and shortcomings of existing automobile shock absorbers: In the existing automobile shock absorbers, although they can play the role of shock absorption and buffering to a certain extent, there are still some shortcomings. On the one hand, traditional automobile shock absorbers are often prone to excessive compression when facing complex road conditions and high-intensity use, which not only affects the shock absorption effect, but also may cause damage to the structure and parts of the vehicle, reducing the service life and safety of the vehicle. On the other hand, most automobile shock absorbers on the current market do not have progressive compression limit and tension hydraulic buffer devices. For example, shock absorbers without hydraulic limit devices generate greater impact force during the limit process, affecting ride comfort and vehicle stability. Some shock absorbers limit the compression stroke by adding external mechanical limit devices, but this method not only increases the difficulty of installation and maintenance, but also may affect the working efficiency and reliability of the shock absorber. Summary of the invention

[0003] The present invention aims to provide an automobile hydraulic shock absorber, through which the degree of compression can be accurately controlled in an extreme stroke, thereby avoiding damage to components caused by excessive compression and ensuring that the shock absorber can still provide stable performance under various extreme working conditions.

[0004] The origin of the research and development of this invention: Since the launch of new energy vehicles, in order to ensure a series of usage requirements such as endurance, the quality of vehicles has been continuously increased. The continuous progress of materials science and manufacturing processes requires that automobile shock absorber technology must also be continuously innovated and developed. In addition, consumers' pursuit of driving experience has also prompted suspension manufacturers to continuously improve the performance of vehicles, which requires shock absorbers to have more precise control and more efficient driving performance. In order to meet consumers' requirements for automobile comfort, handling and extreme performance, suspension automobile manufacturers have been working hard to improve and optimize the suspension system of the car. High-performance shock absorbers have become an urgent need of the market, especially shock absorbers that can effectively solve the compression buffer segmented progressive and rebound limit hydraulic buffering functions, and the optimization of the built-in compression limit structure will provide a better foundation for the application of these technologies. In order to overcome the shortcomings of existing automobile shock absorbers and meet the market demand for high-performance shock absorbers, the present invention proposes a high-performance automobile shock absorber with a built-in compression limit and tension hydraulic buffer structure, aiming to provide better shock absorption effect, higher reliability and better driving experience. The high-performance shock absorber with a built-in progressive compression limit structure proposed in the present invention can provide good shock-absorbing and buffering effects while ensuring the stability and safety of the vehicle under various driving conditions, thereby improving the overall quality and market competitiveness of the vehicle. The shock absorber proposed in the present invention can better adapt to the development of the existing automobile industry by designing a built-in compression limit structure. This structure can be better integrated with the shock absorber body to improve the performance of the shock absorber and the driving stability of the vehicle.

[0005] The research and development process of the invention in this application:

[0006] In order to adapt to the increasing demands for car comfort and handling brought about by the continuous development of the automobile industry, and to meet the needs of some car sports and aftermarket modifications, the R&D team is committed to improving the performance of automobile shock absorbers and improving vehicle driving performance and handling.

[0007] During the development process, the team first conducted an in-depth study of existing shock absorber technology and its existing problems. We found that if the range of motion of the piston is not effectively controlled during the use of traditional shock absorbers, it is easy to cause excessive compression, which in turn causes problems such as reduced shock absorption effect, overheating of the internal working cylinder, emulsification of the oil, increased wear of cylinder components, and attenuation of shock absorbers.

[0008] To solve this problem, the team proposed the innovative idea of ​​setting the coil spring on the outside of the piston cylinder. This not only provides stable elastic support, but also prevents the spring from direct contact with the oil, reducing corrosion and wear of the spring.

[0009] Aiming at the key requirements of compression limit and tension hydraulic buffer, after a lot of experiments and analysis, we finally determined the design of using a needle fixed to the top of the piston cylinder and the upper lifting ear thread and a compression limit piston movably installed in the piston group. The tension hydraulic limit is at the rebound end of the piston. This unique design can accurately limit the compression stroke of the piston and the tension hydraulic buffer when the shock absorber is working, effectively preventing damage to the shock absorber caused by excessive compression, improving the linear working state of the shock absorber under the compression and tension limits, improving driving safety and overall controllability, and assisting the suspension to cooperate with the vehicle's fast driving.

[0010] For the stretching limit part, we introduced the innovative design of stretching buffer components and built-in bypass needles. By continuously adjusting and optimizing their matching relationship with other components, we ensure that effective hydraulic buffering can be provided during the stretching process of the shock absorber to prevent damage caused by excessive stretching.

[0011] In terms of the connection and coordination of components, we carefully designed the contact and fixing methods of the tension buffer assembly, built-in bypass piston, rebound valve plate group, piston and compression valve plate group, etc. After repeated tests, it was determined that nuts should be used to fix these components on the piston rod so that they can reciprocate stably and accurately in the piston cylinder according to different resistances.

[0012] In order to achieve more flexible and precise damping adjustment, we set up oil holes on the piston rod and conducted in-depth research on the flow characteristics of oil in different strokes. After many experiments and improvements, we determined the path of the oil passing through the oil hole into the built-in bypass piston throttle hole in the normal stroke, and the mechanism by which the built-in bypass needle penetrates the piston rod hole to change the oil flow path in the extreme stroke.

[0013] In the selection of materials, we comprehensively considered factors such as strength, wear resistance, corrosion resistance and lightweight, and selected high-strength and lightweight alloy materials to make key components, such as piston cylinder and piston rod, to improve the performance and durability of the shock absorber.

[0014] Throughout the entire R&D process, we also made full use of a combination of advanced computer simulation technology and actual track testing. We simulated and analyzed the performance of different design schemes, and then verified and optimized them on the actual track, continuously improving and perfecting the various performance indicators of the shock absorber.

[0015] After a long and arduous research and development process, we finally successfully developed this high-performance competitive (racing) car shock absorber with built-in compression limit and tension limit structure, providing a more excellent shock absorption solution for racing sports.

[0016] To achieve the above objectives, the present invention adopts the following technical solutions:

[0017] Provided is a vehicle hydraulic shock absorber, comprising a damping device and a spring assembly, wherein the damping device comprises a piston cylinder, wherein a piston rod is arranged in the piston cylinder, wherein the piston rod extends downwardly to the outside of the piston cylinder, wherein an oil seal assembly is arranged between the bottom of the piston cylinder and the piston rod, wherein an upper ear assembly is arranged at the upper end of the piston cylinder, wherein a lower ear assembly is arranged at the lower end of the piston rod, wherein a piston and a built-in bypass piston are arranged in the piston cylinder, wherein the piston and the built-in bypass piston are respectively sleeved on the upper end of the piston rod in upper and lower positions, wherein the outer wall of the piston matches the inner wall of the piston cylinder, and there is a gap between the outer wall of the built-in bypass piston and the inner wall of the piston cylinder; wherein a first throttling hole is arranged in the piston, wherein a second throttling hole is arranged in the built-in bypass piston, and wherein an oil passage channel is arranged inside the upper end of the piston rod, wherein one port of the oil passage channel is located at the top end of the piston rod, and the other port is connected to the second throttling hole, wherein a built-in bypass needle is arranged at the lower side of the upper ear assembly, and as the piston rod moves upward, the built-in bypass needle can block the oil passage channel, so that the oil no longer passes through the second throttling hole.

[0018] Preferably, the spring assembly includes a spring sleeved outside the piston cylinder and the piston rod, the outer wall of the piston cylinder is provided with a thread, a spring adjustment disk is screwed on the upper part of the piston cylinder, and a spring combination support is sleeved on the lower part of the piston rod; a silent tube sleeve group clamped on the spring is also sleeved outside the piston cylinder.

[0019] Preferably, a rubber buffer pad is sleeved on the piston rod at the upper side of the spring assembly support.

[0020] Preferably, a pressure buffer device is further included, and the pressure buffer device includes a nitrogen tank, and the nitrogen tank is connected to the interior of the piston cylinder through an oil pipe.

[0021] Preferably, an elbow assembly is provided on the upper lifting ear assembly, an adjustable valve seat is provided on the nitrogen tank, a compression adjustment button is provided on the adjustable valve seat, the adjustable valve seat is connected to a pipe joint assembly, and the oil pipe is connected between the elbow assembly and the pipe joint assembly; a nitrogen tank cover is provided at the rear end of the nitrogen tank, and an air chamber piston is provided in the nitrogen tank.

[0022] Preferably, the upper lifting ear assembly includes an upper lifting ear, a bushing is provided in the ear hole of the upper lifting ear through a retaining spring; an upper plate is provided on the upper part of the upper lifting ear, and an upper plate spacer is provided between the upper plate and the upper lifting ear, and a sealing rubber ring is provided between the upper plate spacer and the ear hole of the upper lifting ear.

[0023] Preferably, the lower lifting ear assembly includes a lower lifting ear arranged at the lower end of the piston rod, and a lifting ear extension tube is sleeved on the portion of the piston rod located on the upper side of the lower lifting ear; a transverse pin is provided in the ear hole of the lower lifting ear, and a transverse pin retaining ring is provided on one side of the ear hole of the lower lifting ear.

[0024] Preferably, a rebound valve plate group is provided between the piston and the built-in bypass piston, and a stretching buffer assembly is provided on the lower side of the built-in bypass piston; a compression valve plate group is provided on the upper side of the piston, and a nut screwed on the piston is provided on the upper side of the compression valve plate group.

[0025] Preferably, the oil seal assembly includes an oil seal frame and an oil seal frame cover arranged at the lower end of the piston cylinder.

[0026] Preferably, a built-in bypass ring is provided on the top of the piston cylinder.

[0027] The installation and working method of this automobile hydraulic shock absorber are as follows:

[0028] 1. Installation and connection:

[0029] Initial installation: install and fix the upper plate, upper lifting ear, sealing rubber ring, upper plate spacer, retaining ring and other components in the corresponding positions and methods; set the coil spring on the outside of the piston cylinder; in the compression limit component, the built-in bypass needle is fixed on the top of the inside of the piston cylinder and fixed to the upper lifting ear through threads; the tension buffer assembly is set on the piston rod in the piston cylinder as a movable component.

[0030] Assembly of components: make the stretch buffer component contact with the boss of the piston rod, the stretch buffer component contact with the built-in bypass piston, the built-in bypass piston contact with the rebound valve plate group, the rebound valve plate group then contact with the piston, the piston contact with the compression valve plate group, and then use nuts to fix these components on the piston rod.

[0031] Coordination between piston rod and piston cylinder: An oil hole is provided on the piston rod. In normal stroke, oil can pass through the oil hole and smoothly enter the throttle hole of the built-in bypass piston. In extreme stroke, the built-in bypass needle will penetrate into the hole of the piston rod, thereby blocking the oil hole and allowing the oil to pass through the V-groove throttle hole of the piston.

[0032] 2. Functions and effects of main components

[0033] Tensile buffer assembly and built-in bypass needle: During the operation of the shock absorber, it plays the role of compression limiter and tensile hydraulic buffer. When the shock absorber is subjected to a large compression force or tensile force, it can limit the movement range of the piston and protect the shock absorber and the vehicle structure from excessive impact.

[0034] Spring adjustment plate: used to adjust the relevant parameters of the spring to adapt to different road conditions and vehicle performance requirements.

[0035] Oil seal rack, oil seal rack cover, silent pipe set: play the role of sealing, protection and noise reduction, ensure the normal operation of the shock absorber and reduce the working noise.

[0036] Rubber buffer pads: provide additional cushioning effect to reduce the impact of vibration on components.

[0037] 3. Working process:

[0038] During the driving process of a car, especially in a competitive (racing) scene, when the wheels encounter strong bumps, impacts or dynamic changes during high-speed driving:

[0039] Compression stage: When the wheel is subjected to upward impact force, the piston rod moves downward under pressure. The compression valve plate group is compressed first to provide initial buffering. Then, the piston, rebound valve plate group, built-in bypass piston and tension buffer assembly are squeezed in turn. The oil passes through the oil hole of the piston rod and enters the throttle hole of the built-in bypass piston, generating a certain damping force. The compression valve plate group generates resistance to the flow of oil, further consuming energy to achieve shock absorption effect. In the extreme compression stroke, the built-in bypass needle blocks the oil hole of the piston rod, and the oil passes through the V-groove throttle hole of the piston instead, increasing the damping force to cope with extreme impact.

[0040] Stretching stage: When the wheel is subjected to downward pulling force, the piston rod rebounds upward. The rebound valve plate group plays a certain resistance role, slowing down the rebound speed. The oil flows back through the corresponding channel to generate damping force again to ensure the smoothness of the rebound. The stretching buffer component also plays a role in buffering and limiting excessive stretching during the stretching process.

[0041] 6. Setting of nitrogen tank: The nitrogen tank isolates nitrogen from oil through the air chamber piston to ensure the stability of nitrogen and the performance of the shock absorber.

[0042] 7. Adjustment and Adaptation: By adjusting the compression adjustment knob, the compression and rebound characteristics of the shock absorber can be fine-tuned to meet the needs of different track conditions and driving styles.

[0043] The automotive hydraulic shock absorber has the following advantages when used in automobiles (racing cars):

[0044] Through the coordinated work of the above components, this high-performance competitive (racing) car shock absorber with built-in compression limit and tension limit structure can effectively control the movement stroke of the piston, provide excellent shock absorbing effect, adapt to the high requirements in the competitive (racing) environment, and improve the vehicle's handling performance and driving stability.

[0045] During the entire working process of the automotive hydraulic shock absorber, various components work together to enable the shock absorber to provide excellent shock absorption performance, ensuring the stability, controllability and safety of competitive (racing) vehicles under high-speed and intense driving conditions.

[0046] When the wheels encounter bumps or vibrations during driving, the piston rod will reciprocate in the piston cylinder. All components work together to adjust the damping force through the compression valve plate group, rebound valve plate group and built-in bypass piston group, thereby achieving the effect of shock absorption. The compression limit structure can effectively control the compression stroke of the piston to prevent damage to the shock absorber caused by excessive compression.

[0047] In actual racing applications, the shock absorber of the present invention is installed in the suspension system of the racing car. When the racing car is running at high speed on the track, the piston rod of the shock absorber moves back and forth quickly in the piston cylinder. For example, when turning at high speed, the car body tilts to one side, and the shock absorber is subjected to strong compression force. At this time, the built-in compression limiter structure plays a role to limit the excessive compression of the shock absorber. At the same time, the oil generates appropriate damping force through the precisely designed oil circuit, helping the car body to maintain a stable posture, reduce the roll amplitude, and improve the cornering speed and control accuracy.

[0048] When the car jumps or encounters strong bumps, the shock absorber may reach the limit of stretching. At this time, the stretch buffer component and the built-in bypass needle work together to provide strong stretching resistance, prevent the suspension from over-stretching, ensure that the wheels always maintain good contact with the ground, and ensure the vehicle's traction and handling.

[0049] During the race, according to the characteristics of the track and the feedback from the drivers, the technicians can quickly adjust the damping characteristics of the shock absorber through the compression adjustment knob 29 and the spring adjustment disk 7 to adapt to different race stages and driving requirements.

[0050] By means of the high-performance competitive (racing) car shock absorber of the present invention, the racing car can show excellent performance and stability under various extreme conditions, thus providing strong support for the driver to achieve better racing results.

[0051] Compared with the prior art, the present invention has the following beneficial effects:

[0052] The automotive hydraulic shock absorber field has achieved significant innovation and performance improvement, mainly in the following aspects:

[0053] 1. Precise limit control:

[0054] The built-in compression limiter and stretch limiter structures are innovatively set. Among the compression limiter components, one is fixed to the top of the piston cylinder and fixed to the upper lifting ear thread, and the other is movably set in the cylinder. With the design of the oil hole of the piston rod and the built-in bypass needle, the compression degree can be accurately controlled in the extreme stroke to avoid damage to the components caused by excessive compression, while ensuring that the shock absorber can still provide stable performance under various extreme working conditions. The stretch buffer component and the built-in bypass needle play a limiting and buffering role in the stretching stroke, effectively controlling the stretching range and enhancing the stability and reliability of the shock absorber in the rebound stage.

[0055] Among them, the automobile hydraulic shock absorber is designed with an oil passage on the piston rod. Under normal driving conditions of the vehicle, when the automobile hydraulic shock absorber is working, the oil can smoothly pass through the oil passage and enter the second throttle hole in the built-in bypass piston, thereby achieving smooth and moderate damping adjustment, ensuring the comfort and controllability of the vehicle during normal driving. However, when the vehicle faces extreme working conditions, such as strong collisions, high-speed jumps, etc., causing the stroke of the piston rod in the automobile hydraulic shock absorber to reach the limit, the built-in bypass needle will accurately penetrate the oil passage at the upper end of the piston rod, effectively blocking the oil passage. At this time, the flow of oil in the piston cylinder is forced to change its route and pass through the first throttle hole in the piston, reducing the oil flow and increasing the damping force. This design can effectively limit the excessive compression of the automobile hydraulic shock absorber, prevent it from exceeding the safety range, protect the internal structure of the shock absorber and the overall suspension system of the vehicle from damage, and ensure that the vehicle can still maintain stable control performance under extreme conditions.

[0056] 2. Optimized damping adjustment:

[0057] The piston rod is provided with an oil hole. During normal stroke, the oil achieves smooth damping adjustment through a specific path, while during extreme stroke, the oil flow direction changes to increase the damping force. This intelligent oil circuit switching mechanism enables the shock absorber to provide just the right damping force according to different driving conditions, greatly improving the suspension adaptability of the car during high-speed driving and intense handling.

[0058] 3. High-performance component collaboration:

[0059] The precise contact and coordinated work between the tensile buffer assembly and the built-in bypass piston, rebound valve plate group, piston and compression valve plate group and other components, fixed to the piston rod by a nut, realizes precise reciprocating motion in the piston cylinder according to the size of resistance, significantly improving the response speed and working efficiency of the shock absorber.

[0060] 4. Comprehensive performance improvement:

[0061] The design of the entire shock absorber integrates advanced concepts of fluid mechanics, materials science and automotive component technology. The synergistic effect of various components enables the shock absorber to respond quickly under complex and changeable track conditions, providing excellent shock absorbing effects, greatly improving the car's handling stability, ride smoothness and grip.

[0062] 5. Reliability and durability:

[0063] High-quality material selection and precise manufacturing process, combined with reasonable structural design, effectively reduce wear and fatigue between components, extend the service life of the shock absorber, reduce maintenance costs, and enable it to maintain reliable performance in a high-intensity competitive racing environment.

[0064] In summary, the automobile hydraulic shock absorber of the present invention is a high-performance competitive (racing) automobile shock absorber. Through the built-in compression limit and tension limit structures and the optimized coordination of various components, it brings all-round performance improvement to the suspension system of the racing car and promotes the development of automobile shock absorption technology in the competitive field. BRIEF DESCRIPTION OF THE DRAWINGS

[0065] The accompanying drawings are used to provide a further understanding of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention and do not constitute a limitation of the present invention. In the accompanying drawings:

[0066] Figure 1 The figure is a schematic structural diagram of an embodiment of an automobile hydraulic shock absorber of the present invention.

[0067] Figure 2 The figure is a schematic diagram of the internal structure of an embodiment of the automobile hydraulic shock absorber of the present invention.

[0068] Figure 3 It is a schematic structural diagram of an embodiment of an automobile hydraulic shock absorber of the present invention under a normal stroke state.

[0069] Figure 4 The figure is a schematic diagram of the internal structure of an embodiment of the automobile hydraulic shock absorber of the present invention under normal travel state.

[0070] Figure 5 It is a schematic structural diagram of an embodiment of an automobile hydraulic shock absorber of the present invention under a limit stroke state.

[0071] Figure 6 The figure is a schematic diagram of the internal structure of an automobile hydraulic shock absorber in a limit stroke state according to an embodiment of the present invention.

[0072] In the figure, each symbol indicates:

[0073] 1-upper plate, 2-upper lifting ear, 3-sealing rubber ring, 4-upper plate spacer, 5-circlip, 6-built-in bypass needle, 7-spring adjustment plate, 8-spring, 9-piston cylinder, 10-piston rod, 11-nut, 12-compression valve plate group, 13-piston, 14-rebound valve plate group, 15-built-in bypass piston, 16-stretching buffer assembly, 17-oil seal rack, 18-oil seal rack cover, 19-silent pipe sleeve group, 20-rubber buffer pad, 21-spring combination support, 22-lifting ear extension tube, 23-lower lifting ear, 24-cross pin, 25-cross pin retaining ring, 26-elbow assembly, 27-oil pipe, 28-pipe joint assembly, 29-compression adjustment knob, 30-adjustable valve seat, 31-nitrogen tank, 32 air chamber piston, 33-nitrogen tank cover, 34-built-in bypass mark ring. DETAILED DESCRIPTION

[0074] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0075] In one embodiment, a hydraulic shock absorber for an automobile is provided. Figure 1-6 As shown, the automobile hydraulic shock absorber includes a damping device and a spring assembly. The shock absorbing function is achieved by the spring assembly, and the vibration of the spring is attenuated by absorbing energy through the damping device. The damping device includes a piston cylinder 9. The piston cylinder 9 serves as a core container to accommodate various moving parts. The interior of the piston cylinder 9 is also used to accommodate oil. A piston rod 10 is provided in the piston cylinder 9. The piston rod 10 is a key component for power transmission. The piston rod 10 extends downward to the outside of the piston cylinder 9. An oil seal assembly is provided between the bottom of the piston cylinder 9 and the piston rod 10. The bottom of the piston cylinder 9 is sealed by the oil seal assembly, and a seal is formed between the piston rod 10. When the piston rod 10 telescopes and slides up and down relative to the piston cylinder 9, no oil leakage occurs. An upper ear assembly is provided at the upper end of the piston cylinder 9, and a lower ear assembly is provided at the lower end of the piston rod 10. The upper ear assembly seals the top of the piston cylinder 9. The upper ear assembly is also used to provide a stable suspension connection position. The automobile hydraulic shock absorber is suitable for use in high-performance racing cars. The lower ear assembly realizes the connection of relevant components on the racing car at the bottom.

[0076] A piston 13 and a built-in bypass piston 15 are provided in the piston cylinder 9. The piston 13 and the built-in bypass piston 15 are used to control the flow of oil inside the piston cylinder 9 and the generation of damping force, and adjust the oil channel under specific working conditions to change the damping force. The piston 13 and the built-in bypass piston 15 are respectively sleeved on the upper end of the piston rod 10 in upper and lower positions. The outer wall of the piston 13 matches the inner wall of the piston cylinder 9 to form a sealed contact, and there is a gap between the outer wall of the built-in bypass piston 15 and the inner wall of the piston cylinder 9; a first throttle hole is provided in the piston 13. When the piston rod 10 moves upward, the oil flows from the upper side of the piston 13 to the lower side through the first throttle hole, Then the oil flows downward through the gap between the outer wall of the built-in bypass piston 15 and the inner wall of the piston cylinder 9; a second throttling hole is provided in the built-in bypass piston 15, and an oil passage channel is provided inside the upper end of the piston rod 10. The upper end of the piston rod 10 is hollow to form the oil passage channel. One port of the oil passage channel is located at the top of the piston rod 10, and the other port is provided on the side wall. This port of the side wall is connected to the second throttling hole in the built-in bypass piston 15. When the piston rod 10 moves upward, the oil located on the upper side of the piston 13 in the piston cylinder 10 can enter the second throttling hole from the oil passage channel provided at the upper end of the piston rod 10 and flow downward through the second throttling hole. A built-in bypass needle 6 is provided on the lower side of the upper lifting ear assembly. The thickness of the built-in bypass needle 6 matches the oil passage channel. As the piston rod 10 moves upward to a certain position, the built-in bypass needle 6 can block the oil passage channel so that the oil no longer passes through the second throttling hole in the built-in bypass piston 15.

[0077] The working principle of the oil circuit design of the automobile hydraulic shock absorber is as follows: an oil passage is designed on the piston rod 10. Under normal driving conditions of the vehicle, when the automobile hydraulic shock absorber is working, the oil can smoothly pass through the oil passage and enter the second throttle hole in the built-in bypass piston 15, thereby achieving smooth and appropriate damping adjustment, ensuring the comfort and controllability of the vehicle during normal driving. However, when the vehicle faces extreme working conditions, such as strong collisions, high-speed jumps, etc., causing the stroke of the piston rod 10 in the automobile hydraulic shock absorber to reach the limit, the built-in bypass needle 6 will accurately penetrate the oil passage at the upper end of the piston rod 10, effectively blocking the oil passage. At this time, the flow of oil in the piston cylinder 9 is forced to change the route and pass through the first throttle hole in the piston 13, reducing the oil flow and increasing the damping force. This design can effectively limit the excessive compression of the automobile hydraulic shock absorber, prevent it from exceeding the safety range, protect the internal structure of the shock absorber and the overall suspension system of the vehicle from damage, and ensure that the vehicle can still maintain stable control performance under extreme conditions.

[0078] In addition, the first throttle hole in the piston 13 can be designed as a V-groove throttle hole, which is characterized in that the contact area between the oil and the piston 13 is significantly increased, thereby generating a stronger damping force.

[0079] Existing racing car shock absorbers lack an effective hydraulic buffer mechanism and are unable to quickly and smoothly adjust the damping force during violent compression and extension movements. Under complex track conditions, the compression and extension stroke control is not precise enough, affecting the shock absorption effect and vehicle handling stability. In addition, traditional shock absorbers are prone to excessive compression and extension under extreme conditions, resulting in component damage and performance degradation.

[0080] Further, in another embodiment, Figure 1-6 As shown, the spring assembly of the automobile hydraulic shock absorber includes a spring 8 sleeved outside a piston cylinder 9 and a piston rod 10, and the spring 8 provides the main elastic support. The outer wall of the piston cylinder 9 is provided with a thread, and a spring adjusting disk 7 is screwed on the upper part of the piston cylinder 9. The spring adjusting disk 7 can achieve fine-tuning of the performance of the spring 8. A spring combination support 21 is sleeved on the lower part of the piston rod 10, and the spring combination support 21 provides stable support for the spring 8. A silent pipe sleeve group 19 is also sleeved outside the piston cylinder 9 and is clamped on the spring 8. The middle part of the silent pipe sleeve group 19 is provided with an outer flange clamped in the spring 8, and the working noise can be reduced by the silent pipe sleeve group 19.

[0081] Further, in another embodiment, Figure 1-6 As shown, the automobile hydraulic shock absorber is provided with a rubber buffer pad 20 at a position where the piston rod 10 is located on the upper side of the spring assembly support 21, and the rubber buffer pad 20 is used to absorb impact energy.

[0082] Further, in another embodiment, Figure 1-6 As shown, the automobile hydraulic shock absorber also includes a pressure buffer device, which includes a nitrogen tank 31. The nitrogen tank 31 is connected to the interior of the piston cylinder 9 through an oil pipe 27. Nitrogen is filled in the nitrogen tank 31 to provide additional pressure support. The oil pipe 27 is responsible for the transmission of oil between the piston cylinder 9 and the nitrogen tank 31, thereby improving the buffering stability performance of the automobile hydraulic shock absorber.

[0083] Further, in another embodiment, Figure 1-6 As shown, the automobile hydraulic shock absorber is provided with an elbow assembly 26 on the upper lifting ear assembly, and the elbow assembly 26 is a 45-degree elbow, which is used to guide the flow of oil and connect the oil pipe 27. An adjustable valve seat 30 is provided on the nitrogen tank 31, and the adjustable valve seat 30 realizes the adjustability of damping. A compression regulating button 29 is provided on the adjustable valve seat 30, and the compression characteristic, that is, the opening, can be adjusted according to the use conditions through the compression regulating button 29; the adjustable valve seat 30 is connected to the pipe joint assembly 28, and the pipe joint assembly 28 is used to connect the oil pipe 27 and can ensure the tightness of the oil pipe connection. The oil pipe 27 is connected between the elbow assembly 26 and the pipe joint assembly 28; a nitrogen tank cover 33 is provided at the rear end of the nitrogen tank 31, and the nitrogen tank cover 33 protects the internal sealing of the nitrogen tank 31. An air chamber piston 32 is provided in the nitrogen tank 31, and the air chamber piston 32 is used to separate nitrogen and oil.

[0084] Further, in another embodiment, Figure 1-6 As shown, the upper ear assembly of the automobile hydraulic shock absorber includes an upper ear 2, which provides a stable suspension connection position. A bushing is provided in the ear hole of the upper ear 2 through a retaining spring 5, and the bushing plays a role in reducing wear; an upper plate 1 is provided on the upper part of the upper ear 2, and the upper plate 1 serves as a connection point with the vehicle body and plays a role in transmitting and dispersing force. An upper plate spacer 4 is provided between the upper plate 1 and the upper ear 2, and the upper plate spacer 4 plays a role of isolation and protection. A sealing rubber ring 3 is provided between the upper plate spacer 4 and the ear hole of the upper ear 2, and the sealing rubber ring 3 plays a buffering role.

[0085] Further, in another embodiment, Figure 1-6 As shown, the lower lifting ear assembly of the automobile hydraulic shock absorber includes a lower lifting ear 23 arranged at the lower end of the piston rod 10, the lower lifting ear 23 realizes the fixation and connection of the racing car suspension component, and a lifting ear extension tube 22 is sleeved on the part of the piston rod 10 located on the upper side of the lower lifting ear 23, the lifting ear extension tube 22 supports the spring combination support 21 to meet specific installation requirements; a transverse pin 24 is provided in the ear hole of the lower lifting ear 23, and is connected to the frame through the transverse pin 24; a transverse pin retaining ring 25 is provided on one side of the ear hole of the lower lifting ear 23, and the transverse pin retaining ring 25 prevents the transverse pin 24 from loosening.

[0086] Further, in another embodiment, Figure 1-6 As shown, a rebound valve plate group 14 is provided between the piston 13 and the built-in bypass piston 15 of the automobile hydraulic shock absorber. The rebound valve plate group 14 includes a plurality of stacked valve plates. The combination of the valve plates controls the flow of oil, the flow rate and the pressure. The rebound valve plate group 14 isolates the piston 13 and the built-in bypass piston 15 so that the two maintain a certain distance. At the same time, the rebound valve plate group 14 also plays a positioning and shock-absorbing buffering effect on the piston 13 and the built-in bypass piston 15. A stretching buffer assembly 16 is provided on the lower side of the built-in bypass piston 15. The stretching buffer assembly 16 is a buffer combination pad. The stretching buffer assembly 16 provides buffering and limiting during the stretching process of the shock absorber. A compression valve plate group 12 is provided on the upper side of the piston 13. The compression valve plate group 12 also includes a plurality of valve plates. A nut 11 screwed on the piston is provided on the upper side of the compression valve plate group 12. The piston assembly is fixed by the nut 11. The compression valve plate group 12, the piston 13 and the rebound valve plate group 14 work together to accurately control the flow of oil and the generation of damping force.

[0087] Further, in another embodiment, Figure 1-6 As shown, the oil seal assembly of the automobile hydraulic shock absorber includes an oil seal frame 17 and an oil seal frame cover 18 arranged at the lower end of the piston cylinder. The oil seal frame 17 ensures the stability and effectiveness of the oil seal, and the oil seal frame cover 18 supports the oil seal frame 17 to prevent it from falling and further enhance the sealing performance.

[0088] Further, in another embodiment, Figure 1-6 As shown, a built-in bypass mark ring 34 is provided on the top of the piston cylinder 9 of the automobile hydraulic shock absorber. The built-in bypass mark ring 34 is used for identification and positioning. On the one hand, it indicates that the shock absorber type is a built-in bypass shock absorber, and on the other hand, it is used to position the installation of the upper lifting ear assembly.

[0089] It can be seen from the above embodiments that the automobile hydraulic shock absorber has a built-in compression limiter and tension limiter structure and is suitable for high-performance competitive (racing) automobiles. The main technical points of the automobile hydraulic shock absorber are as follows:

[0090] 1. Overall structure: Among them, in the compression limit component, a built-in bypass needle is fixed on the upper part of the piston cylinder 9 and is tightly fixed to the upper lifting ear 2 through a thread, and another movable component (piston rod) is flexibly arranged in the piston cylinder 9. The two work together to achieve accurate limitation of the compression stroke. The tension buffer assembly 16 contacts the built-in bypass piston 15, the built-in bypass piston 15 contacts the rebound valve plate group 14, the rebound valve plate group 14 contacts the piston 13, and the piston 13 contacts the compression valve plate group 12. These components are fixed to the piston rod 10 through a nut 11 and can accurately reciprocate in the piston cylinder 9 according to the resistance.

[0091] 2. Component connection and collaborative work: The tension buffer assembly 16 is in close contact with the built-in bypass piston 15. The rebound valve plate group 14, piston 13 and compression valve plate group 12 are arranged in sequence on the upper side of the built-in bypass piston 15. These key components are firmly fixed on the piston rod 10 through the nut 11, and can perform precise and efficient reciprocating motion in the piston cylinder 9 according to the resistance encountered during driving. This close connection and collaborative working mode ensures that the shock absorber can respond quickly and accurately under various complex road conditions and extreme driving conditions, providing a stable and continuous shock absorption effect for the racing car.

[0092] 3. Oil circuit design and working principle: The piston rod 10 is carefully designed with an oil hole. Under normal driving conditions, the oil can smoothly pass through the oil hole and enter the throttle hole of the built-in bypass piston 15, thereby achieving smooth and moderate damping adjustment, ensuring the comfort and controllability of the car during normal driving. However, when the car faces extreme conditions, such as strong collisions, high-speed jumps, etc., causing the shock absorber's stroke to reach its limit, the built-in bypass needle 6 will accurately penetrate the hole of the piston rod 10 and effectively block the oil hole. At this time, the oil is forced to change its route and pass through the V-groove throttle hole of the piston 13. Due to the design characteristics of the V-groove throttle hole, the contact area between the oil and the piston is significantly increased, thereby generating a strong damping force. This design method can effectively limit the excessive compression and stretching of the shock absorber, prevent it from exceeding the safety range, protect the internal structure of the shock absorber and the overall suspension system of the car from damage, and ensure that the car can still maintain stable control performance under extreme conditions.

[0093] 4. Stretch buffer mechanism: The stretch buffer assembly 16 and the built-in bypass needle 6 play a key role in the stretch stroke of the shock absorber. Together, they form a unique stretch hydraulic buffer system. When the shock absorber is in a stretched state, the stretch buffer assembly 16 first absorbs part of the energy. The built-in bypass needle 6 intervenes in time according to the degree of stretching, and effectively limits excessive stretching by adjusting the oil circuit and damping force, ensuring the stability and reliability of the shock absorber during the recovery process.

[0094] 5.Performance advantages:

[0095] Precise travel control: Built-in compression and tension limiters keep the shock travel within a very tight tolerance, ensuring stable suspension geometry in all extreme conditions, improving handling accuracy and predictability.

[0096] Flexible damping adjustment: The unique oil circuit design and adjustable components enable the driver to quickly and accurately adjust the damping characteristics of the shock absorber to achieve the best suspension tuning according to different track conditions (such as curve radius, road surface flatness, slope, etc.) and personal driving style.

[0097] Excellent heat dissipation performance: The optimized structure and material selection enable the shock absorber to quickly dissipate the heat generated inside when working at high intensity, maintain a stable operating temperature, and avoid performance degradation and component damage caused by overheating.

[0098] High reliability and durability: The use of advanced materials and manufacturing processes ensures that the shock absorber can withstand long-term, high-frequency severe impact and vibration, greatly extending the service life, reducing maintenance costs and the risk of failure during competition.

[0099] In summary, the automobile hydraulic shock absorber of the present invention has built-in compression limit and tension limit structures, and is a high-performance competitive (racing) automobile shock absorber. Through innovative structural design, optimized material selection and advanced manufacturing technology, it provides excellent shock absorbing performance and reliable control guarantee for competitive (racing) automobiles.

[0100] Materials and manufacturing process of the automotive hydraulic shock absorber:

[0101] In order to meet the stringent requirements of competitive (racing) vehicles, the present invention has been carefully optimized in terms of material selection and manufacturing process.

[0102] The piston cylinder 9 and the piston rod 10 are made of high-strength, wear-resistant aviation-grade aluminum alloy material and undergo precise forging and heat treatment processes. They not only have excellent strength and hardness, but can also effectively reduce weight and improve response speed.

[0103] The valve plate group and piston are made of high-performance special stainless steel materials. Through advanced laser cutting and precision grinding processes, their surface flatness and accuracy are ensured to reach the micron level, thereby achieving accurate and stable damping adjustment.

[0104] Spring 8 is made of spring steel material with ultra-high elastic modulus and fatigue strength. After special hot forming and cold treatment processes, it can maintain stable elastic properties under extreme conditions.

[0105] Sealing rubber rings, buffer pads and other rubber parts are made of high-temperature and oil-resistant fluororubber materials and adopt a compression molding process to ensure that they can maintain good sealing performance and buffering effects under high temperature, high pressure and high-speed movement environments.

[0106] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device.

[0107] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. An automobile hydraulic shock absorber, comprising a damping device and a spring assembly, wherein the damping device comprises a piston cylinder, wherein a piston rod is arranged in the piston cylinder, wherein the piston rod extends downwardly out of the piston cylinder, wherein an oil seal assembly is arranged between the bottom of the piston cylinder and the piston rod, wherein an upper hanging ear assembly is arranged at the upper end of the piston cylinder, and a lower hanging ear assembly is arranged at the lower end of the piston rod, Features: A piston and a built-in bypass piston are provided in the piston cylinder, and the piston and the built-in bypass piston are respectively sleeved on the upper end of the piston rod in upper and lower positions, the outer wall of the piston matches the inner wall of the piston cylinder, and there is a gap between the outer wall of the built-in bypass piston and the inner wall of the piston cylinder; a first throttling hole is provided in the piston, a second throttling hole is provided in the built-in bypass piston, and an oil passage is provided inside the upper end of the piston rod, one port of the oil passage is located at the top of the piston rod, and the other port is connected to the second throttling hole, and a built-in bypass needle is provided on the lower side of the upper lifting ear assembly, and as the piston rod moves upward, the built-in bypass needle can block the oil passage so that the oil no longer passes through the second throttling hole.

2. The automotive hydraulic shock absorber according to claim 1, Features: The spring assembly includes a spring sleeved outside the piston cylinder and the piston rod, the outer wall of the piston cylinder is provided with a thread, a spring adjustment disk is screwed on the upper part of the piston cylinder, and a spring combination support is sleeved on the lower part of the piston rod; a silent tube sleeve group clamped on the spring is also sleeved outside the piston cylinder.

3. The automotive hydraulic shock absorber according to claim 2, Features: A rubber buffer pad is sleeved on the piston rod at the upper side of the spring assembly support.

4. The automotive hydraulic shock absorber according to claim 1, Features: It also includes a pressure buffer device, which includes a nitrogen tank, and the nitrogen tank is connected to the interior of the piston cylinder through an oil pipe.

5. The automotive hydraulic shock absorber according to claim 4, Features: An elbow assembly is provided on the upper lifting ear assembly, an adjustable valve seat is provided on the nitrogen tank, a compression regulating button is provided on the adjustable valve seat, the adjustable valve seat is connected to a pipe joint assembly, and the oil pipe is connected between the elbow assembly and the pipe joint assembly; a nitrogen tank cover is provided at the rear end of the nitrogen tank, and an air chamber piston is provided in the nitrogen tank.

6. The automotive hydraulic shock absorber according to claim 1, Features: The upper lifting ear assembly includes an upper lifting ear, a bushing is provided in the ear hole of the upper lifting ear through a retaining spring; an upper plate is provided on the upper part of the upper lifting ear, and an upper plate spacer is provided between the upper plate and the upper lifting ear, and a sealing rubber ring is provided between the upper plate spacer and the ear hole of the upper lifting ear.

7. The automotive hydraulic shock absorber according to claim 1, Features: The lower lifting ear assembly includes a lower lifting ear arranged at the lower end of the piston rod, and a lifting ear extension tube is sleeved on the portion of the piston rod located on the upper side of the lower lifting ear; a transverse pin is arranged in the ear hole of the lower lifting ear, and a transverse pin retaining ring is arranged on one side of the ear hole of the lower lifting ear.

8. The automotive hydraulic shock absorber according to claim 1, Features: A rebound valve plate group is provided between the piston and the built-in bypass piston, and a tension buffer component is provided on the lower side of the built-in bypass piston; a compression valve plate group is provided on the upper side of the piston, and a nut screwed on the piston is provided on the upper side of the compression valve plate group.

9. The automotive hydraulic shock absorber according to claim 1, Features: The oil seal assembly comprises an oil seal frame and an oil seal frame cover arranged at the lower end of the piston cylinder.

10. The automotive hydraulic shock absorber according to claim 1, Features: A built-in bypass marking ring is arranged on the top of the piston cylinder.

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