A low-noise shock absorber strut assembly and vehicle

Abstract

The present invention relates to the technical field of vehicle shock absorbers, and in particular, to a low-noise shock absorber strut assembly and a vehicle. The low-noise shock absorber strut assembly comprises a support assembly and a shock absorber assembly. In the support assembly, a gasket, a first shock absorbing part, a body sheet metal part, a second shock absorbing part and a cup holder are fitted in sequence. The first shock absorbing part and the second shock absorbing part are used to clamp the body sheet metal part. In the first shock absorbing part, a first shock absorbing ring and a plurality of protrusions are integrally formed. The first shock absorbing ring and the second shock absorbing ring are coaxial. The protrusions are located on the side of the first shock absorbing ring facing the second shock absorbing ring. The second shock absorbing ring of the second shock absorbing part has a plurality of grooves on the side facing the first shock absorbing ring. In the shock absorber assembly, one end of the shock absorbing cylinder is detachably connected to the cup holder. The piston rod is slidably penetrated in the shock absorbing cylinder, the cup holder, the second shock absorbing part and the first shock absorbing part in sequence. The depth of the groove along the axial direction of the piston rod is greater than the height of the protrusion along the axial direction of the piston rod. In this way, the problem of how to reduce the noise of the vehicle shock absorber is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle shock absorbers, and in particular to a low-noise shock absorber strut assembly and a vehicle. Background Art

[0002] Existing vehicle shock absorbers generally include a shock absorber cylinder, a piston rod, and an upper support. One end of the shock absorber cylinder is detachably connected to the axle, one end of the piston rod performs piston motion in the shock absorber cylinder, and the other end is detachably connected to the body sheet metal through the upper support. The shock absorber cylinder provides damping force for the reciprocating motion of the piston rod, thereby achieving shock absorption. The upper support generally includes two shock absorber blocks, and the body sheet metal is arranged between the upper shock absorber block and the lower shock absorber block. When the wheel passes over a speed bump or a pothole, the up and down reciprocating motion of the piston rod will cause the two shock absorber blocks to alternately collide and slap against the body sheet metal to form a slapping noise, and there will be airflow noise when the air is squeezed out between each shock absorber block and the body sheet metal, increasing the risk of abnormal noise from the shock absorber. Summary of the invention

[0003] In order to solve the problem of how to reduce the noise of a vehicle shock absorber, the present invention provides a low-noise shock absorber strut assembly and a vehicle.

[0004] In a first aspect, the present invention provides a low-noise shock absorber strut assembly, the low-noise shock absorber strut assembly comprising:

[0005] A support assembly, the support assembly comprising a gasket, a first shock absorbing part, a second shock absorbing part and a cup holder; the first shock absorbing part is fitted with the gasket; the second shock absorbing part is fitted with the cup holder; the first shock absorbing part and the second shock absorbing part are located between the gasket and the cup holder; the first shock absorbing part and the second shock absorbing part are used to clamp the body sheet metal; the first shock absorbing part comprises a first shock absorbing ring and a plurality of protrusions; the first shock absorbing ring and the plurality of protrusions are integrally formed; the second shock absorbing part comprises a second shock absorbing ring; the first shock absorbing ring is coaxial with the second shock absorbing ring; the protrusion is located on the side of the first shock absorbing ring facing the second shock absorbing ring; the second shock absorbing ring has a plurality of grooves on the side facing the first shock absorbing ring;

[0006] A shock absorber assembly, the shock absorber assembly comprising a shock absorber cylinder and a piston rod; one end of the shock absorber cylinder is detachably connected to the cup seat; the piston rod is slidably connected to the shock absorber cylinder; one end of the piston rod is inserted into the shock absorber cylinder, and the other end of the piston rod passes through the shock absorber cylinder and is detachably connected to the gasket; the piston rod is slidably inserted into the cup seat, the second shock absorber part and the first shock absorber part in sequence; the depth of the groove along the axial direction of the piston rod is greater than the height of the protrusion along the axial direction of the piston rod;

[0007] The protrusion can be compressed to be flush with the surface of the first shock-absorbing ring; and the depth of the groove is greater than 0 during the compression of the second shock-absorbing ring.

[0008] In some embodiments, the groove extends in an arc shape along the circumference of the second shock-absorbing ring; the sum of the arcs of the plurality of grooves along the circumference of the second shock-absorbing ring is less than π.

[0009] In some embodiments, the width of the protrusion is a dimension along the circumference of the first shock-absorbing ring; the width of the protrusion is smaller than the arc length of the groove.

[0010] In some embodiments, the length direction of the protrusion extends along the radial direction of the first shock-absorbing ring; and the width of the protrusion gradually decreases along the direction approaching the center of the first shock-absorbing ring.

[0011] In some embodiments, the hardness of the first shock absorbing portion is greater than the hardness of the second shock absorbing portion; the depth of the groove along the axial direction of the piston rod is H1; the height of the protrusion along the axial direction of the piston rod is H2; 2H2

[0012] In some embodiments, the number of the protrusions is greater than the number of the grooves; a plurality of the protrusions are evenly distributed around the center of the first shock-absorbing ring; and a plurality of the grooves are evenly distributed around the center of the second shock-absorbing ring.

[0013] In some embodiments, at least a portion of the projection of the groove along the axial direction of the piston rod is offset from the protrusion.

[0014] In some embodiments, the opening arc length of the groove gradually increases in a direction approaching the first shock absorbing portion.

[0015] In some embodiments, the first shock absorbing portion further comprises an annular protrusion; the annular protrusion protrudes from the side of the first shock absorbing ring facing the second shock absorbing ring; the diameter of the annular protrusion is smaller than the outer diameter of the first shock absorbing ring; the annular protrusion is coaxial with the first shock absorbing ring;

[0016] The second damping ring has an annular pit on one side facing the first damping ring; the annular pit is coaxial with the second damping ring; and the outer diameter of the annular pit is greater than the outer diameter of the annular protrusion.

[0017] In a second aspect, the present invention provides a vehicle, the vehicle comprising: a low-noise shock absorber strut assembly according to any one of the above embodiments; a support assembly of the low-noise shock absorber strut assembly is located above the shock absorber assembly; the vehicle further comprising:

[0018] ​A vehicle body assembly, the vehicle body assembly comprising a vehicle body main body and a vehicle body sheet metal part; the vehicle body main body is fixedly connected or detachably connected to the vehicle body sheet metal part; the vehicle body sheet metal part is clamped between a first shock absorbing part and a second shock absorbing part of the support assembly; a piston rod of the shock absorber assembly is slidably disposed through the vehicle body sheet metal part;

[0019] A vehicle axle, wherein the vehicle axle is detachably connected to the vehicle body; the shock absorbing cylinder of the low-noise shock absorber strut assembly is detachably connected to the vehicle axle;

[0020] A wheel is rotatably connected to the axle.

[0021] In order to solve the problem of how to reduce noise of vehicle shock absorbers, the present invention has the following advantages:

[0022] According to the different compression amounts of the first shock absorbing part and the second shock absorbing part, the gap sizes between each and the body sheet metal are different, and a protrusion is set on the first shock absorbing part and a groove is set on the second shock absorbing part, and the height dimension of the groove is greater than the height dimension of the protrusion. Specifically, since the gap between the first shock absorbing part and the body sheet metal is large, the height dimension of the protrusion is small so that it can be extended and retracted freely. When a large gap is generated between the first shock absorbing ring and the body sheet metal, the protrusion extends out by elasticity, so that when the first shock absorbing part is compressed, the cooperation of the protrusion and the first shock absorbing ring forms a two-stage shock absorption, reducing the contact area of ​​each slapping and thus greatly reducing the slapping noise. When the protrusion is compressed to the inside of the first shock absorbing ring, the contact area between the first shock absorbing part and the body sheet metal can be increased, thereby better supporting the weight of the body. After the groove is set on the second shock-absorbing ring, the flapping contact area between the second shock-absorbing part and the body sheet metal can be reduced, thereby reducing the flapping noise. At the same time, due to the large compression stroke of the second shock-absorbing part, the amount of air discharged outward between the second shock-absorbing part and the body sheet metal is greater, so the depth of the groove is set deeper to smoothly exhaust air, which can greatly reduce the airflow noise of the vehicle shock absorber. The substantial reduction of airflow noise and flapping noise can greatly reduce the abnormal noise level of the vehicle shock absorber. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 A schematic diagram of a low noise shock absorber strut assembly according to an embodiment is shown;

[0024] Figure 2 Shows Figure 1 A front view of a low noise shock absorber strut assembly in an embodiment;

[0025] Figure 3 Shows Figure 2 AA cross-sectional schematic diagram of the low noise shock absorber strut assembly in the embodiment;

[0026] Figure 4 Shows Figure 3A partial enlarged schematic diagram of a low-noise shock absorber strut assembly in an embodiment;

[0027] Figure 5 A schematic diagram of a first shock absorbing part of an embodiment is shown;

[0028] Figure 6 A schematic diagram of a second shock absorbing part of an embodiment is shown.

[0029] Figure numerals: 01 support assembly; 11 gasket; 12 first shock absorbing part; 121 first shock absorbing ring; 122 protrusion; 123 annular protrusion; 13 second shock absorbing part; 131 second shock absorbing ring; 132 groove; 133 annular pit; 14 cup holder; 15 connecting sleeve; 16 guide tube; 02 shock absorber assembly; 21 shock absorbing cylinder; 22 piston rod. DETAILED DESCRIPTION

[0030] The present disclosure will now be discussed with reference to several exemplary embodiments. It should be understood that these embodiments are discussed only to enable those skilled in the art to better understand and thus implement the present disclosure, rather than implying any limitation on the scope of the present disclosure.

[0031] As used herein, the term "including" and its variants are to be interpreted as open-ended terms meaning "including but not limited to". The term "based on" is to be interpreted as "based at least in part on". The terms "one embodiment" and "an embodiment" are to be interpreted as "at least one embodiment". The term "another embodiment" is to be interpreted as "at least one other embodiment". The orientation or position relationship indicated by the terms "upper", "lower", "left", "right", "front", "back", "top", "bottom", "inner", "outer", "vertical", "horizontal", "lateral", "longitudinal" and the like is based on the orientation or position relationship shown in the accompanying drawings. These terms are mainly for better describing the present application and its embodiments, and are not used to limit the indicated devices, elements or components to have a specific orientation, or to be constructed and operated in a specific orientation. In addition, in addition to being used to indicate an orientation or position relationship, some of the above terms may also be used to indicate other meanings, such as the term "upper" may also be used to indicate a certain dependency or connection relationship in some cases. For those of ordinary skill in the art, the specific meanings of these terms in this application can be understood according to the specific circumstances. In addition, the terms "install", "set", "provided with", "connected" and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral structure; it can be a mechanical connection, or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, or it can be an internal connection between two devices, elements or components. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances. In addition, the terms "first", "second", etc. are mainly used to distinguish different devices, elements or components (the specific types and structures may be the same or different), and are not used to indicate or imply the relative importance and quantity of the indicated devices, elements or components. Unless otherwise specified, "plurality" means two or more.

[0032] In this embodiment, a gap will be generated at the connection between one end of the vehicle shock absorber and the body sheet metal during driving due to wheel bouncing. Due to the large contact area, it is easy to generate a large impact noise accompanied by airflow noise. In order to reduce the abnormal noise of the vehicle shock absorber and extend the service life of the vehicle shock absorber, this embodiment discloses a low-noise shock absorber strut assembly. The low-noise shock absorber strut assembly can be a rear shock absorber used on the rear axle of the vehicle. Figure 1 , Figure 2 As shown, the low noise shock absorber strut assembly may include a support component 01 and a shock absorber component 02. Figure 3 , Figure 4As shown, the support assembly 01 includes a gasket 11, a first shock absorbing part 12, a second shock absorbing part 13 and a cup holder 14. The first shock absorbing part 12 fits with the gasket 11 to limit the first shock absorbing part 12. The second shock absorbing part 13 fits with the cup holder 14 to limit the second shock absorbing part 13. The first shock absorbing part 12 and the second shock absorbing part 13 are located between the gasket 11 and the cup holder 14. The first shock absorbing part 12 and the second shock absorbing part 13 are used to clamp the body sheet metal. When the vehicle is in normal driving state, the first shock absorbing part 12 and the second shock absorbing part 13 are respectively in contact with the two sides of the body sheet metal, so as to avoid hard collision between the support assembly 01 and the body sheet metal when the wheel bounces. Figure 5 As shown, the first shock absorbing part 12 includes a first shock absorbing ring 121 and a plurality of protrusions 122. The first shock absorbing ring 121 and the plurality of protrusions 122 are integrally formed. By providing a plurality of protrusions 122, the contact area between the first shock absorbing part 12 and the body sheet metal can be reduced, thereby reducing the impact noise between the first shock absorbing part 12 and the body sheet metal. Figure 6 As shown, the second damping part 13 includes a second damping ring 131. The first damping ring 121 is coaxial with the second damping ring 131. The convex block 122 is located on the side of the first damping ring 121 facing the second damping ring 131. The second damping ring 131 has a plurality of grooves 132 on the side facing the first damping ring 121. By providing a plurality of grooves 132, the boss between two adjacent grooves 132 can abut against the body sheet metal, so that the contact area between the second damping part 13 and the body sheet metal is reduced, thereby reducing the impact noise between the second damping part 13 and the body sheet metal.

[0033] like Figure 1 , Figure 2 , Figure 3 As shown, the shock absorber assembly 02 includes a shock absorber cylinder 21 and a piston rod 22. One end of the shock absorber cylinder 21 is detachably connected to the cup holder 14. The piston rod 22 is slidably connected to the shock absorber cylinder 21. One end of the piston rod 22 is inserted into the shock absorber cylinder 21, and the other end of the piston rod 22 passes through the shock absorber cylinder 21 and is detachably connected to the gasket 11. The piston rod 22 is slidably inserted into the cup holder 14, the second shock absorber part 13 and the first shock absorber part 12 in sequence. Therefore, the impact of the wheel bounce on the body sheet metal can be reduced by the piston movement of the piston rod 22 in the shock absorber cylinder 21 and the elastic deformation of the first shock absorber part 12 and the second shock absorber part 13, so that the vehicle can run smoothly.

[0034] The depth of the groove 132 along the axial direction of the piston rod 22 is greater than the height of the protrusion 122 along the axial direction of the piston rod 22. The protrusion 122 can be compressed to be flush with the surface of the first shock-absorbing ring 121. During the compression of the second shock-absorbing ring 131, the depth of the groove 132 is greater than 0. During the driving process of the vehicle, since the second shock-absorbing part 13 is subjected to greater force and has a longer compression stroke than the first shock-absorbing part 12, and the second shock-absorbing part 13 discharges more airflow when it is compressed and deformed, such a setting can improve the shock-absorbing effect of the second shock-absorbing part 13 while reducing the contact area with the body sheet metal, and a gap is always maintained between the bottom of the groove 132 and the body sheet metal, so that the airflow can be discharged, thereby reducing the impact noise and airflow noise. When the wheel is running smoothly, the convex block 122 of the first shock absorbing part 12 can be flush with the surface of the first shock absorbing ring 121, and the convex block 122 and part of the first shock absorbing ring 121 are in contact with one side of the body sheet metal, and the boss between two adjacent grooves 132 of the second shock absorbing part 13 is in contact with the other side of the body sheet metal. When the wheel jumps, the second shock absorbing part 13 is compressed, the airflow is discharged from the groove 132, and the force on the first shock absorbing part 12 is reduced, so that a gap is generated between the first shock absorbing ring 121 and the body sheet metal, but the convex block 122 can always keep in contact with the body sheet metal under the action of elasticity, so as to reduce the noise of the first shock absorbing part 12 hitting the body sheet metal. When the wheel jumps down, the first shock absorbing part 12 is compressed by force, and the distance between the bottom of the groove 132 of the second shock absorbing part 13 and the body sheet metal increases. When the wheel moves upward due to inertia, the cup holder 14 will squeeze the second shock absorbing part 13. When the second shock absorbing part 13 is compressed, the airflow can be discharged from the groove 132, thereby reducing the airflow noise.

[0035] In other embodiments, Figure 3 , Figure 4 As shown, the support assembly 01 may also include a connecting sleeve 15 and a guide tube 16. One end of the connecting sleeve 15 is sleeved on the cup holder 14, and the other end is sleeved on the shock-absorbing cylinder 21. The connecting sleeve 15 may be covered on the outer surface of the cup holder 14 and the shock-absorbing cylinder 21, so as to improve the reliability of the connection between the cup holder 14 and the shock-absorbing cylinder 21. The guide tube 16 may pass through the axis of the first shock-absorbing ring 121 and the second shock-absorbing ring 131, and be coaxial with the two. The outer surface of the guide tube 16 abuts against the first shock-absorbing ring 121, the second shock-absorbing ring 131, and the body sheet metal respectively, and one end of the piston rod 22 slides inside the guide tube 16, so as to ensure that the first shock-absorbing ring 121 and the second shock-absorbing ring 131 will not affect the sliding of the piston rod 22 when they are compressed and deformed, and provide support force for the first shock-absorbing ring 121 and the second shock-absorbing ring 131, so as to make the first shock-absorbing ring 121 and the second shock-absorbing ring 131 compressively deform in the axial direction as much as possible, so as to ensure the shock-absorbing effect.

[0036] In this embodiment, if Figure 6As shown, the groove 132 extends in an arc shape along the circumference of the second damping ring 131; the sum of the arcs of the plurality of grooves 132 along the circumference of the second damping ring 131 is less than π and can be greater than π / 2. Specifically, the grooves 132 can be four evenly distributed in an annular shape, and the arc of each groove 132 can be π / 6. This arrangement can ensure that the contact area between the second damping ring 131 and the body sheet metal can stably support the body sheet metal, and exhaust can be discharged through the groove 132 when the second damping ring 131 is compressed and deformed, thereby preventing the elastic failure of the second damping ring 131 from affecting the damping effect.

[0037] In this embodiment, if Figure 5 As shown, the width of the protrusion 122 is the dimension along the circumference of the first damping ring 121; the width of the protrusion 122 is smaller than the arc length of the groove 132. Since the compression stroke of the second damping part 13 is longer, the exhaust demand of the first damping part 12 is smaller than the exhaust demand of the second damping part 13. Setting the arc length of the groove 132 to be larger than the width of the protrusion 122 can facilitate exhaust to a greater extent and effectively reduce airflow noise.

[0038] In this embodiment, if Figure 5 As shown, the length direction of the protrusion 122 extends along the radial direction of the first shock absorbing ring 121; the width of the protrusion 122 gradually decreases in the direction close to the center of the first shock absorbing ring 121. This arrangement can gradually increase the space between two adjacent protrusions 122 close to the center of the first shock absorbing ring 121, thereby facilitating the exhaust of the first shock absorbing part 12 when it is compressed.

[0039] In this embodiment, the hardness of the first shock absorbing part 12 is greater than the hardness of the second shock absorbing part 13, so that the second shock absorbing part 13 is more likely to undergo elastic deformation, thereby ensuring the shock absorbing effect of the second shock absorbing part 13. The depth of the groove 132 along the axial direction of the piston rod 22 is H1; the height of the protrusion 122 along the axial direction of the piston rod 22 is H2; 2H2

[0040] In this embodiment, if Figure 5 , Figure 6 ​As shown, the number of the protrusions 122 is greater than the number of the grooves 132. A plurality of protrusions 122 are evenly distributed around the center of the first shock absorbing ring 121. A plurality of grooves 132 are evenly distributed around the center of the second shock absorbing ring 131. Thus, the balance and stability of the first shock absorbing part 12 and the second shock absorbing part 13 during the shock absorbing process can be improved. Since the hardness of the protrusion 122 is relatively high, in order to achieve smooth retraction and extension of the protrusion 122, the volume of a single protrusion 122 is not easy to be set larger. Therefore, by expanding the number of protrusions 122, the shock absorbing performance of the protrusion 122 as the first-level shock absorption can be guaranteed, and the first shock absorbing part 12 can achieve a better second-stage shock absorption effect.

[0041] In this embodiment, at least part of the projection of the groove 132 along the axial direction of the piston rod 22 is misaligned with the projection 122. Since the wheels frequently bounce during the driving of the vehicle, if the groove 132 and the projection 122 are aligned, one side of the body sheet metal is easily fatigued and damaged by long-term unidirectional impact. This arrangement can reduce fatigue damage to the corresponding groove 132 on the body sheet metal.

[0042] In this embodiment, if Figure 6 As shown, the opening arc length of the groove 132 gradually increases in the direction close to the first damping part 12. Thus, the boss between two adjacent grooves 132 presents a trapezoidal shape, which facilitates stable exhaust and avoids elastic failure when the second damping part 13 is compressed and deformed, and can adapt to working conditions with a large damping amplitude.

[0043] In this embodiment, if Figure 4 , Figure 5 As shown, the first damping part 12 further includes an annular protrusion 123. The annular protrusion 123 protrudes from the side of the first damping ring 121 facing the second damping ring 131. The diameter of the annular protrusion 123 is smaller than the outer diameter of the first damping ring 121. The annular protrusion 123 is coaxial with the first damping ring 121. Figure 6 As shown, the second shock absorbing ring 131 has an annular recess 133 on one side facing the first shock absorbing ring 121. The annular recess 133 is coaxial with the second shock absorbing ring 131. The outer diameter of the annular recess 133 is greater than the outer diameter of the annular protrusion 123. The above arrangement can increase the contact area between the support assembly 01 and the body sheet metal, ensuring the structural stability of the low noise shock absorber strut assembly after being assembled on the vehicle.

[0044] In this embodiment, a vehicle is disclosed, and the vehicle includes the low-noise shock absorber strut assembly of any one of the above embodiments. The support assembly 01 of the low-noise shock absorber strut assembly is located above the shock absorber assembly 02. The vehicle also includes a body assembly, an axle, and a wheel. The body assembly includes a body main body and a body sheet metal. The body main body is fixedly connected or detachably connected to the body sheet metal. The body sheet metal is clamped between the first shock absorbing part 12 and the second shock absorbing part 13 of the support assembly 01. The piston rod 22 of the shock absorber assembly 02 is slidably penetrated in the body sheet metal. The axle is detachably connected to the body main body. The shock absorbing cylinder 21 of the low-noise shock absorber strut assembly is detachably connected to the axle. The wheel is rotatably connected to the axle. As a result, the vehicle can reduce the vibration of the wheel while reducing noise by connecting the body sheet metal and the support assembly 01, thereby allowing the vehicle to travel smoothly and optimize the driving environment.

[0045] Those skilled in the art will appreciate that the above-mentioned embodiments are specific examples for implementing the present disclosure, and in actual applications, various changes may be made thereto in form and detail without departing from the scope of the present disclosure.

Claims

1. A low noise shock absorber strut assembly, characterized in that: The low noise shock absorber strut assembly comprises: A support assembly, the support assembly comprising a gasket, a first shock absorbing part, a second shock absorbing part and a cup holder; the first shock absorbing part is fitted with the gasket; the second shock absorbing part is fitted with the cup holder; the first shock absorbing part and the second shock absorbing part are located between the gasket and the cup holder; the first shock absorbing part and the second shock absorbing part are used to clamp the body sheet metal; the first shock absorbing part comprises a first shock absorbing ring and a plurality of protrusions; the first shock absorbing ring and the plurality of protrusions are integrally formed; the second shock absorbing part comprises a second shock absorbing ring; the first shock absorbing ring is coaxial with the second shock absorbing ring; the protrusion is located on the side of the first shock absorbing ring facing the second shock absorbing ring; the second shock absorbing ring has a plurality of grooves on the side facing the first shock absorbing ring; A shock absorber assembly, the shock absorber assembly comprising a shock absorber cylinder and a piston rod; one end of the shock absorber cylinder is detachably connected to the cup seat; the piston rod is slidably connected to the shock absorber cylinder; one end of the piston rod is inserted into the shock absorber cylinder, and the other end of the piston rod passes through the shock absorber cylinder and is detachably connected to the gasket; the piston rod is slidably inserted into the cup seat, the second shock absorber part and the first shock absorber part in sequence; the depth of the groove along the axial direction of the piston rod is greater than the height of the protrusion along the axial direction of the piston rod; Among them, the protrusion can be compressed to be flush with the surface of the first shock-absorbing ring; the depth of the groove is greater than 0 during the compression of the second shock-absorbing ring; the groove extends in an arc shape along the circumference of the second shock-absorbing ring; the width of the protrusion is the dimension along the circumference of the first shock-absorbing ring; the width of the protrusion is smaller than the arc length of the groove; the width of the protrusion gradually decreases in the direction approaching the center of the first shock-absorbing ring; the depth of the groove along the axial direction of the piston rod is H1; the height of the protrusion along the axial direction of the piston rod is H2; 2H2<H1<5H2.

2. A low noise shock absorber strut assembly according to claim 1, characterized in that: The sum of the arcs of the plurality of grooves along the circumference of the second damping ring is less than π.

3. The low noise shock absorber strut assembly according to claim 1, characterized in that: The length direction of the protrusion extends along the radial direction of the first damping ring.

4. A low noise shock absorber strut assembly according to claim 2, characterized in that: The hardness of the first shock absorbing part is greater than the hardness of the second shock absorbing part.

5. A low noise shock absorber strut assembly according to claim 4, characterized in that: The number of the protrusions is greater than the number of the grooves; the plurality of protrusions are evenly distributed around the center of the first shock-absorbing ring; and the plurality of grooves are evenly distributed around the center of the second shock-absorbing ring.

6. A low noise shock absorber strut assembly according to claim 5, characterized in that: The projection of at least part of the groove along the axial direction of the piston rod is offset from the projection.

7. A low noise shock absorber strut assembly according to claim 4, characterized in that: The opening arc length of the groove gradually increases in a direction approaching the first shock absorbing part.

8. The low noise shock absorber strut assembly according to claim 1, characterized in that: The first damping portion further includes an annular protrusion; the annular protrusion protrudes from the first damping ring toward the second damping ring; the diameter of the annular protrusion is smaller than the outer diameter of the first damping ring; the annular protrusion is coaxial with the first damping ring; The second damping ring has an annular pit on one side facing the first damping ring; the annular pit is coaxial with the second damping ring; and the outer diameter of the annular pit is greater than the outer diameter of the annular protrusion.

9. A vehicle, characterized in that: The vehicle comprises: A low noise shock absorber strut assembly as claimed in any one of claims 1 to 8; wherein the support assembly of the low noise shock absorber strut assembly is located above the shock absorber assembly; A vehicle body assembly, the vehicle body assembly comprising a vehicle body main body and a vehicle body sheet metal part; the vehicle body main body is fixedly connected or detachably connected to the vehicle body sheet metal part; the vehicle body sheet metal part is clamped between a first shock absorbing part and a second shock absorbing part of the support assembly; a piston rod of the shock absorber assembly is slidably disposed through the vehicle body sheet metal part; A vehicle axle, wherein the vehicle axle is detachably connected to the vehicle body; the shock absorber cylinder of the low-noise shock absorber strut assembly is detachably connected to the vehicle axle; A wheel is rotatably connected to the axle.

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