Buffering cylinder sleeve, shock absorber, shock absorption system and vehicle with shock absorption system

Abstract

The invention discloses a buffering cylinder sleeve, a shock absorber, a shock absorption system and a vehicle with the buffering cylinder sleeve, at least one throttling hole is formed in the side wall of the buffering cylinder sleeve, and the throttling hole penetrates through the side wall of the buffering cylinder sleeve in the radial direction of the buffering cylinder sleeve. According to the buffering cylinder sleeve and the design of the throttling holes in the peripheral wall of the buffering cylinder sleeve, the working mode similar to a one-way valve is achieved, when the pressure of buffering liquid in the buffering cylinder sleeve is large, the buffering liquid can flow through the throttling holes to provide buffering damping, gradual resetting of a shock absorber adopting the buffering cylinder sleeve is facilitated, and the service life of the shock absorber is prolonged. Therefore, the damping effect of the damper adopting the buffering cylinder sleeve can be guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of shock absorbers, and in particular to a buffer cylinder sleeve, a shock absorber, a vibration reduction system and a vehicle thereof. Background Art

[0002] Automobile shock absorbers are crucial components in the vehicle's suspension system. Their primary function is to suppress the rebound caused by the springs absorbing shock, thereby improving the vehicle's ride smoothness and stability, and providing a comfortable and safe driving experience for the driver. In related technologies, the buffer within the shock absorber is often designed through moving parts and other components to achieve flow, mitigating the impact of high-speed travel over speed bumps or impacts on rough roads. However, this design increases the structural complexity of these moving parts and can reduce their service life. Summary of the Invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one object of the present invention is to provide a buffer cylinder sleeve in which a buffer solution flows through an orifice to provide buffer damping, thereby gradually resetting a shock absorber employing the buffer cylinder sleeve, thereby ensuring the vibration reduction effect of the shock absorber employing the buffer cylinder sleeve.

[0004] Another object of the present invention is to provide a vibration damper.

[0005] Another object of the present invention is to provide a vibration reduction system.

[0006] Another object of the present invention is to provide a vehicle using the structural vibration damper.

[0007] According to the buffer cylinder liner of the first embodiment of the present invention, at least one throttling hole is formed on the side wall of the buffer cylinder liner, and the throttling hole penetrates the side wall of the buffer cylinder liner in the radial direction of the buffer cylinder liner.

[0008] According to the buffer cylinder sleeve of the embodiment of the present invention, the design of the throttle hole on the outer peripheral wall of the buffer cylinder sleeve realizes a working mode similar to that of a one-way valve. When the pressure of the buffer solution in the buffer cylinder sleeve is relatively large, the buffer solution flows through the throttle hole to provide buffer damping, thereby gradually resetting the shock absorber using the above-mentioned buffer cylinder sleeve, which is conducive to ensuring the vibration reduction effect of the shock absorber using the above-mentioned buffer cylinder sleeve.

[0009] According to some embodiments of the present invention, there are multiple throttling holes, and the multiple throttling holes are arranged at intervals along the axial direction of the buffer cylinder sleeve; and / or the multiple throttling holes are arranged at intervals along the circumferential direction of the buffer cylinder sleeve.

[0010] According to some embodiments of the present invention, the plurality of throttle holes are divided into at least one throttle hole group, the throttle hole group includes the plurality of throttle holes, and the plurality of throttle holes are spaced apart along the axial direction of the buffer cylinder sleeve.

[0011] According to some embodiments of the present invention, at least two of the plurality of throttling holes have different apertures.

[0012] According to some embodiments of the present invention, the first axial end of the buffer cylinder sleeve is suitable for fixed connection, and the movable part can be moved into the buffer cylinder sleeve through the second axial end of the buffer cylinder sleeve and can be moved along the axial direction of the buffer cylinder sleeve; the throttle hole closest to the first end among the multiple throttle holes is the first throttle hole, and the movable part can block the first throttle hole during the movement in the buffer cylinder sleeve.

[0013] According to some embodiments of the present invention, the first axial end of the buffer cylinder sleeve is suitable for fixed connection, and the minimum distance between the multiple throttle holes of the throttle hole group gradually increases in the axial direction of the buffer cylinder sleeve away from the first end.

[0014] According to some embodiments of the present invention, the aperture of the throttling hole is Φ, wherein Φ satisfies: 0.6 mm ≤ Φ ≤ 1.4 mm.

[0015] According to some embodiments of the present invention, the first axial end of the buffer cylinder sleeve is suitable for fixed connection, and the outer diameter of the buffer cylinder sleeve gradually decreases in the axial direction away from the first end.

[0016] According to some embodiments of the present invention, part of the side wall of the buffer cylinder sleeve is recessed toward the center of the buffer cylinder sleeve to form a groove, the groove extends along the axial direction of the buffer cylinder sleeve, and the throttling hole is formed on the bottom wall of the groove.

[0017] According to some embodiments of the present invention, a plurality of reinforcing ribs are provided on the outer circumferential surface of the buffer cylinder sleeve, and the grooves and the plurality of reinforcing ribs are arranged alternately along the circumference of the buffer cylinder sleeve.

[0018] According to some embodiments of the present invention, the plurality of reinforcing ribs include a plurality of first reinforcing ribs, and the plurality of first reinforcing ribs are arranged at intervals along the circumference of the buffer cylinder sleeve, and each first reinforcing rib extends along the axial direction of the buffer cylinder sleeve; in the axial direction of the buffer cylinder sleeve, the thickness of each first reinforcing rib in the radial direction of the buffer cylinder sleeve gradually increases in the direction away from the first end; and / or a protrusion is provided on the side of each first reinforcing rib away from the first end.

[0019] According to some embodiments of the present invention, the plurality of reinforcing ribs include a plurality of second reinforcing ribs, the plurality of second reinforcing ribs are spaced apart along the axial direction of the buffer cylinder sleeve, each of the second reinforcing ribs extends along the circumferential direction of the buffer cylinder sleeve, and in the axial direction of the buffer cylinder sleeve, the thickness of each second reinforcing rib in the radial direction of the buffer cylinder sleeve gradually increases in a direction away from the first end.

[0020] The shock absorber according to the second embodiment of the present invention includes the buffer cylinder according to the first embodiment of the present invention.

[0021] According to some embodiments of the present invention, the shock absorber includes: a cylinder body, wherein an accommodating chamber is defined in the cylinder body; a piston rod assembly, wherein one end of the piston rod assembly extends into the accommodating chamber, and the piston rod assembly is movable relative to the cylinder body along the axial direction of the piston rod, and the buffer cylinder sleeve is sleeved on the piston rod assembly, and at least part of the outer circumferential surface of the buffer cylinder sleeve is spaced apart from the inner surface of the cylinder body; a movable part, wherein the piston rod assembly can drive the movable part to move along the axial direction of the buffer cylinder sleeve, and a buffer chamber is jointly defined among the movable part, the piston rod assembly and the buffer cylinder sleeve, and the buffer chamber can be connected with the accommodating chamber through the throttle hole of the buffer cylinder sleeve.

[0022] According to some embodiments of the present invention, the piston rod assembly includes a piston rod and a limit assembly, the movable part is movably mounted on the piston rod, the limit assembly is fixed on the piston rod, and the limit assembly is used to limit the axial movement range of the movable part on the piston rod.

[0023] According to some embodiments of the present invention, an opening is formed on the movable member, and two ends of the opening respectively pass through the inner circumference and the outer circumference of the movable member.

[0024] According to some embodiments of the present invention, the opening extends non-linearly along the radial direction of the piston rod.

[0025] According to some embodiments of the present invention, the limiting assembly includes a support seat and a limiting member, and the support seat and the limiting member are arranged on the piston rod at intervals from each other along the axial direction of the piston rod, and the movable member is movable between the support seat and the limiting member along the axial direction of the piston rod.

[0026] According to some embodiments of the present invention, the first axial end of the buffer cylinder sleeve is suitable for being fixedly connected to the cylinder body, and the throttle hole closest to the first end is the first throttle hole. When the movable part abuts against the limiting part, the movable part blocks the first throttle hole of the buffer cylinder sleeve; when the movable part is separated from the limiting part, the accommodating cavity is connected to the buffer cavity through the throttle hole of the buffer cylinder sleeve and the gap between the movable part, the limiting assembly and the piston rod.

[0027] According to some embodiments of the present invention, a plurality of mating protrusions are provided on the inner side wall of the movable part, and the plurality of mating protrusions are guided and matched with the outer peripheral surface of the piston rod. Two adjacent mating protrusions are spaced apart from each other to define a connecting channel. When the movable part abuts against the limiting part, the limiting assembly blocks the connecting channel; when the movable part is separated from the limiting part, the accommodating chamber is connected with the buffer chamber through the throttle hole and the connecting channel.

[0028] According to some embodiments of the present invention, a step portion is provided on one side of the mating protrusion along the axial direction of the movable member, and the movable member is adapted to abut against the support seat via the step portion.

[0029] According to some embodiments of the present invention, a plurality of shrinkage holes are formed on the movable member, and the plurality of shrinkage holes are respectively opposite to the plurality of matching protrusions.

[0030] According to some embodiments of the present invention, perpendicular to the axial direction of the piston rod, the cross-sectional area of the minimum area between the support seat and the buffer cylinder sleeve is S1, the cross-sectional area of the maximum area between the movable member and the support seat is S2, the outer diameter of the support seat is d1, the inner diameter of the buffer cylinder sleeve is D2, and the minimum distance between the movable member and the support seat in the axial direction of the piston rod is t, and S1, S2, d1 and t satisfy: S1=π(D2 2 -d1 2 ) / 4, S2=π×d1×t, S1≥S2.

[0031] According to some embodiments of the present invention, it is characterized in that S1 and S2 satisfy: S1 ≥ S2 > the total area of the inner wall of the movable part ≥ the total area of the throttle holes on the buffer cylinder sleeve.

[0032] According to some embodiments of the present invention, the shock absorber further includes: a positioning member, and the support seat is arranged on the piston rod through the positioning member.

[0033] According to some embodiments of the present invention, the shock absorber further comprises: an anti-vibration sleeve, which is sleeved on the piston rod and is located on a side of the limiting member away from the support seat.

[0034] The vibration reduction system according to the third embodiment of the present invention includes the vibration reducer according to the second embodiment of the present invention.

[0035] The vehicle according to the fourth embodiment of the present invention includes the shock absorber according to the second embodiment of the present invention, or the shock absorption system according to the third embodiment of the present invention.

[0036] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments with reference to the accompanying drawings, in which: Figure 1 is a cross-sectional view of a shock absorber according to an embodiment of the present invention; Figure 2 is a schematic diagram of a buffer cylinder sleeve of a shock absorber according to an embodiment of the present invention; Figure 3 is a cross-sectional view of a buffer cylinder sleeve of a shock absorber according to an embodiment of the present invention; Figure 4 is a schematic diagram of a movable part of a shock absorber according to an embodiment of the present invention; Figure 5 is a schematic diagram of a support base of a shock absorber according to an embodiment of the present invention; Figure 6 is a schematic diagram of a limiting member and / or a positioning member of a shock absorber according to an embodiment of the present invention; Figure 7 is a schematic diagram of a guide sleeve assembly of a shock absorber according to an embodiment of the present invention; Figure 8 is a schematic diagram of a piston rod of a shock absorber according to an embodiment of the present invention; Figure 9 is a schematic diagram of a movable member of a shock absorber according to an embodiment of the present invention in a first position; Figure 10 is a schematic diagram of a movable member of a shock absorber according to an embodiment of the present invention in a second position; Figure 11 is a schematic diagram of a buffer cylinder sleeve of a shock absorber according to another embodiment of the present invention; Figure 12 is a damping dynamometer diagram of a shock absorber according to an embodiment of the present invention, wherein the damping stroke of the shock absorber is ±30 mm; Figure 13 3 is a damping dynamometer diagram of a shock absorber according to an embodiment of the present invention, wherein the damping stroke of the shock absorber is ±33 mm.

[0038] Reference numerals: 30. Buffer cylinder sleeve; 31. Throttle hole group; 311. Throttle hole; 32. Groove; 33. First reinforcing rib; 34. Second reinforcing rib; 35. Protrusion; 37. Protruding rib; 100. Shock absorber; 1. Cylinder body; 11. Accommodating chamber; 2. Piston rod; 21. Through groove; 4. Movable part; 41. Opening; 411. First opening section; 412. Second opening section; 413. Third opening section; 4131. First sub-section; 4132. Second sub-section; 4133. Third sub-section; 42. Matching protrusion; 421. Step portion; 43. Connecting channel; 44. Contraction hole; 5. Limiting assembly; 51. Support seat; 52. Limiting member; 53. Positioning member; 6. Buffer chamber; 7. Anti-vibration sleeve; 8. Guide sleeve assembly; 81. Slot. DETAILED DESCRIPTION

[0039] Reference below Figure 1-13 The buffer cylinder liner 30 according to the first embodiment of the present invention will be described.

[0040] like Figures 1-11 As shown, according to the buffer cylinder sleeve 30 of the first embodiment of the present invention, at least one throttling hole 311 is formed on the side wall of the buffer cylinder sleeve 30 , and the throttling hole 311 penetrates the side wall of the buffer cylinder sleeve 30 along the radial direction of the buffer cylinder sleeve 30 .

[0041] For example, in Figure 1 and Figure 2 In the example, a throttle hole 311 is formed on the sidewall of the buffer cylinder liner 30. The throttle hole 311 connects the interior of the buffer cylinder liner 30 with the exterior of the buffer cylinder liner 30 along its radial direction. Thus, the throttle hole 311 provides a flow channel for the buffer, thereby ensuring the vibration reduction effect of the shock absorber 100 employing the buffer cylinder liner 30. When the pressure of the buffer within the buffer cylinder liner 30 is high, the buffer flowing through the throttle hole 311 provides buffering damping, thereby gradually resetting the shock absorber 100 employing the buffer cylinder liner 30.

[0042] The design of the throttle hole 311 on the outer wall of the buffer cylinder sleeve 30 realizes a working mode similar to that of a one-way valve: the buffer solution flows out through the throttle hole 311 after entering the buffer cylinder sleeve 30, and circulates in a local unidirectional manner.

[0043] According to the shock absorber 100 of the embodiment of the present invention, the design of the throttle hole 311 on the outer peripheral wall of the buffer cylinder sleeve 30 realizes a working mode similar to that of a one-way valve. When the pressure of the buffer solution in the buffer cylinder sleeve 30 is relatively large, the buffer solution flows through the throttle hole 311 to provide buffer damping, thereby gradually resetting the shock absorber 100 using the above-mentioned buffer cylinder sleeve 30, which is conducive to ensuring the vibration reduction effect of the shock absorber 100 using the above-mentioned buffer cylinder sleeve 30.

[0044] According to some embodiments of the present invention, referring to Figure 2 and Figure 3 There are multiple throttle holes 311, which are spaced apart along the axial direction of the buffer cylinder liner 30. Six throttle holes 311 are formed on the sidewall of the buffer cylinder liner 30, and the six throttle holes 311 are spaced apart along the axial direction of the buffer cylinder liner 30. The axial spacing of the multiple throttle holes 311 along the buffer cylinder liner 30 helps to reduce turbulent impact, improve the gentleness of vibration reduction, and extend the service life of the buffer cylinder liner 30.

[0045] Multiple throttle holes 311 are spaced apart along the circumference of the buffer cylinder liner 30. Multiple throttle holes (not shown) can be spaced apart along the circumference of the buffer cylinder liner 30. Spacing the multiple throttle holes 311 ensures relatively balanced pressure on the buffer cylinder liner 30, preventing unilateral compression of the buffer cylinder liner 30.

[0046] According to some embodiments of the present invention, referring to Figure 2 and Figure 3 The multiple throttle holes 311 are divided into at least one throttle hole group 31. The throttle hole group 31 includes multiple throttle holes 311, and the multiple throttle holes 311 are spaced apart along the axial direction of the buffer cylinder liner 30. Two throttle hole groups 31, three throttle hole groups 31, or four throttle hole groups 31 may be spaced apart along the circumference of the buffer cylinder liner 30. Each throttle hole group 31 may include one throttle hole 311, two throttle holes 311, five throttle holes 311, or seven throttle holes 311. No specific limitation is given here.

[0047] Reference Figure 3 and Figure 13 Two throttle hole groups 31 are spaced apart circumferentially around the buffer cylinder liner 30. These two throttle hole groups 31 are arranged along the same radial direction of the buffer cylinder liner 30 to ensure relatively balanced pressure on the buffer cylinder liner 30 and prevent unilateral compression of the buffer cylinder liner 30. The multiple throttle holes 311 in the two throttle hole groups 31 are staggered along the axial direction of the buffer cylinder liner 30, helping to reduce turbulent impact, improve vibration damping performance, and extend the service life of the buffer cylinder liner 30.

[0048] Further, refer to Figure 2 and Figure 3 , at least two of the multiple throttle holes 311 have different apertures. Figure 12-13 As shown, the apertures of the multiple throttle holes 311 are different, which is conducive to meeting the damping requirements of the shock absorber 100, improving the vibration reduction effect, reducing the jumping impact, and improving the driving and riding comfort. Figure 2 and Figure 3Along the axial direction of the buffer cylinder liner 30, the diameters of the multiple throttle holes 311 first decrease, then remain constant, and then increase; and / or along the axial direction of the buffer cylinder liner 30, the diameters of the multiple throttle holes 311 first remain constant, then increase. This is not specifically limited here. Thus, the diameters of the multiple throttle holes 311 within the throttle hole group 31 are configured to vary, which facilitates controlling the linearity of the damping variation of the shock absorber 100, allowing the shock absorber 100 to adjust different buffer damping and exhibit damping sensitivity at different locations.

[0049] According to some embodiments of the present invention, referring to Figure 9 and Figure 10 , the first axial end of the buffer cylinder sleeve 30 is suitable for fixed connection, and the movable part 4 can be moved into the buffer cylinder sleeve 30 through the second axial end of the buffer cylinder sleeve 30 and can be moved along the axial direction of the buffer cylinder sleeve 30. For example, at least part of the surface of the first end of the buffer cylinder sleeve 30 can be fixedly connected to the above-mentioned first end of the buffer cylinder sleeve 30 by abutting against the inner wall of the cylinder body 1, thereby increasing the setting stability of the buffer cylinder sleeve 30. No specific limitation is made here. The movable part 4 of the shock absorber 100 can be moved along the axial direction of the buffer cylinder sleeve 30, and the movable part 4 can be moved into the buffer cylinder sleeve 30 through the second axial end of the buffer cylinder sleeve 30 during the movement.

[0050] The throttle hole 311 closest to the first end of the multiple throttle holes 311 is the first throttle hole. The movable member 4 can block the first throttle hole during its movement within the buffer cylinder sleeve 30. The first throttle hole determines the establishment of maximum cutoff damping. When the movable member 4 moves until the buffer in the buffer chamber 6 flows out of the buffer cylinder sleeve 30 through the first throttle hole, the movable member 4 moves to block the first throttle hole, preventing the buffer from flowing in and out of the buffer cylinder sleeve 30 through all the throttle holes 311. This maximizes the pressure of the buffer within the buffer cylinder sleeve 30, allowing the buffer to propel the movable member 4 to move.

[0051] When the total intercepting area of orifices 311 is small, damping builds up quickly; after movable member 4 blocks the first orifice, damping reaches maximum. When the total intercepting area of orifices 311 is larger than the restoring orifice area of movable member 4, below the valve opening velocity, shock absorber 100 generates no buffering damping, does not affect the restoring damping of the base valve, and the total restoring damping remains unchanged.

[0052] According to other embodiments of the present invention, the first axial end of the buffer cylinder sleeve 30 is suitable for fixed connection, and the minimum distance between the multiple throttle holes 311 of the throttle hole group 31 gradually increases in the axial direction of the buffer cylinder sleeve 30 in the direction away from the first end. As a result, the intercepting area of the buffer in the axial direction of the buffer cylinder sleeve 30 in the direction away from the first end is larger, the channel through which the buffer passes becomes wider, the flow rate decreases, the friction and viscosity inside the buffer decrease accordingly, and the damping also decreases accordingly, which helps to meet the current vibration reduction needs of the shock absorber 100. Regularly arranging the spacing between the multiple throttle holes 311 helps to avoid sudden changes in the damping of the shock absorber and increase the regularity of the damping change, which is correspondingly manifested in improving the linearity of the damping trend line and the indicator diagram ( Figure 12-13 ) curve smoothness.

[0053] According to some specific embodiments of the present invention, the diameter of the throttle hole 311 is Φ, where Φ satisfies the following: 0.6 mm ≤ Φ ≤ 1.4 mm. This reasonable setting of the diameter of the throttle hole 311 helps ensure the stability of the shock absorber 100, prevents turbulence in the buffer fluid within the throttle hole 311, ensures the establishment of buffer damping within the shock absorber 100, improves the performance of the shock absorber 100, and reduces the difficulty of manufacturing the throttle hole 311 on the buffer cylinder sleeve 30.

[0054] According to some embodiments of the present invention, the first axial end of the buffer cylinder sleeve 30 is suitable for fixed connection, and the outer diameter of the buffer cylinder sleeve 30 gradually decreases in the direction away from the first end in the axial direction of the buffer cylinder sleeve 30. The outer peripheral surface of the buffer cylinder sleeve 30 extends obliquely along the axial direction of the buffer cylinder sleeve 30 in the direction away from the first end. The first axial end of the buffer cylinder sleeve 30 is suitable for fixed connection with the cylinder body 1, and the outer contour of the buffer cylinder sleeve 30 is in the shape of an inverted cone, so as to facilitate spacing between the outer peripheral surface of the buffer cylinder sleeve 30 and the inner surface of the cylinder body 1 of the shock absorber 100. Among them, the first end of the buffer cylinder sleeve 30 with the largest cross-sectional area is suitable for fixing, and the end of the buffer cylinder sleeve 30 with the smallest cross-sectional area is away from the first end. In addition, the outer wall transition of the buffer cylinder sleeve 30 is relatively smooth, and at least part of the outer peripheral surface of the buffer cylinder sleeve 3 is spaced apart from the inner surface of the cylinder body 1 of the shock absorber 100, which is conducive to the circulation of the buffer in and out of the buffer cylinder sleeve 30.

[0055] The inner diameter of the buffer cylinder liner 30 is determined based on the required energy attenuation, calculated using the Bernoulli equation, and taking into account the manufacturability of the orifice 311. The length of the buffer cylinder liner 30 affects the energy attenuation of the shock absorber 100 and should be selected based on the shock absorber's stroke, not exceeding 30% of the total stroke. For example, the buffer cylinder liner 30 can be 52.5 mm long, with an operating length of 40 mm.

[0056] According to some optional embodiments, the first end of the buffer sleeve 30 is provided with a guide sleeve assembly 8. A retaining groove 81 is formed on one of a portion of the circumference of the guide sleeve assembly 8 and a portion of the circumference of the first end of the buffer sleeve 30. Correspondingly, a rib 37 is formed on the other portion of the circumference of the guide sleeve assembly 8. The rib 37 is adapted to fit within the retaining groove 81. In other words, the end of the buffer sleeve 30 can be connected to the guide sleeve assembly 8 via a snap-fit mechanism. The rib 37 can be provided along the entire circumference of the buffer sleeve 30, and the retaining groove 81 can also extend along the circumference of the guide sleeve assembly 8. The interference fit between the rib 37 and the retaining groove 81 does not exceed 0.5 mm, thereby enhancing the securement of the buffer sleeve 30. Furthermore, at least one slot is formed at intervals on the rib 37 to reduce the press-fit force (controlled to below 3 MPa) when assembling the buffer sleeve 30 into the guide sleeve assembly 8, facilitating assembly. The width of the slot can be 0.2 mm, but this is not specifically limited here.

[0057] Furthermore, part of the side wall of the buffer cylinder sleeve 30 is recessed toward the center of the buffer cylinder sleeve 30 to form a groove 32, the groove 32 extends along the axial direction of the buffer cylinder sleeve 30, and a throttle hole 311 is formed on the bottom wall of the groove 32. Figure 2 As shown, two grooves 32 can be correspondingly formed at the same radial ends of the buffer cylinder sleeve 30, and the grooves 32 are recessed toward the center of the buffer cylinder sleeve 30 to increase the minimum distance between the outer wall of the buffer cylinder sleeve 30 located in the groove 32 and the inner surface of the cylinder body 1, thereby facilitating the increase of the flow space of the buffer flowing out of the throttle hole 311, ensuring the establishment of buffer damping in the shock absorber 100, and improving the use effect of the shock absorber 100.

[0058] Reference Figure 11 When the buffer sleeve 30 is made of metal, the outer contour can be directly milled to create a flat surface. The length of the groove 32 is determined by the position of the throttle hole 311. The milling depth (i.e., the radial depth of the groove 32 in the buffer sleeve 30) is related to the cross-sectional area of the removed area. This area should be larger than the total area of the throttle hole 311 to reduce the local damping coefficient and facilitate the flow of the buffer. For metal buffer sleeves 30, the fixing method also needs to be adjusted accordingly.

[0059] Furthermore, refer to Figure 2 The outer circumferential surface of the buffer sleeve 30 is provided with multiple reinforcing ribs. Grooves 32 and the ribs are arranged in a staggered pattern along the circumference of the buffer sleeve 30. This arrangement enhances the structural strength of the buffer sleeve 30 through the ribs, extending its service life. Furthermore, the staggered arrangement of the grooves 32 and the ribs prevents the ribs from interfering with the grooves 32, ensuring that the buffer fluid, after flowing from the orifice 311 to the outer wall of the buffer sleeve 30, can flow smoothly along the axial direction of the buffer sleeve 30.

[0060] Further, refer to Figure 1-Figure 3 The plurality of reinforcing ribs include a plurality of first reinforcing ribs 33, which are arranged at intervals along the circumference of the buffer cylinder sleeve 30, and each first reinforcing rib 33 extends along the axial direction of the buffer cylinder sleeve 30. For example, Figure 2 As shown, eight first reinforcing ribs 33 are arranged at intervals along the circumference of the buffer cylinder sleeve 30. Therefore, the first reinforcing ribs 33 can be used to structurally reinforce the outer peripheral surface of the buffer cylinder sleeve 30 to avoid deformation or cracking of the buffer cylinder sleeve 30 caused by the high pressure of the buffer in the buffer chamber 6.

[0061] In the axial direction of the buffer cylinder liner 30, the thickness of each first reinforcing rib 33 gradually increases in the radial direction of the buffer cylinder liner 30, away from the first end. In other words, the thickness of the first reinforcing rib 33 gradually increases in the axial direction of the buffer cylinder liner 30, away from the first end. The hydraulic pressure within the buffer chamber 6 gradually increases in the axial direction of the buffer cylinder liner 30, away from the first end. This gradual increase in the thickness of the first reinforcing rib 33 helps improve the compressive strength of the buffer cylinder liner 30, enhances its structural strength, and extends its service life.

[0062] Each first reinforcing rib 33 is provided with a protrusion 35 on a side away from the first end. The protrusion 35 on the first reinforcing rib 33 extends away from the center of the buffer cylinder liner 30, ensuring stable and reliable support between the outer surface of the buffer cylinder liner 30 and the inner surface of the cylinder body 1. This ensures a stable separation between the outer surface of the buffer cylinder liner 30 and the inner surface of the cylinder body 1 through the fit between the protrusion 35 and the inner surface of the cylinder body 1. This allows the damping fluid to flow between the buffer chamber 6 and the accommodating chamber 11 along the throttle hole 311, while also reducing the risk of abnormal noise from the shock absorber 100.

[0063] According to some embodiments of the present invention, the plurality of reinforcing ribs include a plurality of second reinforcing ribs 34, which are spaced apart along the axial direction of the buffer cylinder sleeve 30, and each second reinforcing rib 34 extends circumferentially along the buffer cylinder sleeve 30. The second reinforcing ribs 34 are generally arc-shaped, and four second reinforcing ribs 34 are spaced apart along the axial direction of the buffer cylinder sleeve 30. Thus, the second reinforcing ribs 34 can be used to structurally reinforce the outer circumferential surface of the buffer cylinder sleeve 30, thereby preventing deformation or cracking of the outer surface of the buffer cylinder sleeve 30 caused by the high pressure of the buffer solution in the buffer chamber 6.

[0064] In the axial direction of the buffer cylinder liner 30, the thickness of each second reinforcing rib 34 in the radial direction of the buffer cylinder liner 30 gradually increases as it moves away from the first end. In other words, the thickness of the second reinforcing rib 34 gradually increases as it moves away from the first end of the buffer cylinder liner 30. The hydraulic pressure within the buffer chamber 6 gradually increases along the axial direction of the buffer cylinder liner 30, moving away from the first end. This gradual increase in the thickness of the second reinforcing rib 34 helps improve the compressive strength of the buffer cylinder liner 30, enhancing its structural strength and extending its service life.

[0065] According to some embodiments of the present invention, only the plurality of first reinforcing ribs 33 may be provided on the outer circumferential surface of the buffer cylinder liner 30; or only the plurality of second reinforcing ribs 34 may be provided on the outer circumferential surface of the buffer cylinder liner 30; or, alternatively, both the plurality of first reinforcing ribs 33 and the plurality of second reinforcing ribs 34 may be provided on the outer circumferential surface of the buffer cylinder liner 30. Thus, the first reinforcing ribs 33 and / or the second reinforcing ribs 34 help reduce the weight of the buffer cylinder liner 30 while ensuring the structural strength of the buffer cylinder liner 30. When both the first reinforcing ribs 33 and the second reinforcing ribs 34 are provided on the outer surface of the buffer cylinder liner 30, a network of reinforcing ribs may be formed on the outer surface of the buffer cylinder liner 30, thereby increasing the structural strength of the buffer cylinder liner 30 and extending its service life.

[0066] The buffer cylinder sleeve 30 can be made of a glass fiber-reinforced nylon 66 composite material (PA66+GF35) or metal. Using non-metallic materials and compression injection molding facilitates rapid mass production. PA66+GF35 offers excellent tensile strength, flexural strength, and elastic modulus, enabling the buffer cylinder sleeve 30 to withstand greater external forces and loads. Furthermore, PA66+GF35 has a heat deformation temperature exceeding 200°C, maintaining excellent mechanical properties even in high-temperature environments and resisting deformation, cracking, or embrittlement. The shrinkage during the buffer cylinder sleeve 30 molding process is low, minimizing warping and deformation, resulting in higher dimensional accuracy and stability. Nylon 66 inherently possesses a certain degree of chemical resistance, and the addition of glass fiber further enhances this resistance, making it resistant to a wide range of chemicals and offering excellent durability. When using non-metallic materials, consider the draft angle and set the material with a smaller top and larger bottom. The specific dimensions should be designed to match the outer diameter of the movable part 4.

[0067] The shock absorber 100 according to the second embodiment of the present invention includes the buffer cylinder liner 30 according to the first embodiment of the present invention.

[0068] According to the shock absorber 100 of this embodiment of the present invention, the buffer cylinder liner 30 implements a one-way valve-like operating mode within the shock absorber 100. Buffer can flow through the orifice 311 of the buffer cylinder liner 30, achieving a gradual reset of the shock absorber 100. This improves the bouncing sensation experienced by vehicles equipped with the shock absorber 100 after passing over speed bumps or high-impact roads at high speeds (e.g., 25 to 35 km / h), enhancing driving and riding comfort. Furthermore, the shock absorber 100 effectively minimizes the impact of low-speed ranges (below 0.6 m / s) on damping, generating only buffering damping at medium and high speeds.

[0069] Furthermore, the shock absorber 100 includes a cylinder body 1, a piston rod assembly, and a movable part 4. An accommodating chamber 11 is defined within the cylinder body 1. One end of the piston rod assembly extends into the accommodating chamber 11. The piston rod assembly is movable relative to the cylinder body 1 along the axial direction of the piston rod. A buffer cylinder sleeve 30 is sleeved on the piston rod assembly. At least part of the outer peripheral surface of the buffer cylinder sleeve 30 is spaced apart from the inner surface of the cylinder body 1. The piston rod assembly can drive the movable part 4 to move axially along the buffer cylinder sleeve 30. The movable part 4, the piston rod assembly, and the buffer cylinder sleeve 30 jointly define a buffer chamber 6. The buffer chamber 6 can be connected to the accommodating chamber 11 through the throttle hole 311 of the buffer cylinder sleeve 30.

[0070] For example, in Figure 1 and Figure 2 In the example shown, a buffer cylinder sleeve 30, a piston rod assembly, and a movable member 4 are disposed within the accommodating chamber 11 of the cylinder body 1. The piston rod assembly, movable member 4, and buffer cylinder sleeve 30 are coaxially arranged, facilitating a consistent fit between the structures of the shock absorber 100. At least a portion of the outer circumference of the buffer cylinder sleeve 30 is spaced apart from the inner surface of the cylinder body 1, providing a flow path for the buffer fluid. This facilitates communication between the buffer chamber 6 and the accommodating chamber 11 through the orifice 311 on the outer circumference of the buffer cylinder sleeve 30.

[0071] The design of the throttle hole 311 on the outer wall of the buffer cylinder sleeve 30 and the flow direction of the buffer solution enables the movement of the movable part 4 in the buffer cylinder sleeve 30 to realize a working mode similar to that of a one-way valve: after entering the buffer chamber 6, the buffer solution flows back to the upper chamber of the cylinder body 1 through the throttle hole 311, forming a local unidirectional circulation.

[0072] Furthermore, if Figure 1 As shown, the piston rod assembly includes a piston rod 2 and a limit assembly 5. A movable member 4 is movably mounted on the piston rod 2. The limit assembly 5 is fixed to the piston rod 2 and serves to limit the range of motion of the movable member 4 in the axial direction of the piston rod 2. By limiting the range of motion of the movable member 4 in the axial direction of the piston rod 2, the limit assembly 5 prevents the movable member 4 from exceeding the range of motion and causing vibration reduction failure, thereby ensuring the vibration reduction effect of the shock absorber 100 and simultaneously ensuring the limited stability of the buffer chamber 6.

[0073] According to some embodiments of the present invention, Figure 4 As shown, the movable member 4 is formed with an opening 41, with both ends of the opening 41 penetrating the inner and outer circumferences of the movable member 4, respectively. The design of the opening 41 maintains a certain expansion force acting on the inner wall of the buffer cylinder liner 30, reducing leakage between the buffer cylinder liner 30 and the movable member 4 and maintaining the internal pressure of the movable member 4. The size of the opening 41 when the movable member 4 is assembled is calculated based on the buffer damping target.

[0074] Furthermore, opening 41 extends nonlinearly along the radial direction of piston rod 2. Switching the direction of opening 41's expansion helps further reduce leakage between the buffer cylinder sleeve 30 and movable member 4, maintaining the internal pressure of movable member 4. The staggered joints in the area around opening 41 increase the local damping coefficient of the buffer fluid passing through the gap, helping to reduce pressure drop in the area around opening 41.

[0075] Furthermore, if Figure 4 As shown, the opening 41 includes a first opening section 411, a second opening section 412, and a third opening section 413 connected in sequence. The first opening section 411 extends along the axial direction of the cylinder body 1, the second opening section 412 extends along the circumferential direction of the cylinder body 1, and the third opening section 413 extends along the axial direction of the cylinder body 1. The two ends of the first opening section 411 are respectively connected to the space on the inner periphery of the movable part 4 and the second opening section 412. From the inner circumference to the outer circumference of the movable part 4, the first opening section 411, the second opening section 412, and the third opening section 413 are arranged in sequence. The first opening section 411 and the third opening section 413 are staggered through the second opening section 412, so that the movable part 4 maintains a certain expansion force to act on the inner surface of the cylinder body 1, reducing leakage between the gap between the movable part 4 and the inner surface of the cylinder body 1 and maintaining the internal pressure of the buffer chamber 6. The opening 41 is staggered and spliced, and the local damping coefficient of the buffer is increased through the first opening section 411 , the second opening section 412 and the third opening section 413 , thereby reducing the pressure drop caused by the opening 41 .

[0076] Furthermore, if Figure 4 As shown, the third opening section 413 includes a first sub-segment 4131, a second sub-segment 4132, and a third sub-segment 4133. The first sub-segment 4131 and the third sub-segment 4133 are spaced apart along the axial direction of the cylinder body 1. The third sub-segment 4133 is located below the first sub-segment 4131. The two ends of the second sub-segment 4132 are respectively connected to the first sub-segment 4131 and the third sub-segment 4133. The third opening sections 413 are arranged in a zigzag shape. As a result, the third opening sections 413 are staggered. The local damping coefficient of the buffer is increased by passing through the first sub-segment 4131, the second sub-segment 4132, and the third sub-segment 4133, thereby reducing the pressure drop caused by the third opening section 413.

[0077] According to some embodiments of the present invention, referring to Figure 1 、 Figure 5 and Figure 6 , and combined with Figure 9 and Figure 10 The limit assembly 5 includes a support seat 51 and a limit member 52. The support seat 51 and the limit member 52 are disposed on the piston rod 2 at intervals along the axial direction of the piston rod 2. The movable member 4 is movable between the support seat 51 and the limit member 52 along the axial direction of the piston rod 2. In other words, the support seat 51 and the limit member 52 are respectively disposed at the two axial ends of the movable member 4 in the axial direction of the piston rod 2. The support seat 51 and the limit member 52 define a floating control area of the movable member 4, thereby ensuring a reasonable buffer stroke of the shock absorber 100, enabling the shock absorber 100 to better exert its vibration reduction effect while reducing the workload of components such as the movable member 4.

[0078] Furthermore, the first axial end of the buffer cylinder sleeve 30 is adapted to be fixedly connected to the cylinder body 1. The throttle hole 311 closest to the first end is the first throttle hole. When the movable member 4 abuts the stopper 52, the movable member 4 blocks the first throttle hole of the buffer cylinder sleeve 30. As a result, the movable member 4 moves to the position closest to the first end of the buffer cylinder sleeve 30, and the buffer fluid cannot communicate between the buffer chamber 6 and the accommodating chamber 11 through any of the throttle holes 311.

[0079] When the movable part 4 is separated from the limiting part 52, the accommodating chamber 11 is connected to the buffer chamber 6 through the throttle hole 311 of the buffer cylinder sleeve 30 and the gap between the movable part 4, the limiting assembly 5 and the piston rod 2. When the movable part 4 is separated from the limiting assembly 5, the pressure in the buffer chamber 6 is relatively high, and the buffer solution flows through the throttle hole 311 to provide buffer damping. The buffer solution then returns to the accommodating chamber 11 through the gap between the buffer cylinder sleeve 30 and the inner surface of the cylinder body 1, thereby achieving the gradual resetting of the movable part 4. Alternatively, when the piston rod 2 is in a compressed state, the buffer solution in the accommodating chamber 11 can enter the buffer chamber 6 through the throttle hole 311, or the buffer solution in the accommodating chamber 11 can enter the buffer chamber 6 along the gap between the movable part 4, the limiting assembly 5 and the piston rod 2, so that the buffer solution in the buffer chamber 6 increases to increase the pressure in the buffer chamber 6.

[0080] This helps improve the bouncing sensation experienced by vehicles equipped with the shock absorber 100 after passing over speed bumps or high-impact roads at high speeds (e.g., 25 to 35 km / h), enhancing driving and riding comfort. Furthermore, the shock absorber 100 effectively minimizes the impact of low-speed ranges (below 0.6 m / s) on the vehicle's damping, generating only buffering damping at medium and high speeds.

[0081] The buffer cylinder sleeve 30 may be positioned by at least partially abutting against the inner wall of the cylinder body 1 to increase the stability of the buffer cylinder sleeve 30. This is not specifically limited here.

[0082] Furthermore, a plurality of mating protrusions 42 are provided on the inner side wall of the movable member 4. The plurality of mating protrusions 42 are guided and matched with the outer peripheral surface of the piston rod 2. Two adjacent mating protrusions 42 are spaced apart from each other to define a communication channel 43. Figure 4 In the example shown, ten mating protrusions 42 are provided on the inner sidewall of the movable member 4. Each of the ten mating protrusions 42 extends toward the central axis of the movable member 4, so that the side surface of the mating protrusion 42 facing the center of the movable member 4 mates with the outer surface of the piston rod 2. Two adjacent mating protrusions 42 and the piston rod 2 define a communication channel 43.

[0083] When the movable member 4 abuts the stopper 52, the stopper assembly 5 blocks the communication channel 43. As a result, the buffer solution primarily flows between the buffer chamber 6 and the accommodating chamber 11 through the orifice 311. As a result, the buffer solution generates a damping force opposite to the direction of the extension motion, preventing the shock absorber 100 from extending too quickly and further attenuating vibrations.

[0084] When the movable member 4 is separated from the stopper 52, the accommodating chamber 11 communicates with the buffer chamber 6 through the orifice 311 and the communication channel 43. The separation of the movable member 4 from the stopper 5 exposes the communication channel 43, thereby facilitating the flow of buffer fluid between the buffer chamber 6 and the accommodating chamber 11 through the orifice 311 and the communication channel 43. This generates a force acting in the opposite direction of compression, thereby slowing down the compression speed and absorbing and dissipating vibration energy.

[0085] like Figure 9 and Figure 10 As shown, the design of the throttle hole 311 on the outer circumference of the buffer cylinder sleeve 30 and the direction of buffer flow results in the movable member 4 operating within the buffer cylinder sleeve 30 in a manner similar to a one-way valve: closed during the return stroke (when the movable member 4 abuts against the stopper 52) and open during the compression stroke (when the movable member 4 separates from the stopper 52). During this process, buffer flow flows from the upper portion of the accommodating chamber 11 of the cylinder body 1 through the connecting passage 43 of the movable member 4 into the buffer chamber 6, then flows back through the throttle hole 311 of the buffer cylinder sleeve 30 to the upper portion of the accommodating chamber 11, forming a localized unidirectional flow cycle.

[0086] According to some specific embodiments of the present invention, the inner diameter of the movable member 4 that cooperates with the piston rod 2 is larger than the outer diameter of the piston rod 2 (for example, the difference is 0.1 mm).

[0087] Furthermore, if Figure 4As shown, there is a step portion 421 along the axial direction of the movable part 4 and on one side of the mating protrusion 42, and the movable part 4 is suitable for abutting against the support seat 51 through the step portion 421. This is beneficial to increase the movable distance of the movable part 4 toward the side of the support seat 51, and improve the floating control area of the movable part 4 along the axial direction of the piston rod 2. Along the radial direction of the piston rod 2, the maximum distance between the above-mentioned step portion 421 and the surface of the piston rod 2 is greater than the outer diameter of the limit assembly 5, so as to avoid the above-mentioned step portion 421 of the movable part 4 and the support seat 51 from being separated after abutting against each other, thereby reducing the vibration reduction effect of the shock absorber 100. For example, the maximum distance between the above-mentioned step portion 421 and the surface of the piston rod 2 can be made 0.3 mm larger than the outer diameter of the support seat 51. No specific limitation is made here.

[0088] The depth of the floating control area of the step portion 421 in the axial direction of the piston rod 2 determines the axial motion range of the movable member 4 .

[0089] According to some embodiments of the present invention, Figure 4 As shown, the movable member 4 is formed with a plurality of shrinkage holes 44, which are respectively opposed to the plurality of mating protrusions 42. The shrinkage holes 44 provided on the mating protrusions 42 extend axially along the movable member 4, thereby minimizing shrinkage variations in the molded dimensions of the movable member 4 and minimizing uneven wall thickness of the movable member 4. For example, the shrinkage holes 44 have a diameter of 2 mm to 3 mm, which effectively reduces the amount of shrinkage at the mating protrusions 42 of the movable member 4 while ensuring the structural strength of the movable member 4.

[0090] According to some specific embodiments of the present invention, the material of the movable part 4 may be PA66+GF30.

[0091] According to some other specific embodiments of the present invention, the extending length of the movable member 4 in the axial direction of the piston rod 2 is 1 / 3 of the inner diameter of the corresponding buffer cylinder sleeve 30 .

[0092] Reference Figure 10 , perpendicular to the axial direction of the piston rod 2, the cross-sectional area of the minimum area between the support seat 51 and the buffer cylinder sleeve 30 is S1, the cross-sectional area of the maximum area between the movable part 4 and the support seat 51 is S2, the outer diameter of the support seat 51 is d1, the inner diameter of the buffer cylinder sleeve 30 is D2, and the minimum distance between the movable part 4 and the support seat 51 in the axial direction of the piston rod 2 is t, S1, S2, d1 and t satisfy: S1=π(D2 2 -d1 2 ) / 4, S2=π×d1×t, S1≥S2.

[0093] Therefore, limiting the above dimensions helps ensure a minimum cross-sectional area between the support seat 51 and the buffer cylinder 30, thereby facilitating control of the position of the support seat 51 away from the first end of the buffer cylinder 30 and ensuring that the movable member 4 is at its maximum position away from the first end. Simultaneously, it helps ensure a maximum cross-sectional area between the movable member 4 and the support seat 51, thereby facilitating control of the movable member 4 at its maximum position toward the first end. This helps ensure a reasonable range of movement for the movable member 4 and helps ensure that the range of buffer damping action is suitable for the use requirements of the shock absorber 100.

[0094] The ratio of the cross-sectional area of the region between the buffer cylinder sleeve 30 and the support seat 51 to the total area of the intercepting holes of the buffer cylinder sleeve 30 may be 7-10.

[0095] The support base 51 may be made of steel.

[0096] Further, refer to Figure 10 , S1 and S2 satisfy: S1 ≥ S2 > total inner wall area of movable member 4 ≥ total area of throttle holes 311 on buffer cylinder sleeve 30. Thus, the range of motion of movable member 4 is further limited, making the damping force of shock absorber 100 more suitable for its use requirements.

[0097] To ensure that the buffer solution can pass quickly after the communication channel 43 is opened, the area of the annular channel between the support seat 51 and the inner surface of the buffer cylinder sleeve 30 along the radial direction of the piston rod 2 is not less than the cross-sectional area of the communication channel 43 in the movable part 4.

[0098] Further, refer to Figure 1 、 Figure 9 and Figure 10 The shock absorber 100 further includes a positioning member 53, through which the support base 51 is mounted on the piston rod 2. The positioning member 53 is used to position the support base 51 and provides a fixed support point, thereby facilitating improved stability of the support base 51 on the piston rod 2, thereby helping to ensure control stability of the floating control area of the movable member 4 and ensuring long-term consistency of the damping stroke of the shock absorber 100.

[0099] Reference Figure 1 、 Figure 9 and Figure 10 , and combined with Figure 8 The limiting member 52 and the positioning member 53 can both be circlips, wherein the circlips are made of steel (65Mn). The wire diameter of the circlips can be determined by calculating the pull-out strength of the shock absorber 100. A through groove 21 can be formed on the outer circumference of the piston rod 2. The positioning member 53 can be set in the through groove 21, and the support seat 51 can be riveted to the positioning member 53.

[0100] The spacing between the stopper 52 and the positioning member 53 is determined by the thickness of the support base 51 and the movable member 4. When two retaining springs are used as the positioning member 53 and the stopper 52, the positioning member 53 and the stopper 52 are installed from the end of the piston rod 2 away from the fixed end. First, push the stopper 52 over the two through-slots 21, then place the movable member 4 and the support base 51 in that order. Then, rivet the support base 51 onto the positioning member 53, and finally push the stopper 52 back to its original position.

[0101] Furthermore, the support base 51 and the piston rod 2 in the shock absorber 100 can be connected by welding or direct riveting without a retaining ring. If welding is used to connect the piston rod 2 and the support base 51, the positioning member 53 can be eliminated, and the inner hole size of the movable member 4 in the free state and the size of the opening 41 can be adjusted to allow the movable member 4 to pass through the position limiting member 52.

[0102] According to some embodiments of the present invention, referring to Figure 1 、 Figure 9 and Figure 10 The shock absorber 100 also includes an anti-vibration sleeve 7, which is mounted on the piston rod 2 and located on the side of the limiter 52 away from the support seat 51. The shock absorber 100 achieves increased restoring damping by connecting a first-stage hydraulic buffer device in series. During the wheel's downward movement and the shock absorber 100's restoring stroke (i.e., the first position), the buffer cylinder sleeve 30 moves downward, and the movable member 4 and the buffer cylinder sleeve 30 form a buffer chamber 6, creating the conditions for generating buffer damping. At this point, the damping of the shock absorber 100 is the sum of the basic valve system damping and the buffer damping. When a vehicle passes over a speed bump or a road with large impact at a high speed (for example, 25 km / h to 35 km / h), the vehicle will experience a significant downward impact. At this time, the shock absorber 100 basically moves to the downward limit position, the recovery stroke valve system has insufficient attenuation energy, and the remaining energy is expressed as impact energy. The anti-vibration sleeve 7 absorbs and buffers the above-mentioned force, reducing the impact force transmitted to the vehicle body and the impact force felt by the driver and passengers, thereby improving the driving and riding experience of the vehicle using the above-mentioned shock absorber 100, and further improving the market competitiveness of the vehicle.

[0103] A vibration reduction system (not shown) according to an embodiment of a third aspect of the present invention includes the vibration reducer 100 according to the embodiment of the second aspect of the present invention.

[0104] According to the vibration reduction system of the embodiment of the present invention, the use of the above-mentioned vibration reducer 100 helps to improve the stability of the vibration reduction system and improve the applicability of the vibration reduction system.

[0105] A vehicle according to a fourth embodiment of the present invention (not shown) includes the shock absorber 100 according to the second embodiment of the present invention, or the vibration reduction system according to the third embodiment of the present invention.

[0106] Vehicles according to embodiments of the present invention employing the aforementioned shock absorber 100 or shock absorption system effectively reduce the effects of vibration and impact on the vehicle, thereby improving driving safety in various road conditions. The system also reduces vehicle bouncing and shaking, enhancing ride comfort and driving stability. Furthermore, the system reduces wear and fatigue of various vehicle components caused by vibration, extending the service life of the vehicle frame, suspension system, body, and other components, and reducing damage and noise to interior trim and equipment caused by vibration.

[0107] The vibration reduction system and other components and operations of the vehicle according to the embodiment of the present invention are well known to those skilled in the art and will not be described in detail here.

[0108] In the description of the present invention, it should be understood that the terms "center", "length", "width", "thickness", "up", "down", "front", "back", "top", "bottom", "inside", "outside", "axial", "radial", "circumferential", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0109] In the description of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on the specific circumstances.

[0110] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0111] While 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 invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. A buffer cylinder sleeve (30), characterized in that: At least one throttle hole (311) is formed on the side wall of the buffer cylinder sleeve (30), and the throttle hole (311) penetrates the side wall of the buffer cylinder sleeve (30) in the radial direction of the buffer cylinder sleeve (30).

2. The buffer cylinder sleeve (30) according to claim 1, characterized in that: There are a plurality of throttle holes (311), and the plurality of throttle holes (311) are arranged at intervals along the axial direction of the buffer cylinder sleeve (30); and / or, The plurality of throttle holes (311) are arranged at intervals along the circumference of the buffer cylinder sleeve (30).

3. The buffer cylinder sleeve (30) according to claim 2, characterized in that: The plurality of throttle holes (311) are divided into at least one throttle hole group (31), the throttle hole group (31) includes the plurality of throttle holes (311), and the plurality of throttle holes (311) are spaced apart along the axial direction of the buffer cylinder sleeve (30).

4. The buffer cylinder sleeve (30) according to claim 3, characterized in that: At least two of the plurality of throttling holes (311) have different apertures.

5. The buffer cylinder sleeve (30) according to claim 3, characterized in that: The first axial end of the buffer cylinder sleeve (30) is suitable for fixed connection, and the movable member (4) can be moved into the buffer cylinder sleeve (30) through the second axial end of the buffer cylinder sleeve (30) and can be moved along the axial direction of the buffer cylinder sleeve (30); The throttle hole (311) closest to the first end among the multiple throttle holes (311) is a first throttle hole, and the movable part (4) can block the first throttle hole during the movement process in the buffer cylinder sleeve (30).

6. The buffer cylinder sleeve (30) according to claim 3, characterized in that: The first axial end of the buffer cylinder sleeve (30) is suitable for fixed connection. In the axial direction of the buffer cylinder sleeve (30) and in a direction away from the first end, the minimum distance between the plurality of throttle holes (311) of the throttle hole group (31) gradually increases.

7. The buffer cylinder sleeve (30) according to claim 1, characterized in that The aperture of the throttling hole (311) is Φ, wherein Φ satisfies: 0.6 mm ≤ Φ ≤ 1.4 mm.

8. The buffer cylinder sleeve (30) according to any one of claims 1 to 7, characterized in that: The first axial end of the buffer cylinder sleeve (30) is suitable for fixed connection, and the outer diameter of the buffer cylinder sleeve (30) gradually decreases in the axial direction of the buffer cylinder sleeve (30) in a direction away from the first end.

9. The buffer cylinder sleeve (30) according to claim 8, characterized in that: Part of the side wall of the buffer cylinder sleeve (30) is recessed toward the center of the buffer cylinder sleeve (30) to form a groove (32), the groove (32) extends along the axial direction of the buffer cylinder sleeve (30), and the throttling hole (311) is formed on the bottom wall of the groove (32).

10. The buffer cylinder sleeve (30) according to claim 9, characterized in that: A plurality of reinforcing ribs are provided on the outer circumferential surface of the buffer cylinder sleeve (30), and along the circumference of the buffer cylinder sleeve (30), the grooves (32) and the plurality of reinforcing ribs are arranged in a staggered manner.

11. The buffer cylinder sleeve (30) according to claim 10, characterized in that: The plurality of reinforcing ribs include a plurality of first reinforcing ribs (33), the plurality of first reinforcing ribs (33) are arranged at intervals along the circumference of the buffer cylinder sleeve (30), and each first reinforcing rib (33) extends along the axial direction of the buffer cylinder sleeve (30); In the axial direction of the buffer cylinder sleeve (30), in a direction away from the first end, the thickness of each first reinforcing rib (33) in the radial direction of the buffer cylinder sleeve (30) gradually increases; and / or A protrusion (35) is provided on a side of each first reinforcing rib (33) away from the first end.

12. The buffer cylinder sleeve (30) according to claim 10, characterized in that: The plurality of reinforcing ribs include a plurality of second reinforcing ribs (34), the plurality of second reinforcing ribs (34) are spaced apart along the axial direction of the buffer cylinder sleeve (30), and each second reinforcing rib (34) extends along the circumference of the buffer cylinder sleeve (30). In the axial direction of the buffer cylinder sleeve (30), the thickness of each second reinforcing rib (34) in the radial direction of the buffer cylinder sleeve (30) gradually increases in a direction away from the first end.

13. A shock absorber (100), characterized in that: It comprises a buffer cylinder sleeve (30) according to any one of claims 1 to 12.

14. The vibration absorber (100) according to claim 13, characterized in that include: A cylinder body (1), wherein a receiving chamber (11) is defined in the cylinder body (1); A piston rod assembly, one end of the piston rod assembly extends into the accommodating cavity (11), the piston rod assembly is movable relative to the cylinder body (1) along the axial direction of the piston rod, the buffer cylinder sleeve (30) is sleeved on the piston rod assembly, and at least a portion of the outer peripheral surface of the buffer cylinder sleeve (30) is spaced apart from the inner surface of the cylinder body (1); The movable part (4) is driven by the piston rod assembly to move axially along the buffer cylinder sleeve (30); the movable part (4), the piston rod assembly and the buffer cylinder sleeve (30) define a buffer chamber (6) together; the buffer chamber (6) can be communicated with the accommodating chamber (11) through the throttle hole (311) of the buffer cylinder sleeve (30).

15. The vibration absorber (100) according to claim 14, characterized in that The piston rod assembly comprises a piston rod (2) and a limiting assembly (5); the movable part (4) is movably sleeved on the piston rod (2); the limiting assembly (5) is fixed on the piston rod (2); and the limiting assembly (5) is used to limit the axial movement range of the movable part (4) on the piston rod (2).

16. The vibration absorber (100) according to claim 14, characterized in that An opening (41) is formed on the movable part (4), and two ends of the opening (41) respectively penetrate the inner circumference and the outer circumference of the movable part (4).

17. The vibration absorber (100) according to claim 16, characterized in that The opening (41) extends non-linearly along the radial direction of the piston rod (2).

18. The vibration absorber (100) according to claim 15, characterized in that The limiting assembly (5) comprises a support seat (51) and a limiting member (52), wherein the support seat (51) and the limiting member (52) are arranged on the piston rod (2) at intervals from each other along the axial direction of the piston rod (2), and the movable member (4) is movable between the support seat (51) and the limiting member (52) along the axial direction of the piston rod (2).

19. The vibration absorber (100) according to claim 18, characterized in that The first axial end of the buffer cylinder sleeve (30) is suitable for being fixedly connected to the cylinder body (1), the throttle hole (311) closest to the first end is a first throttle hole, and when the movable part (4) abuts against the limiting part (52), the movable part (4) blocks the first throttle hole of the buffer cylinder sleeve (30); When the movable part (4) is separated from the limiting part (52), the accommodating chamber (11) is connected to the buffer chamber (6) through the throttle hole (311) of the buffer cylinder sleeve (30) and the gap between the movable part (4), the limiting assembly (5) and the piston rod (2).

20. The vibration absorber (100) according to claim 19, characterized in that The inner side wall of the movable part (4) is provided with a plurality of mating protrusions (42), the plurality of mating protrusions (42) are guided and matched with the outer peripheral surface of the piston rod (2), and two adjacent mating protrusions (42) are spaced apart from each other to define a communication channel (43). When the movable member (4) abuts against the limiting member (52), the limiting assembly (5) blocks the communicating channel (43); When the movable member (4) is separated from the limiting member (52), the accommodating chamber (11) is communicated with the buffer chamber (6) through the throttle hole (311) and the communicating channel (43).

21. The vibration absorber (100) according to claim 20, characterized in that Along the axial direction of the movable part (4), one side of the matching protrusion (42) has a step portion (421). The movable member (4) is suitable for abutting against the support seat (51) via the step portion (421).

22. The vibration absorber (100) according to claim 20, characterized in that A plurality of shrinkage holes (44) are formed on the movable part (4), and the plurality of shrinkage holes (44) are respectively opposite to the plurality of matching protrusions (42).

23. The vibration absorber (100) according to claim 22, characterized in that Perpendicular to the axial direction of the piston rod (2), the cross-sectional area of the minimum area between the support seat (51) and the buffer cylinder sleeve (30) is S1, the cross-sectional area of the maximum area between the movable part (4) and the support seat (51) is S2, the outer diameter of the support seat (51) is d1, the inner diameter of the buffer cylinder sleeve (30) is D2, and the minimum distance between the movable part (4) and the support seat (51) in the axial direction of the piston rod (2) is t, and S1, S2, d1 and t satisfy: S1=π(D2 2 -d1 2 ) / 4, S2=π×d1×t, S1≥S2.

24. The vibration absorber (100) according to claim 23, characterized in that The S1 and S2 satisfy: S1 ≥ S2 > the total area of the inner wall of the movable part (4) ≥ the total area of the throttle hole (311) on the buffer cylinder sleeve (30).

25. The vibration absorber (100) according to claim 18, characterized in that Also includes: A positioning member (53), wherein the support seat (51) is arranged on the piston rod (2) through the positioning member (53).

26. The vibration absorber (100) according to any one of claims 18 to 25, characterized in that Also includes: An anti-vibration sleeve (7), the anti-vibration sleeve (7) is sleeved on the piston rod (2), and the anti-vibration sleeve (7) is located on a side of the limiting member (52) away from the support seat (51).

27. A vibration reduction system, characterized in that: Comprising a vibration absorber (100) according to any one of claims 13-26.

28. A vehicle, characterized in that: The invention comprises a vibration absorber (100) according to any one of claims 13 to 26, or a vibration reduction system according to claim 27.

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