Electric vehicle bidirectional cushioning shock absorber

Abstract

This invention discloses a bidirectional shock absorber for electric vehicles, belonging to the field of electric vehicle technology. The shock absorber includes a double-layered cylindrical body with an internal sliding cavity to accommodate a piston rod and a piston body. Uniquely, the piston rod and the cylindrical body are connected by a universal joint, allowing the piston rod to tilt in any direction. Simultaneously, multiple piston rod sections are connected by a second universal joint, ensuring that the piston body maintains axial sliding within the internal sliding cavity even when tilted, thus maintaining the system's sealing. The double-layered cylindrical body design not only enhances structural strength but also expands the buffer area. Combined with the synergistic effect of hydraulic oil and springs, it further improves the shock absorption effect. In terms of working principle, this shock absorber effectively absorbs and mitigates axial and lateral impacts from the road surface. Through the coordinated adjustment of the universal joint and the buffer sleeve, the vehicle can maintain stable driving even when facing complex road conditions, significantly improving ride comfort and driving safety.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle technology, and more specifically to a shock absorber for bidirectional buffering in electric vehicles. Background Technology

[0002] In the electric vehicle industry, shock absorbers are standard equipment. Their traditional design often includes only a single sliding cavity. This structure limits the installation space for the elastic element, thus restricting the shock absorber's performance in absorbing and mitigating vibrations, often failing to achieve the desired cushioning effect. Furthermore, shock absorbers on electric vehicles are mostly directly exposed to the external environment, making them susceptible to accidental side impacts during driving. The impact force of such impacts often acts laterally on the middle of the shock absorber. Since the shock absorber's design principle relies on the axial sliding of the piston rod within the cylinder for damping, such impacts are likely to cause compression deformation at the connection between the piston rod and the cylinder.

[0003] Once compression deformation occurs, it not only directly affects the normal buffering function of the shock absorber, but for shock absorbers that use hydraulic oil as the damping medium, it may also cause oil leakage due to cylinder deformation.

[0004] In view of the above problems, the present invention proposes a shock absorber with lateral damping capability. Summary of the Invention

[0005] In view of the above-mentioned technical deficiencies, the purpose of this invention is to provide a bidirectional buffer shock absorber with lateral damping capability.

[0006] To solve the above-mentioned technical problems, the present invention adopts the following technical solution: The present invention provides a shock absorber for bidirectional buffering of electric vehicles, comprising: A cylindrical body, wherein the interior of the cylindrical body is provided with an inner sliding cavity; A piston rod, one end of which extends into an inner sliding cavity and is fixed with a plug body. The inner sliding cavity is provided with a buffer component to support the plug body. The inner sliding cavity is equipped with a universal ball at its opening, and the universal ball and the opening of the inner sliding cavity are connected by a spherical surface. The piston rod passes through the universal ball and can slide within it. The end of the piston rod is connected to the plug body through a first universal joint. The piston rod has a multi-section structure, and adjacent piston rod sections are connected by a second universal joint. Each piston rod section is connected to the inner sliding cavity with a buffer sleeve.

[0007] Preferably, the cylinder includes an inner cylinder and an outer cylinder, the inner sliding cavity is formed in the inner cylinder, and an outer sliding cavity is provided between the inner cylinder and the outer cylinder, the outer sliding cavity being in communication with the inner sliding cavity.

[0008] Preferably, the inner cylinder has an opening at the end away from the universal ball, and the inner sliding cavity communicates with the outer sliding cavity through this opening. A sealing ring is slidably installed inside the outer sliding cavity, and hydraulic oil is injected into the space between the sealing ring and the plug. A first spring is installed inside the outer sliding cavity, and the first spring abuts against the sealing ring.

[0009] Preferably, the piston rod has a double-section structure, and each section of the piston rod has a buffer sleeve at the end near the second universal joint.

[0010] Preferably, the buffer sleeve includes a support sleeve fixed on the inner cylinder, the support sleeve has an annular groove inside, and a plurality of buffer balls are arranged circumferentially inside the annular groove. The buffer balls abut against the piston rod, and the buffer balls and the piston rod are in a rolling connection. A plurality of disc-shaped springs are installed inside the annular groove, and the disc-shaped springs abut against the buffer balls.

[0011] Preferably, both the first universal joint and the second universal joint include a ball and a ball sleeve, with the ball sleeve fitted onto the ball. The ball and ball sleeve of the first universal joint are respectively connected to the piston rod and the piston body, and the ball and ball sleeve of the second universal joint are respectively connected to the two sections of the piston rod.

[0012] Preferably, a first connector is installed at the end of the piston rod, and a second connector is installed at the end of the cylinder.

[0013] Preferably, a second spring is sleeved around the piston rod extending outside the cylinder, with one end of the second spring connected to the first connecting body and the other end connected to the cylinder.

[0014] Preferably, both the first connecting body and the end of the cylinder are provided with a retaining plate, and the two ends of the second spring are respectively engaged with the two retaining plates.

[0015] The beneficial effects of this invention are as follows: This invention incorporates a universal ball joint at the connection point between the piston rod and the cylinder. This design allows the piston rod to tilt in any direction. Furthermore, the multi-section piston rod ensures that the plug slides axially within the inner cavity even when tilted, maintaining the system's sealing performance.

[0016] Furthermore, this invention incorporates a buffer sleeve on the piston rod. This not only provides a straight-line holding force in the piston rod's natural state, ensuring its straight extension during normal operation, but also applies a reverse corrective force promptly when the piston rod bends, helping it return to a straight state.

[0017] The cylinder in this invention adopts a double-layer structure design, which not only increases the strength of the structure but also significantly expands the space of the buffer area, thereby improving the buffering effect. When the piston rod or the plug body is displaced, the hydraulic oil in the inner and outer sliding chambers and the first spring will work together to generate a pulling force on the plug body. This pulling force not only helps to stabilize the position of the plug body but also further assists in correcting the piston rod. Attached Figure Description

[0018] Figure 1 This is an internal diagram of the shock absorber.

[0019] Figure 2 This is an internal view of the cylinder of the present invention.

[0020] Figure 3 This is a partial sectional view of the interior of the cylinder of the present invention.

[0021] Figure 4 This is a cross-sectional view of the cylindrical body of the present invention.

[0022] Figure 5 For the present invention Figure 1 Enlarged view of point A in the image.

[0023] Figure 6 For the present invention Figure 1 Enlarged view of point B in the image.

[0024] Figure 7 This is a schematic diagram of the shock absorber of the present invention.

[0025] In the picture: 1. Cylinder body; 101. Inner sliding cavity; 102. Outer sliding cavity; 103. Inner cylinder; 104. Outer cylinder; 2. Piston rod; 3. Universal ball; 4. Buffer sleeve; 401. Support sleeve; 402. Disc-shaped spring; 403. Buffer ball; 5. Sealing ring; 6. Plug body; 7. First universal joint; 8. Second universal joint; 9. First spring; 10. Ball; 11. Second spring; 12. First connecting body; 13. Second connecting body; 14. Ball sleeve. Detailed Implementation

[0026] The present invention is illustrated below with specific embodiments, but these are not intended to limit the invention.

[0027] Example 1 like Figures 1-7As shown in this embodiment, a bidirectional shock absorber for electric vehicles is provided, including a cylinder 1 and a piston rod 2. The cylinder 1 has an inner sliding cavity 101 with an opening at one end. In this embodiment, the cross-sectional shape of the inner sliding cavity 101 is circular. One end of the piston rod 2 extends into the inner sliding cavity 101 and is fixed with a plug 6. During the cyclical movement of the piston rod 2 and the plug 6 within the inner sliding cavity 101, the plug 6 initially exists in a cylindrical shape. When the plug 6 enters the inner sliding cavity 101, its diameter shrinks under the tight compression of the inner wall of the inner sliding cavity 101, becoming smaller than its initial diameter. This change in diameter improves the fit and sealing effect between the plug 6 and the inner wall of the inner sliding cavity 101. The inner sliding cavity 101 has a buffer component that supports the plug 6. This buffer mechanism can be designed in various forms, including using an elastomer, gas, or liquid as the buffer component. If an elastomer is used as the buffer medium, when the plug 6 moves into the inner sliding cavity 101, it compresses the elastomer, which then generates a reaction force opposite to the direction of the plug 6's movement. This reaction force effectively slows down the movement speed of the plug 6 and the piston rod 2, achieving a buffering effect. When the buffer component is gas or liquid, the situation is similar, but the principle is slightly different. As the plug 6 advances into the inner sliding cavity 101, it compresses the internal gas or liquid, forcing these media to change volume. During this process, the gas or liquid exerts a reaction force on the plug 6 opposite to the direction of movement, similarly providing a buffering effect for the plug 6 and the piston rod 2.

[0028] A universal ball 3 is installed at the opening of the inner sliding cavity 101. The universal ball 3 and the opening of the inner sliding cavity 101 are connected by a spherical surface. The piston rod 2 passes through the universal ball 3 and can slide within it. The design of the piston rod 2 allows it to tilt in any direction with the center of the universal ball 3 as the base point. This characteristic gives the cylinder 1 and the piston rod 2 flexible bending and deformation capabilities. When the middle of the shock absorber encounters a lateral impact force, the piston rod 2 can quickly and smoothly undergo a yielding deformation. This deformation mechanism effectively disperses the impact force, protecting the connection area between the rod and the opening of the inner sliding cavity 101, and significantly reducing the risk of deformation of the opening of the inner sliding cavity 101 due to force. The end of the piston rod 2 is connected to the plug body 6 through a first universal joint 7. The piston rod 2 has a multi-section structure, and adjacent piston rod sections 2 are connected by a second universal joint 8. The first universal joint 7 ensures that the rotation between the piston rod section 2 connected to the plug body 6 and the plug body 6 can be in any direction. The second universal joint 8 ensures that adjacent piston rod sections 2 can rotate and tilt relative to each other. Each piston rod section 2 is connected to the inner sliding cavity 101 with a buffer sleeve 4. The outer side of the buffer sleeve 4 is fixed to the side wall of the inner sliding cavity 101, and the inner side of the buffer sleeve 4 is designed to abut against the piston rod 2, which can apply balanced pressure to a specific section of the piston rod 2 from all directions. This pressure ensures that the piston rod 2 remains in a centered position in the inner sliding cavity 101, that is, in its natural state, the axis of the piston rod 2 is perfectly aligned with the axis of the inner sliding cavity 101. Once the piston rod 2 tilts, the pressure applied by the buffer sleeve 4 will immediately act on the piston rod 2 as a restoring force, pushing the piston rod 2 back to its initial state, aligned with the axis of the inner sliding cavity 101.

[0029] Example 2 like Figures 1-7 As shown, based on Embodiment 1, this embodiment provides a double-cylinder structure cylinder 1, as detailed below: The cylinder 1 includes an inner cylinder 103 and an outer cylinder 104. The combination of the inner cylinder 103 and the outer cylinder 104 significantly increases the damper's buffer stroke. By expanding the buffer space, this damper can more effectively absorb and disperse impacts and vibrations from the road surface, thereby significantly improving the overall buffering effect. The inner sliding cavity 101 is opened in the inner cylinder 103, and an outer sliding cavity 102 is provided between the inner cylinder 103 and the outer cylinder 104. The outer sliding cavity 102 is connected to the inner sliding cavity 101, and buffer components can be installed inside both the outer sliding cavity 102 and the inner sliding cavity 101. These buffer elements can directly act on the piston body 6 and the piston rod 2, further enhancing the damper's ability to absorb impacts and vibrations.

[0030] The inner cylinder 103 has an opening at the end furthest from the universal ball 3, and the inner sliding cavity 101 communicates with the outer sliding cavity 102 through this opening. A sealing ring 5 is slidably installed inside the outer sliding cavity 102, and hydraulic oil is injected into the space between the sealing ring 5 and the plug 6. This shock absorber integrates the inner sliding cavity 101 and the outer sliding cavity 102, which are interconnected at their ends and filled with hydraulic oil. When the shock absorber is subjected to pressure, the hydraulic oil flows between the inner sliding cavity 101 and the outer sliding cavity 102, and this flow process itself plays a certain role in buffering. When the shock absorber is subjected to reverse pressure, hydraulic oil flows from the inner slide cavity 101 to the outer slide cavity 102. During this process, the flow resistance of the hydraulic oil increases significantly, thereby effectively enhancing the shock absorption effect and further improving the absorption capacity of shocks and vibrations. During the reverse movement, the flow resistance of the hydraulic oil increases, thus playing a buffering role. A first spring 9 is installed inside the outer slide cavity 102, and the first spring 9 abuts against the sealing ring 5. This shock absorber combines the dual buffering mechanism of the first spring 9 and hydraulic oil. When subjected to pressure, the first spring 9 is first triggered to compress, and in this initial stage, the first spring 9 undertakes the main buffering role. As the first spring 9 gradually compresses, it further compresses the cavity space where the hydraulic oil is located, resulting in a reduction in the volume of the hydraulic oil. It is worth noting that the compression of the shock absorber is proportional to the pressure that needs to be applied. That is, the greater the compression, the greater the resistance that needs to be overcome (including the reaction force of the first spring 9 and the pressure generated when the hydraulic oil is compressed), thus achieving a more significant buffering effect.

[0031] The buffer sleeve 4 includes a support sleeve 401 fixed to the inner cylinder 103. The support sleeve 401 has an annular groove inside, and multiple buffer balls 403 are arranged circumferentially inside the annular groove. The buffer balls 403 abut against the piston rod 2, and the buffer balls 403 and piston rod 2 are in a rolling connection. Multiple disc-shaped springs 402 are installed inside the annular groove, and the disc-shaped springs 402 abut against the buffer balls 403. In this embodiment, a design of six buffer balls 403 is used. These buffer balls 403 are arranged to achieve multi-directional support for the piston rod 2. This layout not only enhances the stability of the structure but also significantly reduces the resistance encountered by the piston rod 2 during axial sliding through the rolling contact between the buffer balls 403 and the piston rod 2. Therefore, the piston rod 2 can easily slide axially back and forth in the inner sliding cavity 101.

[0032] Example 3 like Figures 1-7 As shown, based on Embodiment 1 and Embodiment 2, this embodiment provides a connection method for the piston rod 2, as detailed below: The piston rod 2 has a double-section structure. Each piston rod 2 has a buffer sleeve 4 at one end near the second universal joint 8. The two buffer sleeves 4 apply support force to the two piston rod sections 2 respectively, so that the piston rod 2 has a support effect under normal conditions. Moreover, when the shock absorber is subjected to axial pressure, the piston rod 2 will also be subjected to lateral support. Only when the shock absorber receives lateral impact force will the piston rod 2 deform laterally. After deformation, it will immediately return to the initial state under the support of the buffer sleeve 4.

[0033] Both the first universal joint 7 and the second universal joint 8 include a ball 10 and a ball sleeve 14. The ball sleeve 14 is fitted onto the ball 10. The ball 10 and ball sleeve 14 of the first universal joint 7 are respectively connected to the piston rod 2 and the piston body 6. The ball 10 and ball sleeve 14 of the second universal joint 8 are respectively connected to the two sections of the piston rod 2. The connection between the ball 10 and the ball sleeve 14 ensures that the piston rod 2 can be bent in any direction and that the piston rod 2 itself also has a bending function.

[0034] The piston rod 2 is equipped with a first connector 12 at its end and a second connector 13 at its end. The first connector 12 is connected to the wheel assembly and the second connector 13 is connected to the vehicle body, thereby achieving a shock absorption effect.

[0035] A second spring 11 is sleeved around the piston rod 2, which extends out of the cylinder 1. One end of the second spring 11 is connected to the first connecting body 12, and the other end is connected to the cylinder 1. The design of the second spring 11 cleverly integrates shock absorption and correction functions. When the shock absorber encounters a lateral impact force, causing a non-perpendicular angular displacement between the piston rod 2 and the cylinder 1, the second spring 11 can not only effectively absorb and mitigate the vibration caused by this impact force, but also automatically correct the piston rod 2 through its elastic force, ensuring the correct alignment between the piston rod 2 and the cylinder 1, thereby maintaining the stability of the shock absorber.

[0036] Both the first connecting body 12 and the end of the cylinder 1 are provided with a retaining plate. The two ends of the second spring 11 are respectively engaged with the two retaining plates. The two retaining plates can fix the second spring 11 and prevent the second spring 11 from falling off.

[0037] Working principle: The installation of this shock absorber securely connects the first connector 12 to the wheel assembly, while the second connector 13 is mounted on the vehicle's frame structure. When the vehicle travels on uneven roads and encounters bumps or vibrations, the piston rod 2 inside the shock absorber responds by sliding axially inward along the cylinder 1. During this process, the synergistic action of the first spring 9, the second spring 11, and the hydraulic oil provides axial damping and cushioning, effectively absorbing and mitigating the impact from the road surface.

[0038] When faced with lateral impact, the piston rod 2 of the shock absorber can rotate slightly around the center point of the universal ball 3, allowing the two sections of piston rod 2 to tilt slightly under force. This allows the shock absorber to adapt to and absorb impacts in multiple dimensions, enhancing its overall shock absorption capacity. Simultaneously, when the piston rod 2 tilts, it presses against the buffer sleeves 4 on both sides, triggering the correction mechanism of the buffer balls 403 inside the buffer sleeves 4. These buffer balls 403 apply a reverse corrective force to the piston rod 2, causing it to quickly return to a straight state, thus adjusting the state of the shock absorber.

[0039] Finally, it should be noted that the above embodiments are only used to illustrate and not limit the technical solutions of the present invention. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the present invention without departing from the spirit and scope of the present invention. Any modifications or partial substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A shock absorber for bidirectional buffering in electric vehicles, characterized in that, include: The cylinder (1) has an inner sliding cavity (101) inside. A piston rod (2) has one end extending into an inner sliding cavity (101) and a plug (6) fixed thereon. The inner sliding cavity (101) is provided with a buffer component that supports the plug (6). Among them, a universal ball (3) is installed at the opening of the inner sliding cavity (101). The universal ball (3) and the opening of the inner sliding cavity (101) are connected by a spherical surface. The piston rod (2) passes through the universal ball (3) and can slide in the universal ball (3). The end of the piston rod (2) is connected to the plug body (6) through a first universal joint (7). The piston rod (2) has a multi-section structure. Adjacent piston rod sections (2) are connected by a second universal joint (8). Each piston rod section (2) is connected to the inner sliding cavity (101) by a buffer sleeve (4).

2. The shock absorber for bidirectional buffering of electric vehicles according to claim 1, characterized in that, The cylinder (1) includes an inner cylinder (103) and an outer cylinder (104). The inner sliding cavity (101) is opened in the inner cylinder (103). An outer sliding cavity (102) is provided between the inner cylinder (103) and the outer cylinder (104). The outer sliding cavity (102) is connected to the inner sliding cavity (101).

3. The shock absorber for bidirectional buffering of electric vehicles according to claim 2, characterized in that, The inner cylinder (103) has an opening at one end away from the universal ball (3), and the inner sliding cavity (101) communicates with the outer sliding cavity (102) through this opening. A sealing ring (5) is slidably installed inside the outer sliding cavity (102). Hydraulic oil is injected into the space between the sealing ring (5) and the plug (6). A first spring (9) is installed inside the outer sliding cavity (102), and the first spring (9) abuts against the sealing ring (5).

4. A shock absorber for bidirectional buffering of electric vehicles according to claim 2, characterized in that, The piston rod (2) has a double-section structure, and each piston rod (2) has a buffer sleeve (4) at one end near the second universal joint (8).

5. A shock absorber for bidirectional buffering of electric vehicles according to claim 2, characterized in that, The buffer sleeve (4) includes a support sleeve (401) fixed on the inner cylinder (103). The support sleeve (401) has an annular groove inside. Multiple buffer balls (403) are arranged circumferentially inside the annular groove. The buffer balls (403) abut against the piston rod (2). The buffer balls (403) and the piston rod (2) are in a rolling connection. Multiple disc-shaped springs (402) are installed inside the annular groove. The disc-shaped springs (402) abut against the buffer balls (403).

6. A shock absorber for bidirectional buffering of electric vehicles according to claim 4, characterized in that, The first universal joint (7) and the second universal joint (8) both include a ball (10) and a ball sleeve (14). The ball sleeve (14) is fitted onto the ball (10). The ball (10) and ball sleeve (14) of the first universal joint (7) are respectively connected to the piston rod (2) and the plug (6). The ball (10) and ball sleeve (14) of the second universal joint (8) are respectively connected to the two sections of the piston rod (2).

7. A shock absorber for bidirectional buffering of electric vehicles according to claim 1, characterized in that, The piston rod (2) is equipped with a first connector (12) at its end and the cylinder (1) is equipped with a second connector (13) at its end.

8. A shock absorber for bidirectional buffering of electric vehicles according to claim 7, characterized in that, The piston rod (2) extends out of the cylinder (1) and is fitted with a second spring (11). One end of the second spring (11) is connected to the first connecting body (12), and the other end is connected to the cylinder (1).

9. A shock absorber for bidirectional buffering of electric vehicles according to claim 8, characterized in that, Both the first connecting body (12) and the cylinder (1) are provided with a retaining plate at their ends, and the two ends of the second spring (11) are respectively engaged with the two retaining plates.

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