A car shock absorber assembly with adaptive electronically controlled damping adjustment

Abstract

This invention relates to the technical field of automotive shock absorbers, and discloses an automotive shock absorber assembly with adaptive electronically controlled damping adjustment, including an oil reservoir, a piston slidably connected to the inner wall of the oil reservoir, and a piston rod fixedly connected to the outer end face of the piston. The beneficial effects of this invention are: by incorporating a buffer assembly and a force-draining assembly, not only can the buffer assembly absorb the impact force when the piston bottoms out, but the force-draining assembly can also dissipate residual energy after the piston bottoms out, preventing repeated oscillation of the buffer assembly, thus significantly improving the shock absorber assembly's impact resistance and operational reliability under extreme conditions; by incorporating a leak-proof assembly, not only can the leaking oil trigger the expansion block to expand when oil leakage occurs at the connection between the piston rod and the oil reservoir, automatically driving the sealing plate to close and form a sealing structure, but the seal can also be released after the oil leakage stops, restoring the shock absorber assembly to its normal operating state.

Description

Technical Field

[0001] This invention relates to the technical field of automotive shock absorbers, and more particularly to an automotive shock absorber assembly with adaptive electronically controlled damping adjustment. Background Technology

[0002] In recent years, with the continuous development of the automotive industry, users have increasingly higher requirements for vehicle driving comfort and handling stability. As a core component of the suspension system, the performance of the shock absorber directly affects the driving experience. Currently, some high-end models are equipped with adaptive electronically controlled damping adjustable shock absorbers, which can adjust the damping force in real time according to road conditions and vehicle posture, thus balancing comfort and handling to a certain extent.

[0003] In existing technologies, some adaptive electronically controlled damping shock absorbers are prone to piston bottoming out when the vehicle is driving on extremely rough roads or under aggressive driving conditions. The high-intensity impact force generated at the moment of bottoming out not only produces severe metallic impact noise, but may also cause permanent damage to the piston rod, piston, and even cylinder structure, thereby shortening the service life of the shock absorber. At the same time, during the bottoming out process, the piston rod and oil seal connection is subjected to huge radial impact and hydraulic pulsation, which can easily lead to a decrease in the sealing performance of the oil seal, resulting in oil leakage. Once oil leakage occurs, the damping force of the shock absorber will be greatly reduced, which will seriously affect the vehicle's driving stability and safety. Summary of the Invention

[0004] In view of the problems existing in the above-mentioned automotive shock absorber assemblies with adaptive electronic damping adjustment, the present invention is proposed.

[0005] Therefore, the purpose of this invention is to provide an automotive shock absorber assembly with adaptive electronically controlled damping adjustment.

[0006] To solve the above-mentioned technical problems, the present invention provides the following technical solution: including, Shock absorber assembly and electronically controlled damping adjustment component for achieving adaptive electronically controlled damping adjustment: The shock absorber assembly includes an oil reservoir, a piston slidably connected to the inner wall of the oil reservoir, and a piston rod fixedly connected to the outer end face of the piston. The piston and the inner wall of the oil reservoir are in sliding contact, the piston rod and the inner surface of the oil reservoir are in sliding contact, and a spring is installed at the connection between the piston rod and the oil reservoir. The electronically controlled damping adjustment component is used to collect vehicle driving condition signals in real time and adaptively adjust the hydraulic damping of the shock absorber. The electronically controlled damping adjustment component includes a condition sensor for detecting the vibration state of the road surface and the vehicle body, an electronic control unit for receiving sensor signals and outputting control commands, and an electronically controlled proportional damping valve installed at the oil flow channel of the oil reservoir for controlled adjustment of the oil flow cross-sectional area. It also includes a protective mechanism, which includes a buffer assembly for buffering the impact force when the piston hits the bottom, and a pressure relief assembly for releasing the pressure accumulated inside the buffer assembly after the piston hits the bottom. The buffer assembly includes a fixed plate fixedly connected to one end of the piston away from the piston rod, a sleeve fixedly connected to the other side of the fixed plate, a force-bearing block slidably connected to the inner wall of the sleeve, an inclined block integrally formed on the inner wall of the force-bearing block, and an irregularly shaped block conforming to the inclined surface contour of the inclined block.

[0007] As a preferred embodiment of the automotive shock absorber assembly with adaptive electronically controlled damping adjustment described in this invention, the buffer assembly further includes a positioning post fixedly connected to the outer surface of the fixed plate, a driven rod slidably connected to the inner surface of the positioning post, and a limiting groove penetrating the surface of the positioning post and used in conjunction with the irregular block.

[0008] As a preferred embodiment of the automotive shock absorber assembly with adaptive electronically controlled damping adjustment described in this invention, wherein: the irregularly shaped block is Z-shaped and slidably connected to the inner wall of the limiting groove; The positioning post and the driven rod are axially symmetrical, and the positioning post is slidably sleeved on the inclined contour surface of the irregular block.

[0009] As a preferred embodiment of the automotive shock absorber assembly with adaptive electronically controlled damping adjustment described in this invention, the force-dissipating component includes: a mounting groove fixedly connected to the outer end face of the piston rod, a rack disposed in the inner cavity of the mounting groove, a gear meshing with the outer surface of the rack, a cam ring fixedly connected to the inner surface of the gear, and a support plate fixedly connected to the inner wall of the mounting groove and used in conjunction with the cam ring.

[0010] In a preferred embodiment of the automotive shock absorber assembly with adaptive electronically controlled damping adjustment described in this invention, the outer end face of the driven rod extends through the inner cavity of the mounting groove and is fixedly connected to the outer end face of the rack. The outer surface of the driven rod slides in contact with the inner surface of the fixed disk, and the cam ring is rotatably connected to the outer surface of the support disk.

[0011] As a preferred embodiment of the automotive shock absorber assembly with adaptive electronically controlled damping adjustment described in this invention, the force relief component further includes a fixing frame fixedly connected to the inner wall of the mounting groove, multiple sets of connecting blocks hinged to the outer surface of the fixing frame, a transmission rod hinged to the outer end face of the connecting blocks, and a pulley fixedly connected to the through end of the transmission rod and used in conjunction with the cam ring.

[0012] As a preferred embodiment of the automotive shock absorber assembly with adaptive electronically controlled damping adjustment described in this invention, wherein: multiple sets of transmission rods are slidably connected to the inner surface of the support plate, and a tension spring is installed at the connection with the support plate; The pulley and the outer surface of the cam ring are in frictional contact, and the tension spring is used to drive the transmission rod to keep the pulley in contact with the raised contour surface of the cam ring.

[0013] As a preferred embodiment of the automotive shock absorber assembly with adaptive electronically controlled damping adjustment described in this invention, the protective mechanism further includes a leak-proof component for preventing oil leakage at the connection between the oil reservoir and the piston rod caused by the piston hitting the bottom. The leak-proof assembly includes an oil collection tray fixedly installed on the outer end face of the oil storage cylinder, a guide pipe connected to the bottom of the oil collection tray, a fixed sleeve connected to the bottom of the guide pipe, and an expansion block disposed in the inner cavity of the fixed sleeve.

[0014] As a preferred embodiment of the automotive shock absorber assembly with adaptive electronically controlled damping adjustment described in this invention, the anti-leakage component further includes a movable column slidably connected to the inner surface of the oil collection pan and used in conjunction with the oil collection pan, a synchronizing rod fixedly connected to the outer end face of the movable column, push rods respectively fixedly connected to both ends of the synchronizing rod, a connecting frame attached to the outer surface of the push rod, and sealing plates respectively hinged to both sides of the oil collection pan.

[0015] As a preferred embodiment of the automotive shock absorber assembly with adaptive electronically controlled damping adjustment described in this invention, the outer surface of the piston rod slides in contact with the inner surface of the oil collection plate, and the expansion block can expand rapidly upon contact with oil. The outer surface of the push rod slides in contact with the inner wall of the connecting frame. The two sets of connecting frames are respectively fixedly connected to the two sets of sealing plates on the side away from the piston rod. The two sets of sealing plates have through holes on the side close to the piston rod, and the radius of the through holes is slightly smaller than the radius of the piston rod to form an interference seal fit.

[0016] The beneficial effects of the present invention are as follows: by setting up a buffer component and a force relief component, not only can the impact force of the piston hitting the bottom be absorbed by the buffer component when the piston hits the bottom, but also the residual energy can be consumed by the force relief component after the piston hits the bottom, thus avoiding repeated oscillation of the buffer component, thereby significantly improving the shock absorber assembly's impact resistance and operational reliability under extreme working conditions. By setting up a leak-proof component, not only can the expansion block be triggered by the leaking oil when oil leakage occurs at the connection between the piston rod and the oil reservoir, thereby automatically driving the sealing plate to close and form a sealing structure, but the seal can also be released after the oil leakage stops, restoring the shock absorber assembly to its normal working state. This significantly reduces the risk of oil leakage caused by the piston bottoming out, while improving the reliability and service life of the shock absorber assembly under harsh working conditions. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Wherein: Figure 1 This is a schematic diagram of the overall structure of the present invention.

[0018] Figure 2 This is a schematic diagram of the internal structure of the oil storage cylinder in this invention.

[0019] Figure 3 This is a schematic diagram of the internal structure of the piston rod and buffer assembly in this invention.

[0020] Figure 4 For the present invention Figure 3 A magnified schematic diagram of the local structure at point A in the middle.

[0021] Figure 5 For the present invention Figure 3 A magnified schematic diagram of the local structure at point B.

[0022] Figure 6 This is a schematic diagram of the overall structure of the pressure relief component in this invention.

[0023] Figure 7 This is a schematic diagram of the overall structure of the leak-proof component in this invention.

[0024] Figure 8 This is a schematic diagram of the overall structure of the leak-proof component in this invention from another perspective.

[0025] Figure 9 This is a schematic diagram of the overall planar structure of the leak-proof component in this invention.

[0026] Figure 10 For the present invention Figure 9 A magnified schematic diagram of the local structure at point C.

[0027] In the diagram: 100, Shock absorber assembly; 110, Oil reservoir; 120, Piston; 130, Piston rod; 200, Protective mechanism; 210, Buffer assembly; 211, Fixed plate; 212, Sleeve; 213, Load-bearing block; 214, Inclined block; 215, Irregularly shaped block; 216, Positioning pin; 217, Driven rod; 218, Limiting groove; 220, Force relief assembly; 221, Mounting groove; 222. 223. Rack; 224. Gear; 225. Cam ring; 226. Support plate; 227. Fixing frame; 228. Connecting block; 229. Transmission rod; 230. Pulley; 231. Leak-proof assembly; 232. Oil collection tray; 233. Guide tube; 234. Fixing sleeve; 235. Expansion block; 236. Movable column; 237. Synchronizing rod; 238. Push rod; 239. Connecting frame; 230. Sealing plate. Detailed Implementation

[0028] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0029] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the invention. Therefore, the invention is not limited to the specific embodiments disclosed below.

[0030] Secondly, the term "one embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in different places in this specification does not necessarily refer to the same embodiment, nor is it a single or selective embodiment that is mutually exclusive with other embodiments.

[0031] Secondly, the present invention is described in detail with reference to the schematic diagrams. When detailing the embodiments of the present invention, for ease of explanation, the cross-sectional views illustrating the device structure may be partially enlarged, not according to the usual scale. Furthermore, the schematic diagrams are merely examples and should not limit the scope of protection of the present invention. In addition, actual fabrication should include three-dimensional spatial dimensions of length, width, and depth.

[0032] Example 1 Reference Figures 1-6 The first embodiment of the present invention provides an automotive shock absorber assembly with adaptive electronically controlled damping adjustment. This device includes a shock absorber assembly 100, an electronically controlled damping adjustment component, a buffer component 210, and a force-dissipating component 220.

[0033] Specifically, the shock absorber assembly 100 includes an oil reservoir 110, a piston 120 slidably connected to the inner wall of the oil reservoir 110, and a piston rod 130 fixedly connected to the outer end face of the piston 120. The piston 120 and the inner wall of the oil reservoir 110 are in sliding contact, the piston rod 130 and the inner surface of the oil reservoir 110 are in sliding contact, and a spring is installed at the connection between the piston rod 130 and the oil reservoir 110.

[0034] The oil reservoir 110 is made of high-strength seamless steel pipe, and its inner wall is precision honed with a surface roughness Ra of no more than 0.2μm. The piston 120 is made of aluminum alloy or steel, and its outer wall is fitted with wear-resistant guide rings and oil seal rings to maintain a seal when the inner wall of the oil reservoir 110 reciprocates. The piston rod 130 has a hollow structure and its surface is chrome-plated and hardened with a hardness of no less than HV800 to enhance wear resistance and corrosion resistance. The spring is a helical compression spring, which is sleeved on the outside of the piston rod 130 to provide a rebound force.

[0035] The electronically controlled damping adjustment component is used to collect vehicle driving condition signals in real time and adaptively adjust the hydraulic damping of the shock absorber. The electronically controlled damping adjustment component includes a condition sensor for detecting the vibration state of the road surface and vehicle body, an electronic control unit for receiving sensor signals and outputting control commands, and an electronically controlled proportional damping valve installed at the oil flow channel of the oil reservoir 110 for controlled adjustment of the oil flow cross-sectional area.

[0036] It should be noted that the operating condition sensors include, but are not limited to, vehicle acceleration sensors, suspension dynamic deflection sensors, steering angle sensors, and brake pressure sensors. The electronic control unit uses an MCU microcontroller, which has a Skyhook or PID control algorithm preset inside. It can calculate the target damping force based on the sensor signals and output the corresponding PWM current signal to the electronically controlled proportional damping valve. The electronically controlled proportional damping valve is a normally open or normally closed solenoid valve. By changing the position of the valve core, the flow cross-sectional area of ​​the oil is adjusted, thereby realizing the continuous adjustment of the damping force.

[0037] Furthermore, the protective mechanism 200 includes a buffer assembly 210 for buffering the impact force when the piston 120 hits the bottom, and a pressure relief assembly 220 for releasing the pressure accumulated inside the buffer assembly 210 after the piston 120 hits the bottom. The buffer component 210 and the pressure relief component 220 work together in a coordinated manner. When the bottom is reached, the buffer component 210 absorbs the impact energy and drives the pressure relief component 220 to move. After the bottom is reached, the pressure relief component 220 automatically resets and drives the buffer component 210 to return to its initial state.

[0038] Furthermore, the buffer assembly 210 includes a fixed plate 211 fixedly connected to one end of the piston 120 away from the piston rod 130, a sleeve 212 fixedly connected to the other side of the fixed plate 211, a force-bearing block 213 slidably connected to the inner wall of the sleeve 212, an inclined block 214 integrally formed on the inner wall of the force-bearing block 213, and an irregularly shaped block 215 conforming to the inclined contour of the inclined block 214.

[0039] The fixed plate 211 is fixed to the end face of the piston 120 by thread or welding. It has a through hole in the center for the driven rod 217 to pass through. The sleeve 212 has a cylindrical structure. Its inner wall is in clearance fit with the outer wall of the force block 213. The clearance is controlled between 0.05mm and 0.15mm. The end of the force block 213 protrudes from the outer end face of the sleeve 212. When the piston 120 approaches the bottom position, the force block 213 first contacts the end of the inner wall of the oil reservoir 110. The inclined angle of the inclined block 214 is preferably 30° to 45°, which is used to convert the axial movement of the force block 213 into the radial movement of the irregular block 215.

[0040] Furthermore, the buffer assembly 210 also includes a positioning post 216 fixedly connected to the outer surface of the fixed disk 211, a driven rod 217 slidably connected to the inner surface of the positioning post 216, and a limiting groove 218 penetrating the surface of the positioning post 216 and used in conjunction with the irregular block 215.

[0041] The positioning pins 216 are evenly distributed along the circumference of the fixed plate 211, and the number of them is preferably three or four. The inner hole of the positioning pin 216 is precisely slidably fitted with the outer wall of the driven rod 217. The limiting groove 218 extends along the axial direction of the positioning pin 216, and its width matches the thickness of the irregular block 215. The irregular block 215 is Z-shaped and slidably connected to the inner wall of the limiting groove 218. The positioning post 216 and the driven rod 217 are axially symmetrical, and the positioning post 216 is slidably sleeved on the inclined contour surface of the irregular block 215.

[0042] A spring is installed at the connection between the force-bearing block 213 and the driven rod 217.

[0043] Furthermore, the pressure relief assembly 220 includes a mounting groove 221 fixedly connected to the outer end face of the piston rod 130, a rack 222 disposed in the inner cavity of the mounting groove 221, a gear 223 meshing with the outer surface of the rack 222, a cam ring 224 fixedly connected to the inner surface of the gear 223, and a support plate 225 fixedly connected to the inner wall of the mounting groove 221 and used in conjunction with the cam ring 224.

[0044] The mounting groove 221 is opened along the axial direction of the piston rod 130. Its inner wall is precision machined to accommodate components such as rack 222, gear 223 and cam ring 224. The rack 222 is elongated, and the tooth profile on its outer surface matches the tooth profile of the gear 223. The module is preferably 0.5 to 1.0. The gear 223 is rotatably connected to the inner wall of the mounting groove 221 through a bearing. The cam ring 224 is coaxially fixedly connected to the gear 223. The outer circumferential surface of the cam ring 224 is machined with a periodically undulating protruding profile. The support plate 225 is fixed to the inner wall of the mounting groove 221 and has a guide hole for the transmission rod 228 to pass through.

[0045] Furthermore, the outer end face of the driven rod 217 extends into the inner cavity of the mounting groove 221 and is fixedly connected to the outer end face of the rack 222; The outer surface of the driven rod 217 slides in contact with the inner surface of the fixed plate 211, and the cam ring 224 is rotatably connected to the outer surface of the support plate 225.

[0046] Furthermore, the stress relief assembly 220 also includes a fixed frame 226 fixedly connected to the inner wall of the mounting groove 221, multiple sets of connecting blocks 227 hinged to the outer surface of the fixed frame 226, a transmission rod 228 hinged to the outer end face of the connecting block 227, and a pulley 229 fixedly connected to the through end of the transmission rod 228 and used in conjunction with the cam ring 224.

[0047] Among them, multiple sets of transmission rods 228 are slidably connected to the inner surface of the support plate 225, and tension springs are installed at the connection with the support plate 225; The outer surfaces of pulley 229 and cam ring 224 are in frictional contact, and the tension spring is used to drive the transmission rod 228 to drive pulley 229 to always fit against the raised contour surface of cam ring 224.

[0048] It should be noted that the fixing frame 226 has a circular or disc-shaped structure, and multiple sets of hinge seats are evenly distributed on its outer circumference. Each set of hinge seats is hinged to one end of a set of connecting blocks 227. The other end of the connecting blocks 227 is hinged to the inner end of the transmission rod 228. The outer end of the transmission rod 228 passes through the guide hole of the support plate 225 and is fixedly connected to the pulley 229. One end of the tension spring is fixed to the transmission rod 228 and the other end is fixed to the support plate 225. The preload of the tension spring ensures that the pulley 229 is always pressed against the outer circumference of the cam ring 224.

[0049] It should be explained that the frictional damping effect between the cam ring 224 and the pulley 229 can significantly reduce the repeated oscillations generated by the buffer assembly 210 during the reset process.

[0050] When using: First, the shock absorber assembly 100 is installed in the vehicle suspension system. The electronically controlled damping adjustment component collects road and vehicle vibration signals in real time. The electronic control unit outputs control commands to the electronically controlled proportional damping valve according to the preset algorithm to adjust the oil flow cross-sectional area and realize the adaptive adjustment of damping force. When the vehicle is driving on extremely bad road surfaces or under intense driving conditions, the piston 120 moves rapidly toward the bottom of the oil reservoir 110 under the action of huge impact force. When the piston 120 is close to the bottom position, the end of the force block 213 first contacts the end of the inner wall of the oil reservoir 110 and is subjected to a reverse thrust. After receiving a reverse thrust, the force-bearing block 213 slides along the inner wall of the sleeve 212 toward the direction of the fixed plate 211. During the sliding process of the force-bearing block 213, the inclined block 214 moves synchronously with the force-bearing block 213. The inclined contour of the inclined block 214 squeezes the irregular block 215 that is in contact with it, forcing the irregular block 215 to move radially along the limiting groove 218 toward the direction away from the axis of the positioning post 216. When the irregular block 215 moves, it pushes against the inner wall of the positioning post 216 through its Z-shaped structure, dispersing and transmitting part of the impact force to the driven rod 217, driving the driven rod 217 to move axially along the inner hole of the positioning post 216 toward the direction of the piston rod 130. When the driven rod 217 moves, its outer end face pushes the rack 222 to move synchronously along the inner wall of the mounting groove 221. During the movement of the rack 222, it meshes with the gear 223, driving the gear 223 and the cam ring 224 to rotate synchronously. When the cam ring 224 rotates, it squeezes each set of pulleys 229 in sequence through the raised contour of its outer circumference, driving the transmission rod 228 to overcome the tension of the tension spring and move radially away from the axis of the cam ring 224. The tension spring pulls the transmission rod 228 to make the pulleys 229 always close to the raised contour of the cam ring 224, thereby significantly reducing the rotational speed of the cam ring 224, so as to absorb and consume the energy generated during the impact in stages. After bottoming out, the piston 120 moves away from the bottom of the oil reservoir 110 under the action of the return spring. At the same time, the spring at the connection between the force block 213 and the driven rod 217 begins to release the accumulated elastic potential energy, pushing the force block 213 to slide outward. During this process, the driven rod 217 drives the rack 222 to move in the opposite direction, which in turn drives the gear 223 and the cam ring 224 to rotate in the forward direction. The pulley 229 slides along the raised contour of the cam ring 224 under the action of the tension spring, generating damping to consume residual energy. When the cam ring 224 rotates to the trough position, the internal pressure of the buffer assembly 210 is completely released, and it is no longer necessary to actively drive the reset through the force relief assembly.

[0051] In summary, by setting up the buffer assembly 210 and the pressure relief assembly 220, not only can the buffer assembly 210 absorb the impact force when the piston 120 hits the bottom, but the pressure relief assembly 220 can also dissipate the residual energy after the piston 120 hits the bottom, thus preventing the buffer assembly 210 from oscillating repeatedly. This significantly improves the shock absorber assembly 100's shock resistance and operational reliability under extreme working conditions.

[0052] Example 2 Reference Figures 7-10 This is the second embodiment of the present invention. The difference between this embodiment and the first embodiment is that this embodiment provides a leak-proof component 230 to prevent the piston 120 from hitting the bottom and causing oil leakage at the connection between the oil reservoir 110 and the piston rod 130.

[0053] Furthermore, the protective mechanism 200 also includes a leak-proof component 230 to prevent the piston 120 from hitting the bottom and causing oil leakage at the connection between the oil reservoir 110 and the piston rod 130.

[0054] The leak-proof component 230 includes an oil collection plate 231 fixedly installed on the outer end face of the oil reservoir 110, a guide tube 232 connected to the bottom of the oil collection plate 231, a fixing sleeve 233 connected to the bottom of the guide tube 232, and an expansion block 234 disposed in the inner cavity of the fixing sleeve 233.

[0055] The fixed sleeve 233 is provided with an oil outlet valve at its end for use with the expansion block 234.

[0056] It is worth noting that the oil collecting plate 231 has an annular groove structure, which is arranged around the outside of the connection between the piston rod 130 and the oil storage cylinder 110. A gap of 0.5mm to 1.5mm is left between the inner ring of the oil collecting plate 231 and the outer surface of the piston rod 130 to collect the oil leaking along the surface of the piston rod 130. One end of the guide tube 232 is connected to the lowest point of the oil collecting plate 231, and the other end is connected to the liquid inlet of the fixed sleeve 233 to guide the leaked oil to the inner cavity of the fixed sleeve 233. The expansion block 234 is made of oil-swellable rubber material, and its volume expansion rate is preferably 30% to 100%, which can cause significant volume expansion within a few minutes after contact with oil.

[0057] The expansion block 234 is made of an oil-swellable rubber material. This material uses EPDM rubber as the base rubber and introduces oleophilic components, including polyacrylate oil-absorbing resins and octadecyl methacrylate-butyl acrylate copolymer, through physical blending or chemical grafting. This allows it to absorb oil molecules and undergo significant volume expansion upon contact with mineral oil, hydraulic oil, or other oils. The volume expansion rate of the expansion block 234 is preferably 30%–150%, the expansion ratio is preferably 1.3–2.5 times, and the response time is preferably 1–10 minutes, enabling it to expand rapidly upon contact with oil and maintain an expanded state. To further optimize the expansion performance, reinforcing agents, semi-reinforcing carbon black N770 or silica, softeners, activators, antioxidants, accelerators, and vulcanizing agents may be added to the raw materials of the expansion block 234, followed by mixing and vulcanization processes.

[0058] Furthermore, the leak-proof component 230 also includes a movable column 235 that is slidably connected to the inner surface of the oil collection pan 231 and used in conjunction with the oil collection pan 231, a synchronizing rod 236 that is fixedly connected to the outer end face of the movable column 235, push rods 237 that are fixedly connected to both ends of the synchronizing rod 236, a connecting frame 238 that is attached to the outer surface of the push rod 237, and sealing plates 239 that are hinged to both sides of the oil collection pan 231.

[0059] Furthermore, the outer surface of the piston rod 130 slides in contact with the inner surface of the oil collection plate 231, and the expansion block 234 can expand rapidly after encountering oil; The outer surface of the push rod 237 slides in contact with the inner wall of the connecting frame 238. The two sets of connecting frames 238 are respectively fixedly connected to the side of the two sets of sealing plates 239 away from the piston rod 130. The side of the two sets of sealing plates 239 near the piston rod 130 is provided with through holes, and the radius of the through holes is slightly smaller than the radius of the piston rod 130 to form an interference seal fit.

[0060] It should be noted that the movable column 235 is horizontally set at the bottom of the oil collection plate 231, and it is horizontally set with the synchronous rod 236. The sealing plate 239 has a semi-circular arc plate structure, and a torsion spring is installed at its hinge end. This spring is used to drive the sealing plate 239 to open outward when there is no external force, so as to maintain the gap between it and the piston rod 130. When the two sets of sealing plates 239 are closed, the hole wall of the through hole will be tightly attached to the outer surface of the piston rod 130 to form an auxiliary seal.

[0061] When using: When the piston 120 hits the bottom, the huge impact force causes the oil seal at the connection between the piston rod 130 and the oil reservoir 110 to deform or be damaged instantly. The high-pressure oil leaks outward along the surface of the piston rod 130. The leaked oil first flows into the annular groove of the oil collection plate 231. Under its own gravity, the oil gathers along the bottom of the oil collection plate 231 and flows into the inner cavity of the fixed sleeve 233 through the guide tube 232. After the oil enters the fixed sleeve 233, it comes into contact with the expansion block 234. The expansion block 234 quickly absorbs the oil and expands in volume. During the expansion process, the volume of the expansion block 234 increases, which pushes the movable column 235 to move along the inner bottom wall of the oil collection plate 231. When the movable column 235 moves, it drives the synchronous rod 236 to move synchronously. The synchronous rod 236 then drives the push rods 237 at both ends of it to move synchronously. When push rod 237 moves, its lower end inclined surface slides relative to the inner wall of connecting frame 238. Due to the inclined surface design of push rod 237, connecting frame 238 moves towards piston rod 130 under the pushing action of push rod 237. Connecting frame 238 drives sealing plate 239 to swing inward synchronously around its hinge axis, so that the two sets of sealing plates 239 gradually close. When sealing plate 239 closes in place, the hole wall of its through hole is tightly attached to the outer surface of piston rod 130, thereby forming a second auxiliary sealing barrier on the outside of the original oil seal to prevent oil from leaking outward further. After the leakage of the oil reservoir 110 stops, the oil outlet valve at the end of the fixed sleeve 233 can be manually opened to allow the oil in the expansion block 234 to gradually precipitate out. The expansion block 234 shrinks in volume, the movable column 235 falls under the action of gravity, and the synchronous rod 236 and push rod 237 move synchronously. When the push rod 237 moves, its inclined surface releases the pushing action on the connecting frame 238, and the sealing plate 239 swings outward under the drive of the torsion spring at the hinge shaft, automatically opening to the initial position and restoring the normal working clearance between it and the piston rod 130.

[0062] In summary, by setting up the anti-leakage component 230, not only can the expansion block 234 be triggered by the leaking oil to expand when oil leakage occurs at the connection between the piston rod 130 and the oil reservoir 110, thereby automatically driving the sealing plate 239 to close and form a sealing structure, but the seal can also be released after the oil leakage stops, restoring the shock absorber assembly 100 to its normal working state. This significantly reduces the risk of oil leakage caused by the piston 120 bottoming out of the shock absorber assembly 100, while improving the reliability and service life of the shock absorber assembly 100 under harsh working conditions.

[0063] It is important to note that the constructions and arrangements of this application shown in several different exemplary embodiments are merely illustrative. Although only a few embodiments are described in detail in this disclosure, those who consult this disclosure will readily understand that many modifications are possible (e.g., changes in the size, dimensions, structure, shape, and proportions of various elements, as well as parameter values ​​(e.g., temperature, pressure, etc.), installation arrangements, use of materials, color, orientation, etc.) without substantially departing from the novel teachings and advantages of the subject matter described in this application. For example, an element shown as integrally formed may be composed of multiple parts or elements, the position of elements may be inverted or otherwise changed, and the nature or number or position of discrete elements may be altered or changed. Therefore, all such modifications are intended to be included within the scope of the invention. The order or sequence of any process or method steps may be changed or rearranged according to alternative embodiments. In the claims, any "device plus function" clause is intended to cover the structure described herein that performs the function, and not only structurally equivalent but also equivalent in structure. Other substitutions, modifications, alterations, and omissions may be made in the design, operation, and arrangement of the exemplary embodiments without departing from the scope of the invention. Therefore, the invention is not limited to the specific embodiments, but extends to various modifications that still fall within the scope of the appended claims. Furthermore, for the purpose of providing a concise description of exemplary embodiments, not all features of actual embodiments (i.e., those features not relevant to the currently considered best mode for carrying out the invention, or those features not relevant to implementing the invention) may be omitted.

[0064] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A vehicle shock absorber assembly with adaptive electronically controlled damping adjustment, comprising a shock absorber assembly (100) and an electronically controlled damping adjustment component for realizing adaptive electronically controlled damping adjustment, characterized in that: The shock absorber assembly (100) includes an oil reservoir (110), a piston (120) slidably connected to the inner wall of the oil reservoir (110), and a piston rod (130) fixedly connected to the outer end face of the piston (120). The piston (120) and the inner wall of the oil reservoir (110) are in sliding contact, the piston rod (130) and the inner surface of the oil reservoir (110) are in sliding contact, and a spring is installed at the connection between the piston rod (130) and the oil reservoir (110). The electronically controlled damping adjustment component is used to collect vehicle driving condition signals in real time and adaptively adjust the hydraulic damping of the shock absorber. The electronically controlled damping adjustment component includes a condition sensor for detecting the vibration state of the road surface and the vehicle body, an electronic control unit for receiving sensor signals and outputting control commands, and an electronically controlled proportional damping valve installed at the oil flow channel of the oil reservoir (110) for controlled adjustment of the cross-sectional area of ​​the oil flow. It also includes a protective mechanism (200), which includes a buffer assembly (210) for buffering the impact force when the piston (120) hits the bottom, and a pressure relief assembly (220) for releasing the pressure accumulated inside the buffer assembly (210) after the piston (120) hits the bottom. The buffer assembly (210) includes a fixed plate (211) fixedly connected to one end of the piston (120) away from the piston rod (130), a sleeve (212) fixedly connected to the other side of the fixed plate (211), a force-bearing block (213) slidably connected to the inner wall of the sleeve (212), an inclined block (214) integrally formed on the inner wall of the force-bearing block (213), and a shaped block (215) conforming to the inclined contour of the inclined block (214).

2. The automotive shock absorber assembly with adaptive electronically controlled damping adjustment according to claim 1, characterized in that: The buffer assembly (210) further includes a positioning post (216) fixedly connected to the outer surface of the fixed disk (211), a driven rod (217) slidably connected to the inner surface of the positioning post (216), and a limiting groove (218) penetrating the surface of the positioning post (216) and used in conjunction with the irregular block (215).

3. The automotive shock absorber assembly with adaptive electronically controlled damping adjustment according to claim 2, characterized in that: The irregular block (215) is Z-shaped and slidably connected to the inner wall of the limiting groove (218); The positioning post (216) and the driven rod (217) are axially symmetrical, and the positioning post (216) is slidably sleeved on the inclined contour surface of the irregular block (215).

4. The automotive shock absorber assembly with adaptive electronically controlled damping adjustment according to claim 3, characterized in that: The pressure relief assembly (220) includes a mounting groove (221) fixedly connected to the outer end face of the piston rod (130), a rack (222) disposed in the inner cavity of the mounting groove (221), a gear (223) meshing with the outer surface of the rack (222), a cam ring (224) fixedly connected to the inner surface of the gear (223), and a support plate (225) fixedly connected to the inner wall of the mounting groove (221) and used in conjunction with the cam ring (224).

5. The automotive shock absorber assembly with adaptive electronically controlled damping adjustment according to claim 4, characterized in that: The outer end face of the driven rod (217) extends into the inner cavity of the mounting groove (221) and is fixedly connected to the outer end face of the rack (222); The outer surface of the driven rod (217) slides in contact with the inner surface of the fixed disk (211), and the cam ring (224) is rotatably connected to the outer surface of the support disk (225).

6. The automotive shock absorber assembly with adaptive electronically controlled damping adjustment according to claim 4, characterized in that: The pressure relief assembly (220) further includes a fixed frame (226) fixedly connected to the inner wall of the mounting groove (221), multiple sets of connecting blocks (227) hinged to the outer surface of the fixed frame (226), a transmission rod (228) hinged to the outer end face of the connecting block (227), and a pulley (229) fixedly connected to the through end of the transmission rod (228) and used in conjunction with the cam ring (224).

7. The automotive shock absorber assembly with adaptive electronically controlled damping adjustment according to claim 6, characterized in that: Multiple sets of the transmission rods (228) are slidably connected to the inner surface of the support plate (225), and tension springs are installed at the connection with the support plate (225); The outer surfaces of the pulley (229) and the cam ring (224) are in frictional contact, and the tension spring is used to drive the transmission rod (228) to drive the pulley (229) to always fit against the raised contour surface of the cam ring (224).

8. The automotive shock absorber assembly with adaptive electronically controlled damping adjustment according to claim 1, characterized in that: The protective mechanism (200) also includes a leak-proof component (230) for preventing the piston (120) from hitting the bottom and causing oil leakage at the connection between the oil reservoir (110) and the piston rod (130). The leak-proof component (230) includes an oil collection plate (231) fixedly installed on the outer end face of the oil storage cylinder (110), a guide tube (232) connected to the bottom of the oil collection plate (231), a fixed sleeve (233) connected to the bottom of the guide tube (232), and an expansion block (234) disposed in the inner cavity of the fixed sleeve (233).

9. The automotive shock absorber assembly with adaptive electronically controlled damping adjustment according to claim 8, characterized in that: The leak-proof assembly (230) further includes a movable column (235) slidably connected to the inner surface of the oil collection tray (231) and used in conjunction with the oil collection tray (231), a synchronizing rod (236) fixedly connected to the outer end face of the movable column (235), push rods (237) fixedly connected to both ends of the synchronizing rod (236), a connecting frame (238) attached to the outer surface of the push rod (237), and sealing plates (239) hinged to both sides of the oil collection tray (231).

10. The automotive shock absorber assembly with adaptive electronically controlled damping adjustment according to claim 8, characterized in that: The outer surface of the piston rod (130) slides in contact with the inner surface of the oil collection plate (231), and the expansion block (234) can expand rapidly after encountering oil; The outer surface of the push rod (237) slides in contact with the inner wall of the connecting frame (238). The two sets of connecting frames (238) are respectively fixedly connected to the side of the two sets of sealing plates (239) away from the piston rod (130). The side of the two sets of sealing plates (239) close to the piston rod (130) is provided with through holes, and the radius of the through holes is slightly smaller than the radius of the piston rod (130) to form an interference seal fit.

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