A car shock absorber and its manufacturing method

Abstract

This invention discloses an automotive shock absorber and its manufacturing method, aiming to provide an automotive shock absorber with improved overall performance and reliability. The key technical features include a reservoir, a piston rod housed within the reservoir, a shock absorber sleeved on the outer end of the piston rod, a spring assembly sleeved on the outside of the reservoir, and a bracket assembly. The bracket assembly adopts an asymmetrical, non-collinear mounting hole layout, with two mounting holes on the same side staggered. The bracket assembly consists of a bracket and an inner liner, which are connected to the inner liner via eight sets of projection welding. The contact surfaces between the projections and the inner liner are uniform, and the welding is robust. This invention is applicable to the field of automotive shock absorber technology.

Description

Technical Field

[0001] This invention relates to the field of automotive shock absorber technology, and more specifically, to an automotive shock absorber and its manufacturing method. Background Technology

[0002] Traditional automotive shock absorbers have limitations in their mounting structure due to the conventional bracket assembly layout. The symmetrical and collinear mounting hole layout has poor compatibility with certain vehicle models, making it difficult to meet diverse vehicle design requirements. Furthermore, if the connection between the bracket and the inner liner is not secure enough, it can easily loosen or separate when subjected to vibrations and impacts during vehicle operation, affecting the normal operation of the shock absorber and even posing safety hazards. Summary of the Invention

[0003] In view of the shortcomings of the existing technology, the purpose of this invention is to provide an automotive shock absorber that improves overall performance and reliability.

[0004] To achieve the above objectives, the present invention provides the following technical solution: an automotive shock absorber, comprising a reservoir, a piston rod disposed within the reservoir, a shock absorber sleeved on the outer end of the piston rod, a spring assembly sleeved on the outer side of the reservoir, and a bracket assembly. The bracket assembly adopts an asymmetrical, non-collinear mounting hole layout, with two mounting holes on the same side staggered. The bracket assembly consists of a bracket and an inner liner. The bracket and the inner liner are connected by eight sets of projection welding, with uniform contact surfaces between the projections and the inner liner and a firm weld.

[0005] The present invention is further configured such that: after the bracket and the inner lining are welded together, four assembly through holes are integrally punched, the coaxiality tolerance of the through holes is no more than 0.2mm, when the bracket is pressed into the φ50.8 cylindrical surface, the minimum pressing friction force is no less than 3500N, and the weld points do not crack or fall off under pressure.

[0006] The present invention is further configured such that: the spring assembly includes a helical spring sleeved on the outside of the piston rod and a spring disc sleeved on the outside of the liquid reservoir, the outer edge of the spring disc is provided with a fully enclosed flange structure, and the inner ring of the spring disc is provided with a helical lift structure that matches the helical spring.

[0007] The invention is further configured such that: nine groove-shaped drainage holes are evenly opened on the outer ring of the spring disc, and the drainage holes are designed based on fluid mechanics and are used for drainage and corrosion prevention.

[0008] This application also provides a method for manufacturing an automotive shock absorber, comprising the following steps: S1. Stamping and forming of shock absorber parts: Select high-quality steel to stamp and form the bracket assembly blank, spring disc, top rubber assembly skeleton, reservoir, and piston rod components. After processing, remove sharp corners and burrs, stamp rounded corners to make a smooth arc transition, and use appropriate materials to process the helical spring. S2. Bracket assembly welding and precision machining: Align the bracket with the inner liner, so that the 8 sets of protrusions are evenly attached to the contact surface, and weld firmly using projection welding process. Punch 4 assembly through holes in one piece for the welded bracket assembly, and control the symmetry and coaxiality of the through holes to ≤0.2mm. After completion, perform pressure friction pretreatment to reserve assembly datum for subsequent testing. S3. Spring assembly and lubrication structure processing and assembly: The outer edge of the spring disc is machined with a full-enclosed flange, the inner ring is machined with a spiral lift structure, and nine running groove-shaped drainage holes are evenly punched on the outer ring. The piston rod, shock absorber, spring disc, spiral spring and bracket assembly are assembled in sequence to complete the shock absorber assembly. S4. Processing and assembly of integrated testing device: processing device frame, workpiece clamping mechanism, reciprocating drive mechanism, various functional testing units and main control display unit, completing the overall assembly of mechanical structure, sensors and electrical circuits. The testing device includes lubrication performance testing unit, mechanical performance testing unit, dimensional accuracy testing unit, environmental durability testing unit, spring assembly testing unit and rubber component testing module. S5. Calibration and parameter setting of the detection device: Calibrate each sensor and actuator one by one according to the standard range and qualified range, enter the various judgment thresholds, complete the no-load test run of the device, and ensure that the operation of each mechanism is smooth and the data acquisition is normal.

[0009] The present invention is further configured such that: the lubrication performance testing unit assembly and debugging in step S4 includes an integrated oil film thickness sensor, a flow sensor, and a leakage monitoring probe; the oil film thickness detection range is 0-0.1mm, with a set qualified range of 0.01mm-0.03mm; the lubrication medium flow rate detection range is 0-50mL / min, with allowable flow rate fluctuation of the standard value ±5%; and the leakage monitoring probe has a detection accuracy ≤0.1mL / h. When the oil film thickness and flow rate are within the qualified range and there is no leakage, the piston rod movement has low friction and long-lasting lubrication, and the shock absorber moves smoothly. If the oil film thickness is too small or the flow rate is insufficient, it will cause dry friction and aggravate the wear of parts. If the oil film thickness is too large or the flow rate exceeds the standard, oil leakage is likely to occur. If there is leakage, the lubricating medium will be continuously lost. All three are judged as unqualified products.

[0010] The present invention is further configured such that: after the bracket-specific testing component is debugged in step S4, the coaxiality testing range is 0-1mm, and the qualified threshold is ≤0.2mm; the indentation friction force testing range is 0-10000N, and the qualified lower limit is 3500N; When the coaxiality and pressing friction are within the acceptable range, and there are no abnormalities in the welds, the bracket has high assembly accuracy and a firm connection, and is not easy to loosen under the condition of a crane. If the coaxiality is out of tolerance, it will cause assembly jamming and uneven force. If the pressing friction is insufficient or the welds are cracked and fall off, it will cause the bracket to loosen and pose a safety hazard. All of these are judged as unqualified products.

[0011] The beneficial effects of this invention are: 1. The mounting hole layout employs an asymmetrical, non-collinear design, allowing for precise adaptation to the specific installation location. This ensures a perfect integration of the shock absorber with other vehicle components, effectively improving the overall assembly fit. The staggered arrangement of the two mounting holes on the same side further enhances ease of installation for operators. Simultaneously, the bracket and inner liner are connected by eight sets of raised-point projection welding. The even contact between the raised points and the inner liner results in a strong weld, ensuring more even stress distribution at the connection point and effectively resisting vibrations and impacts during vehicle operation. This significantly enhances the structural stability of the bracket assembly, ensuring stable shock absorber operation and improving vehicle safety and comfort.

[0012] 2. After the bracket and liner are welded together, four assembly through holes are integrally punched. This process offers several advantages. First, the symmetrical coaxiality tolerance of the through holes is no more than 0.2mm. This high-precision coaxiality allows for accurate alignment when installing related components, effectively avoiding installation difficulties caused by hole misalignment and stress concentration issues between components, greatly improving the accuracy and stability of the overall assembly. Second, when the bracket is pressed into the φ50.8 cylindrical surface, the minimum pressing friction force is no less than 3500N. This high friction force ensures a tight connection between the bracket and the cylindrical surface, preventing easy displacement. Moreover, under pressure, the welds show no cracking or detachment, further guaranteeing the integrity and reliability of the structure. This allows the entire component to withstand various external forces and maintain a stable working state during long-term use.

[0013] 3. The spring assembly consists of a coil spring fitted around the piston rod and a spring disc fitted around the reservoir. The fully enclosed flanged structure on the outer edge of the spring disc not only effectively prevents external debris from entering during vehicle operation and affecting the normal operation of the spring assembly, but also greatly enhances the structural strength and stability of the spring disc itself, enabling it to better cope with vibrations and impacts generated under various complex road conditions. The specially designed helical lift structure on the inner ring of the spring disc perfectly matches the coil spring, ensuring a tight and stable connection between the two. During vehicle operation, the extension and contraction of the coil spring smoothly coordinates with the spring disc, further improving the shock absorption performance of the entire spring assembly and providing a smoother and more comfortable driving experience.

[0014] 4. Nine evenly distributed groove-shaped drainage holes are located on the outer ring of the spring disc. These holes are not randomly placed but carefully designed based on fluid dynamics principles. During vehicle operation, especially in rainy weather or when driving through flooded areas, water easily accumulates around the spring disc. The groove-shaped design utilizes fluid dynamics to allow water to drain quickly through these holes. Timely drainage prevents water from remaining for extended periods, thus preventing the spring disc from rusting and corroding due to prolonged contact with water. This significantly extends the lifespan of the spring disc and the entire spring assembly, ensuring they remain in optimal working condition and providing stable support for the vehicle's shock absorption performance. Attached Figure Description

[0015] Figure 1 This is a partial cross-sectional view of the present invention; Figure 2 This is a flowchart illustrating an embodiment of a method for manufacturing an automotive shock absorber according to the present invention; Figure 1-2 Reference numerals in the attached drawings: 1. Liquid reservoir; 2. Piston rod; 3. Shock absorber; 4. Bracket; 5. Liner; 6. Protrusion; 7. Assembly through hole; 8. Helical spring; 9. Spring disc. Detailed Implementation

[0016] Reference Figure 1-2 The embodiments of the present invention will be further described below.

[0017] For ease of explanation, spatial relative terms such as “up,” “down,” “left,” and “right” are used in the embodiments to describe the relationship of one element or feature shown in the figures relative to another element or feature. It should be understood that, in addition to the orientations shown in the figures, spatial terms are intended to include different orientations of the device in use or operation. For example, if the device in the figures is inverted, an element described as being “down” of other elements or features would be positioned “up” of those other elements or features. Therefore, the exemplary term “down” can encompass both up and down orientations. The device may be positioned in other ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0018] Moreover, relational terms such as “first” and “second” are used merely to distinguish one component from another that has the same name, without necessarily requiring or implying any such actual relationship or order between the components.

[0019] Figures 1 to 2The illustrated automotive shock absorber includes a reservoir 1, a piston rod 2 housed within the reservoir 1, a shock absorber 3 sleeved on the outer end of the piston rod 2, a spring assembly sleeved on the outer side of the reservoir 1, and a bracket assembly 4. The bracket assembly 4 employs an asymmetrical, non-collinear mounting hole layout, allowing for precise adaptation to the specific installation location and ensuring a perfect fit between the shock absorber and other vehicle components, effectively improving the overall assembly fit. The staggered arrangement of the two mounting holes on the same side provides significant convenience for installers from a practical installation perspective. Furthermore, the bracket 4 and the inner liner 5 are connected by projection welding with eight sets of protrusions 6. The protrusions 6 and the inner liner 5 have uniform contact and a strong weld, which not only ensures more even stress distribution at the connection point but also effectively resists vibrations and impacts during vehicle operation, greatly enhancing the structural stability of the bracket assembly 4, ensuring stable operation of the shock absorber, and improving vehicle driving safety and comfort.

[0020] After the bracket 4 and the inner liner 5 are welded together, four assembly through holes 7 are integrally punched. This process brings many advantages. First, the coaxiality tolerance of the through holes is no more than 0.2mm. This high-precision coaxiality allows for accurate alignment when installing related components, effectively avoiding installation difficulties caused by hole position deviations and stress concentration problems between components, greatly improving the accuracy and stability of the overall assembly. Second, when the bracket 4 is pressed into the φ50.8 cylindrical surface, the minimum pressing friction force is no less than 3500N. This large friction force ensures a tight connection between the bracket 4 and the cylindrical surface, preventing easy displacement. Moreover, under pressure, the weld joints do not crack or fall off, further ensuring the integrity and reliability of the structure, enabling the entire component to withstand various external forces and maintain a stable working state during long-term use.

[0021] The spring assembly includes a coil spring 8 sleeved on the outside of the piston rod 2 and a spring disc 9 sleeved on the outside of the reservoir 1. The fully enclosed flange structure on the outer edge of the spring disc 9 not only effectively prevents external debris from entering during vehicle operation and affecting the normal operation of the spring assembly, but also greatly enhances the structural strength and stability of the spring disc 9 itself, enabling it to better cope with vibrations and impacts generated under various complex road conditions. The specially designed spiral lift structure of the inner ring of the spring disc 9, matched with the coil spring 8, perfectly fits the coil spring 8, ensuring a tight and stable connection between the two. During vehicle operation, the extension and retraction of the coil spring 8 can smoothly cooperate with the spring disc 9, further improving the shock absorption performance of the entire spring assembly and providing a smoother and more comfortable driving experience.

[0022] Nine evenly spaced, groove-shaped drainage holes are formed on the outer ring of the spring disc 9. These holes are not randomly placed but carefully designed based on fluid dynamics principles. During vehicle operation, especially in rainy weather or when driving through flooded areas, water tends to accumulate around the spring disc 9. The groove design utilizes fluid dynamics to allow water to drain quickly through these holes. Timely drainage prevents water from remaining for extended periods, thus preventing the spring disc 9 from rusting and corroding due to prolonged contact with water. This significantly extends the service life of the spring disc 9 and the entire spring assembly, ensuring they remain in optimal working condition and providing stable support for the vehicle's shock absorption performance.

[0023] This application also provides a method for manufacturing an automotive shock absorber, comprising the following steps: S1. Stamping and forming of shock absorber parts: Select high-quality steel to stamp and form the blank of bracket 4 assembly, spring disc 9, top rubber assembly skeleton, reservoir 1, piston rod 2 components respectively. After processing, remove sharp corners and burrs, stamp rounded corners to make smooth arc transition, and use appropriate materials to process helical spring 8. S2, Bracket 4 assembly welding and precision machining: Align bracket 4 with inner liner 5, make 8 sets of protrusions 6 evenly fit the contact surface, and weld firmly using projection welding process. Punch 4 assembly through holes 7 in one piece on the welded bracket 4 assembly, control the symmetry and coaxiality of the through holes ≤0.2mm, and perform pressure friction pretreatment after completion to reserve assembly datum for subsequent inspection. S3. Spring assembly and lubrication structure processing and assembly: The outer edge of the spring disc 9 is machined with a full-enclosed flange, the inner ring is machined with a spiral lift structure, and the outer ring is evenly punched with 9 running groove-shaped water leakage holes. The piston rod 2, shock absorber 3, spring disc 9, spiral spring 8, and bracket 4 are assembled in sequence to complete the shock absorber assembly. S4. Processing and assembly of integrated testing device: processing device frame, workpiece clamping mechanism, reciprocating drive mechanism, various functional testing units and main control display unit, completing the overall assembly of mechanical structure, sensors and electrical circuits. The testing device includes lubrication performance testing unit, mechanical performance testing unit, dimensional accuracy testing unit, environmental durability testing unit, spring assembly testing unit and rubber component testing module. S5. Calibration and parameter setting of the detection device: Calibrate each sensor and actuator one by one according to the standard range and qualified range, enter the various judgment thresholds, complete the no-load test run of the device, and ensure that the operation of each mechanism is smooth and the data acquisition is normal.

[0024] The present invention is further configured such that: the lubrication performance testing unit assembly and debugging in step S4 includes an integrated oil film thickness sensor, a flow sensor, and a leakage monitoring probe; the oil film thickness detection range is 0-0.1mm, with a set qualified range of 0.01mm-0.03mm; the lubrication medium flow rate detection range is 0-50mL / min, with allowable flow rate fluctuation of the standard value ±5%; and the leakage monitoring probe has a detection accuracy ≤0.1mL / h. When the oil film thickness and flow rate are within the qualified range and there is no leakage, the piston rod 2 has low friction and long-lasting lubrication, and the shock absorber moves smoothly. If the oil film thickness is too small or the flow rate is insufficient, it will cause dry friction and aggravate the wear of parts. If the oil film thickness is too large or the flow rate exceeds the standard, oil seepage is likely to occur. If there is leakage, the lubricating medium will be continuously lost. All three are judged as unqualified products.

[0025] The present invention is further configured such that: after the special testing component of bracket 4 is debugged in step S4, the coaxiality testing range is 0-1mm, and the qualified threshold is ≤0.2mm; the indentation friction force testing range is 0-10000N, and the qualified lower limit is 3500N; When the coaxiality and pressing friction are within the acceptable range and there are no abnormalities in the welds, the bracket 4 has high assembly precision and a firm connection, and is not easy to loosen under the condition of a crane. If the coaxiality exceeds the tolerance, it will cause assembly jamming and uneven force. If the pressing friction is insufficient or the welds are cracked and fall off, the bracket 4 will be loose and pose a safety hazard. All of these are judged as unqualified products.

[0026] The automotive shock absorber manufacturing method provided in this application involves the following steps: stamping and forming of parts; selecting high-quality steel to stamp and form each component and processing the edges and corners; machining the coil spring 8; welding and precision machining the bracket 4 assembly; punching and controlling the coaxiality of the assembly through hole 7 after projection welding the bracket 4 and the inner liner 5; performing pre-treatment for pressing in friction; machining and assembling the spring assembly; machining and assembling the spring disc 9 and the reservoir 1; machining and assembling the comprehensive testing device; machining each part and completing the overall assembly; the testing device includes multiple testing units; calibration and parameter setting of the testing device; calibration of each sensor and recording of threshold values; no-load test run; and strict standards are set for each step, such as lubrication performance and special testing of the bracket 4, to ensure the quality of the shock absorber.

[0027] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any ordinary changes and substitutions made by those skilled in the art within the scope of the technical solution of the present invention should be included within the protection scope of the present invention.

Claims

1. A car shock absorber, comprising a reservoir (1), a piston rod (2) disposed within the reservoir (1), a shock absorber (3) sleeved on the outer end of the piston rod (2), a spring assembly sleeved on the outer side of the reservoir (1), and a bracket (4) assembly, characterized in that, The bracket (4) assembly adopts an asymmetrical and non-collinear mounting hole layout, with two mounting holes on the same side being staggered. The bracket (4) assembly consists of a bracket (4) and an inner liner (5). The bracket (4) and the inner liner (5) are connected by projection welding through 8 sets of protrusions (6). The contact surfaces of the protrusions (6) and the inner liner (5) are uniform and the welding is firm.

2. The automotive shock absorber according to claim 1, characterized in that, After the bracket (4) and the inner liner (5) are welded together, four assembly through holes (7) are punched in one piece. The through holes are symmetrical and the coaxiality tolerance is no more than 0.2mm. When the bracket (4) is pressed into the φ50.8 cylindrical surface, the minimum pressing friction force is no less than 3500N. Under pressure, the weld points do not crack or fall off.

3. The automotive shock absorber according to claim 1, characterized in that, The spring assembly includes a helical spring (8) sleeved on the outside of the piston rod (2) and a spring disc (9) sleeved on the outside of the liquid reservoir (1). The outer edge of the spring disc (9) is provided with a fully enclosed flange structure, and the inner ring of the spring disc (9) is provided with a helical lift structure that matches the helical spring (8).

4. The automotive shock absorber according to claim 3, characterized in that, Nine groove-shaped drainage holes are evenly opened on the outer ring of the spring disc (9). The drainage holes are designed based on fluid mechanics and are used for drainage and corrosion prevention.

5. A method for manufacturing an automotive shock absorber according to any one of claims 1-4, characterized in that, Includes the following steps: S1. Stamping and forming of shock absorber parts: Select high-quality steel and stamp the bracket (4) assembly blank, spring disc (9), top rubber assembly skeleton, reservoir (1), piston rod (2) components respectively. After processing, remove sharp corners and burrs, stamp rounded corners to make smooth arc transition, and use appropriate materials to process helical spring (8). S2, Bracket (4) assembly welding and precision machining: Align bracket (4) with inner liner (5) so that 8 sets of protrusions (6) fit evenly against the contact surface and weld firmly using projection welding process. Punch 4 assembly through holes (7) on the welded bracket (4) assembly as a whole, and control the symmetry and coaxiality of the through holes to ≤0.2mm. After completion, perform pressure friction pretreatment to reserve assembly reference for subsequent testing; S3. Spring assembly and lubrication structure processing and assembly: The outer edge of the spring disc (9) is processed with a full-encircling flange, the inner ring is processed with a spiral lift structure, and the outer ring is uniformly stamped with 9 running groove-shaped water leakage holes. The piston rod (2), shock absorber (3), spring disc (9), spiral spring (8), and bracket (4) assembly are assembled in sequence to complete the shock absorber assembly. S4. Processing and assembly of integrated testing device: processing device frame, workpiece clamping mechanism, reciprocating drive mechanism, various functional testing units and main control display unit, completing the overall assembly of mechanical structure, sensors and electrical circuits. The testing device includes lubrication performance testing unit, mechanical performance testing unit, dimensional accuracy testing unit, environmental durability testing unit, spring assembly testing unit and rubber component testing module. S5. Calibration and parameter setting of the detection device: Calibrate each sensor and actuator one by one according to the standard range and qualified range, enter the various judgment thresholds, complete the no-load test run of the device, and ensure that the operation of each mechanism is smooth and the data acquisition is normal.

6. A method for manufacturing an automotive shock absorber according to claim 5, characterized in that, The lubrication performance testing unit assembly and debugging in step S4 includes integrating an oil film thickness sensor, a flow sensor, and a leakage monitoring probe. The oil film thickness detection range is 0-0.1mm, with a set acceptable range of 0.01mm-0.03mm. The lubrication medium flow rate detection range is 0-50mL / min, with allowable flow rate fluctuations of ±5% of the standard value. The leakage monitoring probe has a detection accuracy of ≤0.1mL / h. When the oil film thickness and flow rate are within the qualified range and there is no leakage, the piston rod (2) has low friction and long-lasting lubrication, and the shock absorber moves smoothly; if the oil film thickness is too small and the flow rate is insufficient, dry friction will occur and the wear of parts will be aggravated; if the oil film thickness is too large and the flow rate exceeds the standard, oil leakage is likely to occur; if there is leakage, the lubricating medium will continue to be lost, and all three are judged as unqualified products.

7. A method for manufacturing an automotive shock absorber according to claim 5, characterized in that, After the bracket (4) special testing component is debugged in step S4, the coaxiality test range is 0-1mm, and the qualified threshold is ≤0.2mm; the pressure friction test range is 0-10000N, and the qualified lower limit is 3500N. When the coaxiality and pressing friction are within the acceptable range and there are no abnormalities in the welding points, the bracket (4) has high assembly accuracy and is firmly connected, and is not easy to loosen under the operation of the crane; if the coaxiality exceeds the tolerance, the assembly will be stuck and the force will be uneven; if the pressing friction is insufficient or the welding points are cracked and fall off, the bracket (4) will be loose and there will be safety hazards, and all of these will be judged as unqualified products.

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