Improved combined piston of automobile shock absorber

Abstract

The improved combined piston of the automobile shock absorber comprises a first piston body and a second piston body, the first piston body and the second piston body are integrally and tightly matched, a plurality of first oil suction holes are formed in the first piston body in the circumferential direction of a center hole of the first piston body in a penetrating mode, and second oil suction holes corresponding to the first oil suction holes are formed in the second piston body. The first oil suction hole is communicated with the second oil suction hole, the first oil suction hole is perpendicular to the axis, the second oil suction hole is parallel to the axis, a first buffering groove is formed in the included angle position of the first oil suction hole and the second oil suction hole, and the first buffering groove is formed in the end face, close to the second piston, of the first piston. Under the condition that the size of the piston is small, the two oil suction holes which are perpendicular to each other are formed, the first buffering groove is formed in the included angle of the two oil suction holes, and therefore the counter-acting force generated by the inner wall of the second oil suction hole to oil liquid is reduced, and the oil inlet amount of a straight path channel and the oil inlet amount of an oil path channel with a gradient are kept equal.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile shock absorbers, in particular to an improved combined piston of an automobile shock absorber. Background Art

[0002] Shock absorbers are used to suppress the impact generated by the spring when it recovers after shock absorption and the impact from the road surface. They are widely used in automobiles to accelerate the shock absorption of the frame and body and improve the ride comfort of the car. After passing through uneven roads, although the shock absorber spring can filter the vibration of the road surface, the spring itself will also have reciprocating motion, and the shock absorber is used to suppress the spring jump. The shock absorber used in the automobile suspension system is a hydraulic shock absorber. Its working principle is that when relative motion vibration occurs between the frame (or body) and the shaft, the piston moves up and down inside the shock absorber, and the oil in the shock absorber cavity repeatedly flows from one chamber to another through different pores. At this time, the friction between the pore wall and the oil and the internal friction between the oil molecules form a damping force on the vibration, so that the automobile vibration energy is converted into oil heat energy, which is then absorbed by the automobile shock absorber and distributed into the atmosphere.

[0003] In the combined piston of the automobile shock absorber of the prior art, when the automobile shock absorber piston is small in size, there is not enough space to manufacture the oil passage as an oil passage with a slope, resulting in poor efficiency in converting automobile vibration energy into oil heat energy. Summary of the invention

[0004] The embodiment of the present application provides an improved combined piston for an automobile shock absorber. When the piston volume is small, a first oil suction hole arranged perpendicular to the axis and a second oil suction hole arranged parallel to the axis are provided, and a first buffer groove is provided at the angle between the two oil suction holes. This reduces the reaction force generated by the inner wall of the second oil suction hole on the oil, so that the oil intake amount using a straight channel is kept the same as the oil intake amount using an oil channel with a slope.

[0005] To achieve the above-mentioned purpose, the utility model provides the following technical solutions: an improved combined piston of an automobile shock absorber, comprising a first piston and a second piston, the first piston and the second piston being formed in an integral and tight fit, the first piston being penetrated by a plurality of first oil suction holes, the first oil suction holes being circumferentially arranged along the center hole of the first piston, the second piston being provided with a second oil suction hole corresponding to the first oil suction hole, the first oil suction hole being connected to the second oil suction hole, the first oil suction hole being arranged perpendicularly to the axis, the second oil suction hole being arranged parallel to the axis, a first buffer groove being provided at an angle between the first oil suction hole and the second oil suction hole, the first buffer groove being provided on one side of the first oil suction hole corresponding to the second oil suction hole, the first buffer groove being provided on the end surface of the first piston close to the second piston, the first oil suction hole, the second oil suction hole and the first buffer groove being connected to each other to form an oil suction channel.

[0006] Compared with the prior art, the advantages of the utility model are:

[0007] When the volume of the automobile shock absorber piston is small, there is not enough space to make the oil passageway into an oil passageway with a slope, and the oil suction passageway can be made into a straight passageway; but when the oil suction passageway is made into a straight passageway, when the oil reaches the second oil suction hole from the first oil suction hole, the inner wall of the second oil suction hole will produce a reaction force on the oil, thereby reducing the oil intake, making it impossible for the piston to convert the automobile vibration energy into oil heat energy well, so a first buffer groove is provided at the angle between the first oil suction hole and the second oil suction hole. When the oil passes through the first oil suction hole and the second oil suction hole, the setting of the first buffer groove reduces the reaction force produced by the inner wall of the second oil suction hole on the oil, so that the oil intake using the straight passage is kept the same as the oil intake using the oil passageway with a slope, and at the same time, the cross-sectional area of ​​the oil suction passageway is increased, thereby increasing the friction between the hole wall of the oil suction hole and the oil, that is, increasing the damping force during oil absorption, so that the efficiency of converting the automobile vibration energy into oil heat energy is improved; the first buffer groove is provided on the end face of the first piston, which is convenient for processing and manufacturing the first buffer groove.

[0008] As an improvement, the first piston is also penetrated by a plurality of first oil unloading holes, the second piston is provided with a second oil unloading hole, the first oil unloading holes and the second oil unloading holes are staggered, a second buffer groove corresponding to the second oil unloading holes is provided on the end surface of the first piston close to the second piston, and a third buffer groove corresponding to the first oil unloading holes is provided on the end surface of the second piston close to the first piston, the second buffer groove and the third buffer groove are interconnected, the first oil unloading hole, the second oil unloading hole, the second buffer groove and the third buffer groove are interconnected to form an oil unloading channel, when the piston is restored, the second buffer groove and the third buffer groove are staggered and interconnected to form a buffer area, and at the same time increase the cross-sectional area of ​​the oil unloading channel, when the oil passes through the second buffer groove and the third buffer groove, the damping force can be further increased and the oil is buffered to a certain extent, thereby further improving the efficiency of converting the vibration energy of the vehicle into oil heat energy; the second buffer groove is arranged on the end surface of the first piston, and the third buffer groove is arranged on the end surface of the second piston, which is convenient for processing and manufacturing the second buffer groove and the third buffer groove.

[0009] As an improvement, the bottom surfaces and side walls of the first buffer groove, the second buffer groove and the third buffer groove are connected by circular arcs, the upper end surface of the first buffer groove is connected to the second oil suction hole by circular arcs, the upper end surface of the second buffer groove is connected to the second oil unloading hole by circular arcs, and the lower end surface of the third buffer groove is connected to the first oil unloading hole by circular arcs. The use of circular arc connections and connections is beneficial to the release of oil stress after the oil enters the oil suction channel and the oil unloading channel, and the circular arc design can play a guiding role when the oil enters the second oil suction hole through the first buffer groove and when the oil enters the second oil unloading hole from the first oil unloading hole through the third buffer groove and the second buffer groove, so that the oil can flow smoothly.

[0010] As an improvement, the width of the arc of the second buffer groove is smaller than the width of the arc of the third buffer groove. When the piston is restored, after the oil enters the third buffer groove through the first oil unloading hole, the curvature of the arc of the second buffer groove is smaller than the curvature of the arc of the third buffer groove. After the third buffer groove strengthens the damping force of the impact of the oil and performs a certain buffering, it is convenient for the oil to enter the second buffer groove from the third buffer groove. After the second buffer groove strengthens the damping force and buffers the impact of the oil again, the oil enters the second oil unloading hole, so that when unloading the oil, the damping force of the oil in the oil unloading channel can be effectively increased, and the oil is buffered to a certain extent, so that the oil flows more smoothly.

[0011] As an improvement, the oil inlet of the second oil suction hole is arranged on the side wall of the second piston, the width of the oil inlet of the second oil suction hole is greater than the width of the oil outlet of the second oil suction hole, the side wall of the second oil suction hole is inclined, the inner end face of the second oil suction hole is perpendicular to the axis, the upper end face of the second oil suction hole is parallel to the axis, the bottom face of the second oil suction hole and the side wall are connected by an arc, the lower end face of the second oil suction hole is connected with the end face of the second piston close to the first piston, and when the piston volume is limited, the width of the oil inlet size of the second oil suction hole is greater than the width of the oil outlet of the second oil suction hole, so that a large amount of oil can enter the oil suction hole conveniently; compared with the through hole, when the oil inlet structure is more complicated, it is more convenient to process and manufacture when the oil inlet is arranged on the side wall and the lower end face of the second oil suction hole is connected with the end face of the second piston close to the first piston.

[0012] As an improvement, a limiting groove is provided on the end face of the first piston close to the second piston, and the limiting groove is adapted to the end face of the second piston close to the first piston. A boss is provided at one end of the side wall of the limiting groove, and a step-type groove is provided on the inner wall of the second oil suction hole close to the first piston. The bottom surface of the step-type groove abuts against the upper end surface of the boss, and the side wall of the step-type groove abuts against the side wall of the boss. The limiting groove is provided, which can facilitate the installation of the second piston and the first piston together. The boss at one end of the side wall of the limiting groove abuts against the step-type groove provided on the first piston, so that the second piston and the first piston can be fixedly installed and positioning during installation is convenient. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] The present invention is further described in detail below with reference to the accompanying drawings and specific embodiments:

[0014] Figure 1 It is a schematic diagram of an improved combined piston structure of an automobile shock absorber;

[0015] Figure 2 is a schematic diagram of the cutaway structure of the first piston;

[0016] Figure 3 is a schematic diagram of the cutaway structure of the second piston;

[0017] Figure 4 is a schematic diagram of the end surface structure of the first piston away from the second piston;

[0018] Figure 5 is a schematic diagram of the end surface structure of the first piston close to the second piston;

[0019] Figure 6 is a schematic diagram of the end surface structure of the second piston close to the first piston;

[0020] Figure 7 is a schematic diagram of the end surface structure of the second piston away from the first piston;

[0021] Figure 8 is a schematic diagram of the three-dimensional structure of the first piston;

[0022] Fig. 9 It is a schematic diagram of the three-dimensional structure of the second piston.

[0023] The markings in the above figure are respectively: 1, first piston; 1.1, first oil suction hole; 1.2, first oil unloading hole; 1.3, first buffer groove; 1.4, second buffer groove; 1.5, limiting groove; 1.5.1, boss; 2, second piston; 2.1, second oil suction hole; 2.1.1, step-type groove; 2.2, second oil unloading hole; 2.3, third buffer groove. DETAILED DESCRIPTION

[0024] In the present invention, it should be understood that the terms "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "planar direction", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0025] like Figures 1 to 9 As shown, an improved combined piston of a car shock absorber comprises a first piston 1 and a second piston 2. The first piston 1 and the second piston 2 are tightly matched as one piece. The first piston 1 is penetrated by a plurality of first oil suction holes 1.1. The plurality of first oil suction holes 1.1 are arranged circumferentially along the center hole of the first piston 1. The second piston 2 is provided with a second oil suction hole 2.1 corresponding to the first oil suction hole 1.1. The first oil suction hole 1.1 is communicated with the second oil suction hole 2.1. The first oil suction hole 1.1 is arranged perpendicularly to the axis, and the second oil suction hole 2.1 is arranged parallel to the axis. A first buffer groove 1.3 is arranged at an angle between the first oil suction hole 1.1 and the second oil suction hole 2.1. The first buffer groove 1.3 is arranged on one side of the first oil suction hole 1.1 corresponding to the second oil suction hole 2.1. The first buffer groove 1.3 is arranged on the end surface of the first piston 1 close to the second piston 2. The first oil suction hole 1.1. 1. The second oil suction hole 2.1 and the first buffer groove 1.3 are interconnected to form an oil suction channel. The first piston 1 is also penetrated by a plurality of first oil discharge holes 1.2. The second piston 2 is provided with a second oil discharge hole 2.2. The first oil discharge holes 1.2 and the second oil discharge holes 2.2 are arranged alternately. The end surface of the first piston 1 close to the second piston 2 is provided with a second buffer groove 1.4 corresponding to the second oil discharge hole 2.2. The end surface of the second piston 2 close to the first piston 1 is provided with a third buffer groove 2.3 corresponding to the first oil discharge hole 1.2. The second buffer groove 1.4 and the third buffer groove 2.3 are interconnected. The first oil discharge hole 1.2, the second oil discharge hole 2.2, the second buffer groove 1.4 and the third buffer groove 2.3 are interconnected to form an oil discharge channel. The number of the first oil suction hole 1.1, the first oil discharge hole 1.2, the second oil suction hole 2.1 and the second oil discharge hole 2.2 are all 5.

[0026] The bottom surfaces and side walls of the first buffer groove 1.3, the second buffer groove 1.4 and the third buffer groove 2.3 are connected by circular arcs, the upper end surface of the first buffer groove 1.3 is connected to the second oil suction hole 2.1 by a circular arc, the upper end surface of the second buffer groove 1.4 is connected to the second oil unloading hole 2.2 by a circular arc, and the lower end surface of the third buffer groove 2.3 is connected to the first oil unloading hole 1.2 by a circular arc.

[0027] The arc of the second buffer groove 1.4 is smaller than the arc of the third buffer groove 2.3.

[0028] The oil inlet of the second oil suction hole 2.1 is arranged on the side wall of the second piston 2, the width of the oil inlet of the second oil suction hole 2.1 is greater than the width of the oil outlet of the second oil suction hole 2.1, the side wall of the second oil suction hole 2.1 is inclined, the inner end face of the second oil suction hole 2.1 is perpendicular to the axis, the upper end face of the second oil suction hole 2.1 is parallel to the axis, the bottom face of the second oil suction hole 2.1 is connected to the side wall by an arc, and the lower end face of the second oil suction hole 2.1 is connected to the end face of the second piston 2 close to the first piston 1.

[0029] A limiting groove 1.5 is provided on the end surface of the first piston 1 close to the second piston 2, and the limiting groove 1.5 is adapted to the end surface of the second piston 2 close to the first piston 1. A boss 1.5.1 is provided at one end of the side wall of the limiting groove 1.5. A step-shaped groove 2.1.1 is provided on the inner wall of the second oil suction hole 2.1 close to the first piston 1, and the bottom surface of the step-shaped groove 2.1.1 abuts against the upper end surface of the boss 1.5.1, and the side wall of the step-shaped groove 2.1.1 abuts against the side wall of the boss 1.5.1.

[0030] The technical solution in the above-mentioned embodiment of the present application has at least the following technical effects or advantages: when the volume of the automobile shock absorber piston is small, there is not enough space to make the oil passageway into an oil passageway with a slope, and the oil suction passageway can be made into a straight passageway; but when the oil suction passageway is made into a straight passageway, when the oil reaches the second oil suction hole 2.1 from the first oil suction hole 1.1, the inner wall of the second oil suction hole 2.1 will produce a reaction force on the oil, thereby reducing the amount of oil intake, so that the piston cannot convert the automobile vibration energy into oil heat energy well, so a first buffer groove 1.3 is provided at the angle between the first oil suction hole 1.1 and the second oil suction hole 2.1. When the oil passes through the first oil suction hole 1.1 and the second oil suction hole 2.1, the first buffer groove 1.3 is provided. The setting of the groove 1.3 reduces the reaction force that the inner wall of the second oil suction hole 2.1 will produce on the oil, so that the oil intake amount of the straight channel is kept equal to the oil intake amount of the oil channel with a slope, and at the same time increases the cross-sectional area of ​​the oil suction channel, thereby increasing the friction between the hole wall of the oil suction hole and the oil, that is, increasing the damping force during oil absorption, so that the efficiency of converting the vibration energy of the car into oil heat energy is improved; the first buffer groove 1.3 is arranged on the end face of the first piston 1, which is convenient for processing and manufacturing the first buffer groove 1.3; when the piston is restored, the second buffer groove 1.4 and the third buffer groove 2.3 are staggered and interconnected to form a buffer area, and at the same time increase the cross-sectional area of ​​the oil unloading channel, and the oil passes through The second buffer groove 1.4 and the third buffer groove 2.3 can further increase the damping force and provide a certain buffer to the oil, further improving the efficiency of converting the vibration energy of the car into the oil heat energy; the second buffer groove 1.4 is arranged on the end face of the first piston 1, and the third buffer groove 2.3 is arranged on the end face of the second piston 2, which is convenient for processing and manufacturing the second buffer groove 1.4 and the third buffer groove 2.3; the use of arc connection and communication is conducive to the release of oil stress after the oil enters the oil suction channel and the oil discharge channel, and the use of arc design can play a guiding role when the oil enters the oil suction channel and the oil discharge channel, so that the oil can flow smoothly; when the piston is restored, the oil passes through the first oil discharge hole 1. After entering the third buffer groove 2.3, the arc of the second buffer groove 1.4 is smaller than that of the third buffer groove 2.3. After the third buffer groove 2.3 has a greater damping force on the impact of the oil and has a certain buffering effect, it is convenient for the oil to enter the second buffer groove 1.4 from the third buffer groove 2.3. After the second buffer groove 1.4 has a damping force on the impact of the oil again and has a certain buffering effect on the impact of the oil, the oil enters the second oil unloading hole 2.1. When unloading the oil, the damping force of the oil in the oil unloading channel can be effectively increased, and the oil has a certain buffering effect on the oil, so that the oil flows more smoothly. In the case of limited piston volume, the width of the oil inlet size of the second oil suction hole 2.1 is larger than that of the second oil suction hole 2.1, which is convenient for a large amount of oil to enter the oil suction hole; compared with the through hole, when the oil inlet structure is more complicated, the oil inlet is set on the side wall, and the lower end surface of the second oil suction hole 2.1 and the end surface of the second piston 2 close to the first piston 1 are connected, which is more convenient for processing and manufacturing; a limiting groove 1.5 is provided, which can facilitate the installation of the second piston 2 and the first piston 1 together, and the boss 1.5.1 at one end of the side wall of the limiting groove 1.5 is against the step-shaped groove 2.1.1 of the first piston 1, so that the second piston 2 and the first piston 1 can be fixed and installed, and it is convenient to position during installation. .

[0031] The above is an exemplary description of the utility model in conjunction with the accompanying drawings. It is obvious that the specific implementation of the utility model is not limited to the above-mentioned method. As long as various non-substantial improvements are made using the technical solution of the utility model, or the concept and technical solution of the utility model are directly applied to other occasions without improvement, they are all within the protection scope of the utility model.

Claims

1. An improved combined piston for an automobile shock absorber, comprising a first piston (1) and a second piston (2), wherein the first piston (1) and the second piston (2) are tightly matched as an integral unit, wherein the first piston (1) is provided with a plurality of first oil suction holes (1.1), wherein the plurality of first oil suction holes (1.1) are arranged circumferentially along the center hole of the first piston (1), and the second piston (2) is provided with a second oil suction hole (2.1) corresponding to the first oil suction hole (1.1), wherein the first oil suction hole (1.1) is connected to the second oil suction hole (2.1), and wherein: The first oil suction hole (1.1) is arranged perpendicularly to the axis, and the second oil suction hole (2.1) is arranged parallel to the axis. A first buffer groove (1.3) is arranged at the angle between the first oil suction hole (1.1) and the second oil suction hole (2.1). The first buffer groove (1.3) is arranged on a side of the first oil suction hole (1.1) corresponding to the second oil suction hole (2.1). The first buffer groove (1.3) is arranged on an end surface of the first piston (1) close to the second piston (2). The first oil suction hole (1.1), the second oil suction hole (2.1) and the first buffer groove (1.3) are interconnected to form an oil suction channel.

2. The improved combined piston for automobile shock absorber according to claim 1, characterized in that: The first piston (1) is also provided with a plurality of first oil unloading holes (1.2) extending through it, and the second piston (2) is provided with a second oil unloading hole (2.2). The first oil unloading holes (1.2) and the second oil unloading holes (2.2) are arranged alternately. A second buffer groove (1.4) corresponding to the second oil unloading hole (2.2) is provided on the end surface of the first piston (1) close to the second piston (2). A third buffer groove (2.3) corresponding to the first oil unloading hole (1.2) is provided on the end surface of the second piston (2) close to the first piston (1). The second buffer groove (1.4) and the third buffer groove (2.3) are connected to each other. The first oil unloading hole (1.2), the second oil unloading hole (2.2), the second buffer groove (1.4) and the third buffer groove (2.3) are connected to each other to form an oil unloading channel.

3. The improved combined piston for automobile shock absorber according to claim 1, characterized in that: The bottom surfaces and side walls of the first buffer groove (1.3), the second buffer groove (1.4) and the third buffer groove (2.3) are all connected by circular arcs; the upper end surface of the first buffer groove (1.3) is connected to the second oil suction hole (2.1) by a circular arc; the upper end surface of the second buffer groove (1.4) is connected to the second oil discharge hole (2.2) by a circular arc; and the lower end surface of the third buffer groove (2.3) is connected to the first oil discharge hole (1.2) by a circular arc.

4. The improved combined piston for automobile shock absorber according to claim 3, characterized in that: The arc angle of the second buffer groove (1.4) is smaller than the arc angle of the third buffer groove (2.3).

5. The improved combined piston for automobile shock absorber according to claim 1, characterized in that: The oil inlet of the second oil suction hole (2.1) is arranged on the side wall of the second piston (2); the width of the oil inlet of the second oil suction hole (2.1) is greater than the width of the oil outlet of the second oil suction hole (2.1); the side wall of the second oil suction hole (2.1) is inclined; the inner end surface of the second oil suction hole (2.1) is perpendicular to the axis; the upper end surface of the second oil suction hole (2.1) is parallel to the axis; the bottom surface of the second oil suction hole (2.1) and the side wall are connected by an arc; the lower end surface of the second oil suction hole (2.1) is connected to the end surface of the second piston (2) close to the first piston (1).

6. The improved combined piston for automobile shock absorber according to claim 1, characterized in that: A limiting groove (1.5) is provided on the end surface of the first piston (1) close to the second piston (2), the limiting groove (1.5) is matched with the end surface of the second piston (2) close to the first piston (1), a boss (1.5.1) is provided at one end of the side wall of the limiting groove (1.5), and a step-shaped groove (1.5.1) is provided on the inner wall of the second oil suction hole (2.1) close to the first piston (1). 2.1.1), the bottom surface of the step-shaped groove (2.1.1) abuts against the upper end surface of the boss (1.5.1), and the side wall of the step-shaped groove (2.1.1) abuts against the side wall of the boss (1.5.1).

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