Automobile shock absorber with compression buffer structure

Abstract

The utility model discloses an automobile shock absorber with a compression buffer structure, which relates to the technical field of automobile shock absorbers, and comprises a piston cylinder, a lower support is fixed at the bottom of the piston cylinder, a lower connecting piece is fixed at the bottom of the lower support, a piston rod is arranged at the top of the piston cylinder, and a lower connecting piece is fixed at the bottom of the lower connecting piece. The outer wall between the piston cylinder and the piston rod is sleeved with a main spring, the main spring is responsible for providing vibration damping performance when a vehicle runs on complex and severe road surfaces, when the vehicle runs on some small pothole road surfaces, the upper connecting piece is pressed to drive the upper seat body to press downwards, and at the moment, the upper seat body is driven by the upper connecting piece to press downwards. The auxiliary spring with the hardness lower than that of the main spring is adopted for vibration force pretreatment, the soft auxiliary spring can conduct vibration reduction on the vibration force of the small-pothole road surface, and therefore the situation that when vibration of the small-pothole road surface cannot trigger compression of the main spring, riding discomfort is caused is avoided.

Description

Technical Field

[0001] The utility model relates to the technical field of automotive shock absorbers, and particularly relates to an automotive shock absorber with a compression buffer structure. Background Art

[0002] The main function of an automotive shock absorber is to suppress the vibration when the spring rebounds after shock absorption and the impact from the road surface, damp the vibration transmitted to the vehicle body when the road surface is uneven or the driving condition is poor, so as to maintain the riding comfort of the vehicle. Specifically, it can quickly eliminate the vibration of the axle and wheels caused by the road surface, ensure that the wheels can always touch the ground, which helps to maintain the stability and controllability of the vehicle and improve the driving safety of the vehicle. The working of the shock absorber is closely related to the comfort and safety of the vehicle. If there is a problem with the shock absorber, it may cause a bumpy feeling during vehicle driving and even affect the normal operation of other components.

[0003] Moreover, automotive shock absorbers can be divided into soft and hard types. Softer shock absorbers are suitable for flat roads such as in cities and on highways, while harder shock absorbers are suitable for the vehicle driving on potholed roads.

[0004] During the implementation of this solution, the inventor found that the following problems in the prior art have not been well solved: In order to have better earthquake resistance on potholed roads, some hardcore off-road SUVs usually have relatively hard shock absorbers. Although they can better cope with more complex and harsh road conditions, when they drive on some roads with smaller potholes, due to the relatively hard spring, small-amplitude vibrations cannot trigger the compression of the shock-absorbing spring, resulting in most of the shock force being transmitted to the passengers, bringing a very bad riding experience to the passengers and drivers. Summary of the Utility Model

[0005] The main purpose of the utility model is to provide an automotive shock absorber with a compression buffer structure, which can effectively solve the problems in the background art.

[0006] To achieve the above purpose, the technical solution adopted by the utility model is as follows:

[0007] An automotive shock absorber with a compression buffer structure includes a piston cylinder. A lower support is fixed to the bottom of the piston cylinder, and a lower connecting piece is fixed to the bottom of the lower support. A piston rod is provided at the top of the piston cylinder. A main spring is sleeved on the outer wall between the piston cylinder and the piston rod. Above the piston rod, there is a pre-processor, and above the pre-processor, there is an upper connecting piece. One end of the piston rod close to the pre-processor is fixed with an inner hexagonal screw, and a nut is threadedly connected to the outer wall of the inner hexagonal screw. The pre-processor includes a lower seat body and an upper seat body. A lower sleeve cover is fixed to the top of the lower seat body, and an upper sleeve cover is fixed to the bottom of the upper seat body at the position of the lower sleeve cover. A secondary spring is inserted inside between the upper sleeve cover and the lower sleeve cover. At the top of the lower seat body outside the lower sleeve cover, several insertion cylinders are fixed. A sliding cavity is drilled at the inner top of each insertion cylinder, and a limiting cavity is drilled at the inner bottom of each insertion cylinder. At the bottom of the upper seat body at the position of the insertion cylinders, insertion rods are fixed respectively. A pressing block is fixed to the bottom of each insertion rod. An installation groove is drilled at the bottom of the lower seat body between adjacent insertion rods, and a bolt is inserted inside each installation groove. At the bottom of the upper connecting piece at the position of the bolt, there is...

[0008] Preferably, a perforation is drilled at the position of the inner hexagonal screw on the lower seat body, and the inner hexagonal screw penetrates through the perforation. The nut is located inside the lower sleeve cover and is threadedly connected to the outer wall of the inner hexagonal screw.

[0009] Preferably, the top of the secondary spring touches the bottom of the upper seat body, and the bottom of the secondary spring touches the top of the lower seat body.

[0010] Preferably, the insertion rods respectively penetrate through the sliding cavities and are inserted into the limiting cavities. The pressing block is located inside the limiting cavity. The insertion rod is slidably connected to the sliding cavity, and the pressing block is slidably connected to the limiting cavity.

[0011] Preferably, one end of the bolt passing through the installation groove is respectively inserted into... and is threadedly connected to it.

[0012] Preferably, the bottom of the main spring touches the top of the lower support, and the top of the main spring touches the bottom of the lower seat body.

[0013] Compared with the prior art, the present utility model has the following beneficial effects:

[0014] 1. The main spring of this application is responsible for providing shock absorption when driving on complex and harsh road surfaces. When the vehicle is driving on some small pothole road surfaces, the upper connecting piece is pressed and drives the upper seat body to press down. At this time, by using a secondary spring that is softer than the main spring for shock force pre-treatment, the softer secondary spring can reduce the shock force of the small pothole road surface, thereby avoiding the discomfort during riding caused by the vibration of the small pothole road surface not being able to trigger the compression of the main spring.

[0015] 2. When driving on a complex and rough potholed road surface, the upper seat body is pressed down significantly, which drives the insertion rod to descend. The pressing block at the bottom of the insertion rod descends in the limiting cavity and abuts against the lower seat body, enabling the lower seat body to transfer the pressure to the piston rod and the main spring after receiving the pressure. At this time, the matching use of the piston cylinder and the piston rod and the action of the main spring can be used for the corresponding hard damping. Therefore, the pre-processor proposed in this application can achieve soft damping when driving on a small potholed road surface and perform traditional hard damping when driving on a large potholed road surface, greatly improving the riding comfort of the passengers and drivers overall. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 is a schematic structural diagram of an automotive shock absorber with a compression buffer structure according to the present utility model;

[0017] Figure 2 is a schematic exploded view of the lower seat body and the inner hexagonal screw of an automotive shock absorber with a compression buffer structure according to the present utility model;

[0018] Figure 3 is a schematic exploded view of the upper seat body and the upper connecting member of an automotive shock absorber with a compression buffer structure according to the present utility model;

[0019] Figure 4 is a schematic exploded view of the insertion cylinder, the insertion rod, and the pressing block after the insertion cylinder of an automotive shock absorber with a compression buffer structure according to the present utility model is sectioned.

[0020] In the figure: 1. Piston cylinder; 2. Piston rod; 3. Lower support; 4. Pre-processor; 41. Lower seat body; 42. Upper seat body; 43. Lower sleeve cover; 44. Upper sleeve cover; 45. Auxiliary spring; 46. Perforation; 47. Insertion rod; 48. Insertion cylinder; 481. Limiting cavity; 482. Sliding cavity; 49. Pressing block; 410. Installation groove; 411. Bolt; 5. Lower connecting member; 6. Upper connecting member; 61. Threaded groove; 7. Main spring; 8. Inner hexagonal screw; 9. Nut. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0021] In order to make the technical means, creative features, achieved purposes, and functions of the present utility model easy to understand, the present utility model will be further described below in conjunction with specific embodiments.

[0022] Such as Figures 1-4As shown in the figure, an automotive shock absorber with a compression buffer structure includes a piston cylinder 1. A lower support 3 is fixed to the bottom of the piston cylinder 1, and a lower connecting member 5 is fixed to the bottom of the lower support 3. A piston rod 2 is provided at the top of the piston cylinder 1. A main spring 7 is sleeved on the outer wall between the piston cylinder 1 and the piston rod 2. Above the piston rod 2, there is a pre-processor 4, and above the pre-processor 4, there is an upper connecting member 6. One end of the piston rod 2 close to the pre-processor 4 is fixed with an internal hexagonal screw 8, and a nut 9 is threadedly connected to the outer wall of the internal hexagonal screw 8. The pre-processor 4 includes a lower seat body 41 and an upper seat body 42. A lower sleeve cover 43 is fixed to the top of the lower seat body 41, and an upper sleeve cover 44 is fixed to the bottom of the upper seat body 42 at the position of the lower sleeve cover 43. A secondary spring 45 is inserted inside between the upper sleeve cover 44 and the lower sleeve cover 43. At the top of the lower seat body 41 outside the lower sleeve cover 43, a plurality of insertion cylinders 48 are fixed. A sliding cavity 482 is drilled at the inner top of each insertion cylinder 48, and a limiting cavity 481 is drilled at the inner bottom of each insertion cylinder 48. At the bottom of the upper seat body 42 at the position of the insertion cylinders 48, insertion rods 47 are fixed respectively, and a pressing block 49 is fixed to the bottom of each insertion rod 47. At the bottom of the lower seat body 41 between adjacent insertion rods 47, mounting grooves 410 are drilled respectively, and bolts 411 are inserted inside the mounting grooves 410. At the bottom of the upper connecting member 6 at the position of the bolts 411, screw grooves 61 are drilled.

[0023] Specifically, a through hole 46 is drilled at the position of the lower seat body 41 where the internal hexagonal screw 8 is located. The internal hexagonal screw 8 communicates with the through hole 46 through and through. The nut 9 is located inside the lower sleeve cover 43 and is threadedly connected to the outer wall of the internal hexagonal screw 8, so that the piston rod 2 can be connected to the lower seat body 41 by means of the internal hexagonal screw 8, the nut 9.

[0024] Specifically, the top of the secondary spring 45 contacts the bottom of the upper seat body 42, and the bottom of the secondary spring 45 contacts the top of the lower seat body 41, enabling it to be telescopically constrained inside the lower sleeve cover 43 and the upper sleeve cover 44.

[0025] Specifically, the insertion rods 47 are respectively inserted into the limiting cavities 481 after passing through the sliding cavities 482. The pressing block 49 is located inside the limiting cavity 481. The insertion rods 47 are slidably connected to the sliding cavities 482, and the pressing block 49 is slidably connected to the limiting cavity 481, enabling the upper seat body 42 to vertically descend with limitation.

[0026] Specifically, one end of the bolt 411 passing through the mounting groove 410 is respectively inserted into the screw groove 61 inside and is threadedly connected to it, making it convenient to connect the upper seat body 42 to the upper connecting member 6.

[0027] Specifically, the bottom of the main spring 7 contacts the top of the lower support 3, and the top of the main spring 7 contacts the bottom of the lower seat body 41. The lower seat body 41 can contact the main spring 7 to compress it downward.

[0028] Working principle: The main spring 7 of this application is responsible for providing shock absorption when driving on complex and harsh road surfaces. When the vehicle is driving on some small pothole road surfaces, the upper connecting piece 6 is pressed and drives the upper seat body 42 to press down. At this time, by using the auxiliary spring 45 which is softer than the main spring 7 for shock force pre-treatment, the softer auxiliary spring 45 can reduce the shock force of the small pothole road surface, so as to avoid the discomfort of riding caused by the vibration of the small pothole road surface not being able to trigger the compression of the main spring 7. When driving on complex and harsh large pothole road surfaces, the pressing amplitude of the upper seat body 42 is larger, which will drive the insertion rod 47 to descend. The pressing block 49 at the bottom of the insertion rod 47 descends in the limit cavity 481 and abuts against the lower seat body 41, so that the lower seat body 41 can transfer the pressure to the piston rod 2 and the main spring 7 after receiving the pressure. At this time, the matching use of the piston cylinder 1 and the piston rod 2 and the action of the main spring 7 can be used for the corresponding hard shock absorption. Therefore, the pre-processor 4 proposed in this application can achieve soft shock absorption when driving on small pothole road surfaces and perform traditional hard shock absorption when driving on large pothole road surfaces, which greatly improves the riding comfort of the passengers and drivers.

[0029] The circuits, electronic components and control modules involved are all prior arts and can be fully realized by those skilled in the art without further elaboration. The content protected by this utility model does not involve the improvement of software and methods either.

[0030] The above shows and describes the basic principles, main features and advantages of this utility model. Those skilled in the art of this industry should understand that this utility model is not limited by the above embodiments. The above embodiments and the descriptions in the specification only illustrate the principles of this utility model. Without departing from the spirit and scope of this utility model, this utility model will have various changes and improvements, and these changes and improvements all fall within the scope of this utility model claimed. The scope of protection claimed by this utility model is defined by the appended claims and their equivalents.

Claims

1. An automobile shock absorber with a compression buffer structure, comprising a piston cylinder (1), characterized in that: A lower support (3) is fixed to the bottom of the piston cylinder (1), a lower connecting member (5) is fixed to the bottom of the lower support (3), a piston rod (2) is arranged at the top of the piston cylinder (1), a main spring (7) is sleeved on the outer wall between the piston cylinder (1) and the piston rod (2), a pre-processor (4) is arranged above the piston rod (2), an upper connecting member (6) is arranged above the pre-processor (4), a hexagon socket screw (8) is fixed to the end of the piston rod (2) close to the pre-processor (4), a nut (9) is threadedly connected to the outer wall of the hexagon socket screw (8), the pre-processor (4) comprises a lower seat body (41) and an upper seat body (42), a lower cover (43) is fixed to the top of the lower seat body (41), and an upper cover is fixed to the bottom of the upper seat body (42) at the position of the lower cover (43). (44), an auxiliary spring (45) is inserted inside between the upper cover (44) and the lower cover (43), a plurality of insert cylinders (48) are fixed on the top of the lower seat body (41) located outside the lower cover (43), a sliding cavity (482) is bored on the inner top of the insert cylinder (48), a limit cavity (481) is bored on the inner bottom of the insert cylinder (48), an insert rod (47) is fixed on the bottom of the upper seat body (42) located at the position of the insert cylinder (48), a pressure block (49) is fixed on the bottom of the insert rod (47), an installation groove (410) is bored on the bottom of the lower seat body (41) located between adjacent insert rods (47), bolts (411) are inserted inside the installation grooves (410), and a (61) is bored on the bottom of the upper connecting member (6) located at the position of the bolts (411).

2. The automobile shock absorber with a compression buffer structure according to claim 1, characterized in that: The lower seat body (41) is provided with a through hole (46) at the position of the hexagon socket screw (8), the hexagon socket screw (8) and the through hole (46) are connected through the through hole, and the nut (9) is located inside the lower cover (43) and is threadedly connected to the outer wall of the hexagon socket screw (8).

3. The automobile shock absorber with a compression buffer structure according to claim 1, characterized in that: The top of the auxiliary spring (45) contacts the bottom of the upper seat body (42), and the bottom of the auxiliary spring (45) contacts the top of the lower seat body (41).

4. The automobile shock absorber with a compression buffer structure according to claim 1, characterized in that: The insertion rod (47) is inserted into the interior of the limiting cavity (481) after passing through the sliding cavity (482), and the pressing block (49) is located inside the limiting cavity (481). The insertion rod (47) is slidably connected to the sliding cavity (482), and the pressing block (49) is slidably connected to the limiting cavity (481).

5. The automobile shock absorber with a compression buffer structure according to claim 1, characterized in that: One end of the bolt (411) passes through the installation groove (410) and is respectively inserted into the interior of (61) and threadedly connected thereto.

6. The automobile shock absorber with a compression buffer structure according to claim 1, characterized in that: The bottom of the main spring (7) contacts the top of the lower support (3), and the top of the main spring (7) contacts the bottom of the lower seat body (41).

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