Shock absorber structure

Abstract

The utility model provides a shock absorber structure, which belongs to the technical field of automobile suspension systems and comprises a shock absorption upright column assembly. The vibration reduction stand column assembly comprises a single-barrel shell and a piston valve system, a working cylinder filled with vibration reduction oil is arranged in the single-barrel shell, the piston valve system is longitudinally and movably arranged in the working cylinder, the upper end of the piston valve system is connected with a piston rod extending out of the upper end of the single-barrel shell, and the piston valve system is provided with a throttling hole formed in the axial direction. The two ends of the throttling hole are provided with an adjustable compression valve plate and an adjustable rebuilt valve plate respectively, and the compression valve plate and the rebuilt valve plate are independently controlled through an electric control assembly. According to the shock absorber structure provided by the utility model, the compression valve plate and the rebuilt valve plate respectively realize independent work by means of the electric control assembly, the flowing speed of the shock absorption oil is quickly adjusted, the damping is controlled, the switching precision of the valve core is improved, the flow of the shock absorption oil is accurately controlled, and the continuous stepless adjustment of the shock absorption damping is realized.

Description

Technical Field

[0001] The utility model belongs to the technical field of automotive suspension systems, and more specifically, relates to a shock absorber structure. Background Art

[0002] At present, most shock absorbers in automotive suspension systems adopt double-tube shock absorbers; the double-tube shock absorber structure has poor heat dissipation efficiency, large weight, and limited rebound and compression damping forces provided. The oil-gas mixing structure cannot avoid the phenomenon of oil foamification and cannot provide more accurate damping force. The shock absorber structure is filled with low-pressure nitrogen, the damping response is slow, the work efficiency is low, and it performs poorly under the condition of small high-frequency movement.

[0003] Adding an electronic control unit can make up for the above problems to a certain extent, but cannot completely solve them. There is still room for improvement in the response speed, adjustment accuracy, durability, etc. of the shock absorber. Summary of the Utility Model

[0004] The purpose of the utility model is to provide a shock absorber structure, aiming to improve the damping response speed and adjustment accuracy of the shock absorber.

[0005] To achieve the above purpose, the technical solution adopted by the utility model is: to provide a shock absorber structure, including a shock absorber column assembly and an elastic support assembly; the shock absorber column assembly includes a single-tube housing and a piston valve system, the single-tube housing has a working cylinder filled with shock absorber oil, the piston valve system is longitudinally movably arranged in the working cylinder, the upper end of the piston valve system is connected with a piston rod extending out of the upper end of the single-tube housing, the piston valve system has a throttle hole axially opened, and adjustable compression valve plates and rebound valve plates are respectively arranged at both ends of the throttle hole, and the compression valve plates and the rebound valve plates are both independently controlled by an electronic control component to change the speed of the shock absorber oil flowing through the throttle hole.

[0006] The beneficial effect of the shock absorber structure provided by the utility model lies in: compared with the prior art, in the shock absorber structure of the utility model, the shock absorber oil flows up and down the piston through the throttle hole on the piston valve, and compression valve plates and rebound valve plates are respectively arranged at the upper and lower ports of the throttle hole, and the compression valve plates and the rebound valve plates respectively realize independent work by means of an electronic control component, and at the same time adjust the flow gaps at the two ports of the throttle hole, thereby quickly adjusting the flow speed of the shock absorber oil, controlling the damping, improving the switching accuracy of the valve core, accurately controlling the flow rate of the shock absorber oil, realizing continuous stepless adjustment of the shock damping, and enabling the shock absorber to adapt to various complex driving conditions.

[0007] As another embodiment of the present application, the shock-absorbing column assembly further includes a guide and a lower mounting bracket. The upper and lower ends of the single-cylinder housing are respectively sealed by the guide and the lower mounting bracket, and the piston rod passes through the guide. A floating piston is provided on one side of the single-cylinder housing close to the lower mounting bracket. The floating piston divides the inner cavity of the single-cylinder housing into a lower energy storage cylinder and an upper working cylinder. The energy storage cylinder is filled with high-pressure gas.

[0008] The beneficial effects of the shock absorber structure proposed in this embodiment are as follows: The floating piston realizes the separation of oil and gas in the single-cylinder housing, avoids the phenomenon of oil foamification, and improves the precise effect of the damping force. In addition, the energy storage cylinder is filled with high-pressure nitrogen, which can achieve rapid damping response, higher work efficiency, and better performance under the condition of small high-frequency motion.

[0009] As another embodiment of the present application, the compression valve plate and the rebound valve plate are respectively adjusted by the corresponding electronic control components. The electronic control components include electromagnetic coils and valve cores. The end of the piston rod has an interface for connecting to the ECU, and a connecting wire is provided inside the piston rod. The connecting wire connects the electronic control components and the interface.

[0010] The beneficial effects of the shock absorber structure proposed in this embodiment are as follows: By separately controlling the opening and closing of the valve plates by two electronic control components, the response speed of the electromagnetic coil and the switching accuracy of the valve core can be improved, and the shock damping can be controlled more quickly and accurately. The shock absorber can make precise adjustments according to road conditions in a short time, improving the driving smoothness of the vehicle.

[0011] As another embodiment of the present application, it further includes an elastic support component. The elastic support component includes a spring sleeved on the outside of the shock-absorbing column assembly. The upper end of the spring is connected to the piston rod, and the lower end of the spring is connected to the outside of the single-cylinder housing. The spring is a spiral structure, and the pitch of the spring gradually decreases from top to bottom.

[0012] The beneficial effects of the shock absorber structure proposed in this embodiment are as follows: The spring is spirally distributed, and a variable stiffness effect is formed by means of different pitches of itself.

[0013] As another embodiment of the present application, the lower end of the spring is fixed to the outside of the single-cylinder housing by a lower mounting seat. The upper end of the lower mounting seat has a first bearing surface that fits the lower end of the spring, and a locking nut is provided at the lower end of the lower mounting seat.

[0014] The beneficial effects of the shock absorber structure proposed in this embodiment are as follows: The installation method of the cooperation of the lower mounting seat and the locking nut can realize manual adjustment of the position to meet different vehicle posture requirements; further meet different driving road conditions and improve the driving experience.

[0015] As another embodiment of the present application, the lower mounting seat includes an inner sleeve and an annular seat. The annular seat is sleeved outside the inner sleeve and forms the annular first bearing surface on the outside of the inner sleeve.

[0016] The beneficial effect of the shock absorber structure proposed in this embodiment is that the first bearing surface formed by the upper end surface of the annular seat is lower than the upper end surface of the inner sleeve, so that the part of the inner sleeve protruding from the first bearing surface forms a limiting structure for positioning the spring.

[0017] As another embodiment of the present application, the upper end of the spring is fixed to the upper end of the piston rod by means of an upper mounting assembly. The lower end of the upper mounting assembly has a second bearing surface that fits against the upper end of the spring. The upper mounting assembly is connected to the piston rod by means of a rigid inner tube.

[0018] The beneficial effect of the shock absorber structure proposed in this embodiment is that the rigid inner tube is sleeved outside the piston rod and fixed by the nut structure at the upper end of the piston rod, preventing the upper mounting assembly from disengaging from the upper end of the piston rod.

[0019] As another embodiment of the present application, the upper mounting assembly includes a mounting seat and a rubber bushing. The mounting seat is sleeved on the piston rod, and the lower end of the mounting seat forms the second bearing surface; a guiding cylinder extending downward is provided at the lower end of the mounting seat. The guiding cylinder is located inside the second bearing surface, and the spring is sleeved outside the guiding cylinder; a receiving cavity is provided at the upper end of the mounting seat, and the rubber bushing is located in the receiving cavity and limits the rigid inner tube; a mounting portion extending outward is provided on the mounting seat, and a mounting hole is provided on the mounting portion.

[0020] The beneficial effect of the shock absorber structure proposed in this embodiment is that the guiding cylinder and the mounting seat are integrally formed into a dust-proof cover structure, preventing dust and mud and water from adhering to the piston rod, and avoiding abnormal noise and oil leakage problems of the shock absorber strut assembly; the rubber bushing increases the vibration isolation performance of the shock absorber, effectively filtering out minute vibrations and noises from the road surface.

[0021] As another embodiment of the present application, a buffer block is further provided at the lower end of the mounting seat. The buffer block is located inside the guiding cylinder and sleeved outside the piston rod.

[0022] The beneficial effect of the shock absorber structure proposed in this embodiment is that the integrated buffer block can increase the supporting force in the latter stage of the compression stroke, and cooperate with the strut assembly and the coil spring to realize the suspension shock absorption function.

[0023] As another embodiment of the present application, both the lower mounting support and the upper mounting assembly have reinforcing ribs, which are located on the back side of the first bearing surface / the second bearing surface, and the reinforcing ribs are radially distributed in the circumferential direction of the lower mounting support and the upper mounting assembly.

[0024] The beneficial effect of the shock absorber structure proposed in this embodiment is to strengthen the support strength of the upper mounting assembly and the lower mounting support. Description of the Drawings

[0025] In order to more clearly illustrate the technical solutions in the embodiments of the present utility model, the following will briefly introduce the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings in the following description are only some embodiments of the present utility model, and those of ordinary skill in the art can also obtain other drawings based on these drawings without creative efforts.

[0026] Figure 1 It is a schematic structural diagram of the shock absorber structure provided by the embodiment of the present utility model;

[0027] Figure 2 It is a schematic structural diagram of the shock-absorbing column assembly provided by the embodiment of the present utility model;

[0028] Figure 3 It is a schematic structural diagram of the piston valve system provided by the embodiment of the present utility model;

[0029] Figure 4 It is a schematic diagram of the control system principle of the shock absorber structure provided by the embodiment of the present utility model.

[0030] In the figure: 10. Shock-absorbing column assembly; 11. Lower mounting bracket; 12. Floating piston; 13. Accumulator cylinder; 14. Working cylinder; 15. Piston valve system; 16. Single-cylinder housing; 17. Rebound electronic control valve group; 18. Compression electronic control valve group; 19. Guide; 20. Lower mounting support; 21. Locking nut; 22. Spring; 23. Mounting support; 24. Buffer block; 25. Rubber bushing; 26. Rigid inner tube; 27. Piston rod; 28. Connecting wire; 29. Socket; 30. Compression valve plate; 31. Rebound valve plate; 32. Compression stroke oil transfer path; 33. Rebound stroke oil transfer path; 34. Shock absorber; 35. Sensor; 36. Camera; 37. Vehicle speed sensor; 38. Inertial measurement unit IMU; 39. ECU. Detailed Embodiments

[0031] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present utility model clearer and more understandable, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present utility model and are not used to limit the present utility model.

[0032] Please refer to Figures 1 to 4 , and now the shock absorber structure provided by the present utility model will be described. The shock absorber structure includes a shock absorber column assembly 10; the shock absorber column assembly 10 includes a single-tube housing 16 and a piston valve system 15. The single-tube housing 16 has a working cylinder 14 filled with shock absorber oil. The piston valve system 15 is longitudinally movably arranged in the working cylinder 14. The upper end of the piston valve system 15 is connected to a piston rod 27 extending out of the upper end of the single-tube housing 16. The piston valve system 15 has a throttle hole axially opened. Adjustable compression valve plates 30 and rebound valve plates 31 are respectively arranged at both ends of the throttle hole. The compression valve plates 30 and the rebound valve plates 31 are both independently controlled by an electronic control component to change the speed of the shock absorber oil flowing through the throttle hole.

[0033] Compared with the prior art, the shock absorber structure provided by the present utility model realizes the flow of the shock absorber oil through the throttle hole on the piston valve. Compression valve plates 30 and rebound valve plates 31 are respectively arranged at the upper and lower ports of the throttle hole. The compression valve plates 30 and the rebound valve plates 31 respectively realize independent operation by means of an electronic control component, and at the same time adjust the flow gaps at the two ports of the throttle hole, thereby quickly adjusting the flow speed of the shock absorber oil, controlling the damping, improving the switching accuracy of the valve core, accurately controlling the flow rate of the shock absorber oil, and realizing continuous stepless adjustment of the shock damping, so that the shock absorber 34 can adapt to various complex driving conditions.

[0034] In addition, the shock absorber 34 structure is selected as a single-tube structure. The single-tube structure has good heat dissipation, light weight, and can provide greater rebound and compression damping.

[0035] Both the compression valve plates 30 and the rebound valve plates 31 are butterfly valve plates.

[0036] In some possible embodiments, please refer to Figure 1 and Figure 2 , the shock absorber column assembly 10 further includes a guide 19 and a lower mounting bracket 11. The upper and lower ends of the single-tube housing 16 are respectively sealed by the guide 19 and the lower mounting bracket 11. The piston rod 27 penetrates through the guide 19; a floating piston 12 is arranged on one side of the single-tube housing 16 close to the lower mounting bracket 11. The floating piston 12 divides the inner cavity of the single-tube housing 16 into a lower energy storage cylinder 13 and an upper working cylinder 14; the energy storage cylinder 13 is filled with high-pressure gas.

[0037] The lower mounting bracket 11 is fixed to the lower end of the single-cylinder housing 16, and the guide 19 is sleeved on the upper end of the single-cylinder housing 16. The guide 19 and the lower mounting bracket 11 cooperate with the single-cylinder housing 16 to form a sealed cavity. A floating piston 12 is installed in the middle and lower part of the sealed cavity. The edge of the floating piston 12 is attached to the inner side wall of the single-cylinder housing 16 to achieve sealing; the floating piston 12 divides the above-mentioned sealed cavity into an upper working cylinder 14 and a lower energy storage cylinder 13, and high-pressure nitrogen gas is filled in the energy storage cylinder 13.

[0038] The piston valve system 15 is located in the working cylinder 14. The upper end of the piston valve system 15 is connected to the piston rod 27 and moves up and down under the action of the piston rod 27. When moving, the pressures above and below the piston valve system 15 will change accordingly, and the damping oil passes through the throttle hole. The damping function is realized by changing the compression amount of the damping oil in the working cylinder 14.

[0039] According to the piston valve system 15 being in different positions, the pressure of the damping oil received by the floating piston 12 is different, so that different gas rebound forces are generated in the energy storage cylinder 13. The floating piston 12 realizes the oil-gas separation in the single-cylinder housing 16, avoids the phenomenon of oil foamization, and improves the precise effect of the damping force. In addition, high-pressure nitrogen gas is filled in the energy storage cylinder 13, which can achieve rapid damping response, higher work efficiency, and better performance in the state of tiny high-frequency motion.

[0040] In some possible embodiments, please refer to Figures 1 to 3 , the compression valve plate 30 and the rebound valve plate 31 are respectively adjusted through corresponding electronic control components; the electronic control components include electromagnetic coils and valve cores; the end of the piston rod 27 has an interface 29 for connecting the ECU 39, and a connecting wire 28 is arranged in the piston rod 27, and the connecting wire 28 connects the electronic control components and the interface 29.

[0041] For the piston valve system 15 installed in the working cylinder 14, the piston valve system 15 is connected to the piston rod 27 and driven by the piston rod 27 to move up and down. The piston valve system 15 includes a valve body, a compression electronic control valve group 18 located at the upper end of the valve body, and a rebound electronic control valve group 17 located at the lower end of the valve body. The compression electronic control valve group 18 includes an electronic control component and a compression valve plate 30. The electromagnetic coil of the electronic control component is wound around the outside of the valve core, and the electromagnetic coil is electrically connected to the connecting wire 28 in the piston rod 27. When the interface 29 at the end of the piston rod 27 is connected to the ECU 39, the electromagnetic coil is energized and controlled by the ECU 39, adsorbs the compression valve plate 30 on one side of the valve core, and changes the opening degree of the compression valve plate 30 by changing the current magnitude of the electromagnetic coil to achieve the purpose of changing the electromagnetic force magnitude. Similarly, the rebound electronic control valve group 17 is located at the lower end of the valve body, and the structure of the rebound electronic control valve group 17 is the same as that of the compression electronic control valve group 18. The electromagnetic coil of the rebound electronic control valve group 17 is electrically connected to the connecting wire 28 and is controlled by the ECU 39.

[0042] The ECU 39 (Electronic Control Unit), also known as the "vehicle computer", "on-board computer", etc. Like an ordinary computer, the ECU 39 consists of a microprocessor (MCU), memories (ROM, RAM), input / output interfaces (I / O), an analog-to-digital converter (A / D), and large-scale integrated circuits such as shaping and driving circuits.

[0043] Specifically, mounting grooves are provided at both the upper and lower ends of the valve body main body. The throttle hole is axially arranged and communicates with the two mounting grooves; the compression valve plate 30 and the restoring valve plate 31 are respectively located in the two mounting grooves. There is a gap between the valve plate and the edge of the mounting groove. By optimizing the design of the electronically controlled valve group, the opening and closing of the valve plate can be separately controlled by two electronically controlled components, which can improve the response speed of the electromagnetic coil and the switching accuracy of the valve core, and can realize faster and more accurate regulation of the damping force; enabling the shock absorber 34 to make precise adjustments according to road conditions changes in a short time, and improving the ride comfort of the vehicle.

[0044] As Figure 3 shown, during the operation of the shock absorber 34, there are two situations: the compression process and the restoring process.

[0045] When the vehicle encounters bumps and the wheel moves upward, the shock absorber 34 is in the compression process. As the wheel moves upward, the piston in the shock absorber 34 moves downward, the volume of the upper chamber above the piston valve system 15 decreases, and the pressure increases; the compression electronically controlled valve group 18 comes into play at this time, and the compression electronically controlled valve group 18 drives the compression valve plate 30 to open, enabling the damping oil in the upper chamber to flow smoothly downward, but there is a certain resistance during the flow process to slow down the flow speed of the damping oil, and energy conversion is achieved through the restricted flow, converting kinetic energy into heat energy, thereby consuming a part of the vibration energy and achieving the damping effect. The oil transfer path during the compression stroke is as Figure 3 shown in the figure.

[0046] When the wheel returns to the normal position or moves downward, the shock absorber 34 is in the restoring process. As the wheel moves downward, the piston valve system 15 in the shock absorber 34 moves upward, and the pressure in the lower chamber increases. The restoring electronically controlled valve group 17 drives the restoring valve plate 31 to open, restricting the rapid flow of oil from the lower chamber into the upper chamber when the piston valve system 15 moves upward, and at the same time generating a damping force through throttling during the flow process. The oil transfer path during the restoring stroke is as Figure 3 shown in the figure.

[0047] The compression valve plate 30 at the upper end and the restoring valve plate 31 at the lower end of the throttle hole are respectively affected by the magnetic force of the electronically controlled valve group, and can adjust the size of the gap of the flow passage, further controlling the damping. The whole process is continuous and real-time, ensuring that the vehicle can maintain the best suspension performance under various driving conditions.

[0048] As Figure 4 shown, in terms of control, shock absorbers 34 are installed at the four wheels of the vehicle. During the vehicle's operation, the four shock absorbers 34 work simultaneously and transmit signals to the ECU 39. In addition, the ECU 39 also obtains vehicle information through four vehicle attitude sensors, a vehicle speed sensor 37, a camera 36, and an inertial measurement unit IMU 38, calculates the optimal shock absorption parameters based on a preset algorithm, and controls the shock absorbers 34 of the four wheels respectively through a drive circuit to achieve real-time dynamic adjustment of the shock absorbers 34.

[0049] Regarding the control of the operation of the shock absorber 34, the following situations exist:

[0050] A. Damping control with vehicle speed: As the vehicle speed changes, the damping is adjusted by regulating two valve plates inside the shock absorber 34. When the vehicle speed is high, the damping level is increased to improve handling performance, and when the vehicle speed is low, the damping level is decreased to improve comfort.

[0051] B. Vehicle roll control: When it is recognized that the vehicle is rolling or has a tendency to roll, the ECU 39 independently controls the damping of the shock absorbers 34 of different suspensions, and reduces the vehicle body roll by changing the throttling effect of the piston valve system 15, improving the vehicle's handling and comfort.

[0052] C. Vehicle pitch control: When the vehicle accelerates or decelerates, the vehicle damping is changed to provide optimal comfort.

[0053] D. Impact control: The camera 36 is used to identify road impact targets in a certain area in front of the vehicle in advance, and the ECU 39 adjusts the damping of the shock absorber 34 before the vehicle reaches the impact target.

[0054] The control system can perform targeted control for three different driving style modes during actual vehicle driving, and achieve different roll and pitch controls for each style, balancing the different scenario requirements of users for handling performance and comfort.

[0055] The intelligent control system combines feedback sensors to continuously monitor the working state of the shock absorber 34, accurately control the flow of the shock absorption medium, and achieve continuous stepless adjustment of the shock absorption damping to adapt to various complex driving conditions.

[0056] In some possible embodiments, please refer to Figure 1 , the structure of the shock absorber 34 further includes an elastic support assembly; the elastic support assembly includes a spring 22 sleeved outside the shock absorber column assembly 10. The upper end of the spring 22 is connected to the piston rod 27, and the lower end of the spring 22 is connected to the outside of the single-tube housing 16; the spring 22 is a spiral structure, and the pitch of the spring 22 gradually decreases from top to bottom.

[0057] The elastic support assembly further includes a spring 22 connecting the piston rod 27 and the single-cylinder housing 16. The spring 22 is spirally distributed and forms a variable-stiffness spring 22 by virtue of its different pitches. In addition, the spring 22 is made of high-performance titanium alloy, and its weight is reduced by 40% compared with the conventional spring 22 made of steel. Since the pitch of the spring 22 gradually decreases from top to bottom, the density of the spring 22 gradually increases from top to bottom. The upper end of the spring 22 is connected to the piston rod 27, and the lower end of the spring 22 is connected to the single-cylinder housing 16. Therefore, as the piston valve system 15 moves downward, the rebound force exerted by the spring 22 on the piston rod 27 will gradually increase.

[0058] As Figure 1 shown, the upper end of the spring 22 is fixed to the upper end of the piston rod 27 by means of an upper mounting assembly; the lower end of the spring 22 is fixed to the outside of the single-cylinder housing 16 by means of a lower mounting seat 20.

[0059] The lower end of the spring 22 is fixed to the outside of the single-cylinder housing 16 by means of a lower mounting seat 20. The upper end of the lower mounting seat 20 has a first bearing surface that fits against the lower end of the spring 22. A locking nut 21 is provided at the lower end of the lower mounting seat 20. The lower mounting seat 20 is sleeved on the circumference of the single-cylinder housing 16, and its lower end has a fixing portion. External threads are provided on the outer circumference of the fixing portion, and the fixing portion is connected to the locking nut 21. The lower mounting seat 20 is fixed to the outside of the single-cylinder housing 16 by means of the locking nut 21.

[0060] One or more locking nuts 21 can be used. When there are multiple locking nuts 21, the multiple locking nuts 21 are arranged longitudinally in sequence. The installation method of the cooperation between the lower mounting seat 20 and the locking nut 21 can realize manual position adjustment to meet different vehicle posture requirements; further meet different driving road conditions and improve the driving experience.

[0061] In addition, the lower mounting seat assembly uses an organic non-metallic material body, such as plastic, etc., and its weight is reduced by 50% compared with conventional carbon steel.

[0062] The structure of the lower mounting seat 20 may include an inner sleeve and an annular seat. The annular seat is sleeved on the outside of the inner sleeve and forms an annular first bearing surface on the outside of the inner sleeve. The annular seat and the inner sleeve can be welded or integrally formed. The first bearing surface formed by the upper end surface of the annular seat is lower than the upper end surface of the inner sleeve, so that the part of the inner sleeve protruding from the first bearing surface forms a limiting structure for positioning the lower end of the spring 22.

[0063] The inner sleeve is sleeved on the outside of the single-cylinder housing 16, and a plurality of fixing portions are provided at the lower end of the inner sleeve. The plurality of fixing portions are all arranged around the inner sleeve. An adjustable gap is provided between adjacent two fixing portions, and the fixing portions are in threaded cooperation with the locking nut 21.

[0064] Correspondingly, the upper end of the spring 22 is fixed to the upper end of the piston rod 27 by means of an upper mounting assembly. The lower end of the upper mounting assembly has a second bearing surface that fits against the upper end of the spring 22. The upper mounting assembly is connected to the piston rod 27 by means of a rigid inner tube 26. The rigid inner tube 26 is sleeved outside the piston rod 27 and fixed by a nut structure at the upper end of the piston rod 27 to prevent the upper mounting assembly from slipping out of the upper end of the piston rod 27.

[0065] The upper mounting assembly includes a mounting support 23 and a rubber bushing 25. The mounting support 23 is sleeved on the piston rod 27, and the lower end of the mounting support 23 forms a second bearing surface; a guide cylinder extending downward is provided at the lower end of the mounting support 23. The guide cylinder is located inside the second bearing surface, and the spring 22 is sleeved outside the guide cylinder; a receiving cavity is provided at the upper end of the mounting support 23, and the rubber bushing 25 is located in the receiving cavity and positions the rigid inner tube 26; a mounting portion extending outward is provided on the mounting support 23, and a mounting hole is provided in the mounting portion.

[0066] The middle of the mounting support 23 is provided with an opening. The top end of the piston rod 27 sleeved by the mounting support 23 has an annular second bearing surface at its lower end. The second bearing surface fits against the upper end surface of the spring 22, and the inner edge of the second bearing surface has an annular guide cylinder that extends downward. The length of the guide cylinder is at least half of the distance between the first bearing surface and the second bearing surface. At the same time, the guide cylinder and the mounting support 23 are integrally formed into a dust-proof cover structure to prevent dust and muddy water from adhering to the piston rod 27 and avoid abnormal noises and oil leakage problems of the shock absorber assembly.

[0067] An upward-opening annular groove is provided in the middle of the upper end of the mounting support 23. The inner side of the annular groove communicates with the hole opened in the middle of the mounting support 23; the rubber bushing 25 and the rigid inner tube 26 are installed in the annular groove. The rubber bushing 25 wraps the outside and the upper and lower ends of the rigid inner tube 26. The upper end of the rigid inner tube 26 abuts against the nut structure at the upper end of the piston rod 27, or there is a rubber bushing 25 between the upper end of the rigid inner tube 26 and the nut structure of the piston rod 27. The rubber bushing 25 improves the vibration isolation performance of the shock absorber 34 and effectively filters out minute vibrations and noises from the road surface.

[0068] In addition, the mounting support 23 is made of nylon material, and its weight is reduced by 30% compared with conventional carbon steel. The lower end is in direct contact with the spring 22. Since it is a non-metallic material itself, it can avoid the harsh abnormal noise caused by mutual friction during driving and cooperate with the helical spring 22 to achieve the elastic support function.

[0069] By changing the materials of the spring 22, the lower mounting support 20, and the upper mounting assembly, by using high-strength materials to manufacture key components, and cooperating with an efficient heat dissipation mechanism, the working temperature is effectively reduced, and the service life of the shock absorber 34 is extended.

[0070] In addition, an installation hole is provided in the installation part at the upper end of the mounting support 23, and the shock absorber 34 is installed on the vehicle body or other connecting parts by passing two lateral installation bolts through the installation hole.

[0071] A buffer block 24 is further provided at the lower end of the mounting support 23. The buffer block 24 is located inside the guide cylinder and sleeved outside the piston rod 27. The integrated buffer block 24 can increase the supporting force in the latter stage of the compression stroke and cooperate with the strut assembly and the coil spring 22 to achieve the suspension shock absorption function.

[0072] Both the lower mounting support 20 and the upper mounting assembly have reinforcing ribs. The reinforcing ribs are located on the back side of the first bearing surface / second bearing surface, and the reinforcing ribs are radially distributed in the circumferences of the lower mounting support 20 and the upper mounting assembly. A plurality of reinforcing ribs are formed between the annular seat and the inner sleeve of the lower mounting support 20, and the plurality of reinforcing ribs are evenly distributed in the circumference of the inner sleeve; the upper ends of the reinforcing ribs are connected to the lower end surface of the annular seat. The mounting support 23 of the upper mounting assembly also includes an annular plate-like structure, and the lower end surface of the annular plate-like structure is the second bearing surface. The upper end of the annular plate-like structure has a plurality of reinforcing ribs, and the plurality of reinforcing ribs are equally spaced and connected to the tubular support structure in the middle of the mounting support 23. The reinforcing ribs are sheet-like structures.

[0073] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A shock absorber structure, characterized in that: The invention comprises a vibration-damping column assembly (10) and an elastic support component; the vibration-damping column assembly (10) comprises a single-cylinder housing (16) and a piston valve system (15); the single-cylinder housing (16) has a working cylinder (14) filled with vibration-damping oil; the piston valve system (15) is longitudinally movable in the working cylinder (14); the upper end of the piston valve system (15) is connected to a piston rod (27) extending out of the upper end of the single-cylinder housing (16); the piston valve system (15) has a throttle hole opened in the axial direction; the two ends of the throttle hole are respectively provided with an adjustable compression valve plate (30) and a restoring valve plate (31); the compression valve plate (30) and the restoring valve plate (31) are individually controlled by means of an electronic control component to change the speed of the vibration-damping oil passing through the throttle hole.

2. The shock absorber structure according to claim 1, characterized in that: The vibration-damping column assembly (10) also includes a guide (19) and a lower mounting bracket (11); the upper and lower ends of the single-cylinder shell (16) are sealed by means of the guide (19) and the lower mounting bracket (11), respectively; the piston rod (27) passes through the guide (19); a floating piston (12) is provided on one side of the single-cylinder shell (16) close to the lower mounting bracket (11); the floating piston (12) divides the inner cavity of the single-cylinder shell (16) into an energy storage cylinder (13) at the lower end and the working cylinder (14) at the upper end; the energy storage cylinder (13) is filled with high-pressure gas.

3. The shock absorber structure according to claim 2, characterized in that: The compression valve plate (30) and the restoring valve plate (31) are respectively adjusted by the corresponding electronic control components; the electronic control components include an electromagnetic coil and a valve core; the end of the piston rod (27) has a plug interface (29) for connecting to an ECU (39), and the piston rod (27) has a connecting wire (28) inside, and the connecting wire (28) connects the electronic control component and the plug interface (29).

4. The shock absorber structure according to claim 1, characterized in that: It also includes an elastic support component; the elastic support component includes a spring (22) sleeved on the outside of the vibration-damping column assembly (10), the upper end of the spring (22) is connected to the piston rod (27), and the lower end of the spring (22) is connected to the outside of the single-tube shell (16); the spring (22) is a spiral structure, and the intercept of the spring (22) gradually decreases from top to bottom.

5. The shock absorber structure according to claim 4, characterized in that: The lower end of the spring (22) is fixed to the outer side of the single-tube shell (16) by means of a lower mounting support (20), the upper end of the lower mounting support (20) has a first bearing surface that fits the lower end of the spring (22), and the lower end of the lower mounting support (20) is provided with a locking nut (21).

6. The shock absorber structure according to claim 5, characterized in that: The lower mounting support (20) comprises an inner sleeve and an annular seat, wherein the annular seat is sleeved on the outer side of the inner sleeve and forms the first annular bearing surface on the outer side of the inner sleeve.

7. The shock absorber structure according to claim 5, characterized in that: The upper end of the spring (22) is fixed to the upper end of the piston rod (27) by means of an upper mounting assembly, the lower end of the upper mounting assembly has a second bearing surface that fits the upper end of the spring (22), and the upper mounting assembly is connected to the piston rod (27) by means of a rigid inner tube (26).

8. The shock absorber structure according to claim 7, characterized in that: The upper mounting assembly comprises a mounting support (23) and a rubber bushing (25), wherein the mounting support (23) is sleeved on the piston rod (27), and the lower end of the mounting support (23) forms the second bearing surface; the lower end of the mounting support (23) is provided with a guide cylinder extending downward, the guide cylinder is located on the inner side of the second bearing surface, and the spring (22) is sleeved on the outer side of the guide cylinder; the upper end of the mounting support (23) is provided with a accommodating cavity, the rubber bushing (25) is located in the accommodating cavity, and limits the rigid inner tube (26); the mounting support (23) is provided with a mounting portion extending outward, and the mounting portion is provided with a mounting hole.

9. The shock absorber structure according to claim 8, characterized in that: A buffer block (24) is also provided at the lower end of the mounting support (23), and the buffer block (24) is located on the inner side of the guide cylinder and sleeved on the outer side of the piston rod (27).

10. The shock absorber structure according to claim 7, characterized in that: The lower mounting support (20) and the upper mounting assembly both have reinforcing ribs, the reinforcing ribs are located on the back side of the first bearing surface / the second bearing surface, and the reinforcing ribs are radially distributed in the circumference of the lower mounting support (20) and the upper mounting assembly.

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