Hydraulic buffering and limiting mechanism for vehicle shock absorber

Abstract

The utility model discloses a hydraulic buffering and limiting mechanism for a vehicle shock absorber, which comprises a working cylinder, the working cylinder is filled with hydraulic oil, a piston rod assembly is arranged in the working cylinder, a piston is arranged at the bottom of the piston rod assembly, and a hydraulic buffering valve body is arranged below the piston. According to the mechanism, a large compression damping force value is generated through throttling by means of liquid, the impact force of downward rapid movement of the shock absorber is counteracted when a vehicle encounters large-amplitude movement scenes such as road surface protrusions and emergency braking, and the situation that the comfort and controllability of the vehicle are affected by too large impact force is avoided. And the elastic element is used for providing larger resistance at the tail end of the compression stroke to perform compression stop limiting on the suspension, so that the technical purposes of arranging the buffer block in the air suspension and setting proper compression stop limiting are achieved.

Description

Technical Field

[0001] The utility model relates to the technical field of hydraulic buffering of shock absorbers, in particular to a hydraulic buffering and limiting mechanism for vehicle shock absorbers. Background Technique

[0002] As a crucial component in the vehicle suspension system, the oil shock absorber's main function is to absorb and convert the vibration energy from the road surface to maintain the smooth running of the vehicle, while ensuring riding comfort and handling stability. However, in terms of design, traditional oil shock absorbers often struggle when dealing with extreme working conditions, especially at the end of the compression stroke.

[0003] Specifically, when the vehicle quickly drives over an uneven road surface, such as encountering large bumps or potholes, or performing emergency braking and other operations, the vehicle body will generate violent up and down vibrations. At this time, the shock absorber needs to respond quickly with a large amount of damping force to counteract these impact forces. Unfortunately, many conventional oil shock absorbers do not have a dedicated buffering and limiting structure at the end of the compression stroke. This results in the shock absorber being unable to provide sufficient damping force at the compression limit position to effectively suppress the remaining impact forces, and these impact forces are directly transmitted to the vehicle body and suspension system, negatively affecting the comfort of passengers and potentially also the vehicle's handling performance and driving stability.

[0004] In addition, to solve this problem, traditional designs often rely on a buffer block connected to the strut as an auxiliary compression limiting device. The buffer block can provide additional resistance before the shock absorber reaches its physical limit, helping to limit the further compression of the suspension system and thus protecting the vehicle from excessive impacts. However, with the continuous development of automotive technology, especially the application of advanced suspension systems such as air suspensions, this solution faces new challenges. Due to the complex structure and compact space of air suspensions, it is often difficult to install a buffer block of sufficient size in the traditional position, which leads to a lack of an effective limiting mechanism at the end of the compression stroke of the air suspension, thus affecting the overall performance and durability of the suspension system. Content of the Utility Model

[0005] In order to overcome the deficiencies of the prior art, the utility model provides a hydraulic buffering and limiting mechanism for vehicle shock absorbers, which solves the problems in the prior art that there is not enough space in the air suspension to set a buffer block and the suspension lacks a suitable compression cut-off limit.

[0006] A hydraulic buffering and limiting mechanism for vehicle shock absorbers includes a working cylinder, the inside of the working cylinder is filled with hydraulic oil, a piston rod assembly is arranged inside the working cylinder, a piston is arranged at the bottom of the piston rod assembly, and a hydraulic buffer valve body is arranged below the piston.

[0007] Further, it also includes that a groove is provided in the inner hole at the top of the hydraulic buffer valve body. The hydraulic buffer valve body is clamped with the piston through the groove and is in clearance fit with the piston, so that the hydraulic buffer valve body and the piston rod assembly move together.

[0008] Further, it also includes that the outer side of the hydraulic buffer valve body is in clearance fit with the inner surface of the working cylinder. It also includes that a through hole which is in clearance fit with the outer diameter of the large end of the hydraulic buffer inner tube is provided in the center of the hydraulic buffer valve body. A long groove is provided on the wall of the through hole. According to different requirements of hydraulic buffering, the length, width and depth of the long groove are different. The hydraulic buffer valve body is of a circular tubular or open and closed C-shaped tubular structure.

[0009] Further, it also includes that a hydraulic buffer valve seat is provided on the outer side of the bottom of the hydraulic buffer inner tube. The outer cylindrical surface of the hydraulic buffer valve seat is in interference fit with the working cylinder, and a bottom valve assembly is also installed below the hydraulic buffer valve seat.

[0010] Further, it also includes that the hydraulic buffer valve seat is provided with a central hole which is a stepped hole. The large hole end of the stepped hole is in interference fit with the outer diameter of the small end of the hydraulic buffer inner tube. And the hydraulic buffer inner tube is coaxial with the working cylinder, and the axial position of the hydraulic buffer inner tube is fixed by the step surface of the stepped hole. The outer diameter of the small end of the hydraulic buffer inner tube is in clearance or interference fit with the elastic element, and at the same time, axial positioning is carried out.

[0011] Further, it also includes that a small hole is provided between the central hole of the hydraulic buffer valve seat and the outer cylindrical surface of the hydraulic buffer valve seat. The lower end surface of the small hole cooperates with the valve plate on the bottom valve assembly to form a one-way valve. The lower end surface of the small hole is a conical surface or a groove bottom surface surrounded by two inner-low-and-outer-high circular rings.

[0012] Further, the valve plate on the bottom valve assembly has a pre-pressure after being assembled in place.

[0013] Further, the elastic element can be an assembly made of a spring, PA66, NBR and related elastomers.

[0014] The beneficial effects of the present utility model:

[0015] During the middle stage of the compression stroke of the present application, the mechanism relies on the liquid to generate a large compression damping force value through throttling to offset the impact force when the shock absorber moves rapidly downward in scenarios such as when the vehicle encounters road bumps and emergency braking, avoiding the impact on the comfort and handling performance of the vehicle caused by excessive impact force. And at the end of the compression stroke, a large resistance is provided by the elastic element to compress and limit the suspension, achieving the technical purpose of setting a buffer block and a suitable compression cut-off limit in the air suspension. Description of the drawings

[0016] Figure 1It is a schematic structural diagram of a hydraulic buffer and limit mechanism for a vehicle shock absorber;

[0017] Figure 2 It is a schematic diagram of the state of the bottom valve assembly of a hydraulic buffer and limit mechanism for a vehicle shock absorber;

[0018] Figure 3 It is a schematic diagram of the use of a hydraulic buffer and limit mechanism for a vehicle shock absorber;

[0019] Figure 4 It is a schematic diagram of the closure of a hydraulic buffer and limit mechanism for a vehicle shock absorber;

[0020] Figure 5 It is a schematic structural diagram of the bottom valve assembly and valve plate of a hydraulic buffer and limit mechanism for a vehicle shock absorber;

[0021] Figure 6 It is a schematic structural diagram of the hydraulic buffer valve body of a hydraulic buffer and limit mechanism for a vehicle shock absorber;

[0022] Figure 7 It is an enlarged view at position I of the connecting rod hydraulic buffer valve body of a hydraulic buffer and limit mechanism for a vehicle shock absorber;

[0023] Figure 8 It is a schematic structural diagram of the inner hole of the hydraulic buffer valve body of a hydraulic buffer and limit mechanism for a vehicle shock absorber.

[0024] In the figure: 1 - working cylinder, 2 - piston rod assembly, 3 - piston, 4 - hydraulic buffer valve body, 5 - hydraulic buffer inner tube, 6 - elastic element, 7 - hydraulic buffer valve seat, 8 - bottom valve assembly, 9 - valve plate, 10 - protective shell. Specific implementation manner

[0025] The following specific embodiments illustrate the implementation manners of the present utility model. Those skilled in the art can easily understand other advantages and effects of the present utility model from the content disclosed in this specification. Although the description of the present utility model will be introduced in conjunction with preferred embodiments, this does not mean that the features of this utility model are limited to this implementation manner. On the contrary, the purpose of introducing the utility model in conjunction with the implementation manner is to cover other alternatives or modifications that may be extended based on the claims of the present utility model. In order to provide a deep understanding of the present utility model, many specific details will be included in the following description. The present utility model can also be implemented without using these details. In addition, in order to avoid confusing or obscuring the key points of the present utility model, some specific details will be omitted in the description. It should be noted that, without conflict, the embodiments in this application and the features in the embodiments can be combined with each other. It should be noted that in this specification, similar reference numerals and letters indicate similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.

[0026] Unless otherwise defined, the technical terms or scientific terms used in the present utility model should have the ordinary meanings understood by those of ordinary skill in the art to which the present utility model belongs. The "first", "second" and similar terms used in the present utility model do not indicate any order, quantity or importance, but are only used to distinguish different components. Similarly, words such as "a" or "one" do not indicate a quantity limitation, but indicate the existence of at least one. The terms such as "set", "connected", "connected to" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in this embodiment can be understood according to specific situations. The orientation or positional relationship indicated by "up", "down", "left", "right", "inside", "bottom", etc. is based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship in which the product of this utility model is usually placed during use. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or component referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to the present utility model.

[0027] To make the purpose, technical solution and advantages of the present utility model clearer, the implementation manners of the present utility model will be further described in detail below with reference to the drawings.

[0028] In this embodiment, as shown in the attached Figure 1-8As shown in the figure, a hydraulic buffer and limit mechanism for a vehicle shock absorber includes a working cylinder 1 filled with hydraulic oil inside. A piston rod assembly 2 is arranged inside the working cylinder 1. A piston 3 is provided at the bottom of the piston rod assembly 2, and a hydraulic buffer valve body 4 is arranged below the piston 3.

[0029] Furthermore, a groove is provided in the top inner hole of the hydraulic buffer valve body 4. The hydraulic buffer valve body 4 is clamped with the piston 3 through the groove and has a clearance fit with the piston 3, so that the hydraulic buffer valve body 4 and the piston rod assembly 2 move together.

[0030] Furthermore, the outer side of the hydraulic buffer valve body 4 has a clearance fit with the inner surface of the working cylinder 1. A through hole that has a clearance fit with the outer diameter of the large end of the hydraulic buffer inner tube 5 is provided at the center of the hydraulic buffer valve body 4. A long groove is provided on the wall of the through hole. The length, width, and depth of the long groove are different according to different hydraulic buffer requirements. The hydraulic buffer valve body 4 is a circular tubular or open-closed C-shaped tubular structure.

[0031] Furthermore, a hydraulic buffer valve seat 7 is arranged on the outer side of the bottom of the hydraulic buffer inner tube 5. The outer cylindrical surface of the hydraulic buffer valve seat 7 has an interference fit with the working cylinder 1. A bottom valve assembly 8 is also installed below the hydraulic buffer valve seat 7.

[0032] Furthermore, the hydraulic buffer valve seat 7 is provided with a central hole which is a stepped hole. The large hole end of the stepped hole has an interference fit with the outer diameter of the small end of the hydraulic buffer inner tube 5. The hydraulic buffer inner tube 5 is coaxial with the working cylinder 1, and the axial position of the hydraulic buffer inner tube 5 is fixed by the step surface of the stepped hole. The outer diameter of the small end of the hydraulic buffer inner tube 5 has a clearance or interference fit with the elastic element 6, and at the same time, axial positioning is carried out.

[0033] Furthermore, a small hole is provided between the central hole of the hydraulic buffer valve seat 7 and the outer cylindrical surface of the hydraulic buffer valve seat 7. The lower end surface of the small hole cooperates with the valve plate 9 on the bottom valve assembly 8 to form a one-way valve. The lower end surface of the small hole is a conical surface or a groove surface bottom surrounded by two inner-low and outer-high circular rings.

[0034] Furthermore, the valve plate 9 on the bottom valve assembly 8 has a pre-pressure after being assembled in place.

[0035] Furthermore, the elastic element 6 can be an assembly made of a spring, PA66, NBR, and related elastomers.

[0036] The specific working principle of this application is as follows:

[0037] Under normal working conditions, the piston rod assembly 2 drives the hydraulic buffer valve body 4 to reciprocate axially in the working cylinder 1 through the piston 3, prompting the hydraulic oil in the working cylinder to circulate, thereby generating a damping force and achieving a vibration reduction effect. At this time, the compression buffer mechanism does not generate additional damping force.

[0038] When the vehicle encounters large-amplitude motions such as road bumps and emergency braking, the shock absorber is externally excited, and its downward movement stroke increases. The piston rod assembly 2 then pushes the hydraulic buffer valve body 4 to move downward in the working cylinder 1 through the piston 3, causing the upper end of the hydraulic buffer inner tube 5 to enter the hydraulic buffer valve body 4, thereby forming an annular hydraulic cavity between the hydraulic buffer inner tube 5, the hydraulic buffer valve body 4, and the working cylinder 1. When the groove of the hydraulic buffer valve body 4 is partially blocked by the hydraulic buffer inner tube 5, the hydraulic oil in the cavity will throttle through the slender holes formed between the internal groove of the hydraulic buffer valve body 4 and the outer surface of the hydraulic buffer inner tube 5, thereby generating a compression damping force. The hydraulic oil then flows out of the annular cavity through these grooves.

[0039] As the groove of the hydraulic buffer valve body 4 is completely blocked by the hydraulic buffer inner tube 5, the hydraulic oil passage of the corresponding groove is closed, and the number of small holes participating in throttling and the throttling area decrease. The more grooves are completely blocked, that is, the more hydraulic oil passages are closed, the greater the generated compression damping force. Therefore, by reasonably designing the number, width, depth, and length of the grooves, the damping force of the shock absorber at different motion positions can be precisely adjusted.

[0040] When the pressure in the annular hydraulic cavity exceeds the set threshold, the hydraulic oil will push open the check valve in the bottom valve assembly 8 through the small holes on the hydraulic buffer valve seat 7, thereby flowing out of the annular cavity to release the pressure. Finally, when the end face of the hydraulic buffer valve body 4 contacts the elastic element 6, the elastic element 6 will provide a significant resistance force, effectively slowing down the compression motion of the suspension and preventing it from continuing to move downward at an appropriate position.

[0041] The beneficial effects of the present utility model:

[0042] In the middle section of the compression stroke of this application, the mechanism relies on the liquid to generate a large compression damping force value through throttling, offsetting the impact force of the shock absorber's rapid downward movement when the vehicle encounters large-amplitude motions such as road bumps and emergency braking, and avoiding the impact on the comfort and controllability of the vehicle caused by excessive impact force. And at the end of the compression stroke, a large resistance force is provided by the elastic element to limit the compression of the suspension, achieving the technical purpose of setting a buffer block and a suitable compression cut-off limit in the air suspension.

[0043] The foregoing has shown and described the basic principles, main features, and advantages of the present utility model. Those skilled in the art should understand that the present utility model is not limited by the above embodiments. What is described in the above embodiments and the specification only illustrates the principle of the present utility model. Without departing from the spirit and scope of the present utility model, the present utility model will have various changes and improvements, and these changes and improvements all fall within the scope of the present utility model claimed. The scope of protection claimed for the present utility model is defined by the appended claims and their equivalents.

Claims

1. A hydraulic buffering and limiting mechanism for a vehicle shock absorber, characterized in that, It includes a working cylinder (1) filled with hydraulic oil inside. A piston rod assembly (2) is arranged inside the working cylinder (1). A piston (3) is arranged at the bottom of the piston rod assembly (2), and a hydraulic buffer valve body (4) is arranged below the piston (3). The outer side of the hydraulic buffer valve body (4) is in clearance fit with the inner surface of the working cylinder (1). A through hole in clearance fit with the outer diameter of the large end of the hydraulic buffer inner tube (5) is arranged at the center of the hydraulic buffer valve body (4). Long grooves are arranged on the wall of the through hole. According to different hydraulic buffer requirements, the length, width and depth of the long grooves are different. The hydraulic buffer valve body (4) is of a circular tubular or open-closed C-shaped tubular structure. A hydraulic buffer valve seat (7) is arranged on the outer side of the bottom of the hydraulic buffer inner tube (5). The outer cylindrical surface of the hydraulic buffer valve seat (7) is in interference fit with the working cylinder (1). A bottom valve assembly (8) is also installed below the hydraulic buffer valve seat (7). The hydraulic buffer valve seat (7) is provided with a central hole which is a stepped hole. The large hole end of the stepped hole is in interference fit with the outer diameter of the small end of the hydraulic buffer inner tube (5). The hydraulic buffer inner tube (5) is coaxial with the working cylinder (1), and the axial position of the hydraulic buffer inner tube (5) is fixed by the step surface of the stepped hole. The outer diameter of the small end of the hydraulic buffer inner tube (5) is in clearance or interference fit with the elastic element (6), and axial positioning is carried out at the same time. The elastic element (6) is a component made of a spring, PA66, NBR and related elastomers.

2. The hydraulic buffer and limit mechanism for a vehicle shock absorber according to claim 1, characterized in that It also includes that a groove is arranged in the inner hole at the top of the hydraulic buffer valve body (4). The hydraulic buffer valve body (4) is clamped with the piston (3) through the groove and is in clearance fit with the piston (3), so that the hydraulic buffer valve body (4) and the piston rod assembly (2) move together.

3. A hydraulic buffer and limit mechanism for a vehicle shock absorber according to claim 1, characterized in that, A small hole is arranged between the central hole of the hydraulic buffer valve seat (7) and the outer cylindrical surface of the hydraulic buffer valve seat (7). The lower end surface of the small hole is matched with a valve plate (9) on the bottom valve assembly (8) to form a one-way valve. The lower end surface of the small hole is a conical surface or a groove surface bottom surrounded by two inner-low-and-outer-high circular rings.

4. A hydraulic buffering and limiting mechanism for a vehicle shock absorber according to claim 1, characterized in that, The valve plate (9) on the bottom valve assembly (8) has a pre-pressure after being assembled in place.

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