Upper supporting structure for single-channel shock absorber

Abstract

The utility model discloses an upper support structure for a single-channel shock absorber, which relates to the field of shock absorbers, and comprises an upper rubber block, a lower rubber block and a lining pipe, the inner side of the upper edge opening of the top of the lower rubber block is provided with a vulcanization layer protruding upwards, and the lower rubber block is coated on the periphery of the lining pipe through the vulcanization layer; during assembly, the upper rubber block makes contact with the upper surface of a metal plate through a lower edge opening in the bottom of the upper rubber block, the lower rubber block makes contact with the lower surface of the metal plate through an upper edge opening, the metal plate is arranged on the periphery of the vulcanization layer in a sleeving mode, and the vulcanization layer is embedded into an inner cavity of the upper rubber block, so that the lower rubber block is matched with the upper rubber block in an embedded mode; the upper rubber block penetrates through the top of the upper rubber block. The upper support solves the problem of direct contact between the automobile body metal plate and the piston rod (namely, the abnormal sound risk is solved), the damping effect of the upper support is improved, the rigidity of the upper support is improved, and the durability of the upper support is improved.

Description

Technical Field

[0001] The utility model relates to the field of shock absorbers, in particular to an upper supporting structure for a single-channel shock absorber. Background Art

[0002] like Figure 1 As shown, the existing upper support structure includes a support base (1'), a group of rubber blocks (2') are symmetrically arranged in the support base, the body sheet metal (5') is clamped between the two rubber blocks, and the center of the rubber block is connected to the piston rod A (4') through a liner (3').

[0003] The existing technical solutions have the following defects:

[0004] 1. The upper support is directly connected to the body sheet metal, which is sandwiched between two rubber blocks and is directly fixed to the piston rod. This may cause the sheet metal and the piston rod to rub against each other when the shock absorber is working, resulting in abnormal noise;

[0005] 2. The shape of the rubber block is too simple, it is just a hemispherical shape, which will affect the shock absorption effect, the stiffness of the upper support and the durability. Utility Model Content

[0006] The purpose of the present utility model is to overcome the deficiencies of the prior art and to provide an upper support structure for a single-channel shock absorber, so as to solve the problem of direct contact between the vehicle body sheet metal and the piston rod (i.e., solve the risk of abnormal noise), improve the shock absorbing effect of the upper support, improve the stiffness of the upper support, and improve the durability of the upper support.

[0007] The purpose of the utility model is achieved through the following technical solutions: the upper support structure for a single-channel shock absorber comprises an upper rubber block, a lower rubber block and an inner lining tube, a vulcanized layer protruding upward is provided on the inner side of the upper edge of the top of the lower rubber block, and the lower rubber block is covered on the outer periphery of the inner lining tube through the vulcanized layer; during assembly, the upper rubber block contacts the upper surface of the sheet metal through the lower edge of its bottom, and the lower rubber block contacts the lower surface of the sheet metal through the upper edge, the sheet metal is sleeved on the outer periphery of the vulcanized layer, and the vulcanized layer is embedded in the inner cavity of the upper rubber block, so that the lower rubber block and the upper rubber block are embedded and matched, and the piston rod penetrates the inner lining tube from the bottom of the lower rubber block and exits from the top of the upper rubber block.

[0008] As a further technical solution, after the upper and lower rubber blocks are assembled with the sheet metal, the lower edge and the upper edge press the sheet metal accordingly, and the top of the vulcanized layer and the top of the liner are both pressed against the inner wall of the upper rubber block.

[0009] As a further technical solution, a plurality of heat dissipation grooves are evenly provided on the outer wall of the vulcanized layer along the circumferential direction.

[0010] As a further technical solution, a plurality of reinforcing ribs are evenly arranged on the outer wall of the vulcanized layer along the circumferential direction.

[0011] As a further technical solution, the lower edge of the upper rubber block and the upper edge of the lower rubber block both adopt arc transition.

[0012] As a further technical solution, a chassis is provided at the bottom of the inner liner tube, the lower rubber block is vulcanized and wrapped around the outer periphery of the chassis, and the piston rod is sealed relative to the chassis after being fitted with a sealing sleeve.

[0013] As a further technical solution, a dust cover is installed at a position on the outer periphery of the lower rubber block corresponding to the chassis.

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

[0015] 1. The original direct connection method between the upper supporting body sheet metal and the piston rod has been changed, so that the rubber is vulcanized on the inner lining tube. The sheet metal is in contact with the vulcanized layer, which can effectively avoid the risk of abnormal noise;

[0016] 2. The original simple hemispherical shape of the rubber body in the upper support has been changed to two rubber blocks embedded in the upper and lower parts, making the fit tighter and improving the shock absorption effect, rigidity and durability of the entire upper support.

[0017] 3. Heat dissipation grooves and reinforcement ribs are set on the outer wall of the vulcanized layer, which significantly increases the friction area inside the rubber, increases the internal friction between molecular chains, effectively improves the damping efficiency of the material, and can dissipate heat efficiently;

[0018] 4. The upper and lower edges of the rubber block are made of arc transition, which can avoid the stress concentration problem caused by sharp corners. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a structural diagram of the prior art.

[0020] Figure 2 This is a schematic structural diagram of the upper rubber block in the utility model.

[0021] Figure 3 This is a schematic structural diagram of the lower rubber block in the utility model.

[0022] Figure 4 This is a structural diagram of the utility model in which the upper support is in a free state after being assembled.

[0023] Figure 5 This is a structural diagram of the upper support of the utility model in a compressed state after assembly.

[0024] Explanation of the reference numerals: upper rubber block 1, lower edge 11, lower rubber block 2, upper edge 21, vulcanized layer 22, heat dissipation groove 221, reinforcing rib 222, liner tube 23, chassis 24, piston rod 3, sealing sleeve 31, sheet metal 4, dust cover 5. DETAILED DESCRIPTION

[0025] The following is a detailed introduction to the present invention with reference to the accompanying drawings:

[0026] Example: As shown in the attached Figures 2 to 5 As shown, the upper support structure for the single-channel shock absorber includes an upper rubber block 1, a lower edge 11, a lower rubber block 2, an upper edge 21, a vulcanized layer 22, a heat dissipation groove 221, a reinforcing rib 222, an inner lining tube 23, a chassis 24, a piston rod 3, a sealing sleeve 31, a sheet metal 4 and a dust cover 5.

[0027] Reference Attachment Figure 3 A vulcanized layer 22 protruding upward is provided on the inner side of the upper edge 21 of the lower rubber block 2. The lower rubber block 2 is covered around the outer periphery of the inner liner 23 through the vulcanized layer 22, thereby securing the inner liner 23. Preferably, a bottom plate 24 is provided at the bottom of the inner liner 23. The lower rubber block 2 is vulcanized and covered around the outer periphery of the bottom plate 24, thereby securing the bottom plate 24.

[0028] like Figure 4 、 5 As shown, during assembly, the upper rubber block 1 contacts the upper surface of the sheet metal 4 through its lower edge 11, while the lower rubber block 2 contacts the lower surface of the sheet metal 4 through its upper edge 21. The sheet metal 4 is then sleeved around the outer periphery of the vulcanized layer 22. After the upper and lower rubber blocks 1 and 2 are assembled with the sheet metal 4, the vulcanized layer 22 is embedded in the inner cavity of the upper rubber block 1, forming an embedded fit between the lower and upper rubber blocks 2 and 1. The lower edge 11 and upper edge 21 (which deform) press the sheet metal 4 against each other, and the top of the vulcanized layer 22 and the top of the inner liner 23 both press against the inner wall of the upper rubber block 1. The piston rod 3 passes through the inner liner 23 from the bottom of the lower rubber block 2 and exits from the top of the upper rubber block 1. The piston rod 3 is then fitted with a sealing sleeve 31 to seal against the chassis 24. A dust cover 5 is installed at the outer periphery of the lower rubber block 2 corresponding to the chassis 24.

[0029] Reference Attachment Figure 3 A number of heat dissipation grooves 221 are evenly arranged along the circumferential direction on the outer wall of the vulcanized layer 22, and a number of reinforcing ribs 222 are evenly arranged along the circumferential direction on the outer wall of the vulcanized layer 22. When the upper rubber block 1 and the lower rubber block 2 are pressed tightly, the heat dissipation grooves 221 and the reinforcing ribs 222 contact the inner wall of the upper rubber block 1, increasing the friction area and improving the heat dissipation performance. Figure 4 As shown, the lower edge 11 of the upper rubber block 1 and the upper edge 21 of the lower rubber block 2 both adopt arc transition.

[0030] The embedded upper and lower rubber structure employed in this utility model is crucial, enabling precise control of stiffness in different directions. This design can be tailored to specific suspension system requirements, such as providing high damping performance in the vertical direction while maintaining lower stiffness in the horizontal direction. This shock absorber design effectively absorbs road impacts while reducing vehicle roll during driving. Specifically, the nonlinear properties of this rubber structure enable it to function similarly to a variable-stiffness spring within the suspension system. High vertical damping helps quickly dampen suspension vibrations caused by road irregularities, thereby providing excellent ride comfort. Meanwhile, lower stiffness in the horizontal direction helps reduce vehicle roll during cornering, enhancing vehicle stability and handling. Furthermore, this rubber structure allows for further fine-tuning of the shock absorber's stiffness and damping characteristics to accommodate varying load conditions and driving environments by adjusting the internal gas pressure or by using different rubber materials and geometric dimensions. This highly adjustable design allows the shock absorber to better adapt to various operating conditions, improving overall vehicle performance.

[0031] Several heat dissipation grooves and reinforcing ribs are provided on the surface of the vulcanized layer on the outer periphery of the inner liner tube. This structural optimization significantly increases the friction area inside the rubber, effectively improving the material's damping efficiency by increasing the internal friction between the molecular chains. Under dynamic loading conditions, the reinforcing ribs can promote more internal friction within the rubber body, converting vibration energy into heat energy, and using the heat dissipation grooves to achieve rapid energy dissipation. This design is particularly important for applications requiring high damping performance. For example, in vehicle suspension systems, shock absorbers with high vertical damping and low horizontal stiffness can be designed and manufactured to effectively absorb road impacts and reduce body roll, thereby improving the vehicle's driving stability and safety. In addition, by adjusting the rubber material formula or structural design, the damping performance can be further optimized to achieve the best vibration control effect at a specific frequency.

[0032] The lower edge of the upper rubber block and the upper edge of the lower rubber block adopt a smooth transition or gradual shape to avoid stress concentration caused by sharp corners. This design strategy helps reduce material fatigue and crack initiation caused by stress concentration, significantly extending the service life of the rubber body.

[0033] The beneficial effects brought about by the shape change of the utility model are as follows:

[0034] Improved Performance: Multi-directional Stiffness Optimization: By precisely designing the shape of the rubber body, the stiffness in different directions can be precisely controlled. For example, for a vehicle suspension system, a shock absorber can be designed with high damping in the vertical direction and low stiffness in the horizontal direction to better absorb impact from the road and reduce body roll.

[0035] Improved shock absorption efficiency: The optimized rubber shape better matches the vibration frequency, improving shock absorption efficiency. This shape adjustment increases the friction area within the rubber, enhancing the damping effect and allowing vibration energy to be converted into heat and dissipated more quickly.

[0036] Enhanced rigidity and structural reinforcement: Specific design shapes can enhance the overall structural strength of rubber shock absorbers and improve their ability to withstand high impact loads. For example, reinforcing ribs or special geometric shapes can be used to increase the stability of the rubber body and prevent damage under extreme operating conditions.

[0037] Dynamic response optimization: Through shape adjustment, the response characteristics of the shock absorber under dynamic load can be optimized, so that it can maintain a stable shock absorption effect at different frequencies.

[0038] Improve durability and reduce stress concentration: Reasonable shape design can reduce stress concentration inside the rubber body, thereby extending its service life. For example, smooth transitions or gradual changes in shape can avoid stress concentration caused by sharp corners.

[0039] Improved fatigue resistance: The optimized shape of the rubber body can better adapt to the fatigue effects caused by repeated vibrations, reducing performance degradation or damage caused by fatigue.

[0040] It is understandable that for those skilled in the art, any equivalent replacement or change of the technical solution and the concept of the utility model should fall within the scope of protection of the claims attached to the utility model.

Claims

1. An upper support structure for a single-channel shock absorber, characterized in that: The invention comprises an upper rubber block (1), a lower rubber block (2) and an inner lining tube (23); an upwardly protruding vulcanized layer (22) is provided on the inner side of the upper edge (21) of the top of the lower rubber block (2); the lower rubber block (2) is covered on the outer periphery of the inner lining tube (23) through the vulcanized layer (22); during assembly, the upper rubber block (1) contacts the upper surface of the sheet metal (4) through the lower edge (11) at the bottom thereof, and the lower rubber block (2) contacts the lower surface of the sheet metal (4) through the upper edge (21); the sheet metal (4) is sleeved on the outer periphery of the vulcanized layer (22); the vulcanized layer (22) is embedded in the inner cavity of the upper rubber block (1), so that the lower rubber block (2) and the upper rubber block (1) are embedded and matched; the piston rod (3) passes through the inner lining tube (23) from the bottom of the lower rubber block (2) and then passes through the top of the upper rubber block (1).

2. The upper support structure for a single-channel shock absorber according to claim 1, characterized in that: After the upper rubber block (1), the lower rubber block (2) and the sheet metal (4) are assembled, the lower edge (11) and the upper edge (21) press the sheet metal (4) accordingly, and the top of the vulcanized layer (22) and the top of the inner lining tube (23) are both pressed against the inner wall of the upper rubber block (1).

3. The upper support structure for a single-channel shock absorber according to claim 1, characterized in that: A plurality of heat dissipation grooves (221) are evenly arranged on the outer wall of the vulcanized layer (22) along the circumferential direction.

4. The upper support structure for a single-channel shock absorber according to claim 1, characterized in that: A plurality of reinforcing ribs (222) are evenly arranged on the outer wall of the vulcanized layer (22) along the circumferential direction.

5. The upper support structure for a single-channel shock absorber according to claim 1, characterized in that: The lower edge (11) of the upper rubber block (1) and the upper edge (21) of the lower rubber block (2) both adopt arc transition.

6. The upper support structure for a single-channel shock absorber according to claim 1, characterized in that: A chassis (24) is provided at the bottom of the inner lining tube (23), the lower rubber block (2) is vulcanized and coated on the outer periphery of the chassis (24), and the piston rod (3) is sealed relative to the chassis (24) after being fitted with a sealing sleeve (31).

7. The upper support structure for a single-channel shock absorber according to claim 6, characterized in that: A dust cover (5) is installed at a position on the outer periphery of the lower rubber block (2) corresponding to the chassis (24).

Images