Shock absorber, suspension system and vehicle

Abstract

The utility model discloses a shock absorber, a suspension system and a vehicle. The shock absorber comprises a first cylinder body and a second cylinder body, a piston rod; when the shock absorber is in a non-working state, the end, axially adjacent to the first end of the second barrel, of the first barrel is set as the first end of the first barrel, the end, axially away from the second barrel, of the first barrel is set as the second end of the first barrel, the first end of the first barrel and the first end of the second barrel are arranged in a spaced mode, and the distance between the first end of the first barrel and the first end of the second barrel is L1; the first end of the piston rod and the second end of the first barrel are arranged at an interval, the distance between the first end of the piston rod and the second end of the first barrel is L2, and L1 and L2 meet the relational expression that L1 is smaller than L2. Therefore, when the shock absorber is compressed, the first end of the first cylinder body preferentially abuts against the first end of the second cylinder body, the problem that a valve system assembly located at the first end of the piston rod is broken due to the fact that the first end of the piston rod collides with the second end of the first cylinder body can be solved, and then the working reliability of the shock absorber can be improved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a shock absorber, a suspension system and a vehicle. Background Art

[0002] Conventional hydraulic lifting suspension changes the vehicle's suspension height by changing the oil pressure inside the shock absorber. As the shock absorber bounces up and down with the wheel, its own length will be stretched or compressed.

[0003] In the prior art, the valve system assembly and piston of the shock absorber are fixed to the bottom of the piston rod. During the expansion and contraction of the shock absorber, if the shock absorber is compressed to the extreme state, the valve system assembly at the bottom is easily broken, causing the shock absorber to lose its damping characteristics. Utility Model Content

[0004] The present invention aims to solve at least one of the technical problems in the prior art. To this end, the present invention provides a vibration damper that can improve working reliability.

[0005] The utility model further proposes a suspension system.

[0006] The utility model further provides a vehicle.

[0007] The shock absorber according to the embodiment of the present invention comprises: a housing, the housing comprising a first cylinder, a second cylinder and a dust cover, the first cylinder being provided with a connecting portion, the connecting portion being suitable for being connected to a vehicle body, the dust cover being telescopically connected between the first cylinder and the second cylinder; a piston rod, the piston rod being at least partially provided in the housing, and the axial first end of the piston rod extending toward the first cylinder and extending into the first cylinder, the piston rod being connected to the first end of the second cylinder axially away from the first cylinder, and the axial second end of the piston rod being to the A small portion extends from the shell and is suitable for being connected to the suspension system of the vehicle; when the shock absorber is in a non-working state, the end of the first cylinder axially adjacent to the first end of the second cylinder is set as the first end of the first cylinder, and the end of the first cylinder axially away from the second cylinder is set as the second end of the first cylinder, the first end of the first cylinder and the first end of the second cylinder are spaced apart and the distance between the two is L1, the first end of the piston rod and the second end of the first cylinder are spaced apart and the distance between the two is L2, and L1 and L2 satisfy the relationship: L1<L2.

[0008] Therefore, by setting the distance between the first end of the first cylinder and the first end of the second cylinder to be smaller than the distance between the first end of the piston rod and the second end of the first cylinder, when the shock absorber is compressed, the first end of the first cylinder preferentially abuts against the first end of the second cylinder, which can prevent the first end of the piston rod from colliding with the second end of the first cylinder, and can prevent the valve system assembly located at the first end of the piston rod from being broken, thereby improving the working reliability of the shock absorber.

[0009] According to some embodiments of the present invention, L1 satisfies the relationship: 100 mm ≤ L1 ≤ 110 mm, and L2 satisfies the relationship: 111 mm ≤ L2 ≤ 115 mm.

[0010] According to some embodiments of the present invention, a first abutment plane is provided at the first end of the first cylinder, and a second abutment plane is provided at the first end of the second cylinder. The first abutment plane and the second abutment plane are arranged relative to each other and selectively abut against each other. When the shock absorber is in a non-working state, the distance between the first abutment plane and the second abutment plane is L1.

[0011] According to some embodiments of the present utility model, a first limit step is provided at the first end of the piston rod, and a second limit step is provided at the second end of the first cylinder. The first limit step and the second limit step are arranged relative to each other and selectively abut against each other for limiting. When the shock absorber is in a non-working state, the distance between the first limit step and the second limit step is L2.

[0012] According to some embodiments of the present invention, the shock absorber also includes a first buffer component, which is arranged in the shell, the first buffer component is located at the first end of the second cylinder, and the first buffer component selectively abuts and buffers the first end of the first cylinder; and / or the first buffer component is located at the first end of the first cylinder, and the first buffer component selectively abuts and buffers the first end of the second cylinder.

[0013] According to some embodiments of the present invention, a cross-sectional area of ​​the first buffer member gradually decreases along the axial direction of the second cylinder on a side adjacent to the first cylinder.

[0014] According to some embodiments of the present invention, the first buffer component is at least one of a rubber buffer component, a silicone buffer component and a latex buffer component.

[0015] According to some embodiments of the present invention, the shock absorber further includes a second buffer component, which is disposed in the shell and located at the second end of the first cylinder. The second buffer component selectively abuts against the first end of the piston rod for buffering cooperation.

[0016] The suspension system according to the present invention includes the shock absorber described above.

[0017] The vehicle according to the present invention includes the suspension system described above.

[0018] Additional aspects and advantages of the present invention will be given in part in the following description and will become apparent from the following description or learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0020] Figure 1 is a schematic diagram of a shock absorber according to an embodiment of the present utility model;

[0021] Figure 2 Schematic diagram of shock absorbers according to other embodiments of the present invention.

[0022] Reference numerals:

[0023] 100. Shock absorber;

[0024] 10. Housing; 11. First cylinder; 111. Connecting portion; 112. First abutting plane; 113. Second limiting step; 12. Second cylinder; 121. Second abutting plane; 13. Dust cover;

[0025] 20. Piston rod; 21. First limiting step;

[0026] 30. First buffer member; 40. Piston. DETAILED DESCRIPTION

[0027] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0028] Reference below Figure 1-Figure 2 The shock absorber 100 according to the embodiment of the present invention is described. The shock absorber 100 according to the embodiment of the present invention can be applied to a suspension system. The suspension system in the embodiment of the present invention can be applied to a vehicle.

[0029] Combine Figure 1 and Figure 2 As shown, the shock absorber 100 according to the embodiment of the present invention may mainly include: a shell 10, and a piston rod 20, wherein the shell 10 includes a first cylinder 11, a second cylinder 12 and a dust cover 13, and a connecting portion 111 is provided on the first cylinder 11, and the connecting portion 111 is suitable for being connected to the vehicle body, so that the shock absorber 100 can absorb the vibration on the vehicle body to reduce the vibration of the vehicle body.

[0030] Furthermore, in an embodiment of the present invention, the shock absorber 100 cannot be sealed, and a dust cover 13 is provided that is telescopically connected between the first cylinder 11 and the second cylinder 12, which can prevent dust and sand from entering the first cylinder 11 and the second cylinder 12, and can play a dust-proof role for the piston rod 20.

[0031] Combine Figure 1 and Figure 2 As shown, the piston rod 20 is at least partially disposed within the housing 10. The piston rod 20 supports the piston 40 in its movement within the shock absorber 100 housing 10, thereby varying the oil pressure within the shock absorber 100 and, in turn, the height of the suspension system to improve vehicle maneuverability. Furthermore, the piston rod 20 is connected to the first end of the second cylinder 12, distal from the first cylinder 11, to ensure the structural reliability of the piston rod 20 within the shock absorber 100. The axial second end of the piston rod 20 extends from the housing 10 and is connected to the vehicle's suspension system. This allows the shock absorber 100 to absorb vibrations from the suspension system and vehicle body, thereby reducing the transmission of road excitations to the vehicle body.

[0032] Furthermore, the axial first end of the piston rod 20 extends toward the first cylinder 11 and at least partially extends into the first cylinder 11, so that it can support the piston 40 moving in the first cylinder 11 to ensure that the piston 40 can define a sealed space in the first cylinder 11 to avoid oil leakage.

[0033] Furthermore, when the shock absorber 100 is in a non-working state, the end of the first cylinder 11 axially adjacent to the first end of the second cylinder 12 is set as the first end of the first cylinder 11, and the end of the first cylinder 11 axially away from the second cylinder 12 is set as the second end of the first cylinder 11. The first end of the first cylinder 11 and the first end of the second cylinder 12 are spaced apart and the distance between the two is L1. The first end of the piston rod 20 and the second end of the first cylinder 11 are spaced apart and the distance between the two is L2. L1 and L2 satisfy the relationship: L1<L2.

[0034] It should be noted that the non-operating state of the shock absorber 100 refers to a state in which the vehicle does not require vibration damping and the shock absorber 100 does not participate in the suspension system's vibration damping of the vehicle. This includes a state in which the vehicle is not moving or an ideal state in which the road provides no excitation to the vehicle. The normal operating state of the shock absorber 100 refers to a state in which the shock absorber 100 participates in the suspension system's vibration damping of the vehicle.

[0035] Therefore, by setting the distance between the first end of the first cylinder 11 and the first end of the second cylinder 12 to be smaller than the distance between the first end of the piston rod 20 and the second end of the first cylinder 11, when the shock absorber 100 is compressed, the first end of the first cylinder 11 can be preferentially abutted against the first end of the second cylinder 12, thereby preventing the first end of the piston rod 20 from colliding with the second end of the first cylinder 11, preventing the valve system assembly located at the first end of the piston rod 20 from breaking, and thereby improving the working reliability of the shock absorber 100.

[0036] Combine Figure 1 As shown, L1 satisfies the relationship: 100mm≤L1≤110mm, and L2 satisfies the relationship: 111mm≤L2≤115mm.

[0037] According to some embodiments of the present invention, if the distance between the first end of the first cylinder 11 and the first end of the second cylinder 12 is too small, the telescopic stroke of the shock absorber 100 will be too short, which will affect the damping performance of the shock absorber 100 and the user's driving experience. To ensure the damping performance of the shock absorber 100, it is necessary to set the distance between the first end of the first cylinder 11 and the first end of the second cylinder 12 to be no less than a first preset value. The first preset value includes, but is not limited to, 99 mm, 100 mm, and 101 mm.

[0038] According to other embodiments of the present invention, if the distance between the first end of the first cylinder 11 and the first end of the second cylinder 12 is too large, the telescopic stroke of the shock absorber 100 will be too long, which will not only affect the power transmission of the entire vehicle but also increase the size of the suspension system. To ensure the dynamic performance of the entire vehicle, it is necessary to set the distance between the first end of the first cylinder 11 and the first end of the second cylinder 12 to not exceed a second preset value. The second preset value includes but is not limited to 109 mm, 110 mm, and 111 mm.

[0039] According to some embodiments of the present invention, if the distance between the first end of the piston rod 20 and the second end of the first cylinder 11 is too small, the telescopic stroke of the shock absorber 100 will be too short, which will affect the damping performance of the shock absorber 100 and the user's driving experience. To ensure the damping performance of the shock absorber 100, the distance between the first end of the piston rod 20 and the second end of the first cylinder 11 needs to be set to no less than a third preset value. The first preset value includes but is not limited to 110 mm, 111 mm, and 112 mm.

[0040] According to other embodiments of the present invention, if the distance between the first end of the piston rod 20 and the second end of the first cylinder 11 is too large, the telescopic stroke of the shock absorber 100 will be too long, which not only affects the power transmission of the entire vehicle but also may increase the size of the suspension system. To ensure the dynamic performance of the entire vehicle, it is necessary to set the distance between the first end of the piston rod 20 and the second end of the first cylinder 11 to not exceed a fourth preset value. The fourth preset value includes but is not limited to 114 mm, 115 mm, and 116 mm.

[0041] Combine Figure 1 As shown, a first abutting plane 112 is provided at the first end of the first cylinder 11, and a second abutting plane 121 is provided at the first end of the second cylinder 12. The first abutting plane 112 and the second abutting plane 121 are arranged relative to each other and selectively abut against each other. When the shock absorber 100 is in a non-working state, the distance between the first abutting plane 112 and the second abutting plane 121 is L1.

[0042] Specifically, when the shock absorber 100 is compressed to its maximum state, the first end of the first cylindrical body 11 and the first end of the second cylindrical body 12 are in abutment with each other via the first abutment plane 112 and the second abutment plane 121. When the shock absorber 100 is extended, the first abutment plane 112 and the second abutment plane 121 move away from each other. In this way, the first end of the first cylindrical body 11 and the first end of the second cylindrical body 12 can be selectively abutted with each other.

[0043] When the first abutting plane 112 and the second abutting plane 121 are set to abut each other, not only can the first end of the first cylinder 11 and the first end of the second cylinder 12 be stably matched, but the contact area between the first end of the first cylinder 11 and the first end of the second cylinder 12 can also be increased. This can reduce the magnitude of the force applied to the first end of the first cylinder 11 and the first end of the second cylinder 12 respectively during collision, thereby reducing the probability of damage to the first end of the first cylinder 11 and the first end of the second cylinder 12 during collision, which is beneficial to improving the working reliability of the shock absorber 100.

[0044] Combine Figure 1 and Figure 2 As shown, the first end of the piston rod 20 is provided with a first limiting step 21, and the second end of the first cylinder 11 is provided with a second limiting step 113. The first limiting step 21 and the second limiting step 113 are arranged opposite to each other and selectively abut to limit. When the shock absorber 100 is in a non-working state, the distance between the first limiting step 21 and the second limiting step 113 is L2.

[0045] Specifically, when the shock absorber 100 is in normal operation, the first end of the piston rod 20 and the second end of the first cylinder 11 do not come into contact. Only when the shock absorber 100 is subjected to excessive vibration and force, and part of the shock absorber 100's structure is damaged, will the first limiting step 21 and the second limiting step 113 come into contact or collide. Therefore, when the shock absorber 100 is in normal operation, the first end of the piston rod 20 and the second end of the first cylinder 11 do not collide, thereby ensuring the safety of the valve train assembly located at the first end of the piston rod 20.

[0046] According to some embodiments of the present invention, combined with Figure 2 As shown, the shock absorber 100 also includes a first buffer member 30, which is arranged in the shell 10, and the first buffer member 30 is located at the first end of the second cylinder 12. The first buffer member 30 selectively abuts and buffers the first end of the first cylinder 11. In this way, when the shock absorber 100 is compressed to the extreme state, the first abutting plane 112 abuts and cooperates with the second abutting plane 121, and the first buffer member 30 can buffer the collision between the first abutting plane 112 and the second abutting plane 121. This not only reduces the abnormal sound of the shock absorber 100, prevents the first end of the first cylinder 11 and the first end of the second cylinder 12 from colliding and being damaged, but also helps to improve the damping performance of the shock absorber 100.

[0047] According to other embodiments of the present invention, the shock absorber 100 also includes a first buffer member 30, which is arranged in the shell 10, and the first buffer member 30 is located at the first end of the first cylinder 11. The first buffer member 30 and the first end of the second cylinder 12 selectively abut and cooperate for buffering. In this way, when the shock absorber 100 is compressed to the extreme state, the first abutting plane 112 and the second abutting plane 121 abut and cooperate, and the first buffer member 30 can buffer the collision between the first abutting plane 112 and the second abutting plane 121. This not only reduces the abnormal noise of the shock absorber 100, prevents the first end of the first cylinder 11 and the first end of the second cylinder 12 from colliding and being damaged, but also helps to improve the damping performance of the shock absorber 100.

[0048] According to some further embodiments of the present invention, the shock absorber 100 also includes a first buffer member 30, which is arranged in the shell 10, and the first buffer member 30 is located at the first end of the second cylinder 12 and the first end of the first cylinder 11. The first buffer member 30 selectively abuts and cooperates with the first end of the second cylinder 12 for buffering. In this way, when the shock absorber 100 is compressed to the extreme state, the first abutting plane 112 abuts and cooperates with the second abutting plane 121, and the first buffer member 30 can buffer the collision between the first abutting plane 112 and the second abutting plane 121. This not only reduces the abnormal noise of the shock absorber 100, prevents the first end of the first cylinder 11 and the first end of the second cylinder 12 from colliding and being damaged, but also helps to improve the damping performance of the shock absorber 100.

[0049] Combine Figure 2 As shown, the cross-sectional area of ​​the first buffer member 30 gradually decreases along the axial side of the second cylinder 12 adjacent to the first cylinder 11, so that the side of the first buffer member 30 axially adjacent to the second cylinder 12 can be easily matched with the second cylinder 12, and the side of the first buffer member 30 adjacent to the first cylinder 11 can be easily matched with the first cylinder 11. Such an arrangement can reduce the resistance encountered by the shock absorber 100 during the extension and contraction process, and can realize the selective abutment and matching of the first end of the first cylinder 11 and the first end of the second cylinder 12.

[0050] According to an embodiment of the present invention, the first buffer member 30 is at least one of a rubber buffer member, a silicone buffer member, and a latex buffer member. Rubber, silicone, and latex all have the advantages of high elasticity, low weight, and low price. Setting the first buffer material to at least one of rubber, silicone, and latex can increase the damping characteristics of the shock absorber 100 and reduce the production cost of the shock absorber 100.

[0051] According to an embodiment of the present invention, the shock absorber 100 also includes a second buffer member, which is arranged in the shell 10 and located at the second end of the first cylinder 11. The second buffer member selectively abuts and buffers the first end of the piston rod 20. With such a configuration, when the shock absorber 100 is subjected to excessive vibration and force, and at least one of the first end of the first cylinder 11 and / or the first end of the second cylinder 12 is damaged, the first limiting step 21 and the second limiting step 113 may abut and fit. At this time, the second buffer member can buffer the collision between the first limiting step 21 and the second limiting step 113. This not only reduces the abnormal noise of the shock absorber 100, solves the problem of damage to the valve system assembly caused by the collision between the first end of the piston rod 20 and the second end of the first cylinder 11, but also helps to improve the damping performance of the shock absorber 100.

[0052] According to an embodiment of the present invention, a suspension system includes a shock absorber 100 in an embodiment of the present invention. The shock absorber 100 of the present invention is configured such that the distance between the first end of the first cylinder 11 and the first end of the second cylinder 12 is smaller than the distance between the first end of the piston rod 20 and the second end of the first cylinder 11. In this way, when the shock absorber 100 is compressed to an extreme state, it is ensured that the first end of the first cylinder 11 and the first end of the second cylinder 12 collide with each other first, while the first end of the piston rod 20 and the second end of the first cylinder 11 are still spaced apart from each other. This can replace the prior art method of relying on a buffer to buffer the collision, which not only reduces the cost and weight of the shock absorber 100, but also prevents the valve system assembly at the first end of the piston rod 20 from breaking, thereby improving the working reliability of the suspension system.

[0053] According to an embodiment of the present invention, a vehicle includes the suspension system of the present invention. The shock absorber 100 in the suspension system of the present invention is lighter and has a better anti-collision effect, which not only ensures the operating reliability of the suspension system but also helps to achieve lightweighting of the entire vehicle.

[0054] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0055] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and purpose of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A shock absorber, characterized in that: include: a housing, the housing comprising a first cylinder, a second cylinder and a dust cover, the first cylinder being provided with a connecting portion adapted to be connected to a vehicle body, the dust cover being telescopically connected between the first cylinder and the second cylinder; a piston rod, the piston rod being at least partially disposed within the housing, with an axial first end of the piston rod extending toward and into the first cylinder, the piston rod being connected to a first end of the second cylinder axially away from the first cylinder, and the piston rod having an axial second end at least partially extending from the housing and adapted to be connected to a suspension system of a vehicle; When the shock absorber is in a non-working state, the end of the first cylinder axially adjacent to the first end of the second cylinder is set as the first end of the first cylinder, and the end of the first cylinder axially away from the second cylinder is set as the second end of the first cylinder. The first end of the first cylinder and the first end of the second cylinder are spaced apart and the distance between the two is L1. The first end of the piston rod and the second end of the first cylinder are spaced apart and the distance between the two is L2. L1 and L2 satisfy the relationship: L1<L2.

2. The shock absorber according to claim 1, characterized in that L1 satisfies the relationship: 100mm≤L1≤110mm, and L2 satisfies the relationship: 111mm≤L2≤115mm.

3. The shock absorber according to claim 1, characterized in that A first abutment plane is provided at the first end of the first cylinder, and a second abutment plane is provided at the first end of the second cylinder. The first abutment plane and the second abutment plane are arranged relative to each other and selectively abut against each other. When the shock absorber is in a non-working state, the distance between the first abutment plane and the second abutment plane is L1.

4. The shock absorber according to claim 1, characterized in that The first end of the piston rod is provided with a first limiting step, and the second end of the first cylinder is provided with a second limiting step. The first limiting step and the second limiting step are arranged relative to each other and selectively abut against each other for limiting. When the shock absorber is in a non-working state, the distance between the first limiting step and the second limiting step is L2.

5. The shock absorber according to claim 1, characterized in that Also includes a first buffer member, the first buffer member is disposed in the housing, the first buffer member is located at the first end of the second cylinder, and the first buffer member selectively abuts and buffers the first end of the first cylinder; and / or The first buffer is located at the first end of the first cylinder, and the first buffer is selectively abutted and buffered with the first end of the second cylinder.

6. The shock absorber according to claim 5, characterized in that The cross-sectional area of ​​the first buffer member gradually decreases along the axial direction of the second cylinder and adjacent to the first cylinder.

7. The shock absorber according to claim 5, characterized in that The first buffer component is at least one of a silicone buffer component and a latex buffer component.

8. The shock absorber according to claim 1, characterized in that It also includes a second buffer component, which is arranged in the shell and located at the second end of the first cylinder. The second buffer component selectively abuts and cooperates with the first end of the piston rod to form a buffer.

9. A suspension system, characterized in that: include: The vibration absorber according to any one of claims 1 to 8.

10. A vehicle, characterized in that: include: The suspension system of claim 9.

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