Automobile shock absorber and automobile
By providing protrusions and guide grooves on the buffer, the problem of abnormal noise caused by friction between the buffer and the movable rod is solved, a more uniform friction force distribution and gas discharge are achieved, and the stability and durability of the shock absorber are improved.
Patent Information
- Application Number
- CN202423076720.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-12
- Publication Date
- 2025-09-30
- Estimated Expiration
- 2034-12-12
AI Technical Summary
During the use of existing shock absorbers, the friction between the buffer and the movable rod causes abnormal noise, and the loss of lubricating oil will aggravate the friction, resulting in the abnormal noise problem cannot be solved after long-term use.
A protrusion is provided on the buffer so that it abuts against the movable rod when elastically deformed, thereby reducing the contact area and evenly distributing the friction force. At the same time, the internal gas is discharged through the guide groove to prevent abnormal noise.
The friction noise between the buffer part and the movable rod is effectively reduced, and the stability and service life of the buffer performance are improved.
Smart Images
Figure CN223399152U_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the technical field of automobile shock absorption, and in particular to an automobile shock absorber and an automobile. Background Art
[0002] As living standards improve, people's expectations for the physical experience of driving are also increasing. To prevent passengers from experiencing severe vibrations when the vehicle passes over bumpy roads, coil springs are often installed to reduce the vibration felt by passengers through their expansion and contraction. Shock absorbers are then used to eliminate the constant reciprocating motion of the springs, further improving driving smoothness and comfort.
[0003] Existing shock absorbers connect the upper support and lower end cover via a movable rod, and a buffer is mounted on the movable rod to prevent collision between the upper support and the lower end cover. This also eliminates the spring action through a reverse force, making the vehicle body more stable. However, the elastically deformed buffer in the shock absorber is prone to collision with the movable rod, resulting in abnormal noise. To this end, existing shock absorbers typically use lubricating oil to reduce the high friction generated by the collision between the elastically deformed buffer and the movable rod. However, as the lubricating oil is depleted, the elastically deformed buffer will collide with the movable rod again, generating even greater friction. Consequently, the shock absorber will also produce abnormal noise after prolonged use. Utility Model Content
[0004] Based on this, it is necessary to provide a car shock absorber and a car that can prevent abnormal noise and enable internal gas to be discharged in time.
[0005] To solve the above technical problems, this application provides the following technical solutions:
[0006] An automobile shock absorber comprises: a lower end cover; a movable rod penetrating the lower end cover; a buffer member sleeved on the movable rod, wherein the buffer member can impact the lower end cover under the drive of the movable rod, so that the buffer member undergoes elastic deformation;
[0007] Wherein, a protrusion is provided on the buffer member, and when the buffer member undergoes elastic deformation, the buffer member can abut against the movable rod through the protrusion.
[0008] It can be understood that by providing a protrusion on the buffer, when the buffer undergoes elastic deformation, the elastically deformed buffer can abut against the movable rod through the protrusion, which can reduce the contact area between the buffer and the movable rod when the two are in contact, and make the friction force between the buffer and the movable rod more evenly distributed, thereby reducing the possibility of generating abnormal noise.
[0009] In one embodiment, the number of the protrusions is configured to be multiple, and the multiple protrusions are arranged in sequence and spaced apart along the circumferential direction of the movable rod.
[0010] In one embodiment, the plurality of protrusions are arranged at equal intervals in the circumferential direction of the movable rod;
[0011] The circumference of the movable rod is set to C mm, and the number of the protrusions is set to S, wherein C / 5≤S≤C / 4.
[0012] In one embodiment, a plurality of constricted portions are sequentially formed on the buffer member along the movement direction of the movable rod; and the buffer member is provided with the protrusion at the location of each constricted portion.
[0013] It can be understood that since the protrusion is provided with a necked portion, the necked portion allows the protrusion to be further tightly pressed against the movable rod. When the buffer is subjected to force and elastic deformation occurs, the protrusion can still be tightly pressed against the movable rod, but other parts are separated from the movable rod due to the deformation. Such a setting can effectively reduce the contact area, make the friction force more evenly distributed on the buffer, and prevent abnormal noise.
[0014] In one embodiment, along the movement direction of the movable rod, a plurality of protrusions are formed on the necking portion of the buffer member that is farthest from the lower end cover;
[0015] Along the circumferential direction of the movable rod, a guide groove is formed between two adjacent protrusions among the plurality of protrusions, and the guide groove can guide air to be discharged outward.
[0016] It can be understood that by using the guide groove to guide the air, the internal gas of the buffer can be discharged in time under the guidance of the guide groove after elastic deformation. This can solve the problem of abnormal noise caused by the presence of gas inside the buffer after elastic deformation, and ensure the stability of the buffering performance of the buffer after elastic deformation.
[0017] In one embodiment, along the movement direction of the movable rod, the outer diameter of the protrusion first gradually increases and then gradually decreases.
[0018] In one embodiment, a groove is formed on an end surface of the buffer component away from the lower end cover.
[0019] In one embodiment, an extended protrusion is further formed on the buffer member, and the buffer member can impact the lower end cover through the extended protrusion.
[0020] It can be understood that the buffer uses the extended protrusion to hit the lower end cover, which can reduce the contact area between the buffer and the lower end cover when the buffer hits the lower end cover, making the friction force more evenly distributed, thereby further reducing the abnormal noise generated by the collision of the buffer and the lower end cover.
[0021] In one embodiment, the number of the extending protrusions is configured to be multiple, and the multiple extending protrusions are sequentially spaced apart along the circumferential direction of the movable rod.
[0022] It can be understood that by arranging the extended protrusions in sequence along the circumferential direction of the movable rod, the buffer can use multiple extended protrusions to collide with the lower end cover, which can share the pressure changes caused by the collision of the buffer with the lower end cover, thereby reducing the risk of excessive wear and fatigue damage to the buffer due to collision with the lower end cover.
[0023] This application also provides the following technical solutions:
[0024] An automobile comprises the automobile shock absorber according to any one of the above embodiments.
[0025] Compared with the prior art, the automobile shock absorber provides a protrusion on the buffer. When the buffer undergoes elastic deformation, the protrusion abuts against the movable rod, thereby reducing the contact area between the buffer and the movable rod, making the friction force between the buffer and the movable rod more evenly distributed, thereby reducing the possibility of generating abnormal noise. BRIEF DESCRIPTION OF THE DRAWINGS
[0026] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the conventional technology, the following briefly introduces the drawings required for use in the embodiments or the conventional technology descriptions. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.
[0027] Figure 1 This is a schematic structural diagram of the automobile shock absorber provided in this application.
[0028] Figure 2 This is a schematic diagram of the structure of the buffer provided in this application.
[0029] Figure 3 For this application Figure 2 Bottom view of the buffer.
[0030] Figure 4 For this application Figure 2 Side view of the buffer.
[0031] Figure 5 For this application Figure 4 Cross-sectional view at AA in the middle.
[0032] The reference numerals of the various components are as follows:
[0033] 100. Automobile shock absorber; 10. Lower end cover; 20. Movable rod; 30. Buffer; 31. Narrowing portion; 311. Protrusion; 312. Guide groove; 32. Wide-mouth portion; 33. Extended protrusion; 34. Groove; 40. Upper support. DETAILED DESCRIPTION
[0034] To make the above-mentioned objects, features, and advantages of the present application more clearly understood, the specific embodiments of the present application are described in detail below with reference to the accompanying drawings. The following description sets forth many specific details to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways than those described herein, and those skilled in the art can make similar improvements without violating the scope of the present application. Therefore, the present application is not limited to the specific embodiments disclosed below.
[0035] It should be noted that when a component is referred to as being "fixed to" or "disposed on" another component, it may be directly on the other component or there may be a central component. When a component is considered to be "connected to" another component, it may be directly connected to the other component or there may be a central component at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in the specification of this application are for illustrative purposes only and do not represent the only implementation method.
[0036] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of such features. Throughout the description of this application, "plurality" means at least two, for example, two, three, etc., unless otherwise specifically defined.
[0037] In this application, unless otherwise expressly specified or limited, a first feature being “above” or “below” a second feature may mean that the first feature is directly in contact with the second feature, or that the first feature and the second feature are indirectly in contact through an intermediate medium. Furthermore, a first feature being “above,” “above,” or “above” a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being “below,” “below,” or “below” a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.
[0038] Unless otherwise defined, all technical and scientific terms used in the specification of this application have the same meaning as commonly understood by those skilled in the art to which this application belongs. The terms used in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application. The term "and / or" used in the specification of this application includes any and all combinations of one or more of the relevant listed items.
[0039] See also Figures 1 to 5 The present application provides an automobile shock absorber 100, which is applied to an automobile suspension system (not shown) so as to achieve a shock-absorbing effect when the automobile is traveling on a bumpy road.
[0040] like Figure 1 and Figure 2 As shown, the automobile shock absorber 100 includes a lower end cover 10; a movable rod 20; and a buffer member 30. The movable rod 20 is disposed through the lower end cover 10. The buffer member 30 is mounted on the movable rod 20 and can impact the lower end cover 10 under the drive of the movable rod 20, causing the buffer member 30 to elastically deform. The buffer member 30 is provided with a protrusion 311. When the buffer member 30 elastically deforms, the buffer member 30 can abut the movable rod 20 via the protrusion 311. Here, the buffer member partially protrudes toward the movable rod and is formed as a protrusion 311 to facilitate processing.
[0041] As can be seen from the above, by providing the protrusion 311 on the buffer 30, when the buffer 30 is elastically deformed, the protrusion 311 abuts against the movable rod 20, reducing the contact area between the buffer 30 and the movable rod 20, making the friction force between the buffer 30 and the movable rod 20 more evenly distributed, thereby reducing the possibility of generating abnormal noise.
[0042] The lower end cap 10 is used in the automobile shock absorber 100, specifically for connecting to other parts of the suspension system. It should be noted that the specific structure of the lower end cap 10 and how it is connected to the suspension system can adopt the conventional methods of existing automobile suspension systems and will not be described in detail in this application.
[0043] like Figure 5 As shown, the automobile shock absorber 100 further includes an upper support 40 , which is fixedly connected to the movable rod 20 . When encountering bumps, the upper support 40 is forced to push the movable rod 20 to move toward the lower end cover 10 .
[0044] In one embodiment, the buffer member 30 is sequentially formed with a plurality of constricted portions 31 along the direction of movement of the movable rod 20; each constricted portion 31 is located on the buffer member 30, and a protrusion 311 is formed at the location of the protrusion 311. Here, because the protrusion 311 is located at the constricted portion 31, the constricted portion 31 allows the protrusion 311 to further abut against the movable rod 20. When the buffer member 30 is elastically deformed under force, the protrusion 311 remains in close contact with the movable rod 20, but other portions of the buffer member 30 are separated from the movable rod 20 due to the deformation. Therefore, this arrangement effectively reduces the contact area, makes the friction force more evenly distributed, and prevents abnormal noise.
[0045] Here, the number of protrusions 311 is configured to be multiple, and the multiple protrusions 311 are sequentially spaced apart along the circumferential direction of the movable rod 20. By arranging the protrusions 311 in the axial direction of the movable rod at intervals, when the movable rod 20 moves toward the lower end cap and the buffer member 30 is deformed by force, the force exerted by the movable rod 20 on the buffer member 30 can be evenly distributed on the protrusions 311, preventing the protrusions 311 from wearing out too quickly and thus increasing the service life of the buffer member 30.
[0046] Furthermore, the outer diameter of the protrusion 311 gradually increases and then decreases along the direction of movement of the movable rod 20. This gradually increasing and then decreasing structure allows the protrusion 311 to remain in close contact with the movable rod 20 when the buffer 30 is longitudinally compressed, reducing the contact area between the buffer 30 and the movable rod 20. This allows for a more even distribution of friction between the buffer 30 and the movable rod 20, preventing the generation of unusual noises between the buffer 30 and the movable rod 20.
[0047] In one embodiment, a plurality of protrusions 311 are formed on the constricted portion 31 of the buffer member 30, which is furthest from the lower end cap 10, along the direction of motion of the movable rod 20. A guide groove 312 is formed between adjacent protrusions 311 along the circumference of the movable rod 20. The guide groove 312 guides air outward. This structure allows for the timely discharge of air from the buffer member 30, preventing abnormal noise and unstable cushioning performance caused by air trapped within the buffer member 30.
[0048] In this embodiment, the axis of the protrusion 311 along the direction of motion of the movable rod 20 is called the long axis. The protrusion 311 formed on the constricted portion 31 of the buffer 30, which is farthest from the lower end cap 10, has a longer long axis. This creates a longer guide groove 312, which can more effectively guide the exhaust of gas inside the buffer 30.
[0049] Specifically, multiple protrusions 311 are arranged at equal intervals along the circumference of the movable rod 20. The circumference of the movable rod 20 is set to C mm, and the number of protrusions 311 is set to S, where C / 5 ≤ S ≤ C / 4. For example, when C = 200 mm, the number of protrusions 311 can be 40 to 50. It should be noted that if the value calculated as C / 5 or C / 4 contains a decimal, the specific number of protrusions 311 may be rounded up or down based on the calculated result.
[0050] In this embodiment, C=84 mm, and the number of protrusions 311 is set to 16 or 17.
[0051] In one embodiment, the buffer member 30 further includes a wide mouth portion 32. When the buffer member 30 is subjected to force, the wide mouth portion 32 can be compressed and deformed outward, away from the movable rod 20. This allows the narrowed portion 31 to deform relatively inward, allowing the protrusion 311 to further adhere to the movable rod 20. The wide mouth portion 32 can be provided in multiple forms, such as two, three, or four, depending on the desired compression amount.
[0052] In this embodiment, two wide mouth portions 32 are provided.
[0053] like Figure 3 and Figure 4 As shown, an extending protrusion 33 is further formed on the buffer member 30 , and the buffer member 30 can impact the lower end cover 10 through the extending protrusion 33 .
[0054] In one embodiment, the number of extended protrusions 33 is configured to be multiple, for example, four, five, six, etc. The multiple extended protrusions 33 are sequentially spaced along the circumference of the movable rod 20. This reduces the contact area between the buffer member and the lower end cap, significantly reducing abnormal noise caused by friction and collision. Furthermore, by sequentially arranging the extended protrusions 33 along the circumference of the movable rod 20, the extended protrusions 33 are evenly stressed when the buffer member 30 strikes the lower end cap 10, allowing pressure to be more evenly transmitted across the buffer member 30, reducing the risk of localized excessive wear and fatigue damage.
[0055] like Figure 2 As shown, a groove 34 is formed on one end of the buffer 30 away from the lower end cover 10. When the buffer 30 contacts the upper support 40 through the groove 34, the contact area between the groove 34 and the upper support 40 can be reduced, which can soften the rigidity of the buffer 30 and reduce the impact sound.
[0056] The present application also provides an automobile, comprising the automobile shock absorber 100 as described in any one of the above embodiments.
[0057] The technical features of the above-mentioned embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above-mentioned embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.
[0058] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, all of which fall within the scope of protection of the present application. Therefore, the scope of patent protection for the present application shall be determined by the appended claims.
Claims
1. An automobile shock absorber, characterized in that: Automobile shock absorbers include: Lower end cover (10); A movable rod (20) is provided through the lower end cover (10); A buffer member (30) is sleeved on the movable rod (20), and the buffer member (30) can impact the lower end cover (10) under the drive of the movable rod (20), so that the buffer member (30) undergoes elastic deformation; The buffer member (30) is provided with a protrusion (311), and when the buffer member (30) undergoes elastic deformation, the buffer member (30) can abut against the movable rod (20) through the protrusion (311).
2. The automobile shock absorber according to claim 1, characterized in that: The number of the protrusions (311) is configured to be multiple, and the multiple protrusions (311) are sequentially spaced apart along the circumferential direction of the movable rod (20).
3. The automobile shock absorber according to claim 2, characterized in that: The plurality of protrusions (311) are arranged at equal intervals in the circumferential direction of the movable rod (20); The circumference of the movable rod (20) is set to C mm, and the number of the protrusions (311) is set to S, wherein C / 5≤S≤C / 4.
4. The automobile shock absorber according to claim 1, characterized in that Along the movement direction of the movable rod (20), a plurality of constricted portions (31) are sequentially formed on the buffer member (30); The buffer member (30) is formed with a protrusion (311) at the location of each of the necked portions (31).
5. The automobile shock absorber according to claim 4, characterized in that: Along the movement direction of the movable rod (20), a plurality of protrusions (311) are formed on the constricted portion (31) of the buffer member (30) that is farthest from the lower end cover (10); Along the circumferential direction of the movable rod (20), a guide groove (312) is formed between two adjacent protrusions (311) among the plurality of protrusions (311), and the guide groove (312) can guide air to be discharged outward.
6. The automobile shock absorber according to claim 5, characterized in that: Along the moving direction of the movable rod (20), the outer diameter of the protrusion (311) first gradually increases and then gradually decreases.
7. The automobile shock absorber according to any one of claims 1 to 6, characterized in that: A groove (34) is formed on an end surface of the buffer member (30) away from the lower end cover (10).
8. The automobile shock absorber according to claim 1, characterized in that: An extended convex portion (33) is also formed on the buffer member (30), and the buffer member (30) can impact the lower end cover (10) through the extended convex portion (33).
9. The automobile shock absorber according to claim 8, characterized in that: The number of the extending protrusions (33) is configured to be multiple, and the multiple extending protrusions (33) are sequentially spaced apart along the circumferential direction of the movable rod (20).
10. An automobile, characterized in that: The automobile shock absorber comprises the automobile shock absorber according to any one of claims 1 to 9.