Outer pipe for automobile shock absorber

Abstract

The utility model discloses an outer pipe for an automobile shock absorber, belongs to the technical field of shock absorber accessories, and provides an outer pipe for an automobile shock absorber with more stable protection capacity. The outer pipe comprises a pipe body, a main body part of the pipe body is a cylinder part, one end of the cylinder part is provided with an upper cover, and the center of the upper cover is fixedly connected with a connecting piece suitable for being connected with one end of the shock absorber; a top convection hole penetrating through the upper end face and the lower end face is formed in the upper cover outside the connecting piece, a support is fixedly connected to the outer side face of the pipe body and suitable for being connected with a frame, an inner screw hole is formed in the center of the connecting piece, and the connecting piece is fixedly connected to the upper end face of the upper cover. The metal pipe body structure is designed to replace a corrugated pipe, so that the outer pipe for the shock absorber has higher strength and structural stability, flying stone damage can be effectively avoided, meanwhile, the convection holes are formed in the top of the pipe body, water accumulation in the pipe body can be effectively avoided, and therefore the outer pipe has higher protection stability on the shock absorber, and the service life of the shock absorber is prolonged. And the influence on the normal work of the shock absorber is smaller.

Description

Technical Field

[0001] This application relates to the field of shock absorber accessories technology, and in particular to an outer tube for automotive shock absorbers. Background Technology

[0002] The outer tube of a car shock absorber is a component used to shield and protect the coil spring. In many cases, a bellows is used. However, bellows have relatively low strength and are easily scratched by flying stones. They are also more likely to accumulate water and dust inside, affecting the normal operation of the shock absorber. Summary of the Invention

[0003] The purpose of this application is to provide an outer tube for automotive shock absorbers with more stable protective capabilities.

[0004] To achieve the above objectives, this application provides an outer tube for an automotive shock absorber: comprising a tube body, the main body of which is a cylindrical portion, one end of which has a top cover, a connector fixedly connected to the center of the top cover for connection to one end of the shock absorber, a top convection hole extending through the upper and lower end faces of the top cover outside the connector, and a bracket fixedly connected to the outer side of the tube body for connection to the vehicle frame, thereby transmitting the support force of the wheel to the vehicle body.

[0005] As a preferred embodiment, the connector has an internal threaded hole in the center, and the connector is fixedly connected to the upper end face of the cover without occupying the space of the lower end face of the cover.

[0006] As a preferred embodiment, the lower end face of the upper cover has an inner liner ring, the interior of which communicates with the internal threaded hole for the end of the damper telescopic rod to pass through.

[0007] As a preferred embodiment, the connector uses a hexagonal nut, and the axis of the inner liner ring is collinear with the geometric center line of the connector, so that the constrained damping telescopic rod and the helical spring can be collinear and maintain a uniform spacing.

[0008] As a preferred embodiment, the bracket has an upper connecting hole at its upper end and a lower connecting hole at its lower end, for connecting structures such as hinge shafts to pass through.

[0009] As a preferred embodiment, the side of the bracket has a reinforcing ring surrounding the upper and lower connecting holes, and the bracket is also provided with a load-reducing groove, which reduces material consumption and weight while ensuring structural strength, thus achieving a lightweight design.

[0010] As a preferred embodiment, the side wall of the cylinder is also provided with a side convection groove that runs through the inner and outer walls, allowing air to enter and exit from the top of the tube.

[0011] As a preferred embodiment, a clearance groove is provided at the end of the cylinder facing away from the upper cover to provide space for the protruding structure on the outer side of the damping cylinder.

[0012] Compared with the prior art, the beneficial effects of this application are as follows:

[0013] (1) By designing a metal tube structure to replace the corrugated pipe, the outer tube of the shock absorber has higher strength and structural stability, which can effectively avoid damage from flying stones. At the same time, convection holes are opened at the top of the tube to effectively prevent water accumulation inside the tube. Therefore, the outer tube provides higher protection stability for the shock absorber and has less impact on the normal operation of the shock absorber.

[0014] (2) By designing a connector at the top of the tube to connect with the end of the damping telescopic rod, and designing a bracket structure on the side of the tube to connect with the frame, the complexity of the damping structure of the shock absorber is reduced, allowing the outer tube, which has a lower replacement cost, to bear more connection stress and wear during daily operation. Attached Figure Description

[0015] Figure 1 This is a first three-dimensional schematic diagram of the overall structure of the outer tube used in the car shock absorber.

[0016] Figure 2 This is a second three-dimensional schematic diagram of the overall structure of the outer tube used in the car shock absorber.

[0017] Figure 3 This is a frontal sectional view of the outer tube of the car shock absorber.

[0018] Figure 4 This is a side-view plan sectional view of the outer tube used for the car shock absorber.

[0019] Figure 5 This is a three-dimensional sectional view of the outer tube used for the car shock absorber.

[0020] In the diagram: 1. Pipe body; 101. Cylindrical section; 102. Top cover; 103. Side convection groove; 104. Relief groove; 105. Top convection hole; 106. Inner liner ring; 2. Support; 201. Upper connecting hole; 202. Lower connecting hole; 203. Reinforcing ring; 204. Load-reducing groove; 3. Connector; 301. Internal threaded hole. Detailed Implementation

[0021] The present application will be further described below with reference to specific embodiments. It should be noted that, without conflict, the various embodiments or technical features described below can be arbitrarily combined to form new embodiments.

[0022] In the description of this application, it should be noted that the directional terms such as "center", "lateral", "longitudinal", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", and "counterclockwise" indicate the orientation and positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. They should not be construed as limiting the specific protection scope of this application.

[0023] It should be noted that the terms "first," "second," etc., in the specification and claims of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0024] The terms “comprising” and “having”, and any variations thereof, in the specification and claims of this application are intended to cover non-exclusive inclusion, for example, a process, method, system, product, or device that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or device.

[0025] like Figure 1-5 The illustrated automotive shock absorber outer tube includes a tube body 1 open at only one end. The inner diameter of the tube body 1 is larger than the maximum diameter of the shock absorber's coil spring. The main body of the tube body 1 is a cylindrical tube 101. One end of the tube 101 has an integral upper cover 102. A connector 3 is fixedly connected to the center of the upper cover 102. Specifically, the connector 3 is a hexagonal nut, fixedly connected to the upper end face of the upper cover 102 for connection to one end of the shock absorber. The connector 3 has an internal threaded hole 301 in its center for engagement with the external thread of the shock absorber. The lower end face of 102 has an inner liner ring 106. The outer side of the inner liner ring 106 forms an annular groove between the inner wall of the cylinder 101 and the lower end face of the upper cover 102, which can accommodate the end of the shock absorber coil spring. The interior of the inner liner ring 106 is connected to the internal threaded hole 301 for the shock absorber damping telescopic rod to pass through. In fact, the connecting piece 3 is threaded to the end of the damping telescopic rod. The axis of the inner liner ring 106 is collinear with the geometric center line of the connecting piece 3. After being constrained in this way, the axis of the shock absorber damping telescopic rod and the coil spring can be collinear.

[0026] The top cover 102 has a top convection hole 105 extending through the upper and lower end faces outside the connector 3. There are several top convection holes 105, which are equidistantly arranged around the geometric center line of the connector 3. The side wall of the cylinder 101 also has a side convection groove 103 extending through the inner and outer walls. Both the side convection groove 103 and the top convection hole 105 allow airflow to pass through. When the helical spring is compressed and occupies more space inside the cylinder 101, the air inside the cylinder 101 can be discharged not only through the top convection hole 105, but also through the side convection groove. 103 Discharge; When the coil spring releases its elastic force and extends, the space it occupies inside the cylinder 101 becomes smaller, and air will be filled into the cylinder 101 through the top convection hole 105 and the side convection groove 103. A clearance groove 104 is provided at one end of the cylinder 101 away from the top cover 102. The clearance groove 104 extends along the axial direction of the cylinder 101, which not only provides more movement space for the protruding structure on the outer side of the damping cylinder, but also can cooperate with the protruding structure on the outer side of the damping cylinder to form a sliding pair, so that the damping telescopic rod of the shock absorber has better movement stability.

[0027] A bracket 2 is fixedly connected to the outer side of the tube body 1. In fact, the bracket 2 is also an integral part of the tube body 101 and is made of corrosion-resistant alloy material. The upper end of the bracket 2 has an upper connecting hole 201 and the lower end has a lower connecting hole 202, both of which are used for the hinge shaft to pass through and connect to the vehicle frame, thereby restricting the position of the outer tube of the car shock absorber. The side of the bracket 2 has a reinforcing ring 203 around the upper connecting hole 201 and the lower connecting hole 202, which is used to improve the structural strength around the upper connecting hole 201 and the lower connecting hole 202, thereby reducing the probability of the hinge shaft causing damage to the upper and lower ends of the bracket 2. The bracket 2 also has a load-reducing groove 204, which reduces material consumption and weight while ensuring the structural strength of the bracket 2, thereby making the entire outer tube of the shock absorber lighter.

[0028] Installation method: During installation, first insert the coil spring into the cylinder 101, so that the end of the coil spring is fitted over the inner liner ring 106 and presses against the top cover 102. Then, let the damping telescopic rod of the shock absorber pass through the coil spring and the inner liner ring 106 and engage with the threaded connection of the connecting piece 3. At this time, the damping cylinder of the shock absorber abuts against the other end of the coil spring, pressing most of the coil spring into the cylinder 101. Finally, connect the end of the damping cylinder to the wheel suspension through the hinge shaft, and connect the bracket 2 to the vehicle floor through the hinge shaft to complete the installation. At this time, the protrusion on the outer side of the damping cylinder and the relief groove 104 of the cylinder 101 fit together to form a sliding pair, and the engagement depth between the end of the damping telescopic rod and the connecting piece 3 is fixed, which has good connection stability.

[0029] The basic principles, main features, and advantages of this application have been described above. Those skilled in the art should understand that this application is not limited to the above embodiments. The embodiments and descriptions in the specification are merely the principles of this application. Various changes and modifications can be made to this application without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection claimed by this application is defined by the appended claims and their equivalents.

Claims

1. An outer tube for an automotive shock absorber, characterized in that: The tube (1) includes a tube body (1), the main body of which is a cylindrical part (101). One end of the cylindrical part (101) has a top cover (102). A connector (3) is fixedly connected to the center of the top cover (102), which is suitable for connecting to one end of the shock absorber. The top cover (102) has a top convection hole (105) that runs through the upper and lower end faces outside the connector (3). A bracket (2) is fixedly connected to the outer side of the tube body (1), which is suitable for connecting to the vehicle frame.

2. The outer tube for an automotive shock absorber as described in claim 1, characterized in that: The connector (3) has an internal threaded hole (301) in the center and is fixedly connected to the upper end face of the cover (102).

3. The outer tube for an automotive shock absorber as described in claim 2, characterized in that: The lower end face of the upper cover (102) has an inner lining ring (106), the interior of which communicates with the inner threaded hole (301).

4. The outer tube for an automotive shock absorber as described in claim 3, characterized in that: The connector (3) uses a hexagonal nut, and the axis of the inner liner ring (106) is collinear with the geometric center line of the connector (3).

5. The outer tube for an automotive shock absorber as described in any one of claims 1 to 4, characterized in that: The bracket (2) has an upper connecting hole (201) at its upper end and a lower connecting hole (202) at its lower end.

6. The outer tube for an automotive shock absorber as described in claim 5, characterized in that: The side of the bracket (2) has a reinforcing ring (203) surrounding the upper connecting hole (201) and the lower connecting hole (202), and the bracket (2) is also provided with a load-reducing groove (204).

7. The outer tube for an automotive shock absorber as described in claim 6, characterized in that: The side wall of the cylindrical part (101) is also provided with a side convection groove (103) that runs through the inner and outer walls.

8. The outer tube for an automotive shock absorber as described in claim 7, characterized in that: The cylindrical part (101) has a relief groove (104) at the end facing away from the upper cover (102).

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