Automobile piston rod with buffering function

Abstract

The utility model relates to the technical field of automobile piston rods, and provides an automobile piston rod with a buffering function, which comprises a cylinder barrel, a sliding sleeve sleeved at the top end outside the cylinder barrel, and a piston clamped at the inner bottom end of the cylinder barrel in a sliding manner, and the top of the piston is butted with a piston rod body. Compared with a traditional polished rod type piston rod, the automobile piston rod body with the buffering function has many advantages. The multi-stage buffering structure absorbs impact force from multiple layers, and the piston rod and other parts connected with the piston rod are effectively protected.

Description

Technical Field

[0001] This utility model relates to the field of automotive piston rod technology, specifically to an automotive piston rod with a buffer function. Background Technology

[0002] The piston rod is an important component of a car's shock absorption system and other parts, and its main function is to transmit force and achieve motion. During the car's operation, the piston rod is frequently subjected to various impacts and vibrations, so its performance directly affects the car's ride stability, comfort, and safety.

[0003] Inadequacies of existing automotive piston rods

[0004] Limited cushioning effect: Traditional smooth piston rods typically only provide basic support and transmission functions, resulting in relatively weak cushioning performance. When faced with large impact forces, they struggle to effectively absorb and disperse energy, easily leading to significant damage to the piston rod and other related components, thus affecting the vehicle's shock absorption and overall performance.

[0005] Air pressure issues affect operation: During operation, traditional smooth rod piston rods may experience resistance due to changes in air pressure between the inside and outside of the sleeve and the inside and outside of the sliding sleeve, which may affect the normal extension and retraction of the piston rod and reduce the stability and reliability of the operation.

[0006] Poor structural stability: The structural design of traditional piston rods may have some defects, such as insufficient positional stability of the buffer components, which are prone to displacement or dislocation when subjected to large impacts, affecting the normal operation of the piston rod, and may even cause damage to the piston rod and shorten its service life.

[0007] Severe localized wear: Traditional smooth piston rods often fail to provide uniform cushioning when subjected to impacts, causing the piston rod to bear greater pressure in certain localized areas, thus exacerbating localized wear. This localized wear not only affects the performance and lifespan of the piston rod but may also increase the cost and frequency of automotive repairs.

[0008] Therefore, this solution proposes a car piston rod with a buffer function to solve the above problems. Utility Model Content

[0009] To overcome the shortcomings of the prior art, the purpose of this utility model is to provide an automobile piston rod with a buffer function.

[0010] To achieve the aforementioned objective, the technical solution of this utility model is as follows: a car piston rod with a buffer function includes a cylinder, a sliding sleeve sleeved to the top of the cylinder, a piston slidably engaged to the bottom of the cylinder, and a piston rod body abutting the top of the piston.

[0011] The piston rod body specifically includes the following structure:

[0012] A vertically distributed inner rod;

[0013] The sleeves are slidably fitted onto the upper and lower ends of the inner rod, wherein the top end of the upper sleeve protrudes through the center of the top end of the sliding sleeve and is fixed thereon;

[0014] A central buffer piece that is sleeved on the outer center of the inner rod and positioned between the upper and lower sleeves near the center end face;

[0015] End buffer springs are respectively located at the far ends of the upper and lower sleeves;

[0016] The rod head is located at the top of the outer casing.

[0017] Preferably, the central buffer specifically includes the following structure:

[0018] A central buffer spring fitted onto the outer center of the inner rod;

[0019] The end positioning rings are connected to the upper and lower ends of the central buffer spring, and the upper and lower end positioning rings are in contact with the center end faces of the upper and lower end sleeves, respectively.

[0020] Preferably, ventilation holes are provided around the upper and lower sleeves at locations away from the center.

[0021] Preferably, the top end of the sliding sleeve has several air guide holes.

[0022] The beneficial effects of this utility model are reflected in:

[0023] Multi-level buffer structure improves buffering effect

[0024] Compared to traditional bare piston rods, this specially structured piston rod features a multi-stage buffering mechanism. During piston rod compression, the end springs are compressed first, absorbing some energy and providing initial cushioning. Then, the central spring, located at the center of the inner rod, is also compressed, providing a more uniform buffering force throughout the overall piston rod compression process and further absorbing energy. This multi-stage buffering structure can more effectively handle impacts of varying degrees, significantly improving the cushioning effect and reducing damage to the piston rod and other related components compared to traditional bare piston rods.

[0025] Pressure balance design ensures stable operation

[0026] The unique design of this piston rod body includes vent holes around the upper and lower sleeves away from the center, and a vent hole at the top of the sliding sleeve. During piston rod movement, these vent holes and vent holes ensure pressure balance between the inside and outside of the sleeves and the sliding sleeve. Traditional smooth-rod piston rods may experience resistance due to pressure changes during movement, affecting their normal operation. This piston rod body, through its pressure balance design, ensures smooth extension and retraction during operation, improving the stability and reliability of the piston rod.

[0027] Enhanced structural stability

[0028] The end locating ring in the central buffer component ensures the stable position of the central buffer spring, preventing it from shifting or dislodging during operation. This structural design allows each buffer component to function accurately when the entire piston rod body is subjected to impact, enhancing the overall stability of the piston rod structure. Traditional smooth rod piston rods lack this structure, and may experience component dislodging under significant impacts, affecting their service life and performance.

[0029] Uniform cushioning reduces localized wear

[0030] The central buffer spring provides a more uniform cushioning force during piston rod compression, which helps reduce localized wear on the piston rod during operation. Traditional smooth piston rods, lacking this uniform cushioning structure, may experience greater pressure in certain localized areas when subjected to impact, leading to accelerated localized wear and shortening the piston rod's lifespan. This piston rod structure, however, allows the impact force to be distributed more evenly across the piston rod, extending its service life.

[0031] In summary, this type of piston rod with cushioning function offers numerous advantages over traditional bare piston rods. Its multi-stage cushioning structure absorbs impact forces from multiple levels, effectively protecting the piston rod itself and other connected components. The air pressure balance design solves the air pressure resistance problem that traditional piston rods may face, ensuring smooth piston rod operation. Enhanced structural stability allows the piston rod to operate reliably in complex working environments, reducing the risk of failures caused by component dislocation. Uniform cushioning reduces localized wear, further extending the piston rod's service life, lowering automotive maintenance costs, and improving the overall safety and comfort of the vehicle. This innovative piston rod design provides an excellent example for improving the performance of automotive components and has broad application prospects in the field of automotive engineering. Attached Figure Description

[0032] In the attached diagram:

[0033] Figure 1 This is a schematic diagram of the structure of this utility model;

[0034] Figure 2 This is an exploded separation diagram of this utility model;

[0035] Figure 3 This is a schematic diagram of the half-section structure of this utility model;

[0036] Figure 4 This is a schematic diagram of the piston rod body of this utility model;

[0037] Figure 5 This is a schematic diagram of a half-section of the piston rod body of this utility model;

[0038] Explanation of reference numerals in the attached figures:

[0039] 1. Cylinder barrel; 2. Sliding sleeve; 3. Piston; 4. Piston rod body;

[0040] 21. Air vent;

[0041] 41. Sleeve; 42. Inner rod; 43. Central buffer; 44. End buffer spring; 45. Rod head;

[0042] 411. Vent hole;

[0043] 431. End positioning ring; 432. Center buffer spring. Detailed Implementation

[0044] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. Obviously, the described embodiments are only a part of the embodiments of the utility model, and not all of them. Unless otherwise specified, the embodiments and features described in this application can be combined with each other. All other embodiments obtained by those skilled in the art based on the embodiments of the utility model without creative effort are within the scope of protection of the utility model.

[0045] It should be noted that if the utility model embodiment involves directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicators will also change accordingly.

[0046] Furthermore, "multiple" refers to two or more. Additionally, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of a person skilled in the art to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by the utility model.

[0047] Please refer to the instruction manual appendix. Figures 1-5 This utility model provides a car piston rod with a buffer function, which mainly consists of a cylinder 1, a sliding sleeve 2 sleeved on the top of the cylinder 1, and a piston 3 slidably engaged with the bottom of the cylinder 1. The piston rod body 4 is connected to the top of the piston 3.

[0048] The specific structure of the piston rod body 4 is as follows:

[0049] First, there is a vertically distributed inner rod 42, which serves as the core component of the piston rod body 4, providing primary support and transmission. Then, two sleeves 41 are slidably fitted onto the upper and lower ends of the inner rod 42. The top end of the upper sleeve 41 extends from the center of the top of the sliding sleeve 2 and is fixed thereon. These two sleeves 41 can slide relative to each other along the inner rod 42, thus enabling the piston rod to extend and retract. A central buffer 43 is fitted around the center of the inner rod 42, positioned between the center-near end faces of the upper and lower sleeves 41. The main function of the central buffer 43 is to provide cushioning when the piston rod is impacted, reducing damage to the piston rod and other components. Furthermore, end buffer springs 44 are respectively installed at the distal ends of the upper and lower sleeves 41. These end buffer springs 44 can buffer and restrict the movement of the sleeves 41 during the piston rod's extension and retraction, further improving the stability and reliability of the piston rod. Finally, a rod head 45 is provided at the outer top of the upper sleeve 41. The rod head 45 is used to connect with other components and transmit the movement and force of the piston rod.

[0050] The specific structure of the central buffer element 43 is as follows: a central buffer spring 432 is sleeved at the center position outside the inner rod 42. This central buffer spring 432 has strong elasticity and can deform under pressure to absorb and disperse impact force. End positioning rings 431 are abutted at the upper and lower ends of the central buffer spring 432, respectively contacting the center end faces of the upper and lower sleeves 41. The function of the end positioning rings 431 is to ensure the stable position of the central buffer spring 432, preventing it from shifting or dislodging during operation, thereby ensuring that the central buffer element 43 can function properly.

[0051] Vent holes 411 are provided around the upper and lower sleeves 41 at positions away from the center. The function of these vent holes 411 is to ensure the air pressure balance between the inside and outside of the sleeves 41, and to prevent resistance or interference with the normal operation of the piston rod due to air pressure changes during piston rod movement. Several air guide holes 21 are provided at the top of the sliding sleeve 2. The function of these air guide holes 21 is similar to that of the vent holes 411 on the sleeves 41, which is also to maintain the air pressure balance inside the sliding sleeve 2, and to ensure that the piston rod can move smoothly in extension and retraction during operation.

[0052] Buffering during piston rod compression

[0053] When a car piston rod is subjected to external pressure and begins to compress, such as when the piston rod in a car's shock absorber system is subjected to the downward force of the car body.

[0054] The rod head 45 is subjected to force first, transmitting the pressure to the upper sleeve 41, which then slides downward along the inner rod 42. At this time, the end buffer spring 44 at the far end of the upper sleeve 41 begins to be compressed. The end buffer spring 44 absorbs some energy through its own elastic deformation, thus playing a preliminary buffering role.

[0055] As the upper sleeve 41 continues to press down, the central buffer spring 432 in the central buffer member 43 also begins to be compressed. Since the central buffer spring 432 is sleeved at the center of the inner rod 42, its compression can provide a more uniform buffering force during the overall compression of the piston rod, further absorbing energy.

[0056] Throughout the compression process, the vent holes 411 around the sleeve 41 and the air guide hole 21 at the top of the sliding sleeve 2 can ensure airflow and prevent obstruction caused by air pressure changes during piston rod movement.

[0057] At the same time, the downward pressure of the piston rod body 4 can also drive the piston 3 to slide down, thereby compressing the space at the bottom of the cylinder 1 and performing synchronous buffering operation.

[0058] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

[0059] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of equivalents of the claims be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0060] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A piston rod for automobiles with a buffer function, comprising a cylinder (1), a sliding sleeve (2) sleeved on the outer top end of the cylinder (1), and a piston (3) slidably engaged with the inner bottom end of the cylinder (1), characterized in that, The piston (3) is connected to the piston rod body (4) at the top. The piston rod body (4) specifically includes the following structure: A vertically distributed inner rod (42); The sleeves (41) are slidably connected to the upper and lower ends of the inner rod (42), wherein the top end of the upper sleeve (41) passes through the center of the top end of the sliding sleeve (2) and is fixed. A central buffer (43) is sleeved on the outer center of the inner rod (42) and positioned between the upper and lower sleeves (41) near the center end face. End buffer springs (44) are respectively located at the far end of the upper and lower sleeves (41). The rod head (45) is located at the top of the outer end of the sleeve (41) described above.

2. A car piston rod with a buffer function according to claim 1, characterized in that, The central buffer (43) specifically includes the following structure: A central buffer spring (432) is sleeved at the center position outside the inner rod (42); The end positioning rings (431) are connected to the upper and lower ends of the central buffer spring (432), and the upper and lower end positioning rings (431) are respectively in contact with the center end face of the upper and lower sleeves (41).

3. A car piston rod with a buffer function according to claim 1, characterized in that, Ventilation holes (411) are provided around the sleeve (41) located away from the center.

4. A car piston rod with a buffer function according to claim 1, characterized in that, The top end of the sliding sleeve (2) is provided with several air guide holes (21).

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