Hydraulic shock absorber and vehicle

Abstract

The utility model discloses a hydraulic shock absorber and a vehicle, relates to the technical field of vehicles, and aims at solving the problem that a cooling pipe in an existing hydraulic shock absorber is poor in heat dissipation effect. The hydraulic shock absorber comprises a piston rod, a cooling channel is formed in the piston rod, and a first through opening and a second through opening which are communicated with the cooling channel are formed in the piston rod; the first through opening and the second through opening are suitable for being connected with an external cooling device, the first through opening is used for allowing a cooling medium of the external cooling device to enter the cooling channel, and the second through opening is used for allowing a cooling medium of the cooling channel to enter the external cooling device.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to hydraulic shock absorbers and vehicles. Background Technology

[0002] Shock absorbers are an important component of automotive suspension systems, used to mitigate impacts caused by uneven road surfaces. When the car body and wheels vibrate, the viscous friction of the fluid inside the shock absorber during the reciprocating motion of the stator and rotor components creates vibration resistance, converting vibration energy into heat energy. Prolonged driving will cause the shock absorber to operate at high temperatures for extended periods. Under high-temperature conditions, the shock absorber fluid will emulsify, leading to a decline in shock absorber performance and problems such as abnormal noises.

[0003] Existing hydraulic shock absorbers generally rely on environmental cooling for overall heat dissipation, resulting in poor heat dissipation and complex structures. Utility Model Content

[0004] The purpose of this invention is to provide a hydraulic shock absorber and vehicle, aiming to solve the problem of poor heat dissipation effect of the cooling pipe in existing hydraulic shock absorbers.

[0005] In a first aspect of this application, the present invention provides a hydraulic damper, the hydraulic damper including a piston rod, a cooling channel provided inside the piston rod, and a first port and a second port communicating with the cooling channel on the piston rod; the first port and the second port are adapted to be connected to an external cooling device, the first port being used to allow the cooling medium of the external cooling device to enter the cooling channel, and the second port being used to allow the cooling medium of the cooling channel to enter the external cooling device.

[0006] The cooling channel provided in this application allows the hydraulic damper to dissipate heat when operating at high temperatures. The cooling channel directly reduces the temperature of the piston rod, thereby cooling the entire hydraulic damper. This prevents the hydraulic damper from operating at high temperatures for extended periods, which could lead to emulsification of the oil inside the hydraulic damper and a decline in its performance.

[0007] In some embodiments, the cooling channel extends axially along the piston rod.

[0008] In this way, by extending the cooling channel along the axial direction of the piston rod, the heat of the entire piston rod can be transferred to the cooling channel and then dissipated through the cooling channel, avoiding the accumulation of heat in one place that cannot be dissipated, thereby improving the heat dissipation efficiency of the cooling channel.

[0009] In some embodiments, the hydraulic damper includes a cooling pipe, which is at least partially disposed in a cooling channel; the cooling channel further includes a first opening through which the cooling pipe passes.

[0010] In this way, extending the cooling pipe into the cooling channel through the first opening not only allows the cooling channel to cool down through the first opening, but also facilitates the installation of the cooling pipe.

[0011] In some embodiments, the piston rod further includes a fixing member disposed at and connected to the first opening. The fixing member has a mounting through hole through which the cooling pipe extends into the cooling channel.

[0012] Thus, the fastener has a mounting hole through which the cooling pipe extends into the cooling channel. The fastener can fix the cooling pipe, making the installation of the cooling pipe more secure and preventing the cooling pipe from falling off during the operation of the hydraulic shock absorber, which would prevent the cooling pipe from working properly.

[0013] In some embodiments, the cooling pipe includes a first pipe and a second pipe. The first pipe is disposed inside the cooling channel, and the second pipe is disposed outside the cooling channel. One end of the second pipe is connected to the first pipe, and the other end is connected to a cold source.

[0014] In this way, connecting the second pipeline to the cold source allows the cooling medium to directly enter the first pipeline, thereby cooling the hydraulic damper and improving the cooling efficiency of the cooling pipe.

[0015] In some embodiments, both ends of the first pipe are connected to the second pipe to form a cooling circuit.

[0016] In this way, the cooling medium can flow back to the cold source after cooling the hydraulic shock absorber, avoiding damage to the hydraulic shock absorber caused by overflow of the cooling medium. It can also reuse the cooling medium and avoid waste.

[0017] In some embodiments, the first conduit is in a double-helix shape.

[0018] By designing the first pipe into a double-helix shape, the contact area between the first pipe and the air in the cooling channel can be increased, thereby improving the heat exchange capacity of the first pipe and thus improving the cooling efficiency of the cooling pipe.

[0019] In some embodiments, the cooling pipe further includes a valve located in the second pipe / first pipe for controlling the opening and closing of the second pipe / first pipe and the flow rate of the cooling medium passing through the second pipe / first pipe.

[0020] In this way, the cooling efficiency of the cooling pipe can be controlled to cope with different working conditions of the hydraulic shock absorber and improve the applicability of the cooling pipe.

[0021] In some embodiments, the cooling pipe further includes a temperature detection device for detecting the temperature of the hydraulic damper.

[0022] In this way, by detecting the temperature of the hydraulic shock absorber, the temperature of the hydraulic shock absorber can be monitored, and the cooling efficiency of the cooling pipe can be adjusted to avoid the hydraulic shock absorber temperature being too high or too low.

[0023] In a second aspect of this application, a vehicle is provided that includes the aforementioned hydraulic shock absorber.

[0024] It is understood that since the vehicle provided in this application includes the hydraulic shock absorber as described above, both can solve the same problem and achieve the same effect, and this application will not elaborate further here.

[0025] In some embodiments, the vehicle further includes an air conditioning system; the cooling pipe includes a first pipe and a second pipe, the first pipe being disposed within a cooling passage; the second pipe being disposed outside the cooling passage, one end of which is connected to the first pipe and the other end of which is connected to the air conditioning system.

[0026] In this way, connecting the cooling pipes to the air conditioning system eliminates the need for an additional cooling source, reducing vehicle production costs.

[0027] In some embodiments, the vehicle further includes a control module; the cooling pipe further includes a valve located in the second pipe / first pipe for controlling the opening and closing of the second pipe / first pipe and the flow rate of the cooling medium passing through the second pipe / first pipe; the cooling pipe further includes a temperature detection device for detecting the temperature of the hydraulic shock absorber; the control module is electrically connected to both the temperature detection device and the valve for receiving temperature signals from the temperature detection device; if the temperature exceeds a preset range, the control module valve opens; if the temperature is below the preset range, the control module valve closes.

[0028] In this way, the cooling pipes can be switched on and off through the control module, eliminating the need for manual control by the user and improving the convenience of controlling the cooling pipes. Attached Figure Description

[0029] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 A schematic diagram of a vehicle provided in this application;

[0031] Figure 2 A schematic diagram of a suspension system provided in this application;

[0032] Figure 3 A cross-sectional view of a hydraulic shock absorber provided in this application;

[0033] Figure 4 A partial cross-sectional view of a hydraulic shock absorber provided in this application;

[0034] Figure 5 A diagram of a cooling medium circulation system is provided in this application;

[0035] Figure 6 A control module flowchart is provided for this application;

[0036] Figure 7 A control module control diagram is provided for this application.

[0037] Figure label:

[0038] 1000. Vehicle; 1. Suspension system; 2. Body; 3. Wheel; 100. Hydraulic shock absorber; 200. Tower top assembly; 300. Elastic element; 400. Lower support; 10. First structural component; 20. Second structural component; 11. Cylinder; 12. Receiving cavity; 13. Seal; 21. Cooling pipe; 211. First pipeline; 212. Second pipeline; 22. Piston rod; 221. Cooling channel; 23. Fixture; 30. Temperature detector; 40. Air conditioning system; 41. Compressor; 42. Valve. Detailed Implementation

[0039] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0040] In the description of this utility model, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or relative positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this utility model and for 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. Therefore, they should not be construed as limitations on this utility model. Unless otherwise specified, the above-mentioned orientational descriptions can be flexibly set in actual application, provided that the relative positional relationship shown in the accompanying drawings is satisfied.

[0041] 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 technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0042] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "communication" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a direct connection or an indirect connection through an intermediate medium, or a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0043] In embodiments of this invention, the terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, article, or apparatus that includes that element.

[0044] In this embodiment of the invention, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" or "for example" in this embodiment of the invention should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0045] In the description of this specification, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples. Hydraulic shock absorbers are an important component of automotive suspension systems. Their main functions are to mitigate vehicle vibrations, improve ride comfort, reduce stress on various body parts, and extend the lifespan of body components; additionally, they increase wheel traction, contributing to handling and stability, and mitigating impacts caused by uneven road surfaces.

[0046] When the car body and wheels vibrate, the fluid in the hydraulic damper forms vibration resistance due to friction as it flows through the damping holes and the viscous friction of the fluid. This converts vibration energy into heat energy, which is then naturally dissipated into the surrounding air through the hydraulic damper cylinder. However, the heat exchange efficiency is low, and prolonged driving will cause the hydraulic damper to operate at high temperatures.

[0047] Hydraulic damper damping fluid is sensitive to high temperatures. When the vehicle body vibrates violently, the temperature of the hydraulic damper oil rises. Under high temperature conditions, the hydraulic damper damping fluid emulsifies, and air bubbles appear in the fluid. Emulsification of the fluid leads to a decrease in the performance of the hydraulic damper and causes abnormal noises. Furthermore, high temperatures reduce the lifespan of the rubber seals, and in severe cases, cause the rubber to fail, resulting in leakage of oil and gas inside the hydraulic damper. This leads to oil seal failure, rendering the hydraulic damper unusable and posing a safety hazard.

[0048] To achieve the above objectives, the present invention adopts the following technical solution:

[0049] Provide such as Figure 1 As shown, this application provides a vehicle 1000. The vehicle 1000 can be a pure electric vehicle, a hybrid electric vehicle, a plug-in hybrid electric vehicle, a range-extended electric vehicle, a gasoline-powered vehicle, etc. The vehicle 1000 can also be a sedan, truck, bus, lorry, trailer, etc.

[0050] like Figure 1 As shown, vehicle 1000 includes a body 2 and wheels 3. The body 2 is used for passengers to ride in and for carrying goods, and the wheels 3 are installed under the body 2 to support the body 2 and to roll on the road surface so that vehicle 1000 can move.

[0051] like Figure 1 As shown, the vehicle 1000 also includes a suspension system 1. The suspension system 1 is located between the body 2 and the wheels 3, and is used to transmit force and torque between the body 2 and the wheels 3, as well as to buffer the impact force on the body 2 during the driving of the vehicle 1000, so as to improve the ride or driving comfort.

[0052] Among them, the suspension system 1 can be a non-independent suspension, an independent suspension, or an active suspension.

[0053] In some embodiments of this application, the suspension system 1 is an active suspension. The stiffness and damping performance of the active suspension are dynamically and adaptively adjusted according to the driving conditions of the vehicle 1000 (such as the motion state of the vehicle 1000 and the road conditions) so that the suspension system 1 is always in the optimal damping state.

[0054] like Figure 2 As shown, the suspension system 1 may include a hydraulic shock absorber 100 and a strut mount assembly 200. The strut mount assembly 200 is connected to the hydraulic shock absorber 100 and to the vehicle body 2. The hydraulic shock absorber 100 is also connected to the wheels 3. The operation of the hydraulic shock absorber 100 can adjust the distance between the strut mount assembly 200 and the wheels 3, thereby adjusting the distance between the vehicle body 2 and the wheels 3, so that the vehicle 1000 can travel more smoothly when turning and on rough roads.

[0055] In some embodiments, the suspension system 1 further includes a lower support 400 and an elastic element 300. The lower support 400 is connected to a hydraulic shock absorber. The elastic element 300 is disposed between the lower support 400 and the tower top assembly 200.

[0056] In some embodiments, such as Figure 1 and Figure 3 As shown, the hydraulic damper 100 includes a second structural member 20 and a first structural member 10 that can move relative to each other along the axial direction of the hydraulic damper 100.

[0057] The second structural member 20 can be connected to the vehicle body 2, and the first structural member 10 can be connected to the wheel 3; or, the second structural member 20 can also be connected to the wheel 3, and the first structural member 10 can be connected to the vehicle body 2; this application does not limit this.

[0058] By moving the second structural member 20 and the first structural member 10 relative to each other in a first direction, the distance between the tower top assembly 200 and the wheel 3 can be adjusted, thereby adjusting the distance between the vehicle body 2 and the wheel 3.

[0059] The tower top assembly 200 adjusts the relative displacement between the tower top assembly 200 and the lower support 400 by sliding the second structural member 20 and the first structural member 10, thereby adjusting the distance between the vehicle body and the wheel 3.

[0060] The suspension system 1 also includes an elastic element 300. The elastic element 300 is connected between the lower support 400 and the tower assembly 200. When the hydraulic damper 100 adjusts the relative displacement between the tower assembly 200 and the lower support 400, the elastic element 300 will extend and retract with the relative movement of the tower assembly 200 and the lower support 400, thereby adjusting the cushioning performance of the elastic element 300 so that the cushioning performance of the elastic element 300 meets the cushioning requirements of the vehicle 1000, thereby further improving the ride comfort of the vehicle 1000.

[0061] Specifically, the elastic element 300 abuts against both the lower support 400 and the tower top assembly 200, meaning that the elastic element 300 is in a compressed state under the clamping of the lower support 400 and the tower top assembly 200. The elastic element 300 may or may not be connected to the lower support 400 and the tower top assembly 200.

[0062] The lower support 400 and the tower top assembly 200 will also move relative to each other, thereby driving the elastic element 300 to extend and retract, so as to adjust the buffering performance of the elastic element 300.

[0063] For example, the elastic element 300 can be a cylindrical elastic element 300 made of elastic materials such as rubber or latex, in which case the elastic element 300 can be sleeved on the outside of the first structural member. The elastic element 300 can also include multiple elastic columns made of elastic materials such as rubber or latex, in which case the multiple elastic elements 300 are spaced apart circumferentially along the first structural member. For example, the elastic element 300 can be a spring, with the spring sleeved on the outside of the first structural member. The purpose of this utility model is to provide a hydraulic shock absorber 100 and a vehicle, aiming to solve the problem of poor heat dissipation effect of the cooling pipe 21 in the existing hydraulic shock absorber 100.

[0064] This utility model provides a hydraulic shock absorber 100, such as Figure 3 and Figure 4 As shown, it includes a first structural member 10 and a second structural member 20. The first structural member 10 has a receiving cavity 12, which is suitable for receiving damping fluid. The second structural member 20 is slidably disposed in the first structural member 10 along a first direction, and a portion of the second structural member 20 is located in the receiving cavity 12 and is suitable for immersion in damping fluid.

[0065] like Figure 3 and Figure 4 As shown, the second structural component 20 may include a piston rod 22, which has a cooling channel 221 inside. The piston rod 22 has a first port and a second port that communicate with the cooling channel 221. The first port and the second port are adapted to be connected to an external cooling device. The first port is used to allow the cooling medium of the external cooling device to enter the cooling channel 221, and the second port is used to allow the cooling medium of the cooling channel 221 to enter the external cooling device.

[0066] The first structural component 10 may include a cylinder 11, and a receiving cavity 12 is provided inside the cylinder 11, which is suitable for receiving damping fluid.

[0067] The damping fluid can be a mineral oil-based damping fluid, a synthetic damping fluid, or an emulsion damping fluid, etc., and this application does not limit it.

[0068] The cooling pipe 21 can be in direct contact with the damping fluid to achieve thermal conductivity, or it can be in contact with the damping fluid through the second structural component 20 to achieve thermal conductivity. This application does not limit this.

[0069] The cooling channel 221 provided in this application allows the hydraulic damper 100 to dissipate heat when operating at high temperatures. The cooling channel 221 can directly reduce the temperature of the piston rod 22, thereby cooling the entire hydraulic damper 100. This prevents the hydraulic damper 100 from operating at high temperatures for extended periods, which could lead to emulsification of the oil inside the hydraulic damper 100 and a decrease in its performance.

[0070] In some embodiments, the cooling channel 221 extends axially along the piston rod 22.

[0071] In this way, by extending the cooling channel 221 along the axial direction of the piston rod 22, the heat of the entire piston rod 22 can be transferred to the cooling channel 221 and then dissipated through the cooling channel 221, thus preventing the heat of the piston rod 22 from accumulating in one place and being unable to dissipate heat, thereby improving the heat dissipation efficiency of the cooling channel 221.

[0072] In some embodiments, such as Figure 3 and Figure 4 As shown, the hydraulic shock absorber 100 includes a cooling pipe 21, which is at least partially disposed in the cooling channel 221; the cooling channel 221 also includes a first opening through which the cooling pipe 21 passes.

[0073] In this way, extending the cooling pipe 21 into the cooling channel 221 through the first opening not only allows the cooling channel 221 to be cooled through the first opening, but also facilitates the installation of the cooling pipe 21.

[0074] In some embodiments, such as Figure 3 and Figure 4 As shown, the piston rod 22 also includes a fixing member 23, which is located at the first opening and connected to the first opening. The fixing member 23 is provided with an installation through hole, through which the cooling pipe 21 extends into the cooling channel 221.

[0075] Thus, the fastener 23 is provided with an installation through hole, through which the cooling pipe 21 extends into the cooling channel 221. The fastener 23 can fix the cooling pipe 21, making the installation of the cooling pipe 21 more secure and preventing the cooling pipe 21 from falling off during the operation of the hydraulic shock absorber 100, which would prevent the cooling pipe 21 from working properly.

[0076] In some embodiments, such as Figure 3 and Figure 4 As shown, the cooling pipe 21 includes a first pipe 211 and a second pipe 212. The first pipe 211 is located inside the cooling channel 221; the second pipe 212 is located outside the cooling channel 221. One end of the second pipe 212 is connected to the first pipe 211, and the other end is connected to the cold source.

[0077] Thus, connecting the second pipe 212 to the cold source allows the cooling medium to directly enter the first pipe 211, thereby cooling the hydraulic damper 100 and improving the cooling efficiency of the cooling pipe 21.

[0078] In some embodiments, both ends of the first pipe 211 are connected to the second pipe 212 to form a cooling circuit.

[0079] In this way, the cooling medium can flow back to the cold source after cooling the hydraulic shock absorber 100, avoiding damage to the hydraulic shock absorber 100 caused by the overflow of the cooling medium. It can also reuse the cooling medium and avoid waste.

[0080] In some embodiments, such as Figure 3 and Figure 4 As shown, the first pipe 211 has a double helix shape.

[0081] By designing the first pipe 211 in a double helix shape, the contact area between the first pipe 211 and the air in the cooling channel 221 can be increased, thereby improving the heat exchange capacity of the first pipe 211 and thus improving the cooling efficiency of the cooling pipe 21.

[0082] In some embodiments, such as Figure 3 and Figure 4 As shown, the first pipe 211 includes a first cooling pipe and a second cooling pipe. The first cooling pipe includes a first end and a second end opposite to each other, and the second cooling pipe includes a third end and a fourth end opposite to each other. The first end and the third end are located inside the accommodating cavity 12, and the first end is connected to the third end. The second end and the fourth end are located outside the accommodating cavity 12.

[0083] Thus, by placing the first end of the first cooling pipe and the second end of the second cooling pipe inside the accommodating cavity 12, the thermal conductivity between the first cooling pipe and the second cooling pipe and the damping fluid can be improved, thereby enhancing the cooling effect of the cooling pipe.

[0084] In some embodiments, such as Figure 3 and Figure 4 As shown, both the first cooling pipe and the second cooling pipe extend along the first direction.

[0085] In this way, the heat of the entire first structural component 10 can be transferred to the first cooling pipe and the second cooling pipe, and then the heat is dissipated through the cooling pipe 21. It can also increase the thermal conductivity area between the first cooling pipe and the second cooling pipe and the damping fluid, thereby improving the heat dissipation efficiency of the cooling pipe 21.

[0086] In some embodiments, such as Figure 3 and Figure 4 As shown, the first and second cooling pipes are spiral pipes.

[0087] In this way, the contact area between the first cooling pipe and the damping fluid, and between the second cooling pipe and the damping fluid can be increased, thereby improving the heat exchange capacity of the cooling pipe and thus improving the heat dissipation efficiency of the cooling pipe 21.

[0088] In some embodiments, the first cooling pipe and the second cooling pipe are copper pipes.

[0089] Thus, copper has good thermal conductivity. Setting the first and second cooling pipes as copper pipes can improve the thermal conductivity of the first and second cooling pipes, thereby improving the heat dissipation efficiency of the cooling pipe 21.

[0090] In addition, the first cooling pipe and the second cooling pipe can also be aluminum pipes or iron pipes, etc., and this application does not limit them.

[0091] In some embodiments, such as Figure 3 and Figure 4 As shown, the first structural member 10 includes a cylindrical body 11, a receiving cavity 12 is formed inside the cylindrical body 11, and the cylindrical body 11 is provided with a second opening. The second structural member 20 extends into the cylindrical body 11 through the second opening.

[0092] Thus, the second opening allows the second structural component 20 to extend into the cylinder 11, facilitating the installation of the second structural component 20.

[0093] In some embodiments, the first structural member 10 further includes a bearing disposed inside the cylinder 11, the bearing being disposed between the second structural member 20 and the first structural member 10, and the second structural member 20 being slidably connected to the cylinder 11 via the bearing.

[0094] In this way, the bearing can make the fit between the second structural component 20 and the cylinder 11 smoother, and avoid the second structural component 20 and the first structural component 10 from being obstructed during the sliding process, which would affect the normal operation of the hydraulic shock absorber 100.

[0095] In some embodiments, such as Figure 3 and Figure 4 As shown, the first structural member 10 also includes a sealing member 13, which is disposed at the second opening. The sealing member 13 is connected to the second opening and has a sealing hole. The second structural member 20 passes through the sealing hole and extends at least partially into the receiving cavity 12.

[0096] In this way, the seal 13 can seal the gap between the second opening and the second structural member 20, preventing the damping fluid from leaking, causing waste, or affecting the normal operation of other components of the hydraulic shock absorber 100.

[0097] In some embodiments, the cooling pipe 21 further includes a valve, which is located in the second pipe 212 / first pipe 211 and is used to control the opening and closing of the second pipe 212 / first pipe 211 and the flow rate of the cooling medium passing through the second pipe 212 / first pipe 211.

[0098] In this way, the cooling efficiency of the cooling pipe 21 can be controlled to cope with different working conditions of the hydraulic damper 100 and improve the applicability of the cooling pipe 21.

[0099] In some embodiments, the cooling pipe 21 further includes a temperature detector 30 for detecting the temperature of the hydraulic damper 100.

[0100] In this way, by detecting the temperature of the hydraulic damper 100, the temperature of the hydraulic damper 100 can be monitored, so as to regulate the cooling efficiency of the cooling pipe 21 and avoid the temperature of the hydraulic damper 100 being too high or too low.

[0101] In some embodiments of this application, the temperature detector 30 may be disposed on the outer wall surface of the cylinder 11 of the first structural member 10.

[0102] In some embodiments, the temperature detector 30 is disposed on the first structural member 10, and the distance between the temperature detector 30 and the bottom wall of the accommodating cavity 12 along the first direction is greater than or equal to 50 mm.

[0103] This can prevent the temperature detector 30 from colliding with other components and being damaged.

[0104] In some embodiments, the vehicle further includes an air conditioning system 40; the cooling pipe 21 includes a first pipe 211 and a second pipe 212, the first pipe 211 being disposed within the cooling channel 221; the second pipe 212 being disposed outside the cooling channel 221, one end being connected to the first pipe 211 and the other end being connected to the air conditioning system.

[0105] In this way, connecting the cooling pipe 21 to the air conditioning system 40 eliminates the need for an additional cooling source, reducing the vehicle's production costs.

[0106] In some embodiments, the vehicle further includes a control module; the cooling pipe 21 also includes a valve 42, which is disposed in the second pipe 212 / first pipe 211 and is used to control the opening and closing of the second pipe 212 / first pipe 211 and the flow rate of the cooling medium passing through the second pipe 212 / first pipe 211; the cooling pipe 21 also includes a temperature detector 30, which is used to detect the temperature of the hydraulic shock absorber 100; the control module is electrically connected to both the temperature detector 30 and the valve 42 and is used to receive the temperature signal from the temperature detector 30. If the temperature exceeds a preset range, the control module valve 42 opens; if the temperature is below the preset range, the control module valve 42 closes.

[0107] In this way, the on / off state of the cooling pipe 21 can be controlled by the control module, eliminating the need for the user to manually control the cooling pipe 21 and improving the convenience of controlling the cooling pipe 21.

[0108] In some embodiments, such as Figure 3 and Figure 5As shown, the air conditioning system 40 includes a compressor 41 and a valve 42 located between the liquid outlet of the compressor 41 and the cooling pipe 21. The valve 42 is used to control the flow rate of the cooling medium entering the cooling pipe 21 according to the temperature of the damping liquid.

[0109] Among them, valve 42 is a solenoid check valve or flow valve 42, etc., and this application does not limit it.

[0110] In this way, the valve can control the flow rate of the cooling medium entering the cooling pipe 21, thereby controlling the cooling efficiency of the cooling pipe 21 to cope with different working conditions of the hydraulic damper 100 and improve the applicability of the cooling pipe 21.

[0111] In some embodiments, the air conditioning system 40 further includes a valve controller electrically connected to the valve 42. The valve controller is used to control the opening and closing of the valve 42 and the flow rate, thereby facilitating the control of the valve 42.

[0112] In some embodiments, the cooling system further includes a control module, which is electrically connected to both the valve 42 and the temperature detector 30. The control module is used to receive the detection results from the temperature detector 30 and to regulate the valve 42 according to the detection results.

[0113] Among them, such as Figure 6 and Figure 7 As shown, the control module may include an A / D converter, a voltage conversion circuit, a control unit, a CAN bus interface, and a control circuit. The valve controller's input signal comes from the temperature signal of the temperature detector 30. Its internal A / D converter converts the analog temperature signal sent by the temperature detector 30 into a digital signal that the control unit can recognize. The controller's input voltage comes from the vehicle battery; one path powers the control unit through the voltage conversion circuit's step-down function, and the other path powers the control circuit, driving the valve 42 to open and close. The valve controller can communicate with the vehicle through its internal CAN bus interface and can provide real-time feedback on the valve's opening and closing status and the temperature data of the hydraulic shock absorber 100 to the vehicle.

[0114] The valve controller is initially set to a temperature of 80℃-90℃, and the vehicle can modify the initial setting temperature by transmitting temperature threshold data via the CAN bus. The main function of the cooling pipe 21 of the hydraulic damper 100 is to cool the damping fluid to a reasonable range during prolonged operation, preventing high-temperature failure. When the temperature detected by the temperature detector 30 exceeds 90℃, the internal control circuit of the valve controller drives the valve 42 to open, allowing the cooling medium inside the air conditioning system 40 to circulate and transferring heat from the spiral air conditioning system 40 to the air conditioning compressor 41. When the temperature detected by the temperature detector 30 is below 80℃, the valve controller drives the valve 42 to close, stopping the circulation of the cooling medium inside the air conditioning system 40.

[0115] In addition, the initial temperature setting can be 70°-80°, 60°-70°, or 90°-95°, and this application does not limit it.

[0116] The above are merely specific embodiments of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

Claims

1. A hydraulic shock absorber, characterized in that, The hydraulic damper includes: A piston rod (22) is provided with a cooling channel (221) inside the piston rod (22), and a first port and a second port communicating with the cooling channel (221) are provided on the piston rod (22); The first port and the second port are adapted to be connected to an external cooling device. The first port is used to allow the cooling medium of the external cooling device to enter the cooling channel (221), and the second port is used to allow the cooling medium of the cooling channel (221) to enter the external cooling device.

2. The hydraulic shock absorber according to claim 1, characterized in that, The cooling channel (221) extends axially along the piston rod (22).

3. The hydraulic shock absorber according to claim 1, characterized in that, The hydraulic damper includes: Cooling pipe (21), said cooling pipe (21) being at least partially disposed in said cooling channel (221); The cooling channel (221) also includes: The first opening is through which the cooling pipe (21) passes.

4. The hydraulic shock absorber according to claim 3, characterized in that, The piston rod (22) also includes: The fastener (23) is located at the first opening and connected to the first opening. The fastener (23) is provided with an installation through hole, through which the cooling pipe (21) extends into the cooling channel (221).

5. The hydraulic shock absorber according to claim 3, characterized in that, The cooling pipe (21) includes: The first pipe (211) is located within the cooling channel (221); The second pipe (212) is located outside the cooling channel (221). One end of the second pipe (212) is connected to the first pipe (211), and the other end is connected to the cold source.

6. The hydraulic shock absorber according to claim 5, characterized in that, Both ends of the first pipe (211) are connected to the second pipe (212) to form a cooling circuit.

7. The hydraulic shock absorber according to claim 5, characterized in that, The first pipeline (211) is in the shape of a double helix.

8. The hydraulic shock absorber according to claim 7, characterized in that, The cooling pipe (21) also includes: A valve is provided in the second pipeline (212) / first pipeline (211) to control the opening and closing of the second pipeline (212) / first pipeline (211) and the flow rate of the cooling medium passing through the second pipeline (212) / first pipeline (211).

9. The hydraulic shock absorber according to claim 1, characterized in that, The hydraulic shock absorber (100) also includes: Temperature detector (30) is used to detect the temperature of the hydraulic damper (100).

10. A vehicle, characterized in that, Includes the hydraulic shock absorber (100) according to any one of claims 1-9.

11. The vehicle according to claim 10, characterized in that, Also includes: Air conditioning system; The hydraulic damper (100) further includes a cooling pipe (21), the cooling pipe (21) comprising: The first pipe (211) is located in the cooling channel (221); The second pipe (212) is located outside the cooling channel (221), with one end connected to the first pipe (211) and the other end connected to the air conditioning system.

12. The vehicle according to claim 11, characterized in that, Also includes: Control module; The cooling pipe (21) also includes: A valve is provided in the second pipeline (212) / first pipeline (211) to control the opening and closing of the second pipeline (212) / first pipeline (211) and the flow rate of the cooling medium passing through the second pipeline (212) / first pipeline (211); The hydraulic shock absorber (100) also includes: Temperature detector (30) for detecting the temperature of the hydraulic damper (100); The control module is electrically connected to both the temperature detector (30) and the valve, and is used to receive the temperature signal from the temperature detector (30). If the temperature exceeds the preset range, the control module controls the valve to open; if the temperature is below the preset range, the control module controls the valve to close.

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