Damping device of automobile power transmission device
By employing a second compression spring, a damping spring, and a gas cleaning system in the automotive power transmission system, the problem of poor damping performance of existing shock absorbers has been solved, achieving stable damping performance and spring protection over a long period of time.
Patent Information
- Application Number
- CN202520181477.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-02-05
- Publication Date
- 2025-11-21
- Estimated Expiration
- 2035-02-05
AI Technical Summary
Existing automotive shock absorbers use a single shock-absorbing spring, which results in poor shock absorption and cannot guarantee shock absorption performance over long-term use.
Design a shock absorption device for an automotive power transmission system. It uses an outer second compression spring and an inner damping spring in conjunction with a moving rod, a sleeve, and a first compression spring. The gas is introduced into the air pipe and contacts the first compression spring to blow away accumulated dust and water droplets, preventing damage.
It effectively buffers vibrations, ensures shock absorption for extended use, and prevents dust and water droplets from damaging the springs, thus improving the overall practicality of the shock absorption device.
Smart Images
Figure CN223578679U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the technical field of automotive power transmission devices, specifically to a shock absorption device for automotive power transmission devices. Background Technology
[0002] The powertrain is an indispensable and crucial component of a car. A transmission is defined as an intermediate device that transmits power from the power unit to the working mechanisms. In a car, the powertrain is responsible for efficiently transmitting the power generated by the engine to the wheels, thus driving the vehicle. During this process, the transmission also functions to change the gear ratio, achieve direction switching, perform differential adjustment, and distribute power to improve the vehicle's driving performance and stability. The working principle of the transmission system is to concentrate the engine's power on the crankshaft, which then enters the gearbox through the clutch, and finally outputs it to the driveshaft through the gearbox's speed ratio, driving the tires. In this process, all components work together to efficiently transmit the engine's power to the wheels, enabling the car to move normally.
[0003] Since the quality of shock absorbers directly affects the smoothness of a car's ride, but existing shock absorbers use a single shock-absorbing spring for damping, the damping effect is not good and cannot be guaranteed after long-term use. Therefore, it is particularly important to improve existing shock absorber devices and design a new type of shock absorber for automotive power transmission to solve the above-mentioned technical defects and improve the overall practicality of the shock absorber device. Utility Model Content
[0004] The purpose of this utility model is to provide a shock absorption device for an automotive power transmission system. When the shock absorber body is in operation, the second compression spring on the outer side and the damping spring on the inner side can buffer the vibration. In conjunction with the moving rod, sleeve and the first compression spring on the outer side, the vibration can be effectively buffered, and the shock absorption effect is guaranteed for a long time. At the same time, through the design of the sleeve, gas is introduced into the air pipe, and the gas can come into contact with the first compression spring through the air pipe, blowing away the dust and water droplets on the surface of the first compression spring, preventing the dust and water droplets from damaging the first compression spring, and cleaning the surface, thereby solving the problems mentioned in the background art.
[0005] To achieve the above objectives, this utility model provides the following technical solution:
[0006] A shock absorber for an automotive power transmission includes a shock absorber body. A first fixing plate is fixedly connected to both ends of the top of the shock absorber body, and a second fixing plate is fixedly connected to both ends of the bottom of the shock absorber body. A sleeve and a moving rod are provided between the first fixing plate and the second fixing plate. The moving rod and the sleeve are slidably connected. A first compression spring is sleeved between the first fixing plate and the second fixing plate and outside the moving rod and the sleeve.
[0007] As a preferred embodiment of this utility model, the movable rod extends into the inside of the sleeve and is fixedly connected to a piston, the diameter of which is designed to correspond to the diameter inside the sleeve.
[0008] As a preferred embodiment of this utility model, an air pipe is fixedly connected to the bottom of the sleeve and inside the second fixed plate. The end of the air pipe away from the sleeve extends to the top of the second fixed plate and is located outside the first compression spring.
[0009] As a preferred embodiment of this utility model, the bottom end of the sleeve is provided with an air inlet and an air outlet, and the interior of the air outlet is connected to the interior of the air pipe.
[0010] As a preferred embodiment of this utility model, a closing block is rotatably connected to both the outer side of the air inlet and the inner side of the sleeve, and the outer side of the air outlet and the bottom of the sleeve.
[0011] As a preferred embodiment of this utility model, the diameter of the closing block is larger than the inner diameter of the air inlet and the air outlet, and the closing block is rotatably connected to the sleeve by a torsion spring.
[0012] As a preferred embodiment of this utility model, a second compression spring is sleeved on the outer side of the shock absorber body, and a damping spring is provided inside the shock absorber body.
[0013] Compared with the prior art, the beneficial effects of this utility model are:
[0014] 1. In this utility model, through the design of the shock absorber body, when the shock absorber body is in operation, the second compression spring on the outside and the damping spring inside can buffer the vibration. In conjunction with the moving rod, sleeve and the first compression spring on its outside, the vibration can be effectively buffered, and the shock absorption effect is guaranteed after long-term use.
[0015] 2. In this utility model, through the design of the sleeve, gas is introduced into the air pipe, and the air pipe allows the gas to come into contact with the first compression spring, blowing away the dust and water droplets on the surface of the first compression spring, preventing the dust and water droplets from damaging the first compression spring, and cleaning the surface. Attached Figure Description
[0016] Figure 1This is a schematic diagram of the overall structure of this utility model;
[0017] Figure 2 This is a schematic diagram of the internal structure of the sleeve of this utility model;
[0018] Figure 3 This is a schematic diagram of the internal structure of the shock absorber body of this utility model.
[0019] In the diagram: 1. Shock absorber body; 2. First fixed plate; 3. Second fixed plate; 4. Sleeve; 5. Moving rod; 6. First compression spring; 7. Piston; 8. Air pipe; 9. Air inlet; 10. Air outlet; 11. Closing block; 12. Second compression spring; 13. Damping spring. Detailed Implementation
[0020] The technical solutions of the present utility model will be clearly and completely described below with reference to the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the protection scope of the present utility model.
[0021] Example:
[0022] Please see Figures 1-3 This utility model provides a technical solution:
[0023] A shock absorber for an automotive power transmission includes a shock absorber body 1. A first fixing plate 2 is fixedly connected to both ends of the top of the shock absorber body 1, and a second fixing plate 3 is fixedly connected to both ends of the bottom of the shock absorber body 1. A sleeve 4 and a moving rod 5 are provided between the first fixing plate 2 and the second fixing plate 3. The moving rod 5 and the sleeve 4 are slidably connected. A first compression spring 6 is sleeved between the first fixing plate 2 and the second fixing plate 3 and outside the moving rod 5 and the sleeve 4.
[0024] Furthermore, the moving rod 5 extends into the inside of the sleeve 4 and is fixedly connected to a piston 7. The diameter of the piston 7 is designed to correspond to the diameter of the inside of the sleeve 4. The piston 7 is slidably connected to the sleeve 4. When the moving rod 5 is displaced, it can drive the piston 7 to be displaced. The piston 7 is displaced inside the sleeve 4, which can guide the gas inside the sleeve 4.
[0025] The bottom of the sleeve 4 and inside the second fixed plate 3 is fixedly connected to an air pipe 8. The end of the air pipe 8 away from the sleeve 4 extends to the top of the second fixed plate 3 and is located outside the first compression spring 6. When the gas inside the sleeve 4 is discharged, the gas is introduced into the air pipe 8. Through the air pipe 8, the gas can come into contact with the first compression spring 6, blowing away the dust and water droplets on the surface of the first compression spring 6, preventing the dust and water droplets from damaging the first compression spring 6, and cleaning the surface.
[0026] Secondly, the bottom of the sleeve 4 is provided with an air inlet 9 and an air outlet 10. The interior of the air outlet 10 is connected to the interior of the air pipe 8. A closing block 11 is rotatably connected to both the outside of the air inlet 9 (located inside the sleeve 4) and the outside of the air outlet 10 (located at the bottom of the sleeve 4). The diameter of the closing block 11 is larger than the internal diameter of the air inlet 9 and the air outlet 10. The closing block 11 is rotatably connected to the sleeve 4 via a torsion spring. By connecting the closing block 11 to the torsion spring, the torsion spring drives the closing block 11 to rotate, allowing the two sets of closing blocks 11 to block the air inlet 9 and the air outlet 10. The moving rod 5 drives the piston 7 to move towards the air pipe 8, causing the piston 7 to compress the gas inside the sleeve 4 and move the gas. The gas compresses the closing block 11 outside the air outlet 10, causing the closing block 11 to open and be introduced into the air pipe 8 through the air outlet 10. The gas is then discharged through the air pipe 8 and comes into contact with the first compression spring 6. When the moving rod 5 returns to its original position, it drives the piston 7 to return to its original position, causing a negative pressure inside the sleeve 4. This opens the closing block 11 outside the air inlet 9, allowing the gas outside the sleeve 4 to be introduced into the sleeve 4 through the air inlet 9.
[0027] Furthermore, a second compression spring 12 is sleeved on the outer side of the shock absorber body 1, and a damping spring 13 is provided inside the shock absorber body 1. When the shock absorber body 1 is in operation, the second compression spring 12 on the outer side and the damping spring 13 on the inner side can buffer the vibration. Together with the moving rod 5, the sleeve 4 and the first compression spring 6 on its outer side, the vibration can be effectively buffered, and the shock absorption effect is guaranteed after long-term use.
[0028] In this embodiment, the specific implementation scenario is as follows: When the shock absorber body 1 is operating, the second compression spring 12 on the outside and the damping spring 13 on the inside can buffer the vibration. Combined with the moving rod 5, the sleeve 4, and the first compression spring 6 on its outside, the vibration can be effectively buffered, ensuring the shock absorption effect over long-term use. The moving rod 5 drives the piston 7 to move towards the air pipe 8, causing the piston 7 to compress the gas inside the sleeve 4, thus displacing the gas. The gas compresses the closing block 11 on the outside of the air outlet 10, causing the closing block 11 to open and allowing the gas to be introduced into the air pipe 8 through the air outlet 10. Gas is discharged through the air pipe 8 and comes into contact with the first compression spring 6. When the moving rod 5 is reset, it drives the piston 7 to reset, causing a negative pressure inside the sleeve 4. This opens the closing block 11 on the outside of the air inlet 9, allowing gas from the outside of the sleeve 4 to be introduced into the inside of the sleeve 4 through the air inlet 9. The gas is then introduced into the air pipe 8 and comes into contact with the first compression spring 6 through the air pipe 8, blowing away the dust and water droplets on the surface of the first compression spring 6 and preventing the dust and water droplets from damaging the first compression spring 6. This cleans the surface. Compared with existing shock absorption devices, this utility model improves the overall practicality of the shock absorption device through its design.
[0029] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.
Claims
1. A shock absorber for a motor vehicle power transmission device comprising a shock absorber body (1), characterised in that: Both ends of the top of the shock absorber body (1) are fixedly connected with the first fixed plate (2), both ends of the bottom of the shock absorber body (1) are fixedly connected with the second fixed plate (3), the first fixed plate (2) and the second fixed plate (3) are provided with the sleeve (4) and the moving rod (5), the moving rod (5) and the sleeve (4) are in sliding connection, the first fixed plate (2) and the second fixed plate (3) are provided with the first compression spring (6) outside the moving rod (5) and the sleeve (4).
2. A shock absorber for a motor vehicle power transmission device according to claim 1, characterized in that: The moving rod (5) is fixedly connected with the piston (7) extending to the inside of the sleeve (4), the diameter of the piston (7) is designed in correspondence with the diameter of the inside of the sleeve (4).
3. A shock absorber for a motor vehicle power transmission device according to claim 1, characterized in that: The bottom of the sleeve (4) is fixedly connected with the air pipe (8) inside the second fixed plate (3), the end of the air pipe (8) away from the sleeve (4) extends to the top of the second fixed plate (3) and is located outside the first compression spring (6).
4. A vibration damper for a motor vehicle drive train as claimed in claim 3, characterized in that: The bottom end of the inside of the sleeve (4) is provided with the air inlet (9) and the air outlet (10), the inside of the air outlet (10) and the inside of the air pipe (8) are in intercommunication.
5. A vibration damper for a motor vehicle drive train as claimed in claim 4, characterized in that: The outside of the air inlet (9) and the bottom of the sleeve (4) are rotatably connected with the closing block (11).
6. A vibration damper for a motor vehicle drive train as claimed in claim 5, characterized in that: The diameter of the closing block (11) is greater than the diameter of the inside of the air inlet (9) and the air outlet (10), and the closing block (11) is rotatably connected with the sleeve (4) through the torsional spring.
7. A shock absorber for a motor vehicle power transmission device according to claim 1, characterized in that: The outside of the shock absorber body (1) is provided with the second compression spring (12), and the inside of the shock absorber body (1) is provided with the damping spring (13).