High-rigidity shock absorber for new energy automobile

Abstract

The utility model relates to the technical field of automobile shock absorbers, in particular to a high-rigidity shock absorber for a new energy automobile, which comprises a shock absorber body, a piston rod, an upper connecting plate, a dust cover, an iron cover, a buffer block and a plastic reinforcing ring, the end of the dust cover is connected with the iron cover, the buffer block is arranged between the piston rod and the dust cover, and the piston rod penetrates through an inner hole of the buffer block. The end of the buffer block abuts against the iron cover, a circle of clamping groove is formed in the middle of the buffer block, protruding rings are arranged on the two sides of the clamping groove respectively, the plastic reinforcing ring is installed in the clamping groove and located between the two protruding rings, a first exhaust groove is formed in the end of an inner hole of the buffer block, a second exhaust groove is formed in the surface of the end of the buffer block, one end of the second exhaust groove is communicated with the first exhaust groove, and the other end of the second exhaust groove is communicated with the second exhaust groove. The other end of the second exhaust groove extends to the edge of the buffer block. Compared with the prior art, light rigid support is provided, the compression stroke rigidity is remarkably improved, noise is reduced, and the high-load requirement brought by a new energy automobile battery pack can be effectively met.

Description

Technical Field

[0001] This utility model relates to the field of automotive shock absorber technology, specifically a high-rigidity shock absorber for new energy vehicles. Background Technology

[0002] With the rapid development of the new energy vehicle industry, vehicle chassis systems are facing more severe load-bearing challenges. Compared with traditional fuel vehicles, new energy vehicles generally have a 20%-30% increase in curb weight due to the large battery packs they are equipped with, which places higher demands on the compressive stiffness and durability of shock absorbers.

[0003] Traditional rubber bumpers are prone to excessive deformation when subjected to frequent high loads, leading to a decrease in compression stiffness and causing problems such as chassis sinking and suspension bottoming out. At the same time, structural noise caused by material stress concentration is particularly prominent in the low-noise environment of electric vehicles.

[0004] Currently, increasing the rigidity of shock absorbers is typically achieved by increasing the hardness of the rubber or using metal inserts. However, the former can exacerbate the transmission of road impacts and affect NVH performance, while the latter can lead to increased weight and the risk of abnormal noise. How to improve the load-bearing capacity of shock absorbers while simultaneously controlling noise has become a core challenge in the design of suspension systems for new energy vehicles.

[0005] Therefore, it is necessary to design a high-rigidity shock absorber for new energy vehicles, and to build a lightweight rigid support system inside the buffer block to achieve synergistic optimization of high rigidity and low noise. Summary of the Invention

[0006] The purpose of this invention is to overcome the shortcomings of the prior art and provide a high-rigidity shock absorber for new energy vehicles. A lightweight rigid support system is constructed inside the buffer block, achieving synergistic optimization of high rigidity and low noise.

[0007] To achieve the above objectives, this utility model provides a high-rigidity shock absorber for new energy vehicles, comprising a shock absorber body, a piston rod, an upper connecting plate, a dust cover, an iron cover, a buffer block, and a plastic reinforcing ring. One end of the piston rod is located inside the shock absorber body, and the other end of the piston rod is fitted with the upper connecting plate. An iron cover is provided on the side of the upper connecting plate facing the shock absorber body. The dust cover is fitted over the piston rod and the shock absorber body, and the end of the dust cover is connected to the iron cover. A buffer block is provided between the piston rod and the dust cover. The piston rod passes through the inner hole of the buffer block, and the end of the buffer block abuts against the iron cover. A groove is provided in the middle of the buffer block, and a raised ring is provided on each side of the groove. The plastic reinforcing ring is installed in the groove and located between the two raised rings. An exhaust groove is provided at the end of the inner hole of the buffer block, and an exhaust groove is provided on the end surface of the buffer block. One end of the exhaust groove is connected to the exhaust groove, and the other end of the exhaust groove extends to the edge of the buffer block.

[0008] The dust cover has an inwardly turned-up edge structure at its end, and at least two snap-fit ​​parts are located near the end of the dust cover. The iron cover is inserted into the end of the dust cover and is fixed between the snap-fit ​​parts and the inwardly turned-up edge structure.

[0009] The other end of the dust cover has an outward-flared edge structure.

[0010] The iron cap is a bowl-shaped structure with through holes on its surface.

[0011] The piston rod is fixed to the upper connecting plate with a nut. The other end of the piston rod is a stepped threaded end. After the stepped threaded end passes through the iron cover and the upper connecting plate, it is tightened with a nut.

[0012] The nut in question is a self-locking anti-loosening nut.

[0013] The upper connecting plate has vehicle body fixing parts on both sides.

[0014] The buffer block consists of four layers of buffer structure, with the outer diameter of the four layers decreasing sequentially. An annular groove is provided at the transition between two adjacent buffer structures, and the slot is an annular groove located in the middle.

[0015] The buffer block has a contoured structure of an iron cap at its end. The outer surface of the buffer block has a protruding structure near the end, which is interference-fitted with the iron cap. The inner surface of the buffer block has an annular groove.

[0016] The damper body is a twin-tube damper structure, and the twin-tube damper structure has a piston valve and a bottom valve inside.

[0017] Compared with the prior art, this utility model provides lightweight rigid support through the plastic reinforcing ring structure set on the outside of the buffer block, which significantly improves the stiffness of the compression stroke and reduces noise. It can effectively adapt to the high load requirements brought by the battery pack of new energy vehicles, and is especially suitable for vehicles that bear heavy loads. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the structure of this utility model.

[0019] Figure 2 This is a partial sectional view of the present invention.

[0020] Figure 3 This is a schematic diagram of the structure of this utility model after removing the upper connecting plate and dust cover.

[0021] Figure 4 This is a cross-sectional view of the present invention after removing the upper connecting plate and dust cover.

[0022] Figure 5 This is a schematic diagram of the upper connecting plate of this utility model.

[0023] Figure 6 This is a schematic diagram of the structure of the dust cover of this utility model.

[0024] Figure 7 This is a cross-sectional view of the dust cover of this utility model.

[0025] Figure 8 for Figure 7 Enlarged view of point A.

[0026] Figure 9 This is a schematic diagram of the structure of the buffer block and plastic reinforcing ring of this utility model.

[0027] Figure 10 This is a bottom view of the buffer block and plastic reinforcing ring of this utility model.

[0028] Figure 11 This is a cross-sectional view of the buffer block and plastic reinforcing ring of this utility model. Detailed Implementation

[0029] The present invention will now be further described with reference to the accompanying drawings.

[0030] See Figure 1 , Figure 2 This utility model is a high-rigidity shock absorber for new energy vehicles, including a shock absorber body 4, a piston rod 1, an upper connecting plate 5, a dust cover 3, an iron cover 8, a buffer block 2, and a plastic reinforcing ring 6. One end of the piston rod 1 is located inside the shock absorber body 4, and the other end of the piston rod 1 is equipped with the upper connecting plate 5. The side of the upper connecting plate 5 facing the shock absorber body 4 is provided with an iron cover 8. The dust cover 3 is sleeved on the piston rod 1 and the shock absorber body 4, and the end of the dust cover 3 is connected to the iron cover 8. A buffer block 2 is provided between the piston rod 1 and the dust cover 3. The piston rod 1 passes through the inner hole of the buffer block 2, and the end of the buffer block 2 abuts against the iron cover 8.

[0031] See Figure 9 , Figure 10 , Figure 11 The buffer block 2 has a groove 2-4 in the middle, and a raised ring 2-5 on each side of the groove 2-4. A plastic reinforcing ring 6 is installed in the groove 2-4 and between the two raised rings 2-5. When the plastic reinforcing ring 6 is engaged, the raised rings 2-5 avoid surface contact, thus reducing abnormal noise. The plastic reinforcing ring 6, together with the buffer block 2, provides lightweight rigid support for the vibration damper. The inner end of the buffer block 2 has an exhaust groove 1 2-2, and the end surface of the buffer block 2 has an exhaust groove 2-6. One end of the exhaust groove 2-6 is connected to the exhaust groove 1 2-2, and the other end of the exhaust groove 2-6 extends to the edge of the buffer block 2. The exhaust groove 1 2-2 and the exhaust groove 2-6 are used to discharge the air in the gap between the inner hole of the buffer block 2 and the outer diameter of the piston rod 1 when the buffer block 2 is compressed, avoiding gas whistling and thus effectively preventing noise.

[0032] See Figure 6 , Figure 7 and Figure 8 The dust cover 3 has an inwardly turned-up flange structure 3-3 at its end. The dust cover 3 has at least two snap-fit ​​parts 3-2 near its end. The iron cover 8 is inserted into the end of the dust cover 3 and is fixed between the snap-fit ​​part 3-2 and the inwardly turned-up flange structure 3-3.

[0033] The dust cover 3 is a horn shape made of TPEE material through blow molding. The other end of the dust cover 3 has an outward-flared structure 3-1, which is used to increase strength and maintain the roundness of the horn mouth.

[0034] The iron cover 8 is a bowl-shaped structure with through holes on its surface, which is made of steel plate and is used for the through installation of piston rod 1.

[0035] See Figure 3 The piston rod 1 is fixed to the upper connecting plate 5 with a nut 9. The other end of the piston rod 1 is a stepped threaded end 1-1. The stepped threaded end 1-1 passes through the iron cover 8 and the upper connecting plate 5 and is then tightened with a nut 9. The nut 9 is a self-locking anti-loosening nut.

[0036] See Figure 5 The upper connecting plate 5 has body fixing parts 5-1 on both sides for fixing to the body.

[0037] The buffer block 2 consists of four layers of buffer structure. The outer diameter of the four layers of buffer structure decreases sequentially. There is an annular groove at the transition between two adjacent layers of buffer structure. The slot 2-4 is an annular groove located in the middle.

[0038] The end of the buffer block 2 is a contour structure of the iron cover 8. The outer surface of the buffer block 2 is provided with a protrusion structure 2-7 near the end. The protrusion structure 2-7 is interference-fitted with the iron cover 8. The inner hole surface of the buffer block 2 is provided with an annular groove 2-3 to ensure that the material of the part has space to flow due to the restriction of the external plastic reinforcing ring 6 after the buffer block 2 is squeezed, thereby improving the durability of the product.

[0039] See Figure 4 The damper body 4 is a traditional twin-tube damper structure. The twin-tube damper structure has a piston valve and a bottom valve inside to provide damping force.

[0040] This invention provides lightweight rigid support through a plastic reinforcing ring structure on the outside of the buffer block, which significantly improves the stiffness of the compression stroke and reduces noise. It can effectively meet the high load requirements brought by the battery pack of new energy vehicles, and is especially suitable for vehicles that bear heavy loads.

Claims

1. A high-rigidity shock absorber for new energy vehicles, comprising a shock absorber body (4), a piston rod (1), an upper connecting plate (5), a dust cover (3), an iron cover (8), a buffer block (2), and a plastic reinforcing ring (6), characterized in that: One end of the piston rod (1) is located inside the shock absorber body (4), the other end of the piston rod (1) is provided with an upper connecting plate (5), the side of the upper connecting plate (5) facing the shock absorber body (4) is provided with an iron cover (8), a dust cover (3) is sleeved outside the piston rod (1) and the shock absorber body (4), the end of the dust cover (3) is connected with the iron cover (8), a buffer block (2) is arranged between the piston rod (1) and the dust cover (3), the piston rod (1) passes through the inner hole of the buffer block (2), the end of the buffer block (2) abuts against the iron cover (8), a ring-shaped clamping groove (2-4) is arranged in the middle of the buffer block (2), a protruding ring (2-5) is arranged on each side of the clamping groove (2-4), a plastic reinforcing ring (6) is arranged in the clamping groove (2-4) and located between the two protruding rings (2-5), an exhaust groove one (2-2) is arranged at the end of the inner hole of the buffer block (2), an exhaust groove two (2-6) is arranged on the surface of the end of the buffer block (2), one end of the exhaust groove two (2-6) is communicated with the exhaust groove one (2-2), the other end of the exhaust groove two (2-6) extends to the edge of the buffer block (2).

2. The high-rigidity shock absorber for a new energy vehicle according to claim 1, characterized in that: The end of the dust cover (3) has an inwardly turned edge structure (3-3), the position close to the end of the dust cover (3) has at least two clamping portions (3-2), the iron cover (8) is inserted into the end of the dust cover (3), and the iron cover (8) is fixed between the clamping portions (3-2) and the inwardly turned edge structure (3-3).

3. The high-rigidity shock absorber for a new energy vehicle according to claim 2, characterized in that: The other end of the dust cover (3) has an outwardly turned edge structure (3-1).

4. The high-rigidity shock absorber for a new energy vehicle according to claim 1 or 2, characterized in that: The iron cover (8) is a bowl-shaped structure with a through hole on the surface.

5. The high-rigidity shock absorber for a new energy vehicle according to claim 1, characterized in that: The piston rod (1) and the upper connecting plate (5) are fixed by a nut (9), the other end of the piston rod (1) is a stepped threaded end (1-1), the stepped threaded end (1-1) passes through the iron cover (8) and the upper connecting plate (5), and then is fastened by the nut (9).

6. The high-rigidity shock absorber for a new energy vehicle according to claim 5, characterized in that: The nut (9) is a self-locking lock nut.

7. The high-rigidity shock absorber for a new energy vehicle according to claim 5, characterized in that: The upper connecting plate (5) has a vehicle body fixing portion (5-1) on each side.

8. The high-rigidity shock absorber for a new energy vehicle according to claim 1, characterized in that: The buffer block (2) is composed of four layers of buffer structures, the outer diameters of the four layers of buffer structures are sequentially reduced, annular grooves are arranged at the transitions between adjacent two layers of buffer structures, and the clamping groove (2-4) is an annular groove located in the middle.

9. The high-rigidity shock absorber for a new energy vehicle according to claim 1, characterized in that: The end of the buffer block (2) is a profiling structure of the iron cover (8), a protruding structure (2-7) is arranged on the position close to the end of the outer surface of the buffer block (2), the protruding structure (2-7) is in interference fit with the iron cover (8), and an annular groove (2-3) is arranged on the inner hole surface of the buffer block (2).

10. The high-rigidity shock absorber for a new energy vehicle according to claim 1, characterized in that: The shock absorber body (4) is a double-cylinder shock absorber structure, and the double-cylinder shock absorber structure has a piston valve and a bottom valve inside.

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