Anti-overload shock absorber of automobile

Abstract

The utility model relates to the technical field of automobile shock absorbers, in particular to an automobile anti-overload shock absorber which comprises a shock absorber body, a piston rod, an upper connecting plate, a buffer block, a metal reinforcing ring and a plastic base, the plastic base is embedded in the end plane of the buffer block, and a circle of clamping groove is formed in the position, close to the shock absorber body, of the buffer block. The metal reinforcing ring is installed in the clamping groove, the end face of the plastic base is provided with a first exhaust groove, the surface of the buffer block is provided with a second exhaust groove, an inner hole of the plastic base is communicated with one end of the second exhaust groove through the first exhaust groove, the other end of the second exhaust groove extends to the outer surface of the buffer block, and the surface of an inner hole of the buffer block is provided with a double-layer convex rib. Compared with the prior art, the metal reinforcing ring provides axial compression-resistant support, the plastic base constructs radial constraint, compression rigidity double-stage enhancement is achieved, the problem of structural deformation under the large-load working condition is effectively solved, and the technical contradiction between the rigidity requirement of a new energy heavy-load vehicle and acoustic quality is broken.

Description

Technical Field

[0001] This utility model relates to the field of automotive shock absorber technology, specifically an automotive overload shock absorber. Background Technology

[0002] As new energy vehicles develop towards higher load capacities, vehicle suspension systems face dual technical challenges. Compared to traditional fuel vehicles, new energy commercial vehicles, equipped with 200-300kg battery packs, experience a more than 30% increase in unsprung mass, while passenger vehicles generally see a 20%-25% increase in curb weight. This requires shock absorber components to maintain elastic characteristics while possessing structural stiffness to withstand large load impacts.

[0003] When traditional rubber buffer blocks are subjected to dynamic loads 1.5 to 2 times that of traditional vehicles, they not only exhibit 12% to 15% permanent compression deformation, but their dynamic stiffness decay also leads to the risk of loss of control of the suspension system. Actual test data shows that the stiffness value drops by 18% after 100,000 compression cycles.

[0004] Current technological improvements have significant limitations: simply increasing the Shore hardness of rubber to 75HA or higher can improve initial stiffness by 25%, but it leads to a 40dB increase in impact acceleration transmission rate, which seriously affects the NVH performance of electric vehicles; while adopting an all-metal inner liner structure can improve stiffness by 50%, but the weight increases by more than 300g, and the metal-rubber interface generates high-frequency abnormal noises under dynamic loads, with sound pressure level tests showing an abnormal peak of 8dB in the 2000Hz frequency band.

[0005] Therefore, it is necessary to design an automotive overload damper that can significantly improve overall compressive strength while ensuring buffering performance, and meet the dual technical requirements of high load-bearing capacity and low noise unique to new energy vehicles. Summary of the Invention

[0006] The purpose of this invention is to overcome the shortcomings of the existing technology and provide an automotive overload damper that significantly improves overall compressive strength while ensuring buffering performance, thus meeting the dual technical requirements of high load-bearing capacity and low noise unique to new energy vehicles.

[0007] To achieve the above objectives, this utility model provides an automotive overload damper, comprising a damper body, a piston rod, an upper connecting plate, a buffer block, a metal reinforcing ring, and a plastic base. The plastic base is embedded in the end plane of the buffer block, and the buffer block and plastic base are fitted over the piston rod. One end of the piston rod is located inside the damper body, and the other end of the piston rod is fitted with the upper connecting plate. The end of the buffer block is embedded in the back of the upper connecting plate. A groove is provided on the buffer block near the damper body, and the metal reinforcing ring is installed in the groove. The end face of the plastic base has an exhaust groove one, and the surface of the buffer block has an exhaust groove two. The inner hole of the plastic base is connected to one end of the exhaust groove two via the exhaust groove one, and the other end of the exhaust groove two extends to the outer surface of the buffer block. The inner surface of the buffer block has double-layered ribs.

[0008] The piston rod is connected to the upper connecting plate by a thread.

[0009] The upper connecting plate is evenly distributed with through holes.

[0010] The buffer block consists of three layers of buffer structure, with the outer diameter of the three layers decreasing sequentially. An annular groove is provided at the transition between two adjacent buffer layers, and the slot is an annular groove near the damper body.

[0011] The buffer block is interference-fitted with the upper connecting plate, and the protruding structure on the inner surface of the upper connecting plate is engaged and fixed with the mounting groove on the surface of the buffer block.

[0012] The double-layer ribs include two layers of rib rings, which are arranged axially along the inner hole of the buffer block. Each layer of rib rings consists of several rib bodies.

[0013] The inner surface of the buffer block and the end surface near the damper body are provided with a textured structure.

[0014] The exhaust channel has six sections.

[0015] The damper body is a twin-tube damper structure, and the twin-tube damper structure has a piston valve and a bottom valve inside.

[0016] Compared with the prior art, this utility model adopts a buffer block structure that uses a metal reinforcing ring and a plastic base to reinforce and bear the load. The metal reinforcing ring provides axial compressive support, and the plastic base provides radial constraint, achieving dual-stage reinforcement of compressive stiffness. This effectively solves the structural deformation problem under heavy load conditions and resolves the technical contradiction between the stiffness requirements and acoustic quality of new energy heavy-duty vehicles. It is especially suitable for new energy commercial vehicles and high-load passenger vehicles that bear the weight of battery packs. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the structure of this utility model.

[0018] Figure 2 This is the front view of the present invention.

[0019] Figure 3 This is a partial sectional view of the present invention.

[0020] Figure 4 This is a cross-sectional view of the buffer block and metal reinforcing ring of this utility model.

[0021] Figure 5 This is a schematic diagram of the structure of the buffer block and metal reinforcing ring of this utility model.

[0022] Figure 6 This is a top view of the buffer block and metal reinforcing ring of this utility model.

[0023] Figure 7 This is a schematic diagram of the structure of the buffer block of this utility model.

[0024] Figure 8 This is a cross-sectional view of the buffer block of this utility model.

[0025] Figure 9 This is a schematic diagram of the structure of the plastic base of this utility model.

[0026] Figure 10 A schematic diagram of the structure of the metal reinforcing ring of this utility model. Detailed Implementation

[0027] The present invention will now be further described with reference to the accompanying drawings.

[0028] See Figure 1 , Figure 2 and Figure 3 This utility model is an automotive overload damper, including a damper body 4, a piston rod 1, an upper connecting plate 5, a buffer block 2, a metal reinforcing ring 6, and a plastic base 7. The plastic base 7 is embedded in the end plane of the buffer block 2. The buffer block 2 and the plastic base 7 are sleeved on the piston rod 1. One end of the piston rod 1 is located inside the damper body 4, and the other end of the piston rod 1 is equipped with the upper connecting plate 5. The end of the buffer block 2 is embedded in the back of the upper connecting plate 5.

[0029] See Figure 4 , Figure 10 The buffer block 2 is provided with a groove 2-1 near the shock absorber body 4, and the metal reinforcing ring 6 is installed in the groove 2-1.

[0030] See Figures 5-7 , Figure 9The end face of the plastic base 7 has an exhaust groove 7-1, and the surface of the buffer block 2 has an exhaust groove 2-3. The inner hole of the plastic base 7 and one end of the exhaust groove 2-3 are connected by the exhaust groove 7-1. The other end of the exhaust groove 2-3 extends to the outer surface of the buffer block 2. The exhaust groove 7-1 and the exhaust groove 2-3 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, thereby effectively avoiding noise.

[0031] There are six exhaust channels 7-1, which makes it convenient for workers to align the exhaust channels 7-1 with the two exhaust channels 2-3 of the buffer block 2 during installation.

[0032] See Figure 4 and Figure 8 The inner surface of the buffer block 2 has double-layered ribs 2-4, which consist of two layers of rib rings arranged axially along the inner hole of the buffer block 2. Each layer of rib rings is composed of several rib bodies. The double-layered ribs 2-4 are designed to ensure that the friction between the buffer block 2 and the piston rod 1 is point contact after being compressed, thereby minimizing friction noise. The inner surface of the buffer block 2 and the end surface near the damper body 4 are provided with a textured structure 2-5 to increase roughness and further reduce friction noise.

[0033] The piston rod 1 is threadedly connected to the upper connecting plate 5. The upper connecting plate 5 is made of cast aluminum. The upper connecting plate 5 has through holes 5-1 evenly distributed for connecting to the vehicle body.

[0034] The buffer block 2 consists of three layers of buffer structure. The outer diameter of the three layers of buffer structure decreases sequentially. An annular groove is provided at the transition between two adjacent buffer structures. The slot 2-1 is an annular groove near the damper body 4.

[0035] To ensure a stable connection, the buffer block 2 is interference-fitted with the upper connecting plate 5, and the raised structure on the inner surface of the upper connecting plate 5 is engaged and fixed with the mounting groove 2-6 on the surface of the buffer block 2.

[0036] 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.

[0037] The metal reinforcing ring 6 is preferably a titanium alloy or aluminum alloy ring skeleton with an elastic modulus of 110 GPa. The metal reinforcing ring 6 provides axial compressive support, increasing the load-bearing capacity by 65% ​​compared to traditional structures. The plastic base 7 is preferably a glass fiber reinforced nylon base with a modulus of 8 GPa. The plastic base 7 forms radial constraints, reducing high-frequency vibration noise by 15 dB using the material's damping properties. The synergistic effect of the metal reinforcing ring 6 and the plastic base 7 achieves "lightweight and doubled stiffness," increasing the total weight by only 120g while achieving a 250% stiffness gain, with NVH performance exceeding industry standards by 12%.

[0038] Experiments show that, compared with the traditional structure, this invention increases the ultimate load-bearing capacity of the buffer block by 65% ​​while maintaining the same weight, and reduces high-frequency vibration noise by 15dB.

[0039] This utility model adopts a buffer block structure that uses a metal reinforcing ring and a plastic base to work together to strengthen and bear loads. The metal reinforcing ring provides axial compressive support, while the plastic base provides radial constraint, achieving dual-stage reinforcement of compressive stiffness. This effectively solves the structural deformation problem under heavy load conditions and resolves the technical contradiction between the stiffness requirements and acoustic quality of new energy heavy-duty vehicles. It is especially suitable for new energy commercial vehicles and high-load passenger vehicles that bear the weight of battery packs.

Claims

1. An automotive overload-resistant shock absorber comprising a shock absorber body (4), a piston rod (1), an upper connection plate (5), a bumper block (2), a metal reinforcing ring (6), a plastic base (7), characterized in that: The plastic base (7) is embedded in the end plane of the buffer block (2), the buffer block (2) and the plastic base (7) are sleeved outside the piston rod (1), one end of the piston rod (1) is located inside the damper body (4), the other end of the piston rod (1) is provided with an upper connecting plate (5), the end of the buffer block (2) is embedded in the back of the upper connecting plate (5), a clamping groove (2-1) is arranged at the position close to the damper body (4) of the buffer block (2), a metal reinforcing ring (6) is arranged in the clamping groove (2-1), the end surface of the plastic base (7) is provided with an exhaust groove one (7-1), the surface of the buffer block (2) is provided with an exhaust groove two (2-3), the exhaust groove one (7-1) is communicated between the inner hole of the plastic base (7) and one end of the exhaust groove two (2-3), the other end of the exhaust groove two (2-3) extends to the outer surface of the buffer block (2), and the inner hole surface of the buffer block (2) is provided with double-layer protrusions (2-4).

2. The anti-overload shock absorber for vehicle according to claim 1, characterized in that: The piston rod (1) and the upper connecting plate (5) are connected by threads.

3. The anti-overload shock absorber for vehicle according to claim 2, characterized in that: The upper connecting plate (5) is uniformly provided with through holes (5-1).

4. The anti-overload shock absorber for vehicle according to claim 1, characterized in that: The buffer block (2) is composed of three layers of buffer structures, the outer diameters of the three layers of buffer structures are sequentially reduced, the transition between the adjacent two layers of buffer structures is provided with an annular groove, and the clamping groove (2-1) is the annular groove close to the damper body (4).

5. The anti-overload shock absorber for vehicle as set forth in claim 1, wherein: The buffer block (2) is in interference fit with the upper connecting plate (5), and the protruding structure on the inner surface of the upper connecting plate (5) is clamped and fixed with the mounting groove (2-6) on the surface of the buffer block (2).

6. The anti-overload shock absorber for vehicle as set forth in claim 1, wherein: The double-layer protrusions (2-4) include two layers of protrusion rings, the two layers of protrusion rings are arranged in the axial direction of the inner hole of the buffer block (2), and each layer of protrusion ring is composed of a plurality of protrusion bodies.

7. The anti-overload shock absorber for vehicle as set forth in claim 1, wherein: The inner hole surface of the buffer block (2) and the end surface close to the damper body (4) are provided with a skin texture structure (2-5).

8. The anti-overload shock absorber for vehicle according to claim 1, characterized in that: The exhaust groove one (7-1) is six.

9. The anti-overload shock absorber for vehicle as set forth in claim 1, wherein: The damper body (4) is a double-cylinder damper structure, and the double-cylinder damper structure is internally provided with a piston valve and a bottom valve.

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