Hydraulic buffer and automobile shock absorber

Abstract

The utility model relates to the technical field of automobile accessories, and provides a hydraulic buffer and an automobile shock absorber, the hydraulic buffer is used in the automobile shock absorber, the automobile shock absorber comprises a cylinder barrel, a guide column arranged in the cylinder barrel and a sliding ring arranged on the guide column in a sliding mode, the hydraulic buffer is arranged on the guide column in a sleeved mode, and the sliding ring is arranged on the guide column in a sliding mode. The two ends of the hydraulic buffer are connected to the bottom wall of the cylinder barrel and the sliding ring respectively, the hydraulic buffer comprises a corrugated sleeve, the guide column is sleeved with the corrugated sleeve, the two ends of the corrugated sleeve are connected to the bottom wall of the cylinder barrel and the sliding ring respectively, a reinforcing ring is arranged on the corrugated sleeve, and a damping opening is formed in the reinforcing ring. According to the technical scheme, the damping opening is formed in the reinforcing circular ring, the reinforcing circular ring can bear stress generated when the corrugated sleeve deforms, the wall face, on the periphery of the damping opening, of the corrugated sleeve is prevented from directly bearing large stress, and therefore the stress concentration phenomenon is reduced, the structural reliability of the hydraulic buffer is improved, and the service life of the hydraulic buffer is prolonged.

Description

Technical Field

[0001] The embodiments of this utility model relate to the field of automotive parts technology, specifically to a hydraulic buffer and an automotive shock absorber. Background Technology

[0002] Currently, some technical solutions for hydraulic damping components in automotive shock absorbers employ a thin-walled elastic structure (such as an elastic corrugated sleeve) in conjunction with oil passages to achieve damping and buffering functions. For example, Chinese utility model patent CN218440400U discloses a "hydraulic spring for automotive shock absorbers," which uses oil passages in an elastic thin wall to generate damping force through the flow of oil through the passages. However, this design has significant drawbacks: the thin elastic wall is relatively thin, and during high-frequency vibrations or long-term service in vehicles, the thin-walled structure must frequently withstand compression and folding deformation, causing the area around the oil passages to become a stress concentration point, making it prone to cracks or damage. This, in turn, leads to a decrease in damping performance and severely shortens the service life of the hydraulic spring. Utility Model Content

[0003] To overcome the above-mentioned defects, embodiments of this utility model provide a hydraulic buffer and an automotive shock absorber, which solves the technical problem of the low service life of hydraulic buffers in the prior art.

[0004] According to one aspect, at least one embodiment of the present invention provides a hydraulic damper for use in an automotive shock absorber, comprising:

[0005] A corrugated sleeve has a first accommodating space inside and a second accommodating space between its outer wall and the housing of the automotive shock absorber. The corrugated sleeve has a reinforcing ring with a damping opening that connects the first accommodating space and the second accommodating space.

[0006] For example, in a hydraulic buffer provided by at least one embodiment of the present invention, the number of reinforcing rings is several, and they are located one-to-one at the troughs of the corrugated sleeve.

[0007] For example, in a hydraulic buffer provided by at least one embodiment of the present invention, the damping port is located on the outer wall of the reinforcing ring, and the outer wall of the reinforcing ring is also provided with a groove.

[0008] For example, in a hydraulic buffer provided by at least one embodiment of the present invention, the damping ports are of several numbers, all located on the outer wall of the reinforcing ring.

[0009] For example, in a hydraulic buffer provided by at least one embodiment of the present invention, the outer wall of the reinforcing ring is further provided with a flow guiding surface, which is connected to the outer end side wall of the damping port.

[0010] For example, in a hydraulic buffer provided in at least one embodiment of the present invention, the cross-sectional shape of the damping port can be any one of a circle, a polygon, or an ellipse.

[0011] For example, in a hydraulic buffer provided by at least one embodiment of the present invention, both ends of the corrugated sleeve have end rings.

[0012] For example, in a hydraulic buffer provided by at least one embodiment of the present invention, the outer end face of the end ring has a plurality of fluid channels, which are used to connect the first accommodating space and the second accommodating space.

[0013] According to another aspect, at least one embodiment of the present invention also provides an automotive shock absorber, comprising:

[0014] Cylinder;

[0015] A guide post, wherein the guide post is disposed inside the cylinder;

[0016] Slip ring, wherein the slip ring is slidably disposed on the guide post;

[0017] The hydraulic buffer includes:

[0018] A corrugated sleeve is fitted onto the guide post. The two ends of the corrugated sleeve are respectively connected to the bottom wall of the cylinder and the slip ring. The inner peripheral wall of the corrugated sleeve and the outer peripheral wall of the guide post form a first receiving space, and the outer peripheral wall of the corrugated sleeve and the inner peripheral wall of the cylinder form a second receiving space.

[0019] For example, in an automotive shock absorber provided in at least one embodiment of the present invention, the corrugated sleeve has end rings at both ends, and the corrugated sleeve abuts against the cylinder bottom wall and the slip ring respectively through the two end rings.

[0020] The beneficial effects of the embodiments of this utility model are as follows:

[0021] In this invention, the damping port is located on the reinforcing ring. The reinforcing ring can withstand the stress generated when the bellows deforms, preventing the bellows wall around the damping port from directly bearing large stresses. This reduces stress concentration, improves the structural reliability of the hydraulic buffer, and extends its service life. Simultaneously, the damping port connects the first and second receiving spaces. When the slip ring slides and deforms the bellows, oil flows through the damping port between the two spaces. The damping force generated during the oil flow provides a buffering function, ensuring that the hydraulic buffer effectively performs its damping and buffering role while possessing reliable structural strength. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of this utility model, the accompanying drawings used in the description of the embodiments of this utility model will be briefly introduced below. Obviously, the drawings described below are merely some exemplary embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the content of the exemplary embodiments of this utility model and these drawings without any creative effort.

[0023] Figure 1 This is a front view of the structure of a hydraulic buffer in one embodiment of the present invention;

[0024] Figure 2 This is a schematic diagram of the structure of an automotive shock absorber in another embodiment of the present invention;

[0025] Figure 3 for Figure 2 A schematic diagram of the internal structure of an automotive shock absorber in one embodiment;

[0026] Figure 4 for Figure 3 Enlarged view of point A in the middle;

[0027] Figure 5 for Figure 1 A schematic diagram of the structure of a hydraulic buffer in one embodiment is shown.

[0028] In the figure: 1. Cylinder, 2. Guide post, 3. Slip ring, 4. Corrugated sleeve, 41. First receiving space, 42. Second receiving space, 43. Reinforcing ring, 431. Damping port, 432. Groove, 433. Liquid distribution end face, 44. End ring, 441. Liquid passage groove. Detailed Implementation

[0029] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and not intended to limit its scope.

[0030] To keep the drawings concise, each drawing only schematically shows the parts relevant to the disclosure; these do not represent the actual structure of the product. Furthermore, for ease of understanding, in some drawings, only one of components with the same structure or function is schematically shown, or only one is labeled. In this document, "one" not only means "only one," but can also mean "more than one," and "several" includes "two" and "more than two."

[0031] In this document, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0032] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0033] In the description of this embodiment, terms such as "upper," "lower," "left," and "right" are based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of description and simplification of operation, and are not intended to 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.

[0034] Furthermore, in the description of this application, the terms "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0035] like Figures 1-2 The diagram illustrates a hydraulic damper according to one embodiment of the present invention. The hydraulic damper is used in an automotive shock absorber, which includes a cylinder 1, a guide post 2, and a slip ring 3. The guide post 2 is disposed inside the cylinder 1, and the slip ring 3 can slide on the guide post 2. The hydraulic damper is fitted onto the guide post 2, with its two ends connected to the bottom wall of the cylinder 1 and the slip ring 3, respectively.

[0036] A hydraulic damper is fitted around the guide post 2. Its main body is a corrugated sleeve 4, which has a tubular structure and is made of elastic metal, capable of elastic deformation under compression and tension. A first receiving space 41 is formed between its inner wall and the outer peripheral wall of the guide post 2, and a second receiving space 42 is formed between its outer wall and the inner peripheral wall of the cylinder 1. One end of the corrugated sleeve 4 is connected to the bottom wall of the cylinder 1, and the other end is connected to a slip ring 3, allowing the slip ring 3 to slide on the guide post 2, causing the corrugated sleeve 4 to expand and contract. A reinforcing ring 43 is provided on the outer peripheral wall of the corrugated sleeve 4. This reinforcing ring 43 has an annular structure and is fixed to the outer surface of the corrugated sleeve 4, with its inner annular surface fitting against the outer peripheral wall of the corrugated sleeve 4. A damping port 431 is provided on the reinforcing ring 43, penetrating both the inner and outer annular surfaces, thereby connecting the first receiving space 41 and the second receiving space 42.

[0037] When the car is in motion, the wheel vibration is transmitted to the shock absorber, and the slip ring 3 slides on the guide post 2. During the compression stroke, the slip ring 3 slides towards the bottom wall of the cylinder 1, the bellows sleeve 4 is compressed, the volume of the first receiving space 41 decreases, and the hydraulic oil in it flows to the second receiving space 42 through the damping port 431;

[0038] During the extension stroke, the slip ring 3 slides away from the bottom wall of the cylinder 1, the bellows sleeve 4 extends, and the hydraulic oil flows back to the first receiving space 41 through the damping port 431. When the oil flows through the damping port 431, it generates a damping force, which slows down or inhibits the sliding speed of the slip ring 3.

[0039] In the hydraulic buffer, the inner peripheral wall of the bellows sleeve 4 and the outer peripheral wall of the guide post 2 form a first receiving space 41, and the outer peripheral wall and the inner peripheral wall of the cylinder 1 form a second receiving space 42. By setting a reinforcing ring 43 on the bellows sleeve 4 and opening a damping port 431 on the reinforcing ring 43, the structural strength of the local area of ​​the bellows sleeve 4 is enhanced by the reinforcing ring 43.

[0040] In this design, the damping port 431 is located on the reinforcing ring 43. The reinforcing ring 43 can withstand the stress generated when the bellows sleeve 4 deforms, preventing the bellows sleeve 4 wall around the damping port 431 from directly bearing large stress, thereby reducing stress concentration, improving the structural reliability of the hydraulic buffer, and extending its service life. Simultaneously, the damping port 431 connects the first receiving space 41 and the second receiving space 42. When the slip ring 3 slides and deforms the bellows sleeve 4, oil flows through the damping port 431 between the two receiving spaces. The damping force generated during the oil flow can achieve a buffering function, ensuring that the hydraulic buffer, while possessing reliable structural strength, can effectively perform its damping and buffering role.

[0041] like Figures 3-5As shown, multiple reinforcing rings 43 are provided, each corresponding to a trough of the corrugated sleeve 4. The reinforcing rings 43 have an annular structure, with damping openings 431 on each ring penetrating the ring body and the corrugated sleeve 4, connecting the first receiving space 41 and the second receiving space 42. When the corrugated sleeve 4 is compressed or stretched as the slip ring 3 slides on the guide post 2, the force is relatively concentrated at the troughs. Multiple reinforcing rings 43 located at the troughs can specifically enhance the strength of the weak points of the corrugated sleeve 4.

[0042] Multiple reinforcing rings 43 are positioned at the troughs of the bellows sleeve 4, effectively utilizing the structural characteristics of the reinforcing rings 43 to enhance the strength of the bellows sleeve 4 in areas of concentrated stress. Compared to a single reinforcing ring 43 or randomly distributed reinforcing rings 43, this arrangement allows the stress at the troughs of the bellows sleeve 4 to be more evenly distributed across the reinforcing rings 43 during deformation, further reducing the risk of cracks at the troughs of the bellows sleeve 4 due to frequent deformation and improving the overall stability and durability of the hydraulic buffer. Simultaneously, the damping ports 431 on the multiple reinforcing rings 43 work synergistically to generate a more stable damping force when oil flows through, enhancing the buffering performance of the hydraulic buffer.

[0043] like Figures 3-5 As shown, the damping port 431 is opened on the outer peripheral wall of the reinforcing ring 43, and the outer peripheral wall of the reinforcing ring 43 is also provided with a groove 432, which has elastic deformation capability.

[0044] Specifically, when the slip ring 3 slides and deforms the bellows sleeve 4, the oil flows from the first receiving space 41 to the second receiving space 42 through the damping port 431. Some of the oil first flows into the groove 432 and then flows into the second receiving space 42 from the edge of the groove 432. When the hydraulic damper is compressed, the deformation of the bellows sleeve 4 causes the reinforcing ring 43 to also deform to a certain extent. The groove 432 changes shape due to its own structural shape and the deformation of the reinforcing ring 43. At the same time, since the whole is made of metal with elastic deformation capability, the reinforcing ring 43 can slightly contract inward under pressure. This structural change leads to a reduction in the cross-sectional area of ​​the oil flow channel in the damping port 431. When the hydraulic damper is stretched, the reinforcing ring 43 recovers its deformation, and the flexible structure at the edge of the groove 432 and the damping port 431 rebounds, increasing the cross-sectional area of ​​the oil flow channel.

[0045] The damping port 431 is located on the outer peripheral wall of the reinforcing ring 43 and is fitted with a groove 432. Both have flexible structures and elastic deformation capabilities, which greatly alters the flow characteristics of the oil. The presence of the groove 432 causes more obstruction and guidance for the oil flow, increasing the resistance to oil flow and allowing for further adjustment of the damping force, making the buffering performance of the hydraulic damper more controllable. At the same time, the oil flows in a dispersed manner through the groove 432, preventing the oil from being directly sprayed at high speed from the damping port 431 into the second receiving space 42, reducing the impact and turbulence generated by the oil flow, making the oil flow more stable, reducing the vibration and noise of the hydraulic damper during operation, and improving the overall performance of the automotive shock absorber.

[0046] Furthermore, the structural characteristics of the groove 432 and damping port 431 enable dynamic adjustment of the damping force during operation of the hydraulic damper. When the vehicle encounters impacts of varying degrees, causing the hydraulic damper to compress or extend, the change in flow area caused by the structural changes in the groove 432 and damping port 431 allows for real-time adjustment of the oil flow rate and velocity. When the compression is significant, the flow area decreases, increasing the oil flow resistance and generating a larger damping force, effectively suppressing excessive vehicle body sag. During extension, the flow area increases, reducing the oil flow resistance and preventing excessive damping force from affecting the normal rebound of the vehicle body. This adaptive damping force adjustment mechanism allows the vehicle shock absorber to better adapt to complex and changing road conditions, further improving the comfort and stability of the vehicle, while also optimizing the buffering performance of the hydraulic damper, enabling it to achieve optimal vibration reduction under different operating conditions.

[0047] like Figures 3-5 As shown, multiple damping ports 431 are distributed on the outer peripheral wall of the reinforcing ring 43. These damping ports 431 can be evenly spaced or unevenly spaced. Each damping port 431 penetrates both the inner and outer ring surfaces of the reinforcing ring 43, enabling communication between the first receiving space 41 and the second receiving space 42. When the slip ring 3 drives the corrugated sleeve 4 to compress or stretch, the oil can flow simultaneously between the two receiving spaces through the multiple damping ports 431.

[0048] The multiple damping ports 431 increase the total cross-sectional area for oil flow. Compared with a single damping port 431, under the same deformation of the corrugated sleeve 4, more oil can be allowed to pass through, making the flow of oil between the two accommodating spaces smoother and avoiding excessive pressure inside the hydraulic buffer due to poor oil flow.

[0049] Multiple damping ports 431 are evenly distributed circumferentially on the outer peripheral wall of the reinforcing ring 43. With the central axis of the reinforcing ring 43 as a reference, the damping ports 431 are spaced at the same angle in the circumferential direction, and each damping port 431 has the same size and shape. When the slip ring 3 slides on the guide post 2, causing the corrugated sleeve 4 to deform, the oil flows between the first receiving space 41 and the second receiving space 42 through these evenly distributed damping ports 431.

[0050] Multiple damping ports 431 are evenly distributed circumferentially, making the flow of oil around the reinforcing ring 43 more symmetrical and balanced. During the deformation of the corrugated sleeve 4, this uniform oil flow ensures that the oil pressure on all parts of the reinforcing ring 43 is basically the same, avoiding uneven load distribution on the reinforcing ring 43 and further improving the stability of the reinforcing ring 43 and the corrugated sleeve 4 structure. At the same time, the evenly distributed damping ports 431 make the damping force generated by the hydraulic damper more stable and consistent. No matter which direction the slip ring 3 slides, the hydraulic damper can provide uniform and effective buffering performance, improving the reliability and consistency of the automotive shock absorber.

[0051] like Figures 3-5 As shown, a liquid distribution end face 433 is provided on the outer peripheral wall of the reinforcing ring 43, and a damping port 431 is located on the liquid distribution end face 433. The liquid distribution end face 433 is a planar area on the outer peripheral wall of the reinforcing ring 43, ensuring that the oil can flow vertically through the damping port 431 between the first receiving space 41 and the second receiving space 42.

[0052] The damping port 431 is set on the liquid distribution end face 433. The liquid distribution end face 433 provides a regular channel inlet for the oil flow, making the flow state of the oil more stable when entering the damping port 431, reducing the turbulence phenomenon caused by the irregular inlet, and enabling better control of the oil flow rate and flow direction.

[0053] The cross-sectional shape of the damping port 431 can be circular, polygonal, or elliptical. When the damping port 431 is circular, it has a smooth inner surface, resulting in relatively low flow resistance when oil passes through. When it is polygonal, the edges of the polygon can create some turbulence on the oil, increasing the flow resistance. When it is elliptical, the flow characteristics of the oil in different directions can be adjusted according to the major and minor axes of the ellipse. Regardless of the shape, the damping port 431 penetrates the reinforcing ring 43, connecting the first receiving space 41 and the second receiving space 42.

[0054] The variety of cross-sectional shapes available for the damping port 431 provides greater flexibility in adjusting the damping force of the hydraulic damper. Different shapes of the damping port 431 offer varying degrees of resistance and turbulence to the oil flow. A circular damping port 431 is suitable for applications requiring rapid oil flow and relatively low damping force; a polygonal damping port 431 increases damping force through its angular turbulence; and an elliptical damping port 431 allows for adjustment of the oil flow rate and velocity in different directions according to actual needs. By appropriately selecting the cross-sectional shape of the damping port 431, the damping performance of the hydraulic damper can be precisely adjusted for different vehicle driving conditions and vibration reduction requirements, improving the adaptability and versatility of automotive shock absorbers.

[0055] like Figure 1 and Figure 5 As shown, both ends of the corrugated sleeve 4 are provided with end rings 44. The end rings 44 are annular structures, with their inner ring surfaces tightly fitted and fixed to the outer peripheral walls of the ends of the corrugated sleeve 4, and their outer ring surfaces abutting against the bottom wall of the cylinder 1 and the slip ring 3, respectively. This ensures stable support and sealing during connection.

[0056] The end ring 44 provides structural support for the connection between the bellows sleeve 4 and the bottom wall of the cylinder 1 and the slip ring 3. Compared to directly connecting the end of the bellows sleeve 4 to the cylinder 1 and slip ring 3, the end ring 44 can better distribute the stress at the connection point, preventing damage to the end of the bellows sleeve 4 due to local stress concentration, thus improving the reliability and stability of the bellows sleeve 4 connection. Simultaneously, the outer ring surface of the end ring 44 abuts against the cylinder 1 and slip ring 3, providing a certain degree of sealing and reducing the risk of oil leakage from the end of the bellows sleeve 4, ensuring the normal flow and working performance of the oil inside the hydraulic damper.

[0057] like Figure 1 and Figure 5 As shown, the outer end face of the end ring 44 is provided with several fluid passage grooves 441. The fluid passage grooves 441 extend radially along the end ring 44, with one end communicating with the first receiving space 41 and the other end extending to the edge of the outer end face of the end ring 44. When the slip ring 3 slides and deforms the corrugated sleeve 4, the oil can flow through the fluid passage grooves 441 between the first receiving space 41 and the second receiving space 42. At the same time, the fluid passage grooves 441 also provide a flow channel for the oil between the end ring 44 and the cylinder 1 or the slip ring 3.

[0058] The fluid passage groove 441 on the outer end face of the end ring 44 further optimizes the flow path of the oil. The fluid passage groove 441 cooperates with the damping port 431, allowing the oil to flow not only between the two accommodating spaces through the damping port 431 when the bellows sleeve 4 deforms, but also to be replenished and regulated through the fluid passage groove 441, making the oil flow inside the hydraulic buffer smoother and more uniform. Furthermore, the presence of the fluid passage groove 441 reduces pressure imbalance caused by oil accumulation between the end ring 44 and the cylinder 1 or slip ring 3, lowering the risk of wear and leakage at the connection points due to pressure differences, improving the sealing and reliability of the hydraulic buffer, and also contributing to enhanced buffering performance and operational stability.

[0059] like Figures 2-4 The diagram illustrates an automotive shock absorber according to another embodiment of the present invention. The shock absorber includes a cylinder 1, a guide post 2 disposed within the cylinder 1, a slip ring 3 slidably disposed on the guide post 2, and a hydraulic damper. The cylinder 1 is a cylindrical hollow shell. The guide post 2 is fixedly installed within the cylinder 1 along its axial direction. The slip ring 3 is sleeved on the outside of the guide post 2 and can slide along its axial direction. A corrugated sleeve 4 of the hydraulic damper is sleeved on the guide post 2. One end of the corrugated sleeve 4 abuts against the bottom wall of the cylinder 1 through an end ring 44, and the other end abuts against the slip ring 3 through the end ring 44. When the wheels are impacted during vehicle operation, the slip ring 3 slides on the guide post 2, causing the corrugated sleeve 4 to compress or stretch, thus enabling the hydraulic damper to perform its buffering function.

[0060] Applying hydraulic dampers to automotive shock absorbers fully utilizes their structural advantages and performance characteristics. The corrugated sleeve 4, reinforcing ring 43, and damping port 431 in the hydraulic damper work together to effectively solve the problem of short service life in existing hydraulic dampers, while providing stable and reliable damping and buffering functions. During vehicle operation, the hydraulic damper effectively absorbs and buffers impacts and vibrations from the road surface, reducing vehicle body bumps and swaying, and improving ride comfort and driving stability. Furthermore, the reliable structural design of the hydraulic damper reduces the frequency of damage and repair, thus reducing the maintenance costs of automotive shock absorbers.

[0061] It should be noted that the above embodiments are only used to illustrate the technical solution of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solution of this utility model without departing from the spirit and scope of the technical solution of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A hydraulic damper for use in a vehicle shock absorber, characterized by, Including: The corrugated sleeve (4) forms a first containing space (41) inside, the outer wall of the corrugated sleeve (4) can form a second containing space (42) with the shell of the automobile shock absorber, the corrugated sleeve (4) has a reinforcing ring (43) thereon, the reinforcing ring (43) is provided with a damping port (431) for communicating the first containing space (41) and the second containing space (42).

2. Hydraulic damper according to claim 1, characterized in that The reinforcing ring (43) is located at the valley of the corrugated sleeve (4) one by one.

3. A hydraulic damper according to claim 1, wherein The damping port (431) is located on the outer side wall of the reinforcing ring (43), and the outer side wall of the reinforcing ring (43) is also provided with a groove (432).

4. A hydraulic damper according to claim 1, wherein The damping port (431) is located on the outer side wall of the reinforcing ring (43).

5. A hydraulic damper according to claim 1, wherein The outer side wall of the reinforcing ring (43) is also provided with a flow guide surface (433), and the flow guide surface (433) is connected with the outer end side wall of the damping port (431).

6. A hydraulic damper according to claim 1, wherein The cross-sectional shape of the damping port (431) can be any one of a circle, a polygon, and an ellipse.

7. A hydraulic damper according to claim 1, wherein The corrugated sleeve (4) has an end ring (44) at both ends.

8. A hydraulic damper according to claim 7, characterised in that The outer end surface of the end ring (44) has a plurality of liquid communication grooves (441) for communicating the first containing space (41) and the second containing space (42).

9. A shock absorber for a vehicle, characterized by Including: Cylinder (1); Guide column (2), the guide column (2) is arranged in the cylinder (1); Slip ring (3), the slip ring (3) is arranged on the guide column (2); The hydraulic buffer of any one of claims 1-8, the hydraulic buffer comprises: Corrugated sleeve (4), the corrugated sleeve (4) is sleeved on the guide column (2), the corrugated sleeve (4) is connected to the bottom wall of the cylinder (1) and the slip ring (3) at both ends respectively, the inner circumferential wall of the corrugated sleeve (4) and the outer circumferential wall of the guide column (2) form a first containing space (41), and the outer circumferential wall of the corrugated sleeve (4) and the inner circumferential wall of the cylinder (1) form a second containing space (42).

10. The automotive shock absorber according to claim 9, wherein The corrugated sleeve (4) has an end ring (44) at both ends, and the corrugated sleeve (4) is abutted with the bottom wall of the cylinder (1) and the slip ring (3) through the two end rings (44) respectively.

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