Novel automobile anti-roll bar damper

Abstract

The utility model relates to the technical field of automobile parts, and discloses a novel automobile anti-roll bar damper which comprises a damping cylinder barrel, and a damping piston is assembled in the damping cylinder barrel in a sliding mode. According to the novel automobile anti-roll bar damper, through a ball screw pair composed of the adjusting knob and the lead screw, the lead screw can be driven to drive the adjusting piston to axially move in the damping cylinder barrel by rotating the adjusting knob, and the sectional area of a fluid channel in the double-cavity damping structure can be accurately changed through the design; the effective flow area of the damping hole is reduced, the flow resistance of a damping medium (such as hydraulic oil) is increased, and the damping force is enhanced; compared with a traditional fixed damping structure, damping parameters can be adjusted in real time according to the vehicle load, the road condition and the driving style, so that the vehicle provides strong damping to restrain side tipping when turning at a high speed, weak damping is switched on a bumpy road section to improve comfort, and the dynamic performance of the vehicle is remarkably improved.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts technology, specifically a novel automotive anti-roll bar damper. Background Technology

[0002] During vehicle operation, anti-roll bars play a crucial role in suppressing body roll and maintaining vehicle balance. As an important component of the anti-roll bar system, anti-roll bar dampers can effectively absorb and buffer the vibrations and impacts generated by the anti-roll bars during operation, further improving the stability and comfort of the vehicle.

[0003] The existing patent document CN222157135U discloses a novel automotive anti-roll bar damper. This utility model directly connects one end of a damping spring to the chassis anti-roll bar via a fixing hoop, and the other end is directly connected to the anti-roll bar hanger or to the lower straight arm or lower curved arm or a nearby fixed point. By strengthening the connection damping between the anti-roll bar and the anti-roll bar hanger or lower control arm, the angle change and vibration of the anti-roll bar are reduced during vehicle movement, thereby increasing the overall stability of the anti-roll bar during movement, reducing body roll when the vehicle is cornering, and improving the comfort of the vehicle when driving straight.

[0004] However, existing new automotive anti-roll bar dampers have significant shortcomings in damping performance adjustment during use. Traditional dampers mostly adopt a fixed damping structure, with fixed damping orifice size and fluid channel, making it impossible to adjust the damping force according to the vehicle's real-time operating conditions. In actual use, when facing complex driving scenarios such as high-speed cornering and bumpy roads, the fixed damping force is difficult to balance vehicle stability and comfort. For example, in high-speed cornering, the insufficient damping force to suppress body roll can easily lead to a shift in the vehicle's center of gravity, affecting handling safety. On bumpy roads, excessive damping force cannot effectively buffer road impacts, significantly reducing ride comfort. In addition, existing dampers lack a precise adjustment mechanism and cannot dynamically match damping parameters according to changes in vehicle load. When the vehicle is fully loaded, the fixed damping force is insufficient to support the additional weight, increasing the burden on the suspension system. Long-term use can easily cause premature wear of suspension components, severely restricting the overall performance of the vehicle. Utility Model Content

[0005] The purpose of this invention is to provide a novel automotive anti-roll bar damper to address the problems mentioned in the background art. Traditional dampers use a fixed damping structure, lack a precise damping adjustment mechanism, and have fixed damping orifice and fluid channel sizes. This makes it impossible to dynamically adjust the damping force according to real-time operating conditions such as vehicle load, road conditions, and driving style, making it difficult to balance handling stability during high-speed cornering and ride comfort on bumpy roads. Furthermore, when fully loaded, the fixed damping force can easily increase the burden on the suspension system, leading to premature wear of components and restricting the overall performance of the vehicle.

[0006] To achieve the above objectives, this utility model provides the following technical solution: a novel automotive anti-roll bar damper, comprising a damping cylinder, wherein a damping piston is slidably mounted inside the damping cylinder, and the two are precisely matched to form a dual-cavity damping structure; an adjustment knob is coaxially arranged on one side of the damping cylinder, the adjustment knob adopts an embedded structure and is precisely matched with the end cap of the damping cylinder; and a high-precision trapezoidal thread is machined on the inner wall of the adjustment knob.

[0007] The adjustment knob is internally connected to a surface-hardened lead screw via a thread. One end of the lead screw passes through the damping cylinder and is fixedly connected to an adjustment piston. A guide rod is provided on the side of the adjustment piston near the lead screw, and the guide rod is in clearance fit with a guide hole opened on one side of the damping cylinder.

[0008] Furthermore, the surface of the damping piston is evenly distributed with several damping holes to form a core damping channel, and one side of the damping piston is connected to a piston rod through a high-strength connector.

[0009] Furthermore, the piston rod extends to the outside of the damping cylinder and is securely connected to the connecting plate via a flange structure.

[0010] Furthermore, a connecting collar is provided at the outer port of the damping cylinder, and a high-strength buffer spring is fitted between the connecting plate and the connecting collar.

[0011] Furthermore, the buffer spring is wrapped with a wear-resistant and aging-resistant buffer rubber sleeve, forming a double buffer protection structure.

[0012] Furthermore, high-strength connecting rods are vertically installed on the end face of the connecting plate away from the piston rod and on the end of the damping cylinder near the adjusting knob.

[0013] Furthermore, a fixed connecting seat is welded to the end of the connecting rod, and a high-strength fixing bolt is provided on the connecting seat. The outer surface of the fixing bolt is threaded with an anti-loosening nut to achieve a reliable connection with the vehicle anti-roll bar and the vehicle frame.

[0014] Compared with the prior art, the beneficial effects of this utility model are:

[0015] 1. This novel automotive anti-roll bar damper uses a helical transmission structure consisting of an adjustment knob and a lead screw to drive the adjusting piston axially. The damping parameters can be flexibly adjusted according to vehicle load, road conditions, and driving style. During high-speed cornering, increased damping force effectively suppresses body roll and improves handling safety; on bumpy roads, reduced damping force efficiently buffers road impacts, improving ride comfort and significantly optimizing vehicle dynamics. Through a ball screw pair consisting of an adjustment knob and a lead screw, rotating the adjustment knob drives the lead screw to move the adjusting piston axially within the damping cylinder. This design precisely changes the cross-sectional area of ​​the fluid channel within the dual-chamber damping structure. When the adjusting piston approaches the damping piston, the effective flow area of ​​the damping orifice decreases, increasing the flow resistance of the damping medium (such as hydraulic oil) and strengthening the damping force; conversely, the damping force decreases. Compared to traditional fixed damping structures, this device can adjust damping parameters in real time according to vehicle load, road conditions, and driving style, providing strong damping to suppress body roll during high-speed cornering and switching to weak damping on bumpy roads to improve comfort and significantly enhance vehicle dynamics.

[0016] 2. This new type of automotive anti-roll bar damper effectively prevents offset or jamming during axial movement of the adjusting piston through the clearance fit between the guide rod and the guide hole of the damping cylinder. The precision sliding assembly of the damping piston and damping cylinder, and the flange connection between the piston rod and the connecting plate, ensure the coaxiality of all components under high-frequency vibration conditions, reducing abnormal wear. The connecting seat is welded and fixed to the connecting rod, and the combination of high-strength fixing bolts and anti-loosening nuts significantly improves the anti-vibration loosening capability, ensuring long-term stable operation of the damper under complex road conditions. The clearance fit between the guide rod and the guide hole of the damping cylinder provides a clearance for the adjusting piston. It provides precise linear motion guidance, effectively preventing the adjusting piston from shifting or jamming during axial movement. Meanwhile, the precision sliding assembly of the damping piston and damping cylinder, along with the flange connection between the piston rod and the connecting plate, ensures that all components remain coaxial under high-frequency vibration conditions, reducing abnormal wear caused by component shaking. In addition, the connecting seat is welded to the connecting rod and forms a stable mechanical connection through a combination of high-strength fixing bolts and anti-loosening nuts. Compared with the traditional direct bolt connection method, the anti-vibration loosening ability is improved, ensuring the damper's long-term stable operation under complex road conditions.

[0017] 3. This new type of automotive anti-roll bar damper, through a high-strength buffer spring between the connecting plate and the connecting collar, combined with an externally wrapped buffer rubber sleeve, constructs a dual buffer protection system. This system efficiently absorbs the high-frequency impact force transmitted by the anti-roll bar, converting mechanical energy into elastic potential energy and gradually dissipating it. Simultaneously, it isolates rigid collisions between metal components, effectively reducing vibration and noise, extending the service life of key damper components, and improving driving comfort and quietness. The high-strength buffer spring, fitted between the connecting plate and the connecting collar and covered with a wear-resistant and anti-aging buffer rubber sleeve, forms a dual buffer protection system. When the anti-roll bar transmits high-frequency impact force, the buffer spring absorbs most of the kinetic energy first, converting mechanical energy into elastic potential energy through elastic deformation. The buffer rubber sleeve further buffers the residual vibration generated by the spring rebound, while simultaneously isolating rigid collisions between metal components, effectively reducing vibration and noise. Compared to a single spring buffer, this composite buffer structure has a higher energy absorption rate, not only extending the service life of key damper components but also significantly improving vehicle driving comfort and quietness. Attached Figure Description

[0018] Figure 1 This is a three-dimensional structural diagram of the present invention;

[0019] Figure 2 This is a three-dimensional structural diagram of the damping cylinder of this utility model;

[0020] Figure 3 This is a three-dimensional structural diagram of the damping piston of this utility model;

[0021] Figure 4 This is an enlarged structural schematic diagram of a partial detail of the buffer spring of this utility model.

[0022] In the diagram: 1. Damping cylinder; 2. Damping piston; 3. Adjusting knob; 4. Lead screw; 5. Adjusting piston; 6. Guide rod; 7. Damping hole; 8. Piston rod; 9. Connecting plate; 10. Connecting collar; 11. Buffer spring; 12. Buffer rubber sleeve; 13. Connecting rod; 14. Connecting seat; 15. Fixing bolt; 16. Anti-loosening nut. Detailed Implementation

[0023] 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.

[0024] Please see Figure 1 - Figure 4This utility model provides a technical solution: a novel automobile anti-roll bar damper, including a damping cylinder 1, a damping piston 2 is slidably assembled inside the damping cylinder 1, the two are precisely matched to form a double-cavity damping structure, an adjustment knob 3 is coaxially arranged on one side of the damping cylinder 1, the adjustment knob 3 adopts an embedded structure and is precisely matched with the end cap of the damping cylinder 1, and the inner wall of the adjustment knob 3 is machined with a high-precision trapezoidal thread;

[0025] The adjustment knob 3 is internally connected to a surface-hardened lead screw 4 via a thread. One end of the lead screw 4 passes through the damping cylinder 1 and is fixedly connected to an adjustment piston 5. A guide rod 6 is provided on the side of the adjustment piston 5 near the lead screw 4. The guide rod 6 is in clearance fit with a guide hole opened on one side of the damping cylinder 1.

[0026] When the adjustment knob 3 is rotated, its inner trapezoidal thread and lead screw 4 cooperate to form a helical transmission, driving the adjustment piston 5 to move axially along the guide rod 6. When the adjustment piston 5 approaches the damping piston 2, the effective flow area of ​​the damping hole 7 decreases, the oil flow resistance increases, and the damping force is enhanced. Conversely, the damping force is weakened. Through this mechanism, the damping characteristics can be adjusted in real time according to the road conditions. The clearance fit between the guide rod 6 and the guide hole ensures the movement accuracy of the adjustment piston 5 and significantly improves stability.

[0027] The surface of the damping piston 2 is evenly distributed with several damping holes 7, forming a core damping channel. One side of the damping piston 2 is connected to a piston rod 8 through a high-strength connector. The end of the piston rod 8 extends to the outside of the damping cylinder 1 and is firmly connected to the connecting plate 9 through a flange structure. A connecting collar 10 is provided at the outer port of the damping cylinder 1. A high-strength buffer spring 11 is fitted between the connecting plate 9 and the connecting collar 10. The buffer spring 11 is wrapped with a wear-resistant and anti-aging buffer rubber sleeve 12 to form a double buffer protection structure. High-strength connecting rods 13 are vertically installed on the end face of the connecting plate 9 away from the piston rod 8 and the end of the damping cylinder 1 near the adjustment knob 3. A fixed connecting seat 14 is welded to the end of the connecting rod 13. A high-strength fixing bolt 15 is provided on the connecting seat 14. The outer surface of the fixing bolt 15 is threaded with an anti-loosening nut 16 to achieve a reliable connection with the vehicle anti-roll bar and frame.

[0028] When the anti-roll bar generates torsional force during vehicle operation, the force is transmitted to the damper through the connecting seat 14. The piston rod 8 drives the damping piston 2 to reciprocate within the damping cylinder 1, causing the hydraulic oil between the two chambers to flow through the damping hole 7. The throttling effect of the oil flowing through the damping hole 7 generates damping force, converting vibration energy into heat energy for dissipation and suppressing body roll. When the piston rod 8 extends outward, the buffer spring 11 is compressed to store elastic potential energy, and the buffer rubber sleeve 12 simultaneously deforms to absorb impact energy. When the piston rod 8 retracts, the spring rebounds and releases energy, while the rubber sleeve suppresses spring oscillation, forming a two-stage buffer structure that effectively reduces the transmission of high-frequency vibration to the vehicle body. The high-strength fixing bolt 15 and the anti-loosening nut 16 form a self-locking structure through thread preload, which, together with the welded connecting seat 14, ensures reliable connection under continuous vibration conditions.

[0029] Working principle: When the anti-roll bar generates torsional force during vehicle movement, the force is transmitted to the damper through the connecting seat 14. The piston rod 8 drives the damping piston 2 to reciprocate within the damping cylinder 1, causing the hydraulic oil between the two chambers to flow through the damping orifice 7. The throttling effect of the oil flowing through the damping orifice 7 generates damping force, converting vibration energy into heat energy for dissipation and suppressing vehicle body roll. When the adjusting knob 3 is rotated, its inner trapezoidal thread engages with the lead screw 4 to form a helical transmission, driving the adjusting piston 5 to move axially along the guide rod 6. When the adjusting piston 5 approaches the damping piston 2, the effective flow area of ​​the damping orifice 7 decreases, the oil flow resistance increases, and the damping force strengthens; conversely, the damping force decreases. The force is reduced. Through this mechanism, the damping characteristics can be adjusted in real time according to road conditions. When the piston rod 8 extends outward, the buffer spring 11 is compressed and stores elastic potential energy. At the same time, the buffer rubber sleeve 12 deforms and absorbs impact energy. When the piston rod 8 retracts, the spring rebounds and releases energy. The rubber sleeve suppresses spring oscillation, forming a two-stage buffer structure, which effectively reduces the transmission of high-frequency vibration to the vehicle body. The high-strength fixing bolt 15 and the anti-loosening nut 16 form a self-locking structure through the thread preload. Together with the welded and fixed connecting seat 14, it ensures reliable connection in continuous vibration environment. The clearance fit between the guide rod 6 and the guide hole ensures the movement accuracy of the adjusting piston 5 and significantly improves stability.

[0030] Finally, it should be noted that the above content is only used to illustrate the technical solution of this utility model, and is not intended to limit the scope of protection of this utility model. Simple modifications or equivalent substitutions made by those skilled in the art to the technical solution of this utility model do not depart from the essence and scope of the technical solution of this utility model.

Claims

1. A new type of anti-roll bar damper for a vehicle comprising a damping cylinder (1), characterized in that: The damping cylinder (1) is internally fitted with a damping piston (2), and the two are precisely matched to form a double-cavity damping structure. An adjustment knob (3) is coaxially arranged on one side of the damping cylinder (1). The adjustment knob (3) adopts an embedded structure and is precisely matched with the end cap of the damping cylinder (1). The inner wall of the adjustment knob (3) is machined with a high-precision trapezoidal thread. The adjustment knob (3) is internally connected to a surface-hardened lead screw (4) via a thread. One end of the lead screw (4) passes through the damping cylinder (1) and is fixedly connected to an adjustment piston (5). A guide rod (6) is provided on the side of the adjustment piston (5) near the lead screw (4). The guide rod (6) is in clearance fit with a guide hole opened on one side of the damping cylinder (1).

2. A new type of automobile anti-roll bar damper according to claim 1, characterized in that: The surface of the damping piston (2) is evenly distributed with several damping holes (7) to form a core damping channel. One side of the damping piston (2) is connected to a piston rod (8) through a high-strength connector.

3. A new type of anti-roll bar damper for a vehicle as claimed in claim 2, wherein: The piston rod (8) extends to the outside of the damping cylinder (1) and is securely connected to the connecting plate (9) via a flange structure.

4. A new type of anti-roll bar damper for a vehicle as claimed in claim 3, wherein: A connecting collar (10) is provided at the outer port of the damping cylinder (1), and a high-strength buffer spring (11) is fitted between the connecting plate (9) and the connecting collar (10).

5. A novel automotive anti-roll bar damper according to claim 4, characterized in that: The buffer spring (11) is wrapped with a wear-resistant and anti-aging buffer rubber sleeve (12) to form a double buffer protection structure.

6. A new type of automobile anti-roll bar damper according to claim 3, characterized in that: High-strength connecting rods (13) are vertically installed on the end face of the connecting plate (9) away from the piston rod (8) and the end of the damping cylinder (1) near the adjusting knob (3).

7. A new type of anti-roll bar damper for a vehicle as claimed in claim 6, characterized in that: The connecting rod (13) is welded to a fixed connecting seat (14) at the end. A high-strength fixing bolt (15) is provided on the connecting seat (14). The outer surface of the fixing bolt (15) is threaded with an anti-loosening nut (16) to achieve a reliable connection with the vehicle anti-roll bar and the vehicle frame.

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