Automobile shock absorber

Abstract

The utility model discloses an automobile shock absorber which comprises a shock absorber body, a magnetic circuit assembly and a coil assembly, wherein the magnetic circuit assembly is coaxially sleeved on an outer cylinder of the shock absorber, and the coil assembly is fixed at an ejector rod end. The magnetic circuit assembly is composed of magnetic conductive steel and a permanent magnet, the magnetic conductive steel is fixed to the shock absorber outer cylinder, and the permanent magnet coaxially wraps the magnetic conductive steel. The coil assembly comprises an annular support and a coil, and the support is fixed to the shock absorber footstock through bolts or interference fit. When the shock absorber stretches out and draws back, the coil and the magnetic circuit assembly generate axial relative movement, a magnetic field is cut to generate induced electromotive force, and the charging current of the induced electromotive force of the coil to the energy storage battery is adjusted through an external controller, namely, the electromagnetic damping force of the coil is controlled equivalently. And conversion and storage from mechanical energy to electric energy are realized. According to the scheme, the problems that a traditional mechanical scheme is bloated in structure, low in efficiency and poor in reliability can be solved, and the advantages of being compact, high in recovery efficiency and dynamically adjustable in damping are achieved.

Description

A type of car shock absorber Technical Field

[0001] This utility model belongs to the field of shock absorber technology, and in particular relates to an automotive shock absorber that directly converts the extension and retraction motion of the shock absorber into electrical energy recovery, and coordinates the adjustment of electromagnetic damping force to achieve efficient shock absorption and energy recovery. Background Technology

[0002] Traditional automotive shock absorbers rely on hydraulic damping structures to dissipate vibration energy. While this effectively suppresses vehicle vibration, it also results in energy waste. To recover this vibration energy, existing improvements incorporate mechanical transmission mechanisms such as racks and pinions or worm gears into the shock absorber, converting linear motion into rotational motion to drive a generator. However, such mechanical solutions significantly increase the axial dimension of the shock absorber due to the added transmission chain, making them difficult to adapt to compact chassis layouts. The complex moving parts not only introduce additional inertial interference to the hydraulic damping characteristics, affecting suspension tuning accuracy, but also reduce system reliability due to gear wear and bearing jamming. Furthermore, frictional losses and inertial resistance in mechanical transmission lead to inefficient energy transfer links, limiting practicality.

[0003] Therefore, there is an urgent need for a car shock absorber solution that requires no mechanical transmission, has a compact structure, and incorporates kinetic energy recovery. Summary of the Invention

[0004] In view of this, the present invention proposes an automotive shock absorber, which aims to solve the problems existing in the prior art.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] An automotive shock absorber includes a shock absorber assembly, a magnetic circuit assembly, and a coil assembly. The shock absorber assembly comprises a shock absorber top mount, a shock absorber buffer sleeve, a push rod, a shock absorber piston, and a shock absorber outer cylinder. One end of the push rod is connected to the shock absorber top mount, and the other end passes through the shock absorber outer cylinder and is connected to the piston. The magnetic circuit assembly is coaxially fitted onto the outside of the shock absorber outer cylinder and includes a permanent magnet and a magnetically conductive steel. The magnetically conductive steel has a U-shaped cross-section and is fixedly connected to the shock absorber outer cylinder. The coil assembly includes a coil, a coil bracket, and coil inlet and outlet wires. The coil bracket is fixed to the shock absorber top mount, and the coil is wound circumferentially around the coil bracket and forms a clearance fit with the magnetic circuit assembly. The coil inlet and outlet wires are connected to an external controller. The coil and the magnetic circuit assembly generate relative motion when the shock absorber extends and retracts, converting mechanical energy into electrical energy through electromagnetic induction.

[0007] In some embodiments of this application, the permanent magnets in the magnetic circuit assembly are coaxially distributed cylindrical structures, and the magnetic steel includes an inner magnetic ring that contacts the permanent magnets and an outer magnetic ring that surrounds the permanent magnets.

[0008] In some embodiments of this application, the U-shaped cross-section of the magnetic steel has its open end facing upwards, and its inner wall is fixed to the surface of the outer cylinder of the shock absorber by welding or threaded connection.

[0009] In some embodiments of this application, the permanent magnet is in the form of an integral cylindrical type, a stacked ring type, or a segmented combination type.

[0010] In some embodiments of this application, the coil support in the coil assembly is a ring-shaped skeleton, and the gap between its outer diameter and the inner diameter of the magnetic steel is controlled within the range of 0.1-2mm.

[0011] In some embodiments of this application, the coil bracket is fixed to the bottom flange face of the shock absorber top seat by bolt connection or interference fit.

[0012] In some embodiments of this application, the shock absorber top mount is connected to the vehicle body, and the bottom of the shock absorber outer cylinder is connected to the suspension swing arm.

[0013] In some embodiments of this application, the external controller includes a function to control the magnitude of the charging current of the energy storage battery by the magnetic induction energy of the control coil, thereby adjusting the electromagnetic damping force by the induced current of the control coil.

[0014] In some embodiments of this application, the shock absorber assembly includes a hydraulic damping structure with a one-way valve and a throttle orifice on its piston.

[0015] In some embodiments of this application, the magnetic circuit assembly is fixed to the outer surface of the shock absorber outer cylinder by means of flange connection or integral casting.

[0016] This invention utilizes a coaxial nested design between the electromagnetic induction component and the shock absorber body, abandoning the traditional mechanical transmission mechanism. It generates electricity by directly cutting magnetic field lines through the relative motion of permanent magnets, magnetic steel, and coil components, simplifying the structure while achieving efficient energy recovery. The magnetic circuit component is fixed to the outer cylinder of the shock absorber, and the coil component is integrated into the moving end of the push rod. The gap between the two ensures contactless energy conversion, avoiding the risk of failures such as gear wear and significantly reducing the interference of motion inertia on damping characteristics. The U-shaped cross-section design of the magnetic steel and the split combination of the permanent magnet optimize the magnetic field distribution. Combined with an external controller to dynamically adjust the coil load impedance, it can synergize electromagnetic damping force and hydraulic damping characteristics, improving the suspension's response speed and smoothness to different road conditions. Furthermore, the modular magnetic circuit and coil components support quick disassembly and maintenance, are compatible with existing hydraulic shock absorber retrofits or full electromagnetic damping solutions, achieving efficient vibration energy recovery and a comprehensive improvement in system reliability while ensuring shock absorption performance. Attached Figure Description

[0017] Figure 1 is a schematic diagram of the overall structure of the automotive shock absorber of this utility model.

[0018] The following are the labels in the diagram: 1. Permanent magnet; 2. Magnetic steel; 3. Coil; 4. Coil support; 6. Coil inlet and outlet wires; 7. Shock absorber top seat; 8. Shock absorber buffer sleeve; 9. Top rod; 10. Shock absorber piston; 11. Shock absorber outer cylinder. Detailed Implementation

[0019] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0020] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection, an electrical connection, or a connection that allows for communication; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0021] The following disclosure provides numerous different embodiments or examples for implementing various structures of the present invention. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the scope of the invention. Furthermore, reference numerals and / or letters may be repeated in different examples; such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. In addition, examples of various specific processes and materials are provided in this invention, but those skilled in the art will recognize the application of other processes and / or the use of other materials.

[0022] Please refer to the accompanying drawings in the specification. A car shock absorber, characterized in that it comprises: a shock absorber assembly, including a shock absorber top mount 7, a shock absorber buffer sleeve 8, a push rod 9, a shock absorber piston 10, and a shock absorber outer cylinder 11; one end of the push rod 9 is connected to the shock absorber top mount 7, and the other end passes through the shock absorber outer cylinder 11 and is connected to the piston 10; the shock absorber assembly, coaxially fitted outside the shock absorber outer cylinder 11, includes a permanent magnet 1 and a magnetically conductive steel 2, the magnetically conductive steel 2 having a U-shaped cross-section and being fixedly connected to the outer cylinder 11; a coil assembly, including a coil 3, a coil support 4, and coil inlet / outlet wires 6; the coil support 4 is fixed to the shock absorber top mount 7, the coil 3 is circumferentially wound around the coil support 4 and forms a clearance fit with the magnetic circuit assembly; wherein the coil inlet / outlet wires 6 are connected to an external controller, and the coil 3 and the magnetic circuit assembly generate relative motion when the shock absorber extends and retracts, converting mechanical energy into electrical energy through electromagnetic induction.

[0023] Specifically, the automotive shock absorber system consists of a shock absorber top mount 7, a buffer sleeve 8, a push rod 9, a piston 10, and an outer cylinder 11, forming the basic shock absorption structure. A permanent magnet 1 and a magnetically conductive steel 2 form the magnetic circuit assembly. A coil 3, a coil support 4, and coil input / output wires 6 constitute the power generation unit. The push rod 9 connects to the shock absorber top mount 7 and the piston 10 at both ends, and passes through the outer cylinder 11 to form a motion transmission mechanism. The magnetically conductive steel 2 is coaxially sleeved on the outside of the outer cylinder 11 using a U-shaped cross-section structure, and its inner wall is fixed to the outer cylinder 11 using a welding process. The coil support 4 is fixed to the bottom of the shock absorber top mount 7 by bolts, and the coil 3 is fixed to the surface of the coil support 4 by a spiral winding method.

[0024] When the vehicle vibrates during operation, the shock absorber top mount 7 remains relatively stationary with the vehicle frame, while the outer cylinder 11 undergoes axial displacement as the suspension moves. At this time, the permanent magnet 1 fixed to the outer cylinder 11 and the magnetic steel 2 form a closed magnetic circuit, generating relative motion with the coil 3 fixed to the top mount 7. The coil 3 cuts the magnetic field lines, generating an induced current, which is transmitted to the external controller through the coil input / output lines 6. This structure simultaneously achieves the dual functions of traditional hydraulic damping and electromagnetic energy recovery. In addition, the shock absorber buffer sleeve 8 can be made of composite elastic material, and a guide sealing structure can be added between the top rod 9 and the outer cylinder 11.

[0025] In another embodiment of this application, the permanent magnet 1 in the magnetic circuit assembly is a coaxially distributed cylindrical structure, and the magnetic steel 2 includes an inner magnetic ring that contacts the permanent magnet 1 and an outer magnetic ring that surrounds the permanent magnet 1.

[0026] Specifically, the permanent magnet 1 adopts a coaxial cylindrical structure, forming a composite magnetic circuit with the inner and outer magnetic rings of the magnetically conductive steel 2. The inner magnetic ring is made of laminated magnetically conductive material covering the inner surface of the permanent magnet 1, while the outer magnetic ring is made using an integral molding process to wrap the outer edge of the permanent magnet 1. The magnetic circuit assembly forms a complete magnetic circuit at the U-shaped opening end through continuous welding, significantly improving the uniformity of the magnetic field strength. In addition, the permanent magnet 1 can be divided into multiple sector-shaped units, which can be spliced ​​together into a complete magnetic ring through a dovetail groove structure, facilitating the local replacement of damaged magnetic blocks during maintenance.

[0027] In another embodiment of this application, the U-shaped cross-section opening end of the magnetic steel 2 faces the outer cylinder 11 of the shock absorber, and its inner wall is fixed to the surface of the outer cylinder 11 by welding or threaded connection.

[0028] Specifically, the U-shaped opening end of the magnetic steel 2 is designed with a beveled structure and is detachably connected to the outer cylinder 11 using countersunk screws. A welding boss is located at the bottom of the U-shaped groove, and a permanent bond between the magnetic steel 2 and the outer cylinder 11 is achieved through a fusion welding process. The inner wall surface undergoes a hardening treatment process to enhance wear resistance while maintaining magnetic conductivity. This design allows the magnetic circuit assembly to form an independent module, enabling the magnetic steel 2 and permanent magnet 1 to be disassembled and replaced separately during maintenance without replacing the entire outer cylinder 11 structure. In addition, the connection scheme includes tapered thread fastening and a quick-clamping mechanism.

[0029] In another embodiment of this application, the permanent magnet 1 is composed of an axially stacked ring magnet or a circumferentially segmented magnet combination.

[0030] Specifically, the permanent magnet 1 adopts an axially stacked assembly scheme, with multiple annular magnet units fixed by adhesive layers, and conductive dielectric layers placed between the layers to balance the magnetic field distribution. An alternative implementation uses a circumferentially segmented structure, dividing the permanent magnet 1 into multiple equidistant magnetic blocks, each with a positioning protrusion that engages with a corresponding slot in the magnetic steel 2. The axially stacked structure is suitable for high-frequency vibration environments, while the circumferentially segmented structure offers better impact resistance under large amplitude conditions. Users can choose the appropriate solution based on the vehicle's usage scenario.

[0031] In another embodiment of this application, the coil support 4 in the coil assembly is a ring-shaped frame, and the gap between its outer diameter and the inner diameter of the magnetic steel 2 is controlled within the range of 0.1-2mm.

[0032] Specifically, the coil support 4 is injection molded from engineering plastic, and its outer circumferential surface maintains a precise clearance fit with the inner wall of the magnetic steel 2. The gap space is filled with a special lubricating material to effectively reduce motion resistance and conduct working heat. An alternative embodiment provides a rolling guide mechanism in the gap, including a ceramic ball retainer and a guide rail, to achieve low-friction movement of the coil assembly.

[0033] In another embodiment of this application, the coil bracket 4 is fixed to the bottom flange face of the shock absorber top seat 7 by bolt connection or interference fit.

[0034] Specifically, the coil bracket 4 is fixed to the bottom flange face of the shock absorber top seat 7 by a uniformly distributed bolt array, and a precision positioning structure is machined on the mounting reference surface to ensure the coaxiality of the components. An alternative fixing method uses a tapered interference fit, where the coil bracket 4 is pressed into the tapered mounting hole of the top seat 7 using hydraulic equipment. The bolt connection method facilitates on-site maintenance and adjustment, while the interference fit method provides better overall rigidity. Both installation methods are equipped with anti-loosening structures to ensure long-term reliability.

[0035] In another embodiment of this application, the shock absorber top seat 7 is connected to the vehicle body, and the bottom of the shock absorber outer cylinder 11 is connected to the suspension swing arm via a buffer sleeve 8.

[0036] Specifically, the top of the shock absorber mount 7 is equipped with multi-layer vibration damping pads, which are connected to the vehicle subframe via flange bolts. A composite buffer sleeve 8, composed of layers of elastic materials with varying hardness, is installed at the bottom of the outer cylinder 11 to effectively attenuate high-frequency vibration energy. The suspension connection ends are equipped with self-lubricating universal joints, allowing for multi-directional free movement of the suspension system.

[0037] In another embodiment of this application, the external controller includes a function to control the magnitude of the charging current of the energy storage battery by the magnetic induction energy of the control coil, thereby adjusting the electromagnetic damping force by the induced current of the coil.

[0038] Specifically, the external control system integrates a power feedback management module, which autonomously optimizes its operating strategy based on multi-dimensional parameters such as vehicle speed, road conditions, vehicle posture, and acceleration through control algorithms. The alternative implementation scheme employs novel wide-bandgap semiconductor devices to improve power conversion efficiency and system response speed.

[0039] In another embodiment of this application, the shock absorber assembly includes a hydraulic damping structure, wherein the piston 10 is provided with a one-way valve and a throttle orifice.

[0040] Specifically, the piston 10 end face is equipped with a multi-stage damping control structure, including a basic throttling orifice system and a pressure-sensing valve assembly. When the piston 10's movement speed reaches a threshold, the disc spring valve assembly automatically opens to form a supplementary oil circuit. This hydraulic system works in conjunction with electromagnetic damping; in the low-frequency range, the electromagnetic components dominate vibration reduction, while hydraulic damping plays a major role in high-frequency vibrations. An oil reservoir compensation chamber can also be integrated inside the push rod 9 to achieve a self-maintenance function for the hydraulic system.

[0041] In another embodiment of this application, the magnetic circuit assembly is fixed to the outer surface of the shock absorber outer cylinder 11 by means of flange connection or integral casting.

[0042] Specifically, the magnetic circuit assembly offers two mounting options: a flange connection using lightweight alloy flanges and sealing rings, modularly assembled via bolt arrays; and a one-piece casting method, where the magnetic steel 2 and outer cylinder 11 are cast using a lost foam casting process. The flange connection facilitates replacement of the magnetic circuit assembly during maintenance, while the casting option offers superior structural rigidity and vibration characteristics. Both options have undergone rigorous environmental testing to meet the requirements of the vehicle's entire lifecycle.

[0043] This invention utilizes a coaxial nested design between the electromagnetic induction component and the shock absorber body, abandoning the traditional mechanical transmission mechanism. It generates electricity by directly cutting magnetic field lines through the relative motion of permanent magnets, magnetic steel, and coil components, simplifying the structure while achieving efficient energy recovery. The magnetic circuit component is fixed to the outer cylinder of the shock absorber, and the coil component is integrated into the moving end of the push rod. The gap between the two ensures contactless energy conversion, avoiding the risk of failures such as gear wear and significantly reducing the interference of motion inertia on damping characteristics. The U-shaped cross-section design of the magnetic steel and the split combination of the permanent magnet optimize the magnetic field distribution. Combined with an external controller to dynamically adjust the coil load impedance, it can synergize electromagnetic damping force and hydraulic damping characteristics, improving the suspension's response speed and smoothness to different road conditions. Furthermore, the modular magnetic circuit and coil components support quick disassembly and maintenance, are compatible with existing hydraulic shock absorber retrofits or full electromagnetic damping solutions, achieving efficient vibration energy recovery and a comprehensive improvement in system reliability while ensuring shock absorption performance.

[0044] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0045] Although embodiments of the present invention have been shown and described, those skilled in the art will understand 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 claims and their equivalents.

Claims

1. A car shock absorber, characterized in that, include: The shock absorber assembly includes a shock absorber top seat (7), a shock absorber buffer sleeve (8), a push rod (9), a shock absorber piston (10), and a shock absorber outer cylinder (11). One end of the push rod (9) is connected to the shock absorber top seat (7), and the other end passes through the shock absorber outer cylinder (11) and is connected to the piston (10). The shock absorber assembly is coaxially fitted outside the shock absorber outer cylinder (11) and includes a permanent magnet (1) and a magnetic steel (2). The magnetic steel (2) has a U-shaped cross section and is fixedly connected to the shock absorber outer cylinder (11). The coil assembly includes a coil (3), a coil support (4), and coil inlet / outlet wires (6). The coil support (4) is fixed to the shock absorber top seat (7). The coil (3) is wound circumferentially around the coil support (4) and forms a clearance fit with the magnetic circuit assembly. The coil inlet / outlet wires (6) are connected to an external controller. The coil (3) and the magnetic circuit assembly generate relative motion when the shock absorber extends and retracts, and convert mechanical energy into electrical energy through electromagnetic induction.

2. The shock absorber according to claim 1, characterized in that, In the magnetic circuit assembly, the permanent magnet (1) is a cylindrical structure with coaxial distribution, and the magnetic steel (2) includes an inner magnetic ring that contacts the permanent magnet (1) and an outer magnetic ring that wraps around the permanent magnet (1).

3. The shock absorber according to claim 2, characterized in that, The U-shaped cross-section of the magnetic steel (2) faces upward, and its inner wall is fixed to the surface of the outer cylinder (11) of the shock absorber by welding or threaded connection.

4. The shock absorber according to claim 2, characterized in that, The permanent magnet (1) adopts an integral cylindrical type, a circular stacked type, or a segmented combination type.

5. The shock absorber according to claim 1, characterized in that, The coil support (4) in the coil assembly is a ring frame, and the gap between its outer diameter and the inner diameter of the magnetic steel (2) is controlled within the range of 0.1-2mm.

6. The shock absorber according to claim 1, characterized in that, The coil bracket (4) is fixed to the bottom flange of the shock absorber top seat (7) by bolt connection or interference fit.

7. The shock absorber according to claim 1, characterized in that, The shock absorber top seat (7) is connected to the vehicle body, and the bottom of the shock absorber outer cylinder (11) is connected to the suspension swing arm.

8. The shock absorber according to claim 1, characterized in that, The external controller includes the function of controlling the charging current of the energy storage battery by the magnetic induction energy, and controls the electromagnetic damping force by adjusting the induced current of the coil (3).

9. The shock absorber according to claim 1, characterized in that, The shock absorber assembly includes a hydraulic damping structure, and its piston (10) is provided with a one-way valve and a throttle orifice.

10. The shock absorber according to claim 1, characterized in that, The magnetic circuit assembly is fixed to the outer surface of the shock absorber outer cylinder (11) by means of flange connection or integral casting.

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