Split piston and shock absorber

Abstract

The utility model provides a kind of split piston and shock absorber, belong to chassis technical field, including cylinder and inner core, the inner cavity of cylinder is provided with stop ring in circumference, the upper portion of stop ring forms the connecting chamber for detachably connecting solenoid valve, the lower portion of stop ring forms assembly chamber;Inner core is installed in assembly chamber with radial interference, the lower end of cylinder forms the press-in edge that bends inward, and press-in edge is used to press-in inner core in the lower end surface of stop ring.The utility model provides a kind of split piston, by axial limit and radial fixed structure, ensure the stability and reliability of split piston in working process, effectively promote operating precision, give full play to performance advantage, avoid equipment failure caused by inner core movement or excursion.

Description

Technical Field

[0001] This utility model belongs to the field of chassis technology, and more specifically, it relates to a split piston and a shock absorber. Background Technology

[0002] In the design and manufacture of shock absorbers, the piston is one of the key components, and its performance directly affects the working effect and service life of the shock absorber.

[0003] Split pistons are widely used in vibration dampers due to their ease of installation and modularity. However, existing split pistons lack reliable limiting and fixing structures, making them prone to axial movement or improper press-fitting during assembly. This can lead to radial displacement of the piston, resulting in decreased piston running accuracy and affecting its working performance. Utility Model Content

[0004] The purpose of this utility model is to provide a split piston, which aims to solve the problem that existing split pistons are prone to movement or displacement during assembly due to unreliable limiting and fixing structures, resulting in decreased piston running accuracy and affecting working performance.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is as follows: a split piston is provided, including a cylinder and an inner core. A stop ring is circumferentially arranged in the inner cavity of the cylinder. A connection chamber for detachably connecting a solenoid valve is formed above the stop ring, and an assembly chamber is formed below the stop ring.

[0006] The inner core is radially interference-fitted into the assembly cavity, and the lower end of the cylinder forms an inwardly bent press-fit edge, which is used to press the inner core onto the lower end face of the stop ring.

[0007] In one possible implementation, the upper end face of the inner core has an upper valve line surface located inside the stop ring at the middle part of the upper end face, and the outer periphery of the upper end face of the inner core has a stop mating surface that contacts the lower end face of the stop ring.

[0008] The lower end face of the inner core has a lower valve line surface located inside the press-fit edge at the middle of the lower end face, and the lower outer periphery of the inner core has a sealing mating surface that contacts the upper end face of the press-fit edge.

[0009] In one possible implementation, the upper valve line surface protrudes from the stop mating surface, and the lower valve line surface protrudes from the lower end surface of the press-fit edge.

[0010] In one possible implementation, the inner core is provided with a plurality of flow holes along its axial direction, the flow holes being connected to the upper valve face and the lower valve face respectively.

[0011] In one possible implementation, both the upper valve line surface and the lower valve line surface are provided with a plurality of throttling grooves.

[0012] In one possible implementation, the outer wall of the cylinder is provided with a rubber sleeve in the circumferential direction.

[0013] In one possible implementation, a relief groove is formed circumferentially on the outer wall of the cylinder, and a plurality of rubber-coating grooves are arranged radially spaced within the relief groove. The rubber-coating sleeve is fitted into the relief groove and seals with the rubber-coating groove.

[0014] In one possible implementation, the inner wall of the connecting chamber is circumferentially provided with internal threads for detachable connection of a solenoid valve.

[0015] In one possible implementation, the core is a metallurgical powder sintered material.

[0016] The advantages of this invention's split piston are as follows: Compared with existing technologies, the connecting chamber above the stop ring can be used for detachable connection of a solenoid valve, facilitating piston maintenance and replacement. A stop ring is circumferentially arranged within the inner cavity of the cylinder, which, together with the inwardly bent press-fit edge at the lower end, forms a double axial limiting structure. This effectively prevents the inner core from axially shifting during operation, ensuring that the inner core remains in its predetermined position even under high-frequency vibration or impact load conditions. Simultaneously, the inner core is radially interference-fitted into the assembly chamber. The frictional force generated by the interference fit provides reliable radial support, and the axial limiting structure further constrains the radial movement of the inner core, significantly enhancing its radial fixation strength and ensuring high precision piston operation. This invention's split piston, through its axial limiting and radial fixing structures, ensures the stability and reliability of the split piston during operation, effectively improving operational accuracy, fully leveraging performance advantages, preventing equipment failures caused by inner core shifting or displacement, reducing safety hazards, extending equipment lifespan, and reducing maintenance costs.

[0017] This utility model also provides a shock absorber, including the aforementioned split piston.

[0018] The beneficial effects of the shock absorber provided by this utility model are as follows: Compared with the prior art, this shock absorber uses the aforementioned split piston, thus possessing the same beneficial effects. Due to the double axial limiting structure formed by the cylinder stop ring and press-fit edge of the split piston, and the reliable radial fixation provided by the interference fit of the inner core, the piston can operate stably during operation, effectively preventing the attenuation of damping performance caused by inner core movement or displacement. When facing complex road conditions or high-frequency vibration conditions, the piston always maintains a high-precision operating state, ensuring that the shock absorber can continuously and stably perform its buffering and damping functions, significantly improving the ride comfort and running smoothness of vehicles or equipment. At the same time, the stable piston structure reduces the probability of failure caused by abnormal wear of components, extends the service life of the shock absorber, and reduces maintenance frequency and costs. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 A schematic diagram of a split piston provided by this utility model;

[0021] Figure 2 A schematic diagram of the structure of the cylinder without a press-fit edge at the lower end provided by this utility model;

[0022] Figure 3 A cross-sectional view of the inner core provided by this utility model;

[0023] Figure 4 A top view of the inner core provided by this utility model;

[0024] Figure 5 A bottom view of the inner core provided by this utility model;

[0025] Figure 6 This is a structural schematic diagram of a vibration damper provided by this utility model.

[0026] In the picture:

[0027] 1. Shock absorber assembly;

[0028] 2. Working cylinder;

[0029] 3. Solenoid valve;

[0030] 4. Split piston;

[0031] 41. Cylinder body; 42. Rubber sleeve; 43. Inner core; 411. Rubber groove; 412. First stop surface; 413. Second stop surface; 430. Upper valve line surface; 431. Lower valve line surface; 432. Flow hole; 433. Throttling groove; 434. Sealing mating surface; 435. Stop mating surface. Detailed Implementation

[0032] To make the technical problems, technical solutions, and beneficial effects of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model.

[0033] Unless otherwise explicitly specified, the use of terms such as "first," "second," or "third" is intended to distinguish different objects, not to describe a specific order.

[0034] Unless otherwise expressly defined, the use of directional terms such as “center,” “lateral,” “longitudinal,” “horizontal,” “vertical,” “top,” “bottom,” “inner,” “outer,” “upper,” “lower,” “front,” “back,” “left,” “right,” “clockwise,” “counterclockwise,” “high,” and “low” to indicate orientation or positional relationships is based on the orientation and positional relationships shown in the accompanying drawings and is only for the convenience of describing the present invention and simplifying the description. It is 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, and therefore should not be construed as limiting the specific protection scope of the present invention.

[0035] Please see Figures 1 to 5 The present invention provides a split piston 4. A split piston 4 includes a cylinder 41 and an inner core 43. A stop ring is circumferentially arranged in the inner cavity of the cylinder 41. A connection chamber for detachably connecting a solenoid valve 3 is formed above the stop ring, and an assembly chamber is formed below the stop ring. The inner core 43 is radially interference-fitted into the assembly chamber. An inwardly bent press-fit edge is formed at the lower end of the cylinder 41, which is used to press the inner core 43 onto the lower end face of the stop ring.

[0036] This invention provides a split piston 4, which, compared with existing technologies, allows for the detachable connection of a solenoid valve 3 to the upper chamber above the stop ring, facilitating piston maintenance and replacement. A stop ring is circumferentially arranged within the inner cavity of the cylinder 41, forming a double axial limiting structure in conjunction with the inwardly bent press-fit edge at the lower end. This effectively prevents the inner core 43 from axially shifting during operation, ensuring that the inner core 43 remains in its predetermined position even under high-frequency vibration or impact load conditions. Simultaneously, the inner core 43 is radially interference-fitted into the assembly chamber. The frictional force generated by the interference fit provides reliable radial support, and the axial limiting structure further constrains the radial movement of the inner core 43, significantly enhancing its radial fixation strength and ensuring high precision piston operation. This invention provides a split piston 4 that, through its axial limiting and radial fixing structures, ensures the stability and reliability of the split piston 4 during operation, effectively improving operational accuracy, fully leveraging its performance advantages, and preventing equipment malfunctions caused by the inner core 43 shifting or deviating.

[0037] The aforementioned structure enables the inner core 43 to be universally compatible, requiring only the replacement of the outer cylinder 41 to accommodate different piston outer diameter requirements. This universality of the inner core 43 significantly reduces R&D and production costs, while improving production flexibility and assembly efficiency. Companies no longer need to repeatedly invest manpower and resources in designing and developing the inner core 43 for pistons of different outer diameters. R&D personnel can then focus more on optimizing the cylinder 41 structure and improving its performance, accelerating product iteration and updates, and quickly responding to diverse market demands.

[0038] Specifically, the lower end of the cylinder 41 is sealed by a roll seal, forming a press-fit edge that bends inward in all directions. The roll seal process achieves uniform deformation of the press-fit edge. By applying uniform circumferential pressure through rollers, the press-fit edge bends inward at a consistent bending angle, avoiding the local deformation or stress concentration problems that may occur in traditional stamping processes. Secondly, this process creates a high-strength connection interface. During the roll seal process, the material of the cylinder 41 undergoes plastic deformation and forms an interference fit with the outer wall of the inner core 43. This physical connection not only provides reliable axial restraint but also enhances the radial stability of the inner core 43 through the radial constraint force generated by material deformation.

[0039] For ease of description, the upper end face of the stop ring is defined as the first stop face 412, and the lower end face of the stop ring is defined as the second stop face 413.

[0040] Please see Figure 1 , Figure 4 as well as Figure 5The inner core 43 has an upper valve line surface 430 located inside the stop ring at the center of its upper end face, and a stop mating surface 435 on the outer periphery of its upper end face that contacts the second stop surface 413 of the stop ring. The upper valve line surface 430, located inside the stop ring, forms a high-precision sealing line that, when mated with components such as the solenoid valve 3, effectively prevents fluid leakage, ensures stable pressure within the connecting chamber, and greatly improves the sealing performance and reliability of the piston operation. The stop mating surface 435 is in close contact with the first stop surface 412 of the stop ring, precisely limiting the axial displacement of the inner core 43. Together with the stop ring of the cylinder 41, it forms a stable axial limiting structure, firmly fixing the position of the inner core 43 under high-frequency vibration or impact loads and preventing it from shifting.

[0041] The lower end face of the inner core 43 has a lower valve line surface 431 located inside the press-fit edge at its center. The outer periphery of the lower end of the inner core 43 has a sealing mating surface 434 that contacts the upper end face of the press-fit edge. The lower valve line surface 431, located inside the press-fit edge, also features a high-precision sealing design. It works in conjunction with related components to achieve a reliable seal in the assembly chamber, ensuring stable internal pressure of the piston during operation and preventing performance degradation due to seal failure. The sealing mating surface 434 fits tightly against the upper end face of the press-fit edge. When the press-fit edge bends inward to fix the inner core 43, the two interact to further enhance the axial fixing effect of the inner core 43, while also providing a certain degree of constraint on radial displacement.

[0042] The aforementioned valve surface fit not only significantly improves the sealing performance of the split piston 4, ensuring precise control of the fluid medium, but also strengthens the limiting and fixing effect of the inner core 43, ensuring high precision and stability of piston operation, reducing the probability of failure, and extending the service life of the piston and equipment.

[0043] Please see Figure 1 The upper valve face 430 protrudes from the stop mating surface 435, and the lower valve face 431 protrudes from the lower end face of the press-fit edge. The protruding structures of the upper valve face 430 and the lower valve face 431 form a stress buffer gradient. When the piston is subjected to axial impact, the stop mating surface 435 contacts the sealing mating surface 434 first, dispersing the peak load to a larger area and preventing plastic deformation of the valve face due to local stress concentration. The upper valve face 430 forms an initial sealing pressure with the sealing surface of the solenoid valve 3 to ensure the overall sealing performance of the piston. The lower valve face 431 protrudes from the lower end face of the press-fit edge, forming a clearance height difference, which facilitates the fitting of the connecting ring onto the lower valve face 431 and overlaps the lower end face of the press-fit edge.

[0044] Please see Figures 3 to 5The inner core 43 has multiple flow holes 432 axially formed, which connect to the upper valve face 430 and the lower valve face 431 respectively. The arrangement of the flow holes 432 forms a dynamic pressure compensation mechanism. When the piston reciprocates, the flow holes 432 allow fluid to flow rapidly between the upper valve face 430 and the lower valve face 431, balancing the pressure difference on both sides of the inner core 43 and preventing uneven loading of the inner core 43 due to pressure imbalance. This pressure compensation characteristic is particularly suitable for high-frequency vibration conditions, effectively reducing abnormal wear between the inner core 43 and the cylinder 41, and extending the service life of the components.

[0045] By installing valve plates of different specifications on the upper valve facet 430 and lower valve facet 431, the opening size of the flow orifice 432 can be adjusted, ultimately achieving the regulation of fluid flow rate. Users can quickly replace valve plates with different opening sizes and elastic coefficients according to actual operating conditions, achieving graded or stepless regulation of fluid flow rate. In complex and variable working scenarios, such as damping adjustment of automotive shock absorbers under different road conditions, it can quickly match corresponding flow control schemes, significantly improving the equipment's adaptability to operating conditions.

[0046] Please see Figures 4 to 5 Both the upper valve facet 430 and the lower valve facet 431 are provided with several throttling grooves 433. The throttling grooves 433 are trapezoidal or V-shaped grooves, which can achieve precise control of fluid flow rate and velocity by increasing the resistance along the fluid flow path. The throttling grooves 433 can control the instantaneous flow velocity fluctuations of the fluid within a very small range, making pressure changes smoother, system operation more stable, and effectively avoiding shocks and vibrations caused by sudden changes in flow rate.

[0047] The throttling groove 433 can also form a multi-stage pressure buffering mechanism. When fluid passes through the upper and lower valve surfaces 431, the throttling groove 433 will consume fluid energy step by step, achieving gradual pressure attenuation and avoiding cavitation caused by sudden pressure drops. In addition, the throttling groove 433 can also work in conjunction with valve plates of different specifications. By changing the opening degree of the valve plate and the combined effect of the throttling groove 433, multi-dimensional regulation of fluid flow rate can be achieved.

[0048] The cylinder 41 is made of a metallic material, such as carbon steel. This ensures that the cylinder 41 does not undergo plastic deformation when subjected to high working pressure and high-frequency vibration. The stop ring is integrally formed inside the cylinder 41, and both components possess high structural strength.

[0049] Please see Figures 1 to 2 The outer wall of the cylinder 41 is provided with a rubber sleeve 42. The rubber sleeve 42 can be made of polytetrafluoroethylene (PTFE).

[0050] The upper end of the rubber-coated 42 is designed as a flared skirt. When the piston is in the return stroke, the skirt opens and fits tightly against the working cylinder 2 under the action of pressure oil, so that there is a good seal between the two. When the piston is in the compression stroke, the skirt is sealed at the minimum gap designed by itself.

[0051] Specifically, a relief groove is formed circumferentially on the outer wall of the cylinder 41. Multiple rubber-coated grooves 411 are radially spaced within the relief groove. The rubber-coated sleeve 42 is fitted into the relief groove and seals with the rubber-coated grooves 411. The relief groove provides installation and positioning space for the rubber-coated sleeve 42. The radially spaced rubber-coated grooves 411 effectively prevent circumferential or axial displacement of the rubber-coated sleeve 42 during piston operation, enhancing the connection stability between the rubber-coated sleeve 42 and the cylinder 41.

[0052] In addition, this structure can also disperse stress through the rubber groove 411 when the rubber sleeve 42 is under force, avoiding excessive local stress that could cause deformation or damage to the rubber sleeve 42, thus extending the service life of the rubber sleeve 42. At the same time, the stable installation of the rubber sleeve 42 also helps to maintain the balance during piston operation, improve the overall reliability and stability of piston operation, and provide a strong guarantee for the efficient and safe operation of the equipment.

[0053] Specifically, the inner wall of the connecting chamber is circumferentially provided with internal threads for detachable connection of the solenoid valve 3. This threaded connection allows operators to quickly install or remove the solenoid valve 3, significantly reducing downtime and maintenance costs during equipment maintenance, repair, or functional upgrades. During thread tightening, appropriate sealing measures, such as thread sealant or sealing rings, can further enhance the sealing of the connection, preventing media leakage. This is particularly suitable for hydraulic and pneumatic applications requiring strict sealing.

[0054] Based on the same inventive concept, this utility model also provides a vibration damper that uses the aforementioned split piston 4. Please refer to... Figure 6 The shock absorber includes a shock absorber assembly 1, which contains a working cylinder 2. The working cylinder 2 contains an axially connected solenoid valve 3 and the aforementioned split piston 4. The split piston 4 has throttling grooves 433 and replaceable valve plates on its upper valve face 430 and lower valve face 431, forming a dual control mechanism with the flow regulation of the solenoid valve 3, enabling precise control of the shock absorber's damping force.

[0055] Because this shock absorber uses the aforementioned split piston 4, it possesses the same beneficial effects as the split piston 4. Due to the double axial limiting structure formed by the stop ring and press-fit edge of the cylinder 41 in the split piston 4, and the reliable radial fixation provided by the interference fit of the inner core 43, the piston can operate stably during operation, effectively preventing the degradation of damping performance caused by the inner core 43 moving or shifting. When facing complex road conditions or high-frequency vibration conditions, the piston maintains a high-precision operating state, ensuring that the shock absorber can continuously and stably perform its buffering and damping functions, significantly improving the ride comfort and running smoothness of the vehicle or equipment. At the same time, the stable piston structure reduces the probability of failure caused by abnormal wear of components, extends the service life of the shock absorber, and reduces maintenance frequency and costs.

[0056] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A split piston (4), characterized in that, It includes a cylindrical body (41) and an inner core (43). A stop ring is provided circumferentially in the inner cavity of the cylindrical body (41). A connection chamber for detachably connecting a solenoid valve (3) is formed above the stop ring, and an assembly chamber is formed below the stop ring. The inner core (43) is radially interference-fitted into the assembly chamber, and the lower end of the cylinder (41) forms an inwardly bent press-fit edge, which is used to press the inner core (43) onto the lower end face of the stop ring.

2. A split piston (4) as described in claim 1, characterized in that, The upper end face of the inner core (43) has an upper valve line surface (430) located inside the stop ring at the middle part of the upper end face, and the outer periphery of the upper end face of the inner core (43) has a stop mating surface (435) that contacts the lower end face of the stop ring. The lower end face of the inner core (43) has a lower valve line surface (431) located inside the press-fit edge, and the lower outer periphery of the inner core (43) has a sealing mating surface (434) that contacts the upper end face of the press-fit edge.

3. A split piston (4) as described in claim 2, characterized in that, The upper valve line surface (430) protrudes from the stop mating surface (435), and the lower valve line surface (431) protrudes from the lower end surface of the press-fit edge.

4. A split piston (4) as described in claim 2, characterized in that, The inner core (43) has a plurality of flow holes (432) axially, and the flow holes (432) are respectively connected to the upper valve surface (430) and the lower valve surface (431).

5. A split piston (4) as described in claim 2, characterized in that, Both the upper valve surface (430) and the lower valve surface (431) are provided with a plurality of throttling grooves (433).

6. A split piston (4) as described in claim 1, characterized in that, The outer wall of the cylinder (41) is provided with a rubber sleeve (42) in the circumferential direction.

7. A split piston (4) as described in claim 6, characterized in that, The outer wall of the cylinder (41) forms a relief groove, and a plurality of rubber-coated grooves (411) are arranged at radial intervals along the cylinder (41) in the relief groove. The rubber-coated sleeve (42) is fitted into the relief groove and is sealed to the rubber-coated groove (411).

8. A split piston (4) as described in claim 1, characterized in that, The inner wall of the connecting chamber is provided with an internal thread for detachable connection of the solenoid valve (3) in the circumferential direction.

9. A split piston (4) as described in claim 1, characterized in that, The inner core (43) is a metallurgical powder sintered material.

10. A vibration damper, characterized in that, Includes the split piston (4) as described in any one of claims 1-9.

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