A new hydraulic damping system

Abstract

The utility model discloses a novel hydraulic buffering system, be provided with hydraulic buffer block unit in the upper liquid cavity, and hydraulic buffer block unit follows piston rod and moves up and down in the buffer cylinder area, and hydraulic buffer block unit includes the sliding ring, and when piston rod moves up and down, the sliding ring slides along the inner wall surface of buffer cylinder. The utility model discloses when piston rod is in compression stroke, and the sliding ring moves up because of the high pressure of the lower part of the upper liquid cavity, and the oil can only pass through the hydraulic buffering unit, and the flow area reduces and generates greater damping force, effectively delays the rapid downward movement of piston rod, significantly improves the vehicle driving stability, and enhances the driving comfort.

Description

Technical Field

[0001] This utility model relates to the field of hydraulic buffer system technology, and in particular to a novel hydraulic buffer system. Background Technology

[0002] In the field of hydraulic damping systems, the current mainstream structure mainly consists of a recovery spring and a recovery block. The recovery spring is mostly made of high-strength spring steel in the form of a helical spring and is sleeved on the piston rod of the shock absorber. When the shock absorber undergoes a recovery operation after compression, the recovery spring can store and release energy, achieving an initial damping effect, helping the shock absorber piston rod to quickly return to its initial position, and can also bear a certain vertical load to ensure that the vehicle body maintains a normal height.

[0003] The recovery buffer block is usually made of elastic materials such as rubber or polyurethane and is installed on the upper or lower part of the shock absorber. When the shock absorber recovers to its limit position, the buffer block will play a final buffering role, preventing the piston rod from colliding hard with other components, thereby preventing excessive impact force and noise, and effectively protecting the shock absorber and vehicle body structure.

[0004] However, the existing hydraulic damping system has obvious shortcomings. When the shock absorber encounters a large bumpy road, the piston rod will move downward quickly. At this time, the system cannot provide enough damping force to slow down the movement speed of the piston rod. This situation will be clearly perceived by the driver and passengers, which will not only reduce passenger comfort, but also shorten the service life of the system.

[0005] Furthermore, the performance of the recovery spring gradually deteriorates over long-term use, rendering it ineffective in suppressing vehicle sway and noise, further exacerbating its short lifespan and reduced comfort. These factors make it difficult for existing hydraulic damping systems to meet higher performance demands when facing complex road conditions and long-term use.

[0006] For example, utility model application No. 202322878011.7 discloses a hydraulic damper. This solution improves the stability of the structure and ensures the temperature of the hydraulic fluid, preventing a weakening of the damping effect due to excessively high hydraulic fluid temperature. However, this solution also has limitations: it still struggles to provide sufficient damping under large bumps, and the problem of rapid piston rod movement remains unresolved. Furthermore, it does not address the performance degradation of the recovery spring, meaning that after long-term use, the vehicle's sway and noise suppression capabilities will still decrease, making it difficult to balance comfort under complex road conditions with a long system lifespan. There is still room for improvement in high-performance applications.

[0007] Therefore, there is a need for a new type of hydraulic cushioning system that can overcome the shortcomings of existing technologies, provide stable and efficient damping force, extend service life, and improve passenger comfort. Utility Model Content

[0008] To address the aforementioned problems, the purpose of this utility model is to provide a novel hydraulic buffer system that can effectively slow down the movement speed of the piston rod, prevent hard collisions, and reduce the generation of impact force and noise.

[0009] The objective of this utility model can be achieved through the following technical solution: a novel hydraulic buffer system, wherein a hydraulic buffer block unit is provided in the upper liquid chamber, the hydraulic buffer block unit moves up and down in the buffer cylinder area following the piston rod, the hydraulic buffer block unit includes a slip ring, and when the piston rod moves up and down, the slip ring slides along the inner wall surface of the buffer cylinder.

[0010] As a further embodiment of this utility model, the hydraulic buffer block unit also includes a limiting member, which is fixedly connected to the piston rod and limits the up-and-down sliding position of the slip ring.

[0011] As a further embodiment of this utility model, the hydraulic buffer block unit further includes an annular buffer valve seat and an annular buffer block. The buffer valve seat is located in the limiting range of the limiting member and is fixedly connected to the piston rod. The buffer block is located outside the buffer valve seat and is fixedly connected to the buffer valve seat. The buffer block has multiple flow grooves.

[0012] As a further embodiment of this utility model, the vertical cross-section of the buffer block is inverted L-shaped, and the protruding edge of the buffer block fits against the upper limit ring.

[0013] As a further embodiment of this utility model, the outer diameter surface of the slip ring is fitted to the inner diameter surface of the buffer cylinder.

[0014] As a further embodiment of this utility model, the bottom surface of the slip ring is provided with a plurality of drainage grooves, which are connected to the flow groove.

[0015] As a further embodiment of this utility model, the limiting member includes an upper limiting ring and a lower limiting ring, the upper limiting ring and the lower limiting ring are respectively fixedly connected to the piston rod, and the slip ring is located between the upper limiting ring and the lower limiting ring and is limited by the upper limiting ring and the lower limiting ring.

[0016] As a further embodiment of this utility model, the inner diameter surface of the slip ring is fitted to the inner diameter surface of the buffer block.

[0017] The beneficial effects of this utility model are:

[0018] 1. When the piston rod is in the compression stroke, the slip ring moves upward due to the high pressure in the lower part of the upper liquid chamber. The oil can only flow through the hydraulic buffer unit. The reduced flow area generates a large damping force, which effectively slows down the rapid downward movement of the piston rod, significantly improves the vehicle's driving stability, and enhances driving comfort.

[0019] 2. The design of the slip ring and hydraulic buffer unit of this utility model can dynamically adjust the oil flow state, reduce the impact of piston rod movement, reduce component wear, and avoid the problems caused by the performance degradation of traditional restoring buffer springs, thus greatly extending the service life of the hydraulic buffer system. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the hydraulic buffer system of this utility model;

[0021] Figure 2 This is a schematic diagram of the structure of the hydraulic buffer block unit of this utility model;

[0022] Figure 3 This is a schematic diagram of the external structure of the hydraulic buffer block unit of this utility model;

[0023] Figure 4 This is a schematic diagram of the structure of the buffer block of this utility model;

[0024] Figure 5 This is a schematic diagram of the external structure of the hydraulic buffer block unit of this utility model.

[0025] 110. Working cylinder; 120. Buffer cylinder; 130. Compression valve system; 140. Restoration valve system; 150. Piston rod;

[0026] 200. Hydraulic buffer block unit; 210. Slip ring; 211. Drain groove; 221. Upper limit ring; 222. Lower limit ring; 230. Buffer valve seat; 240. Buffer block; 241. Flow groove; 250. Raised edge;

[0027] 310. Lower liquid chamber; 321. Lower part of upper liquid chamber; 322. Upper part of upper liquid chamber. Detailed Implementation

[0028] The embodiments of this utility model are described in detail below. Examples of these embodiments are illustrated in the accompanying drawings, wherein the same or similar symbols 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.

[0029] Example 1:

[0030] like Figure 1As shown, this embodiment discloses a novel hydraulic buffer system, including a working cylinder 110, a buffer cylinder 120, a hydraulic buffer block unit 200, a compression valve system 130, and a recovery valve system 140, etc. The buffer cylinder 120 is located inside the working cylinder 110, and the hydraulic buffer block unit 200 works in the area of ​​the buffer cylinder 120.

[0031] The hydraulic buffer block unit 200 is fixed on the piston rod 150 and located in the upper hydraulic chamber of the working cylinder 110, operating in the buffer cylinder 120 area. The hydraulic buffer block unit 200 divides the upper hydraulic chamber into upper and lower parts.

[0032] Based on this hydraulic buffer system, when the car passes through a bumpy road section, the piston rod 150 is in the compression stroke, and the oil pressure in the lower fluid chamber 310 is relatively high. The oil in the lower fluid chamber 310 enters the upper fluid chamber through the compression valve system 130, and the oil pressure in the lower part 321 of the upper fluid chamber increases. The slip ring 210 works in the buffer cylinder 120 area, pushing the slip ring 210 to slide upward. At this time, the oil can only enter the upper part 322 of the upper fluid chamber through the hydraulic buffer unit. It is blocked by the gap between the slip ring 210 and the piston rod 150, and the flow area of ​​the oil is reduced, generating a large damping force, which slows down the tendency of the piston rod 150 to move downward quickly, so that the vehicle keeps driving smoothly.

[0033] At the same time, as the slip ring 210 slides upward, it can adjust the pressure of the lower part 321 of the upper liquid chamber, thereby affecting the flow rate of oil from the lower part 321 of the upper liquid chamber to the upper part 322 of the upper liquid chamber, thus achieving control of the oil flow speed.

[0034] This design not only enhances the cushioning effect of the hydraulic buffer system but also improves its adaptability to different road conditions. When the slip ring 210 adjusts its position according to oil pressure changes, the pressure in the lower part 321 of the upper fluid chamber is dynamically balanced, ensuring that the oil releases energy evenly and stably when flowing through the hydraulic buffer unit. This effectively reduces vehicle vibration when driving on bumpy roads and improves ride comfort. Furthermore, this design extends the service life of the hydraulic buffer system because the smooth flow of the oil reduces impact and wear on internal system components.

[0035] Example 2:

[0036] Based on Example 1, this example discloses a novel hydraulic buffer system, which adds a limiting component to the slip ring 210, such as... Figure 2 As shown, the limiting component includes an upper limit ring 221 and a lower limit ring 222. The upper limit ring 221 and the lower limit ring 222 are respectively fixedly connected to the piston rod 150. The slip ring 210 is located between the upper limit ring 221 and the lower limit ring 222 and is limited by the upper limit ring 221 and the lower limit ring 222.

[0037] By adding a limiting component, the slip ring 210 can be quickly reset, ensuring that the slip ring 210 will not disengage from the predetermined position of the buffer cylinder 120 even under extreme road conditions, thereby enhancing the stability and reliability of the system.

[0038] Example 3:

[0039] Based on Embodiment 2, this embodiment discloses a novel hydraulic buffer system, which adds a buffer valve seat 230 and an annular buffer block 240 to the slip ring 210, such as... Figure 2 As shown.

[0040] The buffer valve seat 230 and the buffer block 240 are annular. The buffer valve seat 230 is located between the upper limit ring 221 and the lower limit ring 222. The buffer valve seat 230 is sleeved on the piston rod 150 and is fixedly connected to the piston rod 150. The buffer block 240 is located outside the buffer valve seat 230 and is fixedly connected to the buffer valve seat 230.

[0041] Preferably, the vertical cross-section of the buffer block 240 or the buffer valve seat 230 is inverted L-shaped, such as... Figure 5 As shown, the raised edge 250 of the buffer block 240 fits against the upper limit ring 221, or as... Figure 2 As shown, the raised edge 250 of the buffer block 240 fits against the raised portion of the buffer valve seat 230.

[0042] Furthermore, the outer diameters of the buffer valve seat 230, the buffer block 240, and the upper limit ring 221 are basically the same, and all are smaller than the inner diameter of the buffer cylinder 120.

[0043] Preferably, the inner diameter surface of the slip ring 210 is fitted to the outer diameter surface of the buffer block 240. The fitting design between the slip ring 210 and the outer diameter surface of the buffer block 240 not only enhances the stability of the slip ring 210 during movement, but also further improves the overall performance of the hydraulic buffer system.

[0044] like Figure 4 As shown, the outer surface of the buffer block 240 has multiple flow grooves 241, and the inner diameter of the slip ring 210 is basically the same as the outer diameter of the vertical section of the buffer block 240. When the piston rod 150 moves downward, the slip ring 210 slides upward along the inner wall of the buffer cylinder 120, as shown. Figure 2 As shown, the oil circuit is connected, and at this time, the oil flows from the lower part 321 of the upper liquid chamber to the upper part 322 of the upper liquid chamber along the flow channel 241.

[0045] With the above structure, when the piston rod 150 moves downward, the slip ring 210 slides upward to the upper edge of the buffer block 240. At this time, the oil passage is opened, and the oil passes through the hydraulic buffer unit. The working pressure in the lower part 321 area of ​​the upper liquid chamber between the recovery valve system 140 and the hydraulic buffer unit increases, and the piston rod 150 can move downward at a uniform speed, which extends the service life of the recovery buffer system, keeps the shock absorber in good working condition, and increases the stability of the vehicle.

[0046] Preferably, such as Figure 3 As shown, the bottom surface of the slip ring 210 is provided with a drain groove 211. The depth and number of drain grooves 211 are smaller than those of the flow grooves 241. When the slip ring 210 slides upward and is located at the upper edge of the buffer block 240, the drain groove 211 connects to the flow groove 241. The oil can be guided into the flow groove 241 through the drain groove 211.

[0047] When the piston rod 150 moves upward, the slip ring 210 slides downward to the upper edge of the lower limit ring 222, and the connection between the drain groove 211 and the flow groove 241 is limited. At this time, the oil passage is basically closed, which can accelerate the oil from the lower liquid chamber 310 into the upper liquid chamber.

[0048] Furthermore, when the piston rod 150 moves downwards, the slip ring 210 slides between the lower limit ring 222 and the upper limit ring 221. Simultaneously, the slip ring 210 adjusts the volume of the lower part 321 of the upper liquid chamber, thereby adjusting the pressure in the lower part 321. This pressure adjustment prevents shocks and vibrations caused by sudden pressure changes. In addition, by adjusting the volume through the sliding of the slip ring 210, the flow rate of the oil can be effectively controlled, allowing the oil to pass smoothly through the hydraulic buffer unit, further enhancing the damping effect of the shock absorber.

[0049] The principle of this invention: This invention uses the up-and-down sliding of the slip ring 210 to open and close the oil passage and adjust the flow rate. When the piston rod 150 moves upward, the slip ring 210 slides down to close most of the oil passage, causing the oil to accelerate from the lower chamber 310 into the upper chamber, and the hydraulic buffer system quickly recovers. When the piston rod 150 moves downward, the slip ring 210 slides up to open the oil passage, allowing the oil to pass through the hydraulic buffer unit. By adjusting the volume and pressure of the lower part 321 of the upper chamber, it avoids shocks and vibrations that may be caused by sudden pressure changes. This dynamic adjustment mechanism not only optimizes the oil flow but also significantly improves the damper's cushioning performance, ensuring a smooth and comfortable ride.

[0050] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any equivalent substitutions or changes made by those skilled in the art within the technical scope disclosed in the present utility model, based on the technical solution and concept of the present utility model, should be included within the protection scope of the present utility model.

[0051] It should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not 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.

[0052] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this utility model, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0053] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; 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, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0054] In this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

Claims

1. A novel hydraulic buffer system, characterized in that, A hydraulic buffer block unit is provided in the upper liquid chamber. The hydraulic buffer block unit moves up and down with the piston rod in the buffer cylinder area. The hydraulic buffer block unit includes a slip ring. When the piston rod moves up and down, the slip ring slides along the inner wall of the buffer cylinder.

2. The novel hydraulic buffer system according to claim 1, characterized in that, The hydraulic buffer block unit also includes a limiting member, which is fixedly connected to the piston rod and limits the up and down sliding position of the slip ring.

3. The novel hydraulic buffer system according to claim 2, characterized in that, The hydraulic buffer block unit also includes an annular buffer valve seat and an annular buffer block. The buffer valve seat is located in the limiting range of the limiting member and is fixedly connected to the piston rod. The buffer block is located outside the buffer valve seat and is fixedly connected to the buffer valve seat. The buffer block has multiple flow grooves.

4. A novel hydraulic buffer system according to claim 3, characterized in that, The vertical cross-section of the buffer block is inverted L-shaped, and the protruding edge of the buffer block fits against the upper limit ring.

5. A novel hydraulic buffer system according to claim 1, characterized in that, The outer diameter surface of the slip ring is fitted to the inner diameter surface of the buffer cylinder.

6. A novel hydraulic buffer system according to claim 3, characterized in that, The bottom surface of the slip ring is provided with multiple drainage grooves, which are connected to the flow channel.

7. A novel hydraulic buffer system according to claim 2, characterized in that, The limiting component includes an upper limiting ring and a lower limiting ring, which are respectively fixedly connected to the piston rod. The slip ring is located between the upper limiting ring and the lower limiting ring and is limited by the upper limiting ring and the lower limiting ring.

8. A novel hydraulic buffer system according to claim 3, characterized in that, The inner diameter surface of the slip ring is in contact with the inner diameter surface of the buffer block.

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