Aluminum alloy cylinder shock absorber for new energy vehicle

Abstract

This application discloses an aluminum alloy cylinder shock absorber for new energy vehicles, including an outer cylinder and an inner cylinder, and a piston rod slidably disposed in the inner cylinder. The outer cylinder is a rotating body with a hollow inner hole that extends unidirectionally from the bottom to the open part along its own axis. The open part of the outer cylinder has an inwardly folded bent edge. The inner cylinder is a straight cylinder structure with open ends. One end of the inner cylinder abuts against the bottom through a compression valve assembly, and the other end abuts against the bent edge through a guide. The piston rod is equipped with a piston valve body assembly at one end facing the compression valve assembly, and the other end is slidably disposed through the guide.

Description

Technical Field

[0001] This application relates to the field of vibration damper technology, specifically to an aluminum alloy cylinder vibration damper for new energy vehicles. Background Technology

[0002] Shock absorbers are important components of vehicle suspension systems, used to reduce vibrations during vehicle operation. Typically, shock absorbers are made of steel, with welded end caps at both ends of the outer cylinder to connect the compression valve assembly and guide assembly to the axial ends of the inner cylinder. This process involves numerous welds, long production time, and time-consuming subsequent cleaning processes. Furthermore, shock absorbers are heavy, especially in new energy vehicles. Reducing vehicle weight is one of the effective ways to improve vehicle load capacity and range. Therefore, it is necessary to conduct lightweight research and development on shock absorbers used in new energy vehicles, hence this proposal. Utility Model Content

[0003] The purpose of this application is to provide an aluminum alloy shock absorber for new energy vehicles to solve the problems in the prior art.

[0004] To achieve the above objectives, this application provides the following technical solution: an aluminum alloy cylinder shock absorber for new energy vehicles, comprising an outer cylinder 1 and an inner cylinder 2, and a piston rod 3 slidably disposed within the inner cylinder 2. The outer cylinder 1 is a rotating body extending unidirectionally from the bottom 101 to the open portion along its own axial direction and having a hollow inner hole 109. The open portion of the outer cylinder 1 forms an inwardly folded bend edge 107. The inner cylinder 2 is a straight cylinder structure with openings at both ends. One end of the inner cylinder 2 abuts against the bottom 101 through a compression valve assembly 7, and the other end abuts against the bend edge 107 through a guide 5. The piston rod 3 is equipped with a piston valve body assembly 4 at one end facing the compression valve assembly 7, and the other end slidably passes through the guide 5.

[0005] Furthermore, the hollow inner hole 109 of the outer cylinder 1 is a constant diameter hole structure, and the outer contour of the outer cylinder 1 forms multiple cylindrical segments with different outer diameters from the bottom 101 to the bending edge 107. Adjacent cylindrical segments are connected by a conical transition segment.

[0006] Furthermore, the cylindrical segments include a first cylindrical segment 102 near the bottom 101, a fourth cylindrical segment 106 near the bend edge 107, and a second cylindrical segment 103 and a third cylindrical segment 104 located in the middle; the conical transition segments include a first conical transition segment 105 whose small end connects to the fourth cylindrical segment 106 and whose large end connects to the third cylindrical segment 104, a second conical transition segment 110 whose small end connects to the second cylindrical segment 103 and whose large end connects to the third cylindrical segment 104, and a third conical transition segment 111 whose small end connects to the first cylindrical segment 102 and whose large end connects to the second cylindrical segment 103; the cone angle of the first conical transition segment 105 is 5°~8°, the cone angle of the second conical transition segment 110 is 59°~61°, and the cone angle of the third conical transition segment 111 is 29°~31°.

[0007] Furthermore, a hemispherical protrusion 108 is formed at one end of the third cylindrical section 104 near the second cylindrical section 103, which is used to fit and engage with the opening slot on the target steering knuckle bracket to restrict the rotational freedom of the outer cylinder 1 in its own circumferential direction.

[0008] Furthermore, the outer cylinder 1 is integrally formed by die casting of 6063 aluminum alloy.

[0009] Furthermore, a spring disc 6 is connected to one end of the outer cylinder 1 at the open end.

[0010] Furthermore, the surface of the outer cylinder 1 is covered with a ceramic layer at least on the outer contour outside the bent edge.

[0011] Furthermore, an oil storage cavity 8 is formed between the side walls of the outer cylinder 1 and the inner cylinder 2. The end of the guide 5 facing the bent edge 107 has a stepped recess 502 with a fixed oil seal 9. The guide 5 is also provided with an oil passage 501 that connects the bottom of the stepped recess 502 and the oil storage cavity 8, so as to form a lubricating oil film between the sliding surfaces of the guide 5 and the piston rod 3.

[0012] Furthermore, the thickness of the thinnest part of the bottom 101 is 2.5 times the wall thickness of the first cylindrical segment 102.

[0013] The beneficial technical effects of this application are as follows: The new energy vehicle aluminum alloy cylinder shock absorber provided by this application has an outer cylinder with a hollow inner hole structure, which is integrally formed by die casting of aluminum alloy, and a bent edge formed at the open part of the outer cylinder. The bent edge forms a riveting edge, thereby forming a stable connection between the compression valve assembly, the inner cylinder, and the guide. The process is short and simple, and the production efficiency is high. At the same time, it has the advantages of being lightweight and having high strength. Attached Figure Description

[0014] Figure 1 This is a cross-sectional view of the aluminum alloy shock absorber for new energy vehicles in this application; Figure 2This is a partial view of the outer cylinder of the aluminum alloy shock absorber for new energy vehicles in this application; In the diagram: 1. Outer cylinder; 101. Bottom; 102. First cylindrical section; 103. Second cylindrical section; 104. Third cylindrical section; 105. First conical transition section; 106. Fourth cylindrical section; 107. Bent edge; 108. Protrusion; 109. Hollow inner hole; 110. Second conical transition section; 111. Third conical transition section; 2. Inner cylinder; 3. Piston rod; 4. Piston valve body assembly; 5. Guide; 501. Oil passage; 502. Stepped recess; 6. Spring disc; 7. Compression valve assembly; 8. Oil reservoir; 9. Oil seal. Detailed Implementation

[0015] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0016] Please see Figure 1-2 A new energy vehicle aluminum alloy cylinder shock absorber includes an outer cylinder 1 and an inner cylinder 2, and a piston rod 3 slidably disposed in the inner cylinder 2. The outer cylinder 1 is a rotating body that extends unidirectionally from the bottom 101 to the open part along its own axis and has a hollow inner hole 109. The open part of the outer cylinder 1 forms an inwardly folded edge 107. The inner cylinder 2 is a straight cylinder structure with openings at both ends. One end of the inner cylinder 2 abuts against the bottom 101 through a compression valve assembly 7, and the other end abuts against the folded edge 107 through a guide 5. The piston rod 3 is equipped with a piston valve body assembly 4 at one end facing the compression valve assembly 7, and the other end slides out of the guide 5.

[0017] In a preferred embodiment, the hollow inner hole 109 of the outer cylinder 1 is a constant diameter hole structure, and the outer contour of the outer cylinder 1 forms multiple cylindrical segments with different outer diameters from the bottom 101 to the bending edge 107, with adjacent cylindrical segments connected by a tapered transition segment.

[0018] Specifically, the cylindrical segments include a first cylindrical segment 102 near the bottom 101, a fourth cylindrical segment 106 near the bend edge 107, and a second cylindrical segment 103 and a third cylindrical segment 104 located in the middle; the conical transition segments include a first conical transition segment 105 whose small end connects to the fourth cylindrical segment 106 and whose large end connects to the third cylindrical segment 104, a second conical transition segment 110 whose small end connects to the second cylindrical segment 103 and whose large end connects to the third cylindrical segment 104, and a second conical transition segment 110 whose small end connects to the first cylindrical segment 102 and whose large end connects to the second cylindrical segment 103. The third conical transition section 111; the cone angle of the first conical transition section 105 is 5°~8°, and in this embodiment, the cone angle is preferably 6°; the cone angle of the second conical transition section 110 is 59°~61°, and in this embodiment, the cone angle is preferably 60°; the cone angle of the third conical transition section 111 is 29°~31°, and in this embodiment, the cone angle is preferably 30°; in this embodiment, the diameter of the third cylindrical section 104 is 8mm larger than the diameter of the fourth cylindrical section 106, so that the first conical transition section 105 has the optimal connection transition length; With the above configuration, during use, a section of the first cylindrical segment 102, the second cylindrical segment 103, and the third cylindrical segment 104 is fitted into the mounting hole on the target steering knuckle bracket on the vehicle. The fixed step formed by the second tapered transition segment 110 and the third tapered transition segment 111 is used to achieve axial positioning with the target steering knuckle bracket, thereby bearing axial force. The small cone angle extension of the first tapered transition segment 105 enables a smooth transition connection between the third cylindrical segment 104 and the fourth cylindrical segment 106. In this way, the radial load generated by the vehicle through the spring disc 6 (see below) on the outer cylinder 1 during operation can be reasonably distributed in the axial direction of the outer cylinder 1, that is, to achieve an equal strength structure. In addition to increasing the strength of the shock absorber, it also helps to reduce weight.

[0019] More preferably, a hemispherical protrusion 108 is formed at one end of the third cylindrical section 104 near the second cylindrical section 103, which is used to fit and engage with the opening slot on the target steering knuckle bracket to restrict the rotational freedom of the outer cylinder 1 in its own circumferential direction, thereby preventing the shock absorber from rotating circumferentially during operation.

[0020] Specifically, in this embodiment, the outer cylinder 1 is integrally formed by die casting of 6063 aluminum alloy and undergoes T6 treatment to further improve the strength of the outer cylinder 1.

[0021] The new energy vehicle aluminum alloy cylinder shock absorber provided in this application has an outer cylinder 1 with a hollow inner hole 109, which is integrally formed by die casting of aluminum alloy, and a bent edge 107 formed at the open part of the outer cylinder 1. The bent edge 107 forms a riveting edge, thereby forming a stable connection between the compression valve assembly 7, the inner cylinder 2, and the guide 5. The process is short and simple, the production efficiency is high, and it has the advantages of being lightweight and having high strength.

[0022] More preferably, a spring disc 6 is connected to one end of the outer cylinder 1 at the open portion. In this embodiment, the spring disc 6 can be connected to the outer cylinder 1 by welding or interference fit using existing technology, and is used to abut against the spring during use.

[0023] In a further preferred embodiment, the outer cylinder 1 surface is covered with a ceramic layer at least on the outer contour outside the bent edge 107. This gives the outer cylinder 1 surface exposed to the external environment better wear resistance, effectively resisting the impact and wear of road debris on the outer cylinder 1 surface during use, and improving the reliability and durability of the shock absorber. The bent edge 107 is also protected by the spring disc 6 covering the outside. At the same time, since the outer surface of the bent edge 107 does not need to be covered with a ceramic layer, the toughness of the aluminum alloy itself is preserved, and it is also convenient for the bent edge 107 to be flipped and deformed during riveting. It can be understood that in this embodiment, the bent edge 107 is formed by riveting the solid edge of the open part of the outer cylinder 1. Of course, it can also be formed by stamping and bending, thereby sequentially fastening the guide 5, the inner cylinder 2, and the compression valve assembly 7 to the inside of the outer cylinder 1 to form a stable integrated structure.

[0024] In a further preferred embodiment, an oil storage cavity 8 is formed between the side walls of the outer cylinder 1 and the inner cylinder 2. The end of the guide 5 facing the bent edge 107 has a stepped recess 502 with a fixed oil seal 9. The guide 5 is also provided with an oil passage 501 connecting the bottom of the stepped recess 502 and the oil storage cavity 8 to form a lubricating oil film between the sliding surfaces of the guide 5 and the piston rod 3. Its working principle is as follows: when the shock absorber is working, as the piston rod 3 moves, the hydraulic oil in the cylinder body formed by the inner cylinder 2 flows through the throttling holes on the piston valve body assembly 4 into the cylinder bodies at both ends of the piston valve body assembly 4, and can also flow through the piston valve body assembly 4 into the cylinder bodies at both ends of the piston valve body assembly 4. The hydraulic fluid enters the stepped recess 502 through the sliding contact surface between the piston rod 3 and the guide 5. Due to the sealing effect of the oil seal 9, it will not leak out along the piston rod 3, and thus enters the oil reservoir 8 through the oil passage 501. The compression valve assembly 7 and the piston valve body assembly can both adopt existing technologies. In this way, the oil reservoir 8 can be connected to the cylinder body in a controlled manner through the compression valve assembly 7, so that the hydraulic oil in the oil reservoir and the hydraulic pressure in the cylinder body are always in dynamic flow. This forms a forced lubricating oil film between the sliding contact surface between the guide 5 and the piston rod 3, ensuring the sensitivity of the piston rod 3 during movement, and extending the service life of the shock absorber.

[0025] Furthermore, the thickness of the thinnest part of the bottom 101 is 2.5 times the wall thickness of the first cylindrical section 102. This effectively ensures the strength and rigidity of the bottom 101 and guarantees the reliability of the vibration damper.

[0026] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0027] Although embodiments of this application have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A new energy vehicle aluminum alloy cylinder shock absorber, comprising an outer cylinder (1) and an inner cylinder (2), and a piston rod (3) slidably disposed within the inner cylinder (2), characterized in that: The outer cylinder (1) is a rotating body with a hollow inner hole (109) extending unidirectionally from the bottom (101) to the open part along its own axis. The open part of the outer cylinder (1) has an inwardly folded edge (107). The inner cylinder (2) is a straight cylinder structure with openings at both ends. One end of the inner cylinder (2) abuts against the bottom (101) through the compression valve assembly (7), and the other end abuts against the folded edge (107) through the guide (5). The piston rod (3) is equipped with a piston valve body assembly (4) at one end facing the compression valve assembly (7), and the other end slides out through the guide (5).

2. The new energy vehicle aluminum alloy cylinder shock absorber according to claim 1, characterized in that: The hollow inner hole (109) of the outer cylinder (1) is a constant diameter hole structure. The outer contour of the outer cylinder (1) forms multiple cylindrical segments with different outer diameters from the bottom (101) to the bending edge (107). Adjacent cylindrical segments are connected by a conical transition segment.

3. The aluminum alloy cylinder shock absorber for new energy vehicles according to claim 2, characterized in that: The cylindrical segments include a first cylindrical segment (102) near the bottom (101), a fourth cylindrical segment (106) near the bend edge (107), and a second cylindrical segment (103) and a third cylindrical segment (104) located in the middle; the conical transition segments include a first conical transition segment (105) with its small end connected to the fourth cylindrical segment (106) and its large end connected to the third cylindrical segment (104), a second conical transition segment (110) with its small end connected to the second cylindrical segment (103) and its large end connected to the third cylindrical segment (104), and a third conical transition segment (111) with its small end connected to the first cylindrical segment (102) and its large end connected to the second cylindrical segment (103); the cone angle of the first conical transition segment (105) is 5°~8°, the cone angle of the second conical transition segment (110) is 59°~61°, and the cone angle of the third conical transition segment (111) is 29°~31°.

4. The new energy vehicle aluminum alloy cylinder shock absorber according to claim 3, characterized in that: A hemispherical protrusion (108) is formed at one end of the third cylindrical section (104) near the second cylindrical section (103) for fitting and engaging with the opening slot on the target steering knuckle bracket to restrict the rotational freedom of the outer cylinder (1) in its own circumferential direction.

5. The new energy vehicle aluminum alloy cylinder shock absorber according to claim 1, characterized in that: The outer cylinder (1) is integrally formed by die casting of 6063 aluminum alloy.

6. The new energy vehicle aluminum alloy cylinder shock absorber according to any one of claims 1 to 5, characterized in that: The outer cylinder (1) is connected to a spring disc (6) at one end of the open section.

7. The new energy vehicle aluminum alloy cylinder shock absorber according to claim 6, characterized in that: The outer cylinder (1) is covered with a ceramic layer at least on the outer contour of the body other than the bent edge (107).

8. The new energy vehicle aluminum alloy cylinder shock absorber according to claim 1, characterized in that: An oil storage cavity (8) is formed between the side walls of the outer cylinder (1) and the inner cylinder (2). The guide (5) has a stepped recess (502) with a fixed oil seal (9) at one end facing the bent edge (107). The guide (5) is also provided with an oil passage (501) that connects the bottom of the stepped recess (502) and the oil storage cavity (8) to form a lubricating oil film between the guide (5) and the sliding surface of the piston rod (3).

9. The new energy vehicle aluminum alloy cylinder shock absorber according to claim 5, characterized in that: The thickness of the thinnest part of the bottom (101) is 2.5 times the wall thickness of the first cylindrical section (102).

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