High-stability vehicle shock absorber

Abstract

The utility model relates to the technical field of shock absorber, especially a high stability shock absorber for vehicle, solves the shortcoming that the shock absorber exists in prior art, including upper lifting ring, upper shell body is fixedly connected with one side of upper lifting ring, the lower shell body is slidably connected in the upper shell body, the lower shell body one side is provided with lower lifting ring, the lower shell body one side is provided with end cover and makes its inside complete sealing, the lower shell body is provided with floating piston, oil tank is arranged between floating piston and end cover, the other side of floating piston is provided with gas chamber, the upper shell body one side is fixedly connected with piston rod, the piston rod one end is provided with working piston, working piston is slidably connected with oil tank inside, the utility model discloses, has practicality is strong and the characteristics such as good shock attenuation effect.

Description

Technical Field

[0001] This utility model relates to the field of shock absorber technology, specifically a high-stability vehicle shock absorber. Background Technology

[0002] As a core component of the vehicle chassis system, automotive shock absorbers primarily function to dampen vibrations and impacts caused by uneven road surfaces during vehicle operation, suppressing body bounce, tilt, and vibration amplitude. Simultaneously, they ensure reliable wheel-to-ground contact, directly impacting vehicle handling stability, ride smoothness, and ride comfort. They also play a crucial role in ensuring vehicle safety and extending component lifespan. However, with the automotive industry's shift towards higher speeds, lighter weight, and greater intelligence, and with consumers' increasing demands for vehicle dynamic performance, the technical deficiencies of traditional automotive shock absorbers in terms of stability have become increasingly apparent, making them insufficient to meet the demands of complex operating conditions.

[0003] Therefore, it is essential to design a highly stable automotive shock absorber that is both practical and effective in damping shocks. Utility Model Content

[0004] The purpose of this invention is to provide a highly stable vehicle shock absorber to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a high-stability vehicle shock absorber, comprising an upper hanger, an upper housing fixedly connected to one side of the upper hanger, a lower housing slidably connected inside the upper housing, a lower hanger provided on one side of the lower housing, an end cap provided on one side of the lower housing to seal its interior, a floating piston provided inside the lower housing, an oil chamber provided between the floating piston and the end cap, an air chamber provided on the other side of the floating piston, a piston rod fixedly connected to one side of the upper housing, a working piston provided at one end of the piston rod, and the working piston slidably connected to the interior of the oil chamber.

[0006] According to the above technical solution, the surface of the working piston is provided with a plurality of holes and grooves, which are symmetrically and uniformly distributed.

[0007] According to the above technical solution, a spring is provided between the end cap and the upper housing.

[0008] Compared with the prior art, the beneficial effects achieved by this utility model are:

[0009] (1) By incorporating an oil tank and an air chamber, the piston moves upward, increasing the oil pressure in the upper part of the oil tank. The oil then flows back down through the grooves, providing damping force to suppress the spring's rebound. Simultaneously, the floating piston moves back towards the oil tank, causing the compressed gas in the air chamber to expand and assisting the working piston to return to its original position, completing one damping cycle. This bidirectional oil flow control via the grooves, combined with the floating piston's adjustment of the oil and gas, ensures that the shock absorber provides precise and appropriate damping force during both compression and extension strokes, guaranteeing vehicle stability. Attached Figure Description

[0010] Figure 1 This is a three-dimensional structural schematic diagram of the present invention;

[0011] Figure 2 This is a cross-sectional view of the present invention;

[0012] In the diagram: 1. Upper lifting ring; 2. Lower lifting ring; 3. Upper housing; 4. Lower housing; 5. Piston rod; 6. End cap; 7. Spring; 8. Working piston; 9. Oil tank; 10. Orifice; 11. Floating piston; 12. Air chamber. Detailed Implementation

[0013] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0014] 1. Please refer to Figure 1-2 This utility model provides a technical solution: a high-stability vehicle shock absorber, including an upper ring 1, an upper housing 3 fixedly connected to one side of the upper ring 1, a lower housing 4 slidably connected inside the upper housing 3, a lower ring 2 provided on one side of the lower housing 4, an end cap 6 provided on one side of the lower housing 4 to seal its interior, a floating piston 11 provided inside the lower housing 4, an oil tank 9 provided between the floating piston 11 and the end cap 6, an air tank 12 provided on the other side of the floating piston 11, a piston rod 5 fixedly connected to one side of the upper housing 3, a working piston 8 provided at one end of the piston rod 5, the working piston 8 slidably connected to the oil tank 9, a plurality of holes and grooves 10 provided on the surface of the working piston 8, the holes and grooves 10 being symmetrically and evenly distributed, and a spring 7 provided between the end cap 6 and the upper housing 3.

[0015] Specifically, the upper ring 1 serves as the connection hub between the shock absorber and the vehicle body. One side of it is firmly fixed to the upper housing 3, providing a solid upper support foundation for the entire shock absorber structure. Inside the upper housing 3, the lower housing 4 can slide smoothly. This design allows the shock absorber to flexibly extend and retract when dealing with vibrations and impacts during vehicle operation, effectively buffering the force from the road surface. The lower ring 2, located on one side of the lower housing 4, is used to connect with the vehicle's suspension system or wheel components, ensuring that the shock absorber can accurately transmit and attenuate vibration energy. The end cap 6 installed on one side of the lower housing 4 plays a crucial sealing role, creating a relatively enclosed space inside the lower housing 4. Within this enclosed space, the floating piston 11 divides it into two important areas: the oil tank 9 and the air tank 12. The oil tank 9 is filled with hydraulic oil of a specific viscosity, while the air tank 12 is filled with gas. This oil-gas mixture design greatly optimizes the damping characteristics of the shock absorber. When vibrations occur during vehicle operation, the floating piston 11 moves back and forth between the oil tank 9 and the air tank 12, utilizing the viscous damping of the oil and the compressible damping of the gas to efficiently attenuate vibrations. Compared to traditional single-medium damping methods, this approach is more effective. It adapts well to complex and changing road conditions and vehicle driving conditions, and significantly improves the stability of the shock absorber in different environments. The piston rod 5 is fixedly connected to one side of the upper housing 3, and one end of it extends into the interior of the lower housing 4. A working piston 8 is provided therein. The working piston 8 is tightly slidably connected to the interior of the oil tank 9. Several holes and grooves 10 are evenly and symmetrically distributed on the surface of the working piston 8. When the shock absorber is working, as the piston rod 5 drives the working piston 8 to move up and down, the hydraulic oil in the oil tank 9 will flow back and forth on both sides of the working piston 8 through these holes and grooves 10. When the vehicle encounters a bumpy road surface and the wheels move upward, the shock absorber is in its compression stroke. The working piston 8 moves downward, the oil pressure in the lower part of the oil tank 9 increases, and the oil flows quickly through the groove 10 to the upper part of the working piston 8. The throttling effect of the groove 10 generates a certain damping force, buffering the upward impact of the wheels. At the same time, some of the oil pushes the floating piston 11 to the side of the air chamber 12, further compressing the gas in the air chamber 12. The buffering effect of the gas helps to attenuate the vibration energy. When the vehicle is in its extension stroke and the wheels move downward, the working piston 8 moves upward, the oil pressure in the upper part of the oil tank 9 increases, and the oil flows back to the lower part through the groove 10. At this time, the groove 10 provides damping force again, suppressing the rebound of the spring, and the floating piston 11 moves back to the side of the oil tank 9. The compressed gas in the air chamber 12 expands, assisting the working piston 8 to return to its original position, completing one shock absorption cycle. This bidirectional oil flow control achieved through the groove 10, combined with the oil-air regulation by the floating piston 11, enables the shock absorber to accurately provide appropriate damping force during both compression and extension strokes, ensuring the smoothness of vehicle operation.

[0016] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of equivalents of the claims be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A high-stability vehicle shock absorber, comprising an upper suspension ring (1), characterized in that: The upper lifting ring (1) is fixedly connected to one side of the upper housing (3), and the lower housing (4) is slidably connected inside the upper housing (3). The lower housing (4) is provided with a lower lifting ring (2) on one side, and an end cap (6) is provided on one side of the lower housing (4) to seal its interior. A floating piston (11) is provided inside the lower housing (4), and an oil tank (9) is provided between the floating piston (11) and the end cap (6). An air tank (12) is provided on the other side of the floating piston (11). A piston rod (5) is fixedly connected to one side of the upper housing (3), and a working piston (8) is provided at one end of the piston rod (5). The working piston (8) is slidably connected to the interior of the oil tank (9).

2. The high-stability automotive shock absorber according to claim 1, characterized in that: The working piston (8) has a plurality of holes and grooves (10) on its surface, and the holes and grooves (10) are symmetrically and evenly distributed.

3. A high-stability automotive shock absorber according to claim 1, characterized in that: A spring (7) is provided between the end cap (6) and the upper housing (3).

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