A multi-tube shock absorber for a vehicle

Abstract

The utility model relates to a kind of multi-tube shock absorber for vehicle, including outer tube, center tube, inner tube and the damping valve device of being placed outside the outer tube outside, wherein, flange structure is provided on center tube, the flange structure is extended along the radial direction of center tube and forms the mounting hole for fixed damping valve device, and the ratio range of the extension distance L of flange structure from the radial direction of outer wall of center tube and the wall thickness T of center tube non-flange structure is 1.5-2.1. Through the above structural design, while improving the stability of shock absorber installation, it can also effectively control its overall volume, ensure that its size is within reasonable range, so as to avoid the interference of shock absorber and other components inside vehicle.

Description

Technical Field

[0001] This utility model relates to the technical field of shock absorbers, and in particular to a multi-tube shock absorber for vehicles. Background Technology

[0002] In a multi-tube shock absorber with adjustable damping force, the structure typically comprises an inner tube, a middle tube coaxially arranged around the inner tube, and an outer tube, forming different chambers between the tubes to provide flow channels for the damping fluid. A piston capable of axial reciprocating movement is installed in the inner tube to divide it into multiple working chambers. A damping valve is usually located on the outside of the outer tube to ensure fluid communication between the multiple working chambers during the compression and rebound phases of the shock absorber, thereby adjusting the damping force to meet the requirements of vehicle stability and comfort.

[0003] However, existing shock absorbers have some shortcomings in the configuration of damping valves. When installing the damping valve on the outside of the outer tube, additional connectors need to be installed on the outer tube, which complicates the assembly process of the shock absorber. Furthermore, loose connections can create points of failure, affecting the reliability and durability of the shock absorber. On the other hand, the additional connectors increase the overall size of the shock absorber in the vehicle, making it easier to cause interference between different parts inside the vehicle. These problems limit the performance optimization and widespread use of shock absorbers.

[0004] It should be noted that the information disclosed in the background section of this utility model is intended only to enhance the understanding of the general background of this utility model, and should not be regarded as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Utility Model Content

[0005] To overcome the aforementioned defects, this utility model provides a multi-tube shock absorber for vehicles, wherein a flange structure is provided on the middle tube of the shock absorber and the size of the flange structure is further defined. Through the above structural design, the assembly process of the shock absorber is simplified, the installation stability of the shock absorber is improved, and its overall volume can be effectively controlled to ensure that its size is within a reasonable range, thereby avoiding interference between the shock absorber and other internal components of the vehicle.

[0006] According to an embodiment of the present invention, a multi-tube shock absorber for a vehicle is provided, comprising: an outer tube and an inner tube coaxially arranged relative to the outer tube, wherein a compensation chamber for receiving hydraulic fluid is formed between the outer tube and the inner tube; a working piston connected to a piston rod and arranged to reciprocate within the inner tube, wherein the internal space of the inner tube is divided into a first working chamber and a second working chamber by the working piston; a central tube arranged within the compensation chamber and attached to the inner tube; and a damping valve device externally disposed on the outer tube, the damping valve device being used to regulate the flow rate of hydraulic fluid in the shock absorber, characterized in that a flange structure is provided on the central tube, the flange structure extending radially outward along the central tube to fix the damping valve device; the main body of the central tube, excluding the flange structure, has a wall thickness T, and the ratio of the radial outward extension distance L of the flange structure from the outer wall of the central tube to the wall thickness T is in the range of 1.5-2.1.

[0007] In a preferred embodiment of the present invention, the flange structure has an annular groove with a circular cross-section, and an elastic sealing ring is provided in the annular groove. The elastic sealing ring is used to form a sealing fit between the damping valve device and the flange structure.

[0008] In a preferred embodiment of this utility model, the value of L, which extends radially outward from the outer wall of the central tube, is 2.65-3.75 cm.

[0009] In a preferred embodiment of this invention, the flange structure is integrally formed with the central tube and has an annular cross-section to form a through hole for fluid to pass through.

[0010] In a preferred embodiment of the present invention, the outer tube has an opening for receiving the damping valve device, the size of which is adapted to the opening of the damping valve device and the flange structure.

[0011] In a preferred embodiment of this utility model, the diameter R of the circular cross-section of the flange structure ranges from 1.4 to 1.8 cm.

[0012] In a preferred embodiment of this utility model, the length of the central tube is 50-80% of the length of the inner tube, and the central tube is attached to the inner tube via a central tube connecting portion.

[0013] In a preferred embodiment of the present invention, the central tube connection portion includes a first central tube connection portion and a second central tube connection portion, wherein the first central tube connection portion is located at the end of the central tube axially close to the piston rod, and the second central tube connection portion is located at the end of the central tube axially away from the piston rod.

[0014] In a preferred embodiment of the present invention, the first central tube connecting portion and the second central tube connecting portion each include a constricted portion extending radially inward in the circumference. In the region of the constricted portion, the diameter of the central tube is reduced inward, thereby causing the central tube to abut against the inner tube.

[0015] In a preferred embodiment of the present invention, in the axial direction of the central tube, the main body portion of the central tube is located between the first central tube connecting portion and the second central tube connecting portion.

[0016] The multi-tube shock absorber for vehicles provided by this invention has other features and advantages that will be apparent from or will be detailed in the accompanying drawings and subsequent embodiments incorporated herein, which together serve to explain the particular principles of this invention. Attached Figure Description

[0017] The present invention will now be further described with reference to several embodiments in the accompanying drawings.

[0018] Figure 1 This is a cross-sectional schematic diagram of the multi-tube vibration damper according to the present invention; Figure 2 This is a cross-sectional schematic diagram of the central tube according to an exemplary embodiment of the present invention; Figure 3 This is a cross-sectional schematic diagram of a flange structure according to an exemplary embodiment of the present invention. Detailed Implementation

[0019] The present invention will now be described in detail with reference to various embodiments, examples of which are presented in the accompanying drawings and described below. Although the present invention will be described in conjunction with exemplary embodiments, it should be understood that this specification is not intended to limit the present invention to these exemplary embodiments. Rather, the present invention is intended to cover not only these exemplary embodiments, but also various alternatives, modifications, equivalents and other embodiments that may be included within the spirit of the present invention and the scope defined by the appended claims.

[0020] In the following description of this utility model, it should be noted that, unless otherwise stated, the term "multiple" refers to two or more; the terms "upper," "lower," "inner," "outer," "top," "bottom," etc., indicating orientation or positional relationships 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, and therefore should not be construed as a limitation on this utility model. The directional terms appearing in the following description refer to the directions shown in the figures and are not intended to limit the specific structure of this utility model.

[0021] In the description of this utility model, it should also 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 direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0022] To better understand this utility model, the following is in conjunction with... Figures 1 to 3 A multi-tube vibration damper according to an embodiment of the present invention will be described in detail.

[0023] Figure 1 A vibration damper 100 is shown, wherein the vibration damper 100 is a multi-tube vibration damper, such as a dual-tube vibration damper. The vibration damper 100 has an outer tube 1, which forms the outer surface of the vibration damper 100. Preferably, the outer tube 1 is a housing. Inside the outer tube 1, an inner tube 2 is arranged coaxially with respect to it. A compensation cavity 3 is formed between the outer tube 1 and the inner tube 2, and the compensation cavity 3 is preferably at least partially filled with hydraulic fluid. Preferably, the compensation cavity 3 is partially filled with gas.

[0024] A working piston 4, connected to piston rod 5, is arranged within inner tube 2 such that it can move within inner tube 2, wherein inner tube 2 preferably serves as a guide for working piston 4. Working piston 4 preferably has a valve device. Working piston 4 divides the internal space of inner tube 2 into a first working chamber 6 near piston rod 5 and a second working chamber 7 away from piston rod 5.

[0025] The internal space of the outer tube 1 is fluid-sealed on the piston rod 5 side by a sealing assembly 18, and the end of the inner tube 2 on the piston rod 5 side is preferably fixed to the sealing assembly 18. Opposite to the sealing assembly 18, at the end away from the piston rod 5, the internal space of the outer tube 1 is fluid-sealed by a base member 19. For example, a bottom valve 20 is arranged on the base member 19, specifically attached to the end of the inner tube 2 away from the piston rod 5. The bottom valve 20 is preferably a check valve, which allows flow in two directions or only in one direction. The second working chamber 7 is preferably fluidly connected to the compensation chamber 3 via the bottom valve 20.

[0026] like Figure 1 As shown, a central tube 8 is coaxially arranged between the inner tube 2 and the outer tube 1. A compensation cavity 3 is formed between the inner tube 2 and the outer tube 1, and the central tube 8 is arranged within the compensation cavity 3. The length of the central tube 8 is preferably 50% to 80% of the length of the inner tube 2. The central tube 8 is specifically attached to the inner tube 2 via a central tube connector. Figure 1 As shown, the central tube connection includes a first central tube connection 13 arranged in the central tube 8 near the piston rod 5, and a second central tube connection 14 arranged in the central tube 8 away from the piston rod 5.

[0027] Combination Figure 1 and Figure 2 As can be seen, the first central tube connecting part 13 and the second central tube connecting part 14 preferably each include a radially inward, circumferentially extending contraction part 15, wherein the diameter of the contraction part 15 is reduced relative to the diameter of its adjacent part, and the diameter of the contraction part 15 is preferably equal to or slightly smaller than the diameter of the inner tube 2, so that the central tube 8 is tightly attached to the outer surface of the inner tube 2 through at least two contraction parts 15, so that a stable connection relationship is formed between the central tube 8 and the inner tube 2.

[0028] In addition, the central tube 8 also includes the main body 17, such as Figure 2 As shown, in the axial direction of the central tube 8, the part between the first central tube connecting part 13 and the second central tube connecting part 14 is the main body of the central tube 8. Figure 2 It can be clearly seen that the main body 17 of the central tube 8 is adjacent to the contracted portion 15 of the two connecting parts. The main body 17 of the central tube 8 preferably has a constant diameter and cross-section, such as... Figure 1 As shown, an annular space 21 is formed between the inner wall of the main body 17 of the central tube 8 and the outer wall of the inner tube 2. At least one channel opening 22 is provided in the inner tube 2. The channel opening 22 is preferably opened on the side close to the first working space 6. The channel opening 22 can connect the damping fluid of the first working space 6 to the annular space 21.

[0029] like Figure 1 As shown, the central tube 8 is also provided with a flange structure 9. Combined with... Figure 1It is understood that the flange structure 9 is used to attach the damping valve device 10 to the central tube 8. Specifically, the flange structure 9 forms the receiving part of the damping valve device 10. When installing the damping valve device 10, the base of the damping valve device 10 is attached to the flange structure 9, thereby realizing the fluid connection between the damping valve device 10 and the annular space 21. The flange structure 9 constitutes the fluid inlet / fluid outlet of the damping valve device 10. In the working state of the shock absorber, the damping fluid enters the damping valve device 10 from the annular space 21 through the flange structure 9, or enters the annular space 21 from the damping valve device 10 through the flange structure 9.

[0030] The position of the flange structure 9 in the center tube 8 is determined by the installation environment of the shock absorber 100 inside the vehicle. Specifically, since the damping valve device 10 is an external structure of the shock absorber 100, when installing the shock absorber 100, it is sufficient to ensure that the external damping valve device 10 does not interfere with other installation components inside the vehicle. Figure 2 A schematic diagram of the structure of the central tube 8 in an exemplary embodiment is provided, from Figure 2 It can be clearly seen that the flange structure 9 is located on the outer wall of the central tube 8 near the second central tube connection portion 14. It is configured to extend radially outward along the central tube 8 and form a mounting hole for fixing the damping valve device 10. See also... Figure 3 Let L be the radial outward extension distance of the flange structure 9 from the outer wall of the central tube 8, and let T be the wall thickness of the main body 17 of the central tube 8 excluding the flange structure. The ratio of the extension distance L to the wall thickness T is in the range of 1.5-2.1. Within this ratio range, the central tube 8 can provide a larger contact area with the base of the damping valve device 10, thereby increasing the connection stability between the central tube 8 and the damping valve device 10 and reducing the risk of loosening. At the same time, considering the limited installation space of the shock absorber 100 inside the vehicle, the installed damping valve device 10 is prevented from extending too far outward and interfering with other components inside the vehicle.

[0031] As a preferred embodiment, the flange structure 9 and the central tube 8 are integrally formed. During the manufacturing of the central tube 8, the flange structure 9 is directly machined onto the outer wall of the central tube 8 through processes such as integral machining and extrusion, without the need for separate assembly or connection. This integrally formed structure helps enhance the connection strength between the central tube 8 and the flange structure 9, avoiding stress concentration caused by welding or mechanical connections, thereby improving the reliability and service life of the overall structure. In another embodiment, the flange structure 9 can also be fixed to the central tube 8 via detachable methods such as snap-fit, plug-in, or threaded connection. This method facilitates the replacement of different specifications or models of the flange structure 9 as needed under different operating conditions to adapt to various external valve designs, improving the versatility and adaptability of the shock absorber. Preferably, the radial extension distance L of the flange structure 9 from the outer wall of the central tube 8 ranges from 2.65 to 3.75 cm, to simultaneously meet assembly requirements and structural stability.

[0032] In one possible implementation, the diameter R of the circular cross-section of the flange structure 9 ranges from 1.4 to 1.8 cm, and preferably, the diameter R is 1.6 cm. (Combined with...) Figure 3 It can be seen that the flange structure 9 extends radially outward from the outer wall of the central tube 8, wherein the cross-section of the extended portion parallel to the axis of the central tube is circular, and the diameter R of the circular cross-section is preferably 1.6 cm to balance structural compactness and strength requirements. In order to improve service life and pressure resistance, the flange structure 9 is preferably made of metal material, specifically high-strength materials such as stainless steel or aluminum alloy.

[0033] Furthermore, such as Figure 2 As shown, the portion of the flange structure 9 extending radially outward along the central tube 8 forms an annular groove 16 with a circular cross-section. An elastic sealing ring 11 is provided in this groove. The elastic sealing ring 11 is used to form a sealing fit between the damping valve device 10 and the flange structure 9, effectively preventing leakage of damping fluid and ensuring the sealing performance of the damper.

[0034] like Figure 1 As shown, the external damping valve device 10 extends into the flange structure 9 and is fluidly connected to the central tube 8. Therefore, the outer tube 1 preferably has an opening aligned with the flange structure 9 to receive the damping valve device 10. Specifically, the position of the opening 12 is aligned radially with the flange structure 9, and the size of the opening 12 matches the shape of the damping valve device 10 so that the opening 12 engages with the corresponding part of the damping valve device 10, thereby further fixing and supporting the damping valve device 10.

[0035] In summary, this utility model achieves fluid connection between the central tube 8 and the damping valve device 10 by setting a flange structure 9 on the central tube 8. This makes the installation of the central tube 8 and the damping valve device 10 more convenient and more stable. Furthermore, the design optimizes the ratio range of the radial outward extension distance of the flange structure 9 along the central tube 8 to the wall thickness of the central tube. This improves the installation stability of the shock absorber while effectively controlling the overall volume of the shock absorber 100, ensuring that its size is within a reasonable range, thereby avoiding interference between the shock absorber and other internal components of the vehicle.

[0036] The description of the exemplary embodiments presented above is only for illustrating the technical solutions of this utility model and is not intended to be exhaustive or to limit the utility model to the precise forms described. Obviously, those skilled in the art can make many changes and variations based on the above teachings. The exemplary embodiments were chosen and described to explain the specific principles of this utility model and its practical applications, thereby enabling other those skilled in the art to understand, implement, and utilize the various exemplary embodiments of this utility model and their various alternatives and modifications. The scope of protection of this utility model is intended to be defined by the appended claims and their equivalents.

[0037] Explanation of reference numerals in the attached figures: Vibration damper-100, outer tube-1, inner tube-2, compensation chamber-3, working piston-4, piston rod-5, first working chamber-6, second working chamber-7, central tube-8, flange structure-9, damping valve device-10, elastic sealing ring-11, opening-12, first central tube connection-13, second central tube connection-14, contraction part-15, annular groove-16, main body part-17, sealing assembly-18, base part-19, bottom valve-20, annular space-21, channel opening-22.

Claims

1. A multi-tube shock absorber for vehicles, comprising: - An outer tube (1) and an inner tube (2) arranged coaxially with respect to the outer tube (1), wherein a compensation cavity (3) for receiving hydraulic fluid is formed between the outer tube (1) and the inner tube (2). - A working piston (4), which is connected to a piston rod (5) and is arranged to reciprocate within the inner tube (2), wherein the internal space of the inner tube (2) is divided by the working piston (4) into a first working chamber (6) and a second working chamber (7). - Central tube (8), which is arranged within the compensation cavity (3) and attached to the inner tube (2), and - A damping valve device (10) externally mounted on the outer pipe (1), the damping valve device (10) being used to regulate the flow rate of hydraulic fluid in the shock absorber. Its features are, A flange structure (9) is provided on the central tube (8), the flange structure (9) extends radially outward along the central tube (8) to fix the damping valve device (10); the main body (17) of the central tube (8) other than the flange structure (9) has a wall thickness T, and the ratio of the distance L from the outer wall of the central tube (8) to the wall thickness T is in the range of 1.5-2.

1.

2. The vibration damper according to claim 1, characterized in that, The flange structure (9) has an annular groove (16) with a circular cross-section, and an elastic sealing ring (11) is provided in the annular groove (16). The elastic sealing ring (11) is used to form a sealing fit between the damping valve device (10) and the flange structure (9).

3. The vibration damper according to claim 1, characterized in that, The flange structure (9) extends radially outward from the outer wall of the central tube (8) by a distance L ranging from 2.65 to 3.75 centimeters.

4. The vibration damper according to claim 1, characterized in that, The flange structure (9) is integrally formed with the central tube (8) and has an annular cross-section to form a through hole for fluid to pass through.

5. The vibration damper according to claim 1, characterized in that, The outer tube (1) has an opening (12) for receiving the damping valve device (10), the size of which is adapted to the opening of the damping valve device (10) and the flange structure (9).

6. The vibration damper according to claim 4, characterized in that, The diameter R of the circular cross-section of the flange structure (9) ranges from 1.4 to 1.8 cm.

7. The vibration damper according to claim 1, characterized in that, The length of the central tube (8) is 50-80% of the length of the inner tube (2), and the central tube (8) is attached to the inner tube (2) via the central tube connector.

8. The vibration damper according to claim 7, characterized in that, The central tube connection includes a first central tube connection (13) and a second central tube connection (14), wherein the first central tube connection (13) is located at one end of the central tube (8) axially close to the piston rod (5), and the second central tube connection (14) is located at one end of the central tube (8) axially away from the piston rod (5).

9. The vibration damper according to claim 8, characterized in that, The first central tube connection part (13) and the second central tube connection part (14) each include a constriction part (15) extending radially inward in the circumference. In the region of the constriction part (15), the diameter of the central tube (8) is reduced inward, so that the central tube (8) is attached to the inner tube (2).

10. The vibration damper according to claim 9, characterized in that, In the axial direction of the central tube (8), the main body (17) of the central tube (8) is located between the first central tube connecting part (13) and the second central tube connecting part (14).

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