A new energy vehicle light weight shock absorber upper support structure

Abstract

The utility model provides a new energy automobile light weight shock absorber upper support structure, including shock absorber oil pipe, the inner wall sliding joint of shock absorber oil pipe's top end has piston oil stem, the top end threaded connection of piston oil stem has roof, be provided with a plurality of compressed gas pipes between shock absorber oil pipe and roof, a plurality of communication pipes are communicated between a plurality of compressed gas pipes, the inner wall sliding joint of compressed gas pipe's bottom end has piston gas stem, the utility model has the advantages of: through the effect of setting up a plurality of compressed gas pipes and piston gas stem, make the whole shock absorber required downward elasticity is formed by compressed air effect, thereby alleviateed the gravity of need using spring reset structure, still through the setting up check valve pipe, make when filling air in compressed gas pipe inside, compressed value can be adjusted according to the required data, thereby can improve the force size of compressed gas pipe under the condition of not changing gravity, in turn make the whole shock absorber more light weight.

Description

Technical Field

[0001] This utility model belongs to the field of shock absorber technology, specifically relating to a support structure for a lightweight shock absorber in new energy vehicles. Background Technology

[0002] The upper support structure of lightweight shock absorbers in new energy vehicles is a core component connecting the shock absorber to the vehicle body (or frame). Its core functions are to transmit the shock absorber's force, buffer vibration and impact, suppress noise, and reduce vehicle weight through lightweight design, thereby improving vehicle range and handling performance. Currently, the upper support structure of shock absorbers mainly suffers from the following generally accepted shortcomings: In traditional automotive shock absorbers, the cushioning force at the top is achieved through a spring. When a larger cushioning force is required, the spring itself will increase in size, which will increase the weight of the upper part of the shock absorber. The traditional upper support structure of the shock absorber cannot adjust the cushioning force required while keeping the weight constant. Utility Model Content

[0003] The purpose of this utility model is to provide a lightweight shock absorber upper support structure for new energy vehicles, which aims to solve the problem that the traditional shock absorber upper support structure in the prior art cannot adjust the elastic force required for buffering while ensuring that the gravity remains unchanged.

[0004] To achieve the above objectives, this utility model provides the following technical solution: A lightweight shock absorber support structure for new energy vehicles includes a shock-absorbing oil pipe. A piston rod is slidably connected to the inner wall of the top end of the shock-absorbing oil pipe. A top plate is fixedly installed on the top end of the piston rod. Multiple compressed air pipes are arranged between the shock-absorbing oil pipe and the top plate. Multiple connecting pipes connect the multiple compressed air pipes. A piston rod is slidably connected to the inner wall of the bottom end of the compressed air pipe. A one-way valve pipe is fixedly installed on the outer side of one of the connecting pipes. A mounting bottom ring is fixedly installed on the bottom end of the piston rod. A mounting top ring is fixedly installed on the top end of the compressed air pipe.

[0005] As a preferred embodiment of this utility model, the bottom inner wall of the top plate is provided with a first threaded groove, and the outer side of the mounting top ring is threadedly connected to the inside of the first threaded groove.

[0006] As a preferred embodiment of this utility model, the inner wall of the top end of the shock-absorbing oil pipe is provided with a second threaded groove, and the outer side of the mounting bottom ring is threadedly connected to the inner side of the second threaded groove.

[0007] As a preferred embodiment of this utility model, a base plate is fixedly installed at the bottom end of the shock-absorbing oil pipe.

[0008] As a preferred embodiment of this utility model, two mounting buckles are fixedly installed on the outer sides of both the top plate and the bottom plate.

[0009] As a preferred embodiment of this utility model, mounting holes are provided on the inner sides of the two mounting buckles.

[0010] Compared with the prior art, the beneficial effects of this utility model are: 1) By using multiple compressed air pipes and piston rods, the downward elastic force required by the overall shock absorber is generated by compressed air, thereby reducing the weight required by the use of springs and other reset structures. Furthermore, the one-way valve pipe allows the compression value to be adjusted according to the required data when air is filled into the compressed air pipes, thereby increasing the force of the compressed air pipes without changing the weight, and thus making the overall shock absorber lighter.

[0011] 2) The four compressed air pipes can be interconnected by the connecting pipes, so that the air compression values ​​inside the compressed air pipes and the connecting pipes are equal, and they can be connected to form a whole when air is filled into them, which increases the uniformity of the overall elastic force. Attached Figure Description

[0012] The accompanying drawings are provided to further illustrate the present invention and form part of the specification. They are used together with the embodiments of the present invention to explain the present invention, but do not constitute a limitation thereof. In the drawings: Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is a schematic diagram of the internal structure of the top plate of this utility model; Figure 3 This is a schematic diagram of the shock-absorbing oil pipe structure of this utility model; Figure 4 This is a schematic diagram of the first threaded groove structure of this utility model; Figure 5 This is a schematic diagram of the compressed air pipe structure of this utility model.

[0013] In the diagram: 1. Shock-absorbing oil pipe; 11. Second threaded groove; 2. Piston rod; 3. Top plate; 31. First threaded groove; 4. Compressed air pipe; 41. Connecting pipe; 42. Piston rod; 43. One-way valve pipe; 5. Mounting bottom ring; 6. Mounting top ring; 7. Base plate; 8. Mounting buckle; 81. Mounting hole. Detailed Implementation

[0014] 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.

[0015] Please see Figure 1-5 This utility model provides the following technical solution: a support structure for a lightweight shock absorber in a new energy vehicle, including a shock-absorbing oil pipe 1, a piston rod 2 slidably connected to the inner wall of the top end of the shock-absorbing oil pipe 1, a top plate 3 threadedly connected to the top end of the piston rod 2, a plurality of compressed air pipes 4 arranged between the shock-absorbing oil pipe 1 and the top plate 3, a plurality of connecting pipes 41 connecting the plurality of compressed air pipes 4, a piston rod 42 slidably connected to the inner wall of the bottom end of the compressed air pipe 4, a one-way valve pipe 43 fixedly installed on the outer side of one of the connecting pipes 41, a mounting bottom ring 5 fixedly installed on the bottom end of the piston rod 42, and a mounting top ring 6 fixedly installed on the top end of the compressed air pipe 4.

[0016] In practical use, when using this car shock absorber, the damping oil pipe 1 and piston rod 2 can be used for upward buffering, while the compressed air pipe 4 and piston rod 42 are used for downward force buffering and reset. Before installing the integrated shock absorber, air can be charged into the compressed air pipe 4 through the one-way valve pipe 43, and the charging pressure can be adjusted according to the required compression value. This allows the downward force between the compressed air pipe 4 and piston rod 42 to be acted upon by the air compression value. While the compressed air pipe 4 is being charged with gas, the four compressed air pipes 4 can be connected through the connecting pipe 41, so that the air compression value inside the four compressed air pipes 4 is equal. This makes it easier to adjust the damping value without changing the overall weight of the upper support structure of the car shock absorber. Furthermore, when installing the integrated damping oil pipe 1, the connection between the piston rod 2 and the top plate 3 makes it easier to disassemble or install the top plate 3, thereby making it easier to disassemble or install the compressed air pipe 4 and piston rod 42 on its outer side.

[0017] Preferably, the bottom inner wall of the top plate 3 is provided with a first threaded groove 31, and the outer side of the mounting top ring 6 is threadedly connected to the inside of the first threaded groove 31.

[0018] In practical use, the connection between the top plate 3 and the mounting top ring 6 is achieved through the action of the first threaded groove 31, which allows the compressed air pipe 4 to be sleeved on the outside of the piston rod 2, thereby connecting and fixing the top plate 3 and the mounting top ring 6, making the overall shock absorber easier to install.

[0019] Preferably, the inner wall of the top end of the shock-absorbing oil pipe 1 is provided with a second threaded groove 11, and the outer side of the mounting bottom ring 5 is threadedly connected to the inner side of the second threaded groove 11.

[0020] In practical use, the mounting bottom ring 5 can also be used in conjunction with the second threaded groove 11 to allow the bottom end of the piston rod 42 to be installed between the mounting bottom ring 5 and the shock absorber oil pipe 1, making it easier to install the shock absorber.

[0021] Preferably, a base plate 7 is fixedly installed at the bottom end of the shock-absorbing oil pipe 1.

[0022] In practical use, the base plate 7 at the bottom of the shock absorber oil pipe 1 makes it easier to install the shock absorber and the automotive parts.

[0023] Preferably, two mounting buckles 8 are fixedly installed on the outer sides of both the top plate 3 and the bottom plate 7.

[0024] In practical use, both the top plate 3 and the bottom plate 7 need to be installed with the parts of the car, which can be done by using the mounting clips 8.

[0025] Preferably, the inner sides of the two mounting buckles 8 are provided with mounting holes 81.

[0026] In practical use, the mounting holes 81 on the mounting buckle 8 can be used to install the overall shock absorber at the top and bottom of the vehicle parts through bolts and other parts.

[0027] Finally, it should be noted that the above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A new energy vehicle light weight shock absorber upper support structure, comprising a shock absorbing oil pipe (1), characterized in that, A piston rod (2) is slidably connected to the inner wall of the top end of the shock-absorbing oil pipe (1). A top plate (3) is fixedly installed at the top end of the piston rod (2). Multiple compressed air pipes (4) are arranged between the shock-absorbing oil pipe (1) and the top plate (3). Multiple connecting pipes (41) are connected between the multiple compressed air pipes (4). A piston rod (42) is slidably connected to the inner wall of the bottom end of the compressed air pipe (4). A one-way valve pipe (43) is fixedly installed on the outer side of one of the connecting pipes (41). A bottom ring (5) is fixedly installed at the bottom end of the piston rod (42). A top ring (6) is fixedly installed at the top end of the compressed air pipe (4).

2. The new energy vehicle light-weight shock absorber upper support structure according to claim 1, characterized in that: The bottom inner wall of the top plate (3) is provided with a first threaded groove (31), and the outer side of the mounting top ring (6) is threadedly connected to the inside of the first threaded groove (31).

3. The upper support structure for a lightweight shock absorber in a new energy vehicle according to claim 1, characterized in that: The inner wall of the top end of the shock-absorbing oil pipe (1) is provided with a second threaded groove (11), and the outer side of the mounting bottom ring (5) is threadedly connected to the inner side of the second threaded groove (11).

4. The upper support structure for a lightweight shock absorber in a new energy vehicle according to claim 1, characterized in that: The bottom end of the shock-absorbing oil pipe (1) is fixedly installed with a base plate (7).

5. The upper support structure for a lightweight shock absorber in a new energy vehicle according to claim 4, characterized in that: Two mounting buckles (8) are fixedly installed on the outer sides of the top plate (3) and the bottom plate (7).

6. The upper support structure for a lightweight shock absorber in a new energy vehicle according to claim 5, characterized in that: The two mounting buckles (8) have mounting holes (81) on their inner sides.

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