Adjustable automotive hydraulic shock absorber with heat dissipation mechanism

Abstract

This application relates to the field of automotive shock absorber technology and discloses an adjustable automotive hydraulic shock absorber with a heat dissipation mechanism. The shock absorber includes an upper support, with a double-cylinder structure fixedly connected to the bottom of the upper support. The double-cylinder structure includes an outer cylinder and an inner cylinder fixed inside the outer cylinder. A bracket is fixedly connected to the outer wall of the outer cylinder, and a nitrogen cylinder is fixedly connected to one end of the bracket. A spring preload adjustment ring is installed on the outer wall of the double-cylinder structure, and a helical spring is fixedly connected to the bottom of the spring preload adjustment ring. A lower spring tray is provided below the helical spring. A damping push rod assembly is provided on the inner wall of the inner cylinder, and a lower support is fixedly connected to the other end of the damping push rod assembly. A spiral cooling tube is wound around the outer wall of the inner cylinder. This adjustable automotive hydraulic shock absorber with a heat dissipation mechanism can directly exchange heat with the hydraulic oil chamber through the spiral cooling tube, increasing the heat dissipation effect and effectively suppressing the reduction in damping effect caused by excessively high oil temperature.

Description

Technical Field

[0001] This application relates to the field of automotive shock absorber technology, specifically to an adjustable automotive hydraulic shock absorber with a heat dissipation mechanism. Background Technology

[0002] Automotive hydraulic shock absorbers are core components of vehicle suspension systems, achieving shock absorption and cushioning through the throttling and damping effect of hydraulic fluid. For adjustable hydraulic shock absorbers, their damping adjustment function relies on a complex valve system and oil-gas pressure system. However, under high-frequency and high-load conditions, the throttling of the hydraulic fluid generates a large amount of heat. If heat dissipation is not timely, it can easily lead to changes in hydraulic fluid viscosity, a decrease in damping performance, and even aging and failure of seals.

[0003] An existing patent (publication number: CN218882873U) discloses a damping adjustable hydraulic automobile shock absorber, including a hydraulic rod, a piston rod mounted on one side of the hydraulic rod, an upper support mounted on one side of the piston rod, a spring base plate mounted on the outside of the hydraulic rod, a limiting block mounted on the inside of the upper support, a cleaner connecting block mounted on one side of the limiting block, and a spring mounted on one side of the cleaner connecting block. The beneficial effect of this utility model is that the cleaner is provided. When the car passes through a muddy area, mud and water splash and adhere to the outer wall of the piston rod. After a large amount of mud and water adheres to the outer wall of the piston rod, it will affect the normal use and service life of the piston rod. When a large amount of mud and water adheres to the outer wall of the piston rod, the cleaner moves up and down during vibration. When the cleaner moves downward, it can scrape off the mud and water adhering to the inner wall. In addition, the spring installed inside can cooperate with the damping spring to absorb the vibration generated by the vehicle, increasing the vehicle's vibration damping effect.

[0004] Existing adjustable shock absorbers mostly rely on natural heat dissipation from the outer cylinder or simple finned structures for heat dissipation, resulting in limited efficiency. Furthermore, the heat dissipation mechanism and damping adjustment mechanism are difficult to coordinate, and external heat dissipation structures can easily affect damping performance and interfere with damping stability when heat dissipation is enhanced. Therefore, a hydraulic shock absorber structure that efficiently combines heat dissipation and adjustable damping is needed. Utility Model Content

[0005] To address the shortcomings of existing technologies, this application provides an adjustable automotive hydraulic shock absorber with a heat dissipation mechanism, which has advantages such as high-efficiency heat dissipation and solves the problem of insufficient heat dissipation in existing adjustable hydraulic shock absorbers.

[0006] To achieve the above objectives, this application provides the following technical solution: an adjustable automotive hydraulic shock absorber with a heat dissipation mechanism, comprising an upper support, a double-cylinder structure fixedly connected to the bottom of the upper support, the double-cylinder structure comprising an outer cylinder and an inner cylinder fixed inside the outer cylinder, a bracket fixedly connected to the outer wall of the outer cylinder, a nitrogen cylinder fixedly connected to one end of the bracket, a spring preload adjustment ring installed on the outer wall of the double-cylinder structure, a helical spring fixedly connected to the bottom of the spring preload adjustment ring, a lower spring tray provided below the helical spring, a damping push rod assembly provided on the inner wall of the inner cylinder, a lower support fixedly connected to the other end of the damping push rod assembly, a spiral cooling pipe wound around the outer wall of the inner cylinder, and a compression valve assembly fixedly connected to the bottom of the inner cylinder.

[0007] The above scheme uses a bracket to rigidly connect the nitrogen cylinder to the outer wall of the outer cylinder. The nitrogen cylinder stores high-pressure nitrogen, and the damping characteristics are adjusted by pressure changes. The spiral cooling pipe is used for efficient heat dissipation to prevent the oil from overheating. The damping adjustment effect is achieved through the nitrogen cylinder, the compression valve assembly, and the damping push rod assembly.

[0008] Furthermore, a sealing ring is provided at the opening of the inner cylinder, and the sealing ring is located at the point where the damping push rod assembly and the outer cylinder pass through. Floating pistons are provided inside both the inner cylinder and the nitrogen cylinder.

[0009] The above solution uses oil-resistant and wear-resistant sealing materials for the sealing ring, which can effectively prevent the hydraulic oil in the inner cylinder from leaking outwards, while also preventing external dust and moisture from entering, ensuring the cleanliness and sealing of the shock absorber. The floating piston physically isolates the oil from the nitrogen in the nitrogen cylinder, preventing oil emulsification. In the nitrogen cylinder, the floating piston moves with the change of nitrogen pressure, realizing the elastic adjustment of nitrogen pressure, while avoiding direct mixing of nitrogen and oil, ensuring the accuracy of damping adjustment.

[0010] Furthermore, the high-pressure nitrogen gas inside the nitrogen cylinder is connected to the oil cavity of the outer cylinder through an internal channel, and a diaphragm is provided at the channel opening.

[0011] The above scheme utilizes internal channels to allow nitrogen pressure to act directly on the oil, thereby adjusting the damping force through the elastic deformation of nitrogen. The greater the nitrogen pressure, the stronger the resistance to oil compression and the greater the damping force. The diaphragm ensures that the nitrogen pressure can be transmitted to the oil while avoiding direct contact between nitrogen and oil, further enhancing the oil-gas separation effect.

[0012] Furthermore, the coil spring is located between the spring preload adjustment ring and the lower spring tray, and the coil spring is wound around the outside of the double-tube structure. The top connection part of the upper support is aligned with the suspension mounting point of the vehicle body or frame through the bearing hole, and the coil springs below the upper support are relatively dense. The bottom connection part of the lower support is aligned with the mounting point of the wheel suspension lower control arm or steering knuckle through a single hole.

[0013] With the above scheme, the upper and lower supports serve as connecting parts between the shock absorber and the vehicle body and frame. They are flexibly connected through bearing holes and single holes, allowing a certain angle of relative movement while transmitting load. The coil springs below the upper support are densely packed. This variable pitch design allows the coil springs to provide soft support in the early stage of compression and stronger rigidity in the later stage of compression, thus improving the balance between driving comfort and handling.

[0014] Furthermore, the damping push rod assembly includes a piston rod fixed inside the lower support. One end of the piston rod is fixedly connected to a fixed piston, and a spring-back stop is fixedly connected to the outer wall of the piston rod. A spring-back valve is fixedly connected inside the fixed piston.

[0015] With the above scheme, the rebound stop is fixed to the outer wall of the piston rod, which limits the movement range of the fixed piston during the rebound stroke, prevents structural impact caused by excessive piston rebound, and assists in the opening and closing control of the rebound valve. The rebound valve is installed inside the fixed piston and controls the reverse flow of oil during the rebound stroke to generate rebound damping. It works in conjunction with the compression valve assembly to achieve bidirectional damping adjustment of compression and rebound.

[0016] Furthermore, a sealing element is provided between the fixed piston and the inner wall of the inner cylinder, and the fixed piston slides and seals in the hydraulic oil chamber inside the inner cylinder. The structure of the rebound valve is the same as that of the compression valve assembly.

[0017] The above scheme uses the direct contact between the fixed piston and the hydraulic oil in the inner cylinder to generate damping force. Its movement drives the oil to flow through the valve system, generating throttling damping.

[0018] Furthermore, the compression valve assembly includes a valve seat fixed to the bottom of the inner cylinder, a compression spring fixedly connected inside the valve seat, and a valve plate fixedly connected to one end of the compression spring.

[0019] With the above scheme, the valve plate is a switch that controls the flow of oil during the compression stroke. When the oil pressure exceeds the preload of the compression spring, the valve plate opens, and the oil flows through the valve seat through hole, generating throttling damping.

[0020] Furthermore, the valve seat has a through hole that is connected to the outer cylinder, and the valve plate covers the through hole of the valve seat.

[0021] With the above scheme, the valve seat through hole is the channel for oil to flow from the lower cavity of the inner cylinder to the oil cavity of the outer cylinder. The valve plate covers the through hole of the valve seat and is kept closed by the preload of the compression spring. When the oil pressure is large enough during the compression stroke, the valve plate is pushed open and the oil flows through the through hole, thereby generating adjustable compression damping. A large through hole corresponds to small damping, and a small through hole corresponds to large damping.

[0022] Compared with the prior art, the technical solution of this application has the following beneficial effects: This adjustable automotive hydraulic shock absorber with a heat dissipation mechanism can be connected to the vehicle's cooling system through a spiral cooling pipe wound around the outer wall of the inner cylinder, or a cooling medium can be directly introduced into the pipe to directly exchange heat with the hydraulic oil chamber. Compared with traditional natural heat dissipation, this increases the heat dissipation effect and effectively suppresses the reduction of damping effect caused by excessive oil temperature. At the same time, the damping effect is not affected during the heat dissipation process. The pressure of nitrogen in the nitrogen cylinder can be adjusted by an external electronically controlled valve, thereby changing the pressure of the oil chamber and realizing the adjustment of the damping force. Moreover, this adjustment process is not affected by the heat dissipation mechanism. Attached Figure Description

[0023] Figure 1 This is a diagram illustrating the overall structure of this application; Figure 2 This is a cross-sectional view of this application; Figure 3 This is a schematic diagram of the damping push rod assembly of this application; Figure 4 This is a schematic diagram of the compression valve assembly of this application; Figure 5 This is a schematic diagram of the twin-cylinder structure and spiral cooling pipe of this application.

[0024] In the picture: 1. Upper support; 2. Double-cylinder structure; 201. Outer cylinder; 202. Inner cylinder; 3. Bracket; 4. Nitrogen cylinder; 5. Spring preload adjustment ring; 6. Helical spring; 7. Spring lower tray; 8. Damping push rod assembly; 801. Piston rod; 802. Fixed piston; 803. Rebound stop block; 804. Rebound valve; 9. Lower support; 10. Helical cooling pipe; 11. Compression valve assembly; 1101. Valve seat; 1102. Compression spring; 1103. Valve plate; 12. Sealing ring; 13. Floating piston. Detailed Implementation

[0025] 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.

[0026] Please see Figure 1 , Figure 2 and Figure 3The adjustable automotive hydraulic shock absorber with a heat dissipation mechanism in this embodiment includes an upper support 1. A double-cylinder structure 2 is fixedly connected to the bottom of the upper support 1. The double-cylinder structure 2 includes an outer cylinder 201 and an inner cylinder 202 fixed inside the outer cylinder 201. A bracket 3 is fixedly connected to the outer wall of the outer cylinder 201. A nitrogen cylinder 4 is fixedly connected to one end of the bracket 3. A spring preload adjustment ring 5 is installed on the outer wall of the double-cylinder structure 2. A coil spring 6 is fixedly connected to the bottom of the spring preload adjustment ring 5. A lower spring tray 7 is provided below the coil spring 6. A damping push rod assembly 8 is provided on the inner wall of the inner cylinder 202. A lower support 9 is fixedly connected to the other end of the damping push rod assembly 8. A spiral cooling pipe 10 is wound around the outer wall of the inner cylinder 202. The bottom of the inner cylinder 202 is fixedly connected to... There is a compression valve assembly 11. A sealing ring 12 is provided at the opening of the inner cylinder 202. The sealing ring 12 is located at the through-hole of the damping push rod assembly 8 and the outer cylinder 201. A floating piston 13 is provided inside both the inner cylinder 202 and the nitrogen cylinder 4. The high-pressure nitrogen in the nitrogen cylinder 4 is connected to the oil chamber of the outer cylinder 201 through an internal channel. A diaphragm is provided at the opening of the channel. The coil spring 6 is located between the spring preload adjustment ring 5 and the lower spring tray 7. The coil spring 6 is wound around the outside of the double cylinder structure 2. The top connection part of the upper support 1 is aligned with the suspension mounting point of the vehicle body or frame through the bearing hole. The coil springs 6 are more densely packed below the upper support 1. The bottom connection part of the lower support 9 is aligned with the mounting point of the lower control arm or steering knuckle of the wheel suspension through a single hole.

[0027] In this embodiment, the adjustable automotive hydraulic shock absorber with a heat dissipation mechanism is rigidly connected to the outer wall of the outer cylinder 201 via a bracket 3. The nitrogen cylinder 4 stores high-pressure nitrogen gas, and the damping characteristics are adjusted by pressure changes. The spiral cooling pipe 10 efficiently dissipates heat to prevent the oil from overheating. The damping adjustment effect is achieved through the nitrogen cylinder 4, the compression valve assembly 11, and the damping push rod assembly 8. The sealing ring 12 uses an oil-resistant and wear-resistant sealing material, effectively preventing hydraulic oil leakage from the inner cylinder 202 and preventing external dust and moisture from entering, ensuring the cleanliness and sealing of the shock absorber's interior. The floating piston 13 physically isolates the oil from the nitrogen gas in the nitrogen cylinder 4, preventing oil emulsification. Within the nitrogen cylinder 4, the floating piston 13 moves with changes in nitrogen pressure, achieving elastic adjustment of the nitrogen pressure while preventing... The direct mixing of nitrogen and oil ensures accurate damping adjustment. An internal channel allows nitrogen pressure to act directly on the oil, thus adjusting the damping force through the elastic deformation of nitrogen. Higher nitrogen pressure results in greater resistance to oil compression and a stronger damping force. A diaphragm ensures nitrogen pressure is transmitted to the oil while preventing direct contact between nitrogen and oil, further enhancing oil-gas separation. The upper support 1 and lower support 9, serving as connecting components between the shock absorber and the vehicle body and frame, achieve flexible connection through bearing holes and single holes, allowing for relative movement at a certain angle while transmitting load. The densely packed coil springs 6 below the upper support 1, with their variable pitch design, provide gentle support in the early stages of compression and stronger rigidity in the later stages, improving the balance between driving comfort and handling.

[0028] Please refer to Figure 4 The damping push rod assembly 8 includes a piston rod 801 fixed inside the lower support 9. A fixed piston 802 is fixedly connected to one end of the piston rod 801. A springback stop 803 is fixedly connected to the outer wall of the piston rod 801. A springback valve 804 is fixedly connected inside the fixed piston 802. The springback stop 803 is fixed to the outer wall of the piston rod 801, limiting the range of motion of the fixed piston 802 during the springback stroke to prevent structural impact caused by excessive piston springback. It also assists in controlling the opening and closing of the springback valve 804. The springback valve 804 is installed on the fixed piston... Inside piston 802, the reverse flow of oil is controlled during the rebound stroke to generate rebound damping. This damping works in conjunction with compression valve assembly 11 to achieve bidirectional damping adjustment for compression and rebound. A seal is provided between the fixed piston 802 and the inner wall of the inner cylinder 202, and the fixed piston 802 is slidably sealed in the hydraulic oil chamber inside the inner cylinder 202. The structure of rebound valve 804 is the same as that of compression valve assembly 11. The direct contact between the fixed piston 802 and the hydraulic oil in the inner cylinder 202 is the cause of the damping force. Its movement drives the oil to flow through the valve system, generating throttling damping.

[0029] Please refer to Figure 5The compression valve assembly 11 includes a valve seat 1101 fixed to the bottom of the inner cylinder 202. A compression spring 1102 is fixedly connected inside the valve seat 1101. A valve plate 1103 is fixedly connected to one end of the compression spring 1102. The valve plate 1103 is a switch that controls the flow of oil during the compression stroke. When the oil pressure exceeds the preload of the compression spring 1102, the valve plate 1103 opens, and the oil flows through the through hole of the valve seat 1101, generating throttling damping. The valve seat 1101 has a through hole, and the through hole is connected to... The outer cylinder 201 is connected, and the valve plate 1103 covers the through hole of the valve seat 1101. The through hole of the valve seat 1101 is the channel for oil to flow from the lower cavity of the inner cylinder 202 to the oil cavity of the outer cylinder 201. The valve plate 1103 covers the through hole of the valve seat 1101 and is kept closed by the preload of the compression spring 1102. When the oil pressure is large enough during the compression stroke, the valve plate 1103 is pushed open, and the oil flows through the through hole, thereby generating adjustable compression damping. A large through hole corresponds to small damping, and a small through hole corresponds to large damping.

[0030] The working principle of the above embodiment is as follows: First, the fixed piston 802 and piston rod 801 are assembled into a damping push rod assembly 8, and a rebound valve 804 is installed in the fixed piston 802 and a sealing element is installed on the outer wall. The damping push rod assembly 8 is inserted into the inner cylinder 202 and a sealing ring 12 is installed at the cylinder opening. A compression valve assembly 11 is installed at the bottom of the inner cylinder 202 to ensure that the valve plate 1103 and the valve seat 1101 are sealed together. The inner cylinder 202 is installed into the outer cylinder 201 and connected to the nitrogen cylinder 4 through the bracket 3 to ensure that the passage between the nitrogen cylinder 4 and the outer cylinder 201 is connected and sealed. A spring preload adjustment ring 5 is installed on the outer wall of the outer cylinder 201, a helical spring 6 is fitted in and a spring lower tray 7 is placed. Then, the upper support 1 and the lower support 9 are assembled to complete the overall assembly. Secondly, when the vehicle encounters a road bump, the lower support 9 drives the piston rod 801 and the fixed piston 802 to move upward. The oil in the lower chamber of the inner cylinder 202 is compressed, which opens the valve plate 1103 of the compression valve assembly 11. The oil flows into the oil chamber between the outer cylinder 201 and the inner cylinder 202. At the same time, the pressure change in the oil chamber of the outer cylinder 201 is transmitted to the floating piston 13 of the nitrogen cylinder 4 through the channel, compressing nitrogen and storing energy. During this process, the spiral cooling pipe 10 continuously dissipates heat from the oil to prevent the oil temperature from rising suddenly. After the road impact disappears, the elastic force of the spiral spring 6 pushes the lower support 9 to move downward. The fixed piston 802 moves downward, and the oil in the upper chamber of the inner cylinder 202 is compressed, opening the rebound valve 804. The oil flows back to the lower chamber of the inner cylinder 202. Finally, the high-pressure nitrogen in the nitrogen cylinder 4 pushes the floating piston 13 to reset, assisting the oil flow. At the same time, the damping is adjustable by adjusting the nitrogen pressure. When the vehicle is under high-frequency vibration or heavy load conditions, the heat dissipation efficiency of the spiral cooling pipe 10 automatically matches the oil heating rate. If the damping characteristics need to be adjusted, the nitrogen pressure in the nitrogen cylinder 4 can be adjusted by an external device, such as an electronically controlled valve, thereby changing the pressure in the oil chamber and adjusting the damping force. This adjustment process is not affected by the heat dissipation mechanism.

[0031] 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 a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0032] 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. An adjustable automotive hydraulic shock absorber with a heat dissipation mechanism, comprising an upper support (1), characterized in that: The bottom of the upper support (1) is fixedly connected to a double-cylinder structure (2). The double-cylinder structure (2) includes an outer cylinder (201) and an inner cylinder (202) fixed inside the outer cylinder (201). The outer wall of the outer cylinder (201) is fixedly connected to a bracket (3). One end of the bracket (3) is fixedly connected to a nitrogen cylinder (4). The outer wall of the double-cylinder structure (2) is equipped with a spring preload adjustment ring (5). The bottom of the spring preload adjustment ring (5) is fixedly connected to a helical spring (6). A spring lower tray (7) is provided below the helical spring (6). The inner wall of the inner cylinder (202) is provided with a damping push rod assembly (8). The other end of the damping push rod assembly (8) is fixedly connected to a lower support (9). The outer wall of the inner cylinder (202) is wound with a spiral cooling pipe (10). The bottom of the inner cylinder (202) is fixedly connected to a compression valve assembly (11).

2. The adjustable automotive hydraulic shock absorber with a heat dissipation mechanism according to claim 1, characterized in that: A sealing ring (12) is provided at the opening of the inner cylinder (202), and the sealing ring (12) is located at the part through which the damping push rod assembly (8) and the outer cylinder (201) pass. A floating piston (13) is provided inside both the inner cylinder (202) and the nitrogen cylinder (4).

3. The adjustable automotive hydraulic shock absorber with a heat dissipation mechanism according to claim 1, characterized in that: The high-pressure nitrogen in the nitrogen cylinder (4) is connected to the oil cavity of the outer cylinder (201) through an internal channel, and a diaphragm is provided at the channel opening.

4. The adjustable automotive hydraulic shock absorber with a heat dissipation mechanism according to claim 1, characterized in that: The helical spring (6) is located between the spring preload adjustment ring (5) and the lower spring tray (7), and the helical spring (6) is wrapped around the outside of the double-tube structure (2). The top connection part of the upper support (1) is aligned with the suspension mounting point of the vehicle body or frame through the bearing hole, and the helical springs (6) below the upper support (1) are relatively dense. The bottom connection part of the lower support (9) is aligned with the mounting point of the lower control arm or steering knuckle of the wheel suspension through a single hole.

5. The adjustable automotive hydraulic shock absorber with a heat dissipation mechanism according to claim 1, characterized in that: The damping push rod assembly (8) includes a piston rod (801) fixed inside the lower support (9). One end of the piston rod (801) is fixedly connected to a fixed piston (802). A spring-loaded stop block (803) is fixedly connected to the outer wall of the piston rod (801). A spring-loaded valve (804) is fixedly connected inside the fixed piston (802).

6. The adjustable automotive hydraulic shock absorber with a heat dissipation mechanism according to claim 5, characterized in that: A sealing element is provided between the fixed piston (802) and the inner wall of the inner cylinder (202), and the fixed piston (802) slides and seals in the hydraulic oil chamber inside the inner cylinder (202). The structure of the rebound valve (804) is the same as that of the compression valve assembly (11).

7. The adjustable automotive hydraulic shock absorber with a heat dissipation mechanism according to claim 1, characterized in that: The compression valve assembly (11) includes a valve seat (1101) fixed to the bottom of the inner cylinder (202). A compression spring (1102) is fixedly connected inside the valve seat (1101), and a valve plate (1103) is fixedly connected to one end of the compression spring (1102).

8. The adjustable automotive hydraulic shock absorber with a heat dissipation mechanism according to claim 7, characterized in that: The valve seat (1101) has a through hole, which is connected to the outer cylinder (201). The valve plate (1103) covers the through hole of the valve seat (1101).

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