Shock absorber and vehicle

Abstract

The application provides a shock absorber and a vehicle, and relates to the technical field of vehicle shock absorbers. The shock absorber comprises a working cylinder, a piston rod, a sleeve fixedly arranged in the working cylinder and sleeved on the outside of the piston rod, and a buffer cavity of the sleeve; a buffer assembly comprising a first locking piece, a second locking piece and a buffer piece, the first locking piece and the second locking piece being sleeved on the piston rod, the buffer piece being sleeved on the outside of the first locking piece, and the buffer piece being matched with the buffer cavity; the first locking piece and the second locking piece are locked with each other and axially fixed relative to the piston rod, and the buffer piece is limited between the first locking piece and the second locking piece. The buffer assembly forms primary hydraulic buffering and secondary mechanical buffering on the piston rod, which is beneficial to improving the comfort of personnel riding the vehicle and improving the user experience.

Description

Technical Field

[0001] This application relates to the field of vehicle shock absorber technology, and in particular to a shock absorber and a vehicle. Background Technology

[0002] Shock absorbers are widely used in vehicles. During vehicle operation, the piston rod of the shock absorber moves up and down, driving the hydraulic fluid through valves such as piston valves and compression valves to generate damping force, absorbing the vehicle's vibration energy and ensuring ride comfort.

[0003] In related technologies, when a vehicle encounters a bumpy road or a significant impact, the shock absorber is easily stretched to its limit stroke. At this point, the piston rod is prone to mechanically colliding with the end of the cylinder, commonly known as bottoming out. This rigid impact generates significant impact noise and a jerky feeling, affecting the comfort of the passengers. Utility Model Content

[0004] This application provides a shock absorber and a vehicle, which aims to improve the problem of low vehicle comfort caused by the piston rod easily colliding with the cylinder end at its extreme position.

[0005] The specific technical solution is as follows: In a first aspect, embodiments of this application provide a vibration damper, the vibration damper comprising: a working cylinder and a piston rod; a sleeve fixedly disposed within the working cylinder and sleeved outside the piston rod, the sleeve having a buffer cavity; a buffer assembly comprising a first locking member, a second locking member, and a buffer member, the first locking member and the second locking member being sleeved on the piston rod, the buffer member being sleeved outside the first locking member, the buffer member being adapted to the buffer cavity; the first locking member and the second locking member being mutually locked and axially fixed relative to the piston rod, the buffer member being confined between the first locking member and the second locking member.

[0006] The shock absorber of this embodiment, through a sleeve disposed within the working cylinder and a buffer assembly cooperating with the sleeve, allows the buffer assembly to extend into the buffer chamber of the sleeve following the movement of the piston rod. This provides initial hydraulic buffering and secondary mechanical buffering for the piston rod, reducing the probability of a rigid bottoming-out collision between the piston rod and the working cylinder due to exceeding its limit stroke. This improves the comfort of passengers and enhances the user experience.

[0007] Secondly, since the piston rod is unlikely to collide with the bottom of the working cylinder, it also helps to improve the structural stability and service life of the shock absorber and reduce the probability of component maintenance and replacement.

[0008] Furthermore, in this application, the buffer element is sleeved outside the first locking element, and the first and second locking elements are mutually locked and axially fixed relative to the piston rod. During assembly, the first and second locking elements with the buffer element are first sleeved onto the piston rod, and then locked together to fix the buffer element. This method eliminates the need for riveting, high-precision assembly requirements, and the need for at least two slots on the piston rod; fixation is achieved solely through the mechanical locking of the locking elements. This reduces the difficulty of the assembly process, improves production efficiency, mitigates stress concentration issues on the piston rod caused by multiple slots, and enhances the structural strength of the piston rod.

[0009] Furthermore, after the first and second locking components of this application are locked, bidirectional axial limiting can be achieved, preventing axial movement of the two components on the piston rod, which also helps to improve the reliability and service life of the buffer assembly.

[0010] In some embodiments, the first locking member and the second locking member are locked together by a threaded connection.

[0011] This design offers several advantages. First, the threaded connection allows for mutual locking of the first and second locking components, with good anti-loosening capabilities, thus improving the stability and ease of assembly. Second, the threaded connection is simple to manufacture, further enhancing processing convenience and reducing production costs.

[0012] In some embodiments, the outer surface of the first locking member is provided with a first stop edge along the circumferential direction, the outer surface of the second locking member is provided with a second stop edge along the circumferential direction, and the buffer member is located between the first stop edge and the second stop edge.

[0013] The buffer is reliably confined between the first and second retaining edges, preventing it from axially dislodging due to external forces, thus improving the reliability and stability of the buffer's operation.

[0014] In some embodiments, the buffer member has a first end face near the buffer cavity; The first locking member is located on the side of the second locking member that is close to the buffer cavity, and the first locking member has a second end face that is close to the buffer cavity; When the buffer abuts against the second stop, the first end face is located on the side of the second end face closer to the buffer cavity.

[0015] Therefore, ensuring that mechanical cushioning is achieved through contact between the cushioning component and the bottom of the cushioning chamber avoids direct collision between the first locking component and the sleeve, reducing issues such as loose threads and sleeve wear, thus improving service life and reliability. Furthermore, the gradual and continuous energy dissipation process of the cushioning component makes the energy dissipation in the final cushioning stage smoother, further enhancing the reliability and smoothness of mechanical cushioning, and consequently improving the comfort and stability of vehicle operation.

[0016] In some embodiments, the buffer is an elastic block. Elastic blocks have good buffering performance, a wide range of material choices, simple structure, and convenient assembly. Therefore, they are beneficial for further improving the reliability and smoothness of mechanical buffering, as well as reducing costs.

[0017] In some embodiments, the gap between the outer surface of the buffer and the inner wall of the buffer cavity is greater than or equal to 0.1 mm and less than or equal to 1 mm.

[0018] Therefore, on the one hand, it helps to ensure the unobstructed flow of the discharge channel, ensuring that the hydraulic oil can continuously discharge during the terminal buffering stage, forming a stable and continuous throttling damping force, ensuring the stable triggering of the hydraulic buffering function, and improving the smoothness of the hydraulic buffering. On the other hand, it can effectively control the discharge speed of the hydraulic oil, avoiding the oil pressure from failing to rise due to excessive discharge, ensuring that most of the extreme impact kinetic energy is consumed during the hydraulic buffering stage, and only the remaining load is transferred to the mechanical buffer, thereby helping to improve the service life of the buffer components.

[0019] In some embodiments, the piston rod is provided with a positioning part, which is configured to fix the first locking member and the second locking member axially relative to the piston rod after locking.

[0020] This helps improve the reliability of the axial fixation of the buffer assembly, reduces the probability of interference and collision between it and other components due to movement, and thus helps improve the reliability and stability of the vibration damper.

[0021] In some embodiments, the positioning portion is an annular groove formed on the piston rod, and the damper further includes a snap-fit ​​member, which is accommodated in the annular groove, with the first locking member and the second locking member located on opposite sides of the annular groove.

[0022] This design offers several advantages. First, only one annular groove needs to be machined into the piston rod to axially fix the first and second locking components relative to the piston rod, thus ensuring the structural strength of the piston rod. Preferably, the annular groove can be formed using a spinning process, which can further mitigate stress concentration. Second, it also improves the ease of assembling the buffer assembly and reduces the need for high assembly precision.

[0023] In some embodiments, the positioning portion is a first thread formed on the outer surface of the piston rod, and the first locking member or the second locking member is provided with a second thread that mates with the first thread.

[0024] This design has two advantages: first, it improves the structural strength of the piston rod; second, it facilitates the assembly of the buffer components and reduces processing costs.

[0025] In some embodiments, the positioning portion is an annular protrusion formed on the outer surface of the piston rod, and the first locking member and the second locking member are respectively located on both sides of the annular protrusion.

[0026] This design has two advantages: first, it improves the structural strength of the piston rod; second, it enhances the ease of assembling the buffer assembly, reducing the number of parts and costs.

[0027] Secondly, embodiments of this application provide a vehicle including the shock absorber described in the first aspect.

[0028] The vehicle in this embodiment is based on the same inventive concept as the shock absorber in the above embodiment. Therefore, the vehicle can obtain the beneficial effects of the shock absorber in the corresponding embodiment. Attached Figure Description

[0029] Figure 1 This is a partial structural schematic diagram of a vibration damper provided in one embodiment of this application; Figure 2 for Figure 1 A magnified structural diagram at point N; Figure 3 This is a cross-sectional structural diagram of a buffer assembly provided in another embodiment of this application.

[0030] The annotations in the attached figures are explained as follows: 10. Vibration dampers; 110. Sleeve; 111. Buffer chamber; 120. Buffer assembly; 121. First locking element; 1211. First stop edge; 1212. Second end face; 122. Second locking element; 1221. Second stop edge; 123. Buffer element; 1231. First end face; 130. Snap-on connector; 200. Working cylinder; 300, piston rod; 310, positioning part; 311, annular groove. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0032] In the description of this application, it should be understood that if terms such as "upper," "lower," "left," and "right" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, they are only for the convenience of describing this application 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. Therefore, the terms used to describe positional relationships in the accompanying drawings are only for illustrative purposes and should not be construed as limiting this patent. For those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances.

[0033] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0034] In the description of this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0035] In related technologies, when a vehicle encounters a bumpy road or a significant impact, the shock absorber is easily stretched to its limit stroke. At this point, the piston rod is prone to mechanically colliding with the end of the cylinder, commonly known as bottoming out. This rigid impact not only generates significant impact noise and a jerking sensation, affecting the comfort of passengers, but also causes deformation or even damage to the internal components of the shock absorber, shortening its service life.

[0036] Based on the above problems, this application proposes a shock absorber and a vehicle, aiming to improve the problem of low vehicle comfort caused by the piston rod easily colliding with the cylinder end at the extreme position.

[0037] like Figure 1 and Figure 2As shown, in a first aspect, this application provides a vibration damper 10, which includes a working cylinder 200, a piston rod 300, a sleeve 110, and a buffer assembly 120. The sleeve 110 is fixedly disposed inside the working cylinder 200 and sleeved outside the piston rod 300. The sleeve 110 has a buffer cavity 111. The buffer assembly 120 includes a first locking member 121, a second locking member 122, and a buffer member 123. The first locking member 121 and the second locking member 122 are both sleeved on the piston rod 300. The buffer member 123 is sleeved outside the first locking member 121. The buffer member 123 is adapted to the buffer cavity 111. The first locking member 121 and the second locking member 122 are locked to each other and axially fixed relative to the piston rod 300. The buffer member 123 is limited to be located between the first locking member 121 and the second locking member 122.

[0038] The shock absorber 10 includes a working cylinder 200, a piston rod 300, a sleeve 110, and a buffer assembly 120. The working cylinder 200 is filled with hydraulic oil. Under the action of external forces on the vehicle, the piston rod 300 can reciprocate linearly relative to the working cylinder 200, driving the oil through the piston valve, compression valve, etc., to generate damping force, thereby absorbing the vibration energy of the vehicle.

[0039] The sleeve 110 is fixedly installed inside the working cylinder 200, and the sleeve 110 is immersed in the hydraulic oil of the working cylinder 200.

[0040] The sleeve 110 has a buffer cavity 111, which is used to achieve a soft landing of the piston rod 300 and avoid rigid impact. Specifically, the buffer assembly 120 includes a first locking member 121, a second locking member 122, and a buffer member 123. The first locking member 121 and the second locking member 122 are locked to each other and axially fixed relative to the piston rod 300. The buffer member 123 is sleeved on the outside of the first locking member 121 and is limited to the space between the first locking member 121 and the second locking member 122. That is, the buffer member 123 will not fall off the first locking member 121 axially. The buffer member 123 is adapted to the buffer cavity 111 in that the outer surface of the buffer member 123 is clearance-fitted with the inner wall of the buffer cavity 111, and the outer diameter of the buffer member is slightly smaller than the inner diameter of the sleeve 110.

[0041] Thus, the movement of the shock absorber 10 can be divided into a main working stage and a terminal buffering stage. The main working stage is the normal working stage of the shock absorber 10. The piston rod 300 will reciprocate linearly within its stroke range, causing hydraulic oil to flow through the piston's main valve, thereby generating flow resistance and converting the flow resistance into a smooth damping force to achieve vehicle vibration reduction and ensure the comfort and handling of the vehicle during daily driving.

[0042] When a vehicle encounters a significant impact, such as when driving on an extremely rough road surface, the piston rod 300 will move to its travel limit. Without cushioning, the piston rod 300 will bottom out and collide with the working cylinder 200. At this point, the shock absorber 10 enters the final cushioning stage. During this stage, as the piston rod 300 moves towards the bottom of the working cylinder 200, the cushioning assembly 120 will extend into the cushioning chamber 111 of the sleeve 110, following the movement of the piston rod 300.

[0043] The kinetic energy of the piston rod 300 causes the buffer assembly 120 to compress the hydraulic oil in the buffer chamber 111. Although the hydraulic oil in the sleeve 110 can flow out through the gap between the buffer member 123 and the sleeve 110, the gap is small, acting like a throttle valve. The flow rate of the hydraulic oil flowing out through the gap is less than the rate at which the space of the buffer chamber 111 is reduced due to the compression of the buffer member 123, causing the pressure of the hydraulic oil in the buffer chamber 111 to increase. The pressure reaction force generated by the high-pressure hydraulic oil and the throttling force of the oil flowing through the gap together form a buffer resistance that hinders the piston rod 300 from continuing to move, achieving initial hydraulic buffering of the piston rod 300 and initially consuming most of the kinetic energy of the piston rod 300. When the resistance generated by the initial hydraulic buffer is insufficient to completely consume the kinetic energy of the piston rod 300, the buffer assembly 120 will continue to move with the piston rod 300 until the oil in the buffer chamber 111 is completely discharged. At this time, the buffer assembly 120 is in direct contact with the bottom of the buffer chamber 111. The buffer assembly 120 further absorbs the remaining energy of the piston rod 300, thereby achieving secondary mechanical buffering of the piston rod 300 and ultimately preventing the piston rod 300 from rigidly contacting the bottom of the working cylinder 200.

[0044] The shock absorber 10 of this embodiment, through a sleeve 110 disposed within the working cylinder 200 and a buffer assembly 120 cooperating with the sleeve 110, allows the buffer assembly 120 to extend into the buffer cavity 111 of the sleeve 110 following the movement of the piston rod 300. This provides initial hydraulic buffering and secondary mechanical buffering for the piston rod 300, reducing the probability of the piston rod 300 rigidly bottoming out and colliding with the working cylinder 200 due to exceeding its limit stroke. This improves the comfort of passengers and enhances the user experience.

[0045] Secondly, since the piston rod 300 is unlikely to make contact with the working cylinder 200, it is also beneficial to improve the structural stability and service life of the shock absorber 10 and reduce the probability of component maintenance and replacement.

[0046] Furthermore, in this application, the buffer 123 is sleeved on the outside of the first locking member 121, and the first locking member 121 and the second locking member 122 are mutually locked and axially fixed relative to the piston rod 300. During assembly, the first locking member 121 with the buffer 123 and the second locking member 122 are first sleeved on the piston rod 300, and then locked together to fix the buffer 123. The above method does not rely on riveting, does not require high-precision assembly, and does not require opening at least two slots on the piston rod 300. Fixing can be completed solely through the mechanical locking of the locking member, which helps to reduce the difficulty of the assembly process, improve production efficiency, improve the stress concentration problem of the piston rod 300 caused by opening multiple slots, and improve the structural strength of the piston rod 300.

[0047] In addition, after the first locking member 121 and the second locking member 122 of this application are locked, bidirectional axial limiting can be achieved, preventing the two from axially moving on the piston rod 300, which also helps to improve the reliability and service life of the buffer assembly 120.

[0048] like Figure 2 As shown, in some embodiments, the first locking member 121 and the second locking member 122 are locked by a threaded connection. Specifically, the inner surface of the first locking member 121 is provided with an internal thread, and the outer surface of the second locking member 122 is provided with a matching external thread; or, the outer surface of the first locking member 121 is provided with an external thread, and the inner surface of the second locking member 122 is provided with a matching internal thread. This application does not limit this.

[0049] This design offers several advantages. First, the threaded connection enables the first locking element 121 and the second locking element 122 to lock together effectively, providing good anti-loosening capabilities and thus improving the stability and ease of assembly of the connection. Second, the threaded connection is simple to manufacture, further enhancing processing convenience and reducing production costs.

[0050] like Figure 1 and Figure 2 As shown, in some embodiments, the outer surface of the first locking member 121 is provided with a first stop 1211 along the circumferential direction, the outer surface of the second locking member 122 is provided with a second stop 1221 along the circumferential direction, and the buffer member 123 is located between the first stop 1211 and the second stop 1221.

[0051] In this embodiment, by providing a first stop 1211 on the outer surface of the first locking member 121 and a second stop 1221 on the outer surface of the second locking member 122, the axial movement range of the buffer member 123 is defined. The buffer member 123 is reliably restricted between the first stop 1211 and the second stop 1221, preventing the buffer member 123 from axially falling off due to external force, thereby improving the reliability and stability of the buffer member 123.

[0052] In some embodiments, the buffer 123 is an elastic block. For example, the buffer 123 can be a rubber elastic block, a polyurethane elastic block, a plastic elastic block, a polymer composite material elastic block, etc., which has good elastic deformation buffering capacity. When the buffer 123 contacts the bottom of the buffer cavity 111, elastic contact and elastic deformation can occur, improving the reliability and smoothness of mechanical buffering. The elastic block has good buffering performance, a wide range of material selection, simple structure, and convenient assembly, which helps to reduce the cost of the buffer 123.

[0053] Understandably, during the final buffering stage, to further improve the reliability of the mechanical buffer, the buffer element 123 of the buffer assembly 120 can first make elastic contact with the bottom of the buffer cavity 111, causing the buffer element 123 and the sleeve 110 to undergo elastic deformation. Specifically, as follows... Figure 3 As shown and referenced Figure 1 In some embodiments, the buffer member 123 has a first end face 1231 near the buffer cavity 111, the first locking member 121 is located on the side of the second locking member 122 near the buffer cavity 111, and the first locking member 121 has a second end face 1212 near the buffer cavity 111. When the buffer member 123 abuts against the second stop 1221, the first end face 1231 is located on the side of the second end face 1212 near the buffer cavity 111.

[0054] The buffer member 123 abuts against the second stop 1221, indicating that the buffer member 123 can no longer move away from the buffer cavity 111. At this time, the first end face 1231 of the buffer member 123 is located on the side of the second end face 1212 of the first locking member 121 that is closer to the buffer cavity 111. Thus, in the final buffering stage, the buffer member 123 will contact the bottom of the buffer cavity 111 before the first locking member 121 (the part closest to the buffer cavity 111). This ensures that the mechanical buffering is achieved by the elastic deformation of the buffer member 123. On the one hand, it avoids direct collision between the first locking member 121 and the sleeve 110, reducing issues such as loose threads and sleeve wear, thereby improving the service life and reliability of the shock absorber 10. On the other hand, the energy dissipation process of elastic deformation is gradual and continuous, making the energy dissipation in the final buffering stage smoother, which is conducive to further improving the reliability and smoothness of mechanical buffering, and thus further improving the comfort and stability of vehicle driving.

[0055] Of course, other methods can also be used to ensure that the buffer member 123 contacts the bottom of the buffer cavity 111 before the first locking member 121. For example, in some other embodiments, the bottom of the buffer cavity 111 can be provided with a clearance groove to avoid the first locking member 121, the clearance groove providing an independent receiving space for the first locking member 121. During the final buffering phase, the first locking member 121 extends into the clearance groove, while the buffer member 123 elastically contacts the remaining area of ​​the bottom of the buffer cavity 111.

[0056] It is understood that the above only provides two exemplary solutions, and this application is not limited to these two implementation forms. Other reasonable structural optimizations are within the scope of protection of this application.

[0057] In some embodiments, the gap between the outer surface of the buffer 123 and the inner wall of the buffer cavity 111 is greater than or equal to 0.1 mm and less than or equal to 1 mm.

[0058] This embodiment defines the size of the gap between the buffer component 123 and the buffer chamber 111. If the gap is too small, trace impurities in the hydraulic oil will clog the gap, preventing the hydraulic oil in the buffer chamber 111 from draining. This can easily lead to excessively high instantaneous oil pressure peaks, causing sudden changes in impact load and affecting the smoothness of the buffer. If the gap is too large, the hydraulic oil will drain too quickly, preventing the oil pressure in the buffer chamber 111 from rising effectively. This results in insufficient throttling damping force, and under extreme impacts, the hydraulic buffer will be unable to dissipate enough kinetic energy from the piston rod 300, causing most of the load to be directly transferred to the mechanical buffer, leading to overload and aging of the buffer component 123.

[0059] Therefore, in this embodiment, the gap is limited to between 0.1mm and 1mm. On the one hand, this helps to ensure the unobstructed flow channel, ensuring that the hydraulic oil can continuously flow during the final buffering stage, forming a stable and continuous throttling damping force, ensuring stable triggering of the hydraulic buffering function, and improving the smoothness of the hydraulic buffering. On the other hand, it can effectively control the flow rate of the hydraulic oil, avoiding the oil pressure from failing to rise due to excessively fast flow, ensuring that most of the extreme impact kinetic energy is consumed during the hydraulic buffering stage, and only the remaining load is transferred to the mechanical buffer, thereby helping to improve the service life of the buffer component 123.

[0060] like Figure 1 and Figure 2 As shown, in some embodiments, a positioning part 310 is provided on the piston rod 300. The positioning part 310 is configured to lock the first locking member 121 and the second locking member 122 and fix them axially relative to the piston rod 300.

[0061] In this embodiment, by providing a positioning part 310 on the piston rod 300, an axial limiting reference can be provided for the first locking member 121 and the second locking member 122. When the first locking member 121 and the second locking member 122 are sleeved on the piston rod 300, the positioning part 310 will form an axial limiting effect, so that the first locking member 121 and the second locking member 122 cannot move along the axial direction of the piston rod 300 after locking. This is beneficial to improving the reliability of the axial fixation of the buffer assembly 120, reducing the probability of interference and collision between it and other components due to movement, and thus improving the reliability and stability of the vibration damper 10.

[0062] like Figure 1 and Figure 2 As shown, in some embodiments, the positioning part 310 is an annular groove 311 formed on the piston rod 300, and the damper 10 also includes a snap-fit ​​member 130, which is accommodated in the annular groove 311. The first locking member 121 and the second locking member 122 are respectively located on both sides of the annular groove 311.

[0063] This embodiment presents one embodiment of the positioning part 310. The positioning part 310 is an annular groove 311, which is used to place the snap-fit ​​member 130. The snap-fit ​​member 130 can be a snap ring, a split retaining ring, etc.

[0064] With this configuration, firstly, only one annular groove 311 needs to be machined into the piston rod 300 to achieve axial fixation of the first locking member 121 and the second locking member 122 relative to the piston rod 300, thereby helping to ensure the structural strength of the piston rod 300. Preferably, the annular groove 311 can be formed by a spinning process, which can further improve the stress concentration problem. Secondly, it also helps to improve the convenience of assembling the buffer assembly 120 and reduce the assembly precision required.

[0065] In other embodiments, the positioning part 310 is a first thread (not shown in the figure) formed on the outer surface of the piston rod 300, and the first locking member 121 or the second locking member 122 is provided with a second thread (not shown in the figure) that mates with the first thread.

[0066] Thus, during assembly, the first locking member 121 or the second locking member 122 is first tightened onto the piston rod 300, and then the two locking members are locked, thereby achieving axial fixation of the first locking member 121 and the second locking member 122 relative to the piston rod 300.

[0067] This design, firstly, improves the structural strength of the piston rod 300. Secondly, it enhances the ease of assembly of the buffer assembly 120 and reduces processing costs.

[0068] In some other embodiments, the positioning part 310 is an annular protrusion (not shown in the figure) formed on the outer surface of the piston rod 300, and the first locking member 121 and the second locking member 122 are located on both sides of the annular protrusion.

[0069] In this way, the annular protrusion can axially limit the first locking member 121 and the second locking member 122. After the two are locked, the first locking member 121 and the second locking member 122 can be axially fixed relative to the piston rod 300.

[0070] This design, firstly, improves the structural strength of the piston rod 300. Secondly, it enhances the ease of assembly of the buffer assembly 120, reducing the number of parts and costs.

[0071] Secondly, embodiments of this application provide a vehicle including the shock absorber 10 described in the first aspect.

[0072] The vehicle in this embodiment uses the shock absorber 10 described in the first aspect. The shock absorber 10 includes a sleeve 110 disposed within a working cylinder 200 and a buffer assembly 120 cooperating with the sleeve 110. The buffer assembly 120 can extend into the buffer cavity 111 of the sleeve 110 following the movement of the piston rod 300, forming primary hydraulic buffering and secondary mechanical buffering for the piston rod 300, reducing the probability of the piston rod 300 rigidly bottoming out and colliding with the working cylinder 200 due to exceeding its limit stroke. This improves the comfort of passengers and enhances the user experience. Secondly, it also improves the structural stability and service life of the shock absorber 10, reducing the probability of component repair and replacement. Furthermore, it reduces the difficulty of assembly processes, improves production efficiency, alleviates the stress concentration problem of the piston rod 300 caused by multiple slots, and improves the structural strength of the piston rod. In addition, it also improves the reliability and service life of the buffer assembly 120.

[0073] The vehicle in this embodiment is based on the same inventive concept as the shock absorber 10 in the above embodiment. Therefore, the vehicle can obtain all the beneficial effects of the shock absorber 10 in the corresponding embodiment.

[0074] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vibration damper, characterized in that, include: Working cylinder and piston rod; A sleeve is fixedly disposed inside the working cylinder and sleeved on the outside of the piston rod, and the sleeve has a buffer cavity; A buffer assembly includes a first locking member, a second locking member, and a buffer member. The first locking member and the second locking member are both sleeved on the piston rod, and the buffer member is sleeved outside the first locking member. The buffer member is adapted to the buffer cavity. The first locking member and the second locking member are locked to each other and axially fixed relative to the piston rod, and the buffer member is located between the first locking member and the second locking member.

2. The vibration damper according to claim 1, characterized in that, The first locking member and the second locking member are locked together by a threaded connection.

3. The vibration damper according to claim 1, characterized in that, The outer surface of the first locking member is provided with a first stop edge along the circumferential direction, the outer surface of the second locking member is provided with a second stop edge along the circumferential direction, and the buffer member is located between the first stop edge and the second stop edge.

4. The vibration damper according to claim 3, characterized in that, The buffer member has a first end face near the buffer cavity; The first locking member is located on the side of the second locking member that is close to the buffer cavity, and the first locking member has a second end face that is close to the buffer cavity; When the buffer abuts against the second stop, the first end face is located on the side of the second end face closer to the buffer cavity.

5. The vibration damper according to claim 1, characterized in that, The buffer is an elastic block.

6. The vibration damper according to any one of claims 1-5, characterized in that, The gap between the outer surface of the buffer and the inner wall of the buffer cavity is greater than or equal to 0.1 mm and less than or equal to 1 mm.

7. The vibration damper according to claim 1, characterized in that, The piston rod is provided with a positioning part, which is configured to fix the first locking member and the second locking member axially relative to the piston rod after locking.

8. The vibration damper according to claim 7, characterized in that, The positioning part is an annular groove formed on the piston rod. The damper also includes a snap-fit ​​member, which is housed in the annular groove. The first locking member and the second locking member are located on both sides of the annular groove, respectively.

9. The vibration damper according to claim 7, characterized in that, The positioning part is a first thread formed on the outer surface of the piston rod, and the first locking member or the second locking member is provided with a second thread that mates with the first thread; Alternatively, the positioning part is an annular protrusion formed on the outer surface of the piston rod, with the first locking member and the second locking member located on both sides of the annular protrusion.

10. A vehicle, characterized in that, Includes the vibration damper as described in any one of claims 1-9.

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