Shock absorber support, shock absorber, and vehicle

Abstract

The application relates to the technical field of vehicles and discloses a shock absorber support, a shock absorber and a vehicle. The shock absorber support comprises a support body, a buffer part and an inner framework. The support body is arranged on a vehicle body, and the inside of the support body is provided with a first mounting hole extending in the up-down direction. The buffer part is arranged on the inner peripheral wall of the first mounting hole, and the buffer part is provided with a second mounting hole extending in the up-down direction. The inner framework is embedded on the inner peripheral wall of the second mounting hole, and the inner framework is suitable for being fixedly connected with a piston rod. The buffer part comprises a plurality of buffer blocks connected in sequence in the up-down direction, at least one of the plurality of buffer blocks is connected with the inner framework, and at least part of the plurality of buffer blocks is different in rigidity. The shock absorber support according to the application improves the damping effect.

Description

Technical Field

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

[0002] With the increasing popularity of electric vehicles, batteries are becoming increasingly powerful and heavy, making it more difficult to balance handling and comfort. Existing shock absorbers have limited ability to reduce road surface excitation, resulting in limited damping effects.

[0003] Therefore, how to improve the vibration reduction effect of vibration dampers is a technical problem that urgently needs to be solved. Utility Model Content

[0004] This application provides a shock absorber support, a shock absorber, and a vehicle. The shock absorber support according to this application improves the shock absorption effect.

[0005] To achieve the above objectives, the main technical solutions adopted in this application include: In a first aspect, this application provides a shock absorber support, including a support body, a buffer portion, and an inner frame; the support body is disposed on a vehicle body, and the interior of the support body has a first mounting hole extending in a vertical direction; the buffer portion is disposed on the inner peripheral wall of the first mounting hole, and the buffer portion has a second mounting hole extending in a vertical direction; the inner frame is embedded in the inner peripheral wall of the second mounting hole, and the inner frame is adapted to be fixedly connected to a piston rod; wherein, the buffer portion includes a plurality of buffer blocks connected sequentially in a vertical direction, at least one of the plurality of buffer blocks is connected to the inner frame, and at least a portion of the plurality of buffer blocks has different stiffness.

[0006] According to the shock absorber support proposed in the first aspect of this application, the buffer section can achieve graded buffering and gradual stiffness changes under different loads and amplitudes, avoiding the problem of excessive stiffness of a single stiffness buffer under large impacts or insufficient damping under small vibrations. The stiffness gradient design can effectively widen the damping range, achieving good absorption and attenuation of both high-frequency small-amplitude vibrations and low-frequency large-amplitude impacts, significantly improving the overall damping effect of the shock absorber. At the same time, at least one buffer block is directly connected to the inner frame, ensuring reliable load transmission path and high structural stability, suppressing impact and vibration transmission during vehicle operation, improving ride comfort, and extending the service life of the shock absorber and surrounding suspension components.

[0007] Optionally, along the top-to-bottom direction, the multiple buffer blocks include a first buffer block, a second buffer block, and a third buffer block connected in sequence, with the second buffer block fixedly connected to the inner frame.

[0008] In the above solution, the structure can effectively attenuate small-amplitude high-frequency vibrations and provide sufficient support and buffering during large-amplitude impacts, thus broadening the vibration reduction adaptation range and further improving the vibration reduction effect and ride comfort.

[0009] Optionally, the stiffness of the second buffer block is less than the stiffness of the first buffer block and the stiffness of the third buffer block.

[0010] In the above scheme, the above structure can take into account both small vibration comfort and large impact protection, broaden the applicable working conditions of the shock absorber, and further improve the vibration reduction effect and driving smoothness.

[0011] Optionally, the stiffness of the first buffer block is less than the stiffness of the third buffer block.

[0012] In the above solution, the structure can effectively attenuate small vibrations transmitted from the upper part, and provide stronger support and restraint when the lower part is subjected to a larger impact, thereby reducing the impact sensation and further optimizing vibration damping smoothness and ride comfort.

[0013] Optionally, the first and third buffer blocks are both constructed of vulcanized rubber, while the second buffer block is constructed of polyurethane material.

[0014] In the above scheme, the combination of different materials can not only ensure the vibration absorption comfort under small vibrations, but also provide reliable support and restraint under large impacts. At the same time, the material molding process is mature and the bonding is firm, which can improve the overall reliability and service life of the vibration damper support.

[0015] Optionally, the first buffer block includes a first body portion and a plurality of first raised portions. The first body portion abuts against the second buffer block, and the plurality of first raised portions are spaced apart at one end of the first body portion away from the second buffer block in the vertical direction.

[0016] In the above scheme, multiple first raised parts can undergo elastic deformation to absorb small vibrations, ensuring gentle initial cushioning and driving comfort.

[0017] Optionally, the first raised portion is provided with a plurality of first protrusions that protrude away from the second buffer block.

[0018] In the above scheme, the first protrusion undergoes flexible deformation first, which can reduce abnormal noise from the contact between the buffer block and the support body.

[0019] Optionally, the third buffer block includes a second body portion and a plurality of second raised portions, the second body portion abutting against the second raised portions, and the plurality of second raised portions being spaced apart at one end of the second body portion away from the second buffer block along the vertical direction.

[0020] In the above scheme, the above structure can improve the fatigue resistance and structural reliability of the third buffer block, and further enhance the buffering and limiting ability of the shock absorber support and the driving comfort.

[0021] Secondly, this application provides a vibration damper, including the vibration damper support described in any of the above claims.

[0022] The vibration damper proposed in this application improves the vibration damping effect by including the vibration damper support described in any of the above claims.

[0023] Thirdly, this application provides a vehicle including any of the shock absorber supports or shock absorbers described above.

[0024] The vehicle proposed in this application improves vibration damping and enhances user experience by including any of the shock absorbers described above.

[0025] The beneficial effects of this application are: it can achieve graded buffering and gradual stiffness change under different loads and amplitudes, avoiding the problem of excessive stiffness of a single stiffness buffer under large impacts or insufficient vibration reduction under small vibrations, thereby improving vibration reduction effect and ride comfort. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of the overall structure of the damper support in some embodiments of this application; Figure 2 This is a schematic diagram of the overall structure of the damper support from another angle in some embodiments of this application.

[0028] [Explanation of Labels in the Attached Image] 100. Support body; 101. First mounting hole; 200. Buffer section; 201. Second mounting hole; 210. Buffer block; 211, First buffer block; 211a, First body part; 211b, First raised part; 211ba, First protrusion; 212. Second buffer block; 213, Third buffer block; 213a, Second body part; 213b, Second raised part; 300. Internal skeleton; Z represents the up and down direction. Detailed Implementation

[0029] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, 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, 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.

[0030] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, in the description, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy.

[0031] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application can be combined with other embodiments.

[0032] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation" and "connection" 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; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0033] In this application, "multiple" means two or more (including two).

[0034] With the increasing popularity of electric vehicles, the battery capacity and weight are also increasing, making it increasingly difficult to balance handling and comfort. Several methods are generally used to address this issue, including the use of CDC shock absorbers and active suspension. However, the high stiffness requirements of vehicles during rapid lane changes and speed bumps, coupled with the low stiffness requirements of rough asphalt roads, mean that existing shock absorbers have limited ability to reduce road excitation, resulting in limited damping effects and impacting comfort.

[0035] In view of this, in order to improve the vibration reduction effect of the vibration damper and improve comfort, this application provides a vibration damper support. The buffer part includes a plurality of buffer blocks connected sequentially in the vertical direction. At least one of the plurality of buffer blocks is connected to the inner frame. At least some of the plurality of buffer blocks have different stiffnesses, which can realize graded buffering and gradual stiffness changes under different amplitude conditions. This avoids the problem that a single stiffness buffer is too stiff under large impact or insufficient vibration reduction under small vibration. It can effectively widen the vibration reduction range and achieve good absorption and attenuation of both high-frequency small-amplitude vibration and low-frequency large-amplitude impact, significantly improving the overall vibration reduction effect of the vibration damper.

[0036] The following description, based on the accompanying drawings, illustrates an embodiment of a shock absorber support, a shock absorber, and a vehicle according to this application.

[0037] like Figure 1 and Figure 2 As shown, the shock absorber support according to the first aspect of the present application includes a support body 100, a buffer portion 200 and an inner frame 300.

[0038] The support body 100 is disposed on the vehicle body, and the interior of the support body 100 has a first mounting hole 101 extending in the vertical direction Z; specifically, the support body 100 includes a cover and a base, the base is provided with the first mounting hole 101, the base is fixed to the vehicle body by bolts, and the cover seals the first mounting hole 101.

[0039] The buffer part 200 is disposed on the inner peripheral wall of the first mounting hole 101. The buffer part 200 has a second mounting hole 201 extending in the vertical direction Z. It can be understood that the buffer part 200 can achieve vibration reduction through elastic expansion and contraction.

[0040] The inner frame 300 is embedded in the inner peripheral wall of the second mounting hole 201, and the inner frame 300 is adapted to be fixedly connected to the piston rod. It can be understood that the piston rod passes through the support body 100 and extends into the first mounting hole 101. Specifically, the piston rod can move up and down with the movement of the vehicle body. At the same time, the vibration of the piston rod can be transmitted to the buffer part 200 through the inner frame 300, thereby reducing the probability of vibration being transmitted to the vehicle body.

[0041] The buffer section 200 includes a plurality of buffer blocks 210 connected sequentially along the vertical direction Z. At least one of the buffer blocks 210 is connected to the inner frame 300, and at least some of the buffer blocks 210 have different stiffnesses. This arrangement reduces the probability of vibrations of different frequencies being transmitted to the vehicle body, which not only helps control the vehicle body movement but also helps reduce the probability of road vibrations being transmitted to the vehicle body.

[0042] Specifically, the buffer block 210 with lower stiffness can absorb small amplitude and high frequency vibrations, reducing the probability of vibrations from asphalt roads and fine road surfaces being transmitted to the vehicle body, while the buffer block 210 with higher stiffness can help control the movement of the vehicle body.

[0043] Meanwhile, at least one buffer block 210 is directly connected to the inner frame 300, which can ensure reliable load transmission path and high structural stability, suppress impact and vibration transmission during vehicle operation, improve ride comfort, and extend the service life of shock absorbers and surrounding suspension components.

[0044] In some embodiments, such as Figure 2 As shown, from top to bottom, multiple buffer blocks 210 include a first buffer block 211, a second buffer block 212, and a third buffer block 213 connected in sequence. The second buffer block 212 is fixedly connected to the inner frame 300. Fixing the middle second buffer block 212 to the inner frame 300 allows vibration and impact loads to be directly transmitted through the inner frame 300 to the core stress area of ​​the buffer section 200, ensuring more direct and stable load transmission and avoiding off-center loading and force deviation. Simultaneously, the first buffer block 211 and the third buffer block 213 can form a multi-level, gradually varying stiffness buffer structure, achieving graded energy absorption and vibration reduction under different amplitudes and load impacts. This effectively attenuates small-amplitude high-frequency vibrations and provides sufficient support and cushioning during large-amplitude impacts, broadening the vibration reduction adaptability range and further improving vibration reduction effect and ride comfort.

[0045] In some embodiments, the stiffness of the second buffer block 212 is less than that of the first buffer block 211 and the third buffer block 213. Under small vibration conditions, the second buffer block 212 with lower stiffness mainly deforms and absorbs vibration, attenuating minor vibrations and providing greater comfort. Under large impact loads, the first buffer block 211 and the third buffer block 213 with higher stiffness on both sides gradually participate in vibration reduction, further improving the vibration reduction effect.

[0046] This design balances comfort during small vibrations with protection against large impacts, broadens the applicable operating conditions of the shock absorber, and further improves the vibration reduction effect and ride smoothness.

[0047] In some embodiments, the stiffness of the first buffer block 211 is less than that of the third buffer block 213. This effectively attenuates small vibrations transmitted from the upper part and provides stronger support and restraint when the lower part is subjected to larger impacts, reducing the impact sensation and further optimizing vibration damping smoothness and ride comfort.

[0048] In some embodiments, the first buffer block 211 and the third buffer block 213 are both constructed as vulcanized rubber parts, and the second buffer block 212 is constructed as a polyurethane material part. Vulcanized rubber parts have moderate elasticity, good fatigue resistance, and high connection strength, making them suitable as support and buffer structures with high upper and lower stiffness; polyurethane materials have strong load-bearing capacity and gentle cushioning, making them suitable as energy-absorbing components with low middle stiffness.

[0049] Combining different materials can ensure vibration absorption comfort under small vibrations and provide reliable support and restraint under large impacts. At the same time, the material molding process is mature and the bonding is strong, which can improve the overall reliability and service life of the vibration damper support.

[0050] In some embodiments, such as Figure 2 As shown, the first buffer block 211 includes a first body portion 211a and a plurality of first raised portions 211b. The first body portion 211a abuts against the second buffer block 212. Along the vertical direction Z, the plurality of first raised portions 211b are spaced apart at the end of the first body portion 211a away from the second buffer block 212. When subjected to impact, the plurality of first raised portions 211b can first undergo elastic deformation to absorb small vibrations, ensuring a gentle initial buffer and a comfortable ride.

[0051] As the load increases, the first raised portion 211b is gradually compressed, and then the first body portion 211a participates in bearing the pressure, thus achieving a two-stage progressive buffer.

[0052] The multiple first raised portions 211b spaced apart can also avoid local stress concentration, improve the fatigue resistance and service life of the first buffer block 211, and further optimize vibration damping smoothness.

[0053] In some embodiments, such as Figure 2 As shown, the first raised portion 211b is provided with a plurality of first protrusions 211ba protruding away from the second buffer block 212. When vibration occurs, the first protrusions 211ba are the first to undergo flexible deformation, reducing contact noise between the first raised portion 211b and the support body 100.

[0054] As the load gradually increases, the first protrusion 211ba is gradually crushed, the first raised portion 211b then participates in the deformation, and finally the first body portion 211a bears the main load. The stiffness increases step by step, which not only ensures a gentle vibration reduction effect under small vibrations, but also provides sufficient support and restraint under large impacts. At the same time, the multi-protrusion structure can increase the contact area, disperse local stress, reduce stress concentration, and effectively improve the fatigue resistance and service life of the first buffer block 211.

[0055] In some embodiments, such as Figure 2As shown, the third buffer block 213 includes a second body portion 213a and a plurality of second raised portions 213b. The second body portion 213a abuts against the second raised portions 213b. Along the vertical direction Z, the plurality of second raised portions 213b are spaced apart at one end of the second body portion 213a away from the second buffer block 212.

[0056] The third buffer block 213 adopts a structure in which the second body part 213a and a plurality of second raised parts 213b are spaced apart, so that it can achieve progressive buffering when subjected to impact.

[0057] When vibration occurs, the second raised portion 213b first undergoes flexible deformation, effectively absorbing vibration energy; as the load increases, the second raised portion 213b is gradually compressed, and the second body portion 213a then participates in bearing the load, gradually increasing the stiffness.

[0058] Multiple second bulges 213b are arranged at intervals, which can ensure uniform deformation and avoid stress concentration, while providing sufficient space for compression deformation, improving the fatigue resistance and structural reliability of the third buffer block 213, and further enhancing the buffering and limiting capacity and driving comfort of the shock absorber support.

[0059] Specifically, the second raised portion 213b also has multiple protrusions, which further reduces the abnormal noise generated when the second raised portion 213b contacts the support body 100.

[0060] Secondly, this application provides a vibration damper, including the vibration damper support described in any of the above claims.

[0061] The vibration damper proposed in this application improves the vibration damping effect by including the vibration damper support described in any of the above claims.

[0062] Thirdly, this application provides a vehicle including any of the shock absorber supports or shock absorbers described above.

[0063] The vehicle proposed in this application improves vibration damping and enhances user experience by including any of the shock absorbers described above.

[0064] The above description is merely an embodiment of this application and is not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A vibration damper support, characterized in that, include: The support body (100) is disposed on the vehicle body, and the interior of the support body (100) has a first mounting hole (101) extending in the vertical direction (Z). A buffer portion (200) is disposed on the inner peripheral wall of the first mounting hole (101), and the buffer portion (200) has a second mounting hole (201) extending in the vertical direction (Z). An inner frame (300) is embedded in the inner peripheral wall of the second mounting hole (201), and the inner frame (300) is adapted to be fixedly connected to the piston rod; The buffer section (200) includes a plurality of buffer blocks (210) connected sequentially along the vertical direction (Z), at least one of the plurality of buffer blocks (210) is connected to the inner frame (300), and at least some of the plurality of buffer blocks (210) have different stiffness.

2. The damper support according to claim 1, characterized in that, Along the top-to-bottom direction, the plurality of buffer blocks (210) include a first buffer block (211), a second buffer block (212) and a third buffer block (213) connected in sequence, with the second buffer block (212) fixedly connected to the inner frame (300).

3. The damper support according to claim 2, characterized in that, The stiffness of the second buffer block (212) is less than that of the first buffer block (211) and the third buffer block (213).

4. The damper support according to claim 3, characterized in that, The stiffness of the first buffer block (211) is less than that of the third buffer block (213).

5. The damper support according to claim 2, characterized in that, The first buffer block (211) and the third buffer block (213) are both constructed as vulcanized rubber parts, and the second buffer block (212) is constructed as a polyurethane material part.

6. The damper support according to claim 2, characterized in that, The first buffer block (211) includes a first body portion (211a) and a plurality of first raised portions (211b). The first body portion (211a) abuts against the second buffer block (212). Along the vertical direction (Z), the plurality of first raised portions (211b) are spaced apart at one end of the first body portion (211a) away from the second buffer block (212).

7. The damper support according to claim 6, characterized in that, The first raised portion (211b) is provided with a plurality of first protrusions (211ba) protruding away from the second buffer block (212).

8. The damper support according to claim 2, characterized in that, The third buffer block (213) includes a second body part (213a) and a plurality of second raised parts (213b). The second body part (213a) abuts against the second raised parts (213b). Along the vertical direction (Z), the plurality of second raised parts (213b) are spaced apart at one end of the second body part (213a) away from the second buffer block (212).

9. A vibration damper, characterized in that, Includes the damper support as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, Includes the damper support as described in any one of claims 1 to 8 or the damper as described in claim 9.

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