Automobile light-weight shock absorber upper support structure
Patent Information
- Application Number
- CN202522680224.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-12-18
- Publication Date
- 2026-10-23
- Estimated Expiration
- 2035-12-18
AI Technical Summary
[0003]但是，由于减震器属于悬挂系统中的“簧下质量”，而目前市面上现有的汽车减震器上支撑结构大多重量较大，使悬挂系统整体惯性提高，减震器回弹变慢，进而降低了对路面冲击的吸收速率，减弱了车轮贴地性能和抓地力，不利于操控稳定性的提升
1、本实用新型提出的一种汽车轻量化减震器上支撑结构，通过在壳体内开设腔体，并在隔板上开设多个减量孔，进而减少了壳体和隔板的重量，降低了部件的整体重量，而重量的减轻降低了悬挂系统的运动惯性，提高了悬挂对路面冲击的响应速度，从而增强了车轮的贴地性能和车辆的操控稳定性。
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Figure CN224881673U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of shock absorber technology, and in particular to a support structure for a lightweight automotive shock absorber. Background Technology
[0002] Shock absorbers are an important component of car suspension. They improve the stability, comfort, and safety of a car by suppressing the oscillations when the springs absorb shocks and absorbing road impacts. The support structure on the car shock absorber is an important component in the car suspension system that connects the shock absorber piston rod to the car body. It mainly plays the roles of support, buffering, shock absorption, and force transmission.
[0003] However, since shock absorbers are part of the "unsprung mass" of the suspension system, and the supporting structures of most existing automotive shock absorbers on the market are quite heavy, the overall inertia of the suspension system increases, the shock absorber rebounds more slowly, which in turn reduces the absorption rate of road impacts, weakens the wheel's contact with the ground and grip, and is not conducive to improving handling stability.
[0004] Therefore, those skilled in the art have provided a support structure for a lightweight automotive shock absorber to solve the problems mentioned in the background art. Utility Model Content
[0005] The purpose of this utility model is to overcome the shortcomings of the existing technology and provide a lightweight support structure for automotive shock absorbers. By opening a cavity inside the housing and opening multiple reduction holes on the partition, the weight of the housing and partition is reduced, the overall weight of the components is reduced, thereby reducing the motion inertia of the suspension system, improving the suspension's response speed to road impacts, and ultimately enhancing the wheel's road contact performance and the vehicle's handling stability.
[0006] To achieve the above objectives, this utility model provides the following technical solution: A lightweight automotive shock absorber upper support structure includes a housing, an elastomer, a partition, and an end cap. The lower end of the housing has a receiving groove, and both sides of the housing have wing edges. The top surface inside the receiving groove and the upper end of the end cap are provided with a first corrugated contact surface. The front end of the housing has a cavity, and the edges of the top and bottom surfaces inside the cavity are provided with multiple reinforcing ribs. The outer wall of the partition is provided with a second corrugated contact surface. By creating cavities within the housing and adding multiple reduction holes to the partition, the weight of the housing and partition is reduced, thus lowering the overall weight of the components. This weight reduction decreases the inertia of the suspension system, improving its response to road impacts and enhancing wheel grip and vehicle handling stability. Furthermore, the elastic body's contact with the first wave-shaped contact surface on the receiving groove and end cap, combined with the second wave-shaped contact surface on the partition, increases the elastic body's deformation area, dispersing vibrations and impacts across multiple peaks and troughs. This enhances the absorption capacity for vibrations of different directions and frequencies, while also extending the elastic body's deformation stroke, resulting in a gentler cushioning effect and improved driving comfort.
[0007] Furthermore, the elastomer is disposed in the receiving groove and sleeved on the partition plate, and the lower end of the inner wall of the receiving groove is fixedly connected to the end cap. By using the above technical solution, an elastic body is placed in the receiving groove, with its outer wall fitting against the inner wall of the receiving groove, and axially fixed by the end cap, forming a compact, stable and reliable shock absorption unit.
[0008] Furthermore, each of the wing edges is provided with a fixing hole, and the lower end of the fixing hole of the wing edge is surrounded by dense tapered protrusions; Through the above technical solution, the bolts can be passed through the fixing holes opened on the wing to fix the entire upper support structure to the vehicle body. The tapered protrusion at the lower end of the wing can be embedded into the vehicle body mounting surface to form a micro-mechanical interlock, which greatly increases the friction coefficient and torque resistance of the connection surface, thereby effectively preventing the connection from loosening due to long-term vehicle vibration and reducing abnormal noise caused by relative displacement of the connection surface.
[0009] Furthermore, the upper and lower ends of the elastomer are both in contact with the first corrugated contact surface, and the partition is in contact with the inner wall of the elastomer through the second corrugated contact surface; By employing the above technical solution, and by having the upper and lower ends of the elastomer fit against the first wavy contact surface and the inner wall fit against the second wavy contact surface, when the elastomer is deformed under pressure perpendicular to the axis in the vertical direction, its upper and lower end faces and inner wall can form a uniform and gradual fit with the contact surface. This avoids the problem of excessive stress concentration when in planar contact, thereby dispersing stress and slowing down the fatigue aging of the elastomer.
[0010] Furthermore, the upper and lower ends of the partition are provided with a plurality of reduction holes, all of which are circular and evenly distributed on the partition. Through the above technical solution, the material usage is reduced to the maximum extent while ensuring the basic structural strength of the partition, thus achieving the goal of lightweighting. At the same time, the evenly distributed circular reduction holes ensure that the stress distribution is uniform throughout the partition, avoiding local stress concentration caused by the openings and ensuring its structural reliability.
[0011] Furthermore, the housing is made of aluminum alloy, the elastomer is made of nitrile rubber, and the partition and end cap are both made of polycarbonate. The above technical solution achieves weight reduction by using lightweight and high-strength aluminum alloy to make the shell, while meeting the requirements of load-bearing capacity and rigidity. The use of wear-resistant and highly elastic nitrile rubber to make the elastomer ensures excellent shock absorption and durability. The use of high-strength and high-toughness polycarbonate to make the partitions and end caps further reduces the overall weight while ensuring safety.
[0012] This utility model has the following beneficial effects: 1. The present invention proposes a lightweight shock absorber upper support structure for automobiles. By opening a cavity inside the housing and opening multiple reduction holes on the partition, the weight of the housing and partition is reduced, thereby reducing the overall weight of the components. The weight reduction reduces the motion inertia of the suspension system and improves the suspension's response speed to road impacts, thereby enhancing the wheel's road contact performance and the vehicle's handling stability.
[0013] 2. The lightweight shock absorber upper support structure proposed in this utility model increases the stress deformation area of the elastic body by having the elastic body fit into the first wave-shaped contact surface on the receiving groove and end cover, and the elastic body fit into the second wave-shaped contact surface on the partition plate. This disperses the vibration impact to multiple wave crests and troughs, improving the absorption capacity of vibrations in different directions and frequencies. At the same time, it extends the deformation stroke of the elastic body, making the buffering effect gentler and improving driving comfort. Attached Figure Description
[0014] Figure 1 This is a schematic diagram of the main structure of the upper support structure of a lightweight automotive shock absorber proposed in this utility model. Figure 2 This is an exploded view of the upper support structure of a lightweight automotive shock absorber proposed in this utility model; Figure 3 This is a side sectional view of the upper support structure of a lightweight automotive shock absorber proposed in this utility model; Figure 4 This is a top sectional view of the upper support structure of a lightweight automotive shock absorber proposed in this utility model; Figure 5 for Figure 3 Enlarged view of point A in the middle.
[0015] Explanation of reference numerals in the attached figures: 1. Shell; 2. Receiving groove; 3. Elastomer; 4. Partition; 5. End cap; 6. Wing; 7. Fixing hole; 8. First corrugated contact surface; 9. Reduction hole; 10. Cavity; 11. Reinforcing rib; 12. Second corrugated contact surface. Detailed Implementation
[0016] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of specific embodiments. Obviously, the described specific embodiments are only a part of the specific embodiments of the present invention, and not all of them. Based on the specific embodiments of the present invention, all other specific embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.
[0017] Reference Figure 1-5 This utility model provides a specific implementation method: A lightweight shock absorber upper support structure for automobiles includes a housing 1, an elastomer 3, a partition 4, and an end cap 5. The lower end of the housing 1 is provided with a receiving groove 2, and both sides of the housing 1 are provided with wing edges 6. The top surface inside the receiving groove 2 and the upper end of the end cap 5 are provided with a first corrugated contact surface 8. The front end inside the housing 1 is provided with a cavity 10, and the edges of the top and bottom surfaces inside the cavity 10 are provided with multiple reinforcing ribs 11. The outer wall of the partition 4 is provided with a second corrugated contact surface 12.
[0018] By creating a cavity 10 inside the housing 1 and multiple reduction holes 9 on the partition 4, the weight of the housing 1 and the partition 4 is reduced, thereby lowering the overall weight of the components. This weight reduction reduces the motion inertia of the suspension system and improves the suspension's response speed to road impacts, thus enhancing the wheel's road grip performance and the vehicle's handling stability. Furthermore, by having the elastomer 3 adhere to the first wave-shaped contact surface 8 on the receiving groove 2 and the end cap 5, and by having the elastomer 3 adhere to the second wave-shaped contact surface 12 on the partition 4, the stress deformation area of the elastomer 3 is increased, allowing vibration impacts to be dispersed to multiple peaks and troughs, improving the absorption capacity for vibrations of different directions and frequencies. At the same time, the deformation stroke of the elastomer 3 is extended, resulting in a gentler cushioning effect and improved driving comfort.
[0019] The elastomer 3 is placed inside the receiving groove 2 and sleeved on the partition plate 4. The lower end of the inner wall of the receiving groove 2 is fixedly connected to the end cap 5. By placing the elastomer 3 inside the receiving groove 2, with its outer wall fitting against the inner wall of the receiving groove 2, and axially fixed by the end cap 5, a compact, stable, and reliable shock absorption unit is formed. Fixing holes 7 are provided on each of the flanges 6. Dense tapered protrusions are provided around the fixing holes 7 at the lower end of the flanges 6. Through the fixing holes 7 on the flanges 6, bolts can pass through to fix the entire upper support structure to the vehicle body. The tapered protrusions at the lower end of the flanges 6 can... Embedded into the vehicle body mounting surface, forming a microscopic mechanical interlock, it greatly increases the friction coefficient and torque resistance of the connecting surface, thereby effectively preventing loosening of the connection due to long-term vehicle vibration and reducing abnormal noise caused by relative displacement of the connecting surface. The upper and lower ends of the elastomer 3 are both in contact with the first corrugated contact surface 8, and the partition 4 is in contact with the inner wall of the elastomer 3 through the second corrugated contact surface 12. By having the upper and lower ends of the elastomer 3 in contact with the first corrugated contact surface 8 and the inner wall in contact with the second corrugated contact surface 12, the elastomer 3 can withstand pressure in the vertical direction and perpendicular to the axis. During deformation, its upper and lower end faces and inner walls can form a uniform and gradual fit with the contact surface, avoiding the problem of excessive stress concentration when in planar contact, thereby dispersing stress and slowing down the fatigue aging of the elastomer 3. Multiple reduction holes 9 are provided at both the upper and lower ends of the partition 4. These reduction holes 9 are all circular and evenly distributed on the partition 4. By minimizing the material usage while ensuring the basic structural strength of the partition 4, the lightweight goal is achieved. At the same time, the evenly distributed circular reduction holes 9 ensure uniform stress distribution throughout the partition 4, avoiding localized stress caused by the openings. Stress concentration ensures structural reliability. The shell 1 is made of aluminum alloy, the elastomer 3 is made of nitrile rubber, and the partition 4 and end cap 5 are made of polycarbonate. By using lightweight and high-strength aluminum alloy to make the shell 1, the weight of the shell 1 is reduced while meeting the requirements of load bearing and stiffness. The use of wear-resistant and highly elastic nitrile rubber to make the elastomer 3 ensures excellent shock absorption and durability. The use of high-strength and high-toughness polycarbonate to make the partition 4 and end cap 5 further reduces the overall weight while ensuring safety.
[0020] Working principle: When using the upper support structure of this lightweight automotive shock absorber, the entire upper support structure is fixed to the vehicle body by bolts passing through the fixing holes 7. The piston rod on the shock absorber passes through the end cap 5 of the housing 1 and the partition 4 and is fixed by nuts. When the vehicle is in motion, the upper and lower end faces of the elastomer 3 work together with the first wave-shaped contact surface 8 and the second wave-shaped contact surface 12 of the inner wall and the partition 4 to guide the elastomer 3 to undergo progressive, multi-dimensional deformation, increasing the force-bearing area and dispersing the impact energy to multiple wave crests and troughs. This greatly improves the absorption capacity of vibrations in different directions and frequencies, making the buffering process smoother and significantly improving driving comfort. By opening the cavity 10 inside the housing 1 and opening multiple reduction holes 9 on the partition 4, the weight of the housing 1 and the partition 4 is reduced, thus reducing the overall weight of the components. The weight reduction reduces the motion inertia of the suspension system and improves the suspension's response speed to road impacts, thereby enhancing the wheel's road contact performance and the vehicle's handling stability.
[0021] The following points should be noted in this article: 1. The accompanying drawings of the embodiments disclosed herein only relate to the structures involved in the embodiments disclosed herein; other structures can be referred to in a general design.
[0022] 2. Where there is no conflict, the embodiments of this disclosure and the features in the embodiments can be combined with each other to obtain new embodiments.
[0023] Finally, it should be noted that the above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Although the present utility model has been described in detail with reference to the foregoing specific embodiments, those skilled in the art can still modify the technical solutions described in the foregoing specific embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.
Claims
1. A support structure for a lightweight automotive shock absorber, comprising a housing (1), an elastomer (3), a partition (4), and an end cap (5), characterized in that: The lower end of the housing (1) is provided with a receiving groove (2), and both sides of the housing (1) are provided with wing edges (6). The top surface inside the receiving groove (2) and the upper end of the end cap (5) are provided with a first wavy contact surface (8). The front end inside the housing (1) is provided with a cavity (10). The edges of the top and bottom surfaces inside the cavity (10) are provided with multiple reinforcing ribs (11). The outer wall of the partition (4) is provided with a second wavy contact surface (12).
2. The upper support structure for a lightweight automotive shock absorber according to claim 1, characterized in that: The elastomer (3) is disposed in the receiving groove (2) and sleeved on the partition plate (4), and the lower end of the inner wall of the receiving groove (2) is fixedly connected to the end cap (5).
3. The upper support structure for a lightweight automotive shock absorber according to claim 1, characterized in that: Each of the wing edges (6) is provided with a fixing hole (7), and the lower end of the fixing hole (7) of the wing edge (6) is surrounded by dense tapered protrusions.
4. The upper support structure for a lightweight automotive shock absorber according to claim 1, characterized in that: The upper and lower ends of the elastomer (3) are both in contact with the first wavy contact surface (8), and the partition (4) is in contact with the inner wall of the elastomer (3) through the second wavy contact surface (12).
5. The upper support structure for a lightweight automotive shock absorber according to claim 1, characterized in that: The upper and lower ends of the partition (4) are provided with a plurality of reduction holes (9), all of which are circular and evenly distributed on the partition (4).
6. The upper support structure for a lightweight automotive shock absorber according to claim 1, characterized in that: The shell (1) is made of aluminum alloy, the elastomer (3) is made of nitrile rubber, and the partition (4) and end cap (5) are both made of polycarbonate.