A shock absorber piston

Abstract

The application discloses a shock absorber piston, which comprises a ring-shaped piston body, a through hole for mounting a piston rod is arranged in the center of the piston body, the two end faces of the piston body are alternately provided with a first plane and a second plane with the central axis as the center, the horizontal height of the first plane is higher than that of the second plane, and the first plane at one end of the piston body corresponds to the second plane at the other end; a plurality of groups of oil holes are arranged on the piston body, the oil holes are uniformly distributed around the central axis and penetrate the two end faces, and the plurality of groups of oil holes comprise a first group of oil holes and a second group of oil holes. The application has the effects of optimizing the smoothness of damping output, improving heat dissipation and enhancing structural reliability.

Description

Technical Field

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

[0002] The shock absorber piston is the core valve component in a hydraulic shock absorber. It generates damping force by controlling the throttling effect of the oil flow through its own oil holes. Traditional pistons typically have a single flat end face, with the oil holes usually located at the same height. This layout easily leads to the valve plates covering the oil holes opening and closing synchronously, causing a sudden change in the oil flow cross-sectional area, resulting in nonlinear damping force. This affects the shock absorber's ability to balance comfort and stability under complex operating conditions. Furthermore, the dense distribution of oil holes on the same plane creates a weak zone, weakening the piston's overall strength.

[0003] The aforementioned single-plane oil hole design has several inherent defects: First, asynchronous valve plate movements can easily cause chatter and noise, and shorten service life; second, the concentrated flow of oil from a single height makes it difficult to form a uniform lubricating film between the piston and cylinder, and is not conducive to the balanced dissipation of heat, easily leading to localized high temperatures; third, under repeated impacts from high-pressure oil, the end face is prone to uneven stress, posing a risk of deformation. Although some design improvements exist, most have failed to fundamentally optimize the oil flow path and valve plate actuation sequence, nor have they simultaneously considered structural strength and heat dissipation efficiency.

[0004] To address the aforementioned problems, this invention aims to provide an innovative shock absorber piston. Its design objectives are specifically: through structural innovation, to achieve orderly, stratified flow of oil at two different heights, thereby optimizing damping linearity; to improve the stress state and enhance reliability by strengthening the end-face support structure; and to effectively control operating temperature rise by extending the oil flow path and increasing the heat exchange area. Ultimately, while achieving these performance goals, the design itself is ensured to be easy to manufacture. Utility Model Content

[0005] This application proposes a shock absorber piston designed to optimize the smoothness of damping output, improve heat dissipation, and enhance structural reliability.

[0006] Specifically, the shock absorber piston has alternating fan-shaped high and low planes on both ends of its annular body, and two sets of oil holes are formed therethrough, staggered in the circumferential direction. This structure allows hydraulic oil to form two layered, orderly, and extended main channels as it flows through the piston. On the one hand, this guides the control valve to open smoothly in stages, thereby significantly improving the linearity and smoothness of damping force changes. On the other hand, the stepped end faces of the fan shape enhance the rigidity of the body, while the double-layered oil flow path expands the heat dissipation area, jointly improving the working stability and durability of the shock absorber under high temperature and high pressure conditions.

[0007] The shock absorber piston provided in this application adopts the following technical solution: A shock absorber piston includes an annular piston body. The piston body has a through hole at its center for mounting a piston rod. Both ends of the piston body have alternating fan-shaped first and second planes centered on its central axis. The first plane is at a higher level than the second plane, and the first plane at one end of the piston body corresponds to the second plane at the other end. The piston body has multiple sets of oil holes evenly distributed around its central axis and penetrating both end faces. The multiple sets of oil holes include a first set of oil holes and a second set of oil holes. One end of the first set of oil holes opens into a first plane of one end face of the piston body, and the other end opens into a second plane of the other end face. One end of the second set of oil holes opens into the second plane of one end face of the piston body, and the other end opens into the first plane of the other end face. Furthermore, the first set of oil holes and the second set of oil holes are arranged alternately in the circumferential direction.

[0008] By adopting the above technical solution, the piston body is fixed to the piston rod through the central through hole and is integrally installed into the working cylinder of the shock absorber. Its two end faces are used to stack elastic valve plates that control the opening and closing of oil holes. The stepped end faces and the staggered oil holes together form two independent oil flow channels located at different heights and in physical space, with the same oil channel path length. This allows the oil holes on different planes to open in stages and sequentially when the valve plates deform under oil pressure, resulting in a smooth change in the oil flow cross-sectional area rather than an abrupt change. Furthermore, by achieving oil stratification and diversion in physical space, a thicker and more uniform oil film is formed between the piston and the cylinder, avoiding insufficient lubrication in single-point or single-line areas and reducing turbulence caused by mutual interference when a large amount of oil passes through a single cross-section. This makes the flow more stable and orderly, contributing to improved damping force consistency. Simultaneously, the alternating arrangement of the first and second fan-shaped planes, combined with the staggered oil holes, constitutes... A support network, similar to a reinforcing plate, significantly enhances the end face's resistance to deformation under high-pressure hydraulic pressure, resulting in a more uniform stress distribution and less deformation. By dispersing stress concentration points to two different axial heights, it greatly improves the piston's fatigue strength and load-bearing capacity. Furthermore, the oil holes penetrating the planes at different heights at both ends objectively extend the flow path of the hydraulic fluid within the piston body. This means a longer heat exchange time between the hydraulic fluid and the piston body's metal material, resulting in better cooling. The oil holes on the two planes can be considered as two "independent heat dissipation layers," enabling targeted cooling of different height areas of the piston, especially more effectively addressing the typically higher temperature top area of ​​the piston. This achieves three-dimensional, layered thermal management, effectively suppressing the rapid rise in overall temperature. Simultaneously, the end face is composed of regular fan-shaped planes, facilitating machining using conventional processes such as turning and milling, improving product reliability and reducing manufacturing costs.

[0009] Preferably, the first group of oil holes and the second group of oil holes have the same axial length, and the axial length of the piston body is greater than the axial length of the oil holes.

[0010] Preferably, the oil hole is a straight cylindrical through hole.

[0011] Preferably, the first group of oil holes and the second group of oil holes are centrally symmetrically distributed on the circumference.

[0012] Preferably, the outer wall of the piston body is provided with a first annular groove group for mounting piston rings.

[0013] Preferably, the outer wall of the piston body is further provided with a second annular groove group for mounting piston rings.

[0014] Preferably, the depth and width of the second annular groove group are both greater than the depth and width of the first annular groove group.

[0015] Preferably, the transition region between the second plane and the first plane is an inclined plane facing the first plane.

[0016] Preferably, the first annular groove group structure includes a first groove, a second groove, and a third groove distributed along the axial direction, wherein the depth of the first groove is greater than the depth of the second groove and the third groove; the second annular groove group includes a fourth groove, the depth of the fourth groove is greater than the depth of the second groove, and the fourth groove is disposed close to the third groove.

[0017] Preferably, each plane on the end face of the piston body has an arc-shaped transition surface at its contour edge.

[0018] In summary, this application includes at least one of the following beneficial technical effects: 1. Through the coordinated design of stepped end face and staggered oil holes, the valve plate is opened in stages and the cross-sectional area of ​​oil flow is smoothly changed, which significantly improves the linearity and smoothness of the damping force output of the shock absorber, while enhancing the strength of the end face structure. 2. By utilizing the layered distribution of oil holes and the extended oil flow path, a three-dimensional thermal management system is formed, which effectively improves heat dissipation efficiency and suppresses the rapid rise in the overall operating temperature of the shock absorber. 3. The design combines a straight cylindrical oil hole with a regular fan-shaped plane, which not only optimizes functionality but also significantly improves the product's machinability and manufacturing efficiency, reduces production costs, and ensures quality stability. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the shock absorber piston in this embodiment; Figure 2 This is a top view of the shock absorber piston in this embodiment; Figure 3 for Figure 2 A sectional view along the section line shown in AA; Figure 4 for Figure 2 A sectional view along the section line shown in BB; Figure 5 A cross-sectional view of a shock absorber piston with the first and second annular groove groups installed. Reference numerals: 1. Piston body; 11. First plane; 12. Second plane; 2. Through hole; 3. Oil hole; 31. First group of oil holes; 32. Second group of oil holes; 4. First annular groove group; 41. First groove; 42. Second groove; 43. Third groove; 5. Second annular groove group; 51. Fourth groove; 6. First piston ring; 7. Second piston ring. Detailed Implementation

[0020] The following is in conjunction with the appendix Figures 1-5 This application will be described in further detail.

[0021] This application discloses a shock absorber piston.

[0022] Reference Figures 1-5 It includes an annular piston body 1, with a through hole 2 at the center of the piston body 1 for mounting the piston rod, so that the piston body 1 is fixed to the piston rod through the central through hole 2 and is installed as a whole into the working cylinder of the shock absorber. Its two end faces are used to stack elastic valve plates for controlling the opening and closing of the oil hole 3.

[0023] Both ends of the piston body 1 are alternately formed with a fan-shaped first plane 11 and a second plane 12, with the first plane 11 being higher than the second plane 12. The first plane 11 at one end of the piston body 1 is axially aligned with the second plane 12 at the other end. Multiple sets of oil holes 3 are evenly distributed around the central axis of the piston body 1. These oil holes 3 penetrate both ends of the piston body 1 and are divided into a first set of oil holes 31 and a second set of oil holes 32. One end of the first set of oil holes 31 opens onto the first plane 11 on the upper end face of the piston body 1, and the other end opens onto the second plane 12 on the other end face. Correspondingly, one end of the second set of oil holes 32 opens onto the second plane 12 on the upper end face of the piston body 1, and the other end opens onto the first plane 11 on the other end face. These two sets of oil holes 3 are alternately arranged in the circumferential direction, forming staggered oil passages, allowing the elastic valve plate and... When the piston body 1 is engaged, the oil holes 3 can be opened in stages, thereby smoothing the change of the cross-sectional area of ​​the oil flow and achieving a more linear damping force output. At the same time, the fan-shaped first plane 11 and second plane 12 are arranged alternately and combined with the staggered oil holes 3 to form a support network similar to a reinforcing plate. This significantly enhances the end face's resistance to deformation under high-pressure oil, making the stress distribution on the end face more uniform and the deformation smaller. By dispersing the stress concentration point to two different axial heights, the fatigue strength and load-bearing capacity of the piston are greatly improved. It also enhances the structural strength of the piston body 1 end face. Furthermore, by realizing the stratification and diversion of oil in physical space, a thicker and more uniform oil film is formed between the piston and the cylinder, avoiding insufficient lubrication in single-point or single-line areas. This reduces the turbulence caused by mutual interference when a large amount of oil passes through a single cross-section, making the flow more stable and orderly, which helps to improve the consistency of the damping force.

[0024] The first set of oil holes 31 and the second set of oil holes 32 have the same axial length, and the axial length of the piston body 1 is greater than the axial length of the oil holes 3. This allows the oil holes 3 to penetrate the planes at different heights at both ends, which objectively extends the flow path of the oil inside the piston body 1. This means that the heat exchange time between the oil and the metal material of the piston body 1 is longer, and the cooling effect is better. The oil holes 3 on the two planes can be regarded as two "independent heat dissipation layers", which can provide targeted cooling for different height areas of the piston. In particular, it can more effectively take care of the piston top area, which is usually hotter, and achieve three-dimensional and layered thermal management, thereby effectively suppressing the rapid rise of the overall temperature.

[0025] All oil holes 3 adopt a straight cylindrical through-hole design, which is not only easy to process and low in cost, but also has low flow resistance and is not easy to clog, which is conducive to the smooth flow of oil. In addition, the end face is composed of a regular fan-shaped plane, which is easy to achieve through conventional processes such as turning and milling, thereby improving the reliability of the product and reducing the manufacturing cost.

[0026] The two sets of oil holes 3 are centrally symmetrically distributed on the circumference, which makes the oil pressure and structural stress distribution uniform, avoids uneven wear, and ensures the smooth operation of the piston and the consistency of the valve plate action.

[0027] The second plane 12 and the first plane 11 are transitioned by an inclined surface towards the first plane 11. This inclined surface design not only guides the oil to flow smoothly and reduces eddies, but also effectively disperses stress concentration and improves the fatigue strength of the transition area. In addition, both ends of the piston body 1 are smooth arc surfaces, making the inclined surface also a smooth surface, which in turn gives the piston ends a good flow guiding effect, guiding the oil into the first set of oil holes 31 and the second set of oil holes 32.

[0028] The outer wall of the piston body 1 is provided with a first annular groove group 4 and a second annular groove group 5 for installing piston rings. The first annular groove group 4 includes a first groove 41, a second groove 42, and a third groove 43 distributed axially downward, wherein the depth of the first groove 41 is greater than the depth of the second groove 42 and the third groove 43. The second annular groove group 5 includes a fourth groove 51, the depth and width of which are greater than the depth and width of the first groove 41, and the fourth groove 51 is opened axially adjacent to the third groove 43. Through the arrangement of the double-layer annular groove group, This design gives the piston body 1 with the annular groove assembly better resistance to oil pressure and impact. The first annular groove assembly 4 has an interference fit with the first piston ring 6, and the second annular groove assembly 5 has an interference fit with the second piston ring 7. The differential groove depth design achieves a precise layout of piston ring functions, placing the strongest sealing capability in key areas, optimizing pressure management and functional integration. By setting annular grooves of different specifications, sealing rings with different functions can be installed, forming a primary and secondary collaborative sealing system, which significantly improves the overall sealing reliability and oil scraping effect.

[0029] In addition, the contour edges of each plane on the end face of the piston body 1 are machined with arc-shaped transition surfaces, which effectively eliminates stress concentration points on the edges, protects the valve plate from scratches, facilitates assembly, and improves the reliability and service life of the product.

[0030] It should be noted that the various embodiments of this application can be arbitrarily combined into new embodiments, provided that the solutions do not conflict and the technical solutions can coexist.

[0031] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A shock absorber piston, comprising an annular piston body (1), wherein the piston body (1) has a through hole (2) at its center for mounting a piston rod, characterized in that: Both ends of the piston body (1) are alternately provided with a fan-shaped first plane (11) and a second plane (12) centered on its central axis. The horizontal height of the first plane (11) is higher than that of the second plane (12). The first plane (11) at one end of the piston body (1) corresponds to the second plane (12) at the other end. The piston body (1) has multiple sets of oil holes (3) evenly distributed around its central axis and penetrating both end faces. The multiple sets of oil holes (3) include a first set of oil holes (31) and a second set of oil holes (32). One end of the first set of oil holes (31) opens to the first plane (11) of one end face of the piston body (1), and the other end opens to the second plane (12) of the other end face. One end of the second set of oil holes (32) opens to the second plane (12) of one end face of the piston body (1), and the other end opens to the first plane (11) of the other end face. The first set of oil holes (31) and the second set of oil holes (32) are arranged alternately in the circumferential direction.

2. The shock absorber piston according to claim 1, characterized in that: The first set of oil holes (31) and the second set of oil holes (32) have the same length in the axial direction, and the axial length of the piston body (1) is greater than the axial length of the oil holes (3).

3. The shock absorber piston according to claim 1, characterized in that: The oil hole (3) is a straight cylindrical through hole.

4. The shock absorber piston according to claim 1, characterized in that: The first group of oil holes (31) and the second group of oil holes (32) are centrally symmetrically distributed on the circumference.

5. The shock absorber piston according to claim 1, characterized in that: The outer wall of the piston body (1) is provided with a first annular groove group (4) for installing piston rings.

6. The shock absorber piston according to claim 5, characterized in that: The outer wall of the piston body (1) is also provided with a second annular groove group (5) for installing piston rings.

7. The shock absorber piston according to claim 6, characterized in that: The depth and width of the second annular groove group (5) are both greater than the depth and width of the first annular groove group (4).

8. The shock absorber piston according to claim 1, characterized in that: The transition region between the second plane (12) and the first plane (11) is an inclined plane facing the first plane (11).

9. The shock absorber piston according to claim 6, characterized in that: The first annular groove group (4) structure includes a first groove (41), a second groove (42) and a third groove (43) distributed along the axial direction, wherein the depth of the first groove (41) is greater than the depth of the second groove (42) and the third groove (43); the second annular groove group (5) includes a fourth groove (51), the depth of the fourth groove (51) is greater than the depth of the second groove (42), and the fourth groove (51) is disposed close to the third groove (43).

10. The shock absorber piston according to claim 1, characterized in that: The piston body (1) has arc-shaped transition surfaces on the contour edges of each plane on the end face.

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