Damping element for use in shock absorbers

Abstract

The invention relates to a damping element (1) for use in shock absorbers of vehicles, positioned between the piston rod and the cylinder tube to restrict fluid passage, comprising at least one body (10), a shaft housing (11) provided in the body (10) to allow the piston rod to pass through, and at least one fluid passage (12) formed on the body (10) to allow fluid flow. Accordingly, its novelty is that the body (10) comprises at least one upper flange (13) and at least one lower flange (14) on opposite sides thereof; comprises at least one intermediate channel (15) having an inwardly recessed form and positioned between the upper flange (13) and the lower flange (14) to allow placement of a sealing gasket; and comprises at least one mounting cavity (20) provided on at least one of the upper flange (13) and the lower flange (14), into which at least one retainer (30) is at least partially insertable.

Description

[0001] DAMPING ELEMENT FOR USE IN SHOCK ABSORBERS

[0002] TECHNICAL FIELD

[0003] The invention relates to a damping element for use in shock absorbers of vehicles, positioned between the piston rod and the cylinder tube to restrict fluid passage, comprising at least one body, a shaft housing provided in the body to allow the piston rod to pass through, and at least one fluid passage formed on the body to allow fluid flow.

[0004] PRIOR ART

[0005] The orifice-type shock absorber used in vehicles is a type of shock absorber that includes a piston with small holes (orifices) arranged to regulate the flow of fluid in a controlled manner within its internal structure. This type of shock absorber enables the vehicle to absorb road impacts more effectively and reduces vibrations. Orifice-type shock absorbers contribute to a more stable ride by improving driving comfort and road handling during operation.

[0006] The orificed piston located within the shock absorber restricts the passage of fluid through the orifices, thereby creating resistance against flows at different speeds. This resistance adjusts the damping force of the shock absorber, allowing the vehicle to move flexibly in accordance with undulations on the road surface. For example, it allows the fluid to flow more easily under small impacts, providing a smoother ride, while offering greater resistance under large impacts, thereby preventing excessive shaking of the vehicle.

[0007] Orifice-type shock absorbers play a critical role in enhancing road handling and safety, especially during cornering or on uneven road surfaces. These types of shock absorbers maintain the stability of the vehicle when entering corners at high speed and reduce vibrations, thereby improving both driving comfort and prolonging the service life of the suspension system.

[0008] In commonly used orifice systems, during impacts that occur at high speeds or sudden load changes, the force generated by the valves increases abruptly. This sudden increase in force causes hydraulic lock, excessive noise, and vibrations in the vehicle. Such conditions adversely affect driving comfort. Although various designs have beendeveloped, it is not possible in the current design to completely eliminate the noise and vibration caused by the sudden increase in force.

[0009] As a result, all the above-mentioned problems have made it imperative to make an innovation in the relevant technical field.

[0010] SUMMARY OF THE INVENTION

[0011] The present invention relates to a damping element for eliminating the above-mentioned disadvantages and bringing new advantages to the relevant technical field.

[0012] An object of the invention is to provide a long-lasting damping element for use in vehicle shock absorbers.

[0013] In order to achieve all the objectives mentioned above and that will become apparent from the detailed description below, the present invention relates to a damping element for use in shock absorbers of vehicles, positioned between the piston rod and the cylinder tube to restrict fluid passage, comprising at least one body, a shaft housing provided in the body to allow the piston rod to pass through, and at least one fluid passage formed on the body to allow fluid flow. Accordingly, its novelty is that the body comprises at least one upper flange and at least one lower flange on opposite sides thereof; comprises at least one intermediate channel having an inwardly recessed form and positioned between the upper flange and the lower flange to allow placement of a sealing gasket; and comprises at least one mounting cavity provided on at least one of the upper flange and the lower flange, into which at least one retainer is at least partially insertable. Thus, the damping element is able to maintain its durability and sealing performance even under high pressure.

[0014] A possible embodiment of the invention is characterized in that the mounting cavity has a chamfered form. Thus, a more fluid oil flow is achieved, and the passage of the fluid oil also enhances comfort in the vehicle.

[0015] A possible embodiment of the invention is characterized in that the chamfered form is 45°. Thus, it provides ease of alignment during assembly.

[0016] A possible embodiment of the invention is characterized in that the retainer, against which it is seated, has a chamfered form. Thus, a compatible contact surface is formed.A possible embodiment of the invention is characterized in that the mounting cavity has a stepped form. Thus, the contact surface is increased, enhancing mechanical strength and allowing for a smoother oil flow.

[0017] A possible embodiment of the invention is characterized in that the retainer, against which it is seated, has a stepped form. Thus, a compatible contact surface is created.

[0018] A possible embodiment of the invention is characterized in that the depth of the fluid passage is 1 mm when seated against the retainer. Thus, the controlled passage of the fluid is ensured, thereby enhancing the performance of the damping element.

[0019] A possible embodiment of the invention is characterized in that the mounting cavity is provided on both the lower flange and the upper flange. Thus, it provides ease of use in multiple directions.

[0020] A possible embodiment of the invention is characterized in that it is manufactured from a material based on PA46 and GF30. Thus, high impact resistance and wear resistance are achieved.

[0021] BRIEF DESCRIPTION OF DRAWINGS

[0022] Figure 1 is a representative perspective view of the damping element of the invention.

[0023] Figure 2 is a representative perspective view of the mounting cavity having a chamfered form in the damping element.

[0024] Figure 3 is a representative perspective view of the retainer having a chamfered form.

[0025] Figure 4 is a representative front view of the retainer having a chamfered form.

[0026] Figure 5 is a representative perspective view of the damping element.

[0027] Figure 6 is a representative perspective view of the mounting cavity of the damping element having a stepped form.

[0028] Figure 7 is a representative isometric view of the retainer having a stepped form.Figure 8 is a representative front view of the retainer having a stepped form.

[0029] DETAILED DESCRIPTION OF THE INVENTION

[0030] In this detailed description, the subject of the invention is explained by way of example only for a better understanding of the subject, which shall not create any limiting effect.

[0031] A representative perspective view of the damping element (1) of the invention is shown in Figure 1. Accordingly, the damping elements (1) used in vehicles are important components that absorb shocks occurring during driving, thereby enhancing road handling and driving comfort. The damping element (1) is designed to reduce vibrations coming from the road in order to provide a more stable and safer ride inside the vehicle. These systems help maintain the stability and control of the vehicle, especially at high speeds or under uneven road conditions. Accordingly, the damping element (1) comprises at least one body (10). The body (10) is positioned between the piston rod and the cylinder tube, restricting the passage of fluid. In its preferred embodiment, the body (10) has a cylindrical structure.

[0032] The damping element (1) comprises at least one shaft housing (11). In its preferred embodiment, the shaft housing (11 ) has a circular form. The shaft housing (11 ) is designed to allow the piston rod to pass through the body (10) smoothly. The shaft housing (11) provides axial movement freedom to the piston rod while maintaining its stability and enhancing sealing performance. The shaft housing (11) is configured to enable the piston rod to perform frictionless and linear motion, while also being designed to prevent the rod from damaging the body (10) during movement.

[0033] The damping element (1) comprises at least one fluid passage (12) on the body (10) to allow the passage of fluid. The fluid passage (12) extends outward from the shaft housing (11) along the thickness of the body (10). In the preferred embodiment, the fluid passage (12) is provided in three instances, arranged at equal intervals on the body (10). This equal spacing of the fluid passages (12) allows the fluid within the shock absorber to pass through with a homogeneous pressure distribution, thereby contributing to a more consistent and balanced application of damping forces. Essentially, the fluid passage (12) functions as a groove on the body (10). The fluid passage (12) allows the fluid inside the shock absorber to flow through.A representative perspective view of the mounting cavity (20) of the damping element (1), having a chamfered form (A1), is shown in Figure 2. Accordingly, the damping element (1) comprises at least one upper flange (13) and at least one lower flange (14) on the opposite sides of the body (10). The upper flange (13) is located on the upper surface of the body (10) and enables the fluid to pass through with a certain resistance. The upper flange (13) is divided into three equal sections by the fluid passages (12). The upper flange (13) absorbs mechanical loads and vibrations that may occur in the upper section of the body (10), thereby contributing to the overall durability of the system.

[0034] The thickness of the upper flange (13) offers a wide range of application for both light and heavy vehicles, ensuring reliable performance even under varying load and pressure conditions. In this way, the same shock absorber structure can be used in vehicles within similar segments, even if there are differences in weight. The optimization of the thickness value preserves the structural integrity of the damping element (1) even under the demanding operating conditions of heavy vehicles. In light vehicles, this thickness provides sufficient durability without causing unnecessary increase, thereby enhancing the efficiency of the system.

[0035] The lower flange (14) is located on the lower surface of the body (10) and enables the fluid to pass through with a certain resistance. The fluid passage (12) on the lower flange (14) is aligned on the same axis as the fluid passage (12) on the upper flange (13). The lower flange (14) is positioned at the lower part of the body (10) and works in conjunction with the upper flange (13) to support the controlled movement of the fluid. Additionally, the lower flange (14) absorbs mechanical loads and vibrations that may occur in the lower section of the body (10), thereby contributing to the overall durability of the system.

[0036] At least one intermediate channel (15) having an inwardly recessed form is provided between the upper flange (13) and the lower flange (14) to allow the placement of a sealing gasket. The diameter of the intermediate channel (15) is smaller than the diameters of the upper flange (13) and the lower flange (14). The intermediate channel (15) is one of the critical components of the damping element (1), serving an essential role in both sealing and fluid control. Positioned between the upper flange (13) and the lower flange (14) of the body (10), the intermediate channel (15) has an inwardly recessed form. This recess allows for the proper placement of sealing gaskets and ensures that the fluid remains within a defined path, thereby preventing undesired leakage.The intermediate channel (15) not only provides sealing but also regulates the fluid pressure inside the shock absorber and supports the stable application of damping forces. The inwardly recessed form of the intermediate channel (15) ensures that the sealing elements are securely seated, providing reliable sealing even under high pressure. This increases the resistance of the shock absorber to pressure variations during operation and minimizes potential pressure losses within the system. Due to the specific diameter of the intermediate channel (15), a single damping element (1) can be used for both light and heavy vehicles.

[0037] In the preferred embodiment, the thickness of the intermediate channel (15) is greater than that of the upper flange (13) and the lower flange (14). The increased thickness of the intermediate channel (15) prevents breakage when used in heavy vehicles and also allows it to be utilized in light vehicles. Since the intermediate channel (15) accommodates the sealing elements within the damping element (1), the accurate determination of its diameter directly contributes to the effective performance of these elements. The width of the diameter helps prevent undesired turbulence and pressure fluctuations during fluid passage.

[0038] The centers of the upper flange (13), the lower flange (14), and the intermediate channel (15) are located at the same point. The center of the diameter of the intermediate channel (15) also corresponds to this point. This shared center facilitates the adaptation of the damping element (1) to different operating conditions. Thanks to this design, the shock absorber can perform under low-pressure operating conditions in light vehicles as well as in high-pressure environments in heavy vehicles.

[0039] A representative perspective view of the retainer (30) having a chamfered form (A1) is shown in Figure 3. Accordingly, the damping element (1) comprises at least one mounting cavity (20) on at least one of the upper flange (13) and the lower flange (14), allowing at least one retainer (30) to partially enter into it. The mounting cavity (20) is the location where the damping element (1) and the retainer (30) are brought into engagement with each other. The mounting cavity (20) is present on both the lower flange (14) and the upper flange (13). The mentioned mounting cavity (20) includes at least one retainer (30) associated with the damping element (1).

[0040] The retainer (30) is designed to regulate the controlled movement of fluid within the shock absorber system and to prevent leakage. The mounting cavity (20) essentially constitutes the contact area between the retainer and the damping element. When the retainer (30) isengaged with the damping element (1), the flow of oil through the fluid passage (12) is controlled. The retainer (30) can be seated against the mounting cavity (20) located on either the upper flange (13) or the lower flange (14).

[0041] A representative front view of the retainer (30) having a chamfered form (A1) is shown in Figure 4. In one possible embodiment, the mentioned mounting cavity (20) has a chamfered form (A1). The chamfered form (A1) may be present on either the upper flange (13) or the lower flange (14) of the damping element (1). The chamfered form (A1) extends from the upper flange (13) or the lower flange (14) toward the shaft housing (11). The chamfered form (A1) in the mounting cavity (20) is 45°. The retainer (30) has a 45° chamfered form (A1) so that it can be seated against the 45° chamfered surface in the mounting cavity (20). In this way, the oil flow is ensured to pass more fluidly, smoothly, and homogeneously. The chamfered form (A1) in the mounting cavity (20) increases the contact surface between the retainer (30) and the mounting cavity (20), thereby providing sealing and stability. When the mounting cavity has a chamfered form (A1), the fluid passage (12) assumes a partially trapezoidal shape.

[0042] When the damping element (1) is seated against the retainer (30), the depth of the fluid passage (12) becomes 1 mm. If the fluid passage (12) is deeper or shallower than this, it may lead to undesired fluid losses or uncontrolled fluid movement. However, a specific depth such as 1 mm minimizes leakage and ensures that the fluid flows only through the paths defined by the design. When the retainer (30) is seated against the upper flange (13) or the lower flange (14) via the chamfered form (A1), it enhances the overall performance of the damping element (1) and maintains the fluid passage (12) at a depth of 1 mm.

[0043] The retainer (30) has a cylindrical structure with an internal opening through which the piston rod passes. The retainer (30) is in the form of a cylindrical body tapering from a wider to a narrower section, featuring a 45° chamfered form. The 45° chamfered form of the retainer (30) ensures proper alignment with the damping element (1) within the mounting cavity (20). Through the chamfered form (A1), the oil pressure is adjusted to the desired level.

[0044] A representative perspective view of the damping element (1) is shown in Figure 5. In one possible embodiment, the mentioned mounting cavity (20) has a stepped form (A2). The stepped form (A2) is a gradually recessed structure extending inward from the upper flange (13) or the lower flange (14). The outer circle of the stepped form (A2) is lower than the outer circle of the upper flange (13) and the lower flange (14). In the stepped form (A2), an"L"-shaped void is formed in the fluid passage (12). This configuration enables the oil to flow more fluidly, smoothly, and homogeneously. The stepped form (A2) features step- or ledge-like structures with defined edge heights. When the mounting cavity (20) has a stepped form (A2), the retainer (30) partially enters into the damping element (1). As in the chamfered form (A1), when the damping element (1) is seated against the retainer (30) with the stepped form (A2), the depth of the fluid passage (12) becomes 1 mm.

[0045] A representative perspective view of the mounting cavity of the damping element (1) with a stepped form (A2) is shown in Figure 6. Accordingly, the retainer (30) against which the damping element (1) is seated has a stepped form (A2). The stepped form (A2) of the retainer (30) is essentially a symmetrical cylindrical ring. A representative isometric view of the retainer (30) having a stepped form (A2) is shown in Figure 7. In this view, the crosssection of the ring forms a rectangular profile. The upper and lower surfaces of the retainer (30) with stepped form (A2) resemble a smoothly curved rectangular shape in the form of a circular ring. The stepped form (A2) provides a structure with distinct step- or ledge-like protrusions. The stepped form (A2) serves as a guide, allowing the retainer (30) to partially enter into the damping element (1). The retainer (30) with stepped form (A2) also offers benefits in terms of fluid control. The stepped form (A2) helps direct the fluid flow in a regulated manner through the designated fluid passages. This structure enhances sealing performance while preventing the fluid from passing into undesired areas. In this way, the damping element (1) fully performs its function of restricting fluid flow and optimizing damping force.

[0046] A representative front view of the retainer having a stepped form (A2) is shown in Figure 8. Accordingly, the stepped form (A2) also allows for the distribution of loads over a wider area after assembly. The surface width of the stepped form (A2) increases the contact area between the retainer (30) and the mounting cavity (20). This wide contact area reduces load concentration, lowers the stress levels on the material, and enhances the overall durability of the system.

[0047] Additionally, in one possible embodiment of the invention, the mounting cavity (20) on the upper flange (13) may have a chamfered form (A1), while the mounting cavity (20) on the lower flange (14) may have a stepped form (A2). For example, the mounting cavity (20) on the upper flange (13) may be chamfered (A1), whereas the mounting cavity (20) on the lower flange (14) may be stepped (A2). The retainer (30) corresponds to the respective form of the mounting cavities (20) and is shaped accordingly. The structural form of the retainer (30) is designed to conform to the form of the mounting cavity (20). In cases wherethe mounting cavity (20) on the upper flange (13) or the lower flange (14) has either a chamfered form (A1) or a stepped form (A2), the retainer (30) also has the same form. The retainer (30) is fixed in the correct position during assembly, thereby improving the overall performance of the damping element (1) and maintaining the fluid passage (12) at the desired depth.

[0048] The damping element (1) is manufactured from a material based on PA46 and GF30. PA46 (Polyamide 46) is a material that provides superior resistance to high temperatures and chemical effects. This material maintains its structural integrity under continuous friction and pressure conditions inside the shock absorber, thereby offering long-lasting performance. GF30 (Glass Fiber Reinforced Polyamide) is a compound that enhances the strength and rigidity of the material. Containing 30% glass fiber, this material provides high impact resistance and wear resistance under mechanical loads, allowing the damping element (1) to operate reliably even under harsh conditions.

[0049] In this way, the thicknesses of the upper flange (13), the lower flange (14), and the intermediate channel (15) allow for the use of a common damping element (1) in both light and heavy vehicles, thereby reducing production costs and simplifying logistics processes. Additionally, with the use of chamfered or stepped forms, the fluid is able to pass more smoothly and gently. The material durability and high performance provided by the invention ensure reliable use across different vehicle types. The high strength and wear resistance offered by the PA46 and GF30 materials guarantee the long service life of the shock absorber while also delivering optimal damping performance under various road and environmental conditions. This flexibility allows manufacturers to serve a wide range of vehicles with a single damping element (1), thus enabling efficiency in both development and maintenance processes.

[0050] The scope of protection of the invention is specified in the appended claims and cannot be limited to what is described for illustrative purposes in this detailed description. It is clear that a person skilled in the art can produce similar embodiments in the light of what is explained above, without deviating from the main theme of the invention.REFERENCE NUMERALS GIVEN IN THE DRAWING

[0051] I Damping Element

[0052] 10 Body

[0053] I I Shaft Housing

[0054] 12 Fluid Passage

[0055] 13 Upper Flange

[0056] 14 Lower Flange

[0057] 15 Intermediate Channel

[0058] 20 Mounting Cavity

[0059] 30 Retainer

[0060] A1 Chamfered Form

[0061] A2 Stepped Form

Claims

CLAIMS1. A damping element (1) for use in shock absorbers of vehicles, positioned between the piston rod and the cylinder tube to restrict fluid passage, comprising at least one body (10), a shaft housing (11) provided in the body (10) to allow the piston rod to pass through, and at least one fluid passage (12) formed on the body (10) to allow fluid flow, characterized in that the body (10) comprises at least one upper flange (13) and at least one lower flange (14) on opposite sides thereof; comprises at least one intermediate channel (15) having an inwardly recessed form and positioned between the upper flange (13) and the lower flange (14) to allow placement of a sealing gasket; and comprises at least one mounting cavity (20) provided on at least one of the upper flange (13) and the lower flange (14), into which at least one retainer (30) is at least partially insertable.

2. The damping element (1) according to claim 1 , characterized in that the mounting cavity (20) has a chamfered form (A1).

3. The damping element (1) according to claim 2, characterized in that the chamfered form (A1) is 45°.

4. The damping element (1) according to claim 2, characterized in that the retainer (30), against which it is seated, has a chamfered form (A1 ).

5. The damping element (1) according to claim 1 , characterized in that the mounting cavity (20) has a stepped form (A2).

6. The damping element (1) according to claim 1 , characterized in that the retainer (30), against which it is seated, has a stepped form (A2).

7. The damping element (1) according to any of the preceding claims, characterized in that the depth of the fluid passage (12) is 1 mm when seated against the retainer (30).

8. The damping element (1) according to any of the preceding claims, characterized in that the mounting cavity (20) is provided on both the lower flange (14) and the upper flange (13).

9. The damping element (1 ) according to claim 1 , characterized in that it is manufactured from a material based on PA46 and GF30.

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