CN215634681U - Shock absorber and vehicle with same - Google Patents

Abstract

The present application provides a shock absorber and a vehicle, the shock absorber includes: a damper housing; the vibration reduction modules are sequentially arranged along the axial direction of the vibration absorber shell and comprise a rubber layer and a mass ring, and the mass ring, the rubber layer and the vibration absorber shell are sequentially connected from outside to inside along the radial direction of the vibration absorber shell; and a rubber ring is arranged at the end part of one of the two adjacent vibration damping modules, is spaced apart from the end part of the other one of the two adjacent vibration damping modules and is suitable for elastically pressing against the end part of the other one of the two adjacent vibration damping modules. The shock absorber of this application both can realize the absorption of the excitation of middle frequency small displacement, also can realize the absorption of the excitation of low frequency large displacement, from this, can realize the excitation absorption of different frequencies, different displacements, do benefit to the damping demand that satisfies different operation road conditions, promote the travelling comfort that whole car drove.

Description

Shock absorber and vehicle with same

Technical Field

The application relates to the technical field of vehicles, in particular to a shock absorber and a vehicle with the same.

Background

The vehicle shock absorber has the effects that the vibration transmitted to the vehicle body and the vehicle frame by the road excitation is quickly attenuated, the running smoothness and comfort of the vehicle are improved, and the smoothness and comfort of the vehicle are directly influenced by the working condition of the shock absorber. The vibration excited by the road surface is mainly divided into two categories, one category is low-frequency large-displacement excitation caused by rough and concave-convex excitation of the road surface, and the vehicle speed under the road condition is lower and is generally lower than 40 km/h; the problem is that the road surface state is good when the vehicle runs at high speed, and the vehicle speed is generally more than 60 km/h.

In the related art, the solutions to solve the above problems are generally: firstly), matching the restoring resistance and the compression resistance of the shock absorber to improve the vibration attenuation performance; secondly), matching the rigidity of the spiral spring, and improving the vibration attenuation performance. However, the two current design schemes have the problem that the rigidity performance and the shock absorption performance of the shock absorber are difficult to balance, and an improved space exists.

SUMMERY OF THE UTILITY MODEL

In view of this, this application aims at providing a shock absorber, can compromise the function of vehicle driving travelling comfort and operating stability, does benefit to the practicality that promotes whole car.

In order to achieve the purpose, the technical scheme of the application is realized as follows:

a shock absorber, comprising: a damper housing; the vibration reduction modules are sequentially arranged along the axial direction of the vibration absorber shell and comprise a rubber layer and a mass ring, and the mass ring, the rubber layer and the vibration absorber shell are sequentially connected from outside to inside along the radial direction of the vibration absorber shell; and a rubber ring is arranged at the end part of one of the two adjacent vibration damping modules, is spaced apart from the end part of the other one of the two adjacent vibration damping modules and is suitable for elastically pressing against the end part of the other one of the two adjacent vibration damping modules.

Further, one end of the rubber ring is vulcanized and fixed with the end part of the mass ring of one of the two adjacent damping modules, and the other end of the rubber ring is spaced from the end part of the mass ring of the other of the two adjacent damping modules and is suitable for being elastically abutted against the end part of the mass ring of the other damping module.

Further, the distance between the other end of the rubber ring and the end of the other mass ring is L: satisfies the following conditions: l is more than or equal to 0.2mm and less than or equal to 1 mm.

Further, in the same vibration damping module, an axial extension length of the rubber layer is the same as an axial extension length of the mass ring.

Further, the radial thickness of the rubber layer is greater than the radial thickness of the mass ring.

Further, the vibration damping module comprises a first vibration damping module, a second vibration damping module and a third vibration damping module, and the rubber ring comprises a first rubber ring and a second rubber ring; the first vibration reduction module, the second vibration reduction module and the third vibration reduction module are sequentially arranged along the axial direction of the vibration reducer shell, the first rubber ring is arranged at one end, facing the second vibration reduction module, of the first vibration reduction module, and the second rubber ring is arranged at one end, facing the third vibration reduction module, of the second vibration reduction module.

Further, at least two of the first, second, and third vibration reduction modules have different vibration reduction frequencies.

Further, the vibration reduction frequencies of the first vibration reduction module, the second vibration reduction module and the third vibration reduction module are sequentially increased.

Further, the axial extension of the first damping module and the axial dimension of the second damping module are both greater than the axial extension of the third damping module.

With respect to the prior art, the shock absorber described herein has the following advantages:

according to the shock absorber of this application embodiment, thereby set up in the shock absorber casing with quality ring and rubber layer complex mode through the setting and realize the absorption of the excitation of middle frequency small displacement with forming the damping module, and the accessible sets up two at least damping modules and in order to realize the absorption of the big displacement energy of low frequency through the mode of rubber ring contact complex behind relative motion, from this, can realize different frequencies, the excitation of different displacements is absorbed, do benefit to the damping demand that satisfies different operational road conditions, promote the travelling comfort that the whole car was driven.

Another object of the present application is to propose a vehicle.

According to the vehicle of the embodiment of the application, the shock absorber is arranged, one end of the shock absorber is connected with the vehicle body, and the other end of the shock absorber is connected with the lower swing arm.

The vehicle has the same advantages of the shock absorber compared with the prior art, and the detailed description is omitted.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate embodiments of the application and, together with the description, serve to explain the application and are not intended to limit the application. In the drawings:

FIG. 1 is a schematic structural diagram of a shock absorber according to an embodiment of the present application;

FIG. 2 is a schematic structural view (another perspective) of a shock absorber according to an embodiment of the present application;

FIG. 3 is a schematic structural view (from yet another perspective) of a shock absorber according to an embodiment of the present application;

FIG. 4 is an assembly view (side view) of a damper housing and a damper module according to an embodiment of the present application;

FIG. 5 is an assembly view (axial view) of a damper housing and a damper module according to an embodiment of the present application;

fig. 6 is a cross-sectional view taken along a-a in fig. 5.

Description of reference numerals:

the vibration damper 100 is provided with a damper (not shown),

a vibration damper shell 1, a vehicle body connecting position 11, a lower swing arm connecting position 12, a vibration damping spiral spring 2, a first vibration damping module 3, a second vibration damping module 4 and a third vibration damping module 5,

a rubber layer 6, a mass ring 7, a first rubber ring 8 and a second rubber ring 9.

Detailed Description

It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.

The shock absorber 100 of the embodiment of the present application will be described in detail with reference to the accompanying drawings and with reference to the embodiment, and includes a shock absorber housing 1 and a shock absorbing coil spring 2, the shock absorbing coil spring 2 is sleeved outside the shock absorber housing 1, and a vehicle body connection location 11 is provided at a first end of the shock absorber housing 1, and a lower swing arm connection location 12 is provided at a second end of the shock absorber housing 1, so that the shock absorber 100 is stably installed between the vehicle body and the lower swing arm by fixedly connecting the vehicle body connection location 11 and the lower swing arm connection location 12 to the vehicle body and the lower swing arm, respectively, thereby performing a shock absorbing function therebetween. Therefore, the vibration damper 100 can quickly attenuate the road vibration excitation in the process of transmitting the road vibration excitation to the vehicle body and the vehicle frame, and improve the smoothness and the comfort of the vehicle running.

Here, the shock absorber 100 further includes at least two shock absorbing modules, and the at least two shock absorbing modules are sequentially arranged along the axial direction of the shock absorber housing 1, that is, the shock absorbing modules may be provided in two, or three as shown in fig. 4, or more. It can be understood that the vibration damping modules can play a role in absorbing and eliminating vibration excitation at the peripheral wall of the damper housing 1, and when the vibration damping modules are specifically executed, each vibration damping module can not only play a role in absorbing and eliminating vibration excitation alone, but also at least two vibration damping modules can be used as a whole for absorbing and eliminating vibration excitation together when the vibration excitation is large, thereby being beneficial to improving the comfort of the vehicle.

As shown in fig. 5 and 6, the damping module comprises a rubber layer 6 and a mass ring 7, wherein the mass ring 7, the rubber layer 6 and the damper housing 1 are sequentially connected from outside to inside along the radial direction of the damper housing 1, that is, the rubber layer 6 is fixedly mounted on the outer peripheral wall of the damper housing 1 and fixedly connected with the outer peripheral wall of the damper housing 1, and the mass ring 7 is mounted on the outer peripheral wall of the rubber layer 6 and fixedly connected with the outer peripheral wall of the rubber layer 6. The rubber layer 6 is made of a rubber material, that is, the rubber layer 6 has elasticity, and the mass ring 7 may be made of a metal material having a large structural mass so that the mass ring 7 has a large weight, so that when the mass ring 7 is mounted outside the damper housing 1 through the rubber layer 6, part of the vibration energy can be absorbed by the movement of the mass relative to the damper housing 1 when the vibration of the vehicle is transmitted from the damper 100.

In the specific installation process, the rubber layer 6 can be coated outside the shock absorber shell 1, so that the rubber layer 6 forms an annular coating layer outside the shock absorber shell 1, the mass ring 7 is vulcanized on the outer peripheral wall of the rubber layer 6, and the mass ring 7, the rubber layer 6 and the shock absorber shell 1 are installed and fixed from outside to inside. In the present application, the rubber layer 6 and the mass ring 7 are mounted and matched with the outer peripheral wall of the damper housing 1 to form a vibration absorbing structure, and the medium-frequency vibration absorber is designed according to the tire mode from the road excitation, so that the medium-frequency small displacement excitation from the road excitation is absorbed.

And the end part of one of the two adjacent vibration reduction modules is provided with a rubber ring which is spaced from the end part of the other one of the two adjacent vibration reduction modules and is suitable for elastically pressing against the end part of the other one of the two adjacent vibration reduction modules. That is, when the rubber layer 6 of each vibration damping module is in a natural elongation state and the mass ring 7 has no relative movement with the damper housing 1, the ends of two adjacent vibration damping modules are spaced apart, and when the vehicle is subjected to a large vibration excitation, the rubber layer 6 of the vibration damping module is deformed to cause the corresponding mass ring 7 to move relatively in the axial direction with respect to the damper housing 1, and when the movement amplitude is large, the two adjacent vibration damping modules are contacted by the rubber ring in the axial direction of the damper housing 1, so that at least two vibration damping modules form an integral vibration damping structure. That is, when the vehicle has a large displacement at a low frequency, at least two mass rings 7 are combined with each other under the pushing of a large force and form one large mass ring 7, and the energy of the large displacement at the low frequency is attenuated and absorbed by inertia.

Thus, the structural arrangement of shock absorber 100 described above in the present application enables shock absorber 100 to absorb different types of vibration excitations, and is particularly suited to absorbing vibration energy under different road conditions. Specifically, when the vehicle runs under a good road condition, the medium-frequency small-displacement excitation from the road surface excitation is attenuated through the matching of the rubber layer 6 and the mass ring 7; when the driving road surface is uneven and the low-frequency large displacement is excited by concave-convex excitation, at least two mass rings 7 are mutually combined to form a large-mass ring 7 under the push of vibration force, and the inertia of the large-mass ring 7 is utilized to attenuate the low-frequency large displacement energy; when the vehicle runs under a good road condition and meets the excitation of stones on the road surface, the force excited by the protruding stones on the road surface is transmitted to the position, and the accidental excitation is attenuated by the two adjacent mass rings 7 when the two mass rings impact the rubber ring. Therefore, the hardness and the thickness of the rubber ring can be matched according to the weight of the suspension, so that the energy impact generated by the accidental excitation of the weight of the suspension of different vehicle types on uneven road surfaces, concave-convex excitation and convex road surfaces can be attenuated.

According to the shock absorber 100 of the embodiment of the application, the mass ring 7 and the rubber layer 6 are arranged in the shock absorber shell in a matched mode to form the shock absorption module to absorb the medium-frequency small displacement excitation, and the at least two shock absorption modules are arranged in an accessible mode to absorb the low-frequency large displacement energy in a contact matched mode through the rubber ring after relative movement, so that excitation absorption of different frequencies and different displacements can be realized, and the driving comfort of the whole vehicle is improved.

In some embodiments, one end of the rubber ring is vulcanized fixed to the end of the mass ring 7 of one of the two adjacent damping modules, and the other end of the rubber ring is spaced from the end of the mass ring 7 of the other of the two adjacent damping modules and is adapted to elastically abut against the end of the mass ring 7 of the other. That is, when the rubber ring is provided between two adjacent vibration damping modules, the two adjacent vibration damping modules are spaced apart in the up-down direction.

When the vibration damping device is specifically installed, the rubber ring can be arranged at the lower end of the mass ring 7 of the vibration damping module positioned above and is spaced from the upper end of the mass ring 7 of the vibration damping module positioned below, so that when the vehicle is excited by vibration with large displacement, the two vibration damping modules move relatively to make the rubber ring contact with the mass ring 7 of the vibration damping module positioned below; or the rubber ring can be arranged at the upper end of the mass ring 7 of the lower vibration damping module and is spaced from the lower end of the mass ring 7 of the upper vibration damping module, so that when the vehicle is excited by vibration with a large displacement, the two vibration damping modules move relatively to each other, the rubber ring is in contact with the mass ring 7 of the upper vibration damping module, and the dual excitation is attenuated. Wherein, when the displacement volume is too big, two quality rings 7 extrude the rubber ring from upper and lower both ends respectively to realize the vibration absorption of the big displacement of low frequency.

Wherein, vulcanize the rubber ring in the tip of quality ring 7 to make rubber ring and quality ring 7 structure as an organic whole, and all construct for cyclic annularly at rubber ring and quality ring 7, can realize along the connection of each position on the circumference fixed, do benefit to and improve the connection stability of the two. And when specifically designing, can be the same with the radial dimension structure of mass ring 7 with the rubber to guarantee that mass ring 7 and rubber ring can contact the pressure effectively, avoid rubber ring and mass ring 7 to stagger in the axial, thereby guarantee vibration absorbing stability and reliability.

In some embodiments, the distance between the other end of the rubber ring and the end of the other mass ring 7 is L: satisfies the following conditions: l is more than or equal to 0.2mm and less than or equal to 1 mm. That is, the width of the space between two adjacent damping modules when the rubber layer 6 is in the natural elongation state and the mass ring 7 and the damper housing 1 do not move relatively ranges from 0.2mm to 1mm, wherein L may be set to 0.4mm, 0.7mm or 0.9mm in specific design.

It can be understood that when the L value is set to be large, the distance between the rubber ring and the mass ring 7 of another vibration damping module is easily caused to be too large, and when the vehicle generates vibration displacement, the rubber ring is difficult to effectively contact with the mass ring 7, and when the L value is set to be small, when the vehicle generates vibration displacement, the rubber ring is too fast to contact with the mass ring 7, so that the buffering effect is poor. Therefore, when the distance between the rubber ring and the mass ring 7 of another damping module is set to be in the range, the rubber ring and the mass ring 7 can be ensured to be in contact with each other to absorb excitation in the movement process of the damper 100.

In some embodiments, the rubber layer 6 has the same axial extension as the mass ring 7 in the same damping module, so that when the matching structure between the mass ring 7 and the rubber layer 6 is arranged, the inner circumferential wall of the mass ring 7 can be effectively contacted with the outer circumferential wall of the rubber layer 6 at various positions, and thus, the arrangement can not only ensure that the mass ring 7 is stably connected with the rubber layer 6, but also be beneficial to improving the buffering effect of the rubber layer 6 between the mass ring 7 and the damping housing 1.

In some embodiments, the radial thickness of the rubber layer 6 is greater than the radial thickness of the mass ring 7. Thus, the radial dimension of the rubber layer 6 is set large so that the deformation amplitude of the rubber layer 6 in the axial direction is large, and thus, when the vehicle generates vibration excitation, the mass ring 7 can realize a movement with a large displacement amount with respect to the damper housing 1 by the large deformation of the rubber layer 6, thereby realizing a larger damping effect.

In some embodiments, as shown in fig. 4 and 6, the vibration damping module includes a first vibration damping module 3, a second vibration damping module 4, and a third vibration damping module 5, and the rubber ring includes a first rubber ring 8 and a second rubber ring 9, where the first vibration damping module 3, the second vibration damping module 4, and the third vibration damping module 5 are sequentially arranged along the axial direction of the vibration damper housing 1, the first rubber ring 8 is disposed at an end of the first vibration damping module 3 facing the second vibration damping module 4, and the second rubber ring 9 is disposed at an end of the second vibration damping module 4 facing the third vibration damping module 5.

That is, as shown in fig. 4 and 6, the first vibration damping module 3, the first rubber ring 8, the second vibration damping module 4, the second rubber ring 9, and the third vibration damping module 5 are sequentially distributed in the axial direction of the damper housing 1 to achieve the vibration excitation absorption function under different road conditions by five structural members sequentially distributed in the axial direction.

Specifically, when the vehicle runs under a good road condition, the first vibration damping module 3, the second vibration damping module 4, and the third vibration damping module 5 can respectively perform vibration damping and energy absorbing functions through the respective mass ring 7 and the rubber layer 6, that is, the first vibration damping module 3, the second vibration damping module 4, and the third vibration damping module 5 can be used for absorbing medium-frequency small-displacement excitation caused by road surface excitation, so that the overall vibration absorption performance of the vibration absorber 100 can be enhanced.

When the driving road surface is uneven and the vehicle is excited by low-frequency large displacement due to concave-convex excitation, the vibration force applied to the vehicle drives the first vibration damping module 3, the second vibration damping module 4 and the third vibration damping module 5 to move towards the direction of approaching to each other, at the moment, the mass ring 7 of the first vibration damping module is in contact combination with the mass ring 7 of the second vibration damping module 4 through a rubber ring, and meanwhile, the mass ring 7 of the second vibration damping module 4 is in contact combination with the mass ring 7 of the third vibration damping module 5, namely, the three mass rings 7 are combined with each other to form a large mass ring 7, so that the large displacement energy is attenuated by utilizing the inertia of the large mass ring 7.

When the vehicle runs on a better road condition and meets the condition that stones are excited on the road surface occasionally, when the force generated by the excitation of the protruding stones on the road surface is transmitted to the position, the mass ring 7 of the first vibration damping module 3 and the mass ring 7 of the second vibration damping module 4 are impacted at the first rubber ring 8, and meanwhile, the mass ring 7 of the second vibration damping module 4 and the mass ring 7 of the third vibration damping module 5 are impacted at the second rubber ring 9, so that the effect of damping the accidental excitation can be realized.

Therefore, the hardness and the thickness of the first rubber ring 8 and the second rubber ring 9 can be matched according to the weight of the suspension, so that the energy impact generated by the weight of the suspensions of different vehicle types when the road surface is uneven, the road surface is excited in a concave-convex mode and the road surface is excited in a convex mode is attenuated.

In some embodiments, the damping frequencies of at least two of the first, second and third damping modules 3, 4, 5 are different. That is to say, the damping frequency of the first damping module 3 may be set to be different from the damping frequency of the second damping module 4, the damping frequency of the second damping module 4 may also be set to be different from the damping frequency of the third damping module 5, and the damping frequency of the first damping module 3 may be set to be different from the damping frequency of the third damping module 5, so that the first damping module 3, the second damping module 4 and the third damping module 5 may achieve damping effects of different degrees, thereby being beneficial to meeting damping requirements under different road conditions.

Further, the vibration damping frequencies of the first vibration damping module 3, the second vibration damping module 4 and the third vibration damping module 5 are sequentially increased, the vibration damping frequencies of the first vibration damping module 3, the second vibration damping module 4 and the third vibration damping module 5 are respectively 1Hz, 38Hz and 69Hz, and the tire modal frequency is specifically excited by the road surface.

Further, in some embodiments, the axial extension of the first vibration damping module 3 and the axial dimension of the second vibration damping module 4 are both greater than the axial extension of the third vibration damping module 5, as shown in fig. 4 and 6, in a specific implementation, the axial length of the first vibration damping module 3 is similar to the axial length of the second vibration damping module 4, and the axial dimension of the first vibration damping module 3 is slightly greater than the axial dimension of the second vibration damping module 4, and the axial length of the third vibration damping module 5 is configured to be approximately half of the axial length of the first vibration damping module 3, whereby a rational arrangement of the first, second and third vibration damping modules 3, 4, 5 can be achieved.

According to the shock absorber 100 of the embodiment of the present application, one end of the shock absorber 100 is connected to the vehicle body, and the other end of the shock absorber 100 is connected to the lower swing arm, whereby the shock absorber 100 can function as vibration transmission between the vehicle body and the lower swing arm. The vibration absorber is arranged in the vibration absorber shell 1 in a mode of matching the mass ring 7 and the rubber layer 6 to form a vibration absorbing module to absorb medium-frequency small displacement excitation, and at least two vibration absorbing modules can be arranged in a mode of contacting and matching the rubber ring after relative movement to absorb low-frequency large displacement energy, so that excitation absorption of different frequencies and different displacements can be realized, and the driving comfort of the whole vehicle is improved.

The above description is only exemplary of the present application and should not be taken as limiting the present application, as any modification, equivalent replacement, or improvement made within the spirit and principle of the present application should be included in the protection scope of the present application.

Claims (10)

1. A shock absorber (100) comprising:

a damper housing (1);

the vibration damper comprises a vibration damper shell (1), at least two vibration damping modules and a control module, wherein the vibration damping modules are sequentially arranged along the axial direction of the vibration damper shell (1), each vibration damping module comprises a rubber layer (6) and a mass ring (7), and the mass rings (7), the rubber layers (6) and the vibration damper shell (1) are sequentially connected from outside to inside along the radial direction of the vibration damper shell (1);

and a rubber ring is arranged at the end part of one of the two adjacent vibration damping modules, is spaced apart from the end part of the other one of the two adjacent vibration damping modules and is suitable for elastically pressing against the end part of the other one of the two adjacent vibration damping modules.

2. The shock absorber (100) of claim 1 wherein one end of the rubber ring is vulcanized fixed to an end of the mass ring (7) of one of the two adjacent damping modules, and the other end of the rubber ring is spaced from and adapted to resiliently abut an end of the mass ring (7) of the other of the two adjacent damping modules.

3. The shock absorber (100) of claim 2 wherein the spacing between the other end of the rubber ring and the end of the other mass ring (7) is L: satisfies the following conditions: l is more than or equal to 0.2mm and less than or equal to 1 mm.

4. The shock absorber (100) of claim 1 wherein the axial extension of the rubber layer (6) is the same as the axial extension of the mass ring (7) in the same damping module.

5. The shock absorber (100) of claim 1 wherein the radial thickness of the rubber layer (6) is greater than the radial thickness of the mass ring (7).

6. The shock absorber (100) of any one of claims 1-5 wherein the damping modules comprise a first damping module (3), a second damping module (4), a third damping module (5), the rubber ring comprising a first rubber ring (8) and a second rubber ring (9); wherein

The first vibration reduction module (3), the second vibration reduction module (4) and the third vibration reduction module (5) are sequentially arranged along the axial direction of the vibration reducer shell (1), the first rubber ring (8) is arranged at one end, facing the second vibration reduction module (4), of the first vibration reduction module (3), and the second rubber ring (9) is arranged at one end, facing the third vibration reduction module (5), of the second vibration reduction module (4).

7. The shock absorber (100) of claim 6, wherein the damping frequencies of at least two of the first damping module (3), the second damping module (4) and the third damping module (5) are different.

8. The shock absorber (100) of claim 6, wherein the damping frequencies of the first damping module (3), the second damping module (4) and the third damping module (5) are sequentially increasing.

9. The shock absorber (100) of claim 6, wherein the axial extension of the first damping module (3) and the axial dimension of the second damping module (4) are each greater than the axial extension of the third damping module (5).

10. A vehicle, characterized by comprising a shock absorber (100) according to any one of claims 1 to 9, one end of the shock absorber (100) being connected to a vehicle body, the other end of the shock absorber (100) being connected to a lower swing arm.

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