Claims:We claim,
1. A shock absorber (1000) for a motor vehicle comprising a eyelet (10) provided with a steel bush (20) for securing one end of said shock absorber (1000) to the motor vehicle body, a tube ring (140) provided with a steel bush (130) for securing other end of said shock absorber (1000) to the motor vehicle body, a inner spring (70), a protective cover (80) concentric with the inner spring (70) and the outer spring (30) and located above a spring locator (90) for guiding said inner spring (70), the outer spring (30) and the inner spring (70) resting on its one end over a spring seat (110), a spring locator (90) positioned over the spring seat (110) for locating the outer spring (30) and the inner spring (70) over the spring seat (110), a metal washer (100) positioned between the spring locator (90) and the spring seat (110) and a hex nut (40) provided with a bump stop (50) on a piston rod (60) of the shock absorber (1000) wherein the spring seat (110) is formed on said integral tube (115) body.

2. The shock absorber (1000) for a motor vehicle as claimed in claim 1 wherein said spring seat (110) formed on said integral tube (115) has an inner diameter equal to the inner diameter of the integral tube (115) and an outer diameter greater than the outer diameter of the outer spring (30) to provide a stable platform for resting one end of the outer spring (30) and the inner spring (70).

3. The shock absorber (1000) for a motor vehicle as claimed in claim 1 wherein said spring seat (110) formed on said integral tube (115) is provided with edges having a curved profile.

4. The shock absorber (1000) for a motor vehicle as claimed in claim 1 wherein a damping mechanism (200) is provided to perform the required damping function.

5. A shock absorber (1000) for a motor vehicle comprising a eyelet (10) provided with a steel bush (20) for securing one end of said shock absorber (1000) to the motor vehicle body, a tube ring (140) provided with a steel bush (130) for securing other end of said shock absorber (1000) to the motor vehicle body, a spring (70), a protective cover (80) concentric with the spring (70) for guiding said spring (70), the spring (70) resting on its one end over a spring seat (110), a spring locator (90) positioned over the spring seat (110) for locating the spring (70) over the spring seat (110), a metal washer (100) positioned between the spring locator (90) and the spring seat (110) and a hex nut (40) provided with a bump stop (50) on a piston rod (60) of the shock absorber (1000) wherein the spring seat (110) is formed on said integral tube (115) body.
, Description:DETAILED DESCRIPTION OF THE INVENTON
A preferred embodiment of the shock absorber in accordance with the current invention will now be described in detail with reference to the accompanying diagrams. The preferred embodiment disclosed must not be viewed as restricting the scope and ambit of the disclosure.
Figure 1 illustrates a conventional shock absorber (500) comprising an eyelet (10) provided with a steel bush (20) at one end of the conventional shock absorber (500). The other end of the conventional shock absorber (500) is provided with a steel bush (130) within a tube ring (140). The conventional shock absorber (500) is provided with an outer spring (30) and an inner spring (70). A protective cover (80) concentric with the inner spring (70) and the outer spring (30) and located above a spring locator (90) is provided for guiding the inner spring (70). The outer spring (30) and the inner spring (70) rest on there one end over a spring seat (110). The spring locator (90) is positioned over the spring seat (110) for locating the outer spring (30) and the inner spring (70) over the spring seat (110). A metal washer (100) is positioned between the spring locator (90) and the spring seat (110). A hex nut (40) is provided along with a bump stop (50) on a piston rod (60) of the conventional shock absorber (500). A damping mechanism (200) (not specifically indicated) is also provided in the conventional shock absorber (500).
The inner spring (70) and outer springs (30) are concentrically mounted with both resting at their one end over the spring seat (110). Providing two springs with different spring rates increases rider comfort and reduces the length of the conventional shock absorber (500). The protective cover (80) guides the inner spring (70) and prevents any damage to other components of the conventional shock absorber (500) during operation. The spring locator (90) positioned over the spring seat (110) locates the outer spring (30) and the inner spring (70) over the spring seat (110). The metal washer (100) provided between the spring locator (90) and the spring seat (110) enables provision of a stable platform for resting one end of the outer spring (30) and the inner spring (70).
When a vehicle equipped with the conventional shock absorber (500) hits a surface irregularity. The inner spring (70) and the outer spring (30) compress and absorb the energy of the impact. The damping mechanism (200)(not specifically indicated) provides the required compression and rebound damping to prevent dangerous oscillations from occurring which may lead to loss of control over the motor vehicle. The bump stop (50) provided over the piston rod (60) functions to provide protection against metal to metal contact in circumstances where the motor vehicle has hit a large surface irregularity. The bump stop (50) also identifiable as a secondary spring, protects the conventional shock absorber (500) from damage due to complete compression of both the inner spring (70) and the outer spring (30) which can permanently deform them. Figure 2, illustrates an exploded view of the conventional shock absorber (500). Figure 2 specifically indicates a spring seat (110) separate from said damper tube (120). The spring seat (110) in a conventional shock absorber (500) is welded onto the damper tube (120) body.
Figure 3, illustrate a shock absorber (1000) with an integral tube (115) in accordance with the present invention in its uncompressed state. Figure 4 illustrates the exploded view of shock absorber (1000) with an integral tube (115). The illustrated components of the shock absorber (1000) with the exception of the integral tube (115), remain the same as that indicated in for the conventional shock absorber (500) in Figure 1 & Figure 2 and are herein incorporated by reference. In the shock absorber (1000), the number of springs may be increased or decreased from two in accordance with the engineering requirements. Provision of more than one spring enables the reduction in overall length of the shock absorber (1000). It also improves rider comfort as springs of different spring rate may be utilised to improve the suspension characteristics. The spring seat (110) and the damper tube (120) are formed from a single tube and lack a distinct nature to be identified as separate components in shock absorber (1000). The spring seat (110) and the damper tube (120) are hence singularly identified as the integral tube (115) in Figure 3 and Figure 4. The spring locator (90) is provided on the integral tube (115) to securely locate one end of the inner spring (70) and the outer spring (30) on the integral tube (115). A metallic washer (100) is provided between the spring locator (90) and the integral tube (115). The protective cover (80) provided concentrically with the inner spring (70) and the outer spring (30) over the integral tube (115) body guides the inner spring (70). The protective cover prevents any damage to the integral tube (115) body due the inner spring (70). The damping mechanism (200) (not specifically indicated) provides the required damping to nullify oscillations resulting from the inner spring (70) and the outer spring (30) compressing and decompressing as vehicle hits road surface irregularity in the form of bumps and pits. Figure 4, illustrates the exploded view of the shock absorber (1000) with an integral tube (115) in accordance with the present invention.
Figure 5, illustrates a shock absorber (1000) in accordance with the present invention in its compressed state. The inner spring (70) and the outer spring (30) have one end resting on the integral tube (115) and the other end on bracket (150) (not specifically indicated). When vehicle hits an irregularity the inner spring (70) and the outer spring (30) get compressed reducing the overall length of the shock absorber (1000) from X as illustrated in Figure 3 to X' as illustrated in Figure 5. The setup including spring locator (90), the metallic washer (100) and the integral tube (115) provide a firm and stable platform for the inner spring (70) and the outer spring (30). The protective cover (80) is a component that is provided concentric to the inner spring (70) and the outer spring (30) and over the integral tube (115). The protective cover (80) guides the inner spring (70) and prevents any damage to the integral tube body (115) from the inner spring (70). The bump stop (50) provided on the piston rod (60) prevents metal to metal contact in event of the motor vehicle hitting a large road surface irregularity like a pit or a bump.
Figure 6A illustrates the front view of an integral tube in accordance with the present invention. Figure 6A indicates that the spring seat (110) like structure (spring seat is not a separate distinct component in the shock absorber (1000)) that is formed on said integral tube (115) has an inner diameter equal to the inner diameter of the integral tube (115) and an outer diameter greater than the outer diameter of the outer spring (30) to provide a stable platform for resting one end of the inner spring (70) and the outer spring (30). The spring seat (110) and the damper tube (120) are formed from a single tube and lack a distinct nature to be identified as separate components in shock absorber (1000). The spring seat (110) like structure and the damper tube (120) are singularly identified as the integral tube (115) in Figure 6A. The Figure 6A further illustrates that the inner diameter of the integral tube (115) which remains constant at Ø X for the entire length of the integral tube (115) body. The forming process deforms a portion of the raw material tube to create the integral tube (115) with a spring seat (110) like structure (not specifically indicated) of external diameter Ø X1 and internal diameter Ø X. The forming process provides the spring seat (110) like structure, created on the integral tube (115) with edges having curved profile. The curved profile edges are indicated by A'A'', BB' and C''C' in Figure 6A. A''B indicates a flat annular platform on the integral tube (115) for resting one end of the inner spring (70) and outer spring (30). Figure 6B illustrates a top view of an integral tube (115) in accordance with the present invention. Figure 6B specifically indicates that the width of annular platform indicated by A''B is less than the difference between the external diameter Ø X1 and internal diameter Ø X. This difference in width is equal to the sum of horizontal width component of the curved surfaces formed by A'A'' (or C''C'), BB' and the thickness of the integral tube (115). The existence of the curved profile edges indicated by A'A'', BB' and C''C' in Figure 6A is a consequence of manufacturing process utilised to manufacture the integral tube (115). The curved profile edges A'A'', BB' and C''C' are also a defining characteristic of the integral tube (115).
Figure 6C illustrates sectional view of integral tube (115) in accordance with the present invention. The sectional view clearly indicates that the raw material tube is compressed along its longitudinal central axis to form the integral tube (115) with its characteristic curved profile edges as indicated by A'A'', BB' and C''C'. Figure 6D illustrates a scaled down three dimensional view of integral tube (115) in accordance with the present invention.
The integral tube (115) functions to provide a spring seat (110) like structure which is not welded onto the damper tube for resting one end of the inner spring (70) and the outer spring (30). The spring seat (110) like structure, allowing provision of more than one spring concentrically in the shock absorber (1000) increases rider comfort. The overall length of the shock absorber (1000) is reduced by usage of more than one spring for absorbing energy of the impact of the motor vehicle hitting a surface irregularity. The integral tube (115) in shock absorber (1000) also reduces the assembly cycle time of the shock absorber (1000). The reduction in assembly cycle time due to utilisation of the integral tube (115) in manufacturing of shock absorbers brings in economic benefits associated with increased production volumes.
While the preferred embodiment has been specifically disclosed with emphasis upon its features, minor modifications may be made to the preferred embodiment without departing from the principles of the disclosure. One such embodiment can be stated to be a shock absorber where only one spring is positioned between the bracket and the integral tube for absorbing the energy of a vehicle hitting a road surface irregularity. All such modifications being obvious to a person skilled in the art are included within the scope of the invention.
LIST OF REFERENCE NUMERALS

10 – Eyelet
20 – Steel bush
30 – Outer spring
40 – Hex nut
50 – Bump stop
60 – Piston rod
70 – Inner spring
80 – Protection cover
90 – Spring locator
100 – Metal washer
110 – Spring seat