Hardness-adjustable shock absorber suitable for front fork of electric vehicle

Abstract

The invention relates to the technical field of electric vehicle front forks, in particular to a hardness-adjustable shock absorber suitable for an electric vehicle front fork, which comprises a T-shaped rod, cylinders are fixedly connected to the two sides of the T-shaped rod, and shock absorption assemblies are arranged on the inner sides of the two cylinders. Through mutual cooperation of a T-shaped rod, a cylinder, an upper cylinder, a round rod, a piston, a square hole, a baffle, a square block, a guide column, an adjusting assembly, a limiting assembly and a rotating mechanism, double-variable cooperative adjustment of the baffle state and the size of the square hole can be achieved, and therefore differential precise control over damping in the compression stage and the rebound stage is achieved. During compression, a multi-gear damping effect can be obtained through combination of three working conditions of the baffle and the opening degree of the square hole; during springback, the fixing channel and the square hole are used for adjustment, and resetting stability is guaranteed. The design can adapt to different bumpy and flat road surfaces and the like, the riding comfort is greatly improved, and the influence of road surface impact on the bicycle and a rider is reduced.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle front fork technology, specifically to an adjustable shock absorber suitable for electric vehicle front forks. Background Technology

[0002] The front fork shock absorber of an electric bicycle is a core component ensuring riding comfort and safety. Its performance directly affects the stability of the vehicle, the cushioning effect of road impacts, and the rider's handling experience. Currently, most mainstream shock absorption solutions use a combination of "shock-absorbing springs + fixed damping hydraulic rods," which can meet basic shock absorption requirements, but has certain limitations. The core principle of this combination is as follows: the shock absorber spring absorbs the impact energy of the road surface through elastic deformation, while the hydraulic rod achieves damping control through a fixed small hole on the piston. When the piston moves, the hydraulic oil inside the cylinder must flow through the small hole on both sides of the piston. The flow resistance forms a fixed damping, thereby slowing down the compression and rebound speed of the shock absorber spring and avoiding violent vibration of the shock absorber spring. However, because the size of the small hole is fixed, the hydraulic damping value cannot be adjusted, resulting in a fixed stiffness characteristic of the shock absorption system: the compression and rebound stages share the same damping channel, making it difficult to optimize them separately. When facing bumpy roads, excessive damping will aggravate the vibration, while insufficient damping on flat roads will easily cause the vehicle to sway. This forces the rider to frequently adjust their body posture to maintain balance in complex road conditions, increasing the operational burden. Moreover, after riding for a long time, the continuous vibration and swaying will also aggravate muscle fatigue in the hands and waist.

[0003] Furthermore, some adjustable shock absorbers can only be adjusted in a single dimension (such as spring preload or the size of the orifice on the piston), resulting in a limited adjustment range and making them unsuitable for diverse scenarios. Therefore, we propose a stiffer adjustable shock absorber suitable for electric vehicle front forks. Summary of the Invention

[0004] The purpose of this invention is to provide an adjustable shock absorber for electric vehicle front forks to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: an adjustable shock absorber for electric vehicle front forks, comprising a T-shaped rod, wherein cylinders are fixedly connected to both sides of the T-shaped rod, and shock-absorbing components are provided on the inner sides of both cylinders; The shock-absorbing assembly includes an upper cylinder, which is fixedly connected to the inner wall of a cylindrical tube. A round rod is fixedly connected to the middle of the upper end of the upper cylinder. A piston is fixedly fitted on the outer wall of the round rod near its lower edge. Four square holes are arranged in a ring around the upper end of the piston. Baffles are symmetrically hinged to the tops of the two square holes on both sides. A block is slidably inserted into the inner wall of the middle of the four square holes that are close to each other. A guide post is movably inserted into the middle of the top of the round rod. An adjustment assembly is provided between the guide post and the four blocks. A limiting assembly is provided between the two baffles and the piston. A rotation mechanism is provided on the outer wall of the guide post.

[0006] Preferably, the shock absorption assembly further includes a shock absorption spring, which is fixedly connected to the inner top of the upper cylinder, and the lower end of the shock absorption spring is fixedly connected to the lower cylinder. A cylinder is fixedly connected to the middle of the inner bottom of the lower cylinder. The cylinder is filled with hydraulic oil. A rubber ring is fixedly connected to the middle of the outer wall of the piston. The rubber ring slides with the inner wall of the cylinder. The round rod moves through the middle of the upper end of the cylinder.

[0007] Preferably, the adjusting assembly includes four straight rods, a cylindrical groove, and a cross block. The four straight rods are respectively fixedly connected to the middle of one end of the four blocks that are close to each other. The four straight rods are movably inserted through the inner walls of the round rod and the piston. The ends of the four straight rods that are close to each other are hinged with inclined rods. The tops of the four inclined rods are hinged to a turntable. The upper end of the turntable is rotatably connected to a round screw block. The cylindrical groove is opened in the middle of the inner wall of the round rod near the lower edge. The round screw block and the cylindrical groove are threaded together. The top center of the round screw block has a cross groove. The cross block is fixedly connected to the middle of the lower end of the guide post. The cross groove and the cross block have complementary shapes.

[0008] Preferably, two symmetrical protrusions are fixedly connected to the middle of the outer wall of each of the four blocks, and two symmetrical grooves are opened between the middle of the inner wall of each of the four square holes and the piston. The eight grooves and the eight protrusions slide together.

[0009] Preferably, the limiting component includes a connecting column, which is rotatably connected to the middle of the top edge of the square holes on both sides near the edge of the round rod. A stop strip is fixedly sleeved on the outer wall of the connecting column, and the lower end of the stop strip is flush with the upper end of the baffle. A rotating block is fixedly connected to the top of the connecting column. The rotating block has arc-shaped grooves on all four sides and U-shaped grooves on all four corners. An arc-shaped block is fitted to the inner arc surface of one of the arc-shaped grooves. A strip column is fixedly connected to the middle of the lower end of the arc-shaped block. A rotating column is fixedly connected to the middle of the lower end of the strip column. A cylinder is fixedly connected to both the front and rear ends of the strip column. Two cylinders slide in cooperation with the four U-shaped grooves. The rotating column is rotatably connected to the inner wall of the upper end of the piston. A circular gear is fixedly sleeved on the middle of the outer wall of the rotating column. A clamping element is provided between the rotating column and the piston.

[0010] Preferably, the clamping member includes a square column, which is fixedly connected to the lower end of the rotating column. A square groove is formed between the lower end of the rotating column and the piston. The square column is rotatably connected to the middle of the inner bottom end of the square groove. Both the front and rear ends of the square column are fitted with stop blocks. A second spring is fixedly connected between the ends of the two stop blocks that are far apart from each other and the front and rear ends of the square groove.

[0011] Preferably, the rotating mechanism includes a gear disk and a rotating column. The gear disk is fixedly sleeved on the outer wall of the guide column near the lower edge. The rotating column is rotatably connected to the outer wall of the round rod near the lower edge. A first bevel gear is fixedly connected to one end of the rotating column near the guide column, and the first bevel gear meshes with the gear disk. A second bevel gear is fixedly connected to the other end of the rotating column. A gear ring is rotatably sleeved on the outer wall of the round rod near the lower edge. The gear ring meshes with the second bevel gear. A sleeve is fixedly connected to the lower end of the gear ring. The sleeve is slidably sleeved on the outer wall of the round rod, and an arc-shaped tooth block is fixedly connected to the outer wall of the sleeve near the lower rear edge.

[0012] Preferably, a disc is rotatably connected to the upper end of the upper cylinder, a round cover is fixedly connected to the upper end of the guide post, and a first spring is fixedly connected between the inner top of the round cover and the upper end of the disc.

[0013] Preferably, a baffle is fixedly fitted on the outer wall of the guide post 45 near the lower edge, and the top of the baffle is in contact with the top of the cylindrical groove.

[0014] Compared with the prior art, the beneficial effects of the present invention are: 1. Through the coordinated operation of the T-shaped rod, cylinder, upper cylinder, round rod, piston, square hole, baffle, block, guide post, adjustment component, limit component, and rotating mechanism, dual-variable coordinated adjustment of "baffle state + square hole size" can be achieved, thus realizing differentiated and precise control of damping during compression and rebound. During compression, multiple damping levels can be obtained by combining the three working conditions of the baffle with the opening of the square hole; during rebound, the fixed channel and square hole adjustment ensure the stability of the reset. This design can adapt to different road surfaces such as bumpy and flat surfaces, greatly improving riding comfort, reducing the impact of road impacts on the vehicle and rider, while also taking into account handling and avoiding vehicle swaying caused by excessive compression or rebound.

[0015] 2. The adjustment mechanism is easy to operate. The three states of the baffle and the size of the square hole can be adjusted by rotating the round cover. It can adapt to the existing electric vehicle front fork installation space, meet the needs of diverse scenarios, and provide personalized shock absorption solutions for different user groups. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a cross-sectional view of the shock-absorbing component of the present invention; Figure 3 This is a structural diagram illustrating the components of the present invention, including the round rod, piston, rubber ring, square hole, baffle, cylinder body, and sleeve. Figure 4 This is a cross-sectional view of the piston, rod, and rubber ring of the present invention; Figure 5 For the present invention Figure 4 Enlarged view of point A; Figure 6 This is a cross-sectional view of the piston and rod of the present invention; Figure 7 This is a structural diagram illustrating the relationship between components such as the circular screw block, turntable, and inclined rod of the present invention. Figure 8 This is a structural diagram illustrating the relationship between components such as the arc-shaped tooth block, the circular gear, and the sleeve of the present invention. Figure 9 This is a structural diagram illustrating the relationship between components such as the piston, rubber ring, square hole, and baffle of the present invention. Figure 10 For the present invention Figure 9 Enlarged view of point B; Figure 11 This is a structural diagram illustrating the components of the present invention, including the round cover, round disk, first spring, guide post, and round rod. Figure 12 For the present invention Figure 11 Enlarged view of point C.

[0017] The components represented by each number in the attached diagram are listed below: 1. T-shaped rod; 2. Cylinder; 3. Upper cylinder; 4. Shock-absorbing spring; 5. Lower cylinder; 6. Cylinder body; 7. Hydraulic oil; 8. Round rod; 9. Piston; 10. Rubber ring; 11. Square hole; 12. Baffle; 13. Cross block; 14. Round screw block; 15. Cross groove; 16. Diagonal rod; 17. Straight rod; 18. Square block; 19. Protrusion; 20. Groove; 21. Gear plate; 22. First bevel gear; 23. Rotating column; 24. Second... 25. Bevel gear; 26. Gear ring; 27. Sleeve; 28. Arc-shaped gear block; 29. ​​Rotating column; 30. Circular gear; 31. Strip column; 32. Cylinder; 33. Arc-shaped block; 34. Connecting column; 35. Rotating block; 36. U-shaped groove; 37. Arc-shaped groove; 38. Stop bar; 39. Square groove; 40. Square column; 41. Stop block; 42. Second spring; 43. Round cover; 44. Disc; 45. First spring; 46. Guide column; 47. Stop plate; 48. Columnar groove; 49. Turntable. Detailed Implementation

[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] This invention provides a technical solution: such as Figure 1 - Figure 12 The present invention relates to an adjustable shock absorber for electric vehicle front forks, comprising a T-shaped rod 1, wherein cylinders 2 are fixedly connected to both sides of the T-shaped rod 1, and shock-absorbing components are provided on the inner sides of both cylinders 2. The shock absorption assembly includes an upper cylinder 3, which is fixedly connected to the inner wall of a cylindrical cylinder 2. A cylindrical rod 8 is fixedly connected to the upper middle part of the upper cylinder 3. A piston 9 is fixedly sleeved on the outer wall of the cylindrical rod 8 near its lower edge. Four square holes 11 are arranged in a ring around the upper end of the piston 9. Baffles 12 are symmetrically hinged to the top of the two square holes 11 on both sides. A block 18 is slidably inserted into the inner wall of the middle part of the four square holes 11 that are close to each other. A guide post 45 is movably inserted into the middle of the top of the cylindrical rod 8. An adjustment assembly is provided between the guide post 45 and the four blocks 18. A limiting assembly is provided between the two baffles 12 and the piston 9. A rotation mechanism is provided on the outer wall of the guide post 45.

[0020] The shock absorption assembly also includes a shock absorption spring 4, which is fixedly connected to the inner top of the upper cylinder 3, and the lower end of the shock absorption spring 4 is fixedly connected to the lower cylinder 5. The inner bottom of the lower cylinder 5 is fixedly connected to the cylinder body 6, which is filled with hydraulic oil 7. The outer wall of the piston 9 is fixedly connected to a rubber ring 10, which slides with the inner wall of the cylinder body 6. The round rod 8 moves through the upper middle of the cylinder body 6.

[0021] The adjustment assembly includes four straight rods 17, a cylindrical groove 47, and a cross block 13. The four straight rods 17 are fixedly connected to the middle of the four square blocks 18 at their respective close ends. The four straight rods 17 are movably inserted into the inner walls of the round rod 8 and the piston 9. The ends of the four straight rods 17 at their respective close ends are all hinged with inclined rods 16. The tops of the four inclined rods 16 are all hinged to a turntable 48. The upper end of the turntable 48 is rotatably connected to a round screw block 14. The cylindrical groove 47 is opened in the middle of the inner wall of the round rod 8 near the lower edge. The round screw block 14 and the cylindrical groove 47 are threaded together. The top center of the round screw block 14 is provided with a cross groove 15. The cross block 13 is fixedly connected to the middle of the lower end of the guide post 45. The cross groove 15 and the cross block 13 are complementary in shape.

[0022] Two symmetrical protrusions 19 are fixedly connected to the middle of the outer wall of each of the four square blocks 18. Two symmetrical grooves 20 are opened between the middle of the inner wall of each of the four square holes 11 and the piston 9. The eight grooves 20 and the eight protrusions 19 slide in fit.

[0023] The limiting assembly includes a connecting post 33, which is rotatably connected to the middle of one side edge of the top of the square holes 11 on both sides, near the round rod 8. A stop strip 37 is fixedly sleeved on the outer wall of the connecting post 33, with the lower end of the stop strip 37 flush with the upper end of the baffle 12. A rotating block 34 is fixedly connected to the top of the connecting post 33. The rotating block 34 has arc-shaped grooves 36 on all four sides and U-shaped grooves 35 at all four corners. The inner arc of one of the arc-shaped grooves 36 is... An arc-shaped block 32 is attached to the surface. A strip column 30 is fixedly connected to the lower middle of the arc-shaped block 32. A rotating column 28 is fixedly connected to the lower middle of the strip column 30. A cylinder 31 is fixedly connected to both the front and rear ends of the strip column 30. The two cylinders 31 are slidably engaged with the four U-shaped grooves 35. The rotating column 28 is rotatably connected to the upper inner wall of the piston 9. A circular gear 29 is fixedly sleeved on the middle of the outer wall of the rotating column 28. A clamping element is provided between the rotating column 28 and the piston 9.

[0024] The clamping component includes a square post 39, which is fixedly connected to the lower end of the rotating post 28. A square groove 38 is provided between the lower end of the rotating post 28 and the piston 9. The square post 39 is rotatably connected to the middle of the inner bottom end of the square groove 38. Both the front and rear ends of the square post 39 are fitted with stop blocks 40. A second spring 41 is fixedly connected between the ends of the two stop blocks 40 that are far apart from each other and the front and rear ends of the square groove 38.

[0025] The rotating mechanism includes a gear disk 21 and a rotating column 23. The gear disk 21 is fixedly sleeved on the outer wall of the guide column 45 near the lower edge. The rotating column 23 is rotatably connected to the outer wall of the round rod 8 near the lower edge. A first bevel gear 22 is fixedly connected to one end of the rotating column 23 near the guide column 45. The first bevel gear 22 meshes with the gear disk 21. A second bevel gear 24 is fixedly connected to the other end of the rotating column 23. A gear ring 25 is rotatably sleeved on the outer wall of the round rod 8 near the lower edge. The gear ring 25 meshes with the second bevel gear 24. A sleeve 26 is fixedly connected to the lower end of the gear ring 25. The sleeve 26 is slidably sleeved on the outer wall of the round rod 8. An arc-shaped tooth block 27 is fixedly connected to the outer wall of the sleeve 26 near the lower rear edge.

[0026] The upper end of the upper cylinder 3 is rotatably connected to a disc 43, and the upper end of the guide post 45 is fixedly connected to a round cover 42. A first spring 44 is fixedly connected between the inner top of the round cover 42 and the upper end of the disc 43.

[0027] A baffle 46 is fixedly fitted on the outer wall of the guide post 45 near the lower edge, and the top of the baffle 46 fits against the top of the cylindrical groove 47.

[0028] Working principle: In this state, when the T-shaped rod 1 drives the two cylinders 2 to move downward, the two cylinders 2 can drive the corresponding upper cylinder 3 to move downward. The upper cylinder 3 can drive the round rod 8, round cover 42, round disc 43, first spring 44 and guide post 45 to move downward synchronously. The round rod 8 can drive the piston 9 and rubber ring 10 to move downward inside the cylinder 6. During this process, the hydraulic oil 7 inside the cylinder 6 will flow from the bottom of the piston 9 to the top of the piston 9 through the four square holes 11 at the top of the piston 9. When the hydraulic oil 7 passes through the square holes 11 on both sides, it will drive the two baffles 12 to flip upward. At the same time, the upper cylinder 3 can compress the shock absorber spring 4 between the upper cylinder 3 and the lower cylinder 5. When the shock absorber spring 4 rebounds and resets, the shock absorber spring 4 can drive the upper cylinder 3, round rod 8 and piston 9 to move upward and reset. During this process, when the piston 9 moves upward inside the cylinder 6, the hydraulic oil 7 above the piston 9 flows down to the bottom of the piston 9 through the square hole 11. At this time, when the hydraulic oil 7 flows downward, it will cause the two baffles 12 to close, so that the hydraulic oil 7 can only flow downward from the two square holes 11 located at the front and rear. At this time, the flow rate of the two square holes 11 will be significantly reduced compared to the flow rate of the hydraulic oil 7 when the piston 9 moves downward and can flow upward from the four square holes 11. This will slow down the upward movement speed of the piston 9, and thus slow down the rebound speed of the shock absorber spring 4.

[0029] When it is necessary to change the flow rate of hydraulic oil 7 through the four square holes 11, firstly, press down the round cover 42 forcefully. The round cover 42 can drive the guide post 45 to move downward and compress the first spring 44. The guide post 45 can drive the baffle 46, cross block 13 and gear plate 21 to move downward synchronously until the lower end of the cross block 13 is in contact with the upper end face of the round screw block 14. Then, press down and rotate the round cover 42 until the cross block 13 is inserted into the cross groove 15. Immediately afterwards, continue to press down and rotate the round cover 42. The round cover 42 can drive the disc 43, guide post 45 and cross block 13 to rotate synchronously. At the same time, the cross block 13 can drive the round screw block 14 to rotate synchronously. The round screw block 14 and the cylindrical groove 47 are connected by threads to achieve simultaneous rotation and rotation. When the circular screw block 14 moves downward, it can drive the turntable 48 to move downward synchronously. The turntable 48 can drive the four inclined rods 16 to rotate downward synchronously. The four inclined rods 16 can drive the four straight rods 17 to move in a direction away from each other. The four straight rods 17 can drive the four square blocks 18 and the corresponding two protrusions 19 to move synchronously. The eight protrusions 19 and the corresponding eight grooves 20 slide in cooperation. At this time, the four square blocks 18 can move into the corresponding square holes 11. At this time, the flow rate of hydraulic oil 7 through the four square holes 11 can be flexibly changed until the appropriate flow rate is adjusted. Then the circular cover 42 is released. At this time, under the action of the first spring 44, the circular cover 42, guide post 45, cross block 13 and sleeve 26 can be reset.

[0030] When it is necessary to close one of the baffles 12 or close both baffles 12 at the same time, firstly, in the natural state of the device perpendicular to the ground, directly rotate the round cover 42 (without pressing down). The round cover 42 can drive the first spring 44, the disc 43 and the guide post 45 to rotate synchronously. The guide post 45 can drive the gear disc 21 to rotate synchronously. The gear disc 21 can drive the first bevel gear 22, the rotating column 23 and the second bevel gear 24 to rotate synchronously. The second bevel gear 24 can drive the gear ring 25 and the sleeve 26 to rotate. The sleeve 26 can drive the arc-shaped toothed block 27 to rotate synchronously until the arc-shaped toothed block 27 rotates 180 degrees. During this process, the arc-shaped toothed block 27 can drive one of the spur gears 29 to rotate 180 degrees. The spur gear 29 can drive the rotating column 28, the square column 39, the strip column 30, the arc-shaped block 32, and the two cylinders 31 to rotate 180 degrees synchronously. (When the square column 39 rotates 180 degrees, during this process, the square column 39 can drive the two stop blocks 40 to move away from each other. The two stop blocks 40 can compress the two second springs 41 between the square groove 38. When the square column 39 rotates 180 degrees, under the force of the two second springs 41, the two stop blocks 40 can tightly clamp the square column 39. In this state, the square column 39 will not easily deflect at an angle.) When the two cylinders 31 rotate 180 degrees, one of the cylinders 31 slides into one of the U-shaped grooves 35, which can drive the rotating block 34 to rotate 90 degrees. The rotating block 34 can drive the connecting column 33 and the stop bar 37 to rotate 90 degrees synchronously. At this time, the lower end face of the stop bar 37 rotates to the upper end face of the corresponding baffle 12 and fits against it. In this state, when the piston 9 moves downward inside the cylinder 6, the hydraulic oil 7 below the piston 9 will not drive the corresponding baffle 12 to rotate when it flows upward through the square hole 11. As a result, the hydraulic oil 7 can only flow upward through the other three square holes 11, reducing the flow rate of the hydraulic oil 7 when it flows upward.

[0031] If the round cover 42 is rotated further to make the arc-shaped toothed block 27 rotate 180 degrees, the arc-shaped toothed block 27 can drive the other baffle 37 to rotate 90 degrees, so that it fits against the upper end of the corresponding baffle 12. At this time, neither baffle 12 can rotate, and the two baffles 12 will not rotate as the hydraulic oil 7 flows upward. If the round cover 42 is rotated further to make the arc-shaped toothed block 27 rotate 360 ​​degrees, the arc-shaped toothed block 27 can drive both baffles 37 to rotate 90 degrees, and the two baffles 37 will not contact the two baffles 12, so that both baffles 12 can rotate as the hydraulic oil 7 flows upward.

[0032] By rotating the two baffles 37, the opening and closing of the two baffles 12 can be controlled, achieving three states: both baffles 12 open simultaneously, both baffles 12 closed simultaneously, and only one baffle 12 closed. Secondly, by moving the four blocks 18, the flow rate of the hydraulic oil 7 between the four square holes 11 can be controlled, thereby controlling the speed at which the piston 9 moves inside the cylinder 6. In actual use, adjustments can be made as needed until the speed of compression and rebound of the shock absorber spring 4 is adjusted to a suitable state.

[0033] The other set of damping components is adjusted in the same way. During the adjustment process, until the two sets of damping components are adjusted to the same state, the stiffness of the two sets of damping components can be made consistent.

[0034] The core adjustment of this shock absorber is to achieve multi-level damping adjustment through the combination of two variables: "state of baffle 12" and "size of square hole 11". The two square holes 11 with hinged baffles 12 directly change the total cross-sectional area of ​​hydraulic oil 7 during the compression stage through three states: both baffles 12 are normally hinged, one baffle 12 is normally hinged and the other baffle 12 is rigidly locked by the baffle bar 37, and both baffles 12 are rigidly locked by the baffle bar 37. (When the baffle 12 is normally hinged, it can be opened by the upward hydraulic oil 7 and participate in the flow. When it is locked, it does not participate.)

[0035] In state one, the total flow area is the sum of the areas of the four square holes 11 (minimum damping, softest compression); in state two, the total flow area is the sum of the areas of the three square holes 11 (medium damping); in state three, the total flow area is the sum of the areas of the two square holes 11 without baffles 12 (maximum damping, stiffest compression). The size of the four square holes 11 can be adjusted independently (by changing the position of the four blocks 18 through a mechanical structure). As a basic means of fine-tuning damping, regardless of the state of the baffles 12, changes in the cross-sectional area of ​​the square holes 11 will further alter the total flow area (the larger the flow area, the smaller the damping). The combination of these two factors forms a multi-dimensional damping adjustment range, adaptable to the damping requirements of different road surfaces.

[0036] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus.

[0037] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A damper with adjustable stiffness for electric vehicle front forks, comprising a T-shaped rod (1), characterized in that: Both sides of the T-shaped rod (1) are fixedly connected to cylinders (2), and the inner sides of the two cylinders (2) are provided with shock-absorbing components. The shock-absorbing assembly includes an upper cylinder (3), which is fixedly connected to the inner wall of the cylinder (2). A round rod (8) is fixedly connected to the middle of the upper end of the upper cylinder (3). A piston (9) is fixedly sleeved on the outer wall of the round rod (8) near the lower edge. Four square holes (11) are opened in a ring array around the upper end of the piston (9). Baffles (12) are symmetrically hinged to the top of the two square holes (11) on both sides. A block (18) is slidably inserted into the inner wall of the middle of the four square holes (11) that are close to each other. A guide post (45) is movably inserted into the middle of the top of the round rod (8). An adjustment assembly is provided between the guide post (45) and the four blocks (18). A limiting assembly is provided between the two baffles (12) and the piston (9). A rotating mechanism is provided on the outer wall of the guide post (45).

2. The adjustable shock absorber for electric vehicle front forks according to claim 1, characterized in that: The shock absorption assembly also includes a shock absorption spring (4), which is fixedly connected to the inner top of the upper cylinder (3), and the lower end of the shock absorption spring (4) is fixedly connected to a lower cylinder (5). The lower cylinder (5) is fixedly connected to the middle of the inner bottom end of the lower cylinder (5). The cylinder (6) is filled with hydraulic oil (7). The piston (9) is fixedly connected to the middle of the outer wall with a rubber ring (10). The rubber ring (10) slides with the inner wall of the cylinder (6). The round rod (8) moves through the middle of the upper end of the cylinder (6).

3. The adjustable shock absorber for electric vehicle front forks according to claim 1, characterized in that: The adjustment assembly includes four straight rods (17), a cylindrical groove (47), and a cross block (13). The four straight rods (17) are fixedly connected to the middle of the four square blocks (18) at their respective close ends. All four straight rods (17) are movably inserted through the inner walls of the round rod (8) and the piston (9). Each of the four straight rods (17) at its close ends is hinged with a diagonal rod (16). The tops of the four diagonal rods (16) are hinged together to a turntable (48). The upper end of the turntable (48) is rotatably connected to a round screw block (14). The cylindrical groove (47) is opened in the middle of the inner wall of the round rod (8) near the lower edge. The round screw block (14) and the cylindrical groove (47) are threaded together. A cross groove (15) is opened in the middle of the top of the round screw block (14). The cross block (13) is fixedly connected to the middle of the lower end of the guide post (45). The cross groove (15) and the cross block (13) are complementary in shape.

4. The adjustable shock absorber for electric vehicle front forks according to claim 1, characterized in that: Two symmetrical protrusions (19) are fixedly connected to the middle of the outer wall of each of the four blocks (18). Two symmetrical grooves (20) are opened between the middle of the inner wall of each of the four square holes (11) and the piston (9). The eight grooves (20) and the eight protrusions (19) slide together.

5. The adjustable shock absorber for electric vehicle front forks according to claim 1, characterized in that: The limiting component includes a connecting post (33), which is rotatably connected to the middle of the top edge of the square holes (11) on both sides, near the edge of the round rod (8). A stop strip (37) is fixedly sleeved on the outer wall of the connecting post (33). The lower end of the stop strip (37) is flush with the upper end of the baffle (12). A rotating block (34) is fixedly connected to the top of the connecting post (33). An arc-shaped groove (36) is opened on all four sides of the rotating block (34), and a U-shaped groove (35) is opened at each of the four corners of the rotating block (34). The inner part of one of the arc-shaped grooves (36) is... An arc-shaped block (32) is attached to the arc surface. A strip column (30) is fixedly connected to the middle of the lower end of the arc-shaped block (32). A rotating column (28) is fixedly connected to the middle of the lower end of the strip column (30). A cylinder (31) is fixedly connected to both the front and rear ends of the strip column (30). The two cylinders (31) are slidably connected to the four U-shaped grooves (35). The rotating column (28) is rotatably connected to the inner wall of the upper end of the piston (9). A spherical gear (29) is fixedly sleeved on the middle of the outer wall of the rotating column (28). A clamping element is provided between the rotating column (28) and the piston (9).

6. The adjustable shock absorber for electric vehicle front forks according to claim 5, characterized in that: The clamping component includes a square column (39), which is fixedly connected to the lower end of the rotating column (28). A square groove (38) is provided between the lower end of the rotating column (28) and the piston (9). The square column (39) is rotatably connected to the middle of the inner bottom end of the square groove (38). Both the front and rear ends of the square column (39) are fitted with stop blocks (40). A second spring (41) is fixedly connected between the ends of the two stop blocks (40) that are far apart from each other and the front and rear ends of the square groove (38).

7. The adjustable shock absorber for electric vehicle front forks according to claim 1, characterized in that: The rotating mechanism includes a gear disk (21) and a rotating column (23). The gear disk (21) is fixedly sleeved on the outer wall of the guide column (45) near the lower edge. The rotating column (23) is rotatably connected to the outer wall of the round rod (8) near the lower edge. A first bevel gear (22) is fixedly connected to one end of the rotating column (23) near the guide column (45). The first bevel gear (22) meshes with the gear disk (21). A second bevel gear (24) is fixedly connected to the other end of the rotating column (23). A gear ring (25) is rotatably sleeved on the outer wall of the round rod (8) near the lower edge. The gear ring (25) meshes with the second bevel gear (24). A sleeve (26) is fixedly connected to the lower end of the gear ring (25). The sleeve (26) is slidably sleeved on the outer wall of the round rod (8). An arc-shaped tooth block (27) is fixedly connected to the outer wall of the sleeve (26) near the lower rear edge.

8. The adjustable shock absorber for electric vehicle front forks according to claim 1, characterized in that: The upper end of the upper cylinder (3) is rotatably connected to a disc (43), and the upper end of the guide post (45) is fixedly connected to a cover (42). A first spring (44) is fixedly connected between the inner top of the cover (42) and the upper end of the disc (43).

9. The adjustable shock absorber for electric vehicle front forks according to claim 1, characterized in that: A baffle (46) is fixedly fitted on the outer wall of the guide post (45) near the lower edge, and the top of the baffle (46) is in contact with the top of the cylindrical groove (47).

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