Middle shaft type shock absorber

Abstract

The invention relates to the technical field of shock absorbers, and discloses a center shaft type shock absorber which comprises an upper end cover, a guide groove shell, an upper rotating shaft, a damping shell and a lower rotating shaft. According to the center shaft type shock absorber, pre-pressure adjustment is conducted according to the weight of a user, it is ensured that a main spring is always located in a reasonable working interval, and an adjusting assembly and a damping adjusting system work cooperatively; pre-pressing adjustment provides a stable initial working condition for damping adjustment, the flow rate of hydraulic oil is adjusted by controlling the flow area of the hydraulic oil flowing through a through hole, then the springback speed of a shock absorber is controlled, dynamic adaptation to different road conditions is achieved, a large-capacity damping cavity is designed in a shell, and a damping piston is pushed through axial movement driven by a ball, so that the damping effect is achieved. The two-way compression and rebound functions of the shock absorber are achieved, the shock absorption stroke is greatly improved, rolling contact is achieved through the balls, the rotating motion of the rotating shaft can be stably and efficiently converted into axial displacement of the sliding plate, matching of the positioning pins is achieved, the sliding plate moves in the axial direction, and the durability of the shock absorber is improved.

Description

Technical Field

[0001] This invention relates to the field of shock absorber technology, specifically a central shaft-style shock absorber. Background Technology

[0002] Folding bicycles, small electric bikes, and various two-wheeled vehicles are an important part of road transportation. They are inexpensive, portable, and compact, making them particularly practical for busy urban commutes. The center-axle shock absorber, as the core component for transmitting power and buffering vibrations in these vehicles, directly determines the equipment's operational stability, user comfort, and component lifespan. With users' increasing demands for a superior riding experience and the growing trend towards lightweight and compact designs, existing center-axle shock absorbers are gradually revealing shortcomings such as unreasonable structural design and poor performance adjustment adaptability, making them unable to meet the diverse needs of practical applications.

[0003] Traditional shock absorbers, limited by the size of transportation equipment, can only achieve a small stroke, or require a larger shock absorber size to compensate for the shortcomings of the traditional structure. This results in excessively large overall radial and axial dimensions of the shock absorber, imposing stringent requirements on installation space. Especially in equipment with high space utilization requirements, such as electric bicycles, interference with the frame and transmission components often occurs, limiting the flexibility of the overall vehicle structural design. Currently, most bottom bracket shock absorbers on the market cannot adjust according to the weight differences of different users: when used by lighter users, the shock absorber preload is insufficient, easily causing control play due to excessive stroke redundancy; when used by heavier users, preload overload causes the shock absorber stroke to be exhausted prematurely, losing its cushioning effect, seriously affecting the stability and adaptability of shock absorption performance. Most existing bottom bracket shock absorbers cannot dynamically adjust according to road conditions. When the equipment alternates between smooth and bumpy roads, it cannot dynamically switch the damping state. Either the damping is too small, causing the vehicle to bounce, or the damping is too large, resulting in insufficient vibration absorption, making it difficult to balance comfort and stability under different road conditions. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention provides a center-axis style shock absorber, which solves the problems of existing center-axis style shock absorbers being too large, affecting vehicle maneuverability, unable to adjust preload according to user weight, and unable to dynamically adjust the damping coefficient according to road conditions.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a central shaft-style shock absorber, comprising an upper end cover, a guide groove housing, an upper rotating shaft, a damping housing, and a lower rotating shaft; an adjustment assembly is installed inside the guide groove housing, and an auxiliary assembly is installed on the upper end cover. The adjustment assembly includes a second sliding plate slidably connected within a guide groove housing. The second sliding plate has an installation groove, and a second connecting plate is rotatably connected within the installation groove. A piston rod is fixedly connected to one end of the second connecting plate near the damping housing. A threaded sleeve is fixedly connected to the outer wall of the piston rod. Two lifting grooves are symmetrically formed within the guide groove housing, and an adjustment plate is slidably connected between the two lifting grooves. The adjustment plate is threadedly connected to the threaded sleeve. A spring is fitted onto the damping housing, and the spring abuts against the adjustment plate. A damping piston is slidably connected within the damping housing. Multiple oil inlet grooves are evenly formed at the end of the damping piston away from the adjustment plate. A first cavity and a second cavity are formed within the damping piston. A rotating plate is rotatably connected within the second cavity. Multiple through holes are evenly formed on the rotating plate, and the through holes are adapted to the oil inlet grooves. The auxiliary component includes multiple bidirectional inclined slots evenly spaced on the upper rotating shaft. A first sliding plate is slidably connected inside the guide groove housing. Multiple sliding inclined slots are evenly spaced at one end of the first sliding plate near the upper rotating shaft, and the sliding inclined slots are adapted to the bidirectional inclined slots.

[0006] Preferably, a first connecting plate is rotatably connected inside the damping piston, and the first connecting plate is fixedly connected to the piston rod, and a worm gear is rotatably connected inside the second cavity.

[0007] Preferably, a drive motor is fixedly connected to the second cavity, and a worm is fixedly connected to the output end of the drive motor, with the teeth of the worm meshing with the teeth of the worm wheel.

[0008] Preferably, a lower end cover is fixedly connected to the end of the guide groove housing away from the upper end cover. The upper end cover has an installation hole, and a sliding bearing is slidably connected in the installation hole. The outer wall of the upper rotating shaft is fixedly connected to the inner ring wall of the sliding bearing.

[0009] Preferably, a rotating hole is provided in the lower rotating shaft, and an adjusting rod is rotatably connected in the rotating hole, and the adjusting rod is fixedly connected to the second connecting plate.

[0010] Preferably, an adjustment groove is provided inside the upper end cover, and a limit block is slidably connected inside the adjustment groove, and the limit block is fixedly connected to the arc-shaped end of the upper rotating shaft.

[0011] Preferably, a sliding groove is provided inside the guide groove housing, and a sliding seat is slidably connected inside the sliding groove.

[0012] Preferably, the arc-shaped end of the first sliding plate is provided with a limiting hole, and a positioning pin is inserted into the limiting hole, and the positioning pin is fixedly connected to the slide block.

[0013] Preferably, the damping piston has multiple oil drain holes evenly distributed at one end near the adjusting plate.

[0014] Preferably, a ball bearing is installed in the bidirectional inclined groove, and the ball bearing is located between the bidirectional inclined groove and the sliding inclined groove.

[0015] Compared with the prior art, the present invention has the following beneficial effects: 1. This invention solves the problems of existing shock absorbers being unable to adjust preload according to the user's weight and dynamically adjust the damping coefficient according to road conditions by using an adjustable component. Preload adjustment based on user weight ensures the main spring is always within a reasonable operating range, reducing cornering roll and bouncing. This adjustable component works in conjunction with the damping adjustment system; preload adjustment provides a stable initial condition for damping adjustment, preventing damping failure due to insufficient spring preload or excessive preload leading to increased damping wear. By controlling the flow area of ​​hydraulic oil through the through-hole to adjust the hydraulic oil flow rate, the shock absorber rebound speed is controlled, achieving dynamic adaptation to different road conditions. Furthermore, combined with the load-adaptive characteristics of preload adjustment, the damping coefficient adjustment can optimize the damping force curve based on different loads, avoiding damping failure caused by preload changes and improving driving stability and comfort.

[0016] 2. In this invention, the problem of excessively large shock absorbers affecting vehicle maneuverability is solved by the addition of auxiliary components. The damping housing features a large-capacity damping cavity, which, in conjunction with the ball-driven axial motion, pushes the damping piston, achieving bidirectional compression and rebound functions of the shock absorber and significantly increasing the damping stroke. Simultaneously, this compact design greatly reduces the shock absorber's size, enhancing vehicle maneuverability. The use of ball bearings for rolling contact ensures that the rotational motion of the shaft is smoothly and efficiently converted into the axial displacement of the sliding plate, resulting in low frictional resistance and smooth, unhindered movement. The locating pin ensures that the sliding plate maintains strictly linear motion along the axial direction, guaranteeing uniform force on the ball bearings, thereby improving mechanical efficiency and shock absorber durability. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of a central shaft-style shock absorber according to the present invention; Figure 2 This is a cross-sectional view of the guide groove housing of a central shaft-style shock absorber according to the present invention; Figure 3 This is a cross-sectional view of the upper end cover of a central shaft-style shock absorber according to the present invention; Figure 4 This is a cross-sectional view of the lower end cover of a central shaft-style shock absorber according to the present invention; Figure 5 This is a cross-sectional view of the damping housing of a central shaft-style shock absorber according to the present invention; Figure 6 This is a cross-sectional view of the damping piston of a central shaft-style shock absorber according to the present invention. Figure 7 This is a schematic diagram of the bidirectional inclined groove structure of a central shaft-style shock absorber according to the present invention; Figure 8 This is a schematic diagram of the sliding inclined groove of a central shaft-style shock absorber according to the present invention.

[0018] In the diagram: 1. Upper end cover; 2. Guide groove housing; 3. Upper rotating shaft; 4. Lower end cover; 5. Spring; 6. Damping housing; 7. First sliding plate; 8. Adjusting plate; 9. Lower rotating shaft; 10. Limiting hole; 11. Slide block; 12. Positioning pin; 13. Sliding groove; 14. Adjusting groove; 15. Sliding bearing; 16. Ball bearing; 17. Second sliding plate; 18. Limiting block; 19. Adjusting rod; 20. Lifting groove; 21. 21. Piston rod; 22. Threaded sleeve; 23. Damping piston; 24. Oil inlet groove; 25. Rotating plate; 26. First cavity; 27. Worm gear; 28. First connecting plate; 29. ​​Through hole; 30. Second cavity; 31. Bidirectional inclined groove; 32. Sliding inclined groove; 33. Oil drain hole; 34. Drive motor; 35. Worm; 36. Rotating hole; 37. Second connecting plate; 38. Mounting groove; 39. Mounting hole. Detailed Implementation

[0019] 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.

[0020] refer to Figures 1-8The diagram shows a central shaft-style shock absorber, comprising an upper cover 1, a guide groove housing 2, an upper rotating shaft 3, a damping housing 6, and a lower rotating shaft 9. An adjustment assembly is installed inside the guide groove housing 2, and an auxiliary assembly is installed on the upper cover 1. The adjustment assembly includes a second sliding plate 17 slidably connected inside the guide groove housing 2. An installation groove 38 is formed inside the second sliding plate 17, and a second connecting plate 37 is rotatably connected inside the installation groove 38. A piston rod 21 is fixedly connected to one end of the second connecting plate 37 near the damping housing 6, and a threaded sleeve 22 is fixedly connected to the outer wall of the piston rod 21. Two symmetrically arranged lifting grooves 20 are formed inside the guide groove housing 2, and an adjustment plate 8 is slidably connected between the two lifting grooves 20, with the adjustment plate 8 threadedly connected to the threaded sleeve 22. A spring 5 is fitted onto the damping housing 6, and the spring 5 abuts against the adjustment plate 8. A damping piston 23 is slidably connected inside the damping housing 6. Multiple oil inlet grooves 24 are evenly provided at the end away from the adjusting plate 8. A first cavity 26 and a second cavity 30 are provided inside the damping piston 23. A rotating plate 25 is rotatably connected inside the second cavity 30. Multiple through holes 29 are evenly provided on the rotating plate 25, and the through holes 29 are adapted to the oil inlet grooves 24. A first connecting plate 28 is rotatably connected inside the damping piston 23, and the first connecting plate 28 is fixedly connected to the piston rod 21. A drive motor 34 is fixedly connected inside the second cavity 30. A worm gear 35 is fixedly connected to the output end of the drive motor 34, and the teeth of the worm gear 35 mesh with the teeth of the worm wheel 27. A rotating hole 36 is provided inside the lower rotating shaft 9. An adjusting rod 19 is rotatably connected inside the rotating hole 36, and the adjusting rod 19 is fixedly connected to the second connecting plate 37. A worm wheel 27 is rotatably connected inside the second cavity 30. Multiple oil outlet holes 33 are evenly provided at the end of the damping piston 23 near the adjusting plate 8.

[0021] To improve driving stability and comfort, this invention incorporates an adjustment component. By adjusting the preload according to the user's weight, it ensures that the main spring 5 remains within a reasonable operating range, reducing body roll and bouncing during cornering. This adjustment component works in conjunction with the damping adjustment mechanism. Preload adjustment provides a stable initial condition for damping adjustment, preventing damping failure due to insufficient preload of spring 5 or excessive preload that exacerbates damping wear. By controlling the flow area of ​​hydraulic oil through the through-hole 29 to regulate the hydraulic oil flow rate, the shock absorber rebound speed is controlled, achieving dynamic adaptation to different road conditions. Furthermore, combined with the load-adaptive characteristics of preload adjustment, the damping coefficient adjustment can optimize the damping force curve based on different loads, avoiding damping failure caused by preload changes and improving driving stability and comfort.

[0022] Specifically, firstly, when adjusting the pre-pressure according to the user's weight, rotating the adjusting rod 19 causes the second connecting plate 37 to rotate within the mounting groove 38, which in turn causes the piston rod 21 and the threaded sleeve 22 to rotate synchronously. The adjusting rod 19 is rotatably connected to the lower end cover 4, and the adjusting rod 19 does not rotate synchronously with the lower end cover 4. When the adjusting plate 8 moves along the lifting groove 20 towards the damping housing 6, the adjusting plate 8 compresses the spring 5, increasing the initial pre-pressure to suit heavier users. When the adjusting plate 8 moves in the opposite direction along the lifting groove 20, the pre-pressure decreases to suit lighter users. While the piston rod 21 rotates, the first connecting plate 28 rotates synchronously within the placement groove opened in the damping piston 23. The second connecting plate 37 can only rotate within the mounting groove 38 of the second sliding plate 17 and cannot move axially along the piston rod 21, thus not affecting the compression and rebound of the second sliding plate 17.

[0023] Secondly, the damping coefficient is adjusted according to the road surface. When the vehicle is traveling on a bumpy road, the drive motor 34 drives the worm gear 35 to rotate, which in turn drives the worm wheel 27 to rotate. Since the worm wheel 27 and the rotating plate 25 are fixedly connected by a shaft, the worm wheel 27 drives the rotating plate 25 to rotate, reducing the flow cross-sectional area between the oil inlet groove 24 and the through hole 29. The rotating plate 25 is also in close contact with the second cavity 30, and a sealing ring is provided at the contact point to improve the sealing between the two sides of the rotating plate 25 and the second cavity 30, increase the flow resistance of the hydraulic oil through the channel, reduce the rebound speed, and avoid excessive bouncing of the vehicle body. When the vehicle is traveling on a smooth road, the drive motor 34 drives the rotating plate 25 to rotate, increasing the flow cross-sectional area between the oil inlet groove 24 and the through hole 29, reducing the flow resistance of the hydraulic oil through the channel, accelerating the rebound speed, and improving comfort.

[0024] refer to Figures 1-8 The auxiliary components include multiple bidirectional inclined slots 31 evenly spaced on the upper rotating shaft 3. A first sliding plate 7 is slidably connected inside the guide groove housing 2. Multiple sliding inclined slots 32 are evenly spaced on the end of the first sliding plate 7 near the upper rotating shaft 3, and the sliding inclined slots 32 are adapted to the bidirectional inclined slots 31. A lower end cover 4 is fixedly connected to the end of the guide groove housing 2 away from the upper end cover 1. An installation hole 39 is provided on the upper end cover 1. A sliding bearing 15 is slidably connected inside the installation hole 39, and the outer wall of the upper rotating shaft 3 is fixedly connected to the inner ring wall of the sliding bearing 15. Next, an adjustment groove 14 is provided inside the upper end cover 1, and a limit block 18 is slidably connected inside the adjustment groove 14. The limit block 18 is fixedly connected to the arc-shaped end of the upper rotating shaft 3. A sliding groove 13 is provided inside the guide groove housing 2, and a slide seat 11 is slidably connected inside the sliding groove 13. A limit hole 10 is provided at the arc-shaped end of the first sliding plate 7. A positioning pin 12 is inserted into the limit hole 10 and is fixedly connected to the slide seat 11. A ball bearing 16 is installed in the bidirectional inclined groove 31, and the ball bearing 16 is located between the bidirectional inclined groove 31 and the sliding inclined groove 32.

[0025] To improve vehicle agility and shock absorber lifespan, this invention incorporates auxiliary components. The damping housing 6 features a large-capacity damping cavity, which, in conjunction with the axial movement driven by the ball bearings 16, pushes the damping piston 23, enabling bidirectional compression and rebound of the shock absorber and significantly increasing the damping stroke. Simultaneously, this compact design greatly reduces the shock absorber's size, enhancing vehicle agility. The ball bearings 16 achieve rolling contact, smoothly and efficiently converting the rotational motion of the shaft into the axial displacement of the sliding plate, resulting in low frictional resistance and smooth, unhindered movement. The locating pin 12 ensures the sliding plate maintains strictly linear axial movement, guaranteeing uniform force on the ball bearings 16, thereby improving mechanical efficiency and shock absorber durability.

[0026] Specifically, in use, the upper rotating shaft 3 and the lower rotating shaft 9 serve as rotary input components, and both of their surfaces are machined with bidirectional inclined grooves 31. The ball bearing 16 is located between the bidirectional inclined groove 31 and the sliding inclined groove 32, and rolls in contact with the opposing surfaces of the two. When the upper rotating shaft 3 and the lower rotating shaft 9 rotate, the ball bearing 16 rolls along the sliding inclined groove 32. The rotational motion of the upper rotating shaft 3 is converted into the axial displacement of the first sliding plate 7, and the rotational motion of the lower rotating shaft 9 is converted into the axial displacement of the second sliding plate 17. The first sliding plate 7 and the second sliding plate 17 are both limited by the positioning pin 12, so that the first sliding plate 7 and the second sliding plate 17 can only perform axial linear reciprocating motion along the sliding groove 13, ensuring that the ball bearing 16 is subjected to uniform force and improving the motion accuracy and mechanism stability.

[0027] Secondly, sliding bearings 15 are installed in the mounting holes 39 of the upper end cover 1 and the lower end cover 4, allowing the upper shaft 3 and the lower shaft 9 to rotate smoothly within them, effectively reducing rotational friction and wear. The arc-shaped end of the sliding bearing 15 is fixedly connected to a limiting block 18 to prevent the sliding bearing 15 from rotating with the upper shaft 3 and the lower shaft 9. The limiting block 18 moves along the adjusting groove 14 to maintain the linear movement of the first sliding plate 7 and the second sliding plate 17. The upper end cover 1, the lower end cover 4, the sliding bearing 15, the first sliding plate 7 and the second sliding plate 17 are all coaxially arranged to reduce radial deviation, making the ball 16 and the sliding inclined groove 32 evenly stressed, ensuring smooth movement and improving the durability of the mechanism. The angle design of the bidirectional inclined groove 31 and the sliding inclined groove 32 ensures that the ball 16 can still roll freely under high load, preventing self-locking and improving the sensitivity and smoothness of the shock absorber response.

[0028] The working principle of this invention is as follows: In use, the upper rotating shaft 3 and the lower rotating shaft 9 serve as rotary input components. Both surfaces are machined with bidirectional inclined grooves 31. The ball bearing 16 is located between the bidirectional inclined grooves 31 and the sliding inclined groove 32, and rolls in contact with their opposing surfaces. When the upper rotating shaft 3 and the lower rotating shaft 9 rotate, the ball bearing 16 rolls along the sliding inclined groove 32. The rotational motion of the upper rotating shaft 3 is converted into the axial displacement of the first sliding plate 7, and the rotational motion of the lower rotating shaft 9 is converted into the axial displacement of the second sliding plate 17. A limit block 18 is fixedly connected to the arc-shaped end of the sliding bearing 15 to prevent the sliding bearing 15 from rotating with the upper rotating shaft 3 and the lower rotating shaft 9. When adjusting the preload, rotating the adjusting rod 19 drives the second connecting plate 37 to rotate within the mounting groove 38, causing the piston rod 21 and the threaded sleeve 22 to rotate synchronously. The adjusting rod 19 is rotatably sleeved with the lower end cover 4. The lever 19 does not rotate synchronously with the lower end cover 4. When the adjusting plate 8 moves along the lifting groove 20 towards the damping housing 6, the adjusting plate 8 compresses the spring 5, increasing the initial preload. When the adjusting plate 8 moves in the opposite direction along the lifting groove 20, the preload decreases. When the vehicle is traveling on a bumpy road, the drive motor 34 drives the worm gear 35 to rotate, which in turn drives the worm wheel 27 to rotate. Since the worm wheel 27 and the rotating plate 25 are fixedly connected by a shaft, the worm wheel 27 drives the rotating plate 25 to rotate, reducing the flow cross-sectional area between the oil inlet groove 24 and the through hole 29, increasing the flow resistance of the hydraulic oil through the channel, reducing the rebound speed, and preventing excessive bouncing of the vehicle body. When the vehicle is traveling on a smooth road, the drive motor 34 drives the rotating plate 25 to rotate, increasing the flow cross-sectional area between the oil inlet groove 24 and the through hole 29, reducing the flow resistance of the hydraulic oil through the channel, accelerating the rebound speed, and improving comfort.

[0029] Finally, it should be noted that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A central shaft-style shock absorber, comprising an upper end cover (1), a guide groove housing (2), an upper rotating shaft (3), a damping housing (6), and a lower rotating shaft (9), characterized in that, An adjustment assembly is installed inside the guide groove housing (2), and an auxiliary assembly is installed on the upper end cover (1): The adjustment assembly includes a second sliding plate (17) slidably connected within the guide groove housing (2). The second sliding plate (17) has an installation groove (38) within it. A second connecting plate (37) is rotatably connected within the installation groove (38). A piston rod (21) is fixedly connected to one end of the second connecting plate (37) near the damping housing (6). A threaded sleeve (22) is fixedly connected to the outer wall of the piston rod (21). Two lifting grooves (20) are symmetrically opened within the guide groove housing (2). An adjustment plate (8) is slidably connected between the two lifting grooves (20), and the adjustment plate (8) is connected to the threaded sleeve... The pipe (22) is threaded. A spring (5) is fitted on the damping shell (6), and the spring (5) abuts against the adjusting plate (8). A damping piston (23) is slidably connected inside the damping shell (6). Multiple oil inlet grooves (24) are evenly opened at the end of the damping piston (23) away from the adjusting plate (8). A first cavity (26) and a second cavity (30) are opened inside the damping piston (23). A rotating plate (25) is rotatably connected inside the second cavity (30). Multiple through holes (29) are evenly opened on the rotating plate (25), and the through holes (29) are adapted to the oil inlet grooves (24). The auxiliary component includes multiple bidirectional inclined slots (31) evenly opened on the upper rotating shaft (3). A first sliding plate (7) is slidably connected inside the guide groove housing (2). Multiple sliding inclined slots (32) are evenly opened at one end of the first sliding plate (7) near the upper rotating shaft (3), and the sliding inclined slots (32) are adapted to the bidirectional inclined slots (31).

2. A central shaft-style shock absorber according to claim 1, characterized in that: The damping piston (23) is rotatably connected to a first connecting plate (28), and the first connecting plate (28) is fixedly connected to the piston rod (21). The second cavity (30) is rotatably connected to a worm gear (27).

3. A central shaft-style shock absorber according to claim 2, characterized in that: A drive motor (34) is fixedly connected inside the second cavity (30). A worm (35) is fixedly connected to the output end of the drive motor (34), and the teeth of the worm (35) mesh with the teeth of the worm wheel (27).

4. A central shaft-style shock absorber according to claim 1, characterized in that: The guide groove housing (2) is fixedly connected to a lower end cover (4) at the end away from the upper end cover (1). The upper end cover (1) is provided with an installation hole (39). A sliding bearing (15) is slidably connected in the installation hole (39), and the outer wall of the upper rotating shaft (3) is fixedly connected to the inner ring wall of the sliding bearing (15).

5. A central shaft-style shock absorber according to claim 1, characterized in that: The lower rotating shaft (9) has a rotating hole (36) inside, and an adjusting rod (19) is rotatably connected inside the rotating hole (36), and the adjusting rod (19) is fixedly connected to the second connecting plate (37).

6. A central shaft-style shock absorber according to claim 4, characterized in that: An adjustment groove (14) is provided in the upper end cover (1), and a limit block (18) is slidably connected in the adjustment groove (14), and the limit block (18) is fixedly connected to the arc end of the upper rotating shaft (3).

7. A central shaft-style shock absorber according to claim 1, characterized in that: The guide groove housing (2) has a sliding groove (13) inside, and a slide block (11) is slidably connected inside the sliding groove (13).

8. A central shaft-style shock absorber according to claim 7, characterized in that: The first sliding plate (7) has a limiting hole (10) at its arc-shaped end. A positioning pin (12) is inserted into the limiting hole (10), and the positioning pin (12) is fixedly connected to the slide (11).

9. A central shaft-style shock absorber according to claim 2, characterized in that: The damping piston (23) has multiple oil drain holes (33) evenly distributed at one end near the adjusting plate (8).

10. A central shaft-style shock absorber according to claim 1, characterized in that: A ball bearing (16) is installed in the bidirectional inclined groove (31), and the ball bearing (16) is located between the bidirectional inclined groove (31) and the sliding inclined groove (32).

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