Inverted front shock absorber capable of laterally adjusting damping
By setting a damping adjustment knob and a damping adjustment shaft on the side of the connecting screw of the inverted front shock absorber, combined with the design of the truncated cone section and the damping adjustment top rod, the problems of fixed damping force and inconvenient operation of traditional inverted front shock absorbers are solved, realizing convenient, precise adjustment and stability of damping force, and improving the comfort and safety of the vehicle.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- WUXI QINGHUISHUN MACHINERY MANUFACTURING CO LTD
- Filing Date
- 2026-02-05
- Publication Date
- 2026-05-12
AI Technical Summary
The damping force of existing inverted front shock absorbers is fixed and cannot be dynamically adjusted according to real-time road conditions and riding status, resulting in inconvenient operation, reduced comfort and safety, and the traditional damping adjustment knob is limited in position or easily contaminated.
Design an inverted front shock absorber with adjustable damping on the side. By setting a damping adjustment knob and a damping adjustment shaft on the side of the connecting screw, the damping force can be precisely adjusted by using the cooperation between the frustum section and the damping adjustment rod. A polytetrafluoroethylene open piston ring is used to maintain the sealing.
It achieves convenient and precise damping adjustment, improves the operating space and aesthetics of the shock absorber, and maintains the stability of the damping force value to adapt to different road conditions and rider needs.
Smart Images
Figure CN122014787A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of shock absorber technology, and more particularly to an inverted front shock absorber with adjustable side damping. Background Technology
[0002] Currently, most front shock absorbers for motorcycles and electric vehicles adopt an inverted structure, which offers advantages such as high rigidity and fast response, playing a crucial role in cushioning road impacts during vehicle operation. However, existing inverted front shock absorbers typically have a fixed damping force. This design struggles to meet the diverse damping requirements of different road conditions (such as smooth highways, bumpy mountain roads, and slippery surfaces) and varying rider weights and driving habits. For instance, lower damping force provides a more comfortable ride on flat roads, while higher damping force is needed on rough roads or at high speeds to ensure vehicle stability. Fixed-damping shock absorbers cannot dynamically adjust according to real-time road conditions and riding behavior, easily leading to problems such as excessively soft damping resulting in excessive body roll and reduced handling, or excessively stiff damping causing decreased comfort and increased susceptibility to component damage, thus affecting overall driving safety and ride comfort.
[0003] To address this, adjustable damping inverted front shock absorbers were designed, allowing users to flexibly adjust damping performance according to actual road conditions and riding needs. However, the damping adjustment knob of traditional inverted front shock absorbers is usually located at the top or bottom of the shock absorber. When located at the top, the knob is often obstructed by components such as the dashboard and brake lever on the front of motorcycles and electric vehicles, limiting the user's operating space and requiring them to painstakingly locate the knob while avoiding surrounding parts, making damping adjustment very inconvenient and limiting the adjustment range. When located at the bottom, operation requires bending over or even squatting, making the adjustment process extremely inconvenient. Furthermore, because the bottom is close to the ground, it is susceptible to corrosion from mud, dust, and other contaminants, which may lead to problems such as knob jamming and decreased adjustment accuracy after long-term use, affecting the reliability and lifespan of the damping adjustment.
[0004] To address the aforementioned issues, this invention presents a novel inverted front shock absorber with the damping adjustment knob positioned on the side. This allows riders to adjust the damping level from the side of the shock absorber, overcoming the drawbacks of traditional damping adjustment knobs that are located at the top or bottom, such as inconvenience in operation, susceptibility to space limitations, or contamination and corrosion. Summary of the Invention
[0005] The purpose of this invention is to provide an inverted front shock absorber with adjustable damping on the side, so as to solve the technical problems existing in the prior art.
[0006] To achieve the above objectives, the specific technical solution of the present invention is as follows: An inverted front shock absorber with adjustable side damping includes a connecting tube; an aluminum cylinder whose upper end is fixedly connected to the lower end of the connecting tube via a connecting plug; a handle rod whose upper end extends into the aluminum cylinder and is slidably and sealed with the aluminum cylinder, and which is fixedly installed inside the handle rod; a damping adjustment device is provided on the connecting plug; the damping of the shock absorber can be adjusted by rotating the damping adjustment device; the damping adjustment device includes a damping adjustment knob and a damping adjustment shaft; the damping adjustment shaft is laterally disposed in a mounting hole on the side of the connecting plug; the damping adjustment knob is disposed on the outer side of the connecting plug and is detachably connected to the connecting end of the damping adjustment shaft; the upper end of the damping adjustment push rod abuts against the damping adjustment shaft.
[0007] Preferably, the mounting end of the damping adjustment shaft located inside the connecting screw plug is provided with a cylindrical section and a frustum section in sequence. The diameter of the frustum section gradually increases from one end near the cylindrical section to the other end, and the diameter of the end near the cylindrical section is equal to the diameter of the cylindrical section. When the damping adjustment knob is rotated, the damping adjustment shaft can be driven to rotate synchronously and move left and right. The outer circumferential diameter of the frustum section of the damping adjustment shaft changes, which can push the damping adjustment rod that abuts against it at the upper end to move up and down. This allows the damping adjustment pin located at the lower end of the damping adjustment rod to enter or exit the oil drain hole of the piston mounting seat to adjust the damping of the shock absorber.
[0008] Preferably, the damping adjustment pin includes a first frustum and a second frustum arranged sequentially. The taper of the first frustum is smaller than that of the second frustum. The top surface of the first frustum and the bottom surface of the second frustum are connected by the same diameter. This double frustum structure design makes the damping adjustment more linear and the damping adjustment range larger.
[0009] Preferably, the damping adjustment rod is movably disposed inside the piston rod, the upper end of the piston rod is fixedly connected to the connecting screw plug, and the lower end of the piston rod extends into the working cylinder and is connected to the piston disposed in the working cylinder.
[0010] Preferably, an open piston ring made of polytetrafluoroethylene is provided on the outer circumferential surface of the piston. This open piston ring can ensure that the piston always maintains good sealing performance and makes the damping force value more stable.
[0011] Preferably, a damping adjustment seat is fixedly connected to the lower end of the piston rod, and a piston mounting seat is provided at the lower end of the damping adjustment seat, and the piston is fixedly mounted on the piston mounting seat; Preferably, a shock-absorbing spring is fitted around the piston rod. The upper end of the shock-absorbing spring abuts against the annular flange on the upper part of the piston rod, and the lower end abuts against the upper end of the working cylinder, thereby playing a shock-absorbing and buffering role.
[0012] Preferably, an adjusting pin spring is sleeved on the lower part of the damping adjusting rod near the outside of the damping adjusting pin. The upper end of the adjusting pin spring abuts against the annular flange on the damping adjusting rod, and the lower end abuts against the stop ring at the lower end of the piston rod. The adjusting pin spring always applies an upward elastic force to the damping adjusting rod.
[0013] The beneficial effects of this invention are: 1. By placing the damping adjustment knob on the side of the connecting plug, this invention effectively avoids obstruction by components such as the vehicle's front dashboard and brake lever. Users do not need to search for or avoid surrounding components when adjusting the damping, and the operating space is sufficient, making the adjustment process more convenient and efficient. The detachable design of the damping adjustment knob allows it to be removed after the damping adjustment is completed, further enhancing the aesthetics of the shock absorber.
[0014] 2. This invention achieves precise adjustment of damping force through the design of the truncated cone section of the damping adjustment shaft and the cooperation of the damping adjustment pin; the damping adjustment pin of the double truncated cone structure further optimizes the linearity and range of damping adjustment, enabling the shock absorber to better adapt to different road conditions and rider needs.
[0015] 3. By using polytetrafluoroethylene open piston rings, this invention can effectively compensate for the changes in the gap between the working cylinder inner wall and the piston caused by changes in piston movement speed and oil temperature through the adaptive deformation of its own opening. This ensures that the piston always maintains good sealing performance, makes the damping force value more stable, and at the same time can better reduce the friction noise generated during piston movement. Attached Figure Description
[0016] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 For the present invention Figure 1 Enlarged structural diagram at point A; Figure 3 For the present invention Figure 1 Enlarged schematic diagram of the structure at point B.
[0017] Explanation of reference numerals in the attached drawings: 10, connecting pipe; 20, aluminum cylinder; 30, connecting plug; 40, damping adjustment knob; 41, damping adjustment shaft; 411, cylindrical section; 412, frustum section; 50, damping adjustment rod; 51, damping adjustment pin; 511, first frustum section; 512, second frustum section; 52, adjusting pin spring; 60, piston rod; 61, damping adjustment seat; 63, piston mounting seat; 64, piston; 65, center rod; 66, piston ring; 67, shock absorber spring; 70, handle rod; 71, working cylinder. Detailed Implementation
[0018] To better understand the purpose, structure, and function of this invention, the following detailed description of an inverted front shock absorber with adjustable side damping is provided in conjunction with the accompanying drawings.
[0019] like Figure 1-3 As shown, the present invention provides an inverted front shock absorber with adjustable side damping, including a connecting pipe 10, an aluminum cylinder 20, and a handle 70. The lower end of the connecting pipe 10 is fixedly connected to the upper end of the aluminum cylinder 20 by a connecting plug 30, and the upper end of the connecting pipe 10 is used to connect to the vehicle frame. The upper end of the handle 70 extends into the aluminum cylinder 20, and the upper outer periphery of the handle 70 is liquid-sealed and slidably connected to the inner wall of the aluminum cylinder 20. The lower end of the handle 70 is sealed by a plug and is used to connect to the front wheel of the vehicle. A working cylinder 71 is disposed inside the handle 70, and the lower end of the working cylinder 71 is fixedly connected to the lower end of the handle 70. The working cylinder 71 is filled with shock absorber oil.
[0020] The upper end of the piston rod 60 is fixedly connected to the connecting plug 30, and extends downward inside the aluminum cylinder 20 and the handle 70. The lower end of the piston rod 60 extends into the working cylinder 71 and is connected to the piston 64 disposed in the working cylinder 71. A damping adjustment seat 61 is fixedly connected to the lower end of the piston rod 60. A piston mounting seat 63 is provided at the lower end of the damping adjustment seat 61. A center rod 65 extends downward from the center of the lower end of the piston mounting seat 63. The piston 64 is fixedly mounted on the piston mounting seat 64 through the center rod 65. On the piston mounting seat 63, an oil drain hole is provided at the center of the piston 64 center rod 65. By controlling the amount of oil drained from the oil drain hole on the piston mounting seat 63, the flow rate of the shock absorber oil in the working cylinder 71 can be directly affected, thereby adjusting the damping of the shock absorber. A shock absorber spring 67 is sleeved on the outside of the piston rod 60. The upper end of the shock absorber spring 67 abuts against the annular flange on the upper part of the piston rod 60, and its lower end abuts against the upper end of the working cylinder 71, playing a role in shock absorption and buffering.
[0021] To achieve damping adjustment, the piston rod 60 of this invention is internally provided with a damping adjustment rod 50 that can move up and down. The arc-shaped upper end of the damping adjustment rod 50 extends to the outside of the top of the piston rod 60 and abuts against the damping adjustment device provided on the connecting plug 30. Its lower end tapers to form a damping adjustment pin 51, which protrudes from the lower end of the piston rod 60 and is positioned above the oil drain hole of the piston mounting seat 63. An adjustment pin spring 52 is sleeved on the lower part of the damping adjustment rod 50 near the outside of the damping adjustment pin 51. The upper end of the damping adjusting pin 51 abuts against the annular flange on the damping adjusting pin 50, and the lower end abuts against the stop ring at the lower end of the piston rod 60. The adjusting pin spring 52 always applies an upward elastic force to the damping adjusting pin 50, so that the damping adjusting pin 51 maintains the initial distance between itself and the oil drain hole of the piston mounting seat 63 in its natural state. By operating the damping adjusting device, the damping adjusting pin 50 can be moved up and down, thereby pushing the damping adjusting pin 51 into or out of the oil drain hole of the piston mounting seat 63, thereby controlling the amount of oil drained and thus adjusting the damping of the shock absorber.
[0022] The damping adjustment device includes a damping adjustment knob 40 and a damping adjustment shaft 41. A transverse mounting hole is provided on the side of the connecting plug 30. The mounting end of the damping adjustment shaft 41 is rotatably installed in this mounting hole. Its connecting end outside the connecting plug 30 is detachably connected to the damping adjustment knob 40. The outer circumference of the damping adjustment knob 40 is provided with anti-slip textures for easy manual rotation. The mounting end of the damping adjustment shaft 41 inside the connecting plug 30 is provided with a cylindrical section 411 and a frustum-shaped section 412, wherein the diameter of the frustum-shaped section 412 gradually increases from one end near the cylindrical section 411 to the other end, and the diameter of the end near the cylindrical section 411 is equal to the diameter of the cylindrical section 411. A damping adjustment rod 50 is also included. The upper arc of the damping adjustment knob 40 rolls against the outer circumferential surface of the damping adjustment shaft 41. When the user rotates the damping adjustment knob 40, it drives the damping adjustment shaft 41 to rotate synchronously and move left and right through the thread. When the upper arc of the damping adjustment rod 50 contacts the outer circumferential surface of the frustum section 412, since the diameter of the outer circumferential surface of the frustum section 412 is variable, the contact point between the rod and the upper arc of the damping adjustment rod 50 will change along the axial direction of the frustum section 412. Its left and right movement can push the damping adjustment rod 50 to move downward against the elastic force of the adjusting pin spring 52 or move upward under the elastic force of the adjusting pin spring 52. Specifically, when the damping adjustment knob 40 is rotated counterclockwise, the damping adjustment shaft 41 will gradually move to the right. The larger diameter portion of the frustum section 412 gradually contacts the upper arc-shaped end of the damping adjusting rod 50, pushing the damping adjusting rod 50 downwards. The damping adjusting pin 51 then extends downwards into the oil drain hole of the piston mounting seat 63, reducing the flow cross-sectional area of the oil drain hole. At this time, the resistance of the shock absorber oil through the oil drain hole increases, and the damping force of the shock absorber increases. Conversely, when the damping adjusting knob 40 is rotated clockwise, the smaller diameter portion of the frustum section 412 of the damping adjusting shaft 41 gradually contacts the upper arc-shaped end of the damping adjusting rod 50. The damping adjusting rod 50 moves upwards under the elastic force of the adjusting pin spring 52, and the damping adjusting pin 51 exits from the oil drain hole, increasing the flow cross-sectional area of the oil drain hole. The resistance of the shock absorber oil through the oil drain hole decreases, and the damping force of the shock absorber increases. The damping force of the shock absorber is reduced. With this side knob adjustment method, users do not need to fumble for the top adjustment component in the narrow space at the front of the vehicle. They can easily adjust the damping force by simply looking at the side of the connecting plug 30, which significantly improves the ease of operation. The damping adjustment shaft 41 and the damping adjustment knob 40 are detachably connected. A regular hexagonal connection hole is provided at the center of the damping adjustment shaft 41 connection hole. A regular hexagonal connection post that matches the regular hexagonal connection hole is provided at the center of the inner side of the damping adjustment knob 40. During assembly, the connection post can be inserted into the connection hole to achieve circumferential fixation of the two. It can also be easily pulled out during disassembly, making damping adjustment more convenient and improving the aesthetics of the shock absorber.
[0023] The damping adjustment pin 51 is generally conical, comprising a first frustum 511 and a second frustum 512 arranged sequentially. The taper of the first frustum 511 is smaller than that of the second frustum 512. The top surface of the first frustum 511 and the bottom surface of the second frustum 512 are connected with the same diameter. When the damping adjustment pin 51 moves downward, the second frustum 512 first enters the drain hole, making a preliminary and rapid adjustment to the flow area of the drain hole. As the damping adjustment pin 51 continues to move downward, the first frustum 511 enters the drain hole. Due to the smaller taper of the first frustum 511, more precise damping fine-tuning can be performed. This double frustum structure design makes the linearity of damping adjustment better, the damping adjustment range larger, and allows users to obtain a smoother damping force change experience.
[0024] An open piston ring 66 made of polytetrafluoroethylene is provided on the outer circumferential surface of the piston 64. During the movement of the piston 64, the open piston ring 66 can effectively compensate for the change in the gap between the inner wall of the working cylinder 71 and the piston 64 caused by the change in the movement speed of the piston 64 and the rise in oil temperature through the adaptive deformation of its own opening. This ensures that the piston 64 always maintains good sealing performance, makes the damping force value more stable, and can better reduce the friction noise generated during the movement of the piston 64.
[0025] In use, when the vehicle is traveling on different road conditions or the rider needs to adjust the damping, the user simply holds the damping adjustment knob 40 on the side of the connecting screw plug 30 and rotates it using the anti-slip texture on its outer circumference. When the damping needs to be increased, the user rotates the damping adjustment knob 40 counterclockwise. At this time, the damping adjustment shaft 41 rotates and moves to the right within the transverse mounting hole of the connecting screw plug 30, and the larger diameter part of its frustum section 412 gradually contacts the arc-shaped upper end of the damping adjustment rod 50. Due to the upward elastic force of the adjusting pin spring 52, the damping adjustment rod 50 moves downward against the spring force under the compression of the frustum section 412 of the damping adjustment shaft 41, causing the lower damping adjustment pin 51 to move downward synchronously. The second conical portion 512 of the damping adjustment pin 51 first enters the drain hole of the piston mounting seat 63, initially and quickly reducing the flow area of the drain hole. As the knob continues to be rotated, the damping adjustment pin 51 moves further down, and the first conical portion 511 then enters the drain hole. Due to the smaller taper of the first conical portion 511, the flow cross-sectional area of the drain hole can be finely adjusted, gradually increasing the resistance of the shock absorber oil through the drain hole, thereby increasing the damping force of the shock absorber. When it is necessary to reduce the damping, the user rotates the damping adjustment knob 40 clockwise, and the damping adjustment shaft 41 moves to the left. The smaller diameter part of its conical section 412 contacts the arc-shaped upper end of the damping adjustment rod 50. The damping adjustment rod 50 returns to its original position under the elastic force of the adjustment pin spring 52, and the damping adjustment pin 51 gradually withdraws from the drain hole. The flow cross-sectional area of the drain hole increases, the resistance of the shock absorber oil decreases, and the damping force decreases accordingly. With this side-mounted knob adjustment method, users do not need to painstakingly search for the top adjustment component in the limited space at the front of the vehicle. They can easily adjust the damping force by simply looking at the side of the connecting plug 30, which greatly improves the convenience of operation. In addition, the detachable design of the damping adjustment knob 40 allows the damping adjustment knob 40 to be removed after the damping adjustment is completed, further enhancing the aesthetics of the shock absorber.
[0026] In the description of this invention, it should be noted that the terms "upper," "lower," "inner," "outer," "front end," "rear end," "both ends," "one end," and "the other end," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.
[0027] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed," "equipped with," "connected," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.
[0028] It is understood that the present invention has been described through some embodiments, and those skilled in the art will recognize that various changes or equivalent substitutions can be made to these features and embodiments without departing from the spirit and scope of the invention. Furthermore, under the teachings of the present invention, these features and embodiments can be modified to adapt to specific situations and materials without departing from the spirit and scope of the invention. Therefore, the present invention is not limited to the specific embodiments disclosed herein, and all embodiments falling within the scope of the claims of this application are within the protection scope of the present invention.
Claims
1. An inverted front shock absorber with adjustable side damping, comprising a connecting pipe (10); an aluminum cylinder (20) whose upper end is fixedly connected to the lower end of the connecting pipe (10) via a connecting plug (30); and a handle (70) whose upper end extends into the aluminum cylinder (20) and is liquid-sealed and slidably connected to the aluminum cylinder (20), and whose interior is fixedly provided with a working cylinder (71), characterized in that, A damping adjustment device is provided on the connecting screw plug (30). The damping of the shock absorber can be adjusted by rotating the damping adjustment device. The damping adjustment device includes a damping adjustment knob (40) and a damping adjustment shaft (41). The damping adjustment shaft (41) is arranged laterally in the mounting hole on the side of the connecting screw plug (30). The damping adjustment knob (40) is located on the outer side of the connecting screw plug (30) and is detachably connected to the connecting end of the damping adjustment shaft (41). The upper end of the damping adjustment rod (50) abuts against the damping adjustment shaft (41).
2. The inverted front shock absorber with adjustable side damping according to claim 1, characterized in that, The damping adjustment shaft (41) is provided with a cylindrical section (411) and a frustum section (412) in sequence at the mounting end inside the connecting screw plug (30). The diameter of the frustum section (412) gradually increases from one end near the cylindrical section (411) to the other end, and the diameter of the end near the cylindrical section (411) is equal to the diameter of the cylindrical section (411). When the damping adjustment knob (40) is rotated, it can drive the damping adjustment shaft (41) to rotate synchronously and move it left and right. The outer diameter of the frustum section (412) of the damping adjustment shaft (41) changes, which can push the damping adjustment rod (50) that abuts against it at the upper end to move up and down. This allows the damping adjustment pin (51) located at the lower end of the damping adjustment rod (50) to enter or move out of the oil drain hole of the piston mounting seat (63) to adjust the damping of the shock absorber.
3. The inverted front shock absorber with adjustable side damping according to claim 2, characterized in that, The damping adjustment pin (51) includes a first frustum (511) and a second frustum (512) arranged sequentially. The taper of the first frustum (511) is smaller than that of the second frustum (512). The top surface of the first frustum (511) and the bottom surface of the second frustum (512) are connected with the same diameter. This double frustum structure design makes the damping adjustment linearity better and the damping adjustment range larger.
4. An inverted front shock absorber with adjustable side damping according to claim 1, 2, or 3, characterized in that, The damping adjustment rod (50) is movably disposed inside the piston rod (60). The upper end of the piston rod (60) is fixedly connected to the connecting screw plug (30), and the lower end of the piston rod (60) extends into the working cylinder (71) and is connected to the piston (64) disposed in the working cylinder (71).
5. The inverted front shock absorber with adjustable side damping according to claim 4, characterized in that, An open piston ring (66) made of polytetrafluoroethylene is provided on the outer circumferential surface of the piston (64). The open piston ring (66) can keep the piston (64) in good sealing condition and make the damping force value more stable.
6. The inverted front shock absorber with adjustable side damping according to claim 4, characterized in that, The lower end of the piston rod (60) is fixedly connected to a damping adjustment seat (61), and a piston mounting seat (63) is provided at the lower end of the damping adjustment seat (61). A center rod (65) extends downward from the center of the lower end of the piston mounting seat (63), and the piston (64) is fixedly mounted on the piston mounting seat (63) through the center rod (65).
7. The inverted front shock absorber with adjustable side damping according to claim 4, characterized in that, The piston rod (60) is fitted with a shock-absorbing spring (67). The upper end of the shock-absorbing spring (67) abuts against the annular flange on the upper part of the piston rod (60), and the lower end abuts against the upper end of the working cylinder (71), which plays a role in shock absorption and buffering.
8. An inverted front shock absorber with adjustable side damping according to claim 1 or 2, characterized in that, An adjusting pin spring (52) is sleeved on the lower part of the damping adjusting rod (50) near the outside of the damping adjusting pin (51). The upper end of the adjusting pin spring (52) abuts against the annular flange on the damping adjusting rod (50), and its lower end abuts against the stop ring at the lower end of the piston rod (60). The adjusting pin spring (52) always applies an upward elastic force to the damping adjusting rod (50).