A damper and a damping method thereof

Abstract

This invention discloses a vibration damper and its vibration damping method, relating to the field of vibration damping devices. It includes a cylinder with an upper connecting seat assembly fixedly sealed at one end and a piston rod passing through the other end. The upper connecting seat assembly is externally connected to a nitrogen cylinder via a compression regulating valve system. A piston valve system assembly is located at one end of the piston rod inside the cylinder, dividing the cylinder into two main chambers. Buffer piston assemblies are symmetrically arranged at both ends of the piston valve system assembly, with a gap between their outer sidewall and the inner sidewall of the cylinder. Buffer assemblies are located at both ends inside the cylinder, with their outer ends slidably and sealingly connected to the inner sidewall of the cylinder, and their inner ends able to seal against adjacent buffer piston assemblies, thus dividing the buffer assemblies into two branch chambers. This invention allows for flexible adjustment of damping parameters, simultaneously balancing urban road comfort and off-road performance.

Description

Technical Field

[0001] This invention relates to the field of vibration damping devices, and in particular to a vibration damper and its vibration damping method. Background Technology

[0002] With the rapid development of the automotive industry, vehicle driving scenarios are becoming increasingly diversified. Users demand not only good comfort when driving on paved urban roads, but also sufficient support and stability in off-road conditions. Nitrogen shock absorbers, with their excellent anti-damping performance and stable damping output, are widely used in various vehicle types, including passenger cars and SUVs.

[0003] From flat city roads to complex off-road scenarios such as mountains, hills, and gravel roads, different and contradictory demands are placed on the performance of shock absorbers. Under off-road conditions, greater damping force is needed to provide sufficient support and prevent excessive body roll or impact; while when driving on city roads, less basic damping is needed to filter out road bumps and ensure driving comfort.

[0004] In the existing technology, in order to meet the requirements of off-road performance, ordinary nitrogen shock absorbers usually adopt a fixed basic damping design, that is, by increasing the basic damping, the support force under off-road conditions is guaranteed. However, this design sacrifices the comfort of urban road driving and cannot achieve a balance between the two conditions.

[0005] Therefore, there is an urgent need to design a technical solution that can flexibly adjust damping parameters to simultaneously ensure comfort on urban roads and support for off-road conditions. Summary of the Invention

[0006] The purpose of this invention is to provide a shock absorber and its damping method to solve the problems existing in the prior art, and to flexibly adjust the damping parameters so as to simultaneously take into account the comfort of urban roads and the support of off-road conditions.

[0007] To achieve the above objectives, the present invention provides the following solution:

[0008] This invention provides a vibration damper, comprising:

[0009] The cylinder has an upper connecting seat assembly fixedly sealed at one end and a piston rod passing through the other end; the upper connecting seat assembly is externally connected to a nitrogen cylinder through a compression regulating valve system;

[0010] The piston valve assembly is located at one end of the piston rod inside the cylinder and is slidably and sealingly connected to the inner wall of the cylinder to divide the cylinder into two main chambers. During the reciprocating movement of the piston rod, the piston valve assembly can allow oil in one main chamber to enter the other main chamber under the pressure difference between the two main chambers.

[0011] A buffer piston assembly is symmetrically positioned at both ends of the piston valve system assembly, with a gap between its outer sidewall and the inner sidewall of the cylinder; and

[0012] A buffer assembly is located at both ends inside the cylinder. The outer side of its end is slidably and sealingly connected to the inner wall of the cylinder, and the inner side of its end can seal against the adjacent buffer piston assembly to divide the two ends of the buffer assembly into two branch cavities. When the buffer assembly at one end seals against the adjacent buffer piston assembly, the buffer piston assembly can open the buffer port under the pressure difference between the two branch cavities, allowing the oil in one branch cavity to enter the other branch cavity.

[0013] In one embodiment, the buffer piston assembly includes:

[0014] Two buffer seats are symmetrically fixed at both ends of the piston valve assembly, and there is a gap between the buffer seats and the piston valve assembly; there is a gap between the outer wall of the buffer seat and the inner wall of the cylinder, and a buffer port is provided on the buffer seat through the buffer seat; and

[0015] A buffer valve plate is disposed at one end of the buffer seat near the piston valve assembly, and the buffer valve plate is sealed and abutted against the adjacent end of the buffer port.

[0016] In one embodiment, the buffer component includes:

[0017] Two hollow elastic elements are located at opposite ends inside the cylinder, with the first end of each elastic element abutting against the adjacent inner end of the cylinder.

[0018] A sealing ring seat, wherein the outer wall of the sealing ring seat is slidably and sealingly connected to the inner wall of the cylinder, one end of the sealing ring seat is fixedly connected to the second end of the adjacent elastic element, and the other end of the sealing ring seat can seal and abut against the adjacent buffer seat.

[0019] In one embodiment, the piston valve assembly includes a piston body fixedly sleeved on the piston rod, the outer wall of the piston body being slidably and sealingly connected to the inner wall of the cylinder, and a valve port penetrating the piston body being provided on the piston body.

[0020] In one embodiment, the valve port includes a first valve port and a second valve port, wherein the first valve port is sealed against a first main valve plate at one end near the upper connecting seat assembly, and the second valve port is sealed against a second main valve plate at one end away from the upper connecting seat assembly.

[0021] In one embodiment, a lower connecting seat is fixedly provided at one end of the piston rod located outside the cylinder, and a connecting ring is provided at the end of the lower connecting seat.

[0022] In one embodiment, a damping spring is fitted on the outer wall of the cylinder, with one end of the damping spring abutting against the lower connecting seat and the other end abutting against the upper connecting seat assembly.

[0023] In one embodiment, the buffer valve plate has a bowl-shaped structure and is fixedly inserted through the piston rod, with the bowl-shaped opening side of the buffer valve plate sealingly abutting against the adjacent buffer port.

[0024] The present invention also provides a vibration reduction method based on the above-mentioned vibration damper, including a conventional stroke vibration reduction method, wherein the conventional stroke vibration reduction method includes the following steps:

[0025] When the shock absorber is compressed from its design state, the oil pressure on the compression side increases, forcing some oil to flow from the main chamber on the compression side through the valve port to the main chamber on the recovery side; another part of the oil flows through the compression regulating valve system to the nitrogen cylinder, pushing the floating piston inside the nitrogen cylinder to compress the nitrogen.

[0026] When the shock absorber is stretched from its design state, the oil pressure on the recovery side increases, forcing some oil to flow from the main cavity on the recovery side through the valve port to the main cavity on the compression side; another part of the oil flows through the oil hole on the piston rod side wall to the piston rod head, and pushes open the adjusting core on the piston rod head, so as to enter the main cavity on the compression side through the gap between the adjusting core and the piston rod head fastening plug; under the action of the gas reaction force, the compressed nitrogen pushes the floating piston, thereby pushing the oil in the nitrogen cylinder to flow to the one-way valve of the compression regulating valve system, compensating the main cavity on the compression side.

[0027] In one embodiment, a limit stroke vibration reduction method is also included, the limit stroke vibration reduction method comprising the following steps:

[0028] When the shock absorber is compressed from its design state and the compression stroke is greater than the normal compression stroke, the buffer seat on the compression side contacts the sealing ring seat. Part of the oil needs to open the buffer valve plate at the buffer seat first, and then flow from the main cavity on the compression side through the valve port to the main cavity on the recovery side; the other part of the oil flows to the nitrogen cylinder through the compression regulating valve system, pushes the floating piston, and compresses the nitrogen.

[0029] When the shock absorber is stretched from its design state and the stretching stroke is greater than the normal stretching stroke, the buffer seat on the recovery side contacts the sealing ring seat. Part of the oil needs to open the buffer valve plate at the buffer seat first, and then flow from the main cavity on the recovery side through the valve port to the main cavity on the compression side; the other part of the oil flows through the oil hole on the piston rod side wall, from the gap between the adjusting core and the fastening plug to the piston rod head and enters the main cavity on the compression side.

[0030] The present invention achieves the following technical effects compared to the prior art:

[0031] In urban road conditions, the system operates relatively smoothly. Therefore, the shock absorber only needs to operate during its normal stroke, and the buffer piston assembly and buffer assembly are not engaged. At this time, the oil only needs to open the valve port of the piston valve assembly for flow. The shock absorber has low damping, which can meet its slight damping requirements and makes the operation more stable. When the vehicle enters complex off-road scenarios such as mountains, hills, and gravel roads, the low damping of the normal stroke cannot meet its damping requirements. At this time, during the operation of the shock absorber, after the compression or recovery stroke exceeds the normal stroke, the buffer piston assembly and buffer assembly start to work. One end of the buffer assembly seals against the adjacent buffer piston assembly. The oil needs to open the buffer port under a certain pressure first, so that the oil in one branch cavity enters another branch cavity. Then, the valve port of the piston valve assembly is opened from the other branch cavity for flow, increasing its overall damping force. This allows for flexible adjustment of damping parameters to simultaneously take into account urban road comfort and off-road support. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0033] Figure 1 This is a schematic diagram of the vibration damper structure in one or more embodiments of the present invention;

[0034] Figure 2 This is a schematic diagram of oil flow during the normal stroke compression state of the shock absorber in one or more embodiments of the present invention;

[0035] Figure 3 This is a schematic diagram of oil flow during the recovery state of the shock absorber's normal stroke in one or more embodiments of the present invention.

[0036] Figure 4 This is a schematic diagram of oil flow during the compression state of the damper at its limit stroke in one or more embodiments of the present invention.

[0037] Figure 5 This is a schematic diagram of oil flow during the recovery state of the damper at its limit stroke in one or more embodiments of the present invention.

[0038] In the diagram: 1-Cylinder, 2-Upper connecting seat assembly, 3-Nitrogen cylinder, 4-Sealing assembly, 5-Piston rod, 6-Piston valve system assembly, 601-Piston body, 602-Valve port, 603-First main valve plate, 604-Second main valve plate, 7-Buffer piston assembly, 701-Buffer seat, 702-Buffer port, 703-Buffer valve plate, 8-Buffer assembly, 801-Elastic element, 802-Sealing ring seat, 9-Lower connecting seat, 10-Damping spring, 11-Floating piston. Detailed Implementation

[0039] 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.

[0040] The purpose of this invention is to provide a shock absorber and its damping method to solve the problems existing in the prior art, and to flexibly adjust the damping parameters so as to simultaneously take into account the comfort of urban roads and the support of off-road conditions.

[0041] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0042] In existing technologies, to meet off-road performance requirements, ordinary nitrogen shock absorbers typically employ a fixed base damping design. This means that the support force under off-road conditions is ensured by increasing the base damping. However, this design sacrifices comfort for urban driving and cannot achieve a balance between the two conditions. To address this issue, this invention provides a shock absorber, referencing... Figures 1-5As shown, the system includes a cylinder 1, a piston valve assembly 6, a buffer piston assembly 7, and a buffer assembly 8. One end of the cylinder 1 is fixedly sealed with an upper connecting seat assembly 2, and the other end is fixedly sealed with a sealing assembly 4, through which a piston rod 5 passes. The upper connecting seat assembly 2 is externally connected to a nitrogen cylinder 3 via a compression regulating valve system. The upper connecting seat assembly 2, the compression regulating valve system, and the nitrogen cylinder 3 are all mature existing technologies and will not be described in detail. The piston valve assembly 6 is located at the end of the piston rod 5 inside the cylinder 1 and is slidably sealed to the inner wall of the cylinder 1, dividing the cylinder 1 into two main chambers. During the reciprocating movement of the piston valve assembly 6 with the piston rod 5, the oil in one main chamber can be controlled by the pressure difference between the two main chambers. The fluid enters another main cavity; the buffer piston assembly 7 is symmetrically arranged at both ends of the piston valve system assembly 6, with a gap between its outer wall and the inner wall of the cylinder 1; the buffer assembly 8 is located at both ends inside the cylinder 1, with its outer end slidingly and sealingly connected to the inner wall of the cylinder 1, and its inner end able to seal against the adjacent buffer piston assembly 7, thus dividing the two ends of the buffer assembly 8 into two branch cavities; when one end of the buffer assembly 8 seals against the adjacent buffer piston assembly 7, the buffer piston assembly 7 can open the buffer port 702 under the pressure difference between the two branch cavities, allowing the oil in one branch cavity to enter the other branch cavity. In urban road conditions, i.e., during normal travel, the ground is relatively stable, so the shock absorber only needs to work during normal travel, and the buffer piston assembly 7 and the buffer assembly 8 do not work. At this time, the oil only needs to open the valve port 602 of the piston valve system assembly 6 for flow. The shock absorber has low damping and can meet its slight vibration reduction requirements, resulting in smoother operation. When a vehicle enters complex off-road scenarios such as mountains, hills, and gravel roads, it reaches its limit travel. The low damping of the normal travel cannot meet its vibration reduction requirements. At this time, during the operation of the shock absorber, after the compression or recovery travel exceeds the normal travel, the buffer piston assembly 7 and the buffer assembly 8 start to work. The buffer assembly 8 at one end is sealed and abutted against the adjacent buffer piston assembly 7. The oil needs to open the buffer port 702 under a certain pressure first, so that the oil in one branch chamber enters another branch chamber. Then, the valve port 602 of the piston valve system assembly 6 is opened from the other branch chamber to allow flow, increasing its overall damping force. This allows for flexible adjustment of damping parameters, so as to simultaneously take into account the comfort of urban roads and the support of off-road conditions.

[0043] In one embodiment, the buffer piston assembly 7 includes a buffer valve plate 703 and a buffer seat 701 fixedly and sealed on the piston rod 5. The two buffer seats 701 are symmetrically fixed at both ends of the piston valve system assembly 6, and there is a gap between the buffer seat 701 and the piston valve system assembly 6. There is a gap between the outer wall of the buffer seat 701 and the inner wall of the cylinder 1. A buffer port 702 is provided on the buffer seat 701, penetrating the buffer seat 701. The buffer valve plate 703 is located at one end of the buffer seat 701 near the piston valve system assembly 6, and the buffer valve plate 703 is sealed and abuts against one end of the adjacent buffer port 702. The buffer assembly 8 includes an elastic element 801 and a sealing ring seat 802. Two hollow elastic elements 801 are located at both ends inside the cylinder 1, and the first end of the elastic element 801 abuts against the adjacent inner end of the cylinder 1. In this embodiment, the elastic element 801 is a buffer spring. The outer wall of the sealing ring seat 802 is slidably and sealingly connected to the inner wall of the cylinder 1. One end of the sealing ring seat 802 is fixedly connected to the second end of the adjacent elastic element 801, and the other end of the sealing ring seat 802 can seal and abut against the adjacent buffer seat 701. The sealing ring seat 802 is an overall ring structure, and its outer wall is slidably and sealingly connected to the inner wall of the cylinder 1 through a sealing ring. The inner wall of the sealing ring seat 802 is provided with an annular flange. One end of the annular flange is fixedly connected to one end of the adjacent buffer spring. The end of the buffer seat 701 away from the piston valve assembly 6 is provided with a positioning platform, and the other end of the annular flange can be fixedly and sealingly abut against the adjacent positioning platform.

[0044] During the normal stroke, the required damping is small, and the oil pressure in cylinder 1 is small. The damping effect can be achieved by the oil flowing back and forth between the two main chambers through the valve port 602 of the piston valve assembly 6. At this time, the buffer seat 701 and the sealing ring seat 802 are not in contact, and the oil in each main chamber is not restricted. When the piston rod 5 reaches its limit stroke, the oil pressure inside the cylinder 1 increases, and the reciprocating stroke of the piston rod 5 exceeds the normal stroke. When the piston rod 5 continues to move beyond the normal stroke, the buffer seat 701 at one end will abut against the annular flange and continuously compress the buffer spring connected to it, thereby increasing the damping force. When the piston rod 5 continues to move until the buffer spring can no longer be compressed, the buffer seat 701 matched with the buffer spring will be fixedly sealed against the annular flange. The annular flange and the buffer seat 701 divide the main cavity into two branch cavities. This requires the oil to first pass through the branch cavity away from the main piston valve system to open the buffer valve plate 703, enter the other branch cavity through the buffer port 702, and then enter the valve port 602 of the piston valve system assembly 6 through the other branch cavity before flowing into the main cavity at the other end of the piston valve system assembly 6. This increases the damping force of the shock absorber and improves its vibration reduction effect.

[0045] In one embodiment, the piston valve assembly 6 includes a piston body 601 fixedly sleeved on the piston rod 5. The outer wall of the piston body 601 is slidably sealed to the inner wall of the cylinder 1 through a sealing ring. A valve port 602 penetrating the piston body 601 is provided on the piston body 601. To improve its vibration damping effect, in one embodiment, the valve port 602 includes a first valve port and a second valve port that are not connected to each other. The end of the first valve port near the upper connecting seat assembly 2 is sealed against a first main valve plate 603, and the end of the second valve port away from the upper connecting seat assembly 2 is sealed against a first main valve plate 603. The second main valve plate 604 and the corresponding valve port 602 form a complete one-way valve structure, and the two one-way valve structures formed have opposite passage directions. In this embodiment, the end of the cylinder 1 near the upper connecting seat assembly 2 is defined as the compression side, and the side away from the upper connecting seat assembly 2 is defined as the recovery side. When the piston body 601 compresses into the cylinder 1, the oil on the compression side opens the second main valve plate 604 through the second valve port and enters the recovery side. When the piston body 601 moves out of the cylinder 1 to recover, the oil on the recovery side opens the first main valve plate 603 through the first valve port and enters the compression side. In order to form a one-way valve structure at the buffer port 702, the buffer valve plate 703 in this embodiment is a bowl-shaped structure. The first main valve plate 603 and the second main valve plate 604 are also bowl-shaped structures. The buffer valve plate 703 is fixedly installed on the piston rod 5. The bowl-shaped opening side of the buffer valve plate 703 is sealed and abutted against the adjacent buffer port 702, so that the oil can only push open the buffer valve plate 703 at the port from inside the buffer port 702. The oil cannot enter the buffer port 702 that is shielded and sealed by the buffer valve plate 703 from the outside. The principle of the main valve plate is the same as that of the buffer valve plate 703.

[0046] In one embodiment, a lower connecting seat 9 is fixedly provided at one end of the piston rod 5 outside the cylinder 1. A connecting ring is provided at the end of the lower connecting seat 9, so that both ends of the vibration damper can be installed to the vibration damping position through the upper connecting seat assembly 2 and the lower connecting seat 9, respectively. In this embodiment, a vibration damping spring 10 is sleeved on the outer wall of the cylinder 1. One end of the vibration damping spring 10 abuts against the lower connecting seat 9, and the other end abuts against the upper connecting seat assembly 2. The vibration damping spring 10 can provide a certain vibration damping and buffering effect, further increasing the vibration damping effect of the vibration damper of the present invention.

[0047] The present invention also provides a vibration reduction method based on the above-mentioned vibration damper, with reference to... Figures 2-5 As shown in the figure, the curved arrows represent the oil flow path, including conventional stroke vibration reduction methods. The conventional stroke vibration reduction methods include the following steps:

[0048] When the shock absorber is compressed from its design state, the oil pressure on the compression side increases, forcing some oil to flow from the main cavity on the compression side through valve port 602 to the main cavity on the recovery side; another part of the oil flows through the compression regulating valve system to the nitrogen cylinder 3, pushing the floating piston 11 inside the nitrogen cylinder 3 to compress nitrogen. Under this condition, the compression damping force of the shock absorber is relatively small. When the shock absorber is stretched from its design state, the oil pressure on the recovery side increases, forcing some oil to flow from the main cavity on the recovery side through valve port 602 to the main cavity on the compression side; another part of the oil passes through the oil hole on the side wall of the piston rod 5, and then through the opening inside the piston rod 5. The axial oil hole is designed to flow to the head of piston rod 5 and push open the adjusting core of piston rod 5 head, so that the oil can enter the main cavity on the compression side through the gap between the adjusting core and the fastening plug of piston rod 5 head. The adjusting core and fastening plug of piston rod 5 head are also similar to a one-way valve structure, so that the oil can only flow in one direction. The flow structure and principle of the oil in piston rod 5 are existing technologies. Under the action of gas counterforce, the compressed nitrogen pushes the floating piston 11, thereby pushing the oil in nitrogen cylinder 3 to flow to the one-way valve of the compression regulating valve system to compensate the main cavity on the compression side. Under this working condition, the damper's restoring damping force is relatively small.

[0049] The vibration reduction method of the present invention also includes a limit stroke vibration reduction method, which includes the following steps:

[0050] When the shock absorber is compressed from its design state, and the compression stroke is greater than the normal compression stroke, the buffer seat 701 on the compression side contacts the sealing ring seat 802. Part of the oil needs to first open the buffer valve plate 703 at the buffer seat 701, and then flow from the main cavity on the compression side through the valve port 602 to the main cavity on the recovery side; another part of the oil flows to the nitrogen cylinder 3 through the compression regulating valve system, pushing the floating piston 11 in the nitrogen cylinder 3 to compress nitrogen. The structure and principle of the nitrogen cylinder 3 are existing technologies. Under this working condition, the compression damping force quickly establishes a large damping force as the sealing ring seat 802 and the buffer seat 701 make sealing contact, so as to meet the vehicle's need for large damping support under off-road conditions. When the shock absorber is stretched from its design state, and the stretching stroke exceeds the normal stretching stroke, the buffer seat 701 on the recovery side contacts the sealing ring seat 802. Part of the oil needs to first open the buffer valve 703 at the buffer seat 701, and then flow from the main cavity on the recovery side through the valve port 602 to the main cavity on the compression side. Another part of the oil flows through the oil hole on the side wall of the piston rod 5, from the gap between the adjusting core and the fastening plug, to the head of the piston rod 5 and enters the main cavity on the compression side. Under this condition, the shock absorber can quickly establish a large recovery damping force, reducing impact. In one embodiment, different buffer valves 703 can be configured to establish buffer damping adapted to different vehicle models, making it more versatile; the buffer distance can be adjusted by the length of the buffer spring, making mass production more feasible and effectively reducing processing costs; the length and elasticity of the buffer spring can be flexibly selected.

[0051] Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this invention. Furthermore, those skilled in the art will recognize that, based on the ideas of this invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this invention.

Claims

1. A vibration damper, characterized in that: include: The cylinder has an upper connecting seat assembly fixedly sealed at one end and a piston rod passing through the other end; the upper connecting seat assembly is externally connected to a nitrogen cylinder through a compression regulating valve system; The piston valve assembly is located at one end of the piston rod inside the cylinder and is slidably and sealingly connected to the inner wall of the cylinder to divide the cylinder into two main chambers. During the reciprocating movement of the piston rod, the piston valve assembly can allow oil in one main chamber to enter the other main chamber under the pressure difference between the two main chambers. A buffer piston assembly is symmetrically positioned at both ends of the piston valve system assembly, with a gap between its outer sidewall and the inner sidewall of the cylinder; and A buffer assembly is disposed at both ends inside the cylinder. The outer side of its end is slidably and sealingly connected to the inner wall of the cylinder, and the inner side of its end can seal against the adjacent buffer piston assembly to divide the two ends of the buffer assembly into two branch cavities. When the buffer assembly at one end seals against the adjacent buffer piston assembly, the buffer piston assembly can open the buffer port under the pressure difference between the two branch cavities, allowing the oil in one branch cavity to enter the other branch cavity. The buffer piston assembly includes: Two buffer seats are symmetrically fixed at both ends of the piston valve system assembly, and there is a gap between the buffer seats and the piston valve system assembly; there is a gap between the outer wall of the buffer seat and the inner wall of the cylinder, and the buffer seat is provided with a buffer port that penetrates the buffer seat; as well as A buffer valve plate is disposed at one end of the buffer seat near the piston valve assembly, and the buffer valve plate is sealed and abutted against the adjacent end of the buffer port; The piston valve assembly includes a piston body fixedly sleeved on the piston rod, the outer wall of the piston body being slidably and sealingly connected to the inner wall of the cylinder, and a valve port penetrating the piston body. The valve port includes a first valve port and a second valve port, the end of the first valve port near the upper connecting seat assembly being sealed and abutting against a first main valve plate, and the end of the second valve port away from the upper connecting seat assembly being sealed and abutting against a second main valve plate.

2. The vibration damper according to claim 1, characterized in that: The buffer component includes: Two hollow elastic elements are respectively located at both ends inside the cylinder, with the first end of each elastic element abutting against the adjacent inner end of the cylinder; and A sealing ring seat, wherein the outer wall of the sealing ring seat is slidably and sealingly connected to the inner wall of the cylinder, one end of the sealing ring seat is fixedly connected to the second end of the adjacent elastic element, and the other end of the sealing ring seat can seal and abut against the adjacent buffer seat.

3. The vibration damper according to claim 1, characterized in that: The piston rod is fixedly provided with a lower connecting seat at one end outside the cylinder, and a connecting ring is provided at the end of the lower connecting seat.

4. The vibration damper according to claim 3, characterized in that: A damping spring is fitted on the outer wall of the cylinder. One end of the damping spring abuts against the lower connecting seat, and the other end abuts against the upper connecting seat assembly.

5. The vibration damper according to claim 1, characterized in that: The buffer valve plate has a bowl-shaped structure and is fixedly installed on the piston rod. The bowl-shaped opening side of the buffer valve plate is sealed and abuts against the adjacent buffer port.

6. A vibration reduction method based on the vibration damper according to any one of claims 1 to 5, characterized in that: This includes conventional stroke vibration reduction methods, which include the following steps: When the shock absorber is compressed from its design state, the oil pressure on the compression side increases, forcing some oil to flow from the main chamber on the compression side through the valve port to the main chamber on the recovery side; another part of the oil flows through the compression regulating valve system to the nitrogen cylinder, pushing the floating piston inside the nitrogen cylinder to compress the nitrogen. When the shock absorber is stretched from its design state, the oil pressure on the recovery side increases, forcing some oil to flow from the main cavity on the recovery side through the valve port to the main cavity on the compression side; another part of the oil flows through the oil hole on the piston rod side wall to the piston rod head, and pushes open the adjusting core on the piston rod head, so as to enter the main cavity on the compression side through the gap between the adjusting core and the piston rod head fastening plug; under the action of the gas reaction force, the compressed nitrogen pushes the floating piston, thereby pushing the oil in the nitrogen cylinder to flow to the one-way valve of the compression regulating valve system, compensating the main cavity on the compression side.

7. The vibration reduction method according to claim 6, characterized in that: It also includes a limit stroke vibration reduction method, which includes the following steps: When the shock absorber is compressed from its design state and the compression stroke is greater than the normal compression stroke, the buffer seat on the compression side contacts the sealing ring seat. Part of the oil needs to open the buffer valve plate at the buffer seat first, and then flow from the main cavity on the compression side through the valve port to the main cavity on the recovery side; the other part of the oil flows to the nitrogen cylinder through the compression regulating valve system, pushes the floating piston, and compresses the nitrogen. When the shock absorber is stretched from its design state and the stretching stroke is greater than the normal stretching stroke, the buffer seat on the recovery side contacts the sealing ring seat. Part of the oil needs to open the buffer valve plate at the buffer seat first, and then flow from the main cavity on the recovery side through the valve port to the main cavity on the compression side; the other part of the oil flows through the oil hole on the piston rod side wall, from the gap between the adjusting core and the fastening plug to the piston rod head and enters the main cavity on the compression side.

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