Lightweight bypass shock absorber

Abstract

The application discloses a light bypass shock absorber and relates to the technical field of shock absorbers. The light bypass shock absorber comprises an inner cylinder, an outer cylinder, a top valve group and a bottom valve group, the inner cylinder is internally provided with a bottom valve rod, the outer cylinder is fixedly provided with a top valve rod at the bottom, and the bottom valve rod and the top valve rod are detachably fixed. The bottom valve core and the top valve core are arranged, adaptive and continuous smooth adjustment of damping force with piston stroke position is realized, when small-amplitude vibration occurs, the valve core keeps the initial position, the bypass hole is fully opened, the oil flows through the bypass oil way to generate low damping force, and comfort is ensured, when the amplitude increases, the oil pressure difference pushes the valve core to move, the valve core shields the bypass hole to reduce the flow area, meanwhile, the gradually-changing groove section through which the oil flows is transitioned from the shallow and narrow section to the deep and wide section to reduce the throttling resistance, the two are mutually compensated, smooth rise of the damping force is realized, there is no step mutation, and the impact feeling caused by the damping force mutation in the prior art is solved.

Description

Technical Field

[0001] This invention relates to the field of shock absorber technology, specifically a lightweight bypass shock absorber. Background Technology

[0002] The main function of a bypass shock absorber is to suppress vibration through dynamic damping adjustment, improve the smoothness and stability of driving or equipment operation, and also provide auxiliary cooling for the oil.

[0003] Currently available bypass shock absorbers on the market are generally of the external bypass type, meaning that an independent bypass pipe is set outside the primary pipe of the shock absorber to form an external bypass channel. However, although the external bypass type can be adjusted independently, the damping characteristics are still mainly speed-dependent, and the external pipe results in a larger shock absorber size. In addition, a Chinese invention patent application, publication number CN121206139A, discloses a novel frequency-sensitive shock absorber piston valve. Based on the traditional shock absorber valve assembly, it adds a frequency-sensitive valve system. As the vibration frequency or stroke of the whole vehicle changes, the damping force of the shock absorber is mechanically and automatically adjusted to meet the actual use needs of the whole vehicle and improve driving comfort and handling. However, its fixed cross-section through hole only has a few simple oil passage holes on the valve stem to connect the two sides of the piston. These channels are not adjustable and cannot be adjusted according to actual use needs. In addition, because it cannot achieve gradual adjustment with stroke, the damping force is prone to a step change when the bypass channel is opened or closed, causing a shock. Summary of the Invention

[0004] The purpose of this invention is to provide a lightweight bypass shock absorber to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a lightweight bypass shock absorber, comprising an inner cylinder, an outer cylinder, a top valve group, and a bottom valve group, wherein a bottom valve stem is provided inside the inner cylinder, and a top valve stem is fixed to the bottom of the outer cylinder, and the bottom valve stem and the top valve stem are detachably fixed together. A central oil passage is provided on the stem of the bottom valve stem. Multiple sets of bottom bypass holes and multiple sets of top bypass holes are provided at the bottom and top of the central oil passage, respectively. The bottom bypass holes and top bypass holes are located on both sides of the top valve assembly. A bottom valve core is provided at the bottom of the bottom bypass hole, and a top valve core is provided at the top of the top bypass hole. The outer surfaces of the bottom valve core and the top valve core are in contact with the inner walls of the bottom bypass hole and the top bypass hole, respectively. A bottom spring is connected between the bottom valve core and the bottom wall of the central oil passage, and a top spring is connected between the top valve core and the top wall of the central oil passage. A top cavity and a bottom cavity are formed between the top valve core and the top wall of the central oil passage, and between the bottom valve core and the bottom wall of the central oil passage, respectively. Several top side holes connected to the top cavity are opened on the bottom valve stem body, and several bottom side holes connected to the bottom cavity are opened on the bottom valve stem body. The first and second driving components drive the top valve core and the bottom valve core to move vertically along the central oil passage, respectively. Both the top and bottom valve cores have several gradient grooves on their outer surfaces.

[0006] Furthermore, a circular hole is provided inside the bottom valve stem; The first driving component includes a hollow rotating rod disposed in a circular hole, and a first top annular threaded groove is opened on the top of the top valve core, and a top threaded tube is movably screwed into the first top annular threaded groove. A top rotating cylinder is fixed at the bottom of the hollow rotating rod. Several first guide grooves are opened on the inner side of the top rotating cylinder. Several first guide blocks that are adapted to the first guide grooves are fixed at the top of the top threaded tube. Several second guide grooves are provided at the top of the central oil passage, and several second guide blocks that are adapted to the second guide grooves are fixed on the outside of the top valve core.

[0007] Furthermore, the second driving component includes an inner rotating rod located inside the hollow rotating rod, and a second top annular threaded groove is provided on the top of the bottom valve core, and a bottom threaded tube is movably screwed into the second top annular threaded groove. A bottom rotating cylinder is fixed at the bottom end of the inner rotating rod. Several third guide grooves are opened on the inner side of the bottom rotating cylinder. Several third guide blocks that are adapted to the third guide grooves are fixed at the top of the bottom threaded tube. Several fourth guide grooves are provided at the bottom of the central oil passage, and several fourth guide blocks that are adapted to the fourth guide grooves are fixed on the outside of the bottom valve core.

[0008] Furthermore, a first sealing ring is fixed to the inner wall of the circular hole, and a second sealing ring is fixed to the inner wall of the hollow rotating rod; The first sealing ring is disposed between the inner wall of the circular hole and the outer wall of the hollow rotating rod, and is used to seal the annular gap between the outer wall of the hollow rotating rod and the inner wall of the circular hole. The second sealing ring is located between the inner wall of the hollow rotating rod and the outer wall of the inner rotating rod, and is used to seal the annular gap between the outer wall of the inner rotating rod and the inner wall of the hollow rotating rod. A first bearing is fixed between the inner wall of the circular hole and the outer wall of the hollow rotating rod, and a second bearing is fixed between the inner wall of the hollow rotating rod and the outer wall of the inner rotating rod.

[0009] Furthermore, a first ventilation channel is provided on the hollow rotating rod, and a second ventilation channel is provided in the middle of the inner rotating rod; The air outlets of both the first and second ventilation channels are located at the top of the first and second sealing rings.

[0010] Furthermore, the gradient groove of the top valve core faces the top bypass hole, and the gradient groove of the bottom valve core faces the top bypass hole. The groove depth and groove width of the gradient groove gradually increase from the surface of the core body towards the end face of the core body facing the top valve assembly.

[0011] Furthermore, both the inner rotating rod and the hollow rotating rod extend out of circular holes, and the top of the inner rotating rod extends out of the hollow rotating rod. The bottom of the top valve stem has a receiving cavity, and the top rod of the inner rotating rod and the hollow rotating rod are located in the receiving cavity.

[0012] Furthermore, several negative pressure air intake components and several positive pressure exhaust components are symmetrically arranged on both sides of the bottom of the outer cylinder.

[0013] Furthermore, an annular block is fixed at the bottom of the outer cylinder, an annular groove is formed in the middle of the annular block, and an arc-shaped groove is formed at the bottom of the annular block; The negative pressure air intake assembly includes several first through holes and several second through holes respectively opened at the top and bottom of the annular block. A first insert rod is movably inserted into the bottom of the annular block. A first baffle is fixed to the end of the first insert rod located in the annular groove. A first spring is connected between the first baffle and the top wall of the arc-shaped groove. When the bottom surface of the first baffle comes into contact with the bottom wall of the annular groove, the first baffle blocks the second through hole.

[0014] Furthermore, the positive pressure exhaust assembly includes several third through holes and several fourth through holes opened at the top and bottom of the annular block. A second insert rod is movably inserted into the annular block. A second baffle is fixed on the body of the second insert rod located in the annular groove. A connecting plate is fixed at the top of the second insert rod. A second spring is fixed between the connecting plate and the annular block. When the top surface of the second baffle comes into contact with the top wall of the annular groove, the second baffle blocks the third through hole.

[0015] Compared with the prior art, the beneficial effects of the present invention are: This lightweight bypass shock absorber features a bottom valve core and a top valve core, enabling adaptive, continuous, and smooth adjustment of the damping force according to the piston stroke position. During small-amplitude vibrations, the valve core maintains its initial position, the bypass orifice is fully open, and the oil flows through the bypass oil passage, generating low damping force to ensure comfort. When the amplitude increases, the hydraulic pressure difference pushes the valve core to move, and the valve core blocks the bypass orifice, reducing the flow cross-sectional area. At the same time, the gradual transition of the oil flow through the groove section from a shallow and narrow section to a deep and wide section reduces the throttling resistance. The two compensate for each other, achieving a smooth increase in damping force without abrupt changes, thus solving the problem of impact sensation caused by abrupt changes in damping force in existing technologies.

[0016] Meanwhile, by integrating the bottom valve core and the top valve core into the central oil passage of the bottom valve stem, and using coaxial nested hollow rotating rods and inner rotating rods to drive them respectively, independent adjustment of compression damping and recovery damping is achieved. All adjustment mechanisms are built into the piston rod, eliminating the need for external bypass pipelines and achieving lightweight design.

[0017] Furthermore, by setting a negative pressure air intake component and a positive pressure exhaust component at the bottom of the outer cylinder, the reciprocating motion of the piston rod drives the gas in the gap space to form a convection circulation, thereby achieving passive heat dissipation. During the compression stroke, the hot gas that has expanded due to heat is discharged, and during the return stroke, external cold air is drawn in, forming a continuous convection circulation. This continuously carries away the heat dissipated by the oil, effectively preventing the decrease in oil viscosity and the attenuation of damping force caused by heat accumulation. This significantly improves the heat dissipation performance and working stability of the shock absorber under long-term high-frequency vibration conditions. Attached Figure Description

[0018] Figure 1 This is the left-side axial view of the present invention; Figure 2 This is a half-sectional view of the present invention; Figure 3 This is a cross-sectional view of the present invention; Figure 4 for Figure 3 Enlarged view of section A; Figure 5 for Figure 3 Enlarged view of section B; Figure 6 for Figure 3 Enlarged view of section C; Figure 7 for Figure 3 Enlarged view of section D; Figure 8 for Figure 3 Enlarged view of section E in the middle; Figure 9 This is a detailed view of the bottom valve core.

[0019] In the diagram: 1. Inner cylinder; 2. Outer cylinder; 301. Bottom valve stem; 302. Top valve stem; 4. Top valve assembly; 501. Central oil passage; 502. Top bypass hole; 503. Bottom bypass hole; 504. Top side hole; 505. Bottom side hole; 6. Bottom valve core; 601. Gradient groove; 7. Bottom spring; 8. Top spring; 9. Top valve core; 101. First top annular threaded groove; 102. Hollow rotating rod; 103. Top rotating cylinder; 104. First guide block; 105. First venting channel; 111. Second top annular groove. 112. Threaded groove; 113. Inner rotating rod; 114. Bottom threaded tube; 115. Bottom rotating cylinder; 116. Third guide block; 117. Second ventilation channel; 118. First sealing ring; 119. First bearing; 12. Annular block; 141. Arc groove; 151. First through hole; 152. Second through hole; 153. First insert rod; 154. First baffle; 155. First spring; 161. Third through hole; 162. Fourth through hole; 163. Second insert rod; 164. Connecting plate; 165. Second baffle; 166. Second spring. Detailed Implementation

[0020] 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.

[0021] like Figures 1-9 As shown, the present invention provides a technical solution: a lightweight bypass shock absorber, including an inner cylinder 1, an outer cylinder 2 and a top valve assembly 4. The inner cylinder 1 is a working cylinder, the interior of which is used to contain oil and provide a guide cavity for the movement of the top valve assembly 4. The outer cylinder 2 is a protective cylinder, which is sleeved on the outside of the inner cylinder 1. A gap is formed between the outer cylinder 2 and the inner cylinder 1, and a return spring is connected between the inner cylinder 1 and the outer cylinder 2.

[0022] like Figures 2-4As shown, a bottom valve stem 301 is provided inside the inner cylinder 1, which can slide along the axial direction of the inner cylinder 1. A top valve stem 302 is fixed to the bottom of the outer cylinder 2. The bottom valve stem 301 and the top valve stem 302 are detachably fixedly connected. They can be fixed by means of threaded connection, snap-fit ​​or bolt connection. In this solution, they are connected by a flange to facilitate assembly and maintenance. The top valve group 4 is fixed on the rod body of the top valve stem 302. The top valve group 4 includes a main valve plate group, which is used to generate the main damping force in the compression stroke and the recovery stroke. When this application is applied to a twin-tube shock absorber, a bottom valve group is also provided. The bottom valve group is fixed to the bottom of the inner cylinder 1. Both the top valve group 4 and the bottom valve group are mature existing technologies, which are used to generate auxiliary damping force in the compression stroke and realize the oil replenishment function in the recovery stroke.

[0023] like Figure 5 and Figure 6 As shown, a central oil passage 501 is provided on the stem of the bottom valve stem 301. The central oil passage 501 extends along the axial direction of the bottom valve stem 301. Multiple sets of bottom bypass holes 503 and multiple sets of top bypass holes 502 are respectively provided at the bottom and top of the central oil passage 501. The bottom bypass holes 503 and the top bypass holes 502 are located on both sides of the top valve assembly 4. Specifically, the bottom bypass holes 503 are located below the top valve assembly 4, and the top bypass holes 502 are located above the top valve assembly 4. Both the bottom bypass holes 503 and the top bypass holes 502 are opened radially along the bottom valve stem 301, connecting the central oil passage 501 with the external space of the bottom valve stem 301.

[0024] like Figure 6 and Figure 5 As shown, a bottom valve core 6 is provided at the bottom of the bottom bypass hole 503, and a top valve core 9 is provided at the top of the top bypass hole 502. Their outer surfaces are precisely slidably fitted with the inner wall of the central oil passage 501 to form a sliding seal pair. A bottom spring 7 is connected between the bottom valve core 6 and the bottom wall of the central oil passage 501, and a top spring 8 is connected between the top valve core 9 and the top wall of the central oil passage 501. Both the bottom spring 7 and the top spring 8 are cylindrical helical compression springs used to provide a restoring force for the valve cores. The top valve core 9 and the central oil passage 501... A top cavity is formed between the top walls of the valve core 6 and the bottom wall of the central oil passage 501. A number of top side holes 504 communicating with the top cavity and a number of bottom side holes 505 communicating with the bottom cavity are provided on the stem of the bottom valve stem 301. The top side holes 504 and the bottom side holes 505 are both opened radially along the bottom valve stem 301, connecting the top cavity or the bottom cavity with the external space of the bottom valve stem 301, so as to balance the pressure and prevent air resistance from being generated on the bottom valve core 6 and the top valve core 9 due to the presence of the cavity.

[0025] In this scheme, the first and second driving components drive the top valve core 9 and the bottom valve core 6 to move vertically along the central oil passage 501, thereby adjusting the effective opening length of the top bypass hole 502 and the bottom bypass hole 503, thus changing the bypass characteristics of the recovery stroke and the compression stroke. Specifically, when the top valve core 9 moves downward, its outer cylindrical surface gradually covers the top bypass hole 502, reducing the flow cross-sectional area of ​​the recovery bypass oil passage and increasing the recovery damping force. When the top valve core 9 moves upward, the top bypass hole 502 opens, and the recovery damping force decreases. Similarly, when the bottom valve core 6 moves upward, its outer cylindrical surface gradually covers the bottom bypass hole 503, reducing the flow cross-sectional area of ​​the compression bypass oil passage and increasing the compression damping force. When the bottom valve core 6 moves downward, the bottom bypass hole 503 opens, and the compression damping force decreases.

[0026] like Figure 9 As shown, both the top valve core 9 and the bottom valve core 6 have several gradient grooves 601 on their outer surfaces. These grooves extend axially along the valve core and are circumferentially distributed. The groove depth and width gradually increase from the lower end to the upper end of the valve core, resulting in a monotonically increasing cross-sectional area from the lower end to the upper end. The gradient groove 601 of the top valve core 9 faces the top bypass hole 502, and the gradient groove 601 of the bottom valve core 6 also faces the top bypass hole 502. The groove depth and width of the gradient groove 601 gradually increase from the surface of the core towards the end face of the core facing the top valve assembly 4. The gradual increase is as follows: Specifically, taking the bottom valve core 6 as an example, the groove depth of its gradual groove 601 gradually increases from 0.2mm to 1.2mm from the bottom end of the valve core to the top end, the groove width gradually increases from 2.5mm to 6mm, and the cross-sectional area gradually increases from 0.5mm² to 7.2mm². In this scheme, there are six gradual grooves 601, which are evenly distributed along the circumference of the valve core to ensure the force balance of the valve core. The gradual change law of the gradual groove 601 is linear. In other embodiments, exponential gradual change or segmented gradual change can also be adopted to adapt to different damping characteristic adjustment requirements.

[0027] When the shock absorber is in its compression stroke, the valve stem moves downward, increasing the oil pressure below the top valve assembly 4. The oil enters the gradient groove 601 from the lower end of the bottom valve core 6, flowing from a shallow, narrow section with a smaller cross-sectional area to a deep, wide section with a larger cross-sectional area. When the shock absorber is in a low-amplitude vibration condition, the valve stem displacement is small, and the movement speed is low. The increase in oil pressure below the top valve assembly 4 is limited. At this time, the pressure difference generated by the oil flowing through the gradient groove 601 of the bottom valve core 6 is small, insufficient to overcome the preload of the bottom spring 7. The bottom valve core 6 remains in its initial position (lowest end). In this state, all bottom bypass holes 503 are open, and the oil mainly flows into the central oil passage 501 through the bottom bypass holes 503 and flows out through the top bypass hole 502, forming a low-damping bypass oil path. Due to the large flow cross-sectional area and small throttling resistance of the bypass path, the oil flows smoothly, generating a small damping force. The shock absorber exhibits soft characteristics, effectively absorbing minor road bumps and ensuring vehicle ride comfort. When the vibration amplitude increases, the valve stem displacement increases, the movement speed increases, and the oil pressure below the top valve assembly 4 increases significantly, forming a pressure sufficient to overcome the bottom spring. The pressure difference of the preload force pushes the bottom valve core 6 upward against the spring force. As the bottom valve core 6 gradually moves upward, its outer cylindrical surface gradually covers the bottom bypass hole 503, reducing the effective number of openings of the bottom bypass hole 503. The flow cross-sectional area of ​​the bypass oil passage gradually decreases, and the oil flow resistance begins to increase. At the same time, as the bottom valve core 6 moves upward, the section of the gradient groove 601 through which the oil flows gradually transitions from a shallow and narrow section to a deep and wide section. The throttling cross-sectional area of ​​the gradient groove 601 itself gradually increases, and the throttling resistance decreases accordingly. These two effects compensate for each other, and the bottom bypass hole 503... The increased resistance caused by the shielding is precisely offset by the reduced throttling resistance of the gradient groove 601, so that the total resistance of the bypass oil circuit remains relatively constant or changes linearly and smoothly during the movement of the bottom valve core 6. This achieves a continuous and smooth increase in the compression damping force, avoiding the impact caused by sudden damping changes. When the vibration amplitude reaches the limit condition, the bottom valve core 6 moves to the uppermost position, the bottom bypass hole 503 is completely shielded, the bypass oil circuit is closed, and all the oil is forced to flow through the main valve plate group of the top valve group 4. At this time, the main valve plate group generates the maximum damping force, providing sufficient support for the vehicle and preventing the shock absorber from bottoming out.

[0028] When the shock absorber is in its recovery stroke, the piston rod moves upward, increasing the oil pressure above the top valve assembly 4. When the shock absorber is in a low-amplitude vibration condition, the piston rod displacement is small, the movement speed is low, and the increase in oil pressure above the top valve assembly 4 is limited. At this time, the top valve core 9 remains in its initial position (topmost). In this state, the top bypass hole 502 is fully open, and the oil mainly flows into the central oil passage 501 through the top bypass hole 502, and finally flows out through the bottom bypass hole 503 (bottom valve core 6 resets), forming a low-damping bypass oil circuit. Due to the large flow cross-sectional area and small throttling resistance of the bypass path, the oil flows smoothly, and the resulting recovery damping force is small. The shock absorber exhibits a soft characteristic during rebound, effectively absorbing the rebound energy of the vehicle body and ensuring the smoothness of the vehicle ride. Similarly, when the vibration amplitude increases, the valve rod displacement increases, the movement speed increases, and the oil pressure above the top valve assembly 4 increases significantly, forming a pressure difference sufficient to overcome the preload of the bottom spring 7. The pressure difference pushes the top valve core 9 to move downward against the spring force. As the top valve core 9 gradually moves downward, its outer cylindrical surface begins to gradually cover the top bypass hole 502, reducing the effective number of openings of the top bypass hole 502. The flow cross-sectional area of ​​the bypass oil passage gradually decreases, and the oil flow resistance begins to increase. At the same time, as the top valve core 9 moves downward, the increase in resistance caused by the covering of the top bypass hole 502 is just offset by the reduction of the throttling resistance of the gradient groove 601. This makes the total resistance of the recovery bypass oil passage relatively constant or linearly and gently increasing during the movement of the top valve core 9, thereby achieving a continuous and smooth increase in the recovery damping force, avoiding the impact caused by sudden damping changes, and ensuring the stability of the vehicle during the rebound process. When the vibration amplitude reaches the limit condition, the top valve core 9 moves to the lowest position, the top bypass hole 502 is completely covered, the bypass oil passage is closed, and all the oil is forced to flow through the main valve plate group of the top valve group 4. At this time, the main valve plate group generates the maximum recovery damping force, ensuring the safety of the vehicle under the limit condition.

[0029] like Figures 3-5As shown, the first driving component includes a hollow rotating rod 102 disposed within a circular hole. The hollow rotating rod 102 is a hollow cylindrical structure that can rotate around its own axis. A first top annular threaded groove 101 is formed on the top of the top valve core 9. The first top annular threaded groove 101 is an annular groove with internal threads on its inner wall. A top threaded tube is movably screwed into the first top annular threaded groove 101. The outer wall of the top threaded tube has external threads that match the first top annular threaded groove 101. A top rotating cylinder 103 is fixed to the bottom end of the hollow rotating rod 102. The top rotating cylinder 103 is coaxially arranged and fixedly connected to the hollow rotating rod 102. Several first guide grooves are formed on the inner side of the top rotating cylinder 103. A guide groove extends axially, and a number of first guide blocks 104 adapted to the first guide groove are fixed at the top of the top threaded tube. The first guide blocks 104 are slidably disposed in the first guide groove, so that when the top rotating cylinder 103 rotates, the top threaded tube can be driven to rotate synchronously through the first guide blocks 104, while allowing the top threaded tube to move axially relative to the top rotating cylinder 103. A number of second guide grooves are opened at the top of the central oil passage 501. The second guide grooves extend axially, and a number of second guide blocks adapted to the second guide grooves are fixed on the outside of the top valve core 9. The second guide blocks are slidably disposed in the second guide grooves to restrict the rotational freedom of the top valve core 9, so that it can only move axially.

[0030] When the hollow rotating rod 102 is rotated, the top rotating cylinder 103 rotates accordingly, and the top threaded tube is driven to rotate through the first guide block 104. The threaded engagement between the top threaded tube and the first top annular threaded groove 101 drives the top valve core 9 to move axially along the central oil passage 501, thereby adjusting the initial position of the top valve core 9 and changing the bypass starting point of the recovery stroke.

[0031] like Figure 3 , Figure 4 and Figure 6As shown, the second driving component includes an inner rotating rod 112 located inside the hollow rotating rod 102. The inner rotating rod 112 is a solid round rod structure that passes through the interior of the hollow rotating rod 102 and can rotate independently around its own axis. The top of the bottom valve core 6 is provided with a second top annular threaded groove 111. The second top annular threaded groove 111 is an annular groove with internal threads on its inner wall. A bottom threaded tube 113 is movably screwed into the second top annular threaded groove 111. The outer wall of the bottom threaded tube 113 is provided with external threads that are compatible with the second top annular threaded groove 111. A bottom rotating cylinder 114 is fixed to the bottom end of the inner rotating rod 112. The bottom rotating cylinder 114 is coaxially arranged and fixedly connected to the inner rotating rod 112. Several openings are provided on the inner side of the bottom rotating cylinder 114. A third guide groove extends axially. Several third guide blocks 115, which are adapted to the third guide groove, are fixed at the top of the bottom threaded tube 113. The third guide blocks 115 are slidably disposed in the third guide groove, so that when the bottom rotating cylinder 114 rotates, the bottom threaded tube 113 can be driven to rotate synchronously through the third guide blocks 115. At the same time, the bottom threaded tube 113 is allowed to move axially relative to the bottom rotating cylinder 114. Several fourth guide grooves are opened at the bottom of the central oil passage 501. The fourth guide grooves extend axially. Several fourth guide blocks, which are adapted to the fourth guide groove, are fixed on the outside of the bottom valve core 6. The fourth guide blocks are slidably disposed in the fourth guide groove to restrict the rotational freedom of the bottom valve core 6, so that it can only move axially.

[0032] When the inner rotating rod 112 is rotated, the bottom rotating cylinder 114 rotates accordingly, and drives the bottom threaded tube 113 to rotate through the third guide block 115. The threaded engagement between the bottom threaded tube 113 and the second top annular threaded groove 111 drives the bottom valve core 6 to move axially along the central oil passage 501, thereby adjusting the initial position of the bottom valve core 6 and changing the bypass starting point of the compression stroke.

[0033] like Figure 5As shown, a first sealing ring 12 is fixed to the inner wall of the circular hole, and a second sealing ring is fixed to the inner wall of the hollow rotating rod 102. The first sealing ring 12 is disposed between the inner wall of the circular hole and the outer wall of the hollow rotating rod 102, and is used to seal the annular gap between the outer wall of the hollow rotating rod 102 and the inner wall of the circular hole to prevent oil from leaking outward from the fitting gap between the hollow rotating rod 102 and the bottom valve stem 301. The second sealing ring is disposed between the inner wall of the hollow rotating rod 102 and the outer wall of the inner rotating rod 112, and is used to seal the annular gap between the outer wall of the inner rotating rod 112 and the inner wall of the hollow rotating rod 102. To prevent oil from seeping into the regulating mechanism along the inner rotating rod 112, both the first sealing ring 12 and the second sealing ring are rotary shaft lip seals, with their sealing lips facing the side with higher oil pressure. The material is oil-resistant fluororubber. A first bearing 13 is fixed between the inner wall of the circular hole and the outer wall of the hollow rotating rod 102, and a second bearing is fixed between the inner wall of the hollow rotating rod 102 and the outer wall of the inner rotating rod 112. Both the first bearing 13 and the second bearing are rolling bearings, used to support the rotational movement of the hollow rotating rod 102 and the inner rotating rod 112, reduce rotational friction, and improve the smoothness of the regulating operation.

[0034] In addition, a first ventilation channel 105 is provided on the hollow rotating rod 102, and a second ventilation channel 116 is provided in the middle of the inner rotating rod 112. The air outlets of the first ventilation channel 105 and the second ventilation channel 116 are both located at the top of the first sealing ring 12 and the second sealing ring, respectively, to balance the air pressure and enable the top valve core 9 and the bottom valve core 6 to move smoothly. Figure 4 As shown, both the inner rotating rod 112 and the hollow rotating rod 102 extend out of a circular hole, and the top rod of the inner rotating rod 112 extends out of the hollow rotating rod 102. The bottom of the top valve rod 302 is provided with a receiving cavity, and the top rods of the inner rotating rod 112 and the hollow rotating rod 102 are located in the receiving cavity, which facilitates the connection between the inner rotating rod 112 and the hollow rotating rod 102 and the manual knob to realize manual adjustment.

[0035] like Figure 1 , Figure 8 and Figure 9 As shown, an annular block 14 is fixed to the bottom of the outer cylinder 2. An annular groove is formed in the middle of the annular block 14, and an arc-shaped groove 141 is formed at the bottom of the annular block 14. Several negative pressure air intake components and several positive pressure exhaust components are symmetrically arranged on both sides of the bottom of the outer cylinder 2. like Figure 7As shown, the negative pressure intake assembly includes several first through holes 151 and several second through holes 152 respectively opened at the top and bottom of the annular block 14. The first through holes 151 penetrate vertically through the top of the annular block 14 and communicate with the cavity formed by the annular groove, the inner cylinder 1, and the outer cylinder 2. The second through holes 152 penetrate vertically through the bottom of the annular block 14 and communicate with the external atmosphere. A first insert rod 153 is movably inserted into the bottom of the annular block 14. The first insert rod 153 can move up and down axially and is located in the annular groove. A first baffle 154 is fixed to the end of the first insert rod 153. The first baffle 154 is disc-shaped. A first spring 155 is connected between the first baffle 154 and the top wall of the arc groove 141. The first spring 155 is always in a compressed state, applying a downward elastic force to the first baffle 154. When the bottom surface of the first baffle 154 contacts the bottom wall of the annular groove, the first baffle 154 covers the second through hole 152 and blocks the second through hole 152. At this time, the negative pressure air intake assembly is in a closed state.

[0036] like Figure 8 As shown, the positive pressure exhaust assembly includes several third through holes 161 and several fourth through holes 162 formed at the top and bottom of the annular block 14. The third through holes 161 penetrate vertically through the top of the annular block 14 and communicate with the cavity formed by the annular groove, the inner cylinder 1, and the outer cylinder 2. The fourth through holes 162 penetrate vertically through the bottom of the annular block 14 and communicate with the annular groove and the external atmosphere. A second insert rod 163 is movably inserted into the annular block 14. The second insert rod 163 can move up and down axially. A second... The second baffle 165 is disc-shaped. A connecting plate 164 is fixed to the top of the second insert rod 163. The connecting plate 164 is located above the annular block 14. A second spring 166 is fixed between the connecting plate 164 and the annular block 14. The second spring 166 is always in a telescopic state, applying an upward thrust to the connecting plate 164. When the top surface of the second baffle 165 contacts the top wall of the annular groove, the second baffle 165 covers the bottom of the third through hole 161, blocking the third through hole 161. At this time, the positive pressure exhaust assembly is in a closed state.

[0037] Specifically, when the shock absorber is in the compression stroke, the piston rod moves downward, reducing the volume of the gap space between the inner cylinder 1 and the outer cylinder 2. The gas in the space is compressed, causing the gas pressure in the gap space to rise and form positive pressure. At this time, the positive pressure exhaust assembly opens, and the high-pressure gas enters the annular groove through the third through hole 161, pushing the second baffle 165 to move downward against the elastic force of the second spring 166, causing the top surface of the second baffle 165 to disengage from the top wall of the annular groove. The third through hole 161 is connected to the annular groove and the fourth through hole 162 in sequence. The gas in the gap space is discharged to the outside atmosphere through the third through hole 161, the annular groove, and the fourth through hole 162, realizing positive pressure release and carrying away heat. At this time, the negative pressure intake assembly remains closed, and the first baffle 154 is kept against the bottom wall of the annular groove under the action of the first spring 155. When the shock absorber is in its recovery stroke, the piston rod moves upward, increasing the volume of the gap between the inner cylinder 1 and the outer cylinder 2. The gas volume in the space expands, and the air pressure decreases, forming a negative pressure. At this time, the negative pressure intake assembly opens, and the external atmosphere pushes the first baffle 154 to overcome the elastic force of the first spring 155 and move upward, causing the bottom end face of the first baffle 154 to disengage from the bottom wall of the annular groove. The first through hole 151 connects with the annular groove and the second through hole 152 in sequence. External cold air enters the gap space through the second through hole 152, the annular groove, and the first through hole 151, achieving negative pressure balance and replenishing fresh cold air. At this time, the positive pressure exhaust assembly remains closed, and the second baffle 165 remains in contact with the top wall of the annular groove under the action of the second spring 166, sealing the third through hole 161.

[0038] By alternating the opening and closing of the aforementioned negative pressure intake assembly and positive pressure exhaust assembly, the hot gas that has expanded due to heat in the gap space is discharged during the compression stroke, and external cold air is drawn in during the recovery stroke, forming a continuous convection cycle. This continuously carries away the heat dissipated by the oil, effectively reducing the operating temperature of the shock absorber and preventing the decrease in oil viscosity and damping force due to heat accumulation. This passive convection cooling structure based on piston rod motion drive requires no external energy, has a simple structure, and reliable response, significantly improving the heat dissipation performance and working stability of the shock absorber under long-term high-frequency vibration conditions.

[0039] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended embodiments and their equivalents.

Claims

1. A lightweight bypass shock absorber, comprising an inner cylinder (1), an outer cylinder (2), and a top valve assembly (4), characterized in that: The inner cylinder (1) is provided with a bottom valve stem (301), and the bottom of the outer cylinder (2) is fixed with a top valve stem (302). The bottom valve stem (301) and the top valve stem (302) are detachably fixed together. A central oil passage (501) is provided on the stem of the bottom valve stem (301). Multiple sets of bottom bypass holes (503) and multiple sets of top bypass holes (502) are provided at the bottom and top of the central oil passage (501), respectively. The bottom bypass holes (503) and the top bypass holes (502) are located on both sides of the top valve assembly (4). A bottom valve core (6) is provided at the bottom of the bottom bypass hole (503), and a top valve core (9) is provided at the top of the top bypass hole (502). The outer surfaces of the bottom valve core (6) and the top valve core (9) are in contact with the inner walls of the bottom bypass hole (503) and the top bypass hole (502), respectively. A bottom spring (7) is connected between the bottom valve core (6) and the bottom wall of the central oil passage (501), and a top spring (8) is connected between the top valve core (9) and the top wall of the central oil passage (501). A top cavity and a bottom cavity are formed between the top valve core (9) and the top wall of the central oil passage (501) and between the bottom valve core (6) and the bottom wall of the central oil passage (501), respectively. Several top side holes (504) connected to the top cavity are opened on the bottom valve stem (301) and several bottom side holes (505) connected to the bottom cavity are opened on the bottom valve stem (301). The first and second driving components drive the top valve core (9) and bottom valve core (6) to move vertically along the central oil passage (501). The outer surfaces of the top valve core (9) and the bottom valve core (6) are provided with several gradient grooves (601).

2. The lightweight bypass shock absorber according to claim 1, characterized in that: A circular hole is provided inside the bottom valve stem (301); The first driving component includes a hollow rotating rod (102) disposed in a circular hole, and a first top annular threaded groove (101) is provided on the top of the top valve core (9), and a top threaded tube is movably screwed into the first top annular threaded groove (101). The bottom end of the hollow rotating rod (102) is fixed with a top rotating cylinder (103). Several first guide grooves are opened on the inner side of the top rotating cylinder (103). Several first guide blocks (104) that are compatible with the first guide grooves are fixed on the top of the top threaded tube. The top of the central oil passage (501) is provided with several second guide grooves, and the outer side of the top valve core (9) is fixed with several second guide blocks that are compatible with the second guide grooves.

3. A lightweight bypass shock absorber according to claim 2, characterized in that: The second driving component includes an inner rotating rod (112) located inside the hollow rotating rod (102), and a second top annular threaded groove (111) is provided on the top of the bottom valve core (6), and a bottom threaded tube (113) is movably screwed into the second top annular threaded groove (111). The bottom end of the inner rotating rod (112) is fixed with a bottom rotating cylinder (114). Several third guide grooves are opened on the inner side of the bottom rotating cylinder (114). Several third guide blocks (115) that are compatible with the third guide grooves are fixed on the top of the bottom threaded tube (113). The bottom of the central oil passage (501) is provided with several fourth guide grooves, and the bottom valve core (6) is fixed with several fourth guide blocks that are compatible with the fourth guide grooves.

4. A lightweight bypass shock absorber according to claim 3, characterized in that: A first sealing ring (12) is fixed to the inner wall of the circular hole, and a second sealing ring is fixed to the inner wall of the hollow rotating rod (102); The first sealing ring (12) is disposed between the inner wall of the circular hole and the outer wall of the hollow rotating rod (102) to seal the annular gap between the outer wall of the hollow rotating rod (102) and the inner wall of the circular hole; The second sealing ring is disposed between the inner wall of the hollow rotating rod (102) and the outer wall of the inner rotating rod (112) to seal the annular gap between the outer wall of the inner rotating rod (112) and the inner wall of the hollow rotating rod (102); A first bearing (13) is fixed between the inner wall of the circular hole and the outer wall of the hollow rotating rod (102), and a second bearing is fixed between the inner wall of the hollow rotating rod (102) and the outer wall of the inner rotating rod (112).

5. A lightweight bypass shock absorber according to claim 4, characterized in that: The hollow rotating rod (102) is provided with a first ventilation channel (105), and the inner rotating rod (112) is provided with a second ventilation channel (116) in the middle. The air outlets of the first ventilation channel (105) and the second ventilation channel (116) are both located at the top of the first sealing ring (12) and the second sealing ring.

6. A lightweight bypass shock absorber according to claim 1, characterized in that: The gradient groove (601) of the top valve core (9) faces the top bypass hole (502), and the gradient groove (601) of the bottom valve core (6) faces the top bypass hole (502). The groove depth and groove width of the gradient groove (601) gradually increase from the surface of the core to the end face of the core facing the top valve assembly (4).

7. A lightweight bypass shock absorber according to claim 3, characterized in that: Both the inner rotating rod (112) and the hollow rotating rod (102) extend out of a circular hole, and the top of the inner rotating rod (112) extends out of the hollow rotating rod (102). The bottom of the top valve stem (302) has a receiving cavity, and the top rods of the inner rotating rod (112) and the hollow rotating rod (102) are located in the receiving cavity.

8. A lightweight bypass shock absorber according to claim 1, characterized in that: The bottom sides of the outer cylinder (2) are symmetrically provided with several negative pressure air intake components and several positive pressure exhaust components.

9. A lightweight bypass shock absorber according to claim 8, characterized in that: The bottom of the outer cylinder (2) is fixed with an annular block (14), the annular block (14) has an annular groove in the middle and an arc groove (141) at the bottom. The negative pressure air intake assembly includes several first through holes (151) and several second through holes (152) respectively opened at the top and bottom of the annular block (14). A first insert rod (153) is movably inserted into the bottom of the annular block (14). A first baffle (154) is fixed at the end of the first insert rod (153) located in the annular groove. A first spring (155) is connected between the first baffle (154) and the top wall of the arc groove (141). When the bottom surface of the first baffle (154) comes into contact with the bottom wall of the annular groove, the first baffle (154) blocks the second through hole (152).

10. A lightweight bypass shock absorber according to claim 9, characterized in that: The positive pressure exhaust assembly includes several third through holes (161) and several fourth through holes (162) opened at the top and bottom of the annular block (14). A second insert rod (163) is movably inserted into the annular block (14). A second baffle (165) is fixed on the body of the second insert rod (163) located in the annular groove. A connecting plate (164) is fixed at the top of the second insert rod (163). A second spring (166) is fixed between the connecting plate (164) and the annular block (14). When the top surface of the second baffle (165) comes into contact with the top wall of the annular groove, the second baffle (165) blocks the third through hole (161).

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