Real-time damping adjustable motorcycle shock absorber

Abstract

The present application relates to the technical field of shock absorber, specifically speaking of a kind of real-time damping adjustable motorcycle shock absorber, including shock absorbing sleeve, the side of shock absorbing sleeve is equipped with dismounting structure, the bottom end of dismounting structure is equipped with locking structure, the top of dismounting structure is equipped with adjusting structure, the inside of shock absorbing sleeve is equipped with buffer structure, the side of shock absorbing sleeve is equipped with pressure regulating structure, the side of dismounting structure is equipped with splash-proof structure;Through dismounting structure, shock absorbing spring can be quickly replaced, while ensuring sliding accuracy, through locking structure, first spring seat and buffer rod can be locked, through adjusting structure, the initial hardness of shock absorber can be quickly adjusted according to needs, adapt to different riding needs, through buffer structure, the effect of shock absorption can be realized through hydraulic structure, through pressure regulating structure, the shock absorption effect of shock absorber can be adjusted, through splash-proof structure, mud and other impurities in driving process can be avoided to affect the normal work of structure.

Description

Technical Field

[0001] This invention relates to the field of shock absorber technology, specifically a real-time adjustable damping motorcycle shock absorber. Background Technology

[0002] Motorcycle shock absorbers are a key component of the motorcycle suspension system. Their main function is to absorb and buffer the impact energy from uneven road surfaces to ensure a smooth ride, stable handling, and rider comfort. Current motorcycle shock absorbers typically employ a combination of springs and hydraulic damping.

[0003] However, existing motorcycle shock absorbers still have some shortcomings in practical use. First, when it's necessary to adjust the shock absorber's stiffness according to different road conditions, load, or rider weight, or when the shock absorber springs need to be replaced due to fatigue after prolonged use, the entire shock absorber usually needs to be disassembled from the motorcycle. This is cumbersome, inefficient, and requires specialized tools and skills. Second, during high-speed compression, the piston in traditional shock absorbers can easily strike the end of the shock absorber sleeve directly, resulting in a "hard bottoming out" phenomenon. This not only affects comfort but may also damage the internal components of the shock absorber. Furthermore, the damping characteristics of shock absorbers are usually fixed, making it impossible to make flexible and precise adjustments based on user preferences or specific usage scenarios. Additionally, when riding on muddy or snowy roads, the main body of the shock absorber easily accumulates mud, sand, and other impurities. These impurities may intrude into the telescopic components or adjustment mechanisms, affecting the normal working life of the shock absorber and the smoothness of adjustment.

[0004] Therefore, developing a motorcycle shock absorber that allows for easy adjustment of damping performance, convenient spring replacement, and features anti-bottoming and adjustable damping functions has significant practical value. Summary of the Invention

[0005] To address the problems in the prior art, the present invention provides a real-time adjustable damping motorcycle shock absorber.

[0006] The technical solution adopted by the present invention to solve its technical problem is: a real-time damping adjustable motorcycle shock absorber, including a shock absorber sleeve, the side of the shock absorber sleeve is provided with a disassembly and assembly structure, the bottom end of the disassembly and assembly structure is provided with a locking structure, the top end of the disassembly and assembly structure is provided with an adjustment structure, the inner side of the shock absorber sleeve is provided with a buffer structure, the side of the shock absorber sleeve is provided with a pressure adjustment structure, and the side of the disassembly and assembly structure is provided with a splash-proof structure.

[0007] Specifically, the disassembly and assembly structure includes a buffer rod, a spring assembly, and a connecting assembly. The bottom end of the shock-absorbing sleeve is provided with a buffer rod, the top end of the shock-absorbing sleeve is provided with a connecting assembly, and a spring assembly is provided between the connecting assembly and the buffer rod. The spring assembly is located on both sides of the shock-absorbing sleeve to provide support, and the spring assembly is positioned and installed with the shock-absorbing sleeve through the connecting assembly.

[0008] Specifically, the connecting assembly includes a support sleeve, a second spring seat, and a telescopic sleeve rod. The shock-absorbing sleeve is provided with a support sleeve, and a second spring seat is rotatably connected to each end of the support sleeve. A telescopic sleeve rod is fixedly connected to the middle of the second spring seat.

[0009] Specifically, the spring assembly includes a first spring seat, a shock-absorbing spring, and a telescopic rod. The first spring seat is provided on the buffer rod, and the two ends of the first spring seat are respectively provided with two second spring seats. The telescopic rod is fixedly connected to the middle of the first spring seat. The telescopic rod is slidably connected to the telescopic sleeve rod. The end of the telescopic rod is a hemispherical structure. The shock-absorbing spring is sandwiched between the two second spring seats and the first spring seat on the same side.

[0010] Specifically, the locking structure includes a plug groove, the first spring seat has a plug groove in the middle, the bottom end of the buffer rod has a flat groove, the first spring seat is plugged into the flat groove of the buffer rod through the plug groove, the end of the buffer rod is fixedly connected to an abutment pad, the bottom side of the first spring seat abuts against the abutment pad, and a locking sleeve slides on the buffer rod, the locking sleeve is threadedly connected to the middle of the first spring seat.

[0011] Specifically, the adjustment structure includes a ratchet groove. The damping sleeve has ratchet grooves on opposite sides. The support sleeve is slidably connected to the outside of the damping sleeve. Limiting grooves are provided at both ends of the support sleeve. A ratchet block is slidably connected to each end of the support sleeve through the limiting groove. The end of the ratchet block engages with the ratchet groove on the same side. A return spring is fixedly connected between the ratchet block and the support sleeve.

[0012] Specifically, the buffer structure includes an end cap, the bottom end of the shock-absorbing sleeve is fitted with an end cap, the buffer rod is slidably connected to the middle of the end cap, the inner side of the shock-absorbing sleeve is filled with hydraulic oil, and a connecting pipe is provided on the side of the shock-absorbing sleeve, with both ends of the connecting pipe connected to the inner side of the shock-absorbing sleeve.

[0013] Specifically, a piston is fixedly connected to the end of the buffer rod, the piston is slidably connected to the inner side of the shock-absorbing sleeve, and the piston is located between the two ends of the connecting pipe, the length of the connecting pipe being less than the depth of the inner side of the shock-absorbing sleeve.

[0014] Specifically, the pressure regulating structure includes a connecting groove, the connecting pipe has a connecting groove in the middle, the side of the shock-absorbing sleeve is slidably connected to a sealing slide rod through the connecting groove, the side of the sealing slide rod is fixedly connected to a sealing ring, the sealing ring is slidably connected to the inner side of the shock-absorbing sleeve, the side of the shock-absorbing sleeve is rotatably connected to a threaded sleeve, and the end of the sealing slide rod is threadedly connected to the inner side of the threaded sleeve.

[0015] Specifically, the splash-proof structure includes a baffle plate, the side of the support sleeve is rotatably connected to the baffle plate, a torsion spring is fixedly connected between the end of the baffle plate and the support sleeve, and an abutment block is fixedly connected to the end of the shock-absorbing sleeve. The end of the abutment block has an arc surface structure, and the arc surface end of the abutment block abuts against the side of the baffle plate.

[0016] The beneficial effects of this invention are: (1) The real-time damping adjustable motorcycle shock absorber of the present invention has a disassembly and assembly structure on the side of the shock absorber sleeve, and a locking structure at the bottom of the disassembly and assembly structure. The disassembly and assembly structure allows the shock absorber spring to be replaced without disassembling the entire shock absorber. At the same time, it reduces the influence of the bias force on the buffer rod during the sliding process, ensures the sliding accuracy, and improves the service life. The locking structure can lock the first spring seat and the buffer rod to ensure that the shock absorber spring plays a role in the overall shock absorption effect of the structure.

[0017] (2) The real-time damping adjustable motorcycle shock absorber of the present invention has an adjustment structure at the top of the disassembly structure. The initial stiffness of the shock absorber can be quickly adjusted as needed through the adjustment structure to adapt to different riding needs.

[0018] (3) The real-time damping adjustable motorcycle shock absorber of the present invention has a buffer structure on the inner side of the shock absorber sleeve and a pressure adjustment structure on the side of the shock absorber sleeve. The buffer structure can realize the slow rebound of the buffer rod through the hydraulic structure, thereby achieving the shock absorption effect and avoiding the situation of hard bottoming out. The pressure adjustment structure can adjust the opening size of the connecting groove in the middle of the connecting pipe, thereby adjusting the shock absorption effect of the shock absorber.

[0019] (4) The real-time damping adjustable motorcycle shock absorber of the present invention has a splash-proof structure on the side of the disassembly structure. The splash-proof structure can shield the main body of the shock absorber to prevent mud and other impurities from adhering to the surface or even inside of the structure during the driving process. Attached Figure Description

[0020] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0021] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2This is a schematic diagram of the connection structure between the shock-absorbing sleeve and the support sleeve of the present invention; Figure 3 This is a schematic diagram of the connection structure between the first spring seat and the shock-absorbing spring of the present invention; Figure 4 This is a schematic diagram of the connection structure between the buffer rod and the piston of the present invention; Figure 5 This is a schematic diagram of the connection structure between the telescopic sleeve rod and the telescopic rod of the present invention; Figure 6 This is a schematic diagram of the connection structure between the support sleeve and the ratchet block of the present invention; Figure 7 This is a schematic diagram of the connection structure between the shock-absorbing sleeve and the sealing slide rod of the present invention; Figure 8 This is a schematic diagram of the connection structure between the sealing slide rod and the threaded sleeve of the present invention; Figure 9 This is a schematic diagram of the sealing slide bar of the present invention; Figure 10 This is a schematic diagram of the structure of the shielding plate of the present invention.

[0022] In the diagram: 1. Shock-absorbing sleeve; 2. Disassembly and assembly structure; 201. Buffer rod; 202. Support sleeve; 203. First spring seat; 204. Shock-absorbing spring; 205. Telescopic rod; 206. Telescopic sleeve rod; 207. Second spring seat; 3. Splash-proof structure; 301. Baffle plate; 302. Abutment block; 303. Torsion spring; 4. Adjustment structure; 401. Ratchet block; 402. Ratchet groove; 403. Return spring; 404. Limiting slide groove; 5. Pressure adjustment structure; 501. Threaded sleeve; 502. Sealing slide rod; 503. Connecting groove; 504. Sealing ring; 6. Locking structure; 601. Insertion groove; 602. Flat groove; 603. Abutment pad; 604. Locking sleeve; 7. Buffer structure; 701. Piston; 702. Connecting pipe; 703. End cap. Detailed Implementation

[0023] To make the technical means, creative features, objectives and effects of this invention easier to understand, the invention will be further described below in conjunction with specific embodiments.

[0024] like Figure 3 , Figure 4 , Figure 6 , Figure 7 , Figure 9 , Figure 10As shown, the present invention provides a real-time damping adjustable motorcycle shock absorber, including a shock absorber sleeve 1, a disassembly and assembly structure 2 on the side of the shock absorber sleeve 1, a locking structure 6 at the bottom of the disassembly and assembly structure 2, an adjustment structure 4 at the top of the disassembly and assembly structure 2, a buffer structure 7 on the inner side of the shock absorber sleeve 1, a pressure adjusting structure 5 on the side of the shock absorber sleeve 1, and a splash-proof structure 3 on the side of the disassembly and assembly structure 2.

[0025] Specifically, such as Figure 1 , Figure 2 , Figure 3 , Figure 5 , Figure 6As shown, the disassembly and assembly structure 2 includes a buffer rod 201, a spring assembly, and a connecting assembly. The bottom end of the shock-absorbing sleeve 1 is provided with the buffer rod 201, and the top end of the shock-absorbing sleeve 1 is provided with the connecting assembly. A spring assembly is provided between the connecting assembly and the buffer rod 201. The spring assembly is located on both sides of the shock-absorbing sleeve 1 to provide support. The spring assembly is positioned and installed with the shock-absorbing sleeve 1 through the connecting assembly. The connecting assembly includes a support sleeve 202, a second spring seat 207, and a telescopic rod 206. The shock-absorbing sleeve 1 is provided with a support sleeve 202, and a second spring seat 207 is rotatably connected to each end of the support sleeve 202. A telescopic rod 206 is fixedly connected to the middle of the second spring seat 207. The spring assembly includes a first spring seat 203, a shock-absorbing spring 204, and a telescopic rod 205. A first spring seat 203 is provided on the buffer rod 201. Two second spring seats 207 are respectively provided at both ends of the first spring seat 203. A telescopic rod 205 is fixedly connected to the middle of the first spring seat 203. The telescopic rod 205 is slidably connected to the telescopic sleeve 206. The end of the telescopic rod 205 is a hemispherical structure. A damping spring 204 is sandwiched between the two second spring seats 207 and the same side of the first spring seat 203. The disassembly structure 2 allows for the replacement of the damping spring 204 without disassembling the entire shock absorber, while reducing the influence of the bias force on the buffer rod 201 during sliding, ensuring sliding accuracy, and extending service life. Specifically: First, a damping spring 204 is provided on each side of the damping sleeve 1. One end of each damping spring 204 is supported by the first spring seat 203, and the other end is supported by the second spring seat 207 on the support sleeve 202. The first spring seat 203 and the second spring seat 207 are slidably connected to the damping sleeve 1 via the buffer rod 201. The sliding engagement between the telescopic rod 205 and the telescopic sleeve 206 provides stable guidance for the spring assemblies on both sides. This symmetrical layout effectively balances the lateral forces that the buffer rod 201 may experience during sliding, ensuring the linearity and precision of the piston 701's movement within the shock absorber sleeve 1. This significantly improves the service life and operational stability of the shock absorber. Simultaneously, the second spring seat 207 is rotatably connected to the support sleeve 202, allowing users to easily replace the shock absorber spring 204 by simply suspending the wheel and rotating the second spring seat 207 to the side, without needing to disassemble the entire shock absorber.

[0026] Specifically, such as Figure 3 , Figure 4 , Figure 5As shown, the locking structure 6 includes a insertion groove 601. The insertion groove 601 is located in the middle of the first spring seat 203, and a flat groove 602 is located at the bottom end of the buffer rod 201. The first spring seat 203 is inserted into the flat groove 602 of the buffer rod 201 through the insertion groove 601. A contact pad 603 is fixedly connected to the end of the buffer rod 201, and the bottom side of the first spring seat 203 abuts against the contact pad 603. A locking sleeve 604 slides on the buffer rod 201 and is threadedly connected to the middle of the first spring seat 203. The locking structure 6 allows for the locking of the first spring seat 203 and the buffer rod 201. The punch rod 201 is locked to ensure that the shock-absorbing spring 204 provides a shock-absorbing effect for the overall structure. Specifically, the middle part of the first spring seat 203 is inserted into the flat groove 602 on the buffer rod 201 through the insertion groove 601. In order to ensure the stability of the structure, the middle part of the first spring seat 203 is threadedly connected to the locking sleeve 604 on the buffer rod 201, thereby fixing the first spring seat 203. When it is necessary to remove the shock-absorbing spring 204, simply release the locking sleeve 604. At this time, the first spring seat 203 can be unscrewed from the side to replace the shock-absorbing spring 204.

[0027] Specifically, such as Figure 2 , Figure 6 , Figure 8As shown, the adjustment structure 4 includes a ratchet 402. Rattles 402 are respectively provided on opposite sides of the damping sleeve 1. The support sleeve 202 is slidably connected to the outside of the damping sleeve 1. Limiting grooves 404 are respectively provided at both ends of the support sleeve 202. A ratchet block 401 is slidably connected to each end of the support sleeve 202 through the limiting grooves 404. The end of the ratchet block 401 engages with the ratchet 402 on the same side. A return spring 403 is fixedly connected between the ratchet block 401 and the support sleeve 202. The adjustment structure 4 is adjusted accordingly. Structure 4 allows for quick adjustment of the initial stiffness of the shock absorber to adapt to different riding needs. Specifically, adjusting the position of the support sleeve 202 on the shock absorber sleeve 1 changes the initial compression of the shock absorber spring 204. When the support sleeve 202 is adjusted upwards (towards the top of the shock absorber sleeve 1), it causes the second spring seat 207 to move upwards simultaneously, increasing the initial distance between the first spring seat 203 and the second spring seat 207, thus releasing the shock absorber spring 204 and reducing its initial compression. Conversely, adjusting the support sleeve 202 downwards increases the initial compression of the shock absorber spring 204. Furthermore, the ratchet structure of the ratchet block 401 prevents the support sleeve 202 from returning to its original position when sliding downwards, facilitating adjustment. When adjusting the position of the support sleeve 202 towards the top, the ratchet block 401 needs to be slid to disengage its end from the corresponding ratchet groove 402. At this point, the position can be adjusted by the push of the shock absorber spring 204 itself. After adjustment, release the ratchet block 401, and the return spring 403 will push it back to its original position, causing its end to re-engage with the corresponding ratchet groove 402, thus locking the position of the support sleeve 202. By changing the initial compression of the shock absorber spring 204, the support stiffness and preload of the shock absorber can be easily changed to adapt to different riding needs.

[0028] Specifically, such as Figure 4 , Figure 7As shown, the buffer structure 7 includes an end cap 703. The bottom end of the shock-absorbing sleeve 1 is fitted with the end cap 703. The buffer rod 201 is slidably connected to the middle of the end cap 703. The inner side of the shock-absorbing sleeve 1 is filled with hydraulic oil. A connecting pipe 702 is provided on the side of the shock-absorbing sleeve 1. Both ends of the connecting pipe 702 are connected to the inner side of the shock-absorbing sleeve 1. A piston 701 is fixedly connected to the end of the buffer rod 201. The piston 701 is slidably connected to the inner side of the shock-absorbing sleeve 1 and is located between the two ends of the connecting pipe 702. The length of the connecting pipe 702 is less than the depth of the inner side of the shock-absorbing sleeve 1. Through the buffer structure 7, the buffer rod 201 can be slowly rebounded through the hydraulic structure, thereby achieving the effect of shock absorption and avoiding hard contact with the bottom. That is, when the motorcycle is impacted, the buffer rod 201 drives the piston 701 to slide inside the shock-absorbing sleeve 1 filled with hydraulic oil. When piston 701 compresses into the damping sleeve 1, the hydraulic oil above piston 701 is squeezed and flows through the side connecting pipe 702 to the chamber below piston 701. The flow resistance generated by the hydraulic oil flowing through the connecting pipe 702 constitutes the damping force of the shock absorber, realizing the slow rebound of the buffer rod 201 and achieving the damping effect. When piston 701 moves close to the top of damping sleeve 1 (i.e., the end of the compression stroke), since its position has exceeded the top opening of the connecting pipe 702, the connecting pipe 702 is no longer conductive. At this time, piston 701 directly compresses the hydraulic oil in the closed chamber at the top of damping sleeve 1. This part of the hydraulic oil cannot be depressurized quickly, forming a gradually increasing hydraulic support force, thereby effectively buffering and preventing the buffer rod 201 from "hard-bottoming" with the damping sleeve 1, protecting the internal components.

[0029] Specifically, such as Figure 2 , Figure 7 , Figure 8 , Figure 9As shown, the pressure regulating structure 5 includes a connecting groove 503. The connecting groove 503 is opened in the middle of the connecting pipe 702. The side of the shock-absorbing sleeve 1 is slidably connected to the sealing slide rod 502 through the connecting groove 503. The side of the sealing slide rod 502 is fixedly connected to the sealing ring 504. The sealing ring 504 is slidably connected to the inner side of the shock-absorbing sleeve 1. The side of the shock-absorbing sleeve 1 is rotatably connected to the threaded sleeve 501. The end of the sealing slide rod 502 is threadedly connected to the inner side of the threaded sleeve 501. The opening size of the connecting groove 503 in the middle of the connecting pipe 702 can be adjusted by the pressure regulating structure 5, thereby adjusting the shock absorption effect of the shock absorber. That is, by screwing the threaded sleeve 501, since the threaded sleeve 501 is rotatably connected to the shock-absorbing sleeve 1 and threadedly connected to the sealing slide rod 502, the rotation of the threaded sleeve 501 will be converted into the axial movement of the sealing slide rod 502. The movement of the sealing slide rod 502 causes the sealing ring 504 on its side to slide inside the shock-absorbing sleeve 1, thereby changing the area of ​​its obstruction of the connecting groove 503 in the middle of the connecting pipe 702. When the sealing slide rod 502 moves outward, the open channel of the connecting groove 503 becomes larger, the hydraulic oil flows more smoothly, the damping force decreases, and the shock absorber becomes "softer"; conversely, moving the sealing slide rod 502 inward reduces the opening of the connecting groove 503, increases the damping force, and the shock absorber becomes "harder". The rider can make fine adjustments at any time according to the road conditions.

[0030] Specifically, such as Figure 7 , Figure 10 As shown, the splash-proof structure 3 includes a baffle plate 301. The baffle plate 301 is rotatably connected to the side of the support sleeve 202. A torsion spring 303 is fixedly connected between the end of the baffle plate 301 and the support sleeve 202. An abutment block 302 is fixedly connected to the end of the shock absorber sleeve 1. The end of the abutment block 302 has an arc surface structure, and the arc surface end of the abutment block 302 abuts against the side of the baffle plate 301. The splash-proof structure 3 can shield the main body of the shock absorber, preventing mud and other impurities from adhering to the surface or even the interior of the structure during driving. That is, under the action of the torsion spring 303, the side of the baffle plate 301 abuts against the arc surface of the abutment block 302 at the end of the shock absorber sleeve 1. The baffle plate 301 remains open and always abuts against the abutment block 302, covering the upper end of the shock absorber sleeve 1 and the support sleeve 202 and other key parts. This prevents mud, dust, and other impurities from splashing directly onto the mating surfaces of the adjustment structure 4, the disassembly structure 2, and the buffer rod 201, ensuring the cleanliness of each mechanism and the reliability of its operation.

[0031] In use, under normal operating conditions, the shock-absorbing spring 204 is clamped between the first spring seat 203 and the second spring seat 207. When the buffer rod 201 is impacted by the road surface, it drives the piston 701 to slide within the shock-absorbing sleeve 1 filled with hydraulic oil. The hydraulic oil flows back and forth through the connecting pipe 702, generating damping force and achieving the shock absorption effect. When the piston 701 moves above the top of the connecting pipe 702, the connecting pipe 702 is closed, and the piston 701 directly compresses the hydraulic oil in the closed chamber, forming a gradually increasing damping force to prevent hard bottoming out.

[0032] When the rider needs to adjust the stiffness of the shock absorber according to road conditions or personal preference, this can be achieved through the adjustment structure 4: move the ratchet block 401 away from the shock absorber sleeve 1 to disengage it from the ratchet groove 402, then slide the support sleeve 202 axially to change the initial distance between the first spring seat 203 and the second spring seat 207, thereby adjusting the initial compression of the shock absorber spring 204. After releasing the ratchet block 401, it re-engages and locks under the action of the return spring 403, completing the preload adjustment.

[0033] If further adjustment of the damping characteristics of the shock absorber is required, it can be achieved through the pressure adjustment structure 5: by turning the threaded sleeve 501, the sealing slide rod 502 is driven to move axially, changing the blocking area of ​​the sealing ring 504 on the connecting groove 503 in the middle of the connecting pipe 702, thereby adjusting the flow section of the hydraulic oil, changing the magnitude of the damping force, and realizing stepless adjustment of the damping softness and hardness.

[0034] When the shock absorber spring 204 needs to be replaced due to fatigue or damage, it is not necessary to remove the entire shock absorber from the motorcycle. The operator only needs to loosen the locking sleeve 604 to disengage it from the first spring seat 203, and then pull the first spring seat 203 out of the flat groove 602 at the bottom of the buffer rod 201 to remove the old shock absorber spring 204. After replacing it with the new spring, the first spring seat 203 is reinserted into the flat groove 602, and the locking sleeve 604 is tightened to complete the replacement. The operation is simple and quick.

[0035] In addition, the splash guard 3 always plays a role when the motorcycle is traveling on muddy or gravel roads: the baffle plate 301, in cooperation with the torsion spring 303 and the abutment block 302, shields the main body of the shock absorber, effectively preventing mud, sand and other impurities from splashing onto the telescopic rod 205, ratchet groove 402 and other moving and adjusting parts, ensuring the cleanliness and long-term reliability of the shock absorber.

[0036] In summary, this invention provides a motorcycle shock absorber that allows for spring replacement without complete disassembly, enables easy adjustment of preload and damping, and features bottom-out protection and splash protection. It boasts a compact structure, convenient adjustment, and significantly improves the adaptability and service life of the shock absorber.

[0037] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0038] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A real-time adjustable damping motorcycle shock absorber, characterized in that: Includes a shock-absorbing sleeve (1), the side of the shock-absorbing sleeve (1) is provided with a disassembly structure (2), the bottom end of the disassembly structure (2) is provided with a locking structure (6), and the top end of the disassembly structure (2) is provided with an adjustment structure (4). The disassembly and assembly structure (2) includes a buffer rod (201), a spring assembly and a connecting assembly. The bottom end of the shock-absorbing sleeve (1) is provided with a buffer rod (201), and the top end of the shock-absorbing sleeve (1) is provided with a connecting assembly. A spring assembly is provided between the connecting assembly and the buffer rod (201). The spring assembly is provided on both sides of the shock-absorbing sleeve (1) to provide support. The spring assembly is positioned and installed with the shock-absorbing sleeve (1) through the connecting assembly.

2. The real-time damping adjustable motorcycle shock absorber according to claim 1, characterized in that: The connecting assembly includes a support sleeve (202), a second spring seat (207), and a telescopic sleeve rod (206). The shock-absorbing sleeve (1) is provided with a support sleeve (202). A second spring seat (207) is rotatably connected to each end of the support sleeve (202). A telescopic sleeve rod (206) is fixedly connected to the middle of the second spring seat (207).

3. A real-time damping adjustable motorcycle shock absorber according to claim 2, characterized in that: The spring assembly includes a first spring seat (203), a shock-absorbing spring (204), and a telescopic rod (205). The first spring seat (203) is provided on the buffer rod (201). The two ends of the first spring seat (203) are respectively provided with two second spring seats (207). The telescopic rod (205) is fixedly connected to the middle of the first spring seat (203). The telescopic rod (205) is slidably connected to the telescopic sleeve rod (206). The end of the telescopic rod (205) is a hemispherical structure. The shock-absorbing spring (204) is sandwiched between the two second spring seats (207) and the first spring seat (203) on the same side.

4. A real-time damping adjustable motorcycle shock absorber according to claim 3, characterized in that: The locking structure (6) includes a plug groove (601). The first spring seat (203) has a plug groove (601) in the middle. The bottom end of the buffer rod (201) has a flat groove (602). The first spring seat (203) is plugged into the flat groove (602) of the buffer rod (201) through the plug groove (601). The end of the buffer rod (201) is fixedly connected to an abutment pad (603). The bottom side of the first spring seat (203) abuts against the abutment pad (603). A locking sleeve (604) slides on the buffer rod (201). The locking sleeve (604) is threadedly connected to the middle of the first spring seat (203).

5. A real-time damping adjustable motorcycle shock absorber according to claim 2, characterized in that: The adjustment structure (4) includes a ratchet (402). The damping sleeve (1) has ratchet (402) on its opposite sides. The support sleeve (202) is slidably connected to the outside of the damping sleeve (1). The two ends of the support sleeve (202) have limit grooves (404). The two ends of the support sleeve (202) are slidably connected to a ratchet block (401) through the limit grooves (404). The end of the ratchet block (401) meshes with the ratchet (402) on the same side. A return spring (403) is fixedly connected between the ratchet block (401) and the support sleeve (202).

6. A real-time damping adjustable motorcycle shock absorber according to claim 1, characterized in that: The inner side of the shock-absorbing sleeve (1) is provided with a buffer structure (7), the buffer structure (7) includes an end cap (703), the bottom end of the shock-absorbing sleeve (1) is installed with an end cap (703), the buffer rod (201) is slidably connected to the middle of the end cap (703), the inner side of the shock-absorbing sleeve (1) is filled with hydraulic oil, and a connecting pipe (702) is opened on the side of the shock-absorbing sleeve (1), both ends of the connecting pipe (702) are connected to the inner side of the shock-absorbing sleeve (1).

7. A real-time damping adjustable motorcycle shock absorber according to claim 6, characterized in that: A piston (701) is fixedly connected to the end of the buffer rod (201). The piston (701) is slidably connected to the inner side of the shock-absorbing sleeve (1). The piston (701) is located between the two ends of the connecting pipe (702). The length of the connecting pipe (702) is less than the depth of the inner side of the shock-absorbing sleeve (1).

8. A real-time damping adjustable motorcycle shock absorber according to claim 6, characterized in that: The side of the shock-absorbing sleeve (1) is provided with a pressure regulating structure (5), the pressure regulating structure (5) includes a connecting groove (503), the middle of the connecting pipe (702) is provided with a connecting groove (503), the side of the shock-absorbing sleeve (1) is slidably connected with a sealing slide rod (502) through the connecting groove (503), the side of the sealing slide rod (502) is fixedly connected with a sealing ring (504), the sealing ring (504) is slidably connected with the inner side of the shock-absorbing sleeve (1), the side of the shock-absorbing sleeve (1) is rotatably connected with a threaded sleeve (501), and the end of the sealing slide rod (502) is threadedly connected to the inner side of the threaded sleeve (501).

9. A real-time damping adjustable motorcycle shock absorber according to claim 2, characterized in that: The side of the disassembly structure (2) is provided with a splash-proof structure (3). The splash-proof structure (3) includes a baffle plate (301). The side of the support sleeve (202) is rotatably connected to the baffle plate (301). The end of the baffle plate (301) is fixedly connected to the support sleeve (202) with a torsion spring (303). The end of the shock-absorbing sleeve (1) is fixedly connected to an abutment block (302). The end of the abutment block (302) is an arc surface structure. The arc surface end of the abutment block (302) abuts against the side of the baffle plate (301).

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