Multi-section buffer shock absorber

Abstract

The utility model discloses a multi-section buffer shock absorber which comprises a first cylinder barrel and a connecting body installed on the first cylinder barrel, a second cylinder barrel is installed on the connecting body, and a connecting channel communicated with the first cylinder barrel and the second cylinder barrel is formed in the connecting body. A first sealing structure is installed at the tail end of the first cylinder barrel, a second sealing structure is installed at the tail end of the second cylinder barrel, a valve system piston and a connecting rod connected to the valve system piston are installed in the first cylinder barrel in a sliding mode, and the connecting rod extends out of the first sealing structure. A buffering hole is formed in the portion, stretching into the first cylinder barrel, of the connecting rod, and an adjusting rod capable of stretching into the buffering hole is installed on the connecting body. A buffer piston is mounted in the second cylinder barrel in a sliding manner, and the second cylinder barrel is filled with gas for pushing the buffer piston; the damping force change of the shock absorber is self-adaptive to the road surface change, so that the driving comfort of a vehicle using the shock absorber is kept.

Description

Technical Field

[0001] The utility model relates to the technical field of shock absorbers, in particular to a multi-section buffer shock absorber. Background Art

[0002] Shock absorbers are essential components for motor vehicles. Their structure impacts the vehicle's handling, comfort, and performance stability, directly impacting the vehicle's safety, reliability, comfort, and handling. Existing shock absorbers typically consist of an oil reservoir, piston assembly, tie rod, nitrogen cylinder, and buffer spring. Conventional shock absorbers provide low compression damping force to ensure comfort on uneven surfaces, but are prone to bottoming out on roads with large drops. Shock absorbers are required to provide low damping force on smooth surfaces for comfortable driving, while providing high compression damping force on heavily potholed surfaces to prevent bottoming out.

[0003] The same shock absorber should generate corresponding damping forces for different types of road surfaces, allowing the vehicle to automatically form multiple damping forces to adapt to changes in the road surface and maintain vehicle driving stability and comfort. Utility Model Content

[0004] The purpose of the utility model is to provide a multi-stage buffer shock absorber to solve the problem that the damping force of the shock absorber changes adaptively with the road surface change and maintains the driving comfort of the vehicle using the shock absorber.

[0005] To achieve the above objectives, the present invention provides the following technical solutions:

[0006] A multi-stage buffer shock absorber includes a first cylinder and a connector mounted on the first cylinder, a second cylinder mounted on the connector, and a connecting channel connecting the first cylinder and the second cylinder; a first sealing structure is mounted at the end of the first cylinder, and a second sealing structure is mounted at the end of the second cylinder; a valve system piston and a connecting rod connected to the valve system piston are slidably mounted in the first cylinder, and the connecting rod extends out of the first sealing structure; a buffer hole is provided at the portion of the connecting rod extending into the first cylinder, and an adjusting rod that can extend into the buffer hole is mounted on the connector; a buffer piston is slidably mounted in the second cylinder, and the second cylinder is filled with gas for pushing the buffer piston.

[0007] Preferably, the adjusting rod is provided with a plurality of step structures whose diameters decrease successively along the direction from the first cylinder to the connecting rod, and the maximum diameter of the plurality of step structures is larger than the inner diameter of the buffer hole.

[0008] Preferably, a limiting ring is provided on the outside of the first cylinder, a connecting portion is provided at the end of the connecting rod away from the first cylinder, a spring is sleeved on the first cylinder, and both ends of the spring respectively abut against the limiting ring and the connecting portion.

[0009] Preferably, a first mounting hole is provided on the connecting body, and a second mounting hole is provided on the connecting portion.

[0010] Preferably, a U-shaped notch is provided on the connecting portion.

[0011] Preferably, a pressure regulating valve core is provided on the second sealing structure.

[0012] Beneficial effects:

[0013] When achieving shock absorption under normal road conditions, the connecting rod is mainly used to push the valve system piston to move, and the damping force is generated by the hydraulic oil in the first cylinder, which is relatively smooth; under relatively bumpy road conditions, the connecting rod pushes the valve system piston to move further, and on the basis of the damping force formed by the hydraulic oil, the adjusting rod is extended into the buffer hole, and the hydraulic oil in the buffer hole is squeezed to increase the damping force; and under extremely bumpy road conditions, the hydraulic oil is further pushed through the connecting channel to flow into the second cylinder, pushing the buffer piston to squeeze the internal gas to further increase the damping force. In this way, different damping force changes can be achieved for different types of road surfaces, ensuring vehicle driving comfort and stability, and being able to adaptively generate damping force changes according to different road conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 This is a schematic structural diagram of an embodiment of the present utility model;

[0015] Figure 2 This is a schematic structural diagram of the first compression state of an embodiment of the present utility model;

[0016] Figure 3 This is a schematic structural diagram of the second compression state of an embodiment of the present utility model;

[0017] Figure 4 This is a schematic structural diagram of the third compression state of an embodiment of the present utility model;

[0018] Figure 5 This is a schematic structural diagram of the fourth compression state of an embodiment of the present utility model;

[0019] exist Figures 1 to 5 In the figure, the corresponding relationship between the component names or lines and the figure numbers is as follows:

[0020] The first cylinder 1, the connecting body 2, the connecting channel 20, the second cylinder 3, the first sealing structure 4, the second sealing structure 5, the valve system piston 6, the connecting rod 7, the buffer hole 8, the adjusting rod 9, the buffer piston 10, the step structure 11, the limiting ring 12, the connecting part 13, the spring 14, the first mounting hole 15, the second mounting hole 16, the U-shaped notch 17, and the pressure regulating valve core 18. DETAILED DESCRIPTION

[0021] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments.

[0022] See also Figure 1-Figure 5 As shown, a multi-stage buffer shock absorber is proposed in the embodiment of the utility model. The specific principle and basic structure of the shock absorber are the same as those of the prior art. It is used to be installed in vehicles such as motorcycles to achieve shock absorption during driving. However, the damping force of the existing shock absorber generally only changes linearly. When there is a large difference in shock absorption height for different road surfaces, it cannot be fully adapted, and the damping force cannot change according to the road conditions. The multi-stage buffer shock absorber proposed in this embodiment specifically includes a first cylinder 1 and a connector 2 installed on the first cylinder 1, a second cylinder 3 is installed on the connector 2, and a connecting channel 20 is provided on the connector 2 to connect the first cylinder 1 and the second cylinder 3, wherein a first sealing structure 4 is installed at the end of the first cylinder 1, and a second sealing structure 5 is installed at the end of the second cylinder 3. A valve system piston 6 and a connecting rod 7 connected to the valve system piston 6 are slidably installed in the first cylinder 1, and the connecting rod 7 extends out of the first sealing structure 4; the first cylinder 1 is filled with hydraulic oil, and in the initial state, the hydraulic oil also fills the connecting channel 20, that is, when the entire product is assembled, the first cylinder 1 and the connecting channel 20 are both filled with static hydraulic oil, and the buffer piston 10 forms a seal on the hydraulic oil in the connecting channel 20. When driving on a normal road, it is only necessary to push the valve system piston 6 with the connecting rod 7 to move in order to realize the flow of hydraulic oil and generate a damping force. When the hydraulic oil is further squeezed, a balance will be formed to a certain extent, and the damping force cannot be further increased. Therefore, a buffer hole 8 is opened on the portion of the connecting rod 7 that extends into the first cylinder 1, and an adjusting rod 9 that can be extended into the buffer hole 8 is installed on the connecting body 2. On the basis of the valve system piston 6 continuing to move to form the damping force, the hydraulic pressure in the buffer hole 8 is squeezed by extending the adjusting rod 9 into the buffer hole 8 to increase the damping force. At this time, the damping force formed is greater than the damping force formed by the hydraulic oil in the first cylinder 1 alone; and the length of the adjusting rod 9 cannot be extended indefinitely. After being fully inserted into the buffer hole 8, the damping force may need to be further increased. Therefore, a buffer piston 10 is slidably installed in the second cylinder 3, and the second cylinder 3 is filled with gas that pushes the buffer piston 10, so that the hydraulic oil in the first cylinder 1 flows into the second cylinder 3 through the connecting channel 20 to push the buffer piston 10 to move, and the movement of the buffer piston 10 is limited by the gas pressure, thereby compressing the gas to further increase the damping force formed.

[0023] As a result, the damping force generated by the shock absorber can gradually increase and change to adapt to the different degrees of road bumps. Good shock absorption effect can be achieved from general roads to very bumpy roads, ensuring vehicle driving comfort.

[0024] In order to form a step-by-step increase in the damping force formed when the adjusting rod 9 extends into the buffer hole 8, a plurality of step structures 11 are provided on the adjusting rod 9, whose diameters decrease successively along the direction from the first cylinder 1 to the connecting rod 7, and the maximum diameter of the plurality of step structures 11 is larger than the inner diameter of the buffer hole 8. The step structures 11 with different diameters extend into the buffer hole 8 and generate different extrusion pressures on the internal hydraulic oil, so that the damping force gradually increases during the extension of the adjusting rod 9 until it moves to the innermost part, directly and completely sealing the hydraulic oil remaining in the buffer hole 8, thereby keeping the damping force formed by the adjusting rod 9 and the buffer hole 8 unchanged.

[0025] At the same time, a limiting ring 12 is provided on the outside of the first cylinder 1, and a connecting portion 13 is provided at the end of the connecting rod 7 away from the first cylinder. A spring 14 is provided on the first cylinder 1, and the two ends of the spring 14 respectively abut against the limiting ring 12 and the connecting portion 13. The spring 14 can realize the rapid reset of the connecting rod 7 after shock absorption, and can also form a certain auxiliary shock absorption effect when the spring 14 is compressed.

[0026] Specifically, a first mounting hole 15 is provided on the connecting body 2 , and a second mounting hole 16 is provided on the connecting portion 13 . The entire shock absorber is mounted on the vehicle through the first mounting hole 15 and the second mounting hole 16 .

[0027] A U-shaped notch 17 is provided on the connecting portion 13 , so that the connecting portion 13 can be fastened and stressed by the U-shaped notch 17 during installation.

[0028] At the same time, a pressure regulating valve core 18 is provided on the second sealing structure 5, through which gas is injected into or released from the second cylinder 3 to adjust the air pressure. The specific pressure regulating valve core 18 adopts an existing product.

[0029] In this utility model, unless otherwise specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection, electrical connection; direct connection, indirect connection through an intermediate medium, internal communication between two components, or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in this utility model based on specific circumstances.

[0030] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "inner," and "outer," etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, or are the orientations or positional relationships in which the utility model product is typically placed when in use. These terms are intended solely to facilitate the description of this utility model and simplify the description, and are not intended to indicate or imply that the device or component referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Furthermore, the terms "first," "second," etc., etc., are used solely for distinction and description, and should not be construed as indicating or implying relative importance.

[0031] 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 present invention can be implemented in other specific forms without departing from the spirit or essential characteristics of the present invention. Therefore, the embodiments should be considered in all respects as illustrative and non-restrictive, and the scope of the present invention is defined by the appended claims, not the foregoing description, and all variations within the meaning and range of equivalents of the claims are intended to be encompassed within the present invention. Any reference sign in a claim should not be construed as limiting the claim to which it relates.

Claims

1. A multi-stage buffer shock absorber, characterized in that: It comprises a first cylinder (1) and a connecting body (2) mounted on the first cylinder (1), a second cylinder (3) being mounted on the connecting body (2), and a connecting channel (20) for connecting the first cylinder (1) and the second cylinder (3) being provided on the connecting body (2); A first sealing structure (4) is installed at the end of the first cylinder (1), a second sealing structure (5) is installed at the end of the second cylinder (3), a valve system piston (6) and a connecting rod (7) connected to the valve system piston (6) are slidably installed in the first cylinder (1), and the connecting rod (7) extends out of the first sealing structure (4); A buffer hole (8) is provided at a portion of the connecting rod (7) that extends into the first cylinder (1), and an adjusting rod (9) that can extend into the buffer hole (8) is mounted on the connecting body (2); A buffer piston (10) is slidably mounted in the second cylinder (3), and the second cylinder (3) is filled with gas for pushing the buffer piston (10).

2. The multi-stage buffer shock absorber according to claim 1, characterized in that: The regulating rod (9) is provided with a plurality of step structures (11) whose diameters decrease sequentially along the direction from the first cylinder (1) to the connecting rod (7), and the maximum diameter of the plurality of step structures (11) is greater than the inner diameter of the buffer hole (8).

3. The multi-stage buffer shock absorber according to claim 2, characterized in that: A limiting ring (12) is sleeved on the outside of the first cylinder (1), a connecting portion (13) is provided at the end of the connecting rod (7) away from the first cylinder (1), and a spring (14) is sleeved on the first cylinder (1), with both ends of the spring (14) respectively abutting against the limiting ring (12) and the connecting portion (13).

4. The multi-stage buffer shock absorber according to claim 3, characterized in that: The connecting body (2) is provided with a first mounting hole (15), and the connecting portion (13) is provided with a second mounting hole (16).

5. The multi-stage buffer shock absorber according to claim 4, characterized in that: A U-shaped notch (17) is provided on the connecting portion (13).

6. A multi-stage buffer shock absorber according to any one of claims 1 to 5, characterized in that: A pressure regulating valve core (18) is provided on the second sealing structure (5).

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