Damping-adjustable shock absorber
By adjusting the piston spacing of the damper through a linkage adjustment structure, three damping variation modes are provided, which solves the problem that the damping of traditional shock absorbers cannot be adjusted autonomously under different road conditions, thus improving ride comfort and handling.
Patent Information
- Application Number
- CN202520635583.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-07
- Publication Date
- 2026-01-20
- Estimated Expiration
- 2035-04-07
AI Technical Summary
Traditional shock absorbers cannot adjust their damping independently, resulting in a poor riding experience under different road conditions, especially when the ride suddenly becomes stiff, which affects the user experience.
The initial distance between the first and second pistons is adjusted by a linkage adjustment structure to achieve three damping change modes: constant soft mode, soft-then-hard mode, and gradually hardening mode. Users can select the appropriate damping change mode according to road conditions.
It enables the damper to adjust autonomously under different road conditions, improving ride comfort and handling, and adapting to various road conditions.
Smart Images
Figure CN223814292U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to the technical field of automobile shock absorber, specifically relates to a damping adjustable shock absorber. BACKGROUND
[0002] The automobile shock absorber connects the vehicle body and the steering knuckle, and main components are the damper and the shock absorbing spring, wherein the shock absorbing spring is the main support and shock absorbing component, and the damper is mainly used to suppress the shock and impact from the road when the spring bounces back after absorbing the shock. When passing through uneven road, although the shock absorbing spring can filter the road vibration, the spring itself will still have reciprocating motion, and the shock absorber is used to suppress the spring jumping to improve the use experience of the passengers.
[0003] The throttle hole diameter of the damper in the traditional shock absorber is fixed, that is, the damping of the damper is fixed, and it cannot adapt to the needs of different road conditions, so some shock absorbers that can self-adaptively adjust the damping of the damper have appeared. For example, the piston body of the damper in some shock absorbers includes two upper and lower parts that can move relatively, the two parts move relatively when subjected to a large impact, and the throttle hole area on the side wall of the piston body will decrease after moving to a certain extent, thereby increasing the damping of the damper, making the shock absorber harder, and improving the stability of the vehicle body. However, in the above prior art, the damping of the damper only increases when subjected to a large impact, the occurrence scene is passive, the user cannot choose independently, and the damping increases only occurs in the latter part of the process of being subjected to a large impact, the damping of the damper does not change in the former part of the process, for the user, the experience is that the shock absorber suddenly becomes hard from the normal state, which may affect the user's riding experience. SUMMARY
[0004] The utility model aims at providing a kind of, solve the problem that only passive trigger damper damping change, by linkage adjustment structure adjustment initial distance between first piston body and second piston body, so that user actively selects in three kinds of damping its damping change mode, so that user can select appropriate damper damping change mode based on actual road condition.
[0005] In order to achieve the above object, the utility model discloses the following technical scheme: a damping adjustable shock absorber, including damper and shock absorbing spring, shock absorbing spring is set up in the periphery of damper, and the upper end and the lower end of damper are equipped with connecting part respectively, are used for connecting the body and knuckle respectively, and damper includes oil cylinder, first piston body, first piston rod and linkage adjusting structure, and one end of first piston rod is inserted into oil cylinder and is connected with first piston body, and first piston body is equipped with first throttle, and damper still includes second piston rod and second piston body, and one end of second piston rod is inserted into oil cylinder and is equipped with support plate, and second piston body is arranged between support plate and first piston body and is slidably connected with second piston rod, and second piston body is equipped with second throttle, and the support spring is arranged between first piston body and second piston body, and the blocking part is arranged on first piston body or second piston body, is used for partially blocking first throttle or second throttle, and second piston rod is connected with first piston rod through linkage adjusting structure, so that first piston rod can drive second piston rod to move along the axial direction, and second piston rod can move along the axial direction relative to first piston rod, to adjust the interval between first piston body and second piston body.
[0006] In an embodiment, the first piston rod has an axial hollow mounting cavity, and the second piston rod is axially arranged in the mounting cavity, the first piston rod and the second piston rod are coaxially arranged, and the inner wall of the first piston rod is attached to the outer wall of the second piston rod.
[0007] In an embodiment, the linkage adjusting structure includes a first thread arranged on the inner circumferential wall of the first piston rod and a second thread arranged on the outer circumferential wall of the second piston rod, the first piston rod and the second piston rod are connected in airtight manner through cooperation of the first thread and the second thread, and the axial position of the second piston rod is adjusted by rotating the second piston rod relative to the first piston rod.
[0008] In an embodiment, the linkage adjusting structure includes a spiral sliding groove arranged on the wall surface of the first piston rod and a sliding part arranged on the outer wall of the second piston rod, the sliding part is slidably connected to the sliding groove, and the sliding part moves along the spiral sliding groove to drive the second piston rod to adjust the axial position relative to the first piston rod.
[0009] In an embodiment, the second piston rod is provided with an adjusting rod, the adjusting rod extends out of or is located outside the first piston rod, and is used for controlling the rotation of the second piston rod.
[0010] In an embodiment, the first piston rod is provided with an oil seal at one end connected to the first piston body, and the oil seal is arranged between the inner circumferential wall of the first piston rod and the outer circumferential wall of the second piston rod.
[0011] In an embodiment, the area of the second throttle is not more than the area of the first throttle, the blocking part is arranged on the side of the first piston body facing the second piston body, and the blocking part corresponds to at least part of the second throttle, so as to block part of the second throttle after the second piston body moves towards the first piston body.
[0012] In an embodiment, the second throttle hole comprises a plurality of separately arranged second sub-throttle holes, the blocking part comprises a plurality of separately arranged blocking heads, the number of the blocking heads is at least one less than the number of the second sub-throttle holes, the blocking heads are arranged corresponding to the second sub-throttle holes, and the length of at least one blocking head is less than the length of the rest of the blocking heads.
[0013] In an embodiment, the lengths of the blocking heads are arranged in a gradient from large to small.
[0014] In an embodiment, the outer peripheral wall of the first piston body and the outer peripheral wall of the second piston body are both in sliding fit with the inner peripheral wall of the oil cylinder.
[0015] Compared with the prior art, the application has the following beneficial effects:
[0016] In the embodiment of the application, the damping-adjustable shock absorber has three damping modes, i.e., constant-soft mode, soft-then-hard mode and gradually-hard mode, which can be selected by the user, so that the user can actively select a suitable damping mode according to the actual road conditions. BRIEF DESCRIPTION OF DRAWINGS
[0017] In order to more clearly illustrate the technical solutions of the embodiments of the application, the following will briefly introduce the drawings needed to be used in the embodiments. It should be understood that the following drawings only show some embodiments of the application, and therefore should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can also be obtained without creative labor.
[0018] Figure 1 FIG. 1 is a schematic diagram of the overall structure of the damping-adjustable shock absorber in the embodiment of the application;
[0019] Figure 2 FIG. 3 is a schematic diagram of the threaded connection between the first piston rod and the second piston rod in the embodiment of the application;
[0020] Figure 3 FIG. 5 is a schematic diagram of the cooperation between the spiral chute and the sliding part in the embodiment of the application;
[0021] Figure 4 FIG. 7 is a schematic diagram of the second sub-throttle hole in the embodiment of the application;
[0022] Figure 5 FIG. 9 is a schematic diagram of the blocking head in the embodiment of the application. DETAILED DESCRIPTION
[0023] The terms "first", "second", "third", etc. are only used for distinction and description, and do not represent the arrangement sequence number, and cannot be understood as indicating or implying relative importance.
[0024] In addition, the terms "horizontal", "vertical", "suspended" and the like do not mean that the components must be absolutely horizontal or suspended, but can be slightly inclined. For example, "horizontal" only means that it is more horizontal than "vertical", and does not mean that the structure must be completely horizontal, but can be slightly inclined.
[0025] In the description of the present application, it should be noted that the terms "in", "out", "left", "right", "up", "down" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship commonly used when the product of the present application is used, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.
[0026] In the description of the present application, unless otherwise explicitly specified and limited, the terms "set", "mount", "connected", "connected" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium, or it can be connected inside two elements.
[0027] The technical solutions of the present application will be described below in conjunction with the drawings.
[0028] Please refer to Figures 1-5 which shows a damping adjustable shock absorber in an embodiment of the present application. As shown in Figure 1 , the damping adjustable shock absorber of the present application includes a damper 200 and a shock absorbing spring 100, the shock absorbing spring 100 is sleeved on the periphery of the damper 200, the upper end and the lower end of the damper 200 are provided with connecting parts 300 respectively for connecting the vehicle body and the steering knuckle, the damper 200 includes a cylinder 230, a first piston body 210, a first piston rod 211 and a linkage adjusting structure 240, one end of the first piston rod 211 extends into the cylinder 230 and is connected with the first piston body 210, and the first piston body 210 is provided with a first orifice 212. The shock absorber is mainly used for automobiles, connecting the vehicle body and the steering knuckle, when the automobile drives through a bumpy road section, the shock absorbing spring 100 absorbs shock to filter bumps, at this time the damper 200 suppresses the repeated extension and contraction of the shock absorbing spring 100, thereby preventing the vehicle body from continuously undulating. The working principle of the damper 200 is that when the damper 200 is stretched or contracted, the first piston body 210 makes piston movement in the cylinder 230, the oil in the cylinder 230 flows through the first orifice 212 on the first piston body 210, the smaller the area of the first orifice 212, the slower the flow rate of the oil, the greater the force of the damper 200 pulling the shock absorbing spring 100, the smaller the bouncing space of the shock absorbing spring 100, the harder the shock absorbing effect, and vice versa, the larger the area of the first orifice 212, the softer the shock absorbing effect.
[0029] Most existing ordinary shock absorbers have a fixed damping effect due to the fixed size of their internal throttle valve. In the improved existing technology, the piston body of the damper 200 consists of upper and lower parts, with a supporting spring 260 between them that allows relative movement. During normal piston movement, the movement between the upper and lower parts is minimal or insufficient to reduce the throttle orifice area. However, when the piston body experiences a large impact, the movement between the upper and lower parts is significant, potentially causing a reduction in the throttle orifice area and resulting in a sudden hardening of the damping effect. This improvement is passive, meaning the hardening effect is only triggered by a large impact. Furthermore, even when hardening is triggered, only the latter part hardens, while the initial part remains soft. This sudden change from soft to hard may actually cause discomfort for the user.
[0030] like Figure 1 As shown, the improvement of the adjustable damping shock absorber in this embodiment compared with the prior art is that the damper 200 further includes a second piston rod 221 and a second piston body 220. One end of the second piston rod 221 extends into the oil cylinder 230 and is provided with a support plate 250. The second piston body 220 is located between the support plate 250 and the first piston body 210 and is slidably connected to the second piston rod 221. The second piston body 220 is provided with a second throttle orifice 222. A support spring 260 is provided between the first piston body 210 and the second piston body 220. The support spring 260 supports the second piston body 220 by its own elasticity, so that the second piston body 220 abuts against the support plate 250. When the second piston rod 221 moves upward, the support plate 250 drives the second piston body 221 to move upward. When the second piston body 220 moves downward, it may overcome the elastic force of the support spring 260 and approach the first piston body 210. At this time, the second piston body 220 slides relative to the second piston rod 221 and disengages from the support plate 250. The first piston body 210 or the second piston body 220 is provided with a sealing part 270 for partially sealing the first throttle port 212 or the second throttle port 222. The second piston rod 221 is connected to the first piston rod 211 through the linkage adjustment structure 240 so that the first piston rod 211 can drive the second piston rod 221 to move axially, and the second piston rod 221 can move axially relative to the first piston rod 211 to adjust the distance between the first piston body 210 and the second piston body 220.
[0031] The working principle of the damping-adjustable shock absorber of the embodiments of the present application is as follows: in the first aspect, the position of the second piston rod 221 relative to the first piston rod 211 can be adjusted in the axial direction through the linkage adjustment structure 240, so as to adjust the position of the second piston body 220 relative to the first piston body 210, specifically, when the second piston rod 221 moves downward relative to the first piston rod 211, the support spring 260 pushes the second piston body 220 downward through the elastic force, so that the second piston body 220 remains in the initial state of abutting against the support plate 250, thereby increasing the distance between the second piston body 220 and the first piston body 210; when the second piston rod 221 moves upward relative to the first piston rod 211, the support plate 250 drives the second piston body 220 to move upward together, so as to overcome the elastic force of the support spring 260 and further compress the support spring 260, thereby reducing the distance between the second piston body 220 and the first piston body 210. In the second aspect, the adjustment of the distance between the second piston body 220 and the first piston body 210 is essentially the adjustment of the moving stroke of the blocking part 270, so as to change the mode of the change of the softness and hardness of the shock absorber. Through the above adjustment, the shock absorber can be divided into three modes: in the first mode, the distance between the second piston body 220 and the first piston body 210 is adjusted to the maximum state (for example, 6-8 cm), so that even if a large degree of impact is received, the blocking part 270 will not block the first throttle port 212 or the second throttle port 222 when the second piston body 220 reaches the position closest to the first piston body 210, that is, the softness and hardness of the shock absorption do not change during the whole working process of the shock absorber, and the shock absorption effect is always soft; in the second mode, the distance between the second piston body 220 and the first piston body 210 is adjusted to the intermediate state (for example, 3-6 cm), so that if a general degree of impact is received, the blocking part 270 will not block the first throttle port 212 or the second throttle port 222 during the whole movement process of the second piston body 220, and the softness and hardness of the shock absorption do not change, and if a large degree of impact is received, the blocking part 270 will not block the first throttle port 212 or the second throttle port 222 in the front segment of the movement of the second piston body 220, but the blocking part 270 will block the first throttle port 212 or the second throttle port 222 in the rear segment of the movement of the second piston body 220, so that the shock absorption effect becomes hard, that is, the shock absorption effect is soft at first and then hard; in the third mode, the distance between the second piston body 220 and the first piston body 210 is adjusted to the minimum state (for example, 1-3 cm), so that the blocking part 270 is close to or has blocked the first throttle port 212 or the second throttle port 222, and as long as a certain degree of impact is received, the second piston body 220 will move closer to the first piston body 210, so that the blocking part 270 immediately blocks or further blocks the first throttle port 212 or the second throttle port 222, thereby making the shock absorption effect continuously hard during the whole process.
[0032] The damping adjustable shock absorber in the embodiment of the present application has three damping modes, i.e., constant soft mode, soft first and hard later mode, and gradually hard mode, which can be selected by the user, so that the user can actively select a suitable damping mode according to the actual road conditions. For example, when the user faces the off-road road conditions in the wild, the constant soft mode can be selected through the linkage adjustment structure 240 to improve the shock absorption of the vehicle for natural potholed road conditions. When the user faces the road conditions with paved road surfaces but many small potholes in the suburbs, industrial areas, etc., the soft first and hard later mode can be selected through the linkage adjustment structure 240, which can filter the shock through the "soft first" stage for most cases, and when the vehicle fluctuates too much, the damper 200 in the "hard later" stage can strongly pull the shock absorbing spring 100 to avoid excessive fluctuation of the vehicle body. When the user faces the good paved roads such as urban roads, expressways and highways, the user's driving speed is relatively fast, and at this time, a harder shock absorber is needed to ensure the handling, and the gradually hard mode can be selected through the linkage adjustment structure 240, i.e., the hardness of the shock absorber increases with the increase of the deformation degree of the damper 200. In most cases of driving on good paved roads, the deformation degree of the damper 200 is small, the shock absorber is in the softest state in this mode (but still harder than the constant soft mode and the soft first and hard later mode), the driving experience is more comfortable and the handling is better, which has good shock filtering effect and can effectively pull the fluctuation of the vehicle body. In a few cases of large impact, the hardness gradually increases after the deformation degree of the damper 200 increases, the pulling force of the damper 200 on the shock absorbing spring 100 is further enhanced, which effectively reduces the fluctuation degree of the vehicle body during high-speed driving, ensures the handling and safety.
[0033] Please refer to Figure 2 , which is a schematic view of the positional relationship between the first piston rod 211 and the second piston rod 221 in the embodiment of the present application. As shown in Figure 2 , the first piston rod 211 has an axially hollow mounting cavity, and the second piston rod 221 is axially arranged in the mounting cavity. The first piston rod 211 and the second piston rod 221 are coaxially arranged, and the inner wall of the first piston rod 211 and the outer wall of the second piston rod 221 are in close contact. In this way, the first piston rod 211 and the second piston rod 221 can be coaxial with the oil cylinder 230, so that the first piston rod 211 supports the middle part of the first piston body 210 and the second piston rod 221 supports the middle part of the second piston body 220, so that the piston body and the piston rod are uniformly and stably stressed, the stability of the shock absorber is improved, and the inner wall of the first piston rod 211 and the outer wall of the second piston rod 221 are in close contact, which can prevent oil from entering between the first piston rod 211 and the second piston rod 221 and prevent oil leakage, and ensure the hydraulic performance of the damper 200.
[0034] In this embodiment, when the relative positions of the first piston rod 211 and the second piston rod 221 are not adjusted via the linkage adjustment structure 240, the first piston rod 211 and the second piston rod 221 are relatively fixed to perform synchronous piston movements. Only when the relative positions of the first piston rod 211 and the second piston rod 221 are adjusted via the linkage adjustment structure 240 will the second piston rod 221 move relative to the first piston rod 211. Therefore, both the fixing and relative movement between the first piston rod 211 and the second piston rod 221 are achieved by the linkage adjustment structure 240.
[0035] like Figure 2 As shown in the embodiments of this application, the first implementation of the linkage adjustment structure 240 includes a first thread 241 on the inner peripheral wall of the first piston rod 211 and a second thread 242 on the outer peripheral wall of the second piston rod 221. The first piston rod 211 and the second piston rod 221 are connected in a sealed manner through the engagement of the first thread 241 and the second thread 242. The second piston rod 221 adjusts its axial position by rotating relative to the first piston rod 211. In this embodiment, the rotation of the second piston rod 221 relative to the first piston rod 211 allows for axial movement relative to the first piston rod 211 through the threaded connection between them. Furthermore, the threaded connection between the two has good sealing properties, which can improve the hydraulic performance of the damper 200. Moreover, the engagement between the first thread 241 and the second thread 242 is always secure. After the second piston rod 221 has been adjusted, when the first piston rod 211 performs piston movement along the axial direction, it can still drive the second piston rod 221 to move synchronously.
[0036] In the embodiment of the present application, the second embodiment of the linkage adjustment structure 240 includes a spiral sliding groove 243 arranged on the wall surface of the first piston rod 211 and a sliding part 244 arranged on the outer wall of the second piston rod 221. The sliding part 244 is in sliding connection with the sliding groove, and moves along the spiral sliding groove 243 to drive the second piston rod 221 to adjust the axial position relative to the first piston rod 211. The inner wall of the first piston rod 211 and the outer wall of the second piston rod 221 are in close contact, and when the second piston rod 221 rotates relative to the first piston rod 211, the sliding part 244 moves along the spiral sliding groove 243. Therefore, the sliding part 244 changes in height while rotating, achieving the adjustment of the axial position of the second piston rod 221. The inner wall of the first piston rod 211 and the outer wall of the second piston rod 221 are both smooth and in close contact, which can reduce the friction when rotating relative to each other and improve the close contact, thereby preventing oil from entering. In the embodiment, the sliding part 244 can be provided with multiple sliding connections in the spiral sliding groove 243, increasing the force points between the second piston rod 221 and the first piston rod 211, thereby improving the synchronous movement effect of the two. In the embodiment, the spiral sliding groove 243 on the first piston rod 211 can be a groove structure arranged on the inner wall, or a through groove structure penetrating the inner wall and the outer wall. It should be noted that the inclination angle of the spiral sliding groove 243 in the embodiment is small (for example, 0-30°), so that when the first piston rod 211 moves axially as a piston, the sliding part 244 is driven by the spiral sliding groove 243 to move synchronously along the axial direction, and the flow is mainly downward along the axial direction, reducing the component force in other directions, and ensuring the relative fixation between the second piston rod 221 and the first piston rod 211.
[0037] As shown in Figures 2-3 Further, for the further improvement of the linkage adjustment structure 240 in the embodiment of the present application, the second piston rod 221 is preferably provided with an adjustment rod 245, which extends out of the first piston rod 211 or is located outside the first piston rod 211, for controlling the rotation of the second piston rod 221. For example, in the embodiment in which the first piston rod 211 and the second piston rod 221 are in sliding connection through the sliding part 244 and the spiral sliding groove 243, the adjustment rod 245 can be integrally arranged with the sliding part 244, and the spiral sliding groove 243 is a through groove penetrating the inner and outer walls, and the adjustment rod 245 extends through the spiral sliding groove 243. In this way, the adjustment rod 245 can be exposed, which is convenient for the user to adjust. Specifically, the user can manually rotate the adjustment rod 245 before starting to go to the destination according to the road conditions, to adjust the linkage adjustment structure 240, and then start after the adjustment is completed; or a connecting rod mechanism can be installed on the vehicle, one end of the connecting rod mechanism is connected to the adjustment rod 245 and the other end extends into the driver's cabin, so that the user can adjust the linkage adjustment structure 240 in real time in the driver's cabin.
[0038] Further, in the embodiment of the present application, the first piston rod 211 is connected to one end of the first piston body 210 and is provided with an oil seal, which is arranged between the inner circumferential wall of the first piston rod 211 and the outer circumferential wall of the second piston rod 221, so as to further improve the fit and sealing performance between the first piston rod 211 and the second piston rod 221, avoid the entry of oil, and ensure the oil pressure performance of the damper 200. In some embodiments, the inner circumferential wall of the first piston rod 211 and the outer circumferential wall of the second piston rod 221 are tightly fitted, and an oil seal groove can be arranged at the end of the first piston rod 211 and the end of the second piston rod 221 to accommodate the oil seal, without affecting the tight fitting structure between the two.
[0039] In the motion process of the damper with adjustable damping in the embodiment of the present application, the first piston body 210 and the second piston body 220 move axially in the oil cylinder 230 (piston movement), and the oil flows through the first throttle port 212 of the first piston body 210 and the second throttle port 222 of the second piston body 220, wherein the throttle port with the smallest flow area determines the softness and hardness of the damper 200. It should be noted that in the embodiment of the present application, the first throttle port 212 is the sum of all valve ports of the first piston body 210 that can supply oil flow, the area of the first throttle port 212 is the sum of the areas of all valve ports of the first piston body 210 that can supply oil flow, and the second throttle port 222 is the same. In the embodiment of the present application, the area of the second throttle port 222 is preferably not more than the area of the first throttle port 212, so that the area of the second throttle port 222 determines the softness and hardness of the damper 200, the blocking part 270 is arranged on the side of the first piston body 210 facing the second piston body 220, and the blocking part 270 corresponds to at least part of the second throttle port 222, so that when the second piston body 220 moves towards the first piston body 210, the blocking part 270 can block part of the second throttle port 222 to reduce the area of the second throttle port 222, so as to make the damper 200 harder, and realize the change of the softness and hardness of the damper 200.
[0040] As Figure 4As shown, further, in the embodiment of the application, the second throttling opening 222 comprises a plurality of separately arranged second sub-throttling openings 223, the blocking portion 270 comprises a plurality of separately arranged blocking heads 271, the number of the blocking heads 271 is at least one less than the number of the second sub-throttling openings 223, the blocking heads 271 are arranged corresponding to the second sub-throttling openings 223, that is, except for the number of the second sub-throttling openings 223 that is more than the number of the blocking heads 271, the rest of the second sub-throttling openings 223 corresponding to the blocking heads 271 are one-to-one corresponding to the blocking heads 271, and the length of at least one blocking head 271 is less than the length of the rest of the blocking heads 271. On the one hand, the number of the blocking heads 271 is at least one less than the number of the second sub-throttling openings 223, so even if a larger impact is received, the distance between the second piston body 220 and the first piston body 210 is extremely close, and the second throttling opening 222 will not be completely blocked, ensuring the bottom line of the damping performance of the damper 200; on the other hand, the blocking heads 271 are not all the same length, and there is a certain length difference, so when an impact is received, one or some longer blocking heads 271 will first block part of the first sub-throttling opening, and the damper 200 will first stage harden, and then if the second piston body 220 continues to move closer to the first piston body 210, the rest of one or some shorter blocking heads 271 will also block part of the first sub-throttling opening, and the damper 200 will second stage harden, so the gradual hardening effect of the damper 200 is achieved.
[0041] As shown, Figure 5 In the embodiment in which the blocking heads 271 are arranged corresponding to the second sub-throttling openings 223, it is preferred that the lengths of the blocking heads 271 are arranged in a gradient from large to small, that is, the lengths of each of the blocking heads 271 are different, so that when the damper 200 receives an impact, as the second piston body 220 gradually moves closer to the first piston body 210, the blocking heads 271 gradually block the second sub-throttling openings 223, specifically, the longest blocking head 271 first blocks the corresponding second sub-throttling opening 223, the damper 200 first stage hardens, and then the second longest blocking head 271 blocks the corresponding second sub-throttling opening 223, the damper 200 second stage hardens, and so on, so that the gradual hardening effect of the damper 200 is achieved. In the case of a very large impact, all the blocking heads 271 can block the corresponding second sub-throttling openings 223, so that the damper 200 reaches the hardest degree and strongly pulls the undulating shock absorbing spring 100. Of course, when the shorter blocking heads 271 have also reached the degree of being able to block the second sub-throttling openings 223, the longer blocking heads 271 will pass through the corresponding second sub-throttling openings 223, satisfying the condition that the second piston body 220 continues to move closer to the first piston body 210.
[0042] Further, preferably, the outer circumferential wall of the first piston body 210 and the outer circumferential wall of the second piston body 220 are both in sliding fit with the inner circumferential wall of the oil cylinder 230. Because the second piston body 220 is in sliding connection with the second piston rod 221, when the second piston body 220 is impacted and moves close to the first piston body 210, the second piston body 220 moves relative to the second piston rod 221, so compared with the second piston body 220 being directly in sliding fit with the first piston body 210, the second piston body 220 is also directly in sliding fit with the oil cylinder 230 as the first piston body 210, which can improve the stability of the second piston body 220, thereby improving the performance of the damper 200.
[0043] The above merely describes the specific implementation of the present application, but the protection scope of the present application is not limited to this. Any skilled person in the art can easily think of various equivalent modifications or replacements within the technical range disclosed by the present application, and these modifications or replacements should be covered in the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.
Claims
1. A damping-adjustable shock absorber, comprising a damper and a shock-absorbing spring, the shock-absorbing spring being sleeved on the periphery of the damper, the upper end and the lower end of the damper each being provided with a connecting part for connecting a vehicle body and a knuckle respectively, the damper comprising a cylinder, a first piston body, a first piston rod and a linkage adjusting structure, one end of the first piston rod extending into the cylinder and being connected with the first piston body, a first throttling opening being provided on the first piston body, characterized in that, The damper further comprises a second piston rod and a second piston body, one end of the second piston rod extends into the oil cylinder and is provided with a supporting plate, the second piston body is arranged between the supporting plate and the first piston body and is in sliding connection with the second piston rod, the second piston body is provided with a second throttling port, a supporting spring is arranged between the first piston body and the second piston body, a blocking part is arranged on the first piston body or the second piston body for partially blocking the first throttling port or the second throttling port, the second piston rod is connected to the first piston rod through the linkage adjustment structure, so that the first piston rod can drive the second piston rod to move axially, and the second piston rod can move axially relative to the first piston rod to adjust the distance between the first piston body and the second piston body.
2. A damper adjustable shock absorber according to claim 1, wherein The first piston rod has an axially hollow mounting cavity, the second piston rod is arranged in the mounting cavity in the axial direction, the first piston rod and the second piston rod are coaxially arranged, and the inner wall of the first piston rod is in close contact with the outer wall of the second piston rod.
3. A damper adjustable shock absorber according to claim 2, wherein The linkage adjustment structure comprises a first thread arranged on the inner circumferential wall of the first piston rod and a second thread arranged on the outer circumferential wall of the second piston rod, the first piston rod and the second piston rod are in airtight connection through the cooperation of the first thread and the second thread, and the second piston rod adjusts the axial position by rotating relative to the first piston rod.
4. A damper adjustable shock absorber according to claim 2, wherein The linkage adjustment structure comprises a spiral sliding groove arranged on the wall surface of the first piston rod and a sliding part arranged on the outer wall of the second piston rod, the sliding part is in sliding connection with the sliding groove, and the sliding part moves along the spiral sliding groove to drive the second piston rod to adjust the axial position relative to the first piston rod.
5. A damper adjustable shock absorber according to claim 3 or 4, characterised in that, An adjusting rod is arranged on the second piston rod, the adjusting rod extends out of or is located outside the first piston rod, and is used to control the rotation of the second piston rod.
6. A damper adjustable shock absorber according to claim 2, wherein, An oil seal is arranged on one end of the first piston rod connected to the first piston body, and the oil seal is arranged between the inner circumferential wall of the first piston rod and the outer circumferential wall of the second piston rod.
7. A damper adjustable shock absorber according to claim 1, wherein The area of the second throttling port is not more than the area of the first throttling port, the blocking part is arranged on the side of the first piston body facing the second piston body, and the blocking part corresponds to at least part of the second throttling port to block part of the second throttling port after the second piston body moves towards the first piston body.
8. A damper adjustable shock absorber according to claim 7, wherein The second throttling port comprises a plurality of separately arranged second sub-throttling ports, the blocking part comprises a plurality of separately arranged blocking heads, the number of the blocking heads is at least one less than the number of the second sub-throttling ports, the blocking heads are arranged correspondingly with the second sub-throttling ports, and the length of at least one of the blocking heads is less than the lengths of the remaining blocking heads.
9. A damper adjustable shock absorber according to claim 8, wherein, The lengths of the blocking heads are arranged in a gradient from large to small.
10. A damper adjustable shock absorber according to claim 1, wherein The outer circumferential wall of the first piston body and the outer circumferential wall of the second piston body are in sliding connection with the inner circumferential wall of the oil cylinder.