Shock absorber and vehicle

Abstract

The utility model provides a shock absorber and a vehicle, relates to the technical field of vehicle shock absorption, and aims to solve the problem that a shock absorber suitable for a small vehicle cannot automatically adjust required damping force according to different road conditions in the prior art. The shock absorber comprises an outer shock absorption cylinder, an inner shock absorption cylinder, a damping rod with a cavity, a first spring and a valve rod; the inner damping cylinder is movably arranged in the outer damping cylinder in the axial direction of the inner damping cylinder, one end of the damping rod is fixedly connected into the outer damping cylinder, the other end of the damping rod extends into the inner damping cylinder, and a plurality of throttling holes are formed in the damping rod; the first spring and the valve rod are both arranged in the inner damping cylinder, one end of the valve rod is connected to the first spring, and the other end of the valve rod extends into the cavity of the damping rod and is used for blocking the throttling hole; when a vehicle bumps, the inner damping cylinder and the outer damping cylinder generate relative displacement, the valve rod changes the area of the blocked throttling hole according to the relative displacement so as to change the flowing resistance of oil in the damping cylinders, electric control equipment is not needed, and damping is automatically adjusted under complex road conditions.

Description

Technical Field

[0001] This application relates to the field of vehicle shock absorption technology, and more particularly to a shock absorber and a vehicle. Background Technology

[0002] When a vehicle travels on a high-frequency, low-amplitude road surface (such as a gravel road or a small bumpy section), it needs low damping to ensure that the shock absorber responds quickly to small vibrations and avoids the feeling of bumps being transmitted to the vehicle body, affecting driving comfort. When a vehicle encounters a large impact scenario (such as potholes or steps), it needs high damping to ensure that the shock absorber can provide sufficient support to absorb the impact and prevent the shock absorber from bottoming out or the vehicle body from losing control.

[0003] In related technologies, shock absorbers include passive non-adjustable shock absorbers, manually adjustable shock absorbers, and actively adjustable shock absorbers. Passive non-adjustable shock absorbers have a fixed throttling area, resulting in only one damping force during vehicle operation, making them unsuitable for complex road conditions. Manually adjustable shock absorbers allow for manual adjustment of the throttling area of ​​the throttling component via mechanical structures, thereby changing the damping force; however, this relies on manual operation, requiring drivers to have certain experience to adapt to complex road conditions; furthermore, real-time adjustment is not possible, leaving insufficient time to adjust in the event of sudden road changes. Actively adjustable shock absorbers monitor road conditions in real time using sensors and dynamically adjust the throttling area of ​​the throttling component through an electronic control unit, thereby automatically adapting to complex road conditions.

[0004] However, the aforementioned active adjustable shock absorbers require a complete system of sensors, controllers, and actuators to function, which is costly, technically complex, and space-constrained, making them unsuitable for small vehicles (such as electric two-wheelers and electric scooters). Utility Model Content

[0005] In view of the above problems, this application provides a shock absorber and a vehicle to solve the problem in the related art that shock absorbers suitable for small vehicles cannot automatically adjust the required damping force according to different road conditions.

[0006] To achieve the above objectives, the embodiments of this application provide the following technical solutions:

[0007] This application provides a shock absorber, comprising: an outer shock absorber cylinder; and an inner shock absorber cylinder, the inner shock absorber cylinder being movably disposed within the outer shock absorber cylinder along its axial direction and communicating with the outer shock absorber cylinder, the inner shock absorber cylinder and the outer shock absorber cylinder being filled with oil; a damping rod having a cavity, the first end of the damping rod being fixedly connected to the outer shock absorber cylinder along its axial direction, the second end of the damping rod extending into the inner shock absorber cylinder, the damping rod having a plurality of throttling holes spaced apart along its axial direction; and a first spring, the first spring being disposed in the inner shock absorber cylinder, the first spring extending along its axial direction... One end of the first spring along its elastic extension direction is fixedly connected to the inner damping cylinder, and the other end of the first spring along its elastic extension direction abuts against the second end; a valve stem is disposed in the inner damping cylinder, the third end of the valve stem along its axial direction is connected to the first spring, and the fourth end of the valve stem along its axial direction extends from the second end into the cavity of the damping rod and is used to block the throttling orifice; the valve stem is also used to change the area of ​​the throttling orifice it blocks according to the magnitude of the relative displacement when the inner damping cylinder and the outer damping cylinder undergo relative displacement, so as to change the flow resistance of the oil.

[0008] In one embodiment of this application, the shock absorber further includes: a second spring; a first valve stem seat is provided at the third end of the valve stem, the first valve stem seat having a first end face and a second end face along the axial direction of the valve stem, and the other end of the first spring along its elastic extension direction abuts against the first end face; the second spring is sleeved on the outer periphery of the valve stem, and the two ends of the second spring along its elastic extension direction abut against the second end face and the second end, respectively.

[0009] In one embodiment of this application, the shock absorber further includes: a first spring seat and a second spring seat; both the first spring seat and the second spring seat are disposed in the inner shock absorber cylinder; the first spring seat is fixedly connected to the first end face, and the second spring seat is fixedly disposed at the top end of the inner shock absorber cylinder, the top end being away from the outer shock absorber cylinder; the two ends of the first spring along its elastic extension direction are respectively connected to the first spring seat and the second spring seat.

[0010] In one embodiment of this application, an elastic sealing ring is provided on the outer periphery of the fourth end of the valve stem, and the elastic sealing ring abuts against the inner wall of the cavity.

[0011] In one embodiment of this application, the plurality of throttling orifices are distributed at equal intervals; and / or, the plurality of throttling orifices have the same orifice diameter.

[0012] In one embodiment of this application, the plurality of throttling orifices are distributed at different distances; and / or, the orifices of the plurality of throttling orifices have different diameters.

[0013] In one embodiment of this application, the shock absorber further includes: a one-way valve; the one-way valve is disposed in the inner shock absorber cylinder and sleeved on the outer periphery of the damping rod; a sealing ring is also disposed on the outer periphery of the second end of the damping rod, and the sealing ring and the one-way valve form a recovery chamber in the inner shock absorber cylinder; the one-way valve is used to allow the oil to be squeezed into the recovery chamber when the shock absorber is in a compressed state, and to prevent the oil from flowing into the recovery chamber when the shock absorber is in a rebound state.

[0014] In one embodiment of this application, a flange is provided on the outer periphery of the second end of the damping rod, an annular groove is provided on the flange, a sealing ring is disposed in the annular groove, and a portion of the sealing ring protrudes from the annular groove and abuts against the inner peripheral wall of the inner shock absorber.

[0015] In one embodiment of this application, the shock absorber further includes a damping seat, which is disposed in the outer shock absorber cylinder and sleeved on the first end of the damping rod.

[0016] This application also provides a vehicle that includes the shock absorbers described above.

[0017] The shock absorber provided in this application has the following technical effects:

[0018] When a vehicle travels on a high-frequency, low-amplitude road surface (such as a gravel road or a section of road with minor bumps), the relative displacement between the inner and outer shock absorbers is small, the compression of the elastic element is small, the valve stem extension is small, and the area of ​​the throttling orifice blocked by the valve stem is small. This provides small damping for the vehicle, ensuring that the shock absorber responds quickly to minor vibrations, preventing the transmission of bumps to the vehicle body, and improving driving comfort. When the vehicle encounters a large impact scenario (such as potholes or steps), the relative displacement between the inner and outer shock absorbers is large, the compression of the elastic element is large, the valve stem extension is large, and the area of ​​the throttling orifice blocked by the valve stem is large. This provides large damping for the vehicle, ensuring that the shock absorber can provide sufficient support force to absorb the impact, preventing the shock absorber from bottoming out or the vehicle from losing control. Therefore, the shock absorber provided in this application embodiment can automatically adjust the required damping force according to road conditions, achieving the purpose of automatic damping adjustment under complex road conditions.

[0019] Meanwhile, the shock absorber provided in this application embodiment can achieve the purpose of automatically adjusting the damping according to changes in road conditions without any electronic control equipment. It has a simple structure, low cost and small space occupation, and can be applied to small vehicles (such as electric two-wheelers and electric scooters). Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a schematic diagram of the shock absorber provided in Embodiment 1 of this application;

[0022] Figure 2 for Figure 1 Enlarged view of region F in the middle;

[0023] Figure 3 for Figure 1 Magnification of the mid-Q region Figure 1 ;

[0024] Figure 4 for Figure 1 Magnification of the mid-Q region Figure 2 ;

[0025] Figure 5 This is a schematic diagram of the shock absorber provided in Embodiment 2 of this application;

[0026] Figure 6 for Figure 5 Enlarged view of region D in the middle;

[0027] Figure 7 for Figure 5 Magnification of the P region Figure 1 ;

[0028] Figure 8 for Figure 5 Magnification of the P region Figure 2 .

[0029] Figure label:

[0030] 100 - External shock absorber;

[0031] 101-Connector; 102-Damping seat; 103-Oil seal; 104-Dust seal;

[0032] 200-Inner shock absorber;

[0033] 300-Damping rod;

[0034] 301 - Throttling orifice; 302 - Sealing ring; 303 - Flange;

[0035] 400 - First Spring;

[0036] 401 - First spring seat; 402 - Second spring seat;

[0037] 500 - Valve stem;

[0038] 501 - First valve stem seat;

[0039] 600 - Second spring;

[0040] 700 - Check Valve;

[0041] 800-Negative pressure spring;

[0042] A - Liquid storage chamber; B - Restoration chamber; C - Compression chamber. Detailed Implementation

[0043] To make the above-mentioned objectives, features, and advantages of the embodiments of this application more apparent and understandable, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0044] refer to Figure 1 The shock absorber provided in this application embodiment includes: an outer shock absorber 100 and an inner shock absorber 200.

[0045] The outer shock absorber 100 is used for fixed connection with the wheel hub. The central axes of the outer shock absorber 100 and the inner shock absorber 200 coincide. One end of the outer shock absorber 100 and the inner shock absorber 200 are both closed, and the other end of the outer shock absorber 100 and the inner shock absorber 200 have openings, and the openings of the outer shock absorber 100 and the inner shock absorber 200 are opposite to each other. The inner shock absorber 200 is movably disposed in the outer shock absorber 100 along its axial direction and communicates with the outer shock absorber 100.

[0046] When the wheel is bumped and undulates, the outer shock absorber 100 moves up and down with the wheel, and the inner shock absorber 200 and the outer shock absorber 100 are relatively displaced.

[0047] The shock absorber provided in this application embodiment also includes: oil, which is filled in the inner shock absorber 200 and the outer shock absorber 100.

[0048] refer to Figure 2 and Figure 3 The shock absorber provided in this application embodiment also includes a damping rod 300 having a cavity.

[0049] The central axis of the damping rod 300 coincides with the central axis of the outer damping cylinder 100. The first end of the damping rod 300 along its axial direction is fixedly connected to the outer damping cylinder 100 and to the closed end of the outer damping cylinder 100. The second end of the damping rod 300 along its axial direction extends toward the opening of the outer damping cylinder 100 and extends from the opening of the inner damping cylinder 200 into the inner damping cylinder 200. The damping rod 300 moves with the movement of the outer damping cylinder 100 and moves relative to the inner damping cylinder 200 within the inner damping cylinder 200.

[0050] Specifically, when the outer damping cylinder 100 moves upward relative to the inner damping cylinder 200, the damping rod 300 moves upward relative to the inner damping cylinder 200; conversely, when the outer damping cylinder 100 moves downward relative to the inner damping cylinder 200, the damping rod 300 moves downward relative to the inner damping cylinder 200.

[0051] The damping rod 300 is also provided with a plurality of throttling holes 301 distributed at intervals along its axial direction. The throttling holes 301 are used to connect the cavity of the damping rod 300 and the chamber of the inner shock absorber 200.

[0052] refer to Figure 2 and Figure 3 The shock absorber provided in this application embodiment also includes an elastic element.

[0053] An elastic element is disposed in the inner damping cylinder 200. One end of the elastic element along its elastic extension direction abuts against the inner wall of the closed end of the inner damping cylinder 200, and the other end of the elastic element along its elastic extension direction abuts against the second end of the damping rod 300. When the inner damping cylinder 200 and the outer damping cylinder 100 undergo relative displacement, the elastic element undergoes elastic compression or elastic rebound. The compression or rebound of the elastic element can provide a buffering force for the damper in the compressed or restored state.

[0054] refer to Figure 2 and Figure 3 The shock absorber provided in this application embodiment also includes: valve stem 500.

[0055] The valve stem 500 is disposed in the inner damping cylinder 200, and the central axis of the valve stem 500 coincides with the central axis of the inner damping cylinder 200. The valve stem 500 has a third end and a fourth end opposite to each other along its axial direction. The third end of the valve stem 500 is connected to the elastic element, and the fourth end of the valve stem 500 extends toward the second end of the damping rod 300.

[0056] The second end of the damping rod 300 has an opening, and the fourth end of the valve stem 500 extends into the cavity of the damping rod 300 through the opening and is used to block the throttling orifice 301. When the relative displacement between the inner damping cylinder 200 and the outer damping cylinder 100 is small, the extension amount of the valve stem 500 is small, and the area of ​​the throttling orifice 301 that the valve stem 500 can block is small. When the relative displacement between the inner damping cylinder 200 and the outer damping cylinder 100 is large, the extension amount of the valve stem 500 is large, and the area of ​​the throttling orifice 301 that the valve stem 500 can block is large.

[0057] The damping force of the shock absorber mainly comes from the fluid resistance generated when the oil flows through the throttle orifice 301, which is essentially energy dissipation. When the inner shock absorber 200 and the outer shock absorber 100 are relatively displaced, the valve stem 500 can change the area of ​​the throttle orifice 301 it blocks according to the magnitude of the relative displacement, thereby achieving the purpose of changing the fluid resistance of the oil.

[0058] When a vehicle passes through a high-frequency, low-amplitude road surface (such as a gravel road or a small bumpy section), the relative displacement between the inner shock absorber 200 and the outer shock absorber 100 is small but the movement frequency is high; when a vehicle encounters a large impact scenario (such as a pothole or a step), the relative displacement between the inner shock absorber 200 and the outer shock absorber 100 is large.

[0059] The relative displacement between the inner shock absorber 200 and the outer shock absorber 100 determines the depth to which the valve stem 500 extends into the cavity of the damping rod 300. A small relative displacement results in less energy absorbed by the elastic element, less compression of the elastic element, and a smaller extension of the valve stem 500. This leads to a smaller area of ​​the throttling orifice 301 that the valve stem 500 can block, resulting in a larger throttling area and a lower oil flow rate. This provides small damping for the vehicle, ensuring that the shock absorber responds quickly to minor vibrations, preventing the transmission of bumps to the vehicle body, and improving driving comfort.

[0060] With a large relative displacement, the elastic element can absorb more energy, has a large compression of the elastic element, a large extension of the valve stem 500, and the valve stem 500 can block a large area of ​​the throttling orifice 301. With a small throttling area and high oil flow rate, it can provide large damping for the vehicle to ensure that the shock absorber can provide sufficient support to absorb the impact and prevent the shock absorber from bottoming out or the vehicle from losing control.

[0061] Therefore, the shock absorber provided in this application embodiment can automatically adjust the required damping force according to the road surface conditions, so as to achieve the purpose of automatic damping adjustment under complex road conditions.

[0062] It should be noted that the shock absorber provided in this application embodiment can achieve the purpose of automatically adjusting the damping according to changes in road conditions without any electronic control equipment. It has a simple structure, low cost and small space occupation, and can be applied to small vehicles (such as electric two-wheelers and electric scooters).

[0063] The shock absorber provided in this application will be further described below through Embodiment 1 and Embodiment 2.

[0064] Example 1:

[0065] refer to Figure 1 and Figure 2 In this embodiment, the elastic element includes a first spring 400.

[0066] The third end of the valve stem 500 is provided with a first valve stem seat 501, which is connected to the inner wall of the top of the inner damping cylinder 200. The top of the inner damping cylinder 200 is far away from the opening of the outer damping cylinder 100, and the top of the inner damping cylinder 200 is a closed end.

[0067] The first spring 400 is sleeved on the outer periphery of the valve stem 500, and the two ends of the first spring 400 along its elastic extension direction abut against the first valve stem seat 501 and the second end of the damping rod 300, respectively.

[0068] refer to Figure 4 , Figure 4 This is a diagram showing the state of the shock absorber providing small damping when the vehicle passes over a high-frequency, low-amplitude road surface (such as a gravel road or a small bumpy section). At this time, the relative displacement between the inner shock absorber 200 and the outer shock absorber 100 is small, the compression of the first spring 400 is small, the extension of the valve stem 500 is small, the number of throttling orifices 301 blocked by the valve stem 500 from top to bottom is small, the area of ​​the blocked throttling orifices 301 is small, and the throttling area is large, thus providing small damping for the vehicle.

[0069] refer to Figure 3 , Figure 3 This is a diagram showing the state of the shock absorber providing high damping when the vehicle encounters a large impact scenario (such as potholes or steps). At this time, the relative displacement between the inner shock absorber 200 and the outer shock absorber 100 is large, the compression of the first spring 400 is large, the valve stem 500 extends a large amount, and the valve stem 500 blocks a large number of throttling orifices 301 from top to bottom. The area of ​​the blocked throttling orifices 301 is large, and the throttling area is small, thus providing sufficient damping for the vehicle, dissipating the absorption capacity of the first spring 400, and suppressing the vibration of the first spring 400.

[0070] In this embodiment, the fourth end of the valve stem 500 is used to block the throttling orifice 301, and an elastic sealing ring is also provided on the outer periphery of the fourth end of the valve stem 500. The elastic sealing ring abuts against the inner wall of the cavity of the damping rod 300.

[0071] The elastic sealing ring enables the fourth end of the valve stem 500 to achieve a gap seal with the inner wall of the cavity of the damping rod 300, ensuring that the valve stem 500 can block the throttling orifice 301.

[0072] In this embodiment, multiple throttling orifices 301 can be distributed at equal intervals to make the oil flow more uniform and ensure the smoothness of damping force changes.

[0073] In this embodiment, the orifices 301 have the same diameter, which makes the flow of oil more uniform and ensures the smoothness of the damping force change.

[0074] Alternatively, multiple throttling orifices 301 can be distributed at different intervals.

[0075] The spacing of the multiple throttling orifices 301 can be adjusted according to the actual required damping force.

[0076] In the direction from the second end of the damping rod 300 to the first end of the damping rod 300, the spacing between the multiple throttling orifices 301 can be gradually increased or decreased to adapt to various actual situations.

[0077] Alternatively, the diameters of the multiple throttling orifices 301 can be different.

[0078] The diameter of the multiple throttling orifices 301 can be adjusted according to the actual required damping force.

[0079] In the direction from the second end of the damping rod 300 to the first end of the damping rod 300, the diameter of the multiple throttling orifices 301 gradually increases or decreases to adapt to various actual situations.

[0080] Continue to refer to Figure 3 and Figure 4 In this embodiment, the shock absorber also includes a one-way valve 700.

[0081] The one-way valve 700 is fixedly installed in the inner damping cylinder 200, close to the opening of the inner damping cylinder 200, and sleeved on the outer periphery of the damping rod 300; when the inner damping cylinder 200 and the outer damping cylinder 100 are relatively displaced, the one-way valve 700 and the damping rod 300 are relatively displaced.

[0082] A sealing ring 302 is also provided on the outer periphery of the second end of the damping rod 300.

[0083] In the inner damping cylinder 200, the chamber between the sealing ring 302 and the closed end of the inner damping cylinder 200 is the liquid storage chamber A, and the chamber between the sealing ring 302 and the one-way valve 700 is the restoration chamber B.

[0084] In the outer shock absorber 100, the chamber between the one-way valve 700 and the closed end of the outer shock absorber 100 is the compression chamber C.

[0085] When the shock absorber is in compression, the outer damping cylinder 100 moves upward relative to the inner damping cylinder 200, the one-way valve 700 opens, and oil is squeezed from the compression chamber C into the recovery chamber B, thereby reducing the initial compression damping of the shock absorber and improving its response speed. At this time, the throttling orifice 301 does not function, preventing the shock absorber from throttling.

[0086] When the shock absorber is in the rebound state, the outer shock absorber 100 moves downward relative to the inner shock absorber 200, and the one-way valve 700 closes. The one-way valve 700 is used to prevent the oil in the compression chamber C from flowing into the recovery chamber B, and the recovery chamber B forms a high-pressure sealed chamber. At this time, the oil in the damping rod 300 is squeezed out from the throttle hole 301, providing sufficient damping for the vehicle, so that the first spring 400 absorbs the impact energy and rebounds smoothly.

[0087] Continue to refer to Figure 3 and Figure 4 In this embodiment, a flange 303 is provided on the outer periphery of the second end of the damping rod 300. An annular groove is provided on the flange 303. The shape and size of the annular groove are adapted to the sealing ring 302, so that the sealing ring 302 is fitted in the annular groove. A portion of the sealing ring 302 protrudes out of the annular groove and abuts against the inner peripheral wall of the inner shock absorber 200. This improves the connection firmness of the sealing ring 302 while ensuring the sealing effect of the sealing ring 302.

[0088] Continue to refer to Figure 3 and Figure 4 In this embodiment, the shock absorber further includes a connector 101.

[0089] The closed end of the outer shock absorber 100 has a connecting through hole, and the first end of the damping rod 300 has a connecting hole. The central axes of the connecting hole and the connecting through hole coincide. The connector 101 is connected to the connecting through hole and extends into the outer shock absorber 100 from the connecting through hole and continues to be connected to the connecting hole, so that the first end of the damping rod 300 is fixedly connected in the outer shock absorber 100.

[0090] Continue to refer to Figure 3 and Figure 4 In this embodiment, the shock absorber further includes a damping seat 102, which is disposed in the outer shock absorber cylinder 100, located on the inner wall of the closed end of the outer shock absorber cylinder 100, and sleeved on the first end of the damping rod 300.

[0091] When the vehicle encounters a large impact scenario (such as potholes or steps), the damping seat 102 is used to prevent the inner shock absorber 200 from hitting the bottom hard when it comes into contact with the outer shock absorber 100.

[0092] Continue to refer to Figure 3 and Figure 4 In this embodiment, the shock absorber also includes a negative pressure spring 800.

[0093] The negative pressure spring 800 is installed in the inner shock absorber 200 and sleeved on the outer periphery of the damping rod 300, located between the first end and the second end of the damping rod 300.

[0094] The negative pressure spring 800 can work in conjunction with the first spring 400 to adjust the initial support force of the shock absorber by adjusting the initial compression of the first spring 400, thereby improving the comfort when going over bumps.

[0095] Continue to refer to Figure 3 and Figure 4 In this embodiment, the shock absorber further includes an oil seal 103 and a dust seal 104.

[0096] The inner wall of the outer shock absorber 100 has a first mounting groove and a second mounting groove. The first mounting groove is away from the opening of the outer shock absorber 100, and the second mounting groove is close to the opening of the outer shock absorber 100. Both the first mounting groove and the second mounting groove are annular grooves.

[0097] Oil seal 103 is disposed in the first mounting groove, and dust seal 104 is disposed in the second mounting groove. Oil seal 103 is used to seal the outer shock absorber 100 to prevent oil from flowing out of the inner shock absorber 200 and the outer shock absorber 100. Dust seal 104 is used to further seal the outer shock absorber 100 to prevent external dust, impurities or moisture from entering the inner shock absorber 200 and the outer shock absorber 100.

[0098] Some of the dust seal 104 overflows from the second mounting groove and surrounds the outer periphery of the inner shock absorber 200, improving the sealing effect of the dust seal 104.

[0099] Example 2:

[0100] refer to Figure 5 and Figure 6 In this embodiment, the elastic element includes a first spring 400 and a second spring 600.

[0101] A first valve stem seat 501 is provided at the third end of the valve stem 500. The first valve stem seat 501 has a first end face and a second end face along the axial direction of the valve stem 500.

[0102] The inner shock absorber 200 is provided with a first spring seat 401 and a second spring seat 402. The first spring seat 401 is fixedly connected to the first end face, and the second spring seat 402 is fixedly disposed on the inner wall of the closed end of the inner shock absorber 200. The two ends of the first spring 400 along its elastic extension direction are respectively connected to the first spring seat 401 and the second spring seat 402, so that the two ends of the first spring 400 along its elastic extension direction abut against the inner wall and the first end face of the inner shock absorber 200, respectively.

[0103] The second spring 600 is sleeved on the outer periphery of the valve stem 500, and the two ends of the second spring 600 along its elastic extension direction abut against the second end face and the second end of the damping rod 300, respectively.

[0104] Unlike Embodiment 1, when the inner damping cylinder 200 and the outer damping cylinder 100 are relatively displaced, the first spring 400 and the second spring 600 are compressed simultaneously. When the second spring 600 is compressed to its limit, the first spring 400 intervenes alone. The second spring 600 can cooperate with the first spring 400 to adjust the stiffness of the overall spring of the system.

[0105] Meanwhile, the design of the second spring 600 can also adjust the setting position of the valve stem 500, reduce the size of the valve stem 500, and avoid increasing the overall volume of the shock absorber.

[0106] refer to Figure 8 , Figure 8 This is a diagram showing the state of the shock absorber providing small damping when the vehicle passes over a high-frequency, low-amplitude road surface (such as a gravel road or a small bumpy section). At this time, the relative displacement between the inner shock absorber 200 and the outer shock absorber 100 is small, the compression of the first spring 400 is small, and the second spring 600 acts as the main buffer. At this time, the valve stem 500 extends into the vehicle in a small amount, and the number of throttling orifices 301 blocked by the valve stem 500 from top to bottom is small. The area of ​​the throttling orifices 301 blocked by the valve stem 500 is small, and the throttling area is large, thus providing small damping for the vehicle.

[0107] refer to Figure 7 , Figure 7 This diagram illustrates the state of the shock absorber providing high damping when a vehicle encounters a large impact scenario (such as potholes or steps). At this time, the relative displacement between the inner shock absorber 200 and the outer shock absorber 100 is large, the second spring 600 is compressed to its limit, and the first spring 400 is compressed significantly. The valve stem 500 extends a large distance into the vehicle, and the valve stem 500 blocks a large number of throttling orifices 301 from top to bottom. The blocked throttling orifices 301 have a large area and a small throttling area, thus providing sufficient damping for the vehicle, dissipating the absorption capacity of the first spring 400 and the second spring 600, and suppressing the vibration of the first spring 400 and the second spring 600.

[0108] This application also provides a vehicle including the shock absorber described above.

[0109] The vehicles may include electric two-wheelers or electric scooters.

[0110] In summary, this application provides a shock absorber and a vehicle. The shock absorber includes: an outer shock absorber 100, an inner shock absorber 200, a damping rod 300 with a cavity, an elastic element, and a valve stem 500. The inner shock absorber 200 is movably disposed in the outer shock absorber 100 along its axial direction and communicates with the outer shock absorber 100. Both the inner shock absorber 200 and the outer shock absorber 100 are filled with oil. The first end of the damping rod 300 along its axial direction is fixedly connected to the outer shock absorber 100, and the second end of the damping rod 300 along its axial direction extends into the inner shock absorber 200. The damping rod 300 is also provided with a plurality of throttling holes 301 spaced apart along its axial direction. The elastic element... An elastic element is disposed in the inner damping cylinder 200. Both ends of the elastic element along its elastic extension direction abut against the inner wall of the inner damping cylinder 200 and the second end of the damping rod 300, respectively. The second end of the damping rod 300 has an opening. A valve stem 500 is disposed in the inner damping cylinder 200. The third end of the valve stem 500 along its axial direction is connected to the elastic element. The fourth end of the valve stem 500 along its axial direction extends into the cavity of the damping rod 300 from the opening and is used to block the throttling orifice 301. The valve stem 500 is also used to change the area of ​​the throttling orifice 301 it blocks according to the magnitude of the relative displacement when the inner damping cylinder 200 and the outer damping cylinder 100 undergo relative displacement, so as to change the flow resistance of the oil.

[0111] When a vehicle passes over a high-frequency, low-amplitude road surface (such as a gravel road or a small bumpy section), the relative displacement between the inner shock absorber 200 and the outer shock absorber 100 is small, the elastic element absorbs less energy, the elastic element compresses less, the valve stem 500 extends less, the area of ​​the throttling orifice 301 that the valve stem 500 can block is small, the throttling area is large, and the oil flow rate is low, which can provide small damping for the vehicle, ensure that the shock absorber responds quickly to small vibrations, avoids the transmission of bumps to the vehicle body, and improves driving comfort.

[0112] When a vehicle encounters a large impact (such as potholes or steps), the relative displacement between the inner shock absorber 200 and the outer shock absorber 100 is large, the elastic element can absorb more energy, the elastic element has a large compression, the valve stem 500 extends a large distance, the valve stem 500 can block a large area of ​​the throttling orifice 301, the throttling area is small, the oil flow rate is high, which can provide large damping for the vehicle, so as to ensure that the shock absorber can provide sufficient support to absorb the impact and prevent the shock absorber from bottoming out or the vehicle body from losing control.

[0113] Therefore, the shock absorber provided in this application embodiment can automatically adjust the required damping force according to the road surface conditions, so as to achieve the purpose of automatic damping adjustment under complex road conditions.

[0114] Meanwhile, the shock absorber provided in this application embodiment can achieve the purpose of automatically adjusting the damping according to changes in road conditions without any electronic control equipment. It has a simple structure, low cost and small space occupation, and can be applied to small vehicles (such as electric two-wheelers and electric scooters).

[0115] The various embodiments or embodiments in this specification are described in a progressive manner. Each embodiment focuses on the differences from other embodiments, and the same or similar parts between the various embodiments can be referred to each other.

[0116] It should be noted that the terms "one embodiment," "embodiment," "exemplary embodiment," "some embodiments," etc., mentioned in the specification indicate that the described embodiment may include a specific feature, structure, or characteristic, but not every embodiment necessarily includes that specific feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Moreover, when a specific feature, structure, or characteristic is described in connection with an embodiment, implementing such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not, is within the knowledge scope of those skilled in the art.

[0117] Generally speaking, terms should be understood at least in part by their use in context. For example, at least in part by context, the term "one or more" as used in the text can be used to describe any feature, structure, or characteristic of the singular meaning, or a combination of features, structures, or characteristics of the plural meaning. Similarly, at least in part by context, terms such as "a" or "the" can also be understood to convey either singular or plural usage.

[0118] It should be readily understood that the terms “on,” “above,” and “on top of” in this disclosure should be interpreted in the broadest possible sense, such that “on” means not only “directly on something” but also “on something” with an intermediate feature or layer therebetween, and that “above” or “on top of” means not only “on top of something” but also “on top of something” without an intermediate feature or layer therebetween (i.e., directly on something).

[0119] Furthermore, for ease of explanation, spatially relative terms such as "below," "below," "under," "above," and "above" may be used to describe the relationship of one element or feature relative to other elements or features as shown in the figures. Spatially relative terms are intended to encompass different orientations of the device in use or operation other than those shown in the figures. The device may have other orientations (rotated 90 degrees or in other orientations), and the spatially relative descriptive terms used herein may be interpreted accordingly.

[0120] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A shock absorber, characterized in that, include: External shock absorber; as well as, An inner shock absorber is movably disposed in the outer shock absorber along its axial direction and communicates with the outer shock absorber. Both the inner and outer shock absorbers are filled with oil. A damping rod with a cavity, wherein a first end of the damping rod along its axial direction is fixedly connected to the outer shock absorber, and a second end of the damping rod along its axial direction extends into the inner shock absorber; and a plurality of throttling holes are provided on the damping rod at intervals along its axial direction. A first spring is disposed in the inner shock absorber. One end of the first spring along its elastic extension direction is fixedly connected to the inner shock absorber, and the other end of the first spring along its elastic extension direction abuts against the second end. A valve stem is disposed in the inner damping cylinder. The third end of the valve stem along its axial direction is connected to the first spring. The fourth end of the valve stem along its axial direction extends from the second end into the cavity of the damping rod and is used to block the throttling orifice. The valve stem is also used to change the area of ​​the throttling orifice it blocks according to the magnitude of the relative displacement when the inner damping cylinder and the outer damping cylinder are relatively displaced, so as to change the flow resistance of the oil.

2. The shock absorber according to claim 1, characterized in that, The shock absorber also includes: a second spring; The third end of the valve stem is provided with a first valve stem seat, the first valve stem seat having a first end face and a second end face along the axial direction of the valve stem, and the other end of the first spring along its elastic extension and contraction direction abuts against the first end face. The second spring is sleeved on the outer periphery of the valve stem, and the two ends of the second spring along its elastic extension direction abut against the second end face and the second end, respectively.

3. The shock absorber according to claim 2, characterized in that, The shock absorber further includes: a first spring seat and a second spring seat; Both the first spring seat and the second spring seat are disposed in the inner shock absorber cylinder; The first spring seat is fixedly connected to the first end face, and the second spring seat is fixedly disposed at the top end of the inner shock absorber, the top end being away from the outer shock absorber. The two ends of the first spring along its elastic extension direction are respectively connected to the first spring seat and the second spring seat.

4. The shock absorber according to claim 1, characterized in that, An elastic sealing ring is provided on the outer periphery of the fourth end of the valve stem, and the elastic sealing ring abuts against the inner wall of the cavity.

5. The shock absorber according to claim 1, characterized in that, The plurality of said throttling orifices are distributed at equal intervals; and / or, The orifices described herein have the same diameter.

6. The shock absorber according to claim 1, characterized in that, The multiple throttling orifices are distributed at different distances; and / or, The orifices have different diameters.

7. The shock absorber according to claim 1, characterized in that, The shock absorber also includes: a one-way valve; The one-way valve is disposed in the inner damping cylinder and sleeved on the outer periphery of the damping rod; A sealing ring is also provided on the outer periphery of the second end of the damping rod, and the sealing ring and the one-way valve form a recovery chamber in the inner shock absorber. The one-way valve is used to allow the oil to be squeezed into the recovery chamber when the shock absorber is in a compressed state, and to prevent the oil from flowing into the recovery chamber when the shock absorber is in a rebound state.

8. The shock absorber according to claim 7, characterized in that, The second end of the damping rod is provided with a flange on its outer periphery, and an annular groove is provided on the flange. The sealing ring is disposed in the annular groove, and part of the sealing ring protrudes out of the annular groove and abuts against the inner peripheral wall of the inner shock absorber.

9. The shock absorber according to claim 1, characterized in that, The shock absorber further includes a damping seat, which is disposed in the outer shock absorber cylinder and sleeved on the first end of the damping rod.

10. A vehicle, characterized in that, Includes the shock absorber as described in any one of claims 1-9.

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