Front shock absorber of heavy cross-country motorcycle

Abstract

The utility model discloses a front shock absorber of a heavy cross-country motorcycle, and relates to the field of shock absorbers. Comprising a sleeve set and a lower fixing foot, a limiting table is arranged on the inner wall of the lower fixing foot and used for stopping the sleeve set and a fixing base, a low-speed oil way and a high-speed oil way are arranged in the sleeve set, and an adjusting structure matched with the fixing base is arranged in the lower fixing foot. The adjusting structure comprises a high-speed compression adjusting assembly and a low-speed compression adjusting assembly, the high-speed compression adjusting assembly is used for adjusting the oil passing amount in the high-speed oil way, and the low-speed compression adjusting assembly is inserted into the high-speed compression adjusting assembly and used for adjusting the oil passing amount in the low-speed oil way. The high-low speed compression damping can be adjusted only by adjusting the low-speed compression adjusting assembly and the high-speed compression adjusting assembly through tools, adjustment is easy, user requirements can be well met, and the adjusting range is large.

Description

Technical Field

[0001] This utility model relates to shock absorbers, and more particularly to a front shock absorber for heavy-duty off-road motorcycles. Background Technology

[0002] High-speed and low-speed compression damping are two important adjustment parameters in a shock absorption system. They change the damping value by altering the flow of hydraulic oil within the shock absorber. By independently adjusting these two parameters, riders can fine-tune the shock absorber's performance to suit different riding conditions and needs, adapting to various road surfaces and riding scenarios. For example, adjusting the low-speed compression damping can affect the rider's height and grip when traversing small bumps or potholes, while the high-speed compression damping affects the rider's stability and stiffness when cornering at high speeds or encountering dips.

[0003] In existing heavy-duty off-road motorcycles, due to the fixed lower foot structure, the shock absorber cannot integrate high-speed compression damping adjustment and low-speed compression damping adjustment in one place. Usually, adjustment knobs are set at the upper and lower ends of the shock absorber to adjust the high-speed compression damping and low-speed compression damping. This adjustment method is very troublesome, requiring users to constantly change the adjustment position, which is difficult to adjust and cannot meet the needs of users. Utility Model Content

[0004] This invention addresses the challenge that, due to the fixed lower foot structure, shock absorbers in heavy-duty off-road motorcycles cannot integrate high-speed and low-speed compression damping adjustments in one place, making adjustment difficult and failing to meet user needs. It provides a front shock absorber for heavy-duty off-road motorcycles.

[0005] To achieve the above objectives, this utility model provides the following technical solution:

[0006] A front shock absorber for heavy-duty off-road motorcycles includes a sleeve assembly, a fixing seat fixedly fitted with the sleeve assembly, and a lower fixing foot sleeved on one end of the sleeve assembly. The inner wall of the lower fixing foot is provided with a limiting platform for stopping the sleeve assembly and the fixing seat. The sleeve assembly has a low-speed oil circuit and a high-speed oil circuit. The lower fixing foot has an adjustment structure that is installed and fitted with the fixing seat. The adjustment structure includes a high-speed compression adjustment component for adjusting the oil flow in the high-speed oil circuit and a low-speed compression adjustment component inserted into the high-speed compression adjustment component for adjusting the oil flow in the low-speed oil circuit.

[0007] As described above, in the front shock absorber of a heavy-duty off-road motorcycle, the sleeve assembly includes an inner oil pipe and a fork pipe sleeved on the inner oil pipe. An outer cavity is formed between the inner oil pipe and the fork pipe. The inner oil pipe is provided with an inner cavity. The fixing seat is fixed to the outer cavity. The adjustment structure is located inside the inner oil pipe.

[0008] As described above, in the front shock absorber of a heavy-duty off-road motorcycle, the lower fixed foot is provided with a retaining ring, which is used to prevent the adjustment structure from disengaging from the lower fixed foot.

[0009] As described above, in the front shock absorber of a heavy-duty off-road motorcycle, the high-speed compression adjustment component is provided with a limiting buckle. The limiting buckle abuts against the low-speed compression adjustment component and is used to prevent the low-speed compression adjustment component from disengaging from the high-speed compression adjustment component.

[0010] As described above, in the front shock absorber of a heavy-duty off-road motorcycle, the high-speed compression adjustment assembly includes a high-speed compression adjustment shaft and a compression main piston. The compression main piston has a first oil guide channel, and an oil guide gap is provided between the fixed seat and the adjustment structure. The fixed seat has a first oil guide hole that connects the outer cavity and the inner cavity. The first oil guide channel, the oil guide gap, and the first oil guide hole together form a high-speed oil circuit. The high-speed compression adjustment shaft has a second oil guide channel and a second oil guide hole. The second oil guide channel, the oil guide gap, the second oil guide hole, and the first oil guide hole together form a low-speed oil circuit.

[0011] As described above, the front shock absorber for heavy-duty off-road motorcycles includes a high-speed compression adjustment assembly that further comprises a first elastic element, a main compression piston, and a compression damping valve plate disposed at one end of the main compression piston. When the high-speed compression adjustment shaft rotates relative to the lower fixed foot, the first elastic element presses or releases the compression damping valve plate to adjust the oil flow rate of the first oil guide channel.

[0012] As described above, in the front shock absorber of a heavy-duty off-road motorcycle, the low-speed compression adjustment assembly includes a low-speed compression adjustment shaft inserted into the high-speed compression adjustment shaft. When the low-speed compression adjustment shaft rotates relative to the lower fixed foot relative to the high-speed compression adjustment shaft, the low-speed compression adjustment shaft blocks or opens the second oil guide channel to adjust the oil flow rate of the second oil guide channel.

[0013] As described above, the front shock absorber for heavy-duty off-road motorcycles includes a high-speed compression adjustment assembly further comprising a spinning washer and a pre-compression washer sleeved on the high-speed compression adjustment shaft core. One end of the first elastic member abuts against the spinning washer, and the other end abuts against the pre-compression washer. The end of the pre-compression washer away from the first elastic member abuts against the compression damping valve plate.

[0014] As described above, the front shock absorber for heavy-duty off-road motorcycles also includes a return oil passage inside the main compression piston. A one-way valve assembly is provided at the end of the main compression piston away from the compression damping valve plate. The one-way valve assembly includes a one-way valve mounting seat and a one-way valve plate that unidirectionally guides the return oil passage. A one-way valve elastic element is provided between the one-way valve mounting seat and the one-way valve plate.

[0015] As described above, in the front shock absorber of a heavy-duty off-road motorcycle, the low-speed compression adjustment shaft is provided with a first indicator, and the inner wall of the high-speed compression adjustment shaft is provided with a first groove corresponding to the first indicator. When the low-speed compression adjustment shaft rotates relative to the high-speed compression adjustment shaft, the first indicator abuts against the first groove and emits a striking sound. The high-speed compression adjustment shaft is provided with a second indicator, and the inner wall of the lower fixed foot is provided with a second groove corresponding to the second indicator. When the high-speed compression adjustment shaft rotates relative to the lower fixed foot, the second indicator abuts against the second groove and emits a striking sound.

[0016] Compared with existing technologies, the beneficial effects of this technical solution are as follows:

[0017] With the structure of this utility model, since the limiting platform is used to stop the top sleeve assembly and the fixed seat, and the lower fixed foot is provided with an adjustment structure that is installed and cooperates with the fixed seat, the adjustment structure includes a high-speed compression adjustment component for adjusting the hydraulic oil flow in the high-speed oil circuit and a low-speed compression adjustment component for adjusting the hydraulic oil flow in the low-speed oil circuit. When it is necessary to adjust the high and low speed compression damping, it is only necessary to use tools to adjust the low-speed compression adjustment component and the high-speed compression adjustment component respectively to complete the adjustment of the high and low speed compression damping. The adjustment is relatively simple, can better meet the user's needs, and has a large adjustment range.

[0018] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this utility model 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 only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a cross-sectional view of the fully enclosed high and low speed compression damping of this utility model.

[0021] Figure 2 yes Figure 1 A partial schematic diagram;

[0022] Figure 3 This is an exploded structural diagram of the present invention;

[0023] Figure 4 This is an exploded view of the adjustment structure of this utility model.

[0024] Figure 5This is a schematic diagram of the high-speed compression adjustment shaft core structure of this utility model;

[0025] Figure 6 This is a schematic diagram of the fixing base structure of this utility model;

[0026] Figure 7 This is a schematic diagram of the compression main piston structure of this utility model;

[0027] Figure 8 This is a schematic diagram of the lower fixed foot structure of this utility model;

[0028] Figure 9 This is a three-dimensional structural schematic diagram of the present invention;

[0029] Figure 10 This is a cross-sectional view of the high and low speed compression damping of this utility model with the damping fully open.

[0030] Figure 11 yes Figure 10 A partial schematic diagram in B. Detailed Implementation

[0031] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0032] like Figures 1 to 11The diagram shows a front shock absorber for a heavy-duty off-road motorcycle, comprising a sleeve assembly 1, a fixing seat 4 fixedly fitted to the sleeve assembly 1, and a lower fixing foot 3 fitted onto one end of the sleeve assembly 1. The inner wall of the lower fixing foot 3 is provided with a limiting platform 31, which is used to stop the sleeve assembly 1 and the fixing seat 4. The sleeve assembly 1 is provided with a low-speed oil passage 6 and a high-speed oil passage 7. The lower fixing foot 3 is provided with an adjustment structure 2 that is installed and fitted to the fixing seat 4. The adjustment structure 2 includes a high-speed compression adjustment component 21 for adjusting the oil flow in the high-speed oil passage 7 and a low-speed compression adjustment component 22 inserted into the high-speed compression adjustment component 21 for adjusting the oil flow in the low-speed oil passage 6. Since the limiting platform is used to stop the top sleeve assembly and the fixed seat, and the lower fixed foot 3 is provided with an adjustment structure 2 that is installed and cooperates with the fixed seat 4, the adjustment structure 2 includes a high-speed compression adjustment component 21 for adjusting the hydraulic oil flow in the high-speed oil circuit 7 and a low-speed compression adjustment component 22 for adjusting the hydraulic oil flow in the low-speed oil circuit 6. When it is necessary to adjust the high and low speed compression damping, it is only necessary to use tools to adjust the low-speed compression adjustment component and the high-speed compression adjustment component respectively to complete the adjustment of the high and low speed compression damping. The adjustment is relatively simple, can better meet the user's needs, and has a large adjustment range.

[0033] As a specific embodiment and not a limitation, the sleeve assembly 1 includes an inner oil pipe 12 and a fork pipe 11 sleeved on the inner oil pipe 12. An outer cavity 14 is formed between the inner oil pipe 12 and the fork pipe 11. The inner oil pipe 12 is provided with an inner cavity 13. The fixing seat 4 is fixed to the outer cavity 14, and the adjusting structure 2 is disposed inside the inner oil pipe 12. The fixing seat 4 separates the outer cavity 14 and the inner cavity 13, and both the inner cavity 13 and the outer cavity 14 contain hydraulic oil.

[0034] Furthermore, the sleeve assembly 1 also includes an outer tube 15 sleeved on the fork tube 11. The outer tube 15 is provided with a restoring main piston 151, which is inserted into the inner cavity 13. When the outer tube 15 moves close to the fork tube 11, hydraulic oil flows from the inner cavity 13 to the outer cavity 14. When the outer tube 15 moves away from the fork tube 11, hydraulic oil flows from the outer cavity 14 to the inner cavity 13.

[0035] As a specific implementation and not a limitation, to prevent the adjusting structure 2 from detaching from the lower fixed foot 3, the lower fixed foot 3 is provided with a fixing ring 32. The fixing ring 32 is used to restrict the adjusting structure 2 from detaching from the lower fixed foot 3. The fixing ring 32 is threadedly fixed to the inner wall of the lower fixed foot 3. After the adjusting structure 2 is installed on the inner wall of the lower fixed foot 3, the fixing ring 32 is then fixed inside the lower fixed foot 3 to prevent the adjusting structure 2 from detaching from the lower fixed foot 3.

[0036] Furthermore, in order to prevent the low-speed compression adjustment component 22 from disengaging from the high-speed compression adjustment component 21, the high-speed compression adjustment component 21 is provided with a limiting buckle 217, which abuts against the low-speed compression adjustment component 22 and is used to restrict the low-speed compression adjustment component 22 from disengaging from the high-speed compression adjustment component 21.

[0037] As a specific embodiment and not a limitation, the high-speed compression adjustment assembly 21 includes a high-speed compression adjustment shaft core 211 and a compression main piston 213. The compression main piston 213 is provided with a first oil guide channel 2131. An oil guide gap 8 is provided between the fixed seat 4 and the adjustment structure 2. The fixed seat 4 is provided with a first oil guide hole 41 that connects the outer cavity 14 and the inner cavity 13. The first oil guide channel 2131, the oil guide gap 8 and the first oil guide hole 41 together form a high-speed oil circuit 7. The high-speed compression adjustment shaft core 211 is provided with a second oil guide channel 2111 and a second oil guide hole 2112. The second oil guide channel 2111, the oil guide gap 8, the second oil guide hole 2112 and the first oil guide hole 41 together form a low-speed oil circuit 6.

[0038] Furthermore, in order to adjust the high-speed compression damping, the high-speed compression adjustment assembly 21 includes a high-speed compression adjustment shaft 211, a first elastic element 212, a compression main piston 213, and a compression damping valve plate 216 disposed at one end of the compression main piston 213. The compression main piston 213 is provided with a first oil guide channel 2131. When the high-speed compression adjustment shaft 211 rotates relative to the lower fixed foot 3, the first elastic element 212 presses or releases the compression damping valve plate 216 and is used to adjust the oil flow rate of the first oil guide channel 2131. The first elastic element 212 is an elastic medium, such as a spring or rubber sponge. Preferably, a spring is used. The high-speed compression adjusting shaft 211 is provided with an external tool position, such as a hexagon. When the tool is fitted onto the external tool position of the high-speed compression adjusting shaft 211 and rotated, the first elastic element 212 will press or release the compression damping valve plate 216, thereby adjusting the preload of the compression damping valve plate 216 by the first elastic element 212, and controlling the oil flow rate of the compression damping valve plate to achieve the purpose of adjusting the high-speed compression damping force. In this application, the preload of the compression damping valve plate 216 by the first elastic element 212 is the preload medium of the metal rigidity of the elastic element itself. The preload medium can be changed by using any other shape of spring, such as a wave spring or a rubber sponge with self-contraction elasticity.

[0039] As a specific implementation and not a limitation, in order to achieve adjustment of low-speed compression damping, the high-speed compression adjusting shaft core 211 is provided with a second oil guide channel 2111, and the low-speed compression adjusting assembly 22 includes a low-speed compression adjusting shaft core 221 inserted into the high-speed compression adjusting shaft core 211. When the low-speed compression adjusting shaft core 221 rotates relative to the high-speed compression adjusting shaft core 211 and the lower fixed foot 3, the low-speed compression adjusting shaft core 221 blocks or opens the second oil guide channel 2111. The front end of the low-speed compression adjusting shaft 221 is a conical surface. The outer wall of the low-speed compression adjusting shaft 221 and the inner wall of the high-speed compression adjusting shaft 211 are threaded together. The end of the low-speed compression adjusting shaft 221 away from the conical surface is provided with an operating notch. When it is necessary to adjust the low-speed compression damping, a tool, such as a flathead screwdriver, is inserted into the operating notch and rotated, causing the low-speed compression adjusting shaft 221 to rotate relative to the high-speed compression adjusting shaft 211. Since the outer wall of the low-speed compression adjusting shaft 221 and the inner wall of the high-speed compression adjusting shaft 211 are threaded together, the low-speed compression adjusting shaft 221 will move closer to or further away from the second oil guide channel 2111 during rotation, thereby controlling the oil flow rate of the second oil guide channel 2111 to achieve the purpose of adjusting the low-speed compression damping.

[0040] To further achieve high-speed compression damping adjustment, the high-speed compression adjustment assembly 21 also includes a spinning pad 215 and a pre-compression pad 214 sleeved on the high-speed compression adjustment shaft core 211. One end of the first elastic member 212 abuts against the spinning pad 215, and the other end abuts against the pre-compression pad 214. The end of the pre-compression pad 214 away from the first elastic member 212 abuts against the compression damping valve plate 216. The inner wall of the spinning shim 215 is polygonal, preferably hexagonal, and the outer wall of the spinning shim 215 is threaded. The outer wall of the spinning shim 215 is threaded to the inner wall of the fixed seat 4. The spinning shim 215 is sleeved on the high-speed compression adjusting shaft core 211. When the high-speed compression adjusting shaft core 211 rotates relative to the lower fixed foot 3, the spinning shim 215 moves closer to or further away from the first oil guide channel 2131, which can control the preload of the first elastic element 212 on the compression damping valve plate 216, thereby controlling the oil flow rate of the compression damping valve plate 216 to achieve the purpose of adjusting the high-speed compression damping force.

[0041] As a specific implementation method and not a limitation, in order to ensure smooth recovery of the shock absorber after compression and to achieve the purpose of hydraulic oil circulation between the inner cavity 13 and the outer cavity 14, the compression main piston 213 is also provided with a return oil channel 2132. A one-way valve assembly 5 is provided at the end of the compression main piston 213 away from the compression damping valve plate 216. The one-way valve assembly 5 includes a one-way valve fixing seat 52 and a one-way valve plate 51 that unidirectionally connects to the return oil channel 2132. A one-way valve elastic element 53 is provided between the one-way valve fixing seat 52 and the one-way valve plate 51. Because the one-way valve assembly 5 is unidirectional, during the recovery of the shock absorber, as the hydraulic oil flows from the outer cavity 14 to the inner cavity 13, the hydraulic oil can easily pass through the return oil channel 2132 to open the one-way valve plate 51 and enter the inner cavity 13, forming a hydraulic oil circulation. The compression master piston 213 is a dual-channel unidirectional structure, including a first oil guide channel 2131 and a return oil channel 2132. The first oil guide channel 2131 and the return oil channel 2132 are distributed at intervals, and the first oil guide channel 2131 has a first notch on the end away from the one-way valve plate 51, so that the one-way valve plate 51 cannot completely block the first guide channel 2131. Therefore, hydraulic oil enters the first oil guide channel 2131 through the first notch. When the pressure reaches a certain peak value, the hydraulic oil pushes open the compression damping valve plate 216 and finally enters the outer cavity 14. When the pressure fails to reach the peak value, the hydraulic oil will not push open the compression damping valve plate 216, and the hydraulic oil cannot enter the outer cavity through the high-speed oil circuit 7.

[0042] The return oil channel 2132 has a second notch at the end away from the one-way valve assembly 5. When the shock absorber recovers, the hydraulic oil flows into the return oil channel 2132 through the second notch. The hydraulic oil enters the return oil channel 2132 and easily breaks open the one-way valve plate 51, and finally enters the inner cavity 13.

[0043] Furthermore, to provide a certain tactile feedback and indication when adjusting the low-speed compression damping, the low-speed compression adjustment shaft core 221 is provided with a first indication element 222, and the inner wall of the high-speed compression adjustment shaft core 211 is provided with a first groove corresponding to the first indication element 222. When the low-speed compression adjustment shaft core 221 rotates relative to the high-speed compression adjustment shaft core 211, the first indication element 222 abuts against the first groove and emits a striking sound. In this application, the first indication element 222 can be made of a spring and a steel ball. The steel ball is located at both ends of the spring. Due to the elasticity of the spring, the first indication element 222 is installed on the low-speed compression adjustment shaft core 221. The spring causes the steel ball to abut against the inner wall of the high-speed compression adjustment shaft core 211, and the high-speed compression adjustment shaft core 211 is provided with a first groove corresponding to the first indication element 222. When the low-speed compression adjustment shaft core 221 rotates relative to the high-speed compression adjustment shaft core 211, the first indication element 222 abuts against the first groove and emits a striking sound. It has a certain damping feel and can produce sound, allowing users to judge the adjustment amount of low-speed compression damping based on the damping feel and sound.

[0044] As a specific implementation and not a limitation, in order to provide a certain feel and indication when adjusting the high-speed compression damping, the high-speed compression adjustment shaft core 211 is provided with a second indication element 218, and the inner wall of the lower fixed foot 3 is provided with a second groove corresponding to the second indication element 218. When the high-speed compression adjustment shaft core 211 rotates relative to the lower fixed foot 3, the second indication element 218 abuts against the second groove and emits a striking sound. The working principle of the second indication element 218 is the same as that of the first indication element 222, both used to allow the user to judge the adjustment amount of the low-speed compression damping based on the damping feel and sound during adjustment.

[0045] The specific working principle of this utility model is as follows:

[0046] When the shock absorber performs its damping motion, the restoring main piston 151 pushes the inner cavity 13, and a portion of the hydraulic oil enters from the second oil guide channel 2111, and then passes through the second oil guide hole 2112, the oil guide gap 8 and the first oil guide hole 41 in sequence before finally entering the outer cavity 14. By using a tool such as a screwdriver to insert into the operating groove on the low-speed compression adjusting shaft core 22 and rotating the low-speed compression adjusting shaft core 221 to make it move forward and backward, the flow rate of the hydraulic oil in the second oil guide channel 2111 can be controlled to adjust the low-speed compression damping force.

[0047] Another portion of the hydraulic oil enters from the first guide oil channel 2131 of the compression master piston 213, opens the compression damping valve plate 216, flows into the guide oil gap, and finally flows into the outer cavity 14 from the first guide oil hole 41. The damping force generated is high-speed compression damping. By fitting a suitable sleeve into the tool position outside the high-speed compression adjusting shaft 211 and rotating it to make the high-speed compression adjusting shaft 211 rotate and drive the inner rotating pressure pad 215 to move forward and backward, the preload force of the first elastic element 212 on the compression damping valve plate 216 can be controlled, thereby controlling the hydraulic oil pressure when the compression damping valve plate 216 can be opened to achieve the purpose of adjusting the high-speed compression damping force.

[0048] When the shock absorber returns to its original state, as the hydraulic oil flows from the outer cavity 14 to the inner cavity 13, the hydraulic oil flows into the return oil channel 2132 through the second notch, and the hydraulic oil can easily break through the one-way valve plate 51 to enter the inner cavity 13, forming a circulation of hydraulic oil.

[0049] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of equivalents of the claims be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A front shock absorber for a heavy-duty off-road motorcycle, comprising a sleeve assembly (1), a fixing seat (4) fixedly fitted with the sleeve assembly (1), and a lower fixing foot (3) sleeved on one end of the sleeve assembly (1), characterized in that, The inner wall of the lower fixed foot (3) is provided with a limiting platform (31), which is used to stop the sleeve assembly (1) and the fixed seat (4). The sleeve assembly (1) is provided with a low-speed oil circuit (6) and a high-speed oil circuit (7). The lower fixed foot (3) is provided with an adjustment structure (2) that is installed and cooperates with the fixed seat (4). The adjustment structure (2) includes a high-speed compression adjustment component (21) for adjusting the amount of oil passing through the high-speed oil circuit (7) and a low-speed compression adjustment component (22) inserted in the high-speed compression adjustment component (21) for adjusting the amount of oil passing through the low-speed oil circuit (6).

2. The front shock absorber for heavy-duty off-road motorcycles according to claim 1, characterized in that, The casing assembly (1) includes an inner oil pipe (12) and a fork pipe (11) sleeved on the inner oil pipe (12). An outer cavity (14) is formed between the inner oil pipe (12) and the fork pipe (11). The inner oil pipe (12) is provided with an inner cavity (13). The fixing seat (4) is fixed in the outer cavity (14). The adjusting structure (2) is provided inside the inner oil pipe (12).

3. The front shock absorber for heavy-duty off-road motorcycles according to claim 1, characterized in that, The lower fixed foot (3) is provided with a fixing ring (32), which is used to restrict the adjustment structure (2) from disengaging from the lower fixed foot (3).

4. The front shock absorber for heavy-duty off-road motorcycles according to claim 1, characterized in that, The high-speed compression adjustment component (21) is provided with a limiting buckle (217), which abuts against the low-speed compression adjustment component (22) and is used to restrict the low-speed compression adjustment component (22) from disengaging from the high-speed compression adjustment component (21).

5. The front shock absorber for heavy-duty off-road motorcycles according to claim 2, characterized in that, The high-speed compression adjustment assembly (21) includes a high-speed compression adjustment shaft core (211) and a compression main piston (213). The compression main piston (213) is provided with a first oil guide channel (2131). The fixed seat (4) and the adjustment structure (2) are provided with an oil guide gap (8). The fixed seat (4) is provided with a first oil guide hole (41) that connects the outer cavity (14) and the inner cavity (13). The first oil guide channel (2131), the oil guide gap (8) and the first oil guide hole (41) together form a high-speed oil circuit (7). The high-speed compression adjustment shaft core (211) is provided with a second oil guide channel (2111) and a second oil guide hole (2112). The second oil guide channel (2111), the oil guide gap (8), the second oil guide hole (2112) and the first oil guide hole (41) together form a low-speed oil circuit (6).

6. The front shock absorber for heavy-duty off-road motorcycles according to claim 5, characterized in that, The high-speed compression adjustment assembly (21) also includes a first elastic element (212), a compression main piston (213), and a compression damping valve plate (216) disposed at one end of the compression main piston (213). When the high-speed compression adjustment shaft (211) rotates relative to the lower fixed foot (3), the first elastic element (212) presses or releases the compression damping valve plate (216) to adjust the oil flow of the first oil guide channel (2131).

7. The front shock absorber for heavy-duty off-road motorcycles according to claim 5, characterized in that, The low-speed compression adjustment assembly (22) includes a low-speed compression adjustment shaft core (221) inserted into the high-speed compression adjustment shaft core (211). When the low-speed compression adjustment shaft core (221) rotates relative to the high-speed compression adjustment shaft core (211) relative to the lower fixed foot (3), the low-speed compression adjustment shaft core (221) blocks or opens the second oil guide channel (2111) to adjust the oil flow rate of the second oil guide channel (2111).

8. The front shock absorber for heavy-duty off-road motorcycles according to claim 6, characterized in that, The high-speed compression adjustment assembly (21) further includes a spinning pad (215) and a pre-compression pad (214) sleeved on the high-speed compression adjustment shaft core (211). One end of the first elastic member (212) abuts against the spinning pad (215) and the other end abuts against the pre-compression pad (214). The end of the pre-compression pad (214) away from the first elastic member (212) abuts against the compression damping valve plate (216).

9. The front shock absorber for heavy-duty off-road motorcycles according to claim 6, characterized in that, The compression main piston (213) is also provided with a return oil channel (2132). A one-way valve assembly (5) is provided at one end of the compression main piston (213) away from the compression damping valve plate (216). The one-way valve assembly (5) includes a one-way valve fixing seat (52) and a one-way valve plate (51) that unidirectionally guides the return oil channel (2132). A one-way valve elastic element (53) is provided between the one-way valve fixing seat (52) and the one-way valve plate (51).

10. The front shock absorber for heavy-duty off-road motorcycles according to claim 7, characterized in that, The low-speed compression adjustment shaft (221) is provided with a first prompting element (222), and the inner wall of the high-speed compression adjustment shaft (211) is provided with a first groove corresponding to the first prompting element (222). When the low-speed compression adjustment shaft (221) rotates relative to the high-speed compression adjustment shaft (211), the first prompting element (222) abuts against the first groove and emits a striking sound. The high-speed compression adjustment shaft (211) is provided with a second prompting element (218), and the inner wall of the lower fixed foot (3) is provided with a second groove corresponding to the second prompting element (218). When the high-speed compression adjustment shaft (211) rotates relative to the lower fixed foot (3), the second prompting element (218) abuts against the second groove and emits a striking sound.

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