Floating piston structure for changing damping of shock absorber

Abstract

The utility model relates to the technical field of shock absorbers, and discloses a floating piston structure for changing the damping of a shock absorber, which comprises a liquid passing shaft, a piston ring, a Teflon ring belt, a large O-shaped ring, a small O-shaped ring, an inner multi-groove valve plate, a backflow valve seat, a spiral spring and an inner multi-groove gasket, and the whole liquid passing shaft is of a rotating body structure. By means of scientific design of an oil channel and a cavity structure, accurate and controllable adjustment of damping force can be achieved, the adaptive capacity of the shock absorber to different working scenes is improved, an extra pressure relief position is avoided through the floating piston structure, and even if part of pressure is released at the position, the damping force can be accurately and controllably adjusted. However, the generated damping force is still far larger than that of an electromagnetic valve without the structure, the low-speed damping force value is effectively increased, the stability and comfort of the shock absorber during low-speed operation are remarkably improved, the floating piston structure allows sufficient oil to flow away smoothly, the damping force is further reduced, and the shock absorber is excellent in performance during high-speed operation.

Description

Technical Field

[0001] This utility model relates to the field of vibration damper technology, specifically a floating piston structure for changing the damping of a vibration damper. Background Technology

[0002] In vibration reduction systems for vehicles, machinery, and other equipment, vibration dampers play a crucial role. They absorb and dissipate vibration energy, improving the stability and comfort of the equipment.

[0003] The high-current (1.6A) recovery damping force curve of similar shock absorbers exhibits excessively low low-speed damping, excessively high mid-to-high-speed damping, and excessively high overall damping force curve at low current (0.3A). This results in the vehicle failing to provide adequate damping force within the effective speed range of the shock absorber, regardless of whether the vehicle is in comfort or sport mode. Furthermore, even when the solenoid valve of similar shock absorbers is at its maximum opening position, the oil flow is still relatively small, leading to a stiff suspension ride. Additionally, when the basic damping is high at high current (low at low speed, high at high speed) or low at low current (high overall damping), it is impossible to increase the high-current recovery low-speed damping, decrease the recovery mid-to-high-speed damping, or decrease the low-current overall damping simply by adjusting the solenoid valve. This results in a poor driving experience in both comfort and sport modes under high / low current conditions. Therefore, a floating piston structure for altering shock absorber damping needs to be developed for ease of use.

[0004] Chinese Patent Publication No. CN219827563U discloses "A Shock Absorber Structure with Damping Valve", which includes a cylinder as a connecting base frame, a piston rod that penetrates the cylinder and extends to the outside of the cylinder, a flow channel formed inside the piston rod, the flow channel having at least two outlets on the surface of the piston rod, and a piston sleeved at the end of the piston rod, the piston being located inside the cylinder, and a damping valve installed at the center of the cylinder, located between the piston and the floating piston, to establish a larger damping force to adapt to high-speed impact conditions. By setting a damping valve between the piston and the floating piston, the damping force provided by the damping valve can establish a larger compressive damping force on the original basis to adapt to high-speed impact conditions. Moreover, the shock absorber is less likely to generate a vacuum inside, and there will be no free stroke during operation, improving the stability of the shock absorber, thereby increasing the comfort, stability and safety of the vehicle during driving.

[0005] The aforementioned existing technology, through the damping force provided by the damping valve, can build up a larger compressive damping force on the original basis to adapt to high-speed impact conditions. Moreover, the shock absorber is not prone to vacuum formation inside, and there will be no free play during operation, improving the stability of the shock absorber and thus increasing the comfort, smoothness, and safety of the vehicle during driving. However, in the use of the existing technology, the shock absorber's recovery damping force cannot be increased at low speeds and cannot be decreased at medium and high speeds in high current mode, and the overall damping is too high in low current mode, which reduces the overall comfort of the vehicle during driving. Utility Model Content

[0006] The purpose of this invention is to provide a floating piston structure for changing the damping of a shock absorber, in order to solve the problems mentioned in the background art, such as the shock absorber's recovery damping force not being able to increase at low speeds and not being able to decrease at medium and high speeds in high current mode, and the overall damping being too high in low current mode, which reduces the comfort of the vehicle during driving.

[0007] To solve the above-mentioned technical problems, this utility model provides the following technical solution: a floating piston structure for changing the damping of a shock absorber, comprising a fluid-passing shaft, piston rings, a Teflon ring belt, a large O-ring, a small O-ring, an inner multi-groove valve plate, a return valve seat, a helical spring, and an inner multi-groove gasket. The fluid-passing shaft is a rotating body structure with a height of 13.7 mm. Its shape is a large hollow cylinder fitted with a small hollow cylinder, and the outer side of the large hollow cylinder has a groove with a depth of 0.85 mm and a width of 1.3 mm. The small hollow cylinder has two different inner diameters: a large inner diameter of φ3.5 mm and a small inner diameter of φD (where D is a value of...). The piston ring (1.4mm, 1.2mm, or 1.0mm) has three equally spaced cross-sections evenly distributed on the bottom part of the outer side of the large hollow cylinder. The piston ring is a rotating body with a height of 4mm and a cylindrical shape. The cylinder has a central hole and a groove on its side, with a groove depth of 1.6mm and a width of 2.5mm. Rotating grooves are provided on both the upper and lower sides of the piston ring. One rotating groove is used to place a coil spring, and the other rotating groove is used to mate with the pilot valve seat. The Teflon ring is also a rotating body with a height of 1.6mm, an inner diameter of φ22, and an outer diameter of 25mm. The large O-ring, made of rubber, has an inner diameter of 20mm and a wire diameter of 1mm. The small O-ring, with an outer diameter of φ9.5 and a wire diameter of φ1, mates with the fluid-conducting shaft groove. The multi-groove valve plate has a thickness of 0.150mm, an outer diameter of φ12mm, an inner diameter of φ5.9mm, and a groove width of 1. It has symmetrical slots on both sides of the inner hole and an overall length of 9.6mm. The reflux valve seat is a rotating body with a height of 16.5mm. Its outer side has two different outer diameters. The outer diameter is φ24mm, the large outer diameter is 30mm, and the reflux valve seat is mainly divided into upper and lower chambers. The chamber with the larger inner diameter opening is used to place the piston ring, and the chamber with the smaller opening is used to place the pilot valve. The inner diameter of the large opening is φ25mm. A rotating groove with a depth of 2.5mm is provided on the inner side of the reflux valve seat. A helical spring is placed in the rotating groove. A stepped hole with an inner diameter of 2.9mm is provided at the center of the reflux valve seat. The helical spring has a height of 4.4mm, a wire diameter of 1.4, and an effective number of turns of 1. The inner multi-groove gasket has a diameter of φ12mm and a small hole inner diameter of φ5.9mm.

[0008] Preferably, the helical spring is assembled in the positioning rotation groove on the reflux valve seat, the inner multi-groove gasket is assembled on the inner upper end face of the side with the larger opening in the reflux valve seat, and the inner multi-groove valve plate is assembled on the inner multi-groove gasket.

[0009] Preferably, the fluid-passing shaft is mounted on the upper surface of the inner multi-groove valve plate, and the small O-ring is mounted on the groove on the outer side of the fluid-passing shaft.

[0010] Preferably, the large O-ring is placed at the innermost part of the slot on the outside of the piston ring, and the Teflon ring is fitted into the slot on the outside of the piston ring and attached to the large O-ring.

[0011] Preferably, the piston ring is assembled in the chamber with the larger inner diameter opening of the return valve seat, the piston ring is close to the helical spring below, and the pilot valve seat is pressed on the top of the floating piston structure according to the axial position.

[0012] Compared with the prior art, the beneficial effects achieved by this utility model are:

[0013] Firstly, in this invention, after the oil enters from the pilot valve seat, part of it flows directly into the fluid-passing shaft through the central circular hole of the pilot valve seat, while the other part enters the first chamber formed by the piston ring and the pilot valve seat through the three arc-shaped square holes of the pilot valve seat. The oil flowing in from the fluid-passing shaft passes through the three cross-sections below the fluid-passing shaft, then through the inner multi-groove valve plate, and finally enters the second chamber formed above the return valve seat and below the piston ring. The oil pressure difference between these two chambers is relatively small because the oil pressure in both chambers is relatively large, making it difficult for the piston ring to slide downwards in the initial state. This reasonable layout of the oil flow path and chambers lays a solid foundation for subsequent damping force adjustment according to different working conditions. Through the scientific design of the oil channel and chamber structure, precise and controllable adjustment of the damping force can be achieved, improving the adaptability of the shock absorber to different working scenarios.

[0014] Secondly, this invention addresses the issue that during low-speed operation of the shock absorber, the piston rod's movement drives the oil flow, inevitably increasing the pressure in chamber one compared to chamber two. At this time, the central hole in the lower half of the return valve seat tightly engages with the end cap when a large current is applied. When a significant pressure difference occurs between the two chambers, the oil pushes open this contact surface to release pressure, thus reducing the pressure in chamber two and consequently decreasing the damping force. However, due to the continuous flow of oil, it quickly returns to chamber two via the three cross-sections below the fluid-conducting shaft and the internal multi-groove valve plate. Therefore, the piston ring does not move downwards at low speeds. Compared to other ordinary solenoid valves, the floating piston structure avoids an additional pressure relief location. Although some pressure is released at this location, the resulting damping force is still far greater than that of a solenoid valve without this structure, effectively increasing the low-speed damping force and significantly improving the stability and comfort of the shock absorber during low-speed operation. When the piston rod of the shock absorber moves at a higher speed, it quickly enters the electric... The significant increase in oil flow in the solenoid valve causes a continuous rise in pressure in chamber one. When the pressure in chamber one exceeds that in chamber two, the piston ring will slide downwards due to the pressure difference between the chambers and the increased oil flow. Specifically, on the one hand, the pressure in chamber two is lower than that in chamber one, and on the other hand, the gap created by the contact surface cannot withstand the continuously increasing oil pressure. As a result, oil will leak out from the contact surface between the pilot valve seat and the piston ring. Moreover, the faster the piston rod moves, the greater the pressure difference between the two chambers, and the more oil flows, the larger the gap created by the contact surface becomes, and the greater the downward movement distance of the piston ring. Under these circumstances, the high-speed damping force of the shock absorber can be effectively reduced, and the reduction is greater than that of other ordinary solenoid valves. This is because other solenoid valves have a smaller opening position when operating at high speeds, resulting in limited oil flow and difficulty in effectively reducing the damping force. The floating piston structure allows sufficient oil to flow smoothly, further reducing the damping force and enabling the shock absorber to perform well at high speeds. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the structure of this utility model.

[0016] Figure 2 This is a schematic diagram of the floating piston structure of this utility model.

[0017] Figure 3 This is a top view of the present invention.

[0018] Figure 4 This is a schematic diagram of the lower half of the liquid-passing shaft of this utility model.

[0019] In the diagram: 1. Fluid guide shaft; 2. Piston ring; 3. Teflon ring; 4. Large O-ring; 5. Small O-ring; 6. Multi-groove valve plate; 7. Return valve seat; 8. Helical spring; 9. Multi-groove gasket. Detailed Implementation

[0020] 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.

[0021] Please see Figures 1-4A floating piston structure for changing the damping of a shock absorber includes a fluid-passing shaft 1, a piston ring 2, a Teflon ring 3, a large O-ring 4, a small O-ring 5, an inner multi-groove valve plate 6, a return valve seat 7, a coil spring 8, and an inner multi-groove gasket 9. The fluid-passing shaft 1 is a rotating body structure with a height of 13.7 mm. Its shape is a large hollow cylinder nested within a small hollow cylinder, and the outer side of the large hollow cylinder has a groove with a depth of 0.85 mm and a width of 1.3 mm. The small hollow cylinder has two different inner diameters: a large inner diameter of φ3.5 mm and a small inner diameter of φD, where D can be 1.4 mm, 1.2 mm, or 1 mm. The piston ring 2 is a rotating body with a height of 4mm and a cylindrical shape. It has a central hole and side grooves with a depth of 1.6mm and a width of 2.5mm. Rotating grooves are located on both the upper and lower sides of the piston ring 2. One side groove is used to house the coil spring 8, while the other side groove is used to engage with the pilot valve seat. The Teflon ring 3 is also a rotating body with a height of 1.6mm, an inner diameter of φ22, and an outer diameter of 25mm. The Teflon ring 3 engages with the piston ring 2. The large O-ring 4 is made of rubber, with an inner diameter of 20mm and a wire diameter of 1mm. It is placed in the groove of the piston ring 2. The small O-ring 5 has an outer diameter of φ9.5 and a wire diameter of φ1, and mates with the groove of the fluid-conducting shaft 1. The multi-groove valve plate 6 has a thickness of 0.150mm, an outer diameter of φ12mm, an inner hole of φ5.9mm, and a groove width of 1. It has retaining grooves on both symmetrical sides of the inner hole, and an overall length of 9.6mm. The return valve seat 7 is a rotating body with a height of 16.5mm. Its outer side has two different outer diameters, the smaller one being φ... The outer diameter is 24mm, the outer diameter is 30mm, and the return valve seat 7 is mainly divided into upper and lower chambers. The chamber with the larger inner diameter opening is used to place the piston ring 2, and the chamber with the smaller opening is used to place the pilot valve. The inner diameter of the larger opening is φ25mm. A rotating groove with a depth of 2.5mm is provided on the inner side of the return valve seat 7. A helical spring 8 is placed in the rotating groove. A stepped hole with an inner diameter of 2.9mm is provided at the center of the return valve seat 7. The height of the helical spring 8 is 4.4mm, the wire diameter is 1.4, and the effective number of turns is 1. The inner multi-groove gasket 9 has a diameter of φ12mm and the inner diameter of the small hole is φ5.9mm.

[0022] Through the above technical solution, after the oil enters from the pilot valve seat, part of it flows directly into the fluid passage shaft 1 through the central circular hole of the pilot valve seat, while the other part enters the first chamber formed by the piston ring 2 and the pilot valve seat through the three arc-shaped square holes of the pilot valve seat. The oil flowing in from the fluid passage shaft 1 passes through the three cross-sections below the fluid passage shaft 1, then through the inner multi-groove valve plate 6, and finally enters the second chamber formed above the return valve seat 7 and below the piston ring 2. The oil pressure difference between these two chambers is relatively small. Because the oil pressure in both chambers is relatively high, the piston ring 2 is not easy to slide downward in the initial state. This reasonable layout of the oil flow path and chambers lays a solid foundation for subsequent damping force adjustment according to different working conditions. Based on a solid foundation, the scientific design of the oil passage and chamber structure enables precise and controllable adjustment of the damping force, improving the shock absorber's adaptability to different working scenarios. When the shock absorber operates at low speed, the piston rod's movement drives the oil flow, causing the pressure in chamber one to be greater than that in chamber two. At this time, the central hole in the lower half of the return valve seat 7 and the end cap fit tightly when a large current is applied. When a large pressure difference occurs between the two chambers, the oil pushes open this contact surface to release pressure, thereby reducing the pressure in chamber two and thus decreasing the damping force. However, due to the continuous flow of oil, it will return to chamber two from the three cross-sections below the fluid shaft 1 through the inner multi-groove valve plate 6 within a short time. Therefore... Piston ring 2 does not move downwards at low speeds. Compared to other ordinary solenoid valves, the floating piston structure avoids additional pressure relief positions. Although some pressure is released at these positions, the resulting damping force is still much greater than that of a solenoid valve without this structure, effectively increasing the low-speed damping force and significantly improving the stability and comfort of the shock absorber during low-speed operation. When the piston rod of the shock absorber moves at a high speed, the amount of oil entering the solenoid valve increases significantly in a short period of time, causing the pressure in chamber one to rise continuously. When the pressure in chamber one exceeds that in chamber two, piston ring 2 will slide downwards due to the pressure difference between the chambers and the increased oil flow. Specifically, on the one hand, the pressure in chamber two is less than that in chamber one, and on the other hand... The gaps created by the contact surfaces cannot withstand the ever-increasing oil pressure, causing oil to leak from the contact surface between the pilot valve seat and piston ring 2. Moreover, the faster the piston rod moves, the greater the pressure difference between the two chambers, and the more oil flows through, the larger the gaps created by the contact surfaces become, and the greater the downward movement distance of piston ring 2. Under these circumstances, the high-speed damping force of the shock absorber can be effectively reduced, and the reduction is greater than that of other ordinary solenoid valves. This is because other solenoid valves have a smaller opening position when operating at high speeds, resulting in limited oil flow and difficulty in effectively reducing the damping force. The floating piston structure allows sufficient oil to flow smoothly, further reducing the damping force and enabling the shock absorber to perform well at high speeds.

[0023] Specifically, the helical spring 8 is mounted in the positioning rotation groove on the return valve seat 7, the inner multi-groove gasket 9 is mounted on the inner upper end face of the side with the larger opening in the return valve seat 7, and the inner multi-groove valve plate 6 is mounted on the inner multi-groove gasket 9.

[0024] Through the above technical solution, the positioning and rotating groove of the helical spring 8 on the return valve seat 7 plays a positioning and elastic support role. The inner multi-groove gasket 9 is installed on the inner upper end face of the side with the larger opening in the return valve seat 7 for sealing and support. The inner multi-groove valve plate 6 is installed on the inner multi-groove gasket 9. The three of them work together to realize the control of the fluid flow direction and flow rate in the return valve seat 7 and to ensure the stability and sealing of the connection between the components.

[0025] Specifically, the fluid-passing shaft 1 is mounted on the upper surface of the inner multi-groove valve plate 6, and the small O-ring 5 is mounted on the groove on the outside of the fluid-passing shaft 1.

[0026] Through the above technical solution, the fluid conveying shaft 1 is assembled on the upper surface of the inner multi-groove valve plate 6, so that the oil can flow smoothly from the fluid conveying shaft 1 into the inner multi-groove valve plate 6. The small O-ring 5 is assembled at the groove on the outside of the fluid conveying shaft 1 to play a sealing role, preventing the oil from leaking from the gap between the fluid conveying shaft 1 and the surrounding components, and ensuring that the oil flows along the predetermined path to achieve stable adjustment of the damping force of the shock absorber.

[0027] Specifically, the large O-ring 4 is placed at the innermost part of the slot on the outside of the piston ring 2, and the Teflon ring band 3 is assembled in the slot on the outside of the piston ring 2 and attached to the large O-ring 4.

[0028] Through the above technical solution, the large O-ring 4 is placed at the innermost side of the groove on the outer side of the piston ring 2, and the Teflon ring 3 is assembled at the groove and closely attached to the large O-ring 4. The two work together to achieve a seal by the large O-ring 4 to prevent oil leakage, and the Teflon ring 3 assists in sealing and reduces friction, ensuring good fit between the piston ring 2 and surrounding components, maintaining stable chamber pressure, and ensuring normal damping adjustment function of the shock absorber.

[0029] Specifically, piston ring 2 is assembled in the chamber with the larger opening on the inner diameter of return valve seat 7. The lower part of piston ring 2 is close to helical spring 8, and pilot valve seat is pressed on the top of floating piston structure according to the axial position.

[0030] Through the above technical solution, the piston ring 2 is assembled in the chamber with the larger inner diameter opening of the return valve seat 7, and is closely adjacent to the coil spring 8 below it. The pilot valve seat is pressed on the top of the floating piston structure according to the axial position. This assembly method constructs a complete floating piston structure. The coil spring 8 provides elastic support for the piston ring 2. In conjunction with the pilot valve seat, the change in chamber pressure can drive the piston ring 2 to move reasonably, thereby realizing the effective adjustment of the damping force of the shock absorber under different working conditions.

[0031] During operation, after the oil enters from the pilot valve seat, part of it flows directly into the fluid passage shaft 1 through the central circular hole of the pilot valve seat, while the other part enters the first chamber formed by the piston ring 2 and the pilot valve seat through the three arc-shaped square holes of the pilot valve seat. The oil flowing in from the fluid passage shaft 1 passes through the three cross-sections below the fluid passage shaft 1, then through the inner multi-groove valve plate 6, and finally enters the second chamber formed above the return valve seat 7 and below the piston ring 2. The oil pressure difference between these two chambers is relatively small. Because the oil pressure in both chambers is relatively high, the piston ring 2 is not easy to slide downward in the initial state. This reasonable layout of the oil flow path and chambers lays a solid foundation for subsequent damping force adjustment according to different working conditions. Through the scientific design of the oil passage and chamber structure, the damping force can be precisely and controllably adjusted, improving the shock absorber's adaptability to different working scenarios. When the shock absorber is running at low speed, the movement of the piston rod drives the oil flow, making the pressure in chamber one necessarily greater than that in chamber two. At this time, the central hole in the lower half of the return valve seat 7 and the end cap fit tightly when a large current is applied. When a large pressure difference occurs between the two chambers, the oil will push open the contact surface to release pressure, thereby reducing the pressure in chamber two and thus reducing the damping force. However, due to the continuous flow of oil, it will return to chamber two from the three cross-sections below the fluid shaft 1 through the inner multi-groove valve plate 6 in a short time. Therefore, the piston... At low speeds, piston ring 2 will not move downwards. Compared to other ordinary solenoid valves, the floating piston structure avoids an additional pressure relief position. Although some pressure will be released at this position, the resulting damping force is still much greater than that of a solenoid valve without this structure, effectively increasing the low-speed damping force and significantly improving the stability and comfort of the shock absorber during low-speed operation. When the piston rod of the shock absorber moves at a high speed, the amount of oil entering the solenoid valve increases significantly in a short period of time, causing the pressure in chamber one to rise continuously. When the pressure in chamber one exceeds that in chamber two, piston ring 2 will slide downwards due to the pressure difference between the chambers and the increase in oil flow. Specifically, on the one hand, the pressure in chamber two is less than that in chamber one, and on the other hand... The gaps created by the contact surface cannot withstand the ever-increasing oil pressure, causing oil to leak from the contact surface between the pilot valve seat and piston ring 2. Moreover, the faster the piston rod moves, the greater the pressure difference between the two chambers, and the more oil flows through, the larger the gaps created by the contact surface become, and the greater the downward movement distance of piston ring 2. Under these circumstances, the high-speed damping force of the shock absorber can be effectively reduced, and the reduction is greater than that of other ordinary solenoid valves. This is because other solenoid valves have a smaller opening position when running at high speeds, resulting in limited oil flow and difficulty in effectively reducing the damping force. The floating piston structure allows sufficient oil to flow smoothly, further reducing the damping force and enabling the shock absorber to perform well at high speeds.

[0032] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations may be made to these embodiments without departing from the principles and spirit, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A floating piston structure for changing the damping of a shock absorber, comprising a through-flow shaft (1), a piston ring (2), a Teflon ring belt (3), a large O-ring (4), a small O-ring (5), an inner multi-groove valve plate (6), a backflow valve seat (7), a coil spring (8), and an inner multi-groove gasket (9), characterized in that: The liquid passing shaft (1) is a whole rotating body structure, the height is 13.7mm, the appearance is large hollow cylindrical sleeve small hollow cylindrical, and the outer side of the large hollow cylindrical is provided with a buckle groove, the depth of the buckle groove is 0.85mm, the width is 1.3mm, the small hollow cylindrical has two different inner diameters, the large inner diameter is φ3.5mm, the small inner diameter is φD (wherein the value of D is 1.4mm, 1.2mm or 1.0mm), the lowermost part of the outer side of the large hollow cylindrical is uniformly distributed with three equal parts of the section, the piston ring (2) is a whole rotating body, the height is 4mm, the appearance is cylindrical, the middle of the cylindrical is provided with a hole, the side is provided with a buckle groove, the depth of the buckle groove is 1.6mm, the width is 2.5mm, and the upper and lower sides of the piston ring (2) are provided with rotating grooves, one side of the rotating grooves is used for placing the spiral spring (8), the other side of the rotating grooves is used for cooperating with the pilot valve seat, the Teflon ring belt (3) is a whole rotating body, the height is 1.6mm, the inner diameter is φ22, the outer diameter is 25mm, and the Teflon ring belt (3) cooperates with the piston ring (2) and is placed in the groove of the piston ring (2), the large O-shaped ring (4) is made of rubber material, the inner diameter is 20mm, the wire diameter is 1mm, and the large O-shaped ring (4) cooperates with the piston ring (2) and is placed in the groove of the piston ring (2), the small O-shaped ring (5) has an outer diameter of φ9.5 and a wire diameter of φ1, and cooperates with the groove of the liquid passing shaft (1), the inner multi-groove valve piece (6) has a thickness of 0.150mm, an outer diameter of φ12mm, an inner hole of φ5.9mm, and a groove width of 1, and buckle grooves are arranged on the symmetrical two sides of the inner hole, and the whole length is 9.6mm, the backflow valve seat (7) is a whole rotating body, the height is 16.5mm, the outer side mainly has two different outer diameters, the small outer diameter is φ24mm, the large outer diameter is 30mm, and the backflow valve seat (7) is mainly divided into two chambers, one side chamber with a larger inner diameter opening is used for placing the piston ring (2), and the other side chamber with a smaller opening is used for placing the pilot valve, the inner diameter of the larger opening is φ25mm, the inner side of the backflow valve seat (7) is provided with a rotating groove, the groove depth is 2.5mm, the spiral spring (8) is placed in the rotating groove, and the centermost position of the backflow valve seat (7) is provided with a step hole, the inner diameter of the step hole is 2.9mm, the spiral spring (8) has a height of 4.4mm, a wire diameter of 1.4, and an effective number of turns of 1, and the inner multi-groove gasket (9) has a diameter of φ12mm and a small hole inner diameter of φ5.9mm.

2. A floating piston arrangement for varying the damping of a shock absorber according to claim 1, characterized in that: The spiral spring (8) is assembled in the positioning rotating groove above the backflow valve seat (7), the inner multi-groove gasket (9) is assembled in the inner side of the larger opening of the backflow valve seat (7) and the upper end face, and the inner multi-groove valve piece (6) is assembled above the inner multi-groove gasket (9).

3. A floating piston structure for varying the damping of a shock absorber according to claim 1, wherein: The liquid passing shaft (1) is assembled on the upper surface of the inner multi-groove valve piece (6), and the small O-shaped ring (5) is assembled at the groove on the outer side of the liquid passing shaft (1).

4. A floating piston arrangement for varying the damping of a shock absorber according to claim 1, characterized in that: The big O-shaped ring (4) is placed at the innermost part of the slot outside the piston ring (2), and the Teflon ring (3) is assembled at the slot outside the piston ring (2) and adheres to the big O-shaped ring (4).

5. A floating piston arrangement for varying the damping of a shock absorber according to claim 1, wherein: The piston ring (2) is assembled in the chamber with a large opening on one side of the inner diameter of the backflow valve seat (7), and the lower part of the piston ring (2) is close to the helical spring (8), and the pilot valve seat is pressed on the uppermost part of the floating piston structure according to the axial position.

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