Oil drainage type double-cylinder shock absorber with adjustable rod head damping

Abstract

The utility model relates to an oil drainage type rod head damping-adjustable double-cylinder shock absorber, which aims to solve the technical problem that the damping value of a current shock absorber valve system is single, and comprises an oil storage cylinder, one end in the oil storage cylinder is fixedly connected with a compression valve, and the compression valve is connected with an adjusting valve seat through a piston valve. The other end of the adjusting valve seat is connected with a piston rod, the interior of the adjusting valve is connected with a fixed valve element through an adjusting valve seat spring, the other end of the piston rod is connected with an adjusting bolt through an adjusting rod, an adjusting tail seat is installed outside the adjusting bolt, and the exterior of the piston rod is connected with a buffer pad through a limiting ring. According to the utility model, the damping value can be regulated and controlled, when the rod head is rotated to regulate the tailstock knob, the regulating rod is extended / shortened, the circulating hole corresponding to the fixed valve core is blocked / opened, and the oil flow is controlled by indirectly controlling the circulating area of the oil drainage hole, so that the damping force value of the shock absorber can be more controllable, and more use scenes can be met.

Description

Technical Field

[0001] This utility model relates to the field of shock absorbers, specifically an oil-draining rod-head damping adjustable twin-tube shock absorber. Background Technology

[0002] During vehicle operation, shock absorbers are typically installed on the vehicle suspension system to rapidly dampen vibrations between the chassis and body, thereby improving ride smoothness and comfort.

[0003] During daily driving, vehicles should be equipped with appropriate shock absorbers depending on road conditions. This not only greatly improves driving comfort but also effectively extends the lifespan of the shock absorbers. Telescopic shock absorbers are popular among customers due to their simple structure, ease of manufacturing, and high cost-effectiveness. Typically, telescopic shock absorbers use a combination of a return valve system and a compression valve system. When the piston valve moves to the left, the oil in the left working cylinder of the piston valve passes through the return valve system, causing the return valve plate to deform and generate damping force. When the piston valve moves to the right, the oil in the right working cylinder of the piston valve passes through the compression valve system, causing the compression valve plate to deform and generate damping force. However, this structure has certain limitations. The valve system's damping force value is singular, making it difficult to adapt to different road conditions, thus significantly affecting ride comfort. Therefore, a new technical solution is needed to address this issue. Utility Model Content

[0004] The purpose of this utility model is to overcome the shortcomings of the existing technology, adapt to the needs of reality, and provide an oil-draining rod head damping adjustable twin-tube shock absorber to solve the technical problem of the single damping value of the current shock absorber valve system.

[0005] To achieve the purpose of this utility model, the technical solution adopted by this utility model is as follows: A drain-type adjustable twin-cylinder shock absorber with adjustable rod head damping is designed, including an oil reservoir. A compression valve is fixedly connected to one end of the oil reservoir. The compression valve is connected to an adjusting valve seat via a piston valve. A piston rod is connected to the other end of the adjusting valve seat. A fixed valve core is connected to the inside of the adjusting valve via an adjusting valve seat spring. An adjusting bolt is connected to the other end of the piston rod via an adjusting rod. An adjusting tailstock is installed on the outside of the adjusting bolt. A buffer pad is connected to the outside of the piston rod via a limiting ring.

[0006] Preferably, one end of the oil reservoir is fixedly connected to a cylinder bottom, the other end of the cylinder bottom is connected to a lower lifting ring via a shock-absorbing sleeve, and the other end of the oil reservoir is sealed with a protective cover via an oil seal.

[0007] Preferably, one end of the piston valve is fixedly connected to the other end of the compression valve, the other end of the piston valve is fixedly connected to one end of the regulating valve seat, and the other end of the regulating valve seat is fixedly connected to one end of the piston rod.

[0008] Preferably, the regulating valve seat spring is movably connected inside the regulating valve seat, and the outside of the fixed valve core is sealed to the inner wall of the regulating valve seat through an O-ring.

[0009] Preferably, one end of the adjusting rod is movably connected to the inside of the piston rod and is sealed to the inside of the adjusting valve seat by an O-ring.

[0010] Preferably, the adjusting tailstock is movably connected to the other end of the piston rod, one end of the adjusting bolt is fixedly connected inside the adjusting tailstock, and the other end of the adjusting bolt is connected to the other end of the adjusting rod via a thread.

[0011] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0012] This invention enables the adjustment of damping value. When the adjustment rod head is rotated to adjust the tailstock knob, the adjustment rod is extended / retracted, and the flow hole corresponding to the fixed valve core is blocked / opened. This indirectly controls the flow area of ​​the oil drain hole to control the oil flow rate, making the damping force of the shock absorber more controllable and meeting more application scenarios. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the overall design of this utility model;

[0014] Figure 2 This is a schematic diagram of the piston rod of this utility model;

[0015] Figure 3 This is a schematic diagram of the regulating valve seat of this utility model;

[0016] Figure 4 The diagram shows the adjustment hole being opened to its maximum position when the knob of this utility model is turned to the lowest setting.

[0017] Figure 5 This diagram shows the state where the knob of this utility model is turned to the highest setting and the adjustment hole is closed.

[0018] In the diagram: 1. Oil reservoir; 11. Piston valve; 12. Piston rod; 13. Adjusting rod; 14. Adjusting tailstock; 15. Adjusting bolt; 16. Adjusting valve seat; 17. O-ring; 18. Adjusting valve seat spring; 19. Fixed valve core;

[0019] 20. Guide; 21. Oil seal; 22. Protective cover; 23. Working cylinder; 24. Compression valve; 25. Cylinder bottom; 26. Shock absorber sleeve; 27. Lower lifting ring; 28. Buffer pad; 29. ​​Limiting ring. Detailed Implementation

[0020] The present invention will be further described below with reference to the accompanying drawings and embodiments:

[0021] Example 1: An oil-draining type adjustable twin-tube shock absorber with adjustable rod head damping, see [link / reference] Figures 1 to 5 The system includes an oil reservoir 1. A compression valve 24 is fixedly connected to one end of the oil reservoir 1. The compression valve 24 is connected to a regulating valve seat 16 via a piston valve 11. A piston rod 12 is connected to the other end of the regulating valve seat 16. One end of the piston valve 11 is fixedly connected to the other end of the compression valve 24, and the other end of the piston valve 11 is fixedly connected to one end of the regulating valve seat 16. The other end of the regulating valve seat 16 is fixedly connected to one end of the piston rod 12. A fixed valve core 19 is connected to the inside of the regulating valve via a regulating valve seat spring 18. An adjusting bolt 15 is connected to the other end of the piston rod 12 via an adjusting rod 13. The regulating valve seat spring 18 is movably connected inside the regulating valve seat 16. The outside of the fixed valve core 19 is sealed to the inner wall of the regulating valve seat 16 via an O-ring 17. An adjusting tailstock 14 is installed on the outside of the adjusting bolt 15. The outside of the piston rod 12 is sealed to the inner wall of the regulating valve seat 16 via a limiting... The position ring 29 is connected to the buffer pad 28. The adjusting tail seat 14 is movably connected to the other end of the piston rod 12. One end of the adjusting bolt 15 is fixedly connected to the inside of the adjusting tail seat 14. The other end of the adjusting bolt 15 is connected to the other end of the adjusting rod 13 through a thread. By adjusting the adjusting tail seat 14 at the rod head, the adjusting rod 13 can be extended and retracted. When the adjusting tail seat 14 is rotated to extend the adjusting rod 13 to its longest length, the rightmost conical surface of the adjusting rod 13 presses against the fixed valve core 19. At this time, the flow passage of the fixed valve core 19 is closed, and oil cannot be discharged, resulting in the maximum force. When the adjusting tail seat 14 is rotated to retract the adjusting rod 13 to its shortest length, the rightmost conical surface of the adjusting rod 13 does not contact the fixed valve core 19. At this time, the flow hole of the fixed valve core 19 is opened, and during the extension / compression of the piston rod 12, some oil is discharged from the flow hole, resulting in the minimum force.

[0022] For details, see Figure 1 One end of the oil reservoir 1 is fixedly connected to the cylinder bottom 25, and the other end of the cylinder bottom 25 is connected to the lower lifting ring 27 through the shock-absorbing sleeve 26. The other end of the oil reservoir 1 is sealed with the protective cover 22 through the oil seal 21, which improves the shock absorption effect when the shock absorber is connected to the equipment and reduces the probability of damage to the shock absorber.

[0023] Further, see Figure 3 One end of the adjusting rod 13 is movably connected to the inside of the piston rod 12, and is sealed to the inside of the adjusting valve seat 16 through the O-ring 17, thereby improving the sealing effect between the adjusting rod 13 and the adjusting valve seat 16.

[0024] It should be noted that a working cylinder 23 is provided inside the oil reservoir 1, and a guide 20 is installed at one end inside the oil reservoir 1. The middle part of the guide 20 is sleeved on the outside of the piston rod 12.

[0025] Working principle:

[0026] After installation, during the operation of the shock absorber, the piston rod 12 repeatedly goes through the process of being stretched to its longest length and then compressed to its shortest length, as shown in the diagram below (State 1 and State 2).

[0027] During the downward pressing of piston rod 12, a portion of the oil in working cylinder 23 enters the oil guide pipe → oil drain groove → oil storage cylinder 1 through the inclined hole in guide 20, thereby adjusting the compression / restoration force value. At this time, rotating the adjustment knob changes the flow area in the corresponding oil drain groove, and the corresponding compression / restoration force value also changes accordingly.

[0028] In addition, all components designed in this utility model are general standard parts or components known to those skilled in the art. Their structure and principle can be learned by those skilled in the art through technical manuals or conventional experimental methods. Those skilled in the art can fully implement them, so there is no need to elaborate. The content protected by this utility model does not involve improvements to the internal structure and method.

[0029] The embodiments disclosed herein are preferred embodiments, but are not limited thereto. Those skilled in the art can readily grasp the spirit of this utility model based on the above embodiments and make different extensions and variations. However, as long as they do not depart from the spirit of this utility model, they are all within the protection scope of this utility model.

Claims

1. A double-tube shock absorber of the oil leakage type with adjustable rod head damping, comprising an oil reservoir cylinder (1), characterized in that, One end of the oil storage cylinder (1) is fixedly connected with a compression valve (24), the compression valve (24) is connected with an adjusting valve seat (16) through a piston valve (11), the other end of the adjusting valve seat (16) is connected with a piston rod (12), the inside of the adjusting valve is connected with a fixed valve core (19) through an adjusting valve seat spring (18), the other end of the piston rod (12) is connected with an adjusting bolt (15) through an adjusting rod (13), the outside of the adjusting bolt (15) is provided with an adjusting tail seat (14), the outside of the piston rod (12) is connected with a buffer pad (28) through a limiting ring (29), one end of the oil storage cylinder (1) is provided with a guider (20), and the guider (20) is sleeved on the outside of the piston rod (12).

2. A leakdown rod end damping adjustable twin tube shock absorber as set forth in claim 1 wherein, One end of the oil storage cylinder (1) is fixedly connected with a cylinder bottom (25), the other end of the cylinder bottom (25) is connected with a lower lifting ring (27) through a damping sleeve (26), and the other end of the oil storage cylinder (1) is sealingly connected with a protective cover (22) through an oil seal (21).

3. A leakdown rod end damping adjustable twin tube shock absorber as set forth in claim 1 wherein, One end of the piston valve (11) is fixedly connected with the other end of the compression valve (24), and the other end of the piston valve (11) is fixedly connected with one end of the adjusting valve seat (16).

4. The damper-adjustable double cylinder shock absorber of claim 1, wherein The adjusting valve seat spring (18) is movably connected in the adjusting valve seat (16), and the outer wall of the fixed valve core (19) is sealingly connected with the inner wall of the adjusting valve seat (16) through an O-shaped ring (17).

5. The damper adjustable double cylinder shock absorber of claim 1 wherein, One end of the adjusting rod (13) is movably connected in the piston rod (12), and the inside of the adjusting valve seat (16) is sealingly connected through an O-shaped ring (17).

6. A leakdown rod end damping adjustable twin tube shock absorber as set forth in claim 1 wherein, The adjusting tail seat (14) is movably connected with the other end of the piston rod (12), one end of the adjusting bolt (15) is fixedly connected in the adjusting tail seat (14), and the other end of the adjusting bolt (15) is connected with the other end of the adjusting rod (13) through threads.

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