Multi-road-condition dynamic adjustment front fork shock absorber

Abstract

The utility model relates to the technical field of shock absorbers, in particular to a multi-road-condition dynamic adjustment front fork shock absorber which has the advantages of being simple in structure, sensitive in response and capable of automatically switching damping characteristics under different compression / springback speeds so as to achieve dynamic self-adaptive adjustment on various road conditions. The piston comprises a piston body, a main valve plate, an auxiliary valve plate and a reset spring, a hole groove allowing the second sleeve to penetrate through is formed in the central axis of the piston body, four main oil holes and four auxiliary oil holes are formed in the piston body in the axial direction, the main oil holes are controlled by the main valve plate to be opened and closed, the auxiliary oil holes are stepped variable-section channels, and the reset spring is arranged in the hole groove. An auxiliary oil hole is formed in the piston body, an elastic throttling element is arranged in the auxiliary oil hole, the main valve plate covers one side of the piston body and blocks the main oil hole in a normal state, so that the shock absorber presents soft damping during low-speed movement and presents hard damping during high-speed movement, and the auxiliary valve plate is arranged on the other side of the piston body through a reset spring and provides symmetrical springback damping adjustment in the springback stroke.

Description

Technical Field

[0001] This utility model relates to the field of shock absorber technology, and in particular to a multi-road-condition dynamically adjustable front fork shock absorber. Background Technology

[0002] On August 11, 2023, the applicant filed a patent application with patent number 202322154844.9, entitled "A Motorcycle Front Fork Shock Absorber." The patent discloses a design where a first sleeve is mounted on the fork shoulder of the motorcycle front fork, and a hydraulic cylinder is connected to the motorcycle frame via first, second, third, and fourth mounting seats. A connecting plate connects the third and fourth mounting seats, ensuring a strong connection between the shock absorber and the motorcycle. The mounting seats on the hydraulic cylinder also balance the impacts and vibrations generated during motorcycle operation, improving the connection strength between the hydraulic cylinder and the mounting seats and preventing breakage due to large impacts. However, this front fork shock absorber uses a manual damping adjustment method, requiring the motorcycle to be stopped for operation, which is inconvenient. While some high-end products incorporate electronic control valves or variable orifice structures, these are costly, structurally complex, and have low reliability. Utility Model Content

[0003] Therefore, in order to address the above problems, this utility model provides a multi-road-condition dynamically adjustable front fork shock absorber with a simple structure and sensitive response, which can automatically switch damping characteristics under different compression / rebound speeds, thereby achieving dynamic adaptive adjustment for various road conditions.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] A multi-condition dynamically adjustable front fork shock absorber includes a hydraulic cylinder, a first sleeve, a second sleeve, a piston, a first spring, a second spring, a first bushing, a first sealing cap, a second sealing cap, and an adjusting device. The first sealing cap is located at the upper end of the hydraulic cylinder, and the adjusting device is located at the lower part of the hydraulic cylinder. The first sleeve passes through the hydraulic cylinder, and its upper end extends outward through the first sealing cap. The second sealing cap is located at the upper end of the first sleeve. A first connecting hole is provided at the lower part of the first sleeve, located inside the hydraulic cylinder. The second sleeve passes through the first sleeve, and its lower end extends outward from the first sleeve. It is connected to an adjusting device. The upper end of the second sleeve is provided with a support ring. The piston is mounted on the second sleeve and distributed within the first sleeve. The piston includes a piston body, a main valve plate, a secondary valve plate, and a return spring. A slot is provided along the central axis of the piston body for the second sleeve to pass through. The piston body has four main oil holes and four secondary oil holes along its axial direction. The diameter of the main oil holes is 1.6mm to 2.0mm, and the main oil holes are controlled by the main valve plate to open and close. The secondary oil holes are stepped variable cross-section channels. The inlet diameter of the secondary oil holes is 0.4mm to 0.8mm, and the outlet diameter of the secondary oil holes is 1.0mm. The diameter is m~1.4mm. An elastic throttling element is provided inside the auxiliary oil hole. The main valve plate covers one side of the piston body and normally blocks the main oil hole, causing the shock absorber to exhibit soft damping at low speeds and hard damping at high speeds. The auxiliary valve plate is located on the other side of the piston body via a return spring, providing symmetrical rebound damping adjustment during the rebound stroke. The upper part of the second sleeve, located inside the first sleeve, is provided with a second, third, and fourth connecting hole, respectively. The second, third, and fourth connecting holes are distributed on the lower side of the piston. The lower part of the second sleeve is provided with two fifth connecting holes. The first bushing is provided with… Between the first and second sleeves, and distributed below the piston, the first spring passes through the first sleeve, and its two ends abut against the second sealing cap and the support ring, respectively. The second spring is sleeved on the second sleeve, and its two ends are connected to the support ring and the piston, respectively. The second sealing cap, the first sleeve, the second sleeve, the piston, and the adjusting device form a first cavity, and the first sealing cap, the hydraulic cylinder, the first sleeve, the second sleeve, and the piston form a second cavity. Both the first and second cavities are filled with damping oil, and the flow rate of the damping oil into and out of the first cavity is adjusted by the adjusting device.

[0006] Furthermore, it also includes a connecting plate, which is distributed along the axial direction of the hydraulic cylinder, and the two ends of the connecting plate are locked to the hydraulic cylinder by bolts. The middle part of the connecting plate is provided with a first connecting hole and a second connecting hole, and the central axis of the first connecting hole and the second connecting hole is perpendicular to the orthographic projection of the central axis of the hydraulic cylinder.

[0007] Furthermore, the elastic throttling element is a silicone ring or a porous rubber pad.

[0008] Furthermore, the stepped transition section of the auxiliary oil hole is provided with an inclined conical surface to guide the oil to transition smoothly and reduce turbulence noise.

[0009] Furthermore, the adjusting device includes an adjusting seat and an adjusting rod. The adjusting seat is fixed on the hydraulic cylinder, and an adjusting hole is provided on the adjusting seat along the axial direction of the hydraulic cylinder. The lower end of the second sleeve is embedded in the adjusting hole, and the adjusting rod passes through the adjusting hole and is rotatably connected to the adjusting seat. The adjusting rod has an external thread, and the upper part of the adjusting rod is embedded in the second sleeve and is threadedly connected to the second sleeve.

[0010] Furthermore, the distance between the second connecting hole and the piston is smaller than the distance between the third connecting hole and the piston, and the distance between the third connecting hole and the piston is smaller than the distance between the fourth connecting hole and the piston.

[0011] By adopting the aforementioned technical solution, the beneficial effects of this utility model are as follows: This multi-condition dynamic adjustable front fork shock absorber, through the piston structure with a main oil hole and a stepped auxiliary oil hole, and in conjunction with the main valve plate, auxiliary valve plate, and return spring, allows the damping oil to flow only through the small-section auxiliary oil hole during low-speed compression / rebound, exhibiting soft damping characteristics and improving comfort; under high-speed impact, the main valve plate opens, and the large-diameter main oil hole participates in the flow, forming hard damping and effectively suppressing severe vibration. Specifically, the main valve plate covers one side of the piston body and normally blocks the main oil hole; when the piston speed is low, the oil pressure is insufficient to open the main valve plate, and the oil flows only through the auxiliary oil hole, forming... Soft damping: When the piston moves at a high speed (such as when encountering bumps), the oil pressure increases, pushing the main valve plate to deform and open the main oil hole. At the same time, the elastic throttling element in the auxiliary oil hole is compressed and expands, significantly increasing the total flow area and rapidly increasing the damping force, thus achieving a hard damping response. This enables the front fork shock absorber to dynamically adapt to various road conditions, combining comfort and handling. Meanwhile, the second sleeve is equipped with multi-stage connecting holes that work in conjunction with the adjustment device. Combined with the oil circuit design of the first and second chambers, it achieves automatic switching of damping characteristics under different compression / rebound speeds, without the need for manual or electronic control. The structure is simple, the response is sensitive, the reliability is high, and it can dynamically adapt to various road conditions. Attached Figure Description

[0012] Figure 1 This is a three-dimensional structural diagram of an embodiment of the present invention in a frontal view;

[0013] Figure 2 This is a three-dimensional structural diagram of an embodiment of the present invention in a rear view.

[0014] Figure 3This is an exploded structural diagram of an embodiment of the present invention;

[0015] Figure 4 This is a cross-sectional structural schematic diagram of an embodiment of the present utility model;

[0016] Figure 5 This is a top view of the piston structure in an embodiment of this utility model;

[0017] Figure 6 yes Figure 5 A schematic diagram of the cross-sectional structure at point AA.

[0018] Explanation of reference numerals in the attached figures:

[0019] 1. Hydraulic cylinder; 2. First sleeve; 3. Second sleeve; 4. Piston; 5. First spring; 6. Second spring; 7. First bushing; 8. First sealing cap; 9. Second sealing cap; 10. Connecting plate; 11. Adjusting device;

[0020] 30. Support ring; 31. First connecting hole; 32. Second connecting hole; 33. Third connecting hole; 34. Fourth connecting hole; 35. Fifth connecting hole;

[0021] 41. Plug body; 42. Main valve plate; 43. Secondary valve plate; 44. Return spring; 45. Groove; 46. Main oil hole; 47. Secondary oil hole; 48. Elastic throttling element; 49. Inclined conical surface;

[0022] 100, First cavity; 200, Second cavity; 101, First connecting hole; 102, Second connecting hole; 111, Adjusting seat; 112, Adjusting rod; 113, Adjusting hole. Detailed Implementation

[0023] The present invention will now be further described in conjunction with the accompanying drawings and specific embodiments.

[0024] The embodiment of this utility model is as follows:

[0025] refer to Figures 1 to 6As shown, a multi-condition dynamically adjustable front fork shock absorber includes a hydraulic cylinder 1, a first sleeve 2, a second sleeve 3, a piston 4, a first spring 5, a second spring 6, a first bushing 7, a first sealing cap 8, a second sealing cap 9, a connecting plate 10, and an adjusting device 11. The first sealing cap 8 is located at the upper end of the hydraulic cylinder 1, and the adjusting device 11 is located at the lower part of the hydraulic cylinder 1. The first sleeve 2 passes through the hydraulic cylinder 1, and its upper end extends outward through the first sealing cap 8. The second sealing cap 9 is located at the upper end of the first sleeve 2. A first connecting hole 31 is provided at the lower part of the first sleeve 2 and inside the hydraulic cylinder 1. The second sleeve 3 passes through the first sleeve 2, and its lower end extends out of the first sleeve 2 and connects to the adjusting device 11. The upper end is provided with a support ring 30. The piston 4 is disposed on the second sleeve 3 and distributed within the first sleeve 2. The piston 4 includes a piston body 41, a main valve plate 42, a secondary valve plate 43, and a return spring 44. The piston body 41 has a slot 45 at its central axis for the second sleeve 3 to pass through. The piston body 41 has four main oil holes 46 and four secondary oil holes 47 axially. The diameter of the main oil holes 46 is 1.6mm to 2.0mm, preferably 1.8mm. The main oil holes 46 are controlled to open and close by the main valve plate 42. The secondary oil holes 47 are stepped variable cross-section channels. The inlet diameter of the secondary oil holes 47 is 0.4mm to 0.8mm, preferably 0.6mm, and the outlet diameter of the secondary oil holes 47 is 1.0mm to 1.4mm, preferably 1.2mm, the auxiliary oil hole 47 is provided with an elastic throttling element 48, the main valve plate 42 covers one side of the piston body 41, normally blocking the main oil hole 46, so that the shock absorber exhibits soft damping at low speed and hard damping at high speed. The auxiliary valve plate 43 is provided on the other side of the piston body 41 through a return spring 44, providing symmetrical rebound damping adjustment during the rebound stroke. The upper part of the second sleeve 3 and located inside the first sleeve 2 are respectively provided with a second connecting hole 32, a third connecting hole 33 and a fourth connecting hole 34. The second connecting hole 32, the third connecting hole 33 and the fourth connecting hole 34 are distributed on the lower side of the piston 4. The distance between the second connecting hole 32 and the piston 4 is smaller than the distance between the third connecting hole 33 and the piston 4, and the distance between the third connecting hole 33 and the piston 4 is smaller than the distance between the fourth connecting hole 34 and the piston 4. The second sleeve 3 has two fifth connecting holes 35 at its lower part. The first bushing 7 is located between the first sleeve 2 and the second sleeve 3, and is distributed on the lower side of the piston 4. The first spring 5 passes through the first sleeve 2, and its two ends abut against the second sealing cap 9 and the support ring 30, respectively. The second spring 6 is sleeved on the second sleeve 3, and its two ends are connected to the support ring 30 and the piston 4, respectively. The second sealing cap 9, the first sleeve 2, the second sleeve 3, the piston 4, and the adjusting device 11 form a first cavity 100. The first sealing cap 8, the hydraulic cylinder 1, the first sleeve 2, the second sleeve 3, and the piston 4 form a second cavity 200. Both the first cavity 100 and the second cavity 200 are filled with damping oil. The flow rate of the damping oil into and out of the first cavity 100 is adjusted by the adjusting device 11.

[0026] This multi-terrain dynamic adjustable fork shock absorber, through a piston structure with a main oil port 46 and a stepped auxiliary oil port 47, and in conjunction with the main valve plate 42, auxiliary valve plate 43, and return spring 44, allows the damping oil to flow only through the small-section auxiliary oil port during low-speed compression / rebound, exhibiting soft damping characteristics and improving comfort; under high-speed impact, the main valve plate 42 opens, and the large-diameter main oil port 46 participates in the flow, forming hard damping and effectively suppressing severe vibrations. Specifically, the main valve plate 42 covers one side of the piston body 41, normally blocking the main oil port 46; when the piston 4 moves at a low speed, the oil pressure is insufficient to open the main valve plate 42, and only flows through the auxiliary oil port 47, forming soft damping .... When the speed of movement is high (such as when encountering bumps), the oil pressure increases, pushing the main valve plate 42 to deform and open the main oil hole 46. At the same time, the elastic throttling element 48 in the auxiliary oil hole 47 is compressed and expands, which significantly increases the total flow area and rapidly increases the damping force, realizing a hard damping response. This achieves dynamic adaptive adjustment of the front fork shock absorber under various road conditions, combining comfort and handling. Meanwhile, the second sleeve 3 is equipped with multi-stage connecting holes that cooperate with the adjustment device 11. Combined with the oil circuit design of the first cavity 100 and the second cavity 200, it realizes automatic switching of damping characteristics under different compression / rebound speeds. No manual or electronic control is required. The structure is simple, the response is sensitive, the reliability is high, and it can dynamically adapt to various road conditions.

[0027] Furthermore, the second connecting hole 32, the third connecting hole 33, and the fourth connecting hole 34 are arranged sequentially from closest to furthest from the piston 4, so that different numbers of connecting holes are opened sequentially at different stroke stages of the piston 4, forming a multi-stage oil circuit switching mechanism; during short strokes (such as on paved urban roads), only the connecting holes closest to the piston 4 are opened to maintain high damping accuracy; during long strokes (such as on bumpy off-road terrain), multiple connecting holes work together to increase the oil flow capacity and prevent sudden pressure rise, thereby achieving stroke-adaptive damping adjustment, further improving dynamic response performance and ride comfort under various road conditions.

[0028] Furthermore, by adding a connecting plate 10 distributed along the axial direction on the hydraulic cylinder 1, and setting a first connecting hole 101 and a second connecting hole 102 perpendicular to the orthographic projection of the central axis of the hydraulic cylinder 1 in its middle, it is convenient to firmly install the shock absorber on the motorcycle frame, and the installation direction is reasonable, the force is evenly distributed, the overall installation rigidity and torsional performance are improved, the impact load during driving is effectively dispersed, and connection failure caused by local stress concentration is avoided.

[0029] In this embodiment, the elastic throttling element 48 is a silicone ring or a porous rubber pad, preferably a silicone ring, which has good elasticity and oil resistance, can generate stable throttling resistance under low-speed conditions, and ensures soft damping effect; at the same time, it is not easy to age and deform during long-term use, ensuring the consistency and durability of damping characteristics, and is low in cost and easy to assemble, taking into account both performance and economy.

[0030] Furthermore, the stepped transition section of the auxiliary oil hole 47 is provided with an inclined conical surface 49 to guide the oil to transition smoothly and reduce turbulence noise. Specifically, it can guide the damping oil to flow smoothly in the variable cross-section channel, effectively reducing turbulence and cavitation caused by abrupt changes in cross-section, thereby reducing operating noise, improving riding quietness, and extending the service life of internal components.

[0031] Furthermore, the adjusting device 11 includes an adjusting seat 111 and an adjusting rod 112. The adjusting seat 111 is fixed on the hydraulic cylinder 1. The adjusting seat 111 has an adjusting hole 113 along the axial direction of the hydraulic cylinder 1. The lower end of the second sleeve 3 is embedded in the adjusting hole 113. The adjusting rod 112 passes through the adjusting hole 113 and is rotatably connected to the adjusting seat 111. The adjusting rod 112 has an external thread. The upper part of the adjusting rod 112 is embedded in the second sleeve 3 and is threadedly connected to the second sleeve 3. By rotating the adjusting rod 112, the second sleeve 3 is threadedly connected to the adjusting rod 112. The second sleeve 3 moves up and down along its axial direction. When the second sleeve 3 moves upward, the compression stroke of the first spring 5 decreases, the piston 4 separates from the first connecting hole 31, and the second connecting hole 32 disengages from the first bushing 7, or the second connecting hole 32 and the third connecting hole 33 disengage from the first bushing 7 together. When the second sleeve 3 moves downward, the compression stroke of the first spring 5 increases, and the two fifth connecting holes 35 are embedded in the adjusting seat 111. The fourth connecting hole 34 disengages from the first bushing 7. This causes the flow area of ​​the damping oil entering and exiting the first cavity 100 to change, the flow velocity to change, and thus the damping magnitude of the shock absorber to change.

[0032] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0033] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0034] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0035] Although the invention has been specifically shown and described in conjunction with preferred embodiments, those skilled in the art should understand that various changes in form and detail may be made to the invention without departing from the spirit and scope of the invention as defined in the appended claims, all of which shall be within the scope of protection of the invention.

Claims

1. A multi-terrain dynamic adjustable front fork shock absorber, characterized in that: The system includes a hydraulic cylinder, a first sleeve, a second sleeve, a piston, a first spring, a second spring, a first bushing, a first sealing cap, a second sealing cap, and an adjusting device. The first sealing cap is located at the upper end of the hydraulic cylinder, and the adjusting device is located at the lower part of the hydraulic cylinder. The first sleeve passes through the hydraulic cylinder, and its upper end extends outward through the first sealing cap. The second sealing cap is located at the upper end of the first sleeve. A first connecting hole is provided in the lower part of the first sleeve, located inside the hydraulic cylinder. The second sleeve passes through the first sleeve, and its lower end extends out of the first sleeve and connects to the adjusting device. The upper end of the two sleeves is provided with a support ring. The piston is mounted on the second sleeve and distributed within the first sleeve. The piston includes a piston body, a main valve plate, a secondary valve plate, and a return spring. A slot is provided along the central axis of the piston body for the second sleeve to pass through. The piston body has four main oil holes and four secondary oil holes along its axial direction. The diameter of the main oil holes is 1.6mm to 2.0mm, and the main oil holes are controlled by the main valve plate to open and close. The secondary oil holes are stepped variable cross-section channels, with an inlet diameter of 0.4mm to 0.8mm and an outlet diameter of 1.0mm to 1.4mm. The auxiliary oil hole is equipped with an elastic throttling element. The main valve plate covers one side of the piston body and normally blocks the main oil hole, so that the shock absorber exhibits soft damping at low speeds and hard damping at high speeds. The auxiliary valve plate is located on the other side of the piston body via a return spring, providing symmetrical rebound damping adjustment during the rebound stroke. The upper part of the second sleeve, located inside the first sleeve, is provided with a second connecting hole, a third connecting hole, and a fourth connecting hole, which are distributed on the lower side of the piston. The lower part of the second sleeve is provided with two fifth connecting holes. The first bushing is located on the first sleeve. Between the first sleeve and the second sleeve, and distributed below the piston, the first spring passes through the first sleeve, and the two ends of the first spring abut against the second sealing cap and the support ring respectively. The second spring is sleeved on the second sleeve, and the two ends of the second spring are connected to the support ring and the piston respectively. The first cavity is formed by the second sealing cap, the first sleeve, the second sleeve, the piston and the adjusting device. The second cavity is formed by the first sealing cap, the hydraulic cylinder, the first sleeve, the second sleeve and the piston. Both the first cavity and the second cavity are filled with damping oil. The flow rate of the damping oil into and out of the first cavity is adjusted by the adjusting device.

2. The multi-condition dynamically adjustable front fork shock absorber according to claim 1, characterized in that: It also includes a connecting plate, which is distributed along the axial direction of the hydraulic cylinder, and the two ends of the connecting plate are locked to the hydraulic cylinder by bolts. The middle part of the connecting plate is provided with a first connecting hole and a second connecting hole, and the central axis of the first connecting hole and the second connecting hole is perpendicular to the orthographic projection of the central axis of the hydraulic cylinder.

3. The multi-condition dynamically adjustable fork shock absorber according to claim 1, characterized in that: The elastic throttling element is a silicone ring or a porous rubber pad.

4. The multi-condition dynamically adjustable front fork shock absorber according to claim 1, characterized in that: The stepped transition section of the auxiliary oil hole is provided with an inclined conical surface to guide the oil to transition smoothly and reduce turbulence noise.

5. The multi-terrain dynamic adjustable fork shock absorber according to any one of claims 1 to 4, characterized in that: The adjusting device includes an adjusting seat and an adjusting rod. The adjusting seat is fixed on the hydraulic cylinder. An adjusting hole is provided on the adjusting seat along the axial direction of the hydraulic cylinder. The lower end of the second sleeve is embedded in the adjusting hole. The adjusting rod passes through the adjusting hole and is rotatably connected to the adjusting seat. The adjusting rod has an external thread. The upper part of the adjusting rod is embedded in the second sleeve and is threadedly connected to the second sleeve.

6. The multi-terrain dynamic adjustable fork shock absorber according to claim 5, characterized in that: The distance between the second connecting hole and the piston is smaller than the distance between the third connecting hole and the piston, and the distance between the third connecting hole and the piston is smaller than the distance between the fourth connecting hole and the piston.

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