Motorcycle shock absorber with long service life

Abstract

The utility model relates to the field of shock absorbers, in particular to a long-service-life motorcycle shock absorber which has the advantages of being simple and reasonable in structure and accurate in damping adjustment and comprises an installation base, a hydraulic cylinder, a sealing cover, a piston rod, a piston, a first spring, a first supporting base, a second supporting base, an air bag assembly and a damping adjustment assembly. The mounting seat comprises a first mounting part, a second mounting part and a connecting part for connecting the first mounting part and the second mounting part, a first mounting groove is formed in the first mounting part, and a second mounting groove and a third mounting groove communicated with the second mounting groove are formed in the second mounting part; the included angle between the central axis of the second mounting groove and the central axis of the third mounting groove ranges from 160 degrees to 178 degrees, a first notch is formed in the position, located on the peripheral side of the second mounting groove, of the second mounting part, the central axis of the first mounting groove is parallel to the central axis of the second mounting groove, and the first mounting groove is located on the upper side of the second mounting groove.

Description

Technical Field

[0001] This utility model relates to the field of shock absorbers, and in particular to a long-life motorcycle shock absorber. Background Technology

[0002] Motorcycle shock absorbers are a key component of the motorcycle suspension system. Their main function is to absorb the impact and vibration from uneven road surfaces, ensuring riding comfort and vehicle handling stability. Existing motorcycle shock absorbers typically consist of a hydraulic cylinder, piston rod, spring, and damping adjustment mechanism. However, under high-frequency vibration and heavy-load conditions, the internal seals of traditional shock absorbers are prone to wear, leading to oil leaks or performance degradation; simultaneously, the springs are susceptible to fatigue fracture, affecting their service life. Utility Model Content

[0003] Therefore, in view of the above problems, this utility model provides a motorcycle shock absorber with a simple and reasonable structure, precise damping adjustment and long service life.

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

[0005] A high-life motorcycle shock absorber includes a mounting base, a hydraulic cylinder, a sealing cap, a piston rod, a piston, a first spring, a first support base, a second support base, an airbag assembly, and a damping adjustment assembly. The mounting base includes a first mounting portion, a second mounting portion, and a connecting portion connecting the first and second mounting portions. The first mounting portion has a first mounting groove, and the second mounting portion has a second mounting groove and a third mounting groove communicating with the second mounting groove. The angle between the central axis of the second mounting groove and the central axis of the third mounting groove is 160°–178°. The second mounting portion has a first notch located on the periphery of the second mounting groove. The angle between the central axis of the first mounting groove and the central axis of the third mounting groove is 160°–178°. The two mounting slots have parallel central axes. The first mounting slot is located above the second mounting slot. The connecting part has a first flow channel connecting the first mounting slot and the third mounting slot. The hydraulic cylinder is located in the first mounting slot. The sealing cap is located at the other end of the hydraulic cylinder. The piston rod is located inside the hydraulic cylinder, with one end extending out of the sealing cap. The piston is located at the inner end of the piston rod. The first support seat is located at the outer end of the piston rod. The second support seat is located on the hydraulic cylinder. The first spring is sleeved on the hydraulic cylinder and the piston rod, with both ends of the first spring abutting against the first support seat and the second support seat, respectively. The airbag assembly is located in the second mounting slot. The damping adjustment assembly is located in the third mounting slot.

[0006] Furthermore, the damping adjustment assembly includes an adjustment seat, a valve stem, a knob, a connecting seat, a valve plate, a first locking nut, and a conical spring. The adjustment seat is threadedly connected to the second mounting part and has a second flow channel communicating with the first flow channel. The valve stem is threadedly connected to the second flow channel and is used to adjust the flow area of ​​the second flow channel. The knob is located at the upper end of the valve stem. The connecting seat is located on the upper part of the adjustment seat through the first locking nut and has a connecting through hole. The valve plate is covered on the connecting through hole. The conical spring is sleeved on the adjustment seat, and both ends of the conical spring abut against the valve plate and the adjustment seat, respectively.

[0007] Furthermore, a blind hole is recessed on the adjusting seat and on the periphery of the valve stem. A second spring and a steel ball are provided in the blind hole. The steel ball is pressed against the lower surface of the knob by the second spring.

[0008] Furthermore, the piston includes a piston body, a sealing ring, several upper valve plates, lower valve plates, elastic valve plates, an upper locking nut, and a lower locking seat. The piston body is provided with a first flow hole and a second flow hole. The flow area of ​​the first flow hole is smaller than that of the second flow hole. The piston body is provided with a second notch on the outer edge of the second flow hole. Each of the upper valve plates is disposed on the upper side of the piston body through the upper locking nut and is stacked in sequence. The upper valve plates cover the first flow hole. The lower valve plates and elastic valve plates are disposed on the lower side of the piston body through the lower locking seat, and the elastic valve plates cause the lower valve plates to abut against the lower surface of the piston body. The sealing ring is sleeved on the circumferential surface of the piston body.

[0009] Furthermore, the diameter of each of the upper valve plates gradually decreases from bottom to top.

[0010] By adopting the aforementioned technical solution, the beneficial effects of this utility model are as follows: This high-life motorcycle shock absorber, by setting a first mounting part, a second mounting part, and a connecting part, and designing a second mounting groove and a third mounting groove with an included angle of 160° to 178° on the second mounting part, this non-linear angle design can optimize the force transmission path, reduce stress concentration, improve the fatigue strength of the overall structure, and thus extend the service life of the shock absorber; furthermore, by setting an airbag assembly at the second mounting groove, utilizing the compressibility of gas as an auxiliary elastic element, it can effectively absorb high-frequency fine vibrations, compensating for the shortcomings of relying solely on hydraulic pressure and... The drawbacks of the coil spring significantly improve riding smoothness and reduce pressure fluctuations in the hydraulic system, protecting the seals. Simultaneously, the connecting part features a first flow channel connecting the first and third mounting slots. Combined with the specific positional relationship of the mounting slots—the first mounting slot is located above the second mounting slot and their axes are parallel—this ensures smoother hydraulic oil flow, reduces fluid resistance loss, and improves the shock absorber's response speed. The first and second support seats limit the first spring, ensuring its stability during operation and preventing it from tilting or dislodging, further guaranteeing the long-term reliable operation of the shock absorber. Attached Figure Description

[0011] Figure 1 This is a three-dimensional structural schematic diagram of an embodiment of the present utility model;

[0012] Figure 2 This is an exploded structural diagram of an embodiment of the present invention;

[0013] Figure 3 This is a three-dimensional structural diagram of the mounting base in the embodiment of this utility model, viewed from below.

[0014] Figure 4 This is a three-dimensional structural schematic diagram of the mounting base in a top view according to an embodiment of this utility model;

[0015] Figure 5 This is an exploded structural diagram of the damping adjustment component in an embodiment of this utility model;

[0016] Figure 6 This is an exploded structural diagram of the piston in an embodiment of this utility model.

[0017] Explanation of reference numerals in the attached figures:

[0018] 1. Mounting base; 2. Hydraulic cylinder; 3. Sealing cap; 4. Piston rod; 5. Piston; 6. First spring; 7. First support base; 8. Second support base; 9. Airbag assembly; 10. Damping adjustment assembly;

[0019] 11. Adjusting seat; 12. Valve stem; 13. Knob; 14. Connecting seat; 15. Valve plate; 16. First locking nut; 17. Conical spring; 18. Second flow channel; 19. Connecting through hole; 20. Blind hole; 21. Second spring; 22. Steel ball;

[0020] 51. Piston body; 52. Sealing ring; 53. Upper valve plate; 54. Lower valve plate; 55. Elastic valve plate; 56. Upper locking nut; 57. Lower locking seat; 58. First flow hole; 59. Second flow hole; 60. Second notch;

[0021] 101. First mounting part; 102. Second mounting part; 103. Connecting part; 104. First mounting groove; 105. Second mounting groove; 106. Third mounting groove; 107. First notch; 108. First flow channel. Detailed Implementation

[0022] The present invention will now be further described in conjunction with the accompanying drawings and specific embodiments.

[0023] The embodiment of this utility model is as follows:

[0024] refer to Figures 1 to 6As shown, a high-life motorcycle shock absorber includes a mounting base 1, a hydraulic cylinder 2, a sealing cap 3, a piston rod 4, a piston 5, a first spring 6, a first support 7, a second support 8, an airbag assembly 9, and a damping adjustment assembly 10. The mounting base 1 includes a first mounting part 101, a second mounting part 102, and a connecting part 103 connecting the first mounting part 101 and the second mounting part 102. The first mounting part 101 is provided with a first mounting groove 104, and the second mounting part 102 is provided with a second mounting groove 105 and a third mounting groove 106 communicating with the second mounting groove 105. The angle between the central axis of the second mounting groove 105 and the central axis of the third mounting groove 106 is 160° to 178°, preferably 175°. A first notch 107 is provided on the second mounting part 102 and on the periphery of the second mounting groove 105. The central axis of the mounting groove 104 is parallel to the central axis of the second mounting groove 105. The first mounting groove 104 is located above the second mounting groove 105. The connecting part 103 is provided with a first flow channel 108 connecting the first mounting groove 104 and the third mounting groove 106. The hydraulic cylinder 2 is located at the first mounting groove 104. The sealing cap 3 is located at the other end of the hydraulic cylinder 2. The piston rod 4 is located inside the hydraulic cylinder 2, and one end extends out of the sealing cap 3. The piston 5 is located at the inner end of the piston rod 4. The first support seat 7 is located at the outer end of the piston rod 4. The second support seat 8 is located on the hydraulic cylinder 2. The first spring 6 is sleeved on the hydraulic cylinder 2 and the piston rod 4, and the two ends of the first spring 6 abut against the first support seat 7 and the second support seat 8, respectively. The airbag assembly 9 is located at the second mounting groove 105. The damping adjustment assembly 10 is located at the third mounting groove 106.

[0025] This high-life motorcycle shock absorber features a first mounting part 101, a second mounting part 102, and a connecting part 103. The second mounting part 102 has a second mounting groove 105 and a third mounting groove 106 with an included angle of 160°–178°. This non-linear angle design optimizes the force transmission path, reduces stress concentration, and improves the fatigue strength of the overall structure, thereby extending the shock absorber's service life. Furthermore, an airbag assembly 9 is installed at the second mounting groove 105, utilizing the compressibility of gas as an auxiliary elastic element. This effectively absorbs high-frequency fine vibrations, compensating for the shortcomings of relying solely on hydraulic pressure and coil springs, and significantly improving... The system improves riding smoothness, reduces pressure fluctuations in the hydraulic system, and protects the seals. Simultaneously, the connecting part 103 has a first flow channel 108 connecting the first mounting groove 104 and the third mounting groove 106. Combined with a specific mounting groove position relationship—the first mounting groove 104 is located above the second mounting groove 105 and their axes are parallel—this ensures smoother hydraulic oil flow, reduces fluid resistance loss, and improves the shock absorber's response speed. The first support seat 7 and the second support seat 8 limit the first spring 6, ensuring the spring's stability during operation and preventing it from tilting or dislodging, further guaranteeing the long-term reliable operation of the shock absorber.

[0026] Specifically, the damping adjustment assembly 10 includes an adjustment seat 11, a valve stem 12, a knob 13, a connecting seat 14, a valve plate 15, a first locking nut 16, and a conical spring 17. The adjustment seat 11 is threadedly connected to the second mounting part 102. The adjustment seat 11 has a second flow channel 18 communicating with the first flow channel 108. The valve stem 12 is threadedly connected to the second flow channel 18 and is used to adjust the flow area of ​​the second flow channel 18. The knob 13 is located at the upper end of the valve stem 12. The connecting seat 14 is located on the upper part of the adjustment seat 11 through the first locking nut 16. The connecting seat 14 has a connecting through hole 19. The valve plate 15 covers the connecting through hole 19. The conical spring 17 is sleeved on the adjustment seat 11, and both ends of the conical spring 17 abut against the valve plate 15 and the adjustment seat 11, respectively. The valve stem 12 is threaded onto the second flow channel 18. Rotating the knob 13 precisely changes the position of the valve stem 12, thereby linearly adjusting the flow area of ​​the second flow channel 18. This achieves stepless fine adjustment of the damping force, adapting to different road conditions and load requirements. A conical spring 17 is sleeved on the adjusting seat 11, with its two ends abutting against the valve plate 15 and the adjusting seat 11, respectively. The conical spring 17 not only provides preload to prevent the valve plate 15 from making abnormal noise or shifting under high-frequency vibration, but also provides buffering during oil impact, protecting the valve plate 15 from hard impact damage and improving the durability of the adjusting assembly. The coordinated design of the adjusting seat 11, connecting seat 14, locking nut, and other components makes the entire damping adjusting assembly 10 compact, well-sealed, and effectively prevents external impurities from entering and internal oil leakage.

[0027] Furthermore, a blind hole 20 is recessed on the adjustment seat 11 and located on the periphery of the valve stem 12. A second spring 21 and a steel ball 22 are provided in the blind hole 20. The steel ball 22 is pressed against the lower surface of the knob 13 by the second spring 21. The second spring 21 pushes the steel ball 22 against the lower surface of the knob 13, forming a ratchet. When the user adjusts the knob 13 to a specific position, the steel ball 22 will be engaged in the groove on the knob surface or provide friction to prevent the knob from rotating on its own during vehicle vibration, thus ensuring the stability of the damping setting value.

[0028] Meanwhile, the piston 5 includes a piston body 51, a sealing ring 52, several upper valve plates 53, lower valve plates 54, elastic valve plates 55, an upper locking nut 56, and a lower locking seat 57. The piston body 51 is provided with a first flow hole 58 and a second flow hole 59. The flow area of ​​the first flow hole 58 is smaller than that of the second flow hole 59. A second notch 60 is provided on the piston body 51 along the outer edge of the second flow hole 59. Each of the upper valve plates 53 is disposed on the upper side of the piston body 51 by the upper locking nut 56 and is stacked sequentially. The upper valve plates 53 cover the first flow hole 58. The lower valve plates 54 and elastic valve plates 55 are disposed on the lower side of the piston body 51 by the lower locking seat 57 and are connected by the elastic valve plate 55. The piston body 51 has a lower valve plate 54 abutting against the lower surface of the piston body 51. The sealing ring 52 is sleeved on the circumferential surface of the piston body 51. The piston body is provided with a first flow hole 58 and a second flow hole 59, and is respectively equipped with an upper valve plate 53 and a lower valve plate 54. This design realizes "dual threshold" damping control: during small amplitude motion, only the small hole is opened or the valve plate is slightly opened, providing gentle initial damping; during large amplitude impact, the large hole is opened and the valve plate deforms significantly, providing strong support damping, effectively balancing comfort and operability; the lower side is provided with an elastic valve plate, which allows the lower valve plate to automatically adjust its opening degree according to changes in oil flow rate and pressure, realizing nonlinear adaptive adjustment of damping force, avoiding the failure risk of traditional rigid valve systems under extreme conditions.

[0029] Furthermore, the diameter of each upper valve plate 53 gradually decreases from bottom to top. This stepped diameter distribution forms a stacked structure similar to a "pagoda." When oil flows through the first flow hole 58 and pushes the upper valve plate 53, the valve plate assembly can exhibit a more ideal bending deformation curve. The smaller top valve plate opens first, and as the pressure increases, the larger diameter valve plates at the bottom participate in the deformation in sequence. This allows the damping force to rise smoothly with the increase of piston speed, avoiding sudden changes in damping force, eliminating the jerking sensation during riding, further improving the linearity and comfort of the shock absorber, helping to disperse the stress at the root of the valve plate, preventing valve plate fatigue fracture caused by stress concentration, and thus extending the service life of the piston valve system.

[0030] 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 utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0031] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing" 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 utility model according to the specific circumstances.

[0032] In this utility model, 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," "on top of," and "over" 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.

[0033] Although the present 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 present invention without departing from the spirit and scope of the present invention as defined in the appended claims, and all such changes shall be within the scope of protection of the present invention.

Claims

1. A high-lifespan motorcycle shock absorber, characterized in that: The system includes a mounting base, a hydraulic cylinder, a sealing cap, a piston rod, a piston, a first spring, a first support base, a second support base, an airbag assembly, and a damping adjustment assembly. The mounting base includes a first mounting portion, a second mounting portion, and a connecting portion connecting the first and second mounting portions. The first mounting portion has a first mounting groove, and the second mounting portion has a second mounting groove and a third mounting groove communicating with the second mounting groove. The angle between the central axis of the second mounting groove and the central axis of the third mounting groove is 160°–178°. The second mounting portion has a first notch located on the periphery of the second mounting groove. The angle between the central axis of the first mounting groove and the central axis of the third mounting groove is 160°–178°. The axes are parallel, the first mounting groove is located above the second mounting groove, the connecting part is provided with a first flow channel connecting the first mounting groove and the third mounting groove, the hydraulic cylinder is located at the first mounting groove, the sealing cap is located at the other end of the hydraulic cylinder, the piston rod is located inside the hydraulic cylinder and one end protrudes through the sealing cap, the piston is located at the inner end of the piston rod, the first support seat is located at the outer end of the piston rod, the second support seat is located on the hydraulic cylinder, the first spring is sleeved on the hydraulic cylinder and the piston rod, and the two ends of the first spring abut against the first support seat and the second support seat respectively, the airbag assembly is located at the second mounting groove, and the damping adjustment assembly is located at the third mounting groove.

2. The high-life motorcycle shock absorber according to claim 1, characterized in that: The damping adjustment assembly includes an adjustment seat, a valve stem, a knob, a connecting seat, a valve plate, a first locking nut, and a conical spring. The adjustment seat is threadedly connected to the second mounting part and has a second flow channel communicating with the first flow channel. The valve stem is threadedly connected to the second flow channel and is used to adjust the flow area of ​​the second flow channel. The knob is located at the upper end of the valve stem. The connecting seat is located on the upper part of the adjustment seat through the first locking nut and has a connecting through hole. The valve plate is covered on the connecting through hole. The conical spring is sleeved on the adjustment seat, and its two ends abut against the valve plate and the adjustment seat, respectively.

3. The high-life motorcycle shock absorber according to claim 2, characterized in that: The adjusting seat has a blind hole recessed on the periphery of the valve stem. A second spring and a steel ball are installed in the blind hole. The steel ball is pressed against the lower surface of the knob by the second spring.

4. The high-life motorcycle shock absorber according to any one of claims 1 to 3, characterized in that: The piston includes a piston body, a sealing ring, several upper valve plates, lower valve plates, elastic valve plates, an upper locking nut, and a lower locking seat. The piston body has a first flow hole and a second flow hole. The flow area of ​​the first flow hole is smaller than that of the second flow hole. The piston body has a second notch located on the outer edge of the second flow hole. Each of the upper valve plates is disposed on the upper side of the piston body through the upper locking nut and is stacked in sequence. The upper valve plates cover the first flow hole. The lower valve plates and elastic valve plates are disposed on the lower side of the piston body through the lower locking seat, and the elastic valve plates allow the lower valve plates to abut against the lower surface of the piston body. The sealing ring is sleeved on the circumferential surface of the piston body.

5. The high-life motorcycle shock absorber according to claim 4, characterized in that: The diameter of each of the upper valve plates gradually decreases from bottom to top.

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