A front shock absorber with adjustable rebound damping speed

Abstract

The application relates to the technical field of shock absorbers, and discloses a front shock absorber with adjustable rebound speed, which comprises a first cylinder, a second cylinder, a piston, a spring and a main shaft, a plurality of damping holes are arranged on the piston in a circumferential distribution along a piston axis, a flow limiting plate is arranged in the damping holes, the flow limiting plate is rotationally matched with the inner wall of the damping holes, and the flow limiting plate is controlled in terms of an inclination angle by an adjusting unit. The application has the effect of conveniently adjusting the rebound speed of the shock absorber.

Description

Technical Field

[0001] This application relates to the field of shock absorber technology, and in particular to a front shock absorber with adjustable shock absorption and rebound speed. Background Technology

[0002] Shock absorbers are primarily used to suppress impacts from the road surface. During vehicle operation, when a vehicle experiences an impact, the shock absorber absorbs the vibration and impact energy, thereby reducing the impact on the vehicle body and passengers, effectively improving the comfort and stability of the vehicle.

[0003] Existing shock absorbers typically include components such as a first cylinder, a second cylinder, a spring, and a piston. The first cylinder is mounted on the vehicle frame, while the second cylinder is mounted on the wheel axle. The first cylinder is fitted over the second cylinder in a sliding engagement. The piston is located inside the second cylinder, slidingly engaging with it, and is fixedly connected to the first cylinder via a main shaft. The spring is located inside the second cylinder, with one end contacting the end of the second cylinder furthest from the first cylinder, and the other end contacting the piston.

[0004] When the shock absorber is in compression mode, the first and second cylinders move closer together, with the piston compressing the spring. When the shock absorber is in rebound mode, the spring force pushes the first and second cylinders away from each other. To control the rebound speed of the shock absorber, damping fluid is typically installed inside the second cylinder. When the spring deforms, the damping fluid slows down the deformation rate. Simultaneously, the piston has a damping orifice, which is a through-hole connecting the first and second cylinders.

[0005] During the relative movement of the first and second cylinders, the damping fluid flows through the damping orifice between the first and second cylinders. However, the existing damping orifice size is fixed, which makes it difficult to adjust the rebound speed of the shock absorber. Utility Model Content

[0006] To facilitate adjustment of the shock absorber's rebound speed, this application provides a front shock absorber with adjustable rebound speed.

[0007] The front shock absorber with adjustable rebound speed provided in this application adopts the following technical solution:

[0008] A front shock absorber with adjustable damping and rebound speed includes a first cylinder, a second cylinder, a piston, a spring, and a main shaft. The piston is provided with a plurality of damping holes distributed circumferentially along the piston axis.

[0009] A flow-limiting plate is provided inside the damping orifice;

[0010] The flow-limiting plate is rotatably engaged with the inner wall of the damping hole;

[0011] The tilt angle of the flow-limiting plate is controlled by an adjustment unit.

[0012] Optionally, the current limiting plate is provided with a rotating shaft;

[0013] The piston is provided with a rotating groove;

[0014] The rotating shaft is placed inside the rotating groove and rotates in conjunction with the rotating groove.

[0015] Optionally, the inner wall of the rotating groove is provided with a placement groove;

[0016] The rotating shaft is provided with a first gear ring;

[0017] The adjustment unit includes a second gear ring and a power unit;

[0018] The second gear ring is sleeved on the main shaft and rotates in cooperation with the main shaft;

[0019] The second gear ring meshes with the first gear ring.

[0020] Optionally, the piston is provided with a clamping ring;

[0021] The clamping ring is provided with multiple arc-shaped clamping blocks circumferentially along the axis;

[0022] The pressure block and the inner wall of the rotating groove form a rotation limiting space.

[0023] Optionally, a positioning ring is provided on the rotating shaft;

[0024] The inner wall of the limiting space is provided with a positioning groove;

[0025] The positioning ring and the positioning groove are rotatably engaged.

[0026] Optionally, the power unit includes a transmission cylinder and a motor, wherein:

[0027] One end of the transmission cylinder is provided on the second gear ring, and the other end of the transmission cylinder is provided with a third gear ring;

[0028] The transmission cylinder is rotatably sleeved on the main shaft;

[0029] The first cylinder is provided with a mounting base for placing the motor;

[0030] The motor shaft of the motor is connected to the transmission cylinder.

[0031] Optionally, the motor shaft of the motor passes through the mounting base;

[0032] The motor shaft of the motor is provided with a fourth gear ring that meshes with the third gear ring.

[0033] The fourth gear ring is located on the side of the third gear ring away from the second gear ring.

[0034] Optionally, the main shaft is provided with a plurality of protrusions in the circumferential direction;

[0035] The protrusion contacts the inner wall of the transmission cylinder.

[0036] Optionally, the transmission cylinder has multiple oil perforations on its wall.

[0037] In summary, this application includes at least one of the following beneficial technical effects:

[0038] 1. The motor drives the transmission cylinder, the second gear ring, and the first gear ring to rotate, thereby causing the shaft to rotate. This adjusts the tilt angle of the flow limiting plate, changes the flow cross-section of the damping orifice, and precisely controls the amount of hydraulic oil flowing through the damping orifice, thus achieving precise adjustment of the shock absorber's rebound speed to meet the shock absorption effect under different road conditions and usage requirements.

[0039] 2. The flow restrictor is installed via a rotating shaft and is limited and supported by structures such as a clamping ring, a positioning ring, and a limiting space. This effectively reduces the shaking and radial movement of the rotating shaft during operation, reduces the possibility of deformation of the flow restrictor due to long-term hydraulic oil impact, and improves the structural stability and component durability of the entire shock absorber.

[0040] 3. The convex strips on the main shaft reduce the contact area with the transmission cylinder, while the oil passage holes on the transmission cylinder allow hydraulic oil to enter between the transmission cylinder and the main shaft. This not only reduces the adhesion between the transmission cylinder and the main shaft, but also lubricates the rotating shaft and positioning ring, reduces frictional loss, extends the service life of the shock absorber, and ensures the smooth movement of the components. Attached Figure Description

[0041] Figure 1 This is a schematic diagram of the overall structure of an embodiment of this application.

[0042] Figure 2 This is a schematic diagram illustrating the location of the flow restrictor in an embodiment of this application.

[0043] Figure 3 This is a schematic diagram illustrating the piston structure in an embodiment of this application.

[0044] Figure 4 This is a schematic diagram illustrating the structure of the first and second ring bodies in the embodiments of this application.

[0045] Figure 5 This is a schematic diagram illustrating the structure of the adjustment unit in the embodiments of this application.

[0046] Figure 6 This is a schematic diagram illustrating the convex strip structure in an embodiment of this application.

[0047] Explanation of reference numerals in the attached figures:

[0048] 1. First cylinder; 2. Second cylinder; 3. Piston; 31. Damping hole; 32. Rotating groove; 33. Placement groove; 34. Positioning groove; 4. Spring; 5. Main shaft; 51. Protrusion; 6. Flow limiting plate; 61. Rotating shaft; 611. Positioning ring; 62. First gear ring; 7. Adjustment unit; 71. Second gear ring; 72. Power unit; 721. Transmission cylinder; 722. Motor; 723. Third gear ring; 724. Oil through hole; 725. Fourth gear ring; 8. Pressing ring; 81. First ring body; 82. Second ring body; 83. Pressure block; 9. Mounting base. Detailed Implementation

[0049] The following is in conjunction with the appendix Figures 1-6 This application will be described in further detail.

[0050] This application discloses a front shock absorber with adjustable shock absorption and rebound speed.

[0051] A front shock absorber with adjustable rebound speed includes a first cylinder 1, a second cylinder 2, a piston 3, a spring 4, and a main shaft 5. The first cylinder 1 is coaxially sleeved on the second cylinder 2, and the first cylinder 1 and the second cylinder 2 are in sliding fit. The piston 3 is located inside the second cylinder 2 and is fixedly connected to the first cylinder 1 through the main shaft 5. The spring 4 is installed inside the second cylinder 2, with one end of the spring 4 contacting the end of the second cylinder 2 away from the first cylinder 1, and the other end of the spring 4 contacting the piston 3.

[0052] The piston 3 is provided with multiple damping holes 31 distributed circumferentially along the axis of the piston 3. A flow limiting plate 6 is provided inside the damping hole 31. The flow limiting plate 6 is rotatably engaged with the inner wall of the damping hole 31. The tilt angle of the flow limiting plate 6 is controlled by the adjustment unit 7.

[0053] The shock absorber contains hydraulic oil, which flows through the damping orifice 31 between the first cylinder 1 and the second cylinder 2 during operation. The amount of hydraulic oil flowing through the damping orifice 31 is controlled by adjusting the angle of the flow restrictor 6, thereby controlling the rebound speed of the shock absorber.

[0054] The flow restrictor 6 is equipped with a rotating shaft 61, and the piston 3 is equipped with a rotating groove 32. The rotating shaft 61 is placed inside the rotating groove 32 and rotates in cooperation with it. The flow restrictor 6 rotates by the rotating shaft 61 to control the flow cross-section of the damping orifice 31, thereby controlling the amount of hydraulic oil flowing through the damping orifice 31. The rotating shaft 61 is placed inside the rotating groove 32, and the rotating shaft 61 and the rotating groove 32 rotate in cooperation. During the operation of the rotating shaft 61, the rotating groove 32 limits the rotation of the rotating shaft 61, thereby improving the accuracy and stability of the working position of the rotating shaft 61, and thus improving the positional stability and working stability of the flow restrictor 6.

[0055] Meanwhile, the flow restrictor 6 is mounted on the rotating shaft 61, which further enhances the structural strength of the flow restrictor 6 and reduces the possibility of deformation of the flow restrictor 6 during long-term hydraulic oil impact.

[0056] The inner wall of the rotating groove 32 is provided with a placement groove 33, the rotating shaft 61 is provided with a first gear ring 62, the adjusting unit 7 includes a second gear ring 71 and a power unit 72, the second gear ring 71 is sleeved on the main shaft 5 and rotates with the main shaft 5, and the second gear ring 71 and the first gear ring 62 mesh.

[0057] The second gear ring 71 is sleeved on the main shaft 5, and the axis of the second gear ring 71 and the main shaft 5 coincide. The main shaft 5 limits the second gear ring 71, thereby improving the stability of the rotation of the second gear ring 71. Since the second gear ring 71 meshes with the first gear ring 62, when the power unit 72 drives the second gear ring 71 to rotate, the second gear ring 71 drives the first gear ring 62 to rotate, which in turn drives the rotating shaft 61 and the flow limiting plate 6 to rotate.

[0058] Meanwhile, the rotation angle of the flow restrictor 6 is controlled by the rotation of the first gear ring 62 driven by the second gear ring 71, which improves the accuracy of the rotation angle of the flow restrictor 6.

[0059] The piston 3 is provided with a clamping ring 8, and the clamping ring 8 is provided with multiple arc-shaped pressure blocks 83 along the circumferential direction of the axis. The pressure blocks 83 and the inner wall of the rotating groove 32 form a rotation limiting space.

[0060] The clamping ring 8 includes a first ring body 81 and a second ring body 82, which are coaxial and fixedly connected. The diameter of the first ring body 81 is smaller than that of the second ring body 82. The pressure block 83 on the first ring body 81 limits the end of the rotating shaft 61 near the main shaft 5, and the pressure block 83 on the second ring body 82 limits the end of the rotating shaft 61 away from the main shaft 5.

[0061] Both ends of the rotating shaft 61 are placed in the limiting space. The inner wall of the limiting space limits the rotating shaft 61, reducing the possibility of the rotating shaft 61 shaking during operation, thereby improving the stability of the limiting plate.

[0062] A positioning ring 611 is provided on the rotating shaft 61, and a positioning groove 34 is provided on the inner wall of the limiting space. The positioning ring 611 and the positioning groove 34 are rotatably engaged.

[0063] The positioning ring 611 is installed inside the positioning groove 34. The inner wall of the positioning groove 34 positions the positioning ring 611, thereby reducing the possibility that the rotating shaft 61 will move radially along its own axis during operation.

[0064] When the hydraulic oil flows through the damping hole 31, it flows into the limiting space and the positioning groove 34, thereby lubricating the rotating shaft 61 and the positioning ring 611, reducing friction loss, extending service life, and improving the smoothness of the movement of the rotating shaft 61.

[0065] The power unit 72 includes a transmission cylinder 721 and a motor 722, wherein:

[0066] One end of the transmission cylinder 721 is provided on the second gear ring 71, and the other end of the transmission cylinder 721 is provided with the third gear ring 723; the transmission cylinder 721 body is rotatably sleeved on the main shaft 5; the first cylinder body 1 is provided with a mounting seat 9 for placing the motor 722; the motor shaft of the motor 722 and the transmission cylinder 721 are connected in a transmission connection.

[0067] The transmission cylinder 721 is sleeved on the main shaft 5 and rotates in conjunction with the main shaft 5. The main shaft 5 guides and limits the transmission cylinder 721, thereby improving the stability of the transmission cylinder 721 rotating around its own axis. At the same time, it reduces the possibility of deformation of the transmission cylinder 721 during operation.

[0068] The second gear ring 71 and the third gear ring 723 are both mounted on the transmission cylinder 721 and are coaxial with the transmission cylinder 721, and the second gear ring 71 and the third gear ring 723 are far apart from each other.

[0069] The motor 722 is mounted on the first cylinder 1 via the mounting base 9. The mounting base 9 isolates the hydraulic oil inside the shock absorber, reducing the possibility of contact between the hydraulic oil and the motor 722, thus affecting the operation of the motor 722.

[0070] The motor 722 shaft of the motor 722 passes through the mounting base 9; the motor 722 shaft of the motor 722 is provided with a fourth gear ring 725 that meshes with the third gear ring 723; the fourth gear ring 725 is located on the side of the third gear ring 723 away from the second gear ring 71.

[0071] The fourth gear ring 725 and the third gear ring 723 on the shaft of the motor 722 mesh to drive the transmission cylinder 721 to rotate, thereby driving the second gear ring 71 and the first gear ring 62 to rotate, causing the rotating shaft 61 to rotate.

[0072] In order to ensure that the current limiting plate 6 has a fixed angle and an accurate tilt angle position for a long time, in this embodiment of the application, the motor 722 is a servo motor 722 with a self-locking function.

[0073] Since the fourth gear ring 725 is located on the side of the third gear ring 723 away from the second gear ring 71, and the transmission cylinder 721 is sleeved on the main shaft 5, the fourth gear ring 725 limits the transmission cylinder 721 through the third gear ring 723, reducing the possibility of the transmission cylinder 721 moving along its own axis during operation.

[0074] The main shaft 5 is provided with a plurality of protrusions 51 in the circumferential direction, and the protrusions 51 contact the inner wall of the transmission cylinder 721. By reducing the contact area between the main shaft 5 and the transmission cylinder 721 through the protrusions 51, the possibility of the adhesive force between the main shaft 5 and the transmission cylinder 721 affecting the operation of the transmission cylinder 721 is reduced while ensuring that the main shaft 5 limits the transmission cylinder 721.

[0075] The transmission cylinder 721 has multiple oil passage holes 724 on its cylinder wall. During the flow process, hydraulic oil enters between the transmission cylinder 721 and the main shaft 5 through the oil passage holes 724, which facilitates the flow of hydraulic oil between the main shaft 5 and the transmission cylinder 721 and further reduces the adhesion between the transmission cylinder 721 and the main shaft 5.

[0076] The implementation principle of a front shock absorber with adjustable rebound speed according to an embodiment of this application is as follows: When the shock absorber is working, hydraulic oil flows between the first cylinder 1 and the second cylinder 2 through the damping hole 31 on the piston 3. When the motor 722 is started, the fourth gear ring 725 on the shaft of the motor 722 meshes with the third gear ring 723 on the transmission cylinder 721, driving the transmission cylinder 721 to rotate. Then, through the meshing of the second gear ring 71 with the first gear ring 62 on the rotating shaft 61, the rotating shaft 61 is rotated, thereby adjusting the tilt angle of the flow limiting plate 6, changing the flow cross-section of the damping hole 31, controlling the flow of hydraulic oil, and realizing the adjustment of the rebound speed of the shock absorber. At the same time, the clamping ring 8, the positioning ring 611 and other structures ensure the working stability and positional accuracy of the rotating shaft 61 and the flow limiting plate 6. The oil passage hole 724 on the transmission cylinder 721 and the protrusion 51 on the main shaft 5 help to reduce adhesion and lubricate the components.

[0077] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A front shock absorber with adjustable damping and rebound speed, comprising a first cylinder, a second cylinder, a piston, a spring, and a main shaft, characterized in that: The piston is provided with a plurality of damping holes distributed circumferentially along the piston axis; A flow-limiting plate is provided inside the damping orifice; The flow-limiting plate is rotatably engaged with the inner wall of the damping hole; The tilt angle of the flow-limiting plate is controlled by an adjustment unit.

2. The front shock absorber with adjustable rebound speed according to claim 1, characterized in that: The current limiting plate is equipped with a rotating shaft; The piston is provided with a rotating groove; The rotating shaft is placed inside the rotating groove and rotates in conjunction with the rotating groove.

3. A front shock absorber with adjustable rebound speed according to claim 2, characterized in that: The inner wall of the rotating groove is provided with a placement groove; The rotating shaft is provided with a first gear ring; The adjustment unit includes a second gear ring and a power unit; The second gear ring is sleeved on the main shaft and rotates in cooperation with the main shaft; The second gear ring meshes with the first gear ring.

4. A front shock absorber with adjustable rebound speed according to claim 2, characterized in that: The piston is provided with a clamping ring; The clamping ring is provided with multiple arc-shaped clamping blocks circumferentially along the axis; The pressure block and the inner wall of the rotating groove form a rotation limiting space.

5. A front shock absorber with adjustable rebound speed according to claim 4, characterized in that: The rotating shaft is equipped with a positioning ring; The inner wall of the limiting space is provided with a positioning groove; The positioning ring and the positioning groove are rotatably engaged.

6. A front shock absorber with adjustable rebound speed according to claim 3, characterized in that: The power unit includes a transmission cylinder and a motor, wherein: One end of the transmission cylinder is provided on the second gear ring, and the other end of the transmission cylinder is provided with a third gear ring; The transmission cylinder is rotatably sleeved on the main shaft; The first cylinder is provided with a mounting base for placing the motor; The motor shaft of the motor is connected to the transmission cylinder.

7. A front shock absorber with adjustable rebound speed according to claim 6, characterized in that: The motor shaft of the motor passes through the mounting base; The motor shaft of the motor is provided with a fourth gear ring that meshes with the third gear ring. The fourth gear ring is located on the side of the third gear ring away from the second gear ring.

8. A front shock absorber with adjustable rebound speed according to claim 6, characterized in that: The main shaft is provided with multiple protrusions in the circumferential direction; The protrusion contacts the inner wall of the transmission cylinder.

9. A front shock absorber with adjustable rebound speed according to claim 8, characterized in that: The transmission cylinder has multiple oil permeable holes on its cylinder wall.

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