An electrically adjustable damping shock absorber

Abstract

The utility model discloses an electric adjustable damping shock absorber, including the mounting seat, and the mounting seat is equipped with the hydraulic cylinder and the air bag device, the inner cylinder is equipped in the hydraulic cylinder, and the piston rod one end of inner cylinder passes through the sealing cap and is connected with the support seat, and the other end moves the piston and divides the inner cylinder cavity into lower cavity and upper cavity, and the mounting seat is equipped with first, second flow channel, first flow channel is connected with lower cavity and air bag device, and second flow channel is connected with outer cavity and air bag device, and two flow channels are equipped with adjusting device respectively, and control motor positive and negative rotation control valve core is inserted or away from the adjusting channel, realizes the stepless regulation of flow, and the valve disc and spring in buffer chamber form primary buffer, and the valve seat is equipped with buffer hole and divides, and the damper piston in air bag device can adjust the air pressure of air chamber, and the hydraulic cylinder sleeve support ring, and the reset spring is equipped between support ring and support seat. This patent realizes compression, rebound damping decoupling through double independent electric adjustment, threefold buffer absorbs impact, and can adapt to complex road conditions in real time.

Description

Technical Field

[0001] This utility model relates to the field of shock absorber technology, and in particular to an electrically adjustable damping shock absorber. Background Technology

[0002] Shock absorbers are a common motorcycle component. The need for shock absorbers arises because the return spring cannot immediately stabilize; that is, after being compressed and released, the return spring continues to undergo repeated compression and relaxation for a period of time. Therefore, shock absorbers absorb vibrations caused by the wheels encountering uneven road surfaces, resulting in a comfortable ride. Existing shock absorbers generally include a cylinder fixed to the vehicle body, which contains highly viscous damping oil and has a piston. A connecting rod passes through one end of the cylinder, with one end fixed to the wheel rim and the other end fixed to the piston inside the cylinder. A return spring is fitted around the outside of the connecting rod. When braking, the vehicle body, via the connecting rod, drives the piston to compress the damping oil inside the cylinder, thereby achieving a cushioning effect.

[0003] Chinese Patent No. 201720266113.5 discloses a novel locomotive shock absorber, comprising a hydraulic cylinder, a base at one end of the hydraulic cylinder, and a hydraulic rod extending inward from the other end of the hydraulic cylinder. A first piston is disposed on one side of the hydraulic rod inside the hydraulic cylinder, and a first return spring is disposed between the hydraulic rod and the hydraulic cylinder. A sleeve is fitted on the outer circumference of the hydraulic cylinder, and the sleeve is movable along the axial direction of the hydraulic cylinder. The other end of the hydraulic rod is fixedly connected to the sleeve by a sealing cap. A second piston is disposed on the hydraulic rod inside the first piston, and a second return spring is disposed between the first piston and the second piston. An airbag cylinder is disposed on the base, and an airbag slider is disposed inside the airbag cylinder. The airbag slider divides the airbag cylinder into a hydraulic chamber and a pneumatic chamber. A flow channel is disposed between the hydraulic chamber and the hydraulic cylinder, and an adjustment device for adjusting the liquid flow rate is disposed in the middle of the flow channel on the base. This new type of shock absorber adjusts the flow rate of the fluid by setting an adjustment device in the flow channel to adjust the opening size of the flow channel. When the shock absorber contracts, the piston squeezes the damping oil in the hydraulic cylinder and discharges it into the air bladder cylinder, thereby adjusting the damping of the shock absorber. However, the damping force generated by the back-and-forth flow of the damping oil between the hydraulic cylinder and the air bladder cylinder absorbs vibration. Setting only one adjustment device results in insufficient flow path for the damping oil, which hinders the damping effect and makes it difficult to adjust the shock absorption force. At the same time, the manual control of the adjustment device has problems such as inconvenient control, limited operating scenarios, poor adjustment accuracy, and insufficient intelligent adaptation. Utility Model Content

[0004] This invention addresses the problems of insufficient damping oil flow path leading to obstructed damping effect, difficulty in adjusting shock absorption force, inconvenience of manual control adjustment devices, limited operating scenarios, and poor adjustment accuracy by providing an electrically adjustable damping shock absorber with multiple damping oil flow paths to optimize damping effect, electric control for convenient operation, expanded operating scenarios, and improved adjustment accuracy.

[0005] This utility model provides the following technical solution: an electrically adjustable damping shock absorber, including a mounting base, on which a hydraulic cylinder and an airbag device are mounted. The hydraulic cylinder contains an inner cylinder coaxially arranged therewith, forming an outer cavity between the hydraulic cylinder and the inner cylinder. A sealing cap is provided at the outer end of the hydraulic cylinder. A piston rod is provided inside the inner cylinder, with one end of the piston rod extending through the sealing cap and connected to a support base. A moving piston at the other end of the piston rod divides the inner cylinder into a lower cavity and an upper cavity. The upper cavity communicates with the outer cavity. The mounting base has a first flow channel connecting the lower cavity and the airbag device. A first regulating device for adjusting the flow rate of the first flow channel is provided on the first flow channel. The mounting base is provided with a second flow channel connecting the outer cavity and the airbag device. The second flow channel is provided with a second regulating device for regulating the flow rate of the second flow channel. Both the first regulating device and the second regulating device include a valve seat and a valve core. The valve seat includes a regulating channel. One end of the regulating channel of the first regulating device is connected to the first flow channel, and one end of the regulating channel of the second regulating device is connected to the second flow channel. The other end of the regulating channel is connected to the airbag device. The valve core is threaded into the valve seat. A control motor is connected to the outer end of the valve core. The control motor rotates forward or backward to control the valve core to extend into or move away from the regulating channel, thereby controlling the flow rate of the first flow channel and the second flow channel.

[0006] In some embodiments, the mounting base includes a first receiving cavity for accommodating a first adjusting device, the bottom of the first receiving cavity being connected to a first flow channel. The first adjusting device includes a first valve seat, a first valve core, a first connecting sleeve, a first connecting plate, and a first control motor. The first connecting sleeve is installed at the outlet of the first receiving cavity, the first control motor is installed at the outer end of the first connecting sleeve, the first valve seat is installed at the inner end of the first connecting sleeve, the first valve core is housed within the first connecting sleeve, one end of the first valve core is connected to the output end of the first control motor, and the other end of the first valve core extends into the first adjusting channel of the first valve seat. The first connecting plate is sleeved on the inner section of the first valve core, dividing the first receiving cavity into a first buffer cavity and a first adjusting cavity. The mounting base also includes a second receiving cavity for accommodating a second adjusting device, the bottom of the second receiving cavity being connected to a second flow channel. The regulating device includes a second valve seat, a second valve core, a second connecting sleeve, a second connecting disc, and a second control motor. The second connecting sleeve is installed at the outlet of the second accommodating cavity, the second control motor is installed at the outer end of the second connecting sleeve, the second valve seat is installed at the inner end of the second connecting sleeve, the second valve core is housed within the second connecting sleeve, one end of the second valve core is connected to the output end of the second control motor, and the other end of the second valve core extends into the second regulating channel of the second valve seat. The second connecting disc is sleeved on the inner section of the second valve core, dividing the second accommodating cavity into a second buffer cavity and a second regulating cavity. The first regulating cavity and the second regulating cavity are connected in a continuous manner. The first flow channel sequentially connects the first buffer cavity, the first regulating channel, the first regulating cavity, the second regulating cavity, and the airbag device. The second flow channel sequentially connects the second buffer cavity, the second regulating channel, the second regulating cavity, and the airbag device.

[0007] In some embodiments, a first valve seat is provided with a plurality of first buffer holes, which are equally spaced around the central axis of the first valve seat, and the first adjustment cavity is connected to the first adjustment channel through the first buffer holes; a second valve seat is provided with a plurality of second buffer holes, which are equally spaced around the central axis of the second valve seat, and the second adjustment cavity is connected to the second adjustment channel through the second buffer holes.

[0008] In some embodiments, the outer end of the first connecting sleeve is recessed inward with a first annular groove, the first control motor is provided with a first annular flange that mates with the first annular groove, the first annular flange is housed in the first annular groove, the first connecting sleeve is provided with a plurality of first positioning holes, the plurality of first positioning holes are equally spaced around the central axis of the first connecting sleeve, the first annular flange is provided with a first fixing hole that mates with the first positioning hole, and the first positioning hole and the first fixing hole are connected by bolts; the outer end of the second connecting sleeve is recessed inward with a second annular groove, the second control motor is provided with a second annular flange that mates with the second annular groove, the second annular flange is housed in the second annular groove, the second connecting sleeve is provided with a plurality of second positioning holes, the plurality of second positioning holes are equally spaced around the central axis of the second connecting sleeve, the second annular flange is provided with a second fixing hole that mates with the second positioning hole, and the second positioning hole and the second fixing hole are connected by bolts.

[0009] In some embodiments, a first buffer cavity is provided with a first valve plate and a first buffer spring. The first connecting plate includes a first flow ring groove for the first buffer cavity to connect with the first adjusting cavity. The two ends of the first buffer spring abut against the bottom of the first accommodating cavity and the first valve plate, respectively, so that the first valve plate is pressed against the lower end face of the first connecting plate, and the first valve plate closes the first flow ring groove under the pressing of the first buffer spring. A second buffer cavity is provided with a second valve plate and a second buffer spring. The second connecting plate includes a second flow ring groove for the second buffer cavity to connect with the second adjusting cavity. The two ends of the second buffer spring abut against the bottom of the second accommodating cavity and the second valve plate, respectively, so that the second valve plate is pressed against the lower end face of the second connecting plate, and the second valve plate closes the second flow ring groove under the pressing of the second buffer spring.

[0010] In some embodiments, the second connecting plate includes a plurality of flow holes for connecting the second buffer chamber to the second regulating chamber. The flow holes are located inside the second flow ring groove, and a third valve plate for closing the flow holes is provided on the outer end face of the plurality of flow holes.

[0011] In some embodiments, the airbag device includes a damping adjustment cylinder and a damping piston disposed within the damping adjustment cylinder. An air chamber is formed between the damping piston and the mounting base. The air chamber is connected to a second adjustment chamber through an air passage. The air pressure compression of the air chamber is adjusted by the vertical up-and-down movement of the damping piston within the damping adjustment cylinder.

[0012] In some embodiments, the hydraulic cylinder has an external thread on its outer side, a support ring is sleeved on the hydraulic cylinder, the support ring has an internal thread that mates with the external thread of the hydraulic cylinder, a return spring is provided between the support ring and the support seat, and the return spring is sleeved on the hydraulic cylinder.

[0013] In some embodiments, the diameter of the first adjustment channel is larger than the diameter of the second adjustment channel.

[0014] In some embodiments, the connection end between the first valve core and the first control motor is provided with a first square groove, and the output end of the first control motor is adapted to the first square groove; the connection end between the second valve core and the second control motor is provided with a second square groove, and the output end of the second control motor is adapted to the second square groove.

[0015] Compared with the prior art, the advantages of this utility model are: I. Real-time dynamic adjustment and precise control Traditional hydraulic shock absorbers rely on fixed throttle valves or manual knobs to adjust damping, making it difficult to adapt to the instantaneous changes in complex road conditions. This solution achieves dynamic optimization of damping characteristics through a dual independent electric adjustment system. Electric valve core drive: Both the first and second adjustment devices use a control motor to drive the threaded valve core. By precisely controlling the depth of the valve core extending into the adjustment channel through forward and reverse rotation, the hydraulic oil flow rate from the lower cavity to the air bladder in the first flow channel and from the outer cavity to the air bladder in the second flow channel can be steplessly adjusted. Furthermore, rapid response can be achieved through external intelligent control equipment, far exceeding the lag of traditional mechanical adjustment.

[0016] Dual-channel coordinated control: The first channel connects to the lower cavity of the inner cylinder and is responsible for compression stroke damping, while the second channel connects to the outer cavity and affects rebound stroke damping. Independent adjustment of the two channels allows for full-range decoupling of compression and rebound damping. This design breaks the traditional compromise between comfort and handling in monotube shock absorbers, significantly improving overall performance under complex road conditions.

[0017] II. Multi-stage buffering and shock energy management To address the issue of sudden damping changes in traditional shock absorbers under high-speed impacts, this solution employs a triple buffering mechanism to achieve gradual energy absorption: First and second buffer chambers provide pre-pressure protection: the valve plate and buffer spring within the buffer chambers form a primary barrier. When the piston rod moves rapidly, the oil pressure breaks through the spring preload, pushing open the valve plate, and the hydraulic oil enters the regulating chamber through the flow ring groove, preventing instantaneous high pressure from damaging the valve core and air bladder.

[0018] Buffer orifice flow diversion: The evenly distributed buffer orifices on the valve seat provide a stable hydraulic oil flow path during normal operation, while under extreme conditions, they can serve as a backup channel to release excess pressure and prevent overload of the regulating chamber pressure.

[0019] Dynamic airbag pressure compensation: The damping piston inside the damping adjustment cylinder adjusts the air chamber pressure through vertical movement, forming a hydraulic and pneumatic synergistic buffer system. When hydraulic oil rushes into the airbag, the air chamber pressure rises synchronously, absorbing the remaining impact energy through the compressibility of the gas, while preventing cavitation of the hydraulic oil due to high temperature or high pressure. For example, when driving on continuously bumpy roads, the airbag can dynamically adjust its stiffness, significantly reducing the fluctuation range of damping force.

[0020] III. Modular Design and High Reliability This solution improves the system's durability and maintainability through structured integration and precision sealing: Modular assembly: Both the first and second connecting sleeves are nested in the annular groove of the control motor through annular flanges and fixed with bolts, which not only ensures coaxiality but also enhances vibration resistance and can withstand long-term cyclic testing without loosening. Attached Figure Description

[0021] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of the structure of this utility model; Figure 2 This is a cross-sectional structural diagram of the present invention; Figure 3 For the present utility model Figure 2 A magnified structural diagram at point A; Figure 4 For the present utility model Figure 2 A magnified structural diagram at point B; Figure 5 This is a schematic diagram of the structure of the first control motor of this utility model; Figure 6 This is an enlarged structural schematic diagram of the first valve core of this utility model; Figure 7 This is a schematic diagram of the structure of the second control motor of this utility model; Figure 8 This is a schematic diagram of the structure of the second valve core of this utility model; Figure 9 This is a cross-sectional structural schematic diagram of the mounting base of this utility model; Figure 10 This is a schematic diagram of the structure of the first valve seat of this utility model; Figure 11 This is a schematic diagram of the structure of the second valve seat of this utility model; Figure 12 This is a schematic diagram of the structure of the first connecting disc of this utility model; Figure 13 This is a schematic diagram of the structure of the second connecting disk of this utility model.

[0023] In the diagram: 1. Mounting base; 11. First flow channel; 12. Second flow channel; 13. First receiving cavity; 131. First buffer cavity; 132. First adjusting cavity; 14. Second receiving cavity; 141. Second buffer cavity; 142. Second adjusting cavity; 2. Hydraulic cylinder; 21. Outer cavity; 22. Sealing cap; 3. Inner cylinder; 31. Upper cavity; 32. Lower cavity; 4. Piston rod; 41. Moving piston; 5. Support base; 6. Support ring; 7. Return spring; 8. Airbag device; 81. Damping adjusting cylinder; 82. Damping piston; 83. Air chamber; 84. Air passage; 9. First adjusting device; 91. First valve seat; 911. First buffer hole; 912. First adjusting channel; 92. First valve core; 921. First square groove; 93. First connecting sleeve; 931. First annular groove; 9 32. First positioning hole; 94. First connecting plate; 941. First flow ring groove; 95. First control motor; 951. First annular flange; 952. First fixing hole; 96. First valve plate; 97. First buffer spring; 10. Second adjusting device; 101. Second valve seat; 1011. Second buffer hole; 1012. Second adjusting channel; 102. Second valve core; 1021. Second square groove; 103. Second connecting sleeve; 1031. Second annular groove; 1032. Second positioning hole; 104. Second connecting plate; 1041. Second flow ring groove; 1042. Flow through hole; 105. Second control motor; 1051. Second annular flange; 1052. Second fixing hole; 106. Second valve plate; 107. Second buffer spring; 108. Third valve plate. Detailed Implementation

[0024] The present application will now be described in detail with reference to the accompanying drawings and specific embodiments.

[0025] The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. This application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be noted that, in the absence of conflict, the following embodiments and features in the embodiments can be combined with each other. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0026] It should be noted that various aspects of embodiments within the scope of the appended claims are described below. It will be apparent that the aspects described herein can be embodied in a wide variety of forms, and any particular structure and / or function described herein is merely illustrative. Based on this application, those skilled in the art will understand that one aspect described herein can be implemented independently of any other aspect, and two or more of these aspects can be combined in various ways. For example, any number and aspects set forth herein can be used to implement the device and / or practice the method. Additionally, this device and / or method can be implemented using structures and / or functionalities other than one or more of the aspects set forth herein.

[0027] It should also be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. The illustrations only show the components related to this application and are not drawn according to the number, shape and size of the components in actual implementation. In actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0028] Additionally, specific details are provided in the following description to facilitate a thorough understanding of the examples. However, those skilled in the art will understand that practice can be carried out without these specific details.

[0029] The technical solutions provided by the various embodiments of this application are described below with reference to the accompanying drawings.

[0030] Please see Figure 1-9As shown in this embodiment: an electrically adjustable damping shock absorber includes a mounting base 1, on which a hydraulic cylinder 2 and an airbag device 8 are mounted. The hydraulic cylinder 2 has an inner cylinder 3 coaxially arranged therewith, forming an outer cavity 21 between the hydraulic cylinder 2 and the inner cylinder 3. A sealing cap 22 is provided at the outer end of the hydraulic cylinder 2. A piston rod 4 is provided inside the inner cylinder 3. One end of the piston rod 4 extends through the sealing cap 22 and is connected to a support base 5. A moving piston 41 at the other end of the piston rod 4 divides the inner cylinder 3 into a lower cavity 32 and an upper cavity 31. The upper cavity 31 communicates with the outer cavity 21. The mounting base 1 has a first flow channel 11 connecting the lower cavity 32 and the airbag device 8. The first flow channel 11 has a first regulating valve for adjusting the flow rate of the first flow channel 11. The device 9 has a second flow channel 12 on the mounting base 1 that connects the outer cavity 21 and the airbag device 8. The second flow channel 12 has a second regulating device 10 that regulates the flow rate of the second flow channel 12. Both the first regulating device 9 and the second regulating device 10 include a valve seat and a valve core. The valve seat includes a regulating channel. One end of the regulating channel of the first regulating device 9 is connected to the first flow channel 11, and one end of the regulating channel of the second regulating device 10 is connected to the second flow channel 12. The other end of the regulating channel of both devices is connected to the airbag device 8. The valve core is threaded into the valve seat. A control motor is connected to the outer end of the valve core. The control motor rotates forward or backward to control the valve core to extend into or move away from the regulating channel, thereby controlling the flow rate of the first flow channel 11 and the second flow channel 12.

[0031] In some embodiments, such as Figures 3-4As shown, the mounting base 1 includes a first receiving cavity 13 for accommodating a first adjusting device 9. The bottom of the first receiving cavity 13 is connected to a first flow channel 11. The first adjusting device 9 includes a first valve seat 91, a first valve core 92, a first connecting sleeve 93, a first connecting plate 94, and a first control motor 95. The first connecting sleeve 93 is installed at the outlet of the first receiving cavity 13. The first control motor 95 is installed at the outer end of the first connecting sleeve 93. The first valve seat 91 is installed at the inner end of the first connecting sleeve 93. The first valve core 92 is housed within the first connecting sleeve 93. One end of the first valve core 92 is connected to the output end of the first control motor 95, and the other end of the first valve core 92 extends into the first adjusting cavity 91. Channel 912, the first connecting plate 94 is sleeved on the inner section of the first valve core 92, dividing the first accommodating cavity 13 into a first buffer cavity 131 and a first adjusting cavity 132; the mounting base 1 includes a second accommodating cavity 14 for accommodating the second adjusting device 10, the bottom of the second accommodating cavity 14 is connected to the second flow channel 12, the second adjusting device 10 includes a second valve seat 101, a second valve core 102, a second connecting sleeve 103, a second connecting plate 104 and a second control motor 105, the second connecting sleeve 103 is installed at the outlet of the second accommodating cavity 14, the second control motor 105 is installed at the outer end of the second connecting sleeve 103, and the second valve seat 101 is installed at the inner end of the second connecting sleeve 103. The valve core 102 is housed within the second connecting sleeve 103. One end of the second valve core 102 is connected to the output end of the second control motor 105, and the other end of the second valve core 102 extends into the second adjusting channel 1012 of the second valve seat 101. The second connecting disc 104 is sleeved on the inner section of the second valve core 102, dividing the second accommodating cavity 14 into a second buffer cavity 141 and a second adjusting cavity 142. The first adjusting cavity 132 and the second adjusting cavity 142 are connected in a continuous manner. The first flow channel 11 sequentially connects the first buffer cavity 131, the first adjusting channel 141, the first adjusting cavity 132, the second adjusting cavity 142, and the airbag device 8. The second flow channel 12 sequentially connects the second buffer cavity 141, the second adjusting channel 141, and the second adjusting channel 142. 012, the second adjustment chamber 142 and the airbag device 8, it should be noted that, buffering and stabilizing, improving the smoothness of adjustment: the first accommodating chamber 13 and the second accommodating chamber 14 are divided into the first buffer chamber 131 and the second buffer chamber 141 and the first adjustment chamber 132 and the second adjustment chamber 142 respectively by the first connecting plate 94 and the second connecting plate 104. When the hydraulic oil flows through the first flow channel 11 and the second flow channel 12, it needs to enter the buffer chamber for pressure buffering, which can effectively reduce the pressure impact of the hydraulic oil caused by the movement of the piston rod 4, avoid the valve core adjustment fluctuation caused by the sudden rise and fall of pressure, and at the same time reduce the pressure pulsation of the hydraulic system, making the damping adjustment process smoother and avoiding the jerking feeling during vehicle driving;Simultaneously, the flow channel is optimized to accelerate the adjustment response speed: the first adjustment chamber 132 and the second adjustment chamber 142 are connected. On the one hand, the hydraulic oil in the first flow channel 11 can merge with the oil in the second adjustment chamber 142 after passing through the first adjustment chamber 132, shortening the flow path of the oil from the flow channel to the airbag device 8, reducing frictional resistance, and improving the oil flow efficiency. On the other hand, the connected structure of the two adjustment chambers can balance the pressure difference between the two flow channels, avoiding adjustment lag caused by blockage or excessive resistance in a single flow channel. This allows the damping parameters to quickly respond to changes in road conditions after the control motor drives the valve core for adjustment. Precise flow control adapts to multiple road condition requirements: the valve core and valve seat are connected by threads. With the forward and reverse drive of the control motor, precise displacement control of the valve core extending into or away from the adjustment channel can be achieved. This can accurately change the oil flow rate in the first flow channel 11 and the second flow channel 12, solving the problem of traditional shock absorbers where control and comfort are difficult to balance.

[0032] In some embodiments, such as Figures 3-4 As shown, the first valve seat 91 is provided with a plurality of first buffer holes 911, which are equally spaced around the central axis of the first valve seat 91. The first adjusting chamber 132 is connected to the first adjusting channel 912 through the first buffer holes 911. The second valve seat 101 is provided with a plurality of second buffer holes 1011, which are equally spaced around the central axis of the second valve seat 101. The second adjusting chamber 142 is connected to the second adjusting channel 1012 through the second buffer holes 1011. It should be noted that a secondary buffer structure is added at the key connection between the buffer chamber and the adjusting channel: after the hydraulic oil flows out of the buffer chamber, it needs to be diverted and depressurized through a plurality of first buffer holes 911 or second buffer holes 1011 before entering the adjusting channel of the valve seat. This can further absorb the pressure peak generated by the rapid movement of the piston rod 4 and avoid the high-pressure oil directly impacting the precision mating surface of the valve core. The spaced arrangement ensures uniform flow distribution, improves adjustment accuracy, and extends component life. The first buffer hole 911 and the second buffer hole 1011 are evenly distributed around the valve seat's central axis. The core advantage of this arrangement is that it allows hydraulic oil to enter the adjustment channel evenly from multiple points along the circumference of the valve seat, avoiding excessively high local oil flow rates that could create turbulence. Turbulent flow of hydraulic oil is one of the main sources of noise in shock absorber operation, and the design of the buffer holes can mitigate this problem at its source. The diversion effect of multiple sets of buffer holes can break the concentrated impact of oil at the junction of the buffer chamber and the adjustment channel, preventing the formation of eddies. Uniform oil flow can reduce frictional impact between the oil and the inner wall of the valve seat and the valve core, while also reducing pressure pulsation noise in the adjustment chamber. Uniform oil flow can balance the forces on the outer circumference of the valve core. If the buffer holes are unevenly distributed, the valve core is prone to slight tilting due to force imbalance, which will wear down the thread precision over long-term use.

[0033] In some embodiments, such as Figures 3-4As shown, the outer end of the first connecting sleeve 93 has a first annular groove 931 recessed inward, and the first control motor 95 has a first annular flange 951 that mates with the first annular groove 931. The first annular flange 951 is housed within the first annular groove 931. The first connecting sleeve 93 has a plurality of first positioning holes 932, which are equally spaced around the central axis of the first connecting sleeve 93. The first annular flange 951 has a first fixing hole 952 that mates with the first positioning hole 932, and the first positioning hole 932 and the first fixing hole 952 are connected by bolts. The outer end of the second connecting sleeve 103 has a second annular groove 1031 recessed inward, and the second control motor 105 has a first annular groove 951 that mates with the second annular groove 1031. The second annular flange 1051 is housed within the second annular groove 1031. The second connecting sleeve 103 has several second positioning holes 1032, which are equally spaced around the central axis of the second connecting sleeve 103. The second annular flange 1051 has a second fixing hole 1052 that mates with the second positioning holes 1032. The second positioning holes 1032 and the second fixing holes 1052 are connected by bolts. It should be noted that the fitting of the first annular flange 951 with the first annular groove 931 and the second annular flange 1051 with the second annular groove 1031 provides a strict circumferential positioning reference for the control motor during assembly: when the control motor is installed, the annular flange is embedded in the annular groove. Afterwards, it can directly limit the radial offset and circumferential rotation of the motor around the central axis of the connecting sleeve, ensuring that the motor output shaft and the central axis of the valve core are completely coincident. Since the valve core and valve seat are precision threaded, if the coaxiality deviation between the two is too large, it will cause the valve core to jam or wear when rotating, thus affecting the flow regulation accuracy. However, the high-precision coaxiality achieved by this structure through the ring fit can ensure that the valve core rises and falls smoothly in the valve seat, ensuring that the damping adjustment parameters are highly matched with the motor control commands, and avoiding damping loss of control due to drive deviation. At the same time, several first positioning holes 932 and second positioning holes 1032 are evenly distributed around the central axis of the connecting sleeve. With the bolts, the annular flange is locked to the connecting sleeve, which can achieve uniform force in the circumferential direction. When the shock absorber is working, the vehicle travels The generated vibrations are transmitted to the adjustment device through mounting base 1. If the bolts are unevenly distributed, local areas may experience bolt loosening due to concentrated stress, leading to motor displacement and valve core drive failure. The evenly spaced bolt design can evenly distribute the vibration impact force to various points of the annular flange, avoiding local stress overload. At the same time, the annular mating structure itself can bear part of the radial force through surface contact, further enhancing the connection stability between the motor and the connecting sleeve. Even under bumpy road conditions, it can ensure that the relative position of the control motor and the valve core remains unchanged, ensuring the continuous reliability of damping adjustment. In addition, the interlocking structure of the annular flange and the annular groove has a pre-positioning function, greatly simplifying the assembly process. The detachable structure with bolts and annular mating provides convenient maintenance and versatility.

[0034] In some embodiments, such as Figures 3-4 As shown, the first buffer chamber 131 is provided with a first valve plate 96 and a first buffer spring 97. The first connecting plate 94 includes a first flow ring groove 941 for the first buffer chamber 131 to connect with the first adjusting chamber 132. The two ends of the first buffer spring 97 abut against the bottom of the first receiving chamber 13 and the first valve plate 96, respectively, so that the first valve plate 96 abuts against the lower end face of the first connecting plate 94, and the first valve plate 96 closes the first flow ring groove 941 under the pressure of the first buffer spring 97. The second buffer chamber 141 is provided with a second valve plate 96 and a second buffer spring 97. The second connecting plate 104 includes a second flow ring groove 941 for the second buffer chamber 141 to connect with the second adjusting chamber 142. The two ends of the second buffer spring 97 abut against the bottom of the first receiving chamber 13 and the first valve plate 96, respectively. The bottom of the two accommodating cavities 14 and the second valve plate 106 abut against each other, so that the second valve plate 106 is pressed against the lower end face of the second connecting plate 104. Under the pressure of the second buffer spring 107, the second valve plate 106 closes the second flow ring groove 1041. It should be noted that, on the one hand, it can realize pressure-triggered flow. When the hydraulic oil pressure is insufficient under small load, the valve plate remains closed, and the oil flows slowly through the buffer hole to ensure fine damping. Under large load, the pressure exceeds the spring preload threshold, the valve plate is pushed open, and the oil is quickly depressurized through the buffer hole and the flow ring groove, avoiding overload damage to the components. On the other hand, it has a one-way sealing characteristic, which can block the backflow of oil from the regulating cavity to the buffer cavity, prevent pressure disturbance from causing damping fluctuation, and ensure precise matching between damping and piston rod 4 movement.

[0035] In some embodiments, such as Figures 12-13As shown, the second connecting plate 104 includes several flow holes 1042 for connecting the second buffer chamber 141 to the second adjusting chamber 142. The flow holes 1042 are located inside the second flow ring groove 1041. A third valve plate 108 for closing the flow holes 1042 is provided on the outer end face of the several flow holes 1042. It should be noted that the first connecting plate 94 does not have the structure of the inner flow holes 1042 and the third valve plate 108. Only the second connecting plate 104 retains this structure. This is an asymmetric on-demand design based on the difference in working conditions between the compression stroke and the rebound stroke of the shock absorber. It can achieve the optimal balance between precise performance matching and cost efficiency. On the one hand, the core requirement of the compression stroke associated with the first connecting plate 94 is rapid depressurization and basic support. Only the basic structure of the first valve plate 96, the first buffer spring 97, and the flow ring groove can control the oil flow speed through spring preload, which meets the requirements of buffering during impact and maintaining support during stability. If additional Incorporating through holes and valve plates might actually lead to insufficient compression damping and reduced body support, resulting in performance redundancy. The rebound stroke associated with the second connecting plate 104 needs to address the pain points of graded resistance control and anti-bounce. Its structure of the second flow ring groove 1041, inner flow through hole 1042, and third valve plate 108 allows for precise control of the rebound speed through dual-path graded flow control. Simultaneously, the second valve plate 106 and third valve plate 108 form a double unidirectional seal, enhancing the damping stability of the rebound side and perfectly meeting the precise requirements of the rebound stroke. On the other hand, this differentiated design avoids the over-design of the first connecting plate 94, reducing additional valve plate and through hole processing and assembly steps, lowering production and maintenance costs. It also avoids the performance redundancy and response delay issues of the symmetrical structure in the compression stroke. Ultimately, the basic support of the compression stroke and the precise resistance control of the rebound stroke are matched to their respective working conditions, which is more in line with actual driving needs than a blindly symmetrical layout, achieving a balance between performance, cost, and complexity.

[0036] In some embodiments, such as Figure 2 As shown, the airbag device 8 includes a damping adjustment cylinder 81 and a damping piston 82 disposed in the damping adjustment cylinder 81. An air chamber 83 is formed between the damping piston 82 and the mounting base 1. The air chamber 83 is connected to the second adjustment chamber 142 through the air passage 84. The damping piston 82 moves vertically up and down in the damping adjustment cylinder 81 to adjust the air pressure compression of the air chamber 83.

[0037] In some embodiments, such as Figures 1-2As shown, the hydraulic cylinder 2 has an external thread on its outer side, and a support ring 6 is fitted onto the hydraulic cylinder 2. The inner side of the support ring 6 has an internal thread that mates with the external thread of the hydraulic cylinder 2. A return spring 7 is provided between the support ring 6 and the support seat 5. The return spring 7 is fitted onto the hydraulic cylinder 2. It should be noted that, through the threaded engagement between the hydraulic cylinder 2 and the support ring 6, the axial position of the support ring 6 on the hydraulic cylinder 2 can be flexibly adjusted, thereby changing the pre-compression of the return spring 7. Under heavy load, the support ring 6 can be moved upward to increase the spring pre-compression and enhance the spring support force to suppress excessive vehicle body sag; under no-load or light-load conditions, the support ring 6 can be moved downward to reduce the pre-compression, ensuring the spring's elastic deformation space to improve ride comfort. This solves the problems of the traditional fixed spring's single stiffness and poor adaptability. The problem is that the return spring 7 is sleeved on the outside of the hydraulic cylinder 2, which can accurately guide the spring, preventing it from bending or jamming during compression and stretching, and ensuring that the spring force is stably transmitted axially. Combined with the positioning of the support ring 6 and the support seat 5, the spring always assists the piston rod 4 in achieving smooth reset. At the same time, the return spring 7 can share the load of the hydraulic system. During the compression stroke, the spring first absorbs some of the impact energy, reducing the instantaneous pressure of the oil in the hydraulic cylinder 2 and preventing damage to hydraulic components due to high-pressure overload. Furthermore, the threaded support ring 6 is easy to install and remove. When adjusting the spring preload or replacing the spring later, it is not necessary to disassemble core components such as the hydraulic cylinder 2 and inner cylinder 3, reducing maintenance difficulty and balancing structural flexibility and reliability.

[0038] In some embodiments, such as Figures 10-11 As shown, the diameter of the first adjustment channel 912 is larger than the diameter of the second adjustment channel 1012. It should be noted that the larger diameter of the first adjustment channel 912 is designed to meet the different needs of compression and rebound strokes: during compression, rapid pressure relief and buffering are required, and the larger diameter channel ensures sufficient flow; during rebound, precise speed control and anti-bouncing are needed, and the smaller diameter channel is more sensitive to adjustment. The two channels work together to balance buffering effect and operational stability.

[0039] In some embodiments, such as Figures 5-8 As shown, the connection end between the first valve core 92 and the first control motor 95 is provided with a first square groove 921, and the output end of the first control motor 95 is adapted to the first square groove 921; the connection end between the second valve core 102 and the second control motor 105 is provided with a second square groove 1021, and the output end of the second control motor 105 is adapted to the second square groove 1021. It should be noted that the valve core and the control motor are adapted through the square groove, which can transmit torque without gaps, ensuring precise and synchronous adjustment; and it is easy to align during assembly, with uniform force, which can extend the service life of the components.

[0040] Working principle: I. Compressing the stroke When the wheel is impacted by the ground, the support seat 5 drives the piston rod 4 to move into the hydraulic cylinder 2. The moving piston 41 at the end of the piston rod 4 simultaneously compresses the lower cavity 32 of the inner cylinder 3 downward, reducing the volume of the lower cavity 32 and increasing the hydraulic oil pressure. At the same time, the volume of the upper cavity 31 of the inner cylinder 3 increases due to the downward movement of the piston. Since the upper cavity 31 is connected to the outer cavity 21 between the hydraulic cylinder 2 and the inner cylinder 3, the hydraulic oil in the outer cavity 21 will flow into the upper cavity 31 to replenish it.

[0041] The hydraulic oil flows and is regulated in the first flow channel 11. Due to the increased pressure, the hydraulic oil in the lower cavity 32 flows through the first flow channel 11 on the mounting base 1 to the first regulating device 9. The hydraulic oil first enters the first buffer chamber 131 of the first accommodating cavity 13. When the pressure overcomes the preload of the first buffer spring 97, it pushes the first valve plate 96 away from the first connecting plate 94, opening the first flow ring groove 941, and the hydraulic oil enters the first regulating chamber 132. At the same time, some hydraulic oil flows through the first buffer hole 911 on the first valve seat 91 to assist in the flow and prevent the pressure in the first regulating chamber 132 from rising suddenly. The first control motor 95 rotates forward or backward according to the real-time working conditions, driving the first valve core 92 to extend into or away from the first regulating channel 912 along the thread. The deeper the valve core extends, the smaller the flow cross section of the first regulating channel 912, the smaller the hydraulic oil flow rate, and the greater the damping force. Conversely, the damping force is smaller. The hydraulic oil regulated by the first regulating channel 912 flows from the first regulating chamber 132 into the connected second regulating chamber 142, and finally enters the airbag device 8.

[0042] Pressure compensation in the airbag device 8 causes hydraulic oil flowing into it to push the damping piston 82 inside the damping adjusting cylinder 81 upward, compressing the air chamber 83 between the damping piston 82 and the mounting base 1. The air pressure in the air chamber 83 increases with the increase in compression. The air pressure in the air chamber 83 reacts to the hydraulic oil, forming an elastic buffer. At the same time, the compressibility of the gas absorbs part of the impact energy, preventing the hydraulic oil from cavitating due to high pressure.

[0043] II. Rebound Stroke The hydraulic chamber volume changes in the opposite direction. After the impact ends, under the elastic force of the return spring 7, the piston rod 4 extends outward to the hydraulic cylinder 2, and the moving piston 41 moves upward. At this time, the volume of the upper cavity 31 decreases and the pressure increases. The volume of the outer cavity 21 decreases due to the replenishment of the upper cavity 31. The volume of the lower cavity 32 of the inner cylinder 3 increases and forms a negative pressure.

[0044] The hydraulic oil flows and is regulated in the second flow channel 12. Due to increased pressure, the hydraulic oil in the upper cavity 31 and outer cavity 21 flows through the second flow channel 12 on the mounting base 1 to the second regulating device 10. The hydraulic oil first enters the second buffer cavity 141 of the second accommodating cavity 14. After the pressure overcomes the preload of the second buffer spring 107, it pushes the second valve plate 106 away from the second connecting plate 104, opening the second flow ring groove 1041. If the pressure is too high, the third valve plate 108 outside the flow through hole 1042 of the second connecting plate 104 is pushed open, forming an auxiliary flow path. To avoid pressure overload, hydraulic oil enters the second regulating chamber 142 through the second flow ring groove 1041 or the flow through hole 1042, and some hydraulic oil simultaneously flows through the second buffer hole 1011 on the second valve seat 101. The second control motor 105 operates synchronously, driving the second valve core 102 to extend into or away from the second regulating channel 1012 of the second valve seat 101. By changing the flow cross section, the flow rate of hydraulic oil is adjusted, thereby controlling the damping force during the rebound phase: the deeper the valve core extends, the greater the rebound damping and the stronger the body vibration suppression; conversely, the rebound is smoother.

[0045] Hydraulic oil return and system reset The hydraulic oil regulated by the second regulating channel 1012 is retained in the second regulating chamber 142. Part of it balances the pressure with the air chamber 83 through the air passage 84. When the next compression stroke is about to begin, it can flow in reverse through the connecting structure between the first regulating chamber 132 and the second regulating chamber 142 to replenish the demand of the lower chamber 32. At the same time, the damping piston 82 is reset downward under the action of the air pressure in the air chamber 83 to prepare for the next buffering.

[0046] The same or similar parts between the various embodiments in this specification can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments.

[0047] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An electrically adjustable-damping shock absorber comprising a mounting bracket (1), characterized in that: A hydraulic cylinder (2) and an airbag device (8) are mounted on the mounting base (1). The hydraulic cylinder (2) has an inner cylinder (3) coaxially arranged with it. An outer cavity (21) is formed between the hydraulic cylinder (2) and the inner cylinder (3). A sealing cap (22) is provided at the outer end of the hydraulic cylinder (2). A piston rod (4) is provided inside the inner cylinder (3). One end of the piston rod (4) passes through the sealing cap (22) and is connected to a support base (5). The moving piston (41) at the other end of the piston rod (4) divides the inner cylinder (3) into a lower cavity (32) and an upper cavity (31). The upper cavity (31) is connected to the outer cavity (21). A first flow channel (11) is provided on the mounting base (1) to connect the lower cavity (32) and the airbag device (8). A first regulating device (9) for regulating the flow rate of the first flow channel (11) is provided on the first flow channel (11). The mounting base (1) is provided with a second flow channel (12) connecting the outer cavity (21) and the airbag device (8). The second flow channel (12) is provided with a second regulating device (10) for regulating the flow of the second flow channel (12). The first regulating device (9) and the second regulating device (10) both include a valve seat and a valve core. The valve seat includes a regulating channel. One end of the regulating channel of the first regulating device (9) is connected to the first flow channel (11), and one end of the regulating channel of the second regulating device (10) is connected to the second flow channel (12). The other end of the regulating channel is connected to the airbag device (8). The valve core is threaded into the valve seat. The outer end of the valve core is connected to a control motor. The control motor rotates forward or backward to control the valve core to extend into or away from the regulating channel, thereby controlling the flow of the first flow channel (11) and the second flow channel (12).

2. A motorized adjustable damping shock absorber according to claim 1, characterized in that: The mounting base (1) includes a first receiving cavity (13) for accommodating the first adjusting device (9). The bottom of the first receiving cavity (13) is connected to the first flow channel (11). The first adjusting device (9) includes a first valve seat (91), a first valve core (92), a first connecting sleeve (93), a first connecting plate (94), and a first control motor (95). The first connecting sleeve (93) is installed at the outlet of the first receiving cavity (13), and the first control motor (95) is installed at the outer end of the first connecting sleeve (93). The first valve seat (91) is installed on the inner end of the first connecting sleeve (93), the first valve core (92) is housed in the first connecting sleeve (93), one end of the first valve core (92) is connected to the output end of the first control motor (95), the other end of the first valve core (92) extends into the first adjustment channel (912) of the first valve seat (91), and the first connecting plate (94) is sleeved on the inner section of the first valve core (92), dividing the first accommodating cavity (13) into a first buffer cavity (131) and a first adjustment cavity (132); The mounting base (1) includes a second receiving cavity (14) for accommodating the second adjusting device (10). The bottom of the second receiving cavity (14) is connected to the second flow channel (12). The second adjusting device (10) includes a second valve seat (101), a second valve core (102), a second connecting sleeve (103), a second connecting plate (104), and a second control motor (105). The second connecting sleeve (103) is installed at the outlet of the second receiving cavity (14), and the second control motor (105) is installed at the outer end of the second connecting sleeve (103). The second valve seat (101) is installed on the inner end of the second connecting sleeve (103), the second valve core (102) is housed in the second connecting sleeve (103), one end of the second valve core (102) is connected to the output end of the second control motor (105), the other end of the second valve core (102) extends into the second adjustment channel (1012) of the second valve seat (101), and the second connecting plate (104) is sleeved on the inner section of the second valve core (102), dividing the second accommodating cavity (14) into a second buffer cavity (141) and a second adjustment cavity (142); The first adjustment chamber (132) and the second adjustment chamber (142) are connected in a continuous manner. The first flow channel (11) is connected in sequence to the first buffer chamber (131), the first adjustment channel (912), the first adjustment chamber (132), the second adjustment chamber (142) and the airbag device (8). The second flow channel (12) is connected in sequence to the second buffer chamber (141), the second adjustment channel (1012), the second adjustment chamber (142) and the airbag device (8).

3. A motorized adjustable damping shock absorber according to claim 2, characterized in that: The first valve seat (91) is provided with a plurality of first buffer holes (911), which are equally spaced around the central axis of the first valve seat (91). The first adjusting cavity (132) is connected to the first adjusting channel (912) through the first buffer holes (911). The second valve seat (101) is provided with a plurality of second buffer holes (1011), which are equally spaced around the central axis of the second valve seat (101). The second adjusting cavity (142) is connected to the second adjusting channel (1012) through the second buffer holes (1011).

4. A motorized adjustable damping shock absorber according to claim 2, characterized in that: The first connecting sleeve (93) has a first annular groove (931) recessed inward at its outer end. The first control motor (95) has a first annular flange (951) that mates with the first annular groove (931). The first annular flange (951) is housed within the first annular groove (931). The first connecting sleeve (93) has a plurality of first positioning holes (932). The plurality of first positioning holes (932) are equally spaced around the central axis of the first connecting sleeve (93). The first annular flange (951) has a first fixing hole (952) that mates with the first positioning hole (932). The first positioning hole (932) and the first fixing hole (952) are connected by bolts. The second connecting sleeve (103) has a second annular groove (1031) recessed inward at its outer end. The second control motor (105) has a second annular flange (1051) that mates with the second annular groove (1031). The second annular flange (1051) is housed within the second annular groove (1031). The second connecting sleeve (103) has a plurality of second positioning holes (1032). The plurality of second positioning holes (1032) are equally spaced around the central axis of the second connecting sleeve (103). The second annular flange (1051) has a second fixing hole (1052) that mates with the second positioning hole (1032). The second positioning hole (1032) and the second fixing hole (1052) are connected by bolts.

5. A motorized adjustable damping shock absorber according to claim 2, characterized in that: The first buffer chamber (131) is provided with a first valve plate (96) and a first buffer spring (97). The first connecting plate (94) includes a first flow ring groove (941) for the first buffer chamber (131) to connect with the first adjusting chamber (132). The two ends of the first buffer spring (97) abut against the bottom of the first accommodating chamber (13) and the first valve plate (96) respectively, so that the first valve plate (96) abuts against the lower end face of the first connecting plate (94), and the first valve plate (96) closes the first flow ring groove (941) under the abutment of the first buffer spring (97). The second buffer chamber (141) is provided with a second valve plate (106) and a second buffer spring (107). The second connecting plate (104) includes a second flow ring groove (1041) for the second buffer chamber (141) to connect with the second adjusting chamber (142). The two ends of the second buffer spring (107) abut against the bottom of the second accommodating chamber (14) and the second valve plate (106) respectively, so that the second valve plate (106) abuts against the lower end face of the second connecting plate (104), and the second valve plate (106) closes the second flow ring groove (1041) under the abutment of the second buffer spring (107).

6. A motorized adjustable damping shock absorber according to claim 5, characterized in that: The second connecting plate (104) includes a plurality of flow holes (1042) for connecting the second buffer chamber (141) to the second regulating chamber (142). The flow holes (1042) are located inside the second flow ring groove (1041). A third valve plate (108) for closing the flow holes (1042) is provided on the outer end face of the plurality of flow holes (1042).

7. A motorized adjustable damping shock absorber according to claim 2, wherein: The airbag device (8) includes a damping adjustment cylinder (81) and a damping piston (82) disposed in the damping adjustment cylinder (81). An air chamber (83) is formed between the damping piston (82) and the mounting base (1). The air chamber (83) is connected to the second adjustment chamber (142) through an air passage (84). The damping piston (82) moves vertically up and down in the damping adjustment cylinder (81) to adjust the air pressure compression of the air chamber (83).

8. A motorized adjustable damping shock absorber according to claim 1, wherein: The hydraulic cylinder (2) has an external thread on its outer side, and a support ring (6) is sleeved on the hydraulic cylinder (2). The inner side of the support ring (6) has an internal thread that mates with the external thread of the hydraulic cylinder (2). A return spring (7) is provided between the support ring (6) and the support seat (5). The return spring (7) is sleeved on the hydraulic cylinder (2).

9. A motorized adjustable damping shock absorber according to claim 2, wherein: The diameter of the first adjustment channel (912) is larger than the diameter of the second adjustment channel (1012).

10. A motorized adjustable damping shock absorber according to claim 2, characterized in that: The first valve core (92) is provided with a first square groove (921) at the connection end with the first control motor (95), and the output end of the first control motor (95) is adapted to the first square groove (921); the second valve core (102) is provided with a second square groove (1021) at the connection end with the second control motor (105), and the output end of the second control motor (105) is adapted to the second square groove (1021).

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