Shock absorber with compression valve subassembly with new type of compensation throttle

Abstract

The utility model relates to the technical field of shock absorber, concretely relates to take new compensation throttling's compression valve subassembly's shock absorber, including outer cavity, movable cavity and inner chamber, the inner chamber is fixed in movable cavity, and movable cavity is set in the bottom end outside of outer cavity, the inboard of outer cavity is fixed with piston rod, the bottom of piston rod is arranged in the inner chamber, and the bottom end of piston rod is fixedly connected with piston head, and two groups of inner holes are opened in the lateral wall of piston head and are penetrated, the compression valve is arranged in the inner hole, and the compression valve includes inner plate, bottom frame fixed in the bottom of inner hole and plug ring fixed in the bottom frame, the accurate setting of plug block initial state is realized through the change nut position, and it is convenient to flexibly adjust the damping characteristic of shock absorber according to different vehicle models or use demand, greatly improve the versatility and the debuggability of product. The bottom ring structure of bottom frame bottom end provides stable support for screw rod, guarantees the stability of structure in the adjustment process, avoids the influence throttling accuracy of component shaking.

Description

Technical Field

[0001] This utility model relates to the field of shock absorber technology, and specifically to a shock absorber with a novel compensating throttling compression valve sub-assembly. Background Technology

[0002] During vehicle operation, the shock absorber is a key component, and its performance directly affects ride comfort, driving stability, and vehicle lifespan.

[0003] Traditional shock absorber compression valve structures often have certain limitations: some compression valves have insufficient throttling adjustment precision, making it difficult to flexibly adjust the flow area according to oil pressure changes under different road conditions, resulting in weak adaptability of the shock absorber to complex road surfaces; during the oil flow process, if the flow hole layout is unreasonable, turbulence is easily generated, which not only increases noise and energy loss, but also affects the stable output of damping force and reduces ride comfort. In addition, some shock absorbers lack convenient adjustment structures for their compression valves, making it impossible to accurately adjust the damping characteristics according to different vehicle models or usage requirements, resulting in poor versatility. At the same time, if the oil return flow is not well controlled during the alternation of shock absorber tension and compression, problems such as slow response speed, jamming, or lag may occur, affecting the continuity and timeliness of shock absorption. Utility Model Content

[0004] Technical problems to be solved In view of the above-mentioned shortcomings of the prior art, this utility model provides a shock absorber with a novel compensating throttling compression valve sub-assembly, which can effectively solve the problems in the prior art.

[0005] This utility model provides a shock absorber with a novel compensating throttling compression valve sub-assembly, comprising an outer cavity, a movable cavity, and an inner cavity. The inner cavity is fixed within the movable cavity, and the movable cavity is sleeved on the outer side of the bottom end of the outer cavity. A piston rod is fixed to the inner side of the outer cavity, and the bottom of the piston rod is disposed in the inner cavity. The bottom end of the piston rod is fixedly connected to a piston head. Two sets of inner holes are formed through the side wall of the piston head. A compression valve is disposed in the inner hole. The compression valve includes an inner plate, a bottom frame fixed to the bottom of the inner hole, and a blocking ring fixed within the bottom frame. A spring is fixed to the top of the blocking ring, and a blocking block is disposed to the top of the spring. A screw is fixed to the bottom end of the blocking block, and a nut structure is sleeved on the bottom end of the screw.

[0006] Furthermore, the inner plate has a hollow structure at both the top and bottom, and the slot of the inner plate is funnel-shaped with a smaller top and a larger bottom, and the size of the slot is adapted to the size of the block.

[0007] Furthermore, a flow passage is formed through the interior of the block, and the upper opening of the flow passage is formed on the top side wall of the block.

[0008] Furthermore, a bottom ring with a groove is fixed to the bottom end of the bottom frame, and the bottom of the screw passes through the middle of the bottom ring.

[0009] Furthermore, the bottom of the inner cavity is provided with two sets of slots, and a one-way valve structure is fixed in each of the two sets of slots.

[0010] Furthermore, the flow holes are distributed in an equidistant array on the sidewall of the plug.

[0011] In terms of throttling adjustment accuracy and adaptability, this utility model employs a combination design of an inner plate, bottom frame, plug ring, spring, plug block, and screw nut structure for the compression valve. Combined with the flared hollow structure of the inner plate (smaller at the bottom, larger at the top) and the adaptability of the plug block, precise displacement adjustment of the plug block can be achieved during shock absorber compression. When the oil pressure changes, the elastic force of the spring forms a dynamic balance with the oil pressure. The flow area is altered by changing the fit between the plug block and the groove of the inner plate, thus flexibly adapting to oil pressure fluctuations under different road conditions and effectively improving the shock absorber's adaptability to complex road surfaces.

[0012] The equidistant array of flow holes on the sidewall of the plug, combined with the design of the upper opening of the flow holes located on the top sidewall of the plug, ensures both uniform oil flow and stable control of the oil flow velocity during plug movement. This reduces turbulence during oil flow, lowers noise and energy loss caused by oil impact, and improves the smoothness of shock absorber operation. Simultaneously, the through-holes inside the plug and the overall structure of the compression valve form a complementary throttling path, further optimizing oil flow efficiency, ensuring linear output of damping force during shock absorption, and enhancing ride comfort. Attached Figure Description

[0013] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0014] Figure 1 This is a schematic diagram of the frame structure of this utility model; Figure 2 This is a cross-sectional view of the structure of this utility model; Figure 3 This is a schematic diagram of the piston rod, piston head, and compression valve in this utility model; Figure 4 This is a cross-sectional view of the compression valve in this utility model.

[0015] The labels in the diagram represent: 1. Outer cavity; 2. Movable cavity; 3. Inner cavity; 4. Piston rod; 5. Piston head; 51. Inner hole; 6. Compression valve; 61. Inner plate; 62. Bottom frame; 63. Block; 631. Flow hole; 64. Plug ring; 65. Spring; 66. Screw; 67. Bottom ring. Detailed Implementation

[0016] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model.

[0017] The present invention will be further described below with reference to the embodiments.

[0018] Example: Shock absorber with a novel compensating throttling compression valve sub-assembly, see attached diagram. Figure 1 - Appendix Figure 4 The device includes an outer cavity 1, a movable cavity 2, and an inner cavity 3. The inner cavity 3 is fixed inside the movable cavity 2, and the movable cavity 2 is sleeved on the outer side of the bottom end of the outer cavity 1. A piston rod 4 is fixed inside the outer cavity 1, and the bottom of the piston rod 4 is located in the inner cavity 3. The bottom end of the piston rod 4 is fixedly connected to a piston head 5. Two sets of inner holes 51 are provided through the side wall of the piston head 5. A compression valve 6 is provided in the inner hole 51. The compression valve 6 includes an inner plate 61, a bottom frame 62 fixed to the bottom of the inner hole 51, and a plugging ring fixed in the bottom frame 62. 64. A spring 65 is fixed to the top of the blocking ring 64, a blocking block 63 is provided at the top of the spring 65, a screw 66 is fixed to the bottom of the blocking block 63, and a nut structure is sleeved at the bottom of the screw 66. In terms of throttling adjustment accuracy and adaptability, the compression valve 6 adopts a combination design of inner plate 61, bottom frame 62, blocking ring 64, spring 65, blocking block 63, screw 66, and nut structure. Combined with the adaptability of the funnel-shaped hollow structure of the inner plate 61 (smaller at the top and larger at the bottom) and the blocking block 63, it can achieve precise displacement adjustment of the blocking block 63 during the compression of the shock absorber. When the oil pressure changes, the elastic force of the spring 65 forms a dynamic balance with the oil pressure. The flow area is changed by the degree of contact between the blocking block 63 and the groove of the inner plate 61, thereby flexibly adapting to oil pressure fluctuations under different road conditions and effectively improving the shock absorber's adaptability to complex road surfaces.

[0019] The inner plate 61 has a hollow structure at both the top and bottom, and the slot of the inner plate 61 is funnel-shaped with a smaller top and a larger bottom, and the size of the slot is adapted to the size of the block 63. The flow holes 631 are evenly distributed in an array on the side wall of the block 63. Combined with the design that the upper opening of the flow holes 631 is located on the top side wall of the block 63, it not only ensures the uniformity of oil flow, but also stabilizes and controls the oil flow rate during the movement of the block 63, reduces turbulence during oil flow, reduces noise and energy loss caused by oil impact, and improves the stability of the shock absorber. Meanwhile, the through-hole 631 inside the plug 63 and the overall structure of the compression valve 6 form a complementary throttling path, further optimizing the oil flow efficiency, ensuring linear output of damping force during shock absorption, and enhancing ride comfort. The cooperation between the screw 66 and the nut structure allows for convenient adjustment of the spring 65 preload. By changing the nut position, the initial state of the plug 63 can be precisely set, facilitating flexible adjustment of the shock absorber's damping characteristics according to different vehicle models or usage requirements, greatly improving the product's versatility and adjustability. The bottom ring 67 structure at the bottom end of the base frame 62 provides stable support for the screw 66, ensuring structural stability during adjustment and preventing component shaking from affecting throttling accuracy.

[0020] The block 63 has a through-hole 631 inside, and the upper end of the through-hole 631 is opened on the top side wall of the block 63; the bottom end of the bottom frame 62 is fixed with a bottom ring 67 with a groove, and the bottom of the screw 66 passes through the middle of the bottom ring 67; the through-holes 631 are evenly distributed in an array on the side wall of the block 63.

[0021] The bottom of the inner cavity 3 has two sets of slots, and a one-way valve structure is fixed in each of the two sets of slots. The two sets of one-way valve structures at the bottom of the inner cavity 3 work together with the compression valve 6. During the alternating stretching and compression of the shock absorber, the one-way valves can effectively control the unidirectional flow of the oil. Combined with the throttling adjustment of the compression valve 6, the oil forms an orderly circulation between the moving cavity 2, the inner cavity 3 and the outer cavity 1, reducing the resistance of oil backflow, improving the response speed of the shock absorber, avoiding jamming or lag, and ensuring the continuity and timeliness of the shock absorption operation. The overall structural design, through the precise cooperation of each component, achieves efficient regulation of oil flow and pressure. This not only significantly improves the shock absorption effect and service life of the shock absorber, but also reduces the vibration transmission during vehicle operation, providing a smoother and more comfortable ride for passengers, while enhancing the safety and handling of the vehicle.

[0022] The above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions will not cause the essence of the corresponding technical solutions to deviate from the protection scope of the technical solutions of the embodiments of this utility model.

Claims

1. A shock absorber with a novel compensating throttling compression valve subassembly, comprising an outer cavity (1), a movable cavity (2), and an inner cavity (3), wherein the inner cavity (3) is fixed within the movable cavity (2), and the movable cavity (2) is sleeved on the outer side of the bottom end of the outer cavity (1), characterized in that, A piston rod (4) is fixed inside the outer cavity (1). The bottom of the piston rod (4) is located in the inner cavity (3). The bottom end of the piston rod (4) is fixedly connected to the piston head (5). Two sets of inner holes (51) are opened through the side wall of the piston head (5). A compression valve (6) is provided in the inner hole (51). The compression valve (6) includes an inner plate (61), a bottom frame (62) fixed to the bottom of the inner hole (51), and a plugging ring (64) fixed in the bottom frame (62). A spring (65) is fixed to the top of the plugging ring (64). A plugging block (63) is provided to the top of the spring (65). A screw (66) is fixed to the bottom of the plugging block (63). A nut structure is sleeved on the bottom of the screw (66).

2. The shock absorber with novel compensating throttling compression valve subassembly according to claim 1, characterized in that, The inner plate (61) has a hollow structure at the top and bottom, and the slot of the inner plate (61) is a trumpet shape with a smaller top and a larger bottom, and the size of the slot is adapted to the size of the block (63).

3. The shock absorber with compression valve subassembly of novel compensating orifice according to claim 1, characterized in that, The block (63) has a through-hole (631) inside, and the upper opening of the through-hole (631) is located on the top side wall of the block (63).

4. The shock absorber with a novel compensating throttling compression valve subassembly according to claim 1, characterized in that, The bottom end of the bottom frame (62) is fixed with a bottom ring (67) having a groove, and the bottom of the screw (66) passes through the middle of the bottom ring (67).

5. The shock absorber with a novel compensating throttling compression valve subassembly according to claim 4, characterized in that, The bottom of the inner cavity (3) is provided with two sets of slots, and a one-way valve structure is fixed in each of the two sets of slots.

6. The shock absorber with a novel compensating throttling compression valve subassembly according to claim 3, characterized in that, The flow holes (631) are distributed in an equidistant array on the side wall of the block (63).

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