A damping structure for an off-road vehicle

Abstract

The utility model discloses a shock absorbing structure for off -road vehicle, including base, hydraulic cylinder, connecting rod, spring and air bag device. The inner cylinder is equipped in the hydraulic cylinder, and the piston valve body of connecting rod end portion divides the inner cylinder into the upper cavity, the lower cavity and the outer cavity intercommunication, and the air bag device contains the damping adjustment cylinder and the moving piston, and both form the air chamber, and the base transverse accommodation groove is assembled with first, second adjusting device, and respectively corresponding compression, rebound damping, and first, second connecting way is layered along the vertical direction, and the horizontal projection is X shape, and first connecting way is connected with the upper cavity, first adjusting chamber respectively, and second connecting way is connected with the outer cavity, second adjusting chamber respectively. Two transverse setting accommodation grooves are crossed with the design of first, second adjusting device cooperation connecting way respectively, and the compact suspension layout is arranged. Two adjusting devices realize compression, rebound damping independent accurate control and do not interfere with each other through the change of passage flow area, and the traditional shock absorber adjustment interference problem is solved.

Description

Technical Field

[0001] This utility model relates to the field of off-road vehicle technology, and in particular to a shock absorption structure for off-road vehicles. Background Technology

[0002] Shock absorbers play a crucial role in off-road vehicle operation. They effectively prevent the springs from failing to stabilize in time during compression and relaxation, and significantly improve ride comfort by absorbing vibrations generated when the wheels encounter uneven road surfaces.

[0003] Common shock absorbers typically include a cylinder fixed to the vehicle body, containing highly viscous damping oil and housing 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 spring is fitted around the outside of the connecting rod. When the vehicle brakes, the vehicle body uses the connecting rod to drive the piston, compressing the damping oil inside the cylinder, thus achieving a damping effect.

[0004] Chinese invention patent CN119755238A discloses an adjustable damping shock absorber, which is equipped with a hydraulic damping adjustment device and a pneumatic damping adjustment device. The hydraulic damping adjustment device includes a hydraulic adjustment end cap with an adjustment chamber for fluid flow to a hydraulic drive assembly. The adjustment chamber is connected to a throttle rod via a hydraulic push rod. The pneumatic damping adjustment device includes a pneumatic piston with a plunger fitted inside a damping adjustment cylinder. A pneumatic chamber is formed between the pneumatic piston and the damping piston. A pneumatic drive assembly is connected to the corresponding end of the damping adjustment cylinder. In this invention, the hydraulic damping adjustment device uses hydraulic pressure to drive the throttle rod axially, thereby adjusting the flow area of ​​the throttle channel, effectively solving the problem of damping oil leakage in the prior art. The pneumatic damping adjustment device directly changes the air pressure compression in the pneumatic chamber through the axial movement of the pneumatic piston, eliminating the need for charging and decharging operations in the pneumatic chamber, thus optimizing the performance of the shock absorber to a certain extent.

[0005] However, the shock absorber disclosed in this patent has obvious structural design flaws. Its adjusting oil tank and adjusting valve assembly are respectively located at the upper and lower ends of the hydraulic cylinder. This layout causes numerous problems in practical applications. When the shock absorber is installed on the vehicle body, the adjusting oil tank at the upper end is obstructed by the vehicle structure, making it difficult for operators to adjust. This greatly inconveniences the damping adjustment of the shock absorber, especially in off-road vehicles where frequent damping adjustments are needed based on different road conditions, severely impacting efficiency. Furthermore, this structure, with adjusting components at both ends, results in a large overall footprint for the shock absorber, increasing installation space requirements and negatively impacting the rational layout of the vehicle's interior space, limiting its application in the relatively compact off-road vehicle models. Utility Model Content

[0006] This invention addresses the problems of inconvenient adjustment and operation of shock absorbers and their large overall footprint by providing a shock absorber structure for off-road vehicles that is easy for operators to adjust and occupies a small area.

[0007] This utility model provides the following technical solution: a shock-absorbing structure for off-road vehicles, including a base, a hydraulic cylinder mounted on the base, an inner cylinder coaxially arranged inside the hydraulic cylinder, the gap between the inner cylinder and the hydraulic cylinder forming an outer cavity, a connecting rod inserted into the inner cylinder, a piston valve body provided at one end of the connecting rod, the piston valve body dividing the inner cylinder into an upper cavity and a lower cavity, the lower cavity communicating with the outer cavity, the other end of the connecting rod extending out of the hydraulic cylinder and connected to a lifting ring, a spring sleeved on the hydraulic cylinder, the two ends of the spring being connected to the lifting ring and the base respectively, an airbag device provided on the base, the airbag device being connected to the upper cavity and the outer cavity respectively by a first connecting channel and a second connecting channel, a first adjusting device and a second adjusting device respectively provided on the first connecting channel and the second connecting channel to adjust their liquid flow cross section, a receiving groove for accommodating the first adjusting device and the second adjusting device provided on the base, the two receiving grooves being arranged horizontally.

[0008] The first regulating device includes a first valve seat, a first channel is provided inside the first valve seat, a first valve core for regulating the flow area of ​​the first channel is threadedly connected to the first valve seat, a first connecting plate is sleeved on the lower end of the first valve seat, a first regulating cavity is formed between the first connecting plate and the first valve seat, the first channel communicates with the first regulating cavity through a first flow hole, and the first connecting channel communicates with the first regulating cavity.

[0009] The second regulating device includes a second valve seat, a second channel is provided inside the second valve seat, a second valve core for regulating the flow area of ​​the second channel is threadedly connected to the second valve seat, a second connecting plate is sleeved on the lower end of the second valve seat, a second regulating cavity is formed between the second connecting plate and the second valve seat, the second channel communicates with the second regulating cavity through a second flow hole, the second connecting channel communicates with the second regulating cavity, and the bottoms of the two receiving grooves are connected.

[0010] The airbag device includes a damping adjustment cylinder and a movable piston disposed inside the damping adjustment cylinder. An air chamber is formed between the movable piston and the 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 movable piston moving vertically up and down inside the damping adjustment cylinder.

[0011] The first regulating cavity is provided with a first flow ring, which is coaxially arranged with the first valve seat. The side wall of the first regulating cavity is provided with a number of first connection holes.

[0012] The second regulating chamber is provided with a second flow ring, which is coaxially arranged with the second valve seat. The side wall of the second regulating chamber is provided with several second connection holes.

[0013] The two ends of the first connecting channel are connected to the upper cavity and the first adjustment cavity, respectively. The two ends of the second connecting channel are connected to the outer cavity and the second adjustment cavity, respectively. The first connecting channel and the second connecting channel are arranged at intervals along the vertical direction to form an upper and lower layered structure. When viewed from above along the vertical direction, the horizontal projections of the first connecting channel and the second connecting channel are distributed in an X-shape.

[0014] Compared with the prior art, the advantages of this utility model are:

[0015] I. Significantly improved adjustability, adaptable to frequent off-road terrain switching.

[0016] By integrating the first and second adjustment devices into the horizontal accommodating groove of the base, the pain points of traditional decentralized layouts, such as separate upper and lower ends, are completely solved: the adjustment components are close to the ground and are not obstructed by vehicle structure such as frame longitudinal beams or protective plates. Operators do not need to disassemble the protective plates or repeatedly operate up and down. Damping can be quickly adjusted with one hand through the threaded valve core.

[0017] The compression damping corresponds to the first adjustment device, and the rebound damping corresponds to the second adjustment device. They are arranged in a centralized manner, eliminating the need to switch operating positions back and forth. This allows for a rapid response to frequent changes in road conditions in off-road scenarios, improving efficiency.

[0018] II. Optimized spatial adaptability, compatible with the compact suspension layout of off-road vehicles.

[0019] The design employs a layered X-shaped flow channel combined with a transverse accommodating groove to maximize space utilization and avoid the spatial compression of the suspension system by traditional structures: the first and second connecting channels are layered vertically and intersect in an X-shape in the horizontal projection, without increasing the total axial length of the shock absorber and without compressing the effective travel of the suspension; the adjustment device is integrated into the base, without occupying additional radial space and avoiding interference with key components around the off-road vehicle.

[0020] III. Compression damping and rebound damping are independent and precisely controllable.

[0021] By clearly defining the functional division of the first adjustment device as compression damping and the second adjustment device as rebound damping, and combining them with a dedicated hydraulic path, the two types of damping can be adjusted independently without interference: when the off-road vehicle encounters bumps and needs to strengthen the compression damping, only the first valve core needs to be adjusted: by changing the flow area of ​​the first channel, the flow rate of hydraulic oil from the upper cavity to the first adjustment cavity is precisely controlled; when the valve core is closed, the flow of oil is obstructed, the compression damping increases, and the body impact caused by excessive wheel compression is effectively suppressed;

[0022] When the vehicle needs optimized rebound damping, such as when the body recovers after going over a bump or when suppressing bouncing at high speeds, only the second valve core needs to be adjusted: by changing the flow area of ​​the second channel, the flow rate of oil from the bottom of the receiving groove to the second adjustment chamber is controlled. When the valve core is enlarged, the oil flow is smoother, the rebound damping is reduced, and the bumpy feeling caused by the body recovering too quickly is avoided. This design completely solves the problem of mutual interference between compression damping and rebound damping adjustment in traditional shock absorbers. It can achieve precise on-demand adjustment according to the differentiated needs of the two types of damping in off-road scenarios, which greatly improves the vehicle's handling stability and ride comfort. Attached Figure Description

[0023] 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.

[0024] Figure 1 This is a schematic diagram of the structure of this utility model;

[0025] Figure 2 This is a cross-sectional structural diagram of the present invention;

[0026] Figure 3 This is a cross-sectional view of the first adjusting device of this utility model;

[0027] Figure 4 This is a schematic diagram of the structure of the first valve seat of this utility model;

[0028] Figure 5 This is a schematic diagram of the structure of the first flow ring of this utility model;

[0029] Figure 6 This is a cross-sectional view of the second adjustment device of this utility model;

[0030] Figure 7 This is a schematic diagram of the structure of the second valve seat of this utility model;

[0031] Figure 8 This is a schematic diagram of the structure of the second flow ring of this utility model;

[0032] Figure 9 This is a perspective view of the internal structure of the base of this utility model;

[0033] Figure 10 This is a perspective view of the internal structure of the base of this utility model from another angle;

[0034] Figure 11 This is a cross-sectional view of the receiving groove of this utility model.

[0035] In the diagram: 1. Base; 11. First connecting channel; 12. Second connecting channel; 13. Receiving groove; 14. Connecting flow channel; 2. Hydraulic cylinder; 21. Outer cavity; 3. Inner cylinder; 31. Upper cavity; 32. Lower cavity; 4. Piston valve body; 5. Connecting rod; 6. Lifting ring; 7. Spring; 8. Airbag device; 81. Damping adjusting cylinder; 82. Moving piston; 83. Air chamber; 84. Air passage; 9. First adjusting device; 91. First valve seat; 92. 1. First flow hole; 92. First channel; 93. First valve core; 94. First connecting plate; 95. First adjusting chamber; 96. First flow ring; 961. First connecting hole; 10. Second adjusting device; 101. Second valve seat; 1011. Second flow hole; 102. Second channel; 103. Second valve core; 104. Second connecting plate; 105. Second adjusting chamber; 106. Second flow ring; 1061. Second connecting hole. Detailed Implementation

[0036] The present application will now be described in detail with reference to the accompanying drawings and specific embodiments.

[0037] 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.

[0038] 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.

[0039] 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.

[0040] 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.

[0041] The technical solutions provided by the various embodiments of this application are described below with reference to the accompanying drawings.

[0042] Please see Figure 1-11 As shown in this embodiment: a shock-absorbing structure for an off-road vehicle includes a base 1, on which a hydraulic cylinder 2 is mounted. An inner cylinder 3 is coaxially arranged within the hydraulic cylinder 2. The gap between the inner cylinder 3 and the hydraulic cylinder 2 forms an outer cavity 21. A connecting rod 5 is inserted into the inner cylinder 3. One end of the connecting rod 5 is equipped with a piston valve body 4, which divides the inner cylinder 3 into an upper cavity 31 and a lower cavity 32. The lower cavity 32 communicates with the outer cavity 21. The other end of the connecting rod 5 extends out of the hydraulic cylinder 2 and is connected to a lifting ring 6. The hydraulic cylinder 2 is then fitted with an outer sleeve... There is a spring 7, with the two ends of the spring 7 connected to the lifting ring 6 and the base 1 respectively. An airbag device 8 is provided on the base 1. The airbag device 8 is connected to the upper cavity 31 and the outer cavity 21 respectively and is provided with a first connecting channel 11 and a second connecting channel 12. A first adjusting device 9 and a second adjusting device 10 are respectively provided on the first connecting channel 11 and the second connecting channel 12 to adjust their liquid flow cross section. A receiving groove 13 is provided on the base 1 to accommodate the first adjusting device 9 and the second adjusting device 10. The two receiving grooves 13 are arranged horizontally.

[0043] In some embodiments, such as Figures 3-5As shown, the first regulating device 9 includes a first valve seat 91, a first channel 92 inside the first valve seat 91, a first valve core 93 for adjusting the flow area of ​​the first channel 92 threaded onto the first valve seat 91, a first connecting plate 94 sleeved on the lower end of the first valve seat 91, and a first regulating cavity 95 formed between the first connecting plate 94 and the first valve seat 91. The first channel 92 communicates with the first regulating cavity 95 through a first flow hole 911, and the first connecting channel 11 communicates with the first regulating cavity 95. It should be noted that the first regulating cavity 95 serves as a transition between the upper cavity 31 and the first channel 92. The space, together with the first flow hole 911, forms a diversion and buffer structure, so that the high-pressure oil flowing in through the first connecting channel 11 is first dispersed and stabilized in the chamber, and then smoothly enters the first channel 92 through the first flow hole 911. This completely avoids the sudden pressure change caused by the oil directly impacting the valve core, ensuring linear and smooth compression damping adjustment and reducing abrupt vibrations of the vehicle body when impacted by raised road surfaces. At the same time, the threaded engagement between the first valve core 93 and the first valve seat 91 enables stepless adjustment. By rotating the valve core, the flow area of ​​the first channel 92 can be continuously changed, and the speed at which the oil flows out of the first regulating chamber 95 can be precisely controlled.

[0044] In some embodiments, such as Figures 6-8As shown, the second regulating device 10 includes a second valve seat 101, a second channel 102 is provided in the second valve seat 101, a second valve core 103 for adjusting the flow area of ​​the second channel 102 is threadedly connected to the second valve seat 101, a second connecting plate 104 is sleeved on the lower end of the second valve seat 101, a second regulating cavity 105 is formed between the second connecting plate 104 and the second valve seat 101, the second channel 102 is connected to the second regulating cavity 105 through the second flow hole 1011, the second connecting channel 12 is connected to the second regulating cavity 105, and the bottoms of the two receiving grooves 13 are connected. It should be noted that the second regulating cavity 105 serves as a transfer hub between the oil at the bottom of the receiving groove 13 and the air chamber 83 and the outer cavity 21. With the help of the second flow hole 1011, the oil is first stabilized and diverted in the cavity, and then flows to the air chamber 83 and the outer cavity 21, avoiding damping fluctuations caused by turbulent oil flow. Meanwhile, the threaded engagement between the second valve core 103 and the second valve seat 101 allows for stepless adjustment of the flow area of ​​the second channel 102, precisely controlling the oil distribution speed. Furthermore, the bottoms of the two receiving grooves 13 are connected to the air chamber 83 and the air passage 84 of the second regulating chamber 105, forming a closed-loop collaborative structure. The connection of the receiving grooves 13 ensures that the oil in the second channel 102 can flow smoothly into the second regulating chamber 105, achieving continuous circulation of oil during the compression and rebound strokes and avoiding damping interruption. The air chamber 83 directly receives the oil pressure of the second regulating chamber 105 through the air passage 84, and can adjust the air pressure synchronously with the oil flow rate without external drive, achieving real-time linkage between hydraulic and air pressure. In addition, the overall structure is integrated into the transverse receiving groove 13, which not only isolates the erosion of sand and mud through physical protection, but also avoids occupying additional radial space, effectively compatibility with the compact suspension layout of off-road vehicles, and reduces the risk of interference with surrounding components.

[0045] It should be noted that the outlet of the first channel 92 and the outlet of the second channel 102 are the bottom of the respective receiving tanks 13, and the two receiving tanks 13 are connected by a connecting flow channel 14.

[0046] In some embodiments, such as Figure 2As shown, the airbag device 8 includes a damping adjustment cylinder 81 and a movable piston 82 disposed within the damping adjustment cylinder 81. An air chamber 83 is formed between the movable piston 82 and the base 1. The air chamber 83 is connected to the second adjustment chamber 105 through an air passage 84. The air pressure compression of the air chamber 83 is adjusted by the vertical up-and-down movement of the movable piston 82 within the damping adjustment cylinder 81. The air chamber 83 is connected to the second adjustment chamber 105. It should be noted that, on the one hand, no additional inflation / deflation assembly is required; the vertical movement of the movable piston 82 to adjust the air chamber is achieved solely by the pressure change of the hydraulic oil within the second adjustment chamber 105. The air pressure compression is 83. On the other hand, the direct connection between the air chamber 83 and the second adjustment chamber 105 can quickly respond to pressure changes in the hydraulic system. Compared with traditional independent air pressure shock absorbers, it reduces the problem of air pressure transmission lag. Especially in off-road scenarios where the wheels frequently switch between compression and rebound states, it can ensure that the damping characteristics match the vehicle dynamics in real time, avoiding instability caused by damping lag. At the same time, this structure deeply integrates the air pressure adjustment function with the hydraulic system, without occupying additional suspension space, effectively adapting to the compact installation environment of off-road vehicles, and avoiding interference with components such as drive shafts and brake lines.

[0047] In some embodiments, such as Figures 3-5 As shown, a first flow ring 96 is provided in the first regulating chamber 95. The first flow ring 96 and the first valve seat 91 are coaxially arranged. The side wall of the first regulating chamber 95 is provided with a number of first connecting holes 961. It should be noted that the arrangement of the first flow ring 96 and the first connecting holes 961 further optimizes the oil flow characteristics in the first regulating chamber 95. Their synergistic effect brings multiple practical benefits: the coaxially arranged first flow ring 96 can form an annular guide for the oil entering the first regulating chamber 95, so that the high-pressure oil flowing in through the first connecting channel 11 is evenly distributed along the inner wall of the flow ring, avoiding the local turbulence caused by the oil directly impacting the chamber wall, and greatly reducing the impact of pressure fluctuation on the damping adjustment accuracy; while the number of first connecting holes 961 opened on the side wall diverts the oil to different areas of the first regulating chamber 95, ensuring that the oil pressure distribution in the chamber is uniform and reducing fatigue wear of components such as the first valve seat 91 and the first connecting plate 94 caused by local high pressure.

[0048] In some embodiments, such as Figures 6-8As shown, a second flow ring 106 is provided inside the second regulating chamber 105. The second flow ring 106 is coaxially arranged with the second valve seat 101. Several second connecting holes 1061 are provided on the side wall of the second regulating chamber 105. It should be noted that the coordinated design of the second flow ring 106 and the second connecting holes 1061 has been precisely optimized for the core functions of oil diversion and pressure stabilization of the second regulating chamber 105. The coaxially arranged second flow ring 106 forms an annular guiding constraint on the oil flowing in from the bottom of the accommodating tank 13, so that the oil is evenly diffused in a circulating state along the inner wall of the flow ring, avoiding local turbulence caused by sudden changes in flow velocity or chaotic direction. Ensuring a stable oil pressure distribution within the second regulating chamber 105 provides a stable hydraulic foundation for subsequent oil distribution to the air chamber 83 and the second connecting channel 12, preventing damping adjustment deviations caused by pressure fluctuations. Furthermore, the several second connecting holes 1061 evenly distributed on the sidewall of the second regulating chamber 105 further divert the circulating oil to different radial regions of the chamber. This ensures that the oil flows evenly from the second channel 102 through the second flow hole 1011 into the second regulating chamber 105, while also guiding some oil to flow smoothly to the air passage 84, avoiding problems such as delayed pressure replenishment in the air chamber 83 or insufficient oil replenishment in the outer cavity 21 due to local oil congestion.

[0049] In some embodiments, such as Figures 9-11 As shown, the two ends of the first connecting channel 11 are connected to the upper cavity 31 and the first regulating cavity 95, respectively, and the two ends of the second connecting channel 12 are connected to the outer cavity 21 and the second regulating cavity 105, respectively. The first connecting channel 11 and the second connecting channel 12 are arranged at intervals in the vertical direction to form an upper and lower layered structure. When viewed from above in the vertical direction, the horizontal projections of the first connecting channel 11 and the second connecting channel 12 are X-shaped and intersecting. It should be noted that, from the perspective of space utilization, the vertically spaced layering avoids the superposition and interference of the two channels on the same plane, and greatly reduces the radial space occupied. From the perspective of oil flow efficiency, the X-shaped intersecting distribution of the horizontal projection makes the path of the two channels shorter and the layout more compact, shortening the flow distance of the oil in the regulating system and reducing pressure loss and flow lag.

[0050] Working principle: Through the coordinated mechanism of stroke-triggered pressure changes, valve core adjustment of oil flow, dynamic air pressure assistance, and closed-loop oil circulation, independent controllability and dynamic adaptation of compression damping and rebound damping are achieved. The specific working process is divided into compression stroke and rebound stroke:

[0051] Compressed travel

[0052] The compression stroke adapts to uneven road surfaces, and the core is to control the compression damping through the first adjustment device 9: When the wheel is impacted upwards, the connecting rod 5 and the piston valve body 4 move upwards, causing the volume of the upper cavity 31 and the lower cavity 32 of the inner cylinder 3 to decrease and the pressure to increase. The oil in the lower cavity 32 is temporarily stored in the outer cavity 21, while the high-pressure oil in the upper cavity 31 flows into the first adjustment chamber 95 through the first connecting channel 11. At this time, rotating the first valve core 93 can adjust the damping. Rotating clockwise reduces the flow area of ​​the first channel 92, enhancing the compression damping to stabilize the vehicle body and avoid excessive impact. Rotating counterclockwise increases the flow area, weakening the damping to improve vibration damping comfort. Finally, the oil flows into the bottom of the connected accommodating groove 13 through the first channel 92 for temporary storage, reserving oil for the subsequent rebound stroke.

[0053] rebound stroke,

[0054] The rebound stroke adapts to uneven road surfaces. The core mechanism is to control the rebound damping through the second adjustment device 10 and coordinate with the air chamber 83 for assistance: when the wheel loses support and moves downward, it causes the connecting rod 5 and the piston valve body 4 to move downward, increasing the volume of the upper chamber 31 and the lower chamber 32 of the inner cylinder 3 and reducing the pressure. The oil temporarily stored at the bottom of the receiving groove 13 flows into the second adjustment chamber 105 through the second channel 102. At this time, the second valve core 103 is rotated to adjust the damping. Rotating clockwise reduces the flow area of ​​the second channel 102, enhancing the rebound damping to prevent excessive body repositioning and bouncing. Rotating counterclockwise increases the flow area, weakening the damping to improve stability. The oil is then divided into two paths. One path flows into the air chamber 83 through the air passage 84, pushing the moving piston 82 to increase pressure and dynamically assist the damping without the need for additional air filling or defilling. The other path flows back to the outer chamber 21 through the second connecting channel 12 and replenishes the lower chamber 32, completing the closed-loop circulation of the oil.

[0055] 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.

[0056] 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. A shock-absorbing structure for off-road vehicles, comprising a base (1), characterized in that: A hydraulic cylinder (2) is installed on the base (1). An inner cylinder (3) is coaxially arranged inside the hydraulic cylinder (2). The gap between the inner cylinder (3) and the hydraulic cylinder (2) forms an outer cavity (21). A connecting rod (5) is inserted into the inner cylinder (3). A piston valve body (4) is provided at one end of the connecting rod (5). The piston valve body (4) divides the inner cylinder (3) into an upper cavity (31) and a lower cavity (32). The lower cavity (32) is connected to the outer cavity (21). The other end of the connecting rod (5) extends out of the hydraulic cylinder (2) and is connected to a lifting ring (6). A spring (7) is sleeved on the hydraulic cylinder (2). The two ends are respectively connected to the lifting ring (6) and the base (1). The base (1) is provided with an airbag device (8). The airbag device (8) is connected to the upper cavity (31) and the outer cavity (21) respectively and is provided with a first connecting channel (11) and a second connecting channel (12). The first connecting channel (11) and the second connecting channel (12) are respectively provided with a first adjusting device (9) and a second adjusting device (10) for adjusting their liquid flow cross section. The base (1) is provided with a receiving groove (13) for accommodating the first adjusting device (9) and the second adjusting device (10). The two receiving grooves (13) are arranged horizontally.

2. The shock absorption structure for off-road vehicles according to claim 1, characterized in that: The first regulating device (9) includes a first valve seat (91), a first channel (92) is provided in the first valve seat (91), a first valve core (93) for adjusting the flow area of ​​the first channel (92) is threadedly connected to the first valve seat (91), a first connecting plate (94) is sleeved on the lower end of the first valve seat (91), a first regulating cavity (95) is formed between the first connecting plate (94) and the first valve seat (91), the first channel (92) communicates with the first regulating cavity (95) through a first flow hole (911), and the first connecting channel (11) communicates with the first regulating cavity (95).

3. A shock-absorbing structure for off-road vehicles according to claim 2, characterized in that: The second regulating device (10) includes a second valve seat (101), a second channel (102) is provided in the second valve seat (101), a second valve core (103) for adjusting the flow area of ​​the second channel (102) is threaded onto the second valve seat (101), a second connecting plate (104) is sleeved on the lower end of the second valve seat (101), a second regulating cavity (105) is formed between the second connecting plate (104) and the second valve seat (101), the second channel (102) communicates with the second regulating cavity (105) through the second flow hole (1011), the second connecting channel (12) communicates with the second regulating cavity (105), and the bottoms of the two receiving grooves (13) are connected.

4. A shock-absorbing structure for off-road vehicles according to claim 3, characterized in that: The airbag device (8) includes a damping adjustment cylinder (81) and a movable piston (82) disposed in the damping adjustment cylinder (81). An air chamber (83) is formed between the movable piston (82) and the base (1). The air chamber (83) is connected to the second adjustment chamber (105) through an air passage (84). The movable piston (82) moves vertically up and down in the damping adjustment cylinder (81) to adjust the air pressure compression of the air chamber (83).

5. A shock-absorbing structure for off-road vehicles according to claim 2, characterized in that: The first regulating cavity (95) is provided with a first flow ring (96), which is coaxially arranged with the first valve seat (91). The side wall of the first regulating cavity (95) is provided with a plurality of first connection holes (961).

6. A shock-absorbing structure for off-road vehicles according to claim 3, characterized in that: The second regulating cavity (105) is provided with a second flow ring (106), which is coaxially arranged with the second valve seat (101). The side wall of the second regulating cavity (105) is provided with a plurality of second connecting holes (1061).

7. A shock-absorbing structure for off-road vehicles according to claim 3, characterized in that: The two ends of the first connecting channel (11) are respectively connected to the upper cavity (31) and the first adjustment cavity (95), and the two ends of the second connecting channel (12) are respectively connected to the outer cavity (21) and the second adjustment cavity (105). The first connecting channel (11) and the second connecting channel (12) are arranged at intervals along the vertical direction to form an upper and lower layered structure. When viewed from above along the vertical direction, the horizontal projections of the first connecting channel (11) and the second connecting channel (12) are X-shaped and intersecting.

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