Mechanical stroke sensing and rebound compression independent adjustable shock absorber

Abstract

The utility model discloses a kind of mechanical stroke sensing recovery compression independent adjustable shock absorber, including outer tube, first connecting sleeve, second connecting sleeve, piston rod, piston, and the piston separates the upper chamber and lower chamber into outer tube inner cavity;Still including compression external oil pipe, recovery external oil pipe, compression damping adjusting valve, recovery damping adjusting valve, compression external oil pipe and recovery external oil pipe are connected on first connecting sleeve and second connecting sleeve, upper oil hole and lower oil hole are equipped on outer tube, upper oil hole is connected with upper chamber to compression external oil pipe and recovery external oil pipe, lower oil hole is connected with lower chamber to compression external oil pipe and recovery external oil pipe, compression damping adjusting valve makes oil only one-way enter upper chamber by compression external oil pipe, recovery damping adjusting valve makes oil only one-way enter lower chamber by recovery external oil pipe.The utility model integrates independent adjustable, convenient external adjustment, self-adapting switching, high reliability, improves the driving experience and control performance of vehicle.

Description

Technical Field

[0001] This utility model relates to the field of shock absorber technology, specifically to a single-tube high-pressure shock absorber with dual oil circuit external independent adjustment function and stroke adaptive damping characteristics. Background Technology

[0002] Shock absorbers are used to suppress the oscillations caused by the rebound of springs after absorbing shocks, as well as impacts from the road surface. They are widely used in automobiles to accelerate the attenuation of vibrations in the chassis and body, thereby improving the ride comfort of the vehicle.

[0003] The mainstream technical solutions currently on the market and their shortcomings are as follows: 1. Traditional non-adjustable shock absorbers: The damping characteristics are fixed during design and manufacturing and cannot be changed. They cannot be switched between different needs such as "comfort" and "sport," resulting in poor adaptability.

[0004] 2. Single-path externally adjustable shock absorber: Typically, an adjustment knob is located on the outside of the shock absorber. By changing the diameter of a single oil passage, both compression and recovery damping forces are simultaneously altered. The adjustment of compression and recovery damping forces is linked and proportional, and cannot be decoupled. Stiffening the compression will simultaneously stiffen the recovery, making it impossible to achieve advanced tuning such as "soft compression to absorb impact, stiff recovery to control vehicle posture." The adjustment strategy is limited, resulting in limited performance improvement.

[0005] 3. Independently Adjustable Compression and Rebound Damping: These shock absorbers allow for independent adjustment of compression and rebound damping through complex built-in valve systems or electronic control. The adjustment mechanism is located inside the shock absorber, requiring its removal and disassembly from the vehicle – an extremely cumbersome process, almost impossible to perform while the vehicle is in use. Other types, such as MRC (Magnetorheological Control) or CDC (Continuous Damping Control), require complex electronic control systems with sensors, controllers, and solenoid valves, resulting in high costs, reliability challenges, and typically only suitable for high-end factory models, unsuitable for the aftermarket. The aforementioned adjustable shock absorbers have a fixed damping force once set. They cannot automatically switch damping modes based on the depth of suspension travel (i.e., the intensity of road conditions). Drivers cannot simultaneously achieve both everyday driving comfort and the high demands of suspension support during aggressive driving.

[0006] 4. A deeper technical bottleneck lies in the hydraulic circuit design. Even in designs that attempt independent adjustment of compression and recovery damping, the compression and recovery oils often share the main hydraulic circuit or eventually mix and interfere within the internal chambers. This "coupling" in the hydraulic circuit leads to a fundamental flaw: adjusting the compression damping inevitably affects the response characteristics of the recovery damping, and vice versa. For example, when adjusting the compression damping, changes in oil pressure are transmitted and disturb the valve system controlling the recovery damping, resulting in decreased adjustment accuracy and nonlinearity of the characteristic curve, making truly pure "independent" adjustment impossible. This makes the performance tuning of the shock absorber complex and unpredictable, preventing it from achieving its theoretically optimal performance. Utility Model Content

[0007] The purpose of this invention is to provide a mechanically adjustable shock absorber with independent stroke sensing and compression recovery. This invention integrates independent adjustment, convenient external adjustment, adaptive switching, and high reliability, comprehensively improving the driving experience and handling performance of vehicles.

[0008] To achieve the above objectives, this utility model provides the following technical solution: a mechanical stroke-sensing, recovery, compression-independent adjustable shock absorber, comprising an outer cylinder, a first connecting sleeve and a second connecting sleeve installed on the outside of the outer cylinder, a piston rod axially extending through the first connecting sleeve, and a piston axially slidably disposed within the outer cylinder and connected to the inner end of the piston rod, wherein the piston divides the inner cavity of the outer cylinder into an upper chamber and a lower chamber; further comprising a compression external oil pipe, a recovery external oil pipe, a compression damping adjusting valve, and a recovery damping adjusting valve, wherein both ends of the compression external oil pipe and the recovery external oil pipe are respectively connected to... On the first and second connecting sleeves, the outer cylinder wall is provided with an upper oil passage hole and a lower oil passage hole. The upper oil passage hole connects one end of the compression external oil pipe and the recovery external oil pipe to the upper chamber. The lower oil passage hole connects one end of the compression external oil pipe and the recovery external oil pipe to the lower chamber. The compression damping regulating valve is set between the upper oil passage hole and the compression external oil pipe so that the oil can only enter the upper chamber unidirectionally through the compression external oil pipe. The recovery damping regulating valve is installed between the lower oil passage hole and the recovery damping regulating valve so that the oil can only enter the lower chamber unidirectionally through the recovery external oil pipe.

[0009] The present invention is further configured such that the compression damping regulating valve and the recovery damping regulating valve have the same structure. The compression damping regulating valve includes a valve body, a valve stem, a valve core, a valve seat, a preload spring, and an adjusting mechanism. The first connecting sleeve is provided with an installation cavity, an inlet connecting the installation cavity to the external compression oil pipe, and an outlet connecting the installation cavity to the upper oil passage hole. The valve body is installed on the installation cavity, the valve seat is installed at the inner end of the installation cavity, the valve stem is disposed in the valve body, the valve core is axially slidably disposed at the inner end of the valve stem, the preload spring is disposed between the valve stem and the valve core to press the valve core onto the valve seat, and the adjusting mechanism is installed at the outer end of the valve body to adjust the axial position of the valve stem.

[0010] The present invention is further configured such that the adjusting mechanism includes an adjusting sleeve and a limiting component. The adjusting sleeve is sleeved on the outer periphery of the valve stem, one end of the adjusting sleeve extends into the valve body and is threaded into the inner wall of the valve body. A limiting flange is provided on the outer periphery of the valve stem. The inner end of the adjusting sleeve abuts against the limiting flange to limit the outer stroke of the valve stem. The limiting component is used to prevent the valve stem from rotating circumferentially.

[0011] The present invention is further configured such that the limiting component includes a compression spring and two positioning balls disposed at both ends of the compression spring, a through hole is provided radially through the valve stem, and a guide groove extending axially is provided on the inner wall of the valve body at the positions corresponding to both ends of the through hole, the compression spring is disposed in the through hole, and the compression spring respectively pushes the two positioning balls out of the through hole and presses them into the corresponding guide grooves.

[0012] The present invention is further configured such that the adjusting mechanism includes a nut and a locking screw. The nut is threadedly connected to the outer end of the adjusting sleeve, and the locking screw is threadedly connected to the side of the nut in a radial direction. The valve stem side is provided with a positioning plane. When the inner end of the locking screw abuts against the positioning plane, the nut restricts the rotation of the adjusting sleeve.

[0013] The present invention is further configured such that the piston is provided with a first throttling orifice and a second throttling orifice, and a first elastic valve plate and a second elastic valve plate are respectively provided at both ends of the piston. The first elastic valve plate abuts against the end of the first throttling orifice near the upper chamber, so that the oil can only enter the upper chamber from the lower chamber through the first throttling orifice. The second elastic valve plate abuts against the end of the second throttling orifice near the lower chamber, so that the oil can only enter the lower chamber from the upper chamber through the second throttling orifice.

[0014] The present invention is further configured such that the end of the external compression oil pipe away from the compression damping regulating valve is connected to a cylinder assembly via a pipeline.

[0015] The present invention is further configured such that a lifting ring is connected to the outer end of the piston rod, and a corrugated dust cover is connected between the lifting ring and the end of the outer cylinder, the corrugated dust cover completely covering the position of the valve rod outside the outer cylinder.

[0016] Compared with the prior art, the present invention has the following beneficial effects: (1) Achieving true independent adjustment of compression damping: Through two physically separated external oil circuits and two independent regulating valves, the hydraulic interference between the compression and recovery oil circuits is completely eliminated. Adjusting the compression damping has no effect on the recovery damping, and vice versa, thus obtaining extremely precise, linear, and predictable damping characteristics, providing an unprecedented foundation for high-performance suspension tuning.

[0017] (2) Extremely convenient adjustment: Users can set the compression and recovery damping forces steplessly by rotating the nuts on the two external adjustment valves of the shock absorber. There is no need to disassemble the shock absorber, which greatly reduces the debugging time and professional threshold, and greatly meets the rapid setting needs of the aftermarket and racing field.

[0018] (3) It possesses intelligent adaptive capability: This application creatively utilizes the piston's own position to achieve automatic switching of damping modes. Under normal road conditions, it provides adjustable low damping to ensure comfort; when encountering large impacts or driving aggressively, it automatically switches to high damping mode to provide strong support. This solves the traditional contradiction between comfort and sportiness in one fell swoop.

[0019] (4) High reliability and low cost: The entire system does not require any electronic sensors, electronic control units or complex actuators. All advanced functions are achieved through ingenious mechanical structure design. This makes the system highly reliable and durable, while the manufacturing cost is far lower than that of electronic adaptive damping systems (such as CDC and MRC), making it easy to promote and popularize.

[0020] (5) Compact structure and wide applicability: The main auxiliary components (connecting sleeve, oil pipe, regulating valve) are integrated on the outside of the shock absorber, which makes little change to the internal structure of the original shock absorber. It is easy to design and manufacture and can be widely used in various types of single-tube shock absorbers. It has good versatility and market prospects.

[0021] In summary, this invention successfully integrates the characteristics of multiple ideal shock absorbers, providing a perfect solution that combines extreme adjustability, intelligent adaptability, and high cost-effectiveness, representing a major innovation in the field of shock absorbers. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2for Figure 1 AA section view; Figure 3 for Figure 1 BB section view; Figure 4 This is a schematic diagram of the installation structure of the compression damping regulating valve of this utility model; Figure 5 This is a schematic diagram of the mating structure of the piston and piston rod of this utility model.

[0023] In the diagram: 1. Outer cylinder; 2. First connecting sleeve; 3. Second connecting sleeve; 4. Piston rod; 5. Piston; 6. Upper chamber; 7. Lower chamber; 8. Compression external oil pipe; 9. Reset external oil pipe; 10. Compression damping regulating valve; 11. Reset damping regulating valve; 12. Upper oil passage; 13. Lower oil passage; 14. Valve body; 15. Valve stem; 16. Valve core; 17. Valve seat; 18. Preload spring; 19. Adjusting mechanism; 20. Mounting cavity; 1. Import; 22. Export; 23. Adjusting sleeve; 24. Limiting assembly; 25. Limiting flange; 26. Compression spring; 27. Positioning ball; 28. Through hole; 29. ​​Guide groove; 30. Nut; 31. Locking screw; 32. Positioning plane; 33. First throttling orifice; 34. Second throttling orifice; 35. First elastic valve plate; 36. Second elastic valve plate; 37. Pipeline; 38. Cylinder assembly; 39. Lifting ring; 40. Corrugated dust cover. Detailed Implementation

[0024] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0025] Example: As attached Figures 1-5The mechanical stroke-sensing, recovery, and independently adjustable shock absorber shown includes an outer cylinder 1, a first connecting sleeve 2 and a second connecting sleeve 3 installed on the outside of the outer cylinder 1, a piston rod 4 axially extending through the first connecting sleeve 2, and a piston 5 slidably disposed within the outer cylinder 1 and connected to the inner end of the piston rod 4. The outer surface of the piston 5 is tightly fitted with the inner surface of the outer cylinder 1, and the piston 5 divides the inner cavity of the outer cylinder 1 into an upper chamber 6 and a lower chamber 7. The shock absorber also includes an external compression oil pipe 8, an external recovery oil pipe 9, a compression damping adjustment valve 10, and a recovery damping adjustment valve 11. Both ends of the external compression oil pipe 8 and the external recovery oil pipe 9 are respectively connected to the first connecting sleeve 2. On the connecting sleeve 2 and the second connecting sleeve 3, the outer cylinder 1 has an upper oil passage hole 12 and a lower oil passage hole 13 on its cylinder wall. The upper oil passage hole 12 connects one end of the compression external oil pipe 8 and the recovery external oil pipe 9 to the upper chamber 6. The lower oil passage hole 13 connects one end of the compression external oil pipe 8 and the recovery external oil pipe 9 to the lower chamber 7. The compression damping regulating valve 10 is set between the upper oil passage hole 12 and the compression external oil pipe 8 so that the oil can only enter the upper chamber 6 unidirectionally through the compression external oil pipe 8. The recovery damping regulating valve 11 is installed between the lower oil passage hole 13 and the recovery damping regulating valve 11 so that the oil can only enter the lower chamber 7 unidirectionally through the recovery external oil pipe 9.

[0026] As attached Figures 1-4 As shown, the compression damping regulating valve 10 and the recovery damping regulating valve 11 have the same structure. The compression damping regulating valve 10 includes a valve body 14, a valve stem 15, a valve core 16, a valve seat 17, a preload spring 18, and an adjusting mechanism 19. The first connecting sleeve 2 is provided with an installation cavity 20, an inlet 21 that connects the installation cavity 20 to the external compression oil pipe 8, and an outlet 22 that connects the installation cavity 20 to the upper oil passage hole 12. The first connecting sleeve 2 has an annular groove at the position corresponding to the outlet 22, and the upper oil passage hole 12 is connected to the annular groove. The valve body 14 is threaded to the installation cavity 20. The valve body 14 is tightened, and a sealing ring is provided between the valve body 14 and the valve seat 17. When the valve body 14 is tightened, the inner end of the valve body 14 presses the valve seat 17 against the inner end of the mounting cavity 20. The valve stem 15 is disposed inside the valve body 14. The valve core 16 is axially slidably disposed on the inner end of the valve stem 15. The valve core 16 has a circular groove for inserting the inner end of the valve stem 15, and the outer circumference of the valve core 16 has multiple pressure-stabilizing holes that communicate with the circular groove. The preload spring 18 is disposed between the valve stem 15 and the valve core 16 to press the valve core 16 against the valve seat 17. The adjusting mechanism 19 is installed on the outer end of the valve body 14 to adjust the axial position of the valve stem 15.

[0027] As attached Figure 4As shown, the adjusting mechanism 19 includes an adjusting sleeve 23 and a limiting component 24. The adjusting sleeve 23 is sleeved on the outer periphery of the valve stem 15, and a sealing ring is provided between the adjusting sleeve 23 and the valve stem 15. One end of the adjusting sleeve 23 extends into the valve body 14 and is threadedly engaged with the inner wall of the valve body 14. A sealing ring is provided between the adjusting sleeve 23 and the valve body 14. A limiting flange 25 is provided on the outer periphery of the valve stem 15. The inner end of the adjusting sleeve 23 abuts against the limiting flange 25 to limit the outer stroke of the valve stem 15. The limiting component 24 is used to prevent the valve stem 15 from rotating circumferentially.

[0028] As attached Figure 4 As shown, the limiting component 24 includes a compression spring 26 and two positioning balls 27 disposed at both ends of the compression spring 26. A through hole 28 is provided radially through the valve stem 15. A guide groove 29 extending axially is provided on the inner wall of the valve body 14 at the positions corresponding to both ends of the through hole 28. The compression spring 26 is disposed in the through hole 28. The compression spring 26 pushes the two positioning balls 27 partially out of the through hole 28 and presses them into the corresponding guide grooves 29. That is, part of the positioning ball 27 is located in the through hole 28 and the other part is located in the guide groove 29, thereby achieving circumferential limiting of the valve stem 15, so that it can only move axially.

[0029] As attached Figure 4 As shown, the adjusting mechanism 19 also includes a nut 30 and a locking screw 31. The nut 30 is threaded to the outer end of the adjusting sleeve 23, and a sealing ring is provided between the nut 30 and the adjusting sleeve 23. The locking screw 31 is threaded to the side of the nut 30 in a radial direction, that is, the side of the nut 30 has a threaded hole in a radial direction. The side of the valve stem 15 has a positioning plane 32, so that the cross-section of the valve stem 15 at this part is non-circular. When the inner end of the locking screw 31 abuts against the positioning plane 32, the nut 30 restricts the rotation of the adjusting sleeve 23. That is, at this time, the adjusting nut 30 cannot rotate, and the valve stem 15 cannot move axially, thereby locking the valve stem 15.

[0030] As attached Figure 5As shown, the piston 5 is also provided with a first throttling orifice 33 and a second throttling orifice 34. Both the first throttling orifice 33 and the second throttling orifice 34 are inclined. The piston 5 is provided with a first elastic valve plate 35 and a second elastic valve plate 36 at its two ends. The first elastic valve plate 35 abuts against the end of the first throttling orifice 33 near the upper chamber 6, so that the oil can only enter the upper chamber 6 from the lower chamber 7 through the first throttling orifice 33. The second elastic valve plate 36 abuts against the end of the second throttling orifice 34 near the lower chamber 7, so that the oil can only enter the lower chamber 7 from the upper chamber 6 through the second throttling orifice 34. More specifically, the piston rod 4 has a limiting step. The inner end of the piston rod 4 is sequentially fitted with a support plate, a first elastic valve plate 35, a piston 5, and a second elastic valve plate 36. Then, a nut is threadedly connected to the inner end of the piston rod 4. Tightening the nut presses the support plate, the first elastic valve plate 35, the piston 5, and the second elastic valve plate 36 onto the limiting step.

[0031] As attached Figure 3 As shown, the end of the external compression oil pipe 8 away from the compression damping regulating valve 10 is connected to the cylinder assembly 38 via pipe 37.

[0032] As attached Figure 1 As shown, the outer end of the piston rod 4 is connected to a lifting ring 39, and a corrugated dust cover 40 is connected between the lifting ring 39 and the end of the outer cylinder 1. The corrugated dust cover 40 is retractable and completely covers the valve rod 15 located outside the outer cylinder 1.

[0033] (I) Principle of Independent Regulation System: a. Restoration Damping Adjustment Valve 11: A restoration damping adjustment valve 11 is installed inside the connection between the restoration external oil pipe 9 and the second connecting sleeve 3. This adjustment valve controls the flow rate of oil through the upper oil passage hole 12 through the restoration external oil pipe 9 to the lower oil passage hole 13 by adjusting the opening of its internal valve core 16, thereby independently setting the damping force of the restoration stroke.

[0034] b. Compression damping regulating valve 10: The compression external oil pipe 8 is connected to the first connecting sleeve 2 and has a compression damping regulating valve 10 inside. This regulating valve controls the flow rate of oil through the lower oil passage 13 through the compression external oil pipe 8 to the lower oil passage 13 by adjusting the opening of its internal valve core 16, thereby independently setting the damping force of the compression stroke.

[0035] (II) Adaptive Working Principle: (1) When piston 5 moves between upper oil passage 12 and lower oil passage 13 (normal stroke): i. During the compression stroke, the oil in the lower chamber 7 mainly flows through the lower oil passage 13 -> external compression oil pipe 8 -> compression damping regulating valve 10, and then returns to the upper chamber 6 through the upper oil passage 12.

[0036] ii. During the recovery stroke, the oil in the upper chamber 6 mainly flows through the upper oil passage 12 -> recovery external oil pipe 9 -> recovery damping regulating valve 11, and then returns to the lower chamber 7 through the lower oil passage 13.

[0037] During this process, the damping force is mainly determined by the opening degree of two external regulating valves. The damping force is relatively small and can be adjusted independently.

[0038] (2) After piston 5 moves past the lower oil hole 13 (large stroke): When the upper oil passage 12 and the lower oil passage 13 are in a connected state, the oil can no longer circulate through the external bypass oil passage and is forced to flow entirely through the throttle orifice and valve plate on the piston 5.

[0039] The damping force suddenly increases, switching to a high-damping mode determined by the piston 5 main valve system to provide the strong support force required under extreme conditions.

Claims

1. A mechanical stroke-sensing, recovery compression independently adjustable shock absorber, comprising an outer cylinder (1), a first connecting sleeve (2) and a second connecting sleeve (3) installed on the outside of the outer cylinder (1), a piston rod (4) axially extending through the first connecting sleeve (2), and a piston (5) axially slidably disposed inside the outer cylinder (1) and connected to the inner end of the piston rod (4), wherein the piston (5) divides the inner cavity of the outer cylinder (1) into an upper chamber (6) and a lower chamber (7); characterized in that: It also includes a compression external oil pipe (8), a recovery external oil pipe (9), a compression damping regulating valve (10), and a recovery damping regulating valve (11). The two ends of the compression external oil pipe (8) and the recovery external oil pipe (9) are respectively connected to the first connecting sleeve (2) and the second connecting sleeve (3). The outer cylinder (1) has an upper oil passage hole (12) and a lower oil passage hole (13) on its cylinder wall. The upper oil passage hole (12) connects one end of the compression external oil pipe (8) and the recovery external oil pipe (9) to the upper chamber (6). The lower oil passage (13) connects one end of the compression external oil pipe (8) and the recovery external oil pipe (9) to the lower chamber (7). The compression damping regulating valve (10) is located between the upper oil passage (12) and the compression external oil pipe (8) so that the oil can only enter the upper chamber (6) unidirectionally through the compression external oil pipe (8). The recovery damping regulating valve (11) is installed between the lower oil passage (13) and the recovery damping regulating valve (11) so that the oil can only enter the lower chamber (7) unidirectionally through the recovery external oil pipe (9).

2. The mechanical stroke-sensing, recovery compression independently adjustable shock absorber according to claim 1, characterized in that: The compression damping regulating valve (10) and the recovery damping regulating valve (11) have the same structure. The compression damping regulating valve (10) includes a valve body (14), a valve stem (15), a valve core (16), a valve seat (17), a preload spring (18), and an adjusting mechanism (19). The first connecting sleeve (2) is provided with an installation cavity (20), an inlet (21) that connects the installation cavity (20) to the compression external oil pipe (8), and an outlet (22) that connects the installation cavity (20) to the upper oil passage (12). The valve body (14) is installed on the mounting cavity (20), the valve seat (17) is installed at the inner end of the mounting cavity (20), the valve stem (15) is disposed in the valve body (14), the valve core (16) is axially slidably disposed at the inner end of the valve stem (15), the preload spring (18) is disposed between the valve stem (15) and the valve core (16) to press the valve core (16) onto the valve seat (17), and the adjusting mechanism (19) is installed at the outer end of the valve body (14) to adjust the axial position of the valve stem (15).

3. A mechanical stroke-sensing, recovery compression independently adjustable shock absorber according to claim 2, characterized in that: The adjusting mechanism (19) includes an adjusting sleeve (23) and a limiting component (24). The adjusting sleeve (23) is sleeved on the outer periphery of the valve stem (15). One end of the adjusting sleeve (23) extends into the valve body (14) and is threaded into the inner wall of the valve body (14). The valve stem (15) is provided with a limiting flange (25) on its outer periphery. The inner end of the adjusting sleeve (23) abuts against the limiting flange (25) to limit the outer stroke of the valve stem (15). The limiting component (24) is used to prevent the valve stem (15) from rotating circumferentially.

4. A mechanical stroke-sensing, recovery compression independently adjustable shock absorber according to claim 3, characterized in that: The limiting component (24) includes a compression spring (26) and two positioning balls (27) disposed at both ends of the compression spring (26). A through hole (28) is provided radially through the valve stem (15). A guide groove (29) extending axially is provided on the inner wall of the valve body (14) at the positions corresponding to both ends of the through hole (28). The compression spring (26) is disposed in the through hole (28). The compression spring (26) pushes the two positioning balls (27) partially out of the through hole (28) and presses them into the corresponding guide grooves (29).

5. A mechanical stroke-sensing, recovery compression independently adjustable shock absorber according to claim 3, characterized in that: The adjusting mechanism (19) also includes a nut (30) and a locking screw (31). The nut (30) is threaded to the outer end of the adjusting sleeve (23), and the locking screw (31) is threaded to the side of the nut (30) in a radial direction. The valve stem (15) has a positioning plane (32) on its side. When the inner end of the locking screw (31) abuts against the positioning plane (32), the nut (30) restricts the rotation of the adjusting sleeve (23).

6. A mechanical stroke-sensing, recovery compression independently adjustable shock absorber according to claim 1, characterized in that: The piston (5) is also provided with a first throttling orifice (33) and a second throttling orifice (34). The piston (5) is provided with a first elastic valve plate (35) and a second elastic valve plate (36) at both ends. The first elastic valve plate (35) abuts against the end of the first throttling orifice (33) near the upper chamber (6), so that the oil can only enter the upper chamber (6) through the first throttling orifice (33) from the lower chamber (7). The second elastic valve plate (36) abuts against the end of the second throttling orifice (34) near the lower chamber (7), so that the oil can only enter the lower chamber (7) through the second throttling orifice (34) from the upper chamber (6).

7. A mechanical stroke-sensing, recovery compression independently adjustable shock absorber according to claim 1, characterized in that: The end of the external compression oil pipe (8) away from the compression damping regulating valve (10) is connected to the cylinder assembly (38) via a pipe (37).

8. A mechanical stroke-sensing, recovery compression independently adjustable shock absorber according to claim 1, characterized in that: The piston rod (4) is connected to a lifting ring (39) at its outer end. A corrugated dust cover (40) is connected between the lifting ring (39) and the end of the outer cylinder (1). The corrugated dust cover (40) completely covers the valve rod (15) located outside the outer cylinder (1).

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