Adjustable damping shock absorber for a motorcycle

Abstract

The utility model discloses an adjustable damping shock absorber for motorcycle relates to motorcycle damping device technical field, including outer cylinder, the inner wall of outer cylinder is connected with inner cylinder, the inner wall of outer cylinder is connected with upper end cover, and the inner wall of upper end cover and inner cylinder is connected with adjusting lever together and slides, and the rotatory connection of upper end cover has adjusting knob, and the inner wall of adjusting knob is with the outer wall screw thread connection of adjusting lever, and one end of adjusting lever is connected with a plurality of damping sheet, and every damping sheet all is equipped with through -hole, and through the thread cooperation of adjusting knob and adjusting lever, the traditional plug -in or gear adjusting structure is replaced, not only let the damping adjustment operation is more convenient, need not complicated plug -in or gear engagement operation, can also pass through the precision of screw thread drive and promote damping adjustment precision, realize the fine control of damping parameter, through the thread connection of locating sleeve and adjusting lever, effectively avoid the problem that the damping state is deviated after adjusting because of motorcycle driving vibration.

Description

Technical Field

[0001] This utility model relates to the field of motorcycle shock absorption devices, and more particularly to an adjustable damping shock absorber for motorcycles. Background Technology

[0002] Motorcycles, as a flexible and convenient means of transportation, are widely used for daily commuting and outdoor riding. The shock absorber is one of the core components of a motorcycle, and its performance directly affects the vehicle's stability, comfort, and safety.

[0003] Traditional damping adjustable shock absorbers are mostly plug-in or gear-type. Plug-in adjustment requires additional tools to switch damping gears, which is complicated to operate. Gear adjustment, on the other hand, has the problem of insufficient adjustment precision due to the gear meshing clearance, making it difficult to achieve precise control of damping parameters. Utility Model Content

[0004] To address the shortcomings of existing technologies, this utility model provides an adjustable damping shock absorber for motorcycles, solving the problems of complicated operation and insufficient precision in traditional damping adjustable shock absorbers mentioned in the background.

[0005] To achieve the above objectives, this utility model provides the following technical solution: an adjustable damping shock absorber for motorcycles, comprising an outer cylinder, an inner cylinder connected to the inner wall of the outer cylinder, an upper end cover connected to the inner wall of the outer cylinder, an adjusting rod slidably connected to the upper end cover and the inner wall of the inner cylinder, an adjusting knob rotatably connected to the upper end cover, a threaded connection between the inner wall of the adjusting knob and the outer wall of the adjusting rod, a plurality of damping plates connected to one end of the adjusting rod, each damping plate having a through hole, a positioning sleeve connected to the inner wall of the inner cylinder, and a threaded connection between the inner wall of the positioning sleeve and the adjusting rod.

[0006] As a further technical solution of this utility model, the inner wall of the inner cylinder and the outer wall of the positioning sleeve are connected together by a sealing gasket.

[0007] As a further technical solution of this utility model, the inner wall of the outer cylinder is connected to a lower end cover, and the lower end cover and the inner wall of the inner cylinder are slidably connected to a piston rod.

[0008] As a further technical solution of this utility model, one end of the piston rod is connected to a piston head, the piston head is provided with a plurality of damping holes, and a sealing ring is connected to the outer wall of the piston head, the outer wall of the sealing ring being slidably connected to the inner wall of the inner cylinder.

[0009] As a further technical solution of this utility model, a lower connecting ring is connected to the end of the piston rod away from the piston head, and a spring seat is connected to the outer wall of the piston rod.

[0010] As a further technical solution of this utility model, a positioning protrusion is connected to the outer wall of the outer cylinder, and a return spring is connected to the outer wall of the positioning protrusion. The end of the return spring away from the positioning protrusion is connected to the outer wall of the spring seat.

[0011] As a further technical solution of this utility model, a support plate is connected to the positioning protrusion, and an upper connecting ring is connected to the support plate.

[0012] This invention provides an adjustable damping shock absorber for motorcycles, which has the following advantages compared with the prior art: This design presents an adjustable damping shock absorber for motorcycles. By using a threaded connection between an adjustment knob and an adjustment rod, it replaces the traditional plug-in or gear-based adjustment structure. This not only makes damping adjustment more convenient, eliminating the need for complex plug-in or gear engagement operations, but also improves the accuracy of damping adjustment through the precision of the threaded transmission, enabling precise control of damping parameters. The threaded connection between the positioning sleeve and the adjustment rod effectively prevents the damping state from shifting due to motorcycle vibrations after adjustment, significantly enhancing the stability of the damping state and ensuring that the shock absorber always maintains the set damping effect. Attached Figure Description

[0013] Figure 1 A front view of an adjustable damping shock absorber for motorcycles; Figure 2 This is an internal cross-sectional view of an adjustable damping shock absorber for motorcycles. Figure 3 This is a three-dimensional structural diagram of the damping plate in an adjustable damping shock absorber for motorcycles. Figure 4 This is a three-dimensional structural diagram of the piston head in an adjustable damping shock absorber for motorcycles.

[0014] In the diagram: 1. Outer cylinder; 2. Inner cylinder; 3. Upper end cover; 4. Lower end cover; 5. Adjusting knob; 6. Positioning sleeve; 7. Adjusting rod; 8. Damping plate; 9. Through hole; 10. Sealing gasket; 11. Piston rod; 12. Piston head; 13. Damping hole; 14. Sealing ring; 15. Lower connecting ring; 16. Spring seat; 17. Positioning protrusion; 18. Return spring; 19. Support plate; 20. Upper connecting ring. Detailed Implementation

[0015] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the protection scope of the present utility model.

[0016] Please see Figure 1-4 This utility model provides a technical solution for an adjustable damping shock absorber for motorcycles, including an outer cylinder 1, which serves as the external load-bearing structure of the shock absorber, providing a mounting base and protective space for all internal components. It also forms a double-layer cylinder structure with the inner cylinder 2, ensuring the overall strength and sealing of the shock absorber. The inner cylinder 2 is connected to the inner wall of the outer cylinder 1, serving as the main cavity for the damping medium. It provides precise sliding guidance for moving components such as the piston head 12 and the adjusting rod 7, limiting their movement trajectory and preventing component misalignment. An upper end cover 3 is connected to the inner wall of the outer cylinder 1, providing a rotation support point for the adjusting knob 5. The adjusting rod 7 is slidably connected to both the upper end cover 3 and the inner wall of the inner cylinder 2. The adjusting knob 5 is rotatably connected to the upper end cover 3, allowing the user to manually rotate it to drive the adjusting rod 7 through a threaded engagement with the adjusting rod 7. The operating end for damping adjustment is moved axially. The inner wall of the adjusting knob 5 is threadedly connected to the outer wall of the adjusting rod 7. One end of the adjusting rod 7 is connected to multiple damping plates 8, each of which has a through hole 9. The adjusting rod 7 moves axially under the drive of the adjusting knob 5, causing the damping plates 8 to move synchronously. By changing the relative position of the damping plates 8 and the piston head 12, the flow area of ​​the oil through the through hole 9 is adjusted. The inner wall of the inner cylinder 2 is connected to a positioning sleeve 6, and the inner wall of the positioning sleeve 6 is threadedly connected to the adjusting rod 7. The inner wall of the inner cylinder 2 and the outer wall of the positioning sleeve 6 are connected together to a sealing gasket 10. The positioning sleeve 6 is threadedly connected to the adjusting rod 7 to precisely limit the axial movement of the adjusting rod 7. On the other hand, it works with the inner cylinder 2 to install the sealing gasket 10, enhancing the sealing of the cylinder body and preventing oil leakage.

[0017] like Figure 2As shown, the inner wall of the outer cylinder 1 is connected to a lower end cover 4, which provides sliding support for the piston rod 11, ensuring stable reciprocating motion of the piston rod 11. The lower end cover 4 and the inner wall of the inner cylinder 2 are slidably connected to the piston rod 11, which serves as a force transmission component, transmitting the vibration and impact force during motorcycle operation to the piston head 12. Simultaneously, it drives the piston head 12 to reciprocate within the inner cylinder 2. One end of the piston rod 11 is connected to the piston head 12, which has multiple damping holes 13. When the piston head 12 slides under the drive of the piston rod 11, the oil flows through the damping holes 13, generating a damping force to counteract the vibration and impact. A sealing ring 14 is connected to the outer wall of the piston head 12 to prevent oil from flowing across both sides of the piston head 12 and to ensure the accurate damping adjustment of the damping hole 13. The outer wall of the sealing ring 14 is slidably connected to the inner wall of the inner cylinder 2. A lower connecting ring 15 is connected to the end of the piston rod 11 away from the piston head 12 to connect the lower end of the shock absorber to the motorcycle frame or wheel components, so as to realize the installation and fixation of the shock absorber and the transmission of force. A spring seat 16 is connected to the outer wall of the piston rod 11 to provide a support point for the return spring 18, bear the elastic force of the return spring 18, and compress or stretch the return spring 18 with the movement of the piston rod 11.

[0018] like Figure 1 As shown, the outer wall of the outer cylinder 1 is connected to a positioning protrusion 17, which serves as the upper support point of the return spring 18 and provides an installation position for the support plate 19. The installation structure integrates the return spring 18 and the upper connecting ring 20. The outer wall of the positioning protrusion 17 is connected to the return spring 18, which absorbs part of the vibration energy through its own elastic deformation, assists the hydraulic damping structure to achieve shock absorption, and drives the piston rod 11 to return to its original position. The end of the return spring 18 away from the positioning protrusion 17 is connected to the outer wall of the spring seat 16. The positioning protrusion 17 is connected to the support plate 19, and the support plate 19 is connected to the upper connecting ring 20, which is used to connect the upper end of the shock absorber to the motorcycle frame, completing the overall installation of the shock absorber and realizing the buffer transmission of vibration from the wheel to the frame.

[0019] The working principle of this utility model is as follows: When the motorcycle vibrates during operation, the piston rod 11 drives the piston head 12 to slide along the inner wall of the inner cylinder 2. The oil on both sides of the piston head 12 flows through the damping hole 13, forming a basic damping force to counteract the vibration. If the damping intensity needs to be adjusted, the adjustment knob 5 on the upper end cover 3 is rotated. The adjustment knob 5 drives the adjustment rod 7 to move axially through the threaded engagement with the adjustment rod 7. The adjustment rod 7 drives the damping plate 8 to move closer to or further away from the positioning sleeve 6, changing the gap between the damping plate 8 and the positioning sleeve 6. At the same time, the area of ​​the oil flow channel formed by the through hole 9 on the damping plate 8 and the inner wall of the inner cylinder 2 also changes accordingly, thereby adjusting the oil flow. The sealing gasket 10 between the positioning sleeve 6 and the inner cylinder 2 ensures the oil seal and prevents leakage from affecting the damping effect. The sealing ring 14 on the outer wall of the piston head 12 further improves the sealing performance inside the inner cylinder 2. During the movement of the piston rod 11, the spring seat 16 moves synchronously with the piston rod 11. The return spring 18 is compressed or stretched between the positioning protrusion 17 and the spring seat 16, assisting the shock absorber in completing the return action. The upper connecting ring 20 and the lower connecting ring 15 respectively connect the shock absorber to the motorcycle body and wheels. The support plate 19 reinforces the positioning protrusion 17 and the upper connecting ring 20, ensuring the structural stability of the entire shock absorber during operation.

[0020] The above description is merely a preferred embodiment of this utility model. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of this utility model, and these improvements and modifications should also be considered within the scope of protection of this utility model. Structures, devices, and operating methods not specifically described or explained in this utility model are implemented according to conventional methods in the art, unless otherwise specified or limited.

Claims

1. An adjustable damping shock absorber for motorcycles, characterized in that, The device includes an outer cylinder (1), an inner cylinder (2) connected to the inner wall of the outer cylinder (1), an upper end cover (3) connected to the inner wall of the outer cylinder (1), an adjusting rod (7) slidably connected to the upper end cover (3) and the inner wall of the inner cylinder (2), an adjusting knob (5) rotatably connected to the upper end cover (3), the inner wall of the adjusting knob (5) being threadedly connected to the outer wall of the adjusting rod (7), a plurality of damping plates (8) connected to one end of the adjusting rod (7), each damping plate (8) having a through hole (9), a positioning sleeve (6) connected to the inner wall of the inner cylinder (2), and the inner wall of the positioning sleeve (6) being threadedly connected to the adjusting rod (7).

2. The adjustable damping shock absorber for motorcycles according to claim 1, characterized in that, The inner wall of the inner cylinder (2) and the outer wall of the positioning sleeve (6) are connected together by a sealing gasket (10).

3. An adjustable damping shock absorber for motorcycles according to claim 1, characterized in that, The inner wall of the outer cylinder (1) is connected to a lower end cover (4), and the lower end cover (4) and the inner wall of the inner cylinder (2) are slidably connected to a piston rod (11).

4. An adjustable damping shock absorber for motorcycles according to claim 3, characterized in that, One end of the piston rod (11) is connected to a piston head (12), and the piston head (12) has multiple damping holes (13). A sealing ring (14) is connected to the outer wall of the piston head (12), and the outer wall of the sealing ring (14) is slidably connected to the inner wall of the inner cylinder (2).

5. An adjustable damping shock absorber for motorcycles according to claim 3, characterized in that, The piston rod (11) is connected to a lower connecting ring (15) at the end away from the piston head (12), and a spring seat (16) is connected to the outer wall of the piston rod (11).

6. An adjustable damping shock absorber for motorcycles according to claim 1, characterized in that, The outer wall of the outer cylinder (1) is connected to a positioning protrusion (17), and the outer wall of the positioning protrusion (17) is connected to a return spring (18). The end of the return spring (18) away from the positioning protrusion (17) is connected to the outer wall of the spring seat (16).

7. An adjustable damping shock absorber for a motorcycle according to claim 6, characterized in that, The positioning protrusion (17) is connected to a support plate (19), and the support plate (19) is connected to an upper connecting ring (20).

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