Shock absorber and vehicle having same

Abstract

A vehicle, comprising a shock absorber. The shock absorber comprises an oil cylinder, a piston assembly, an air cylinder assembly, an oil channel and a moving member. A first chamber is formed in the oil cylinder. One end of the piston assembly extends into the first chamber, and the piston assembly can move in the axial direction of the oil cylinder. The air cylinder assembly comprises an air cylinder barrel, the air cylinder barrel is sleeved on a peripheral side of the oil cylinder, and an inner wall of the air cylinder barrel and an outer wall of the oil cylinder jointly define an accommodating cavity therebetween. The oil channel is configured to be in communication with the first chamber and the accommodating cavity, and the oil channel, the first chamber and the accommodating cavity form a damping adjusting cavity. The moving member is arranged in the damping adjusting cavity, and divides the damping adjusting cavity into a first medium chamber and a second medium chamber, the moving member moves under the action of the piston assembly, and the first medium chamber comprises at least part of the first chamber.

Description

Shock absorber and vehicle having the same

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of China on June 13, 2023, with application number 202310699248.0 and title “Shock Absorber and Vehicle Having Same,” the entire contents of which are incorporated by reference into this application. Technical Field

[0003] The present application relates to the technical field of shock absorbers, and in particular to a shock absorber and a vehicle having the same. Background Art

[0004] In the related art, a gas shock absorber usually includes a cylinder and a shock absorber assembly, which are connected by an oil and gas pipe. This type of gas shock absorber requires the cylinder and the shock absorber assembly to be installed separately, making installation difficult in a compact design space and having poor applicability. In addition, the excessive length of the oil and gas pipe can easily lead to untimely oil return and idle travel, affecting the vibration reduction effect.

[0005] Public content

[0006] The present application aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the present application is to provide a shock absorber that reduces the size of the shock absorber and improves the applicability of the shock absorber.

[0007] Another object of the present application is to provide a vehicle using the above-mentioned shock absorber.

[0008] The shock absorber according to the first embodiment of the present application includes: a cylinder, a first chamber is formed in the cylinder; a piston assembly, one end of the piston assembly extends into the first chamber, and the piston assembly is movable along the axial direction of the cylinder; a cylinder assembly, the cylinder assembly includes a cylinder barrel, the cylinder barrel is sleeved on the outer circumference of the cylinder, and the inner wall of the cylinder barrel and the outer wall of the cylinder jointly define an accommodating chamber; an oil channel, the oil channel is used to connect the first chamber and the accommodating chamber, the oil channel, the first chamber and the accommodating chamber form a damping adjustment chamber; and a movable part, the movable part is arranged in the damping adjustment chamber, the movable part divides the damping adjustment chamber into a first medium chamber and a second medium chamber, the movable part moves under the action of the piston assembly to adjust the volume of the second medium chamber, and the first medium chamber includes at least part of the first chamber.

[0009] According to the shock absorber of the embodiment of the present application, by arranging the cylinder barrel on the outer peripheral side of the oil cylinder, compared with the traditional shock absorber, the size of the shock absorber is reduced while ensuring the vibration reduction effect of the shock absorber, thereby improving the applicability of the shock absorber and being adaptable to more vehicle models. At the same time, there is no need to consider the installation position of the external cylinder barrel during installation, thereby reducing the difficulty of installation.

[0010] According to some embodiments of the present application, the second medium chamber includes at least a portion of the accommodating cavity.

[0011] According to some embodiments of the present application, the movable part is arranged in the accommodating chamber, and the movable part divides the accommodating chamber into an upper accommodating chamber and a lower accommodating chamber, the upper accommodating chamber constitutes the second medium chamber, and the lower accommodating chamber, the oil channel and the first chamber constitute the first medium chamber.

[0012] According to some embodiments of the present application, the first medium chamber is used to be filled with a first medium, and the second medium chamber is used to be filled with a second medium, and the first medium is different from the second medium.

[0013] According to some embodiments of the present application, the first medium is oil, and the second medium is an elastic member.

[0014] According to some embodiments of the present application, the first medium is oil, and the second medium is an inert gas.

[0015] According to some embodiments of the present application, the oil cylinder and the cylinder barrel are coaxially arranged.

[0016] According to some embodiments of the present application, the cylinder barrel includes a cylinder body and a cylinder head, the cylinder head is arranged at one axial end of the cylinder body, the cylinder head and the cylinder body jointly define the accommodating cavity, an air inlet hole is formed on the cylinder head, and the upper accommodating chamber is connected to the outside world through the air inlet hole.

[0017] According to some embodiments of the present application, the cylinder assembly also includes a bushing connecting seat, which is connected to the oil cylinder and is used to connect the shock absorber to the vehicle body or wheel. The cylinder barrel and the bushing connecting seat are an integrally formed part, and the oil channel is formed in the bushing connecting seat.

[0018] According to some embodiments of the present application, an installation groove is formed on the bushing connecting seat, and the installation groove is respectively connected to the accommodating cavity and the oil channel. One end of the oil cylinder is fitted in the installation groove, and the inner diameter of the installation groove is smaller than the outer diameter of the cylinder barrel.

[0019] According to some embodiments of the present application, the system further includes: a regulating valve, which is provided on the oil passage and is used to regulate the flow of the medium in the first medium chamber.

[0020] According to some embodiments of the present application, the regulating valve is a solenoid valve.

[0021] According to some embodiments of the present application, the regulating valve is a rotary damping valve.

[0022] According to some embodiments of the present application, the regulating valve has a normally open oil circuit, at least one compression oil circuit, and at least one recovery oil circuit, wherein both ends of the normally open oil circuit are respectively connected to the first chamber and the lower accommodating chamber, a compression valve is provided on the compression oil circuit for controlling the connection and disconnection of the compression oil circuit with the first chamber and the lower accommodating chamber, and a recovery oil circuit is provided with a recovery valve for controlling the connection and disconnection of the recovery oil circuit with the first chamber and the lower accommodating chamber.

[0023] According to some embodiments of the present application, the regulating valve includes: a valve seat, the valve seat forming a first compression oil section, a first normally open oil section, and a first recovery oil section, the first compression oil section being provided with the compression valve, and the first recovery oil section being provided with the recovery valve; a valve core, one end of the valve core extending into the valve seat, the valve core forming a second compression oil section, a second normally open oil section, and a second recovery oil section, the second compression oil section being connected to the first compression oil section and forming the compression oil circuit, the second normally open oil section being connected to the first normally open oil section and forming the normally open oil circuit, and the second recovery oil section being connected to the first recovery oil section and forming the recovery oil circuit; and a knob assembly, the knob assembly being sleeved on the other end of the valve core, and when the knob assembly is rotated, the valve core is driven to rotate, thereby connecting the second compression oil section with the first compression oil section or connecting the second recovery oil section with the first recovery oil section.

[0024] According to some embodiments of the present application, there are multiple compression oil circuits and multiple recovery oil circuits, and the multiple recovery oil circuits are arranged at intervals in the circumferential direction of the multiple compression oil circuits, and the aperture of each recovery oil circuit is larger than the aperture of each compression oil circuit.

[0025] According to some embodiments of the present application, at least two of the plurality of compression oil passages have different apertures.

[0026] According to some embodiments of the present application, the knob assembly includes a sealing member and a knob member, the sealing member is arranged between the valve core and the knob member, the sealing member is formed with multiple grooves, the knob member is provided with multiple protrusions and multiple gear position marks, the multiple protrusions and the multiple gear position marks are respectively located on both sides of the thickness direction of the knob member, wherein the multiple protrusions correspond one-to-one to the multiple grooves, and the protrusions are fitted in the grooves, and the multiple gear position marks correspond one-to-one to the multiple protrusions.

[0027] A vehicle according to an embodiment of the second aspect of the present application includes a shock absorber according to an embodiment of the first aspect of the present application.

[0028] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0030] FIG1 is a schematic diagram of a shock absorber according to an embodiment of the present application;

[0031] FIG2 is a cross-sectional view of a shock absorber according to an embodiment of the present application;

[0032] FIG3 is an enlarged view of the circled portion A in FIG2 ;

[0033] FIG4 is a cross-sectional view of a regulating valve of a shock absorber according to an embodiment of the present application;

[0034] FIG5 is a schematic diagram of a compression oil circuit and a recovery oil circuit of a shock absorber according to an embodiment of the present application;

[0035] FIG6 is a schematic diagram of a knob member of a shock absorber according to an embodiment of the present application;

[0036] FIG7 is a schematic diagram of the knob shown in FIG6 from another angle;

[0037] FIG8 is a cross-sectional view of the knob member shown in FIG6;

[0038] FIG9 is a schematic diagram of a sealing member of a shock absorber according to an embodiment of the present application;

[0039] FIG10 is a cross-sectional view of the seal shown in FIG9;

[0040] FIG11 is a flow path diagram of oil in a stationary state of a shock absorber according to an embodiment of the present application;

[0041] FIG12 is an enlarged view of the circled portion B in FIG11 ;

[0042] FIG13 is a flow path diagram of oil in a shock absorber at high speed according to an embodiment of the present application;

[0043] FIG14 is an enlarged view of the circled portion C in FIG13 ;

[0044] FIG15 is a flow path diagram of oil in a low-speed recovery state of a shock absorber according to an embodiment of the present application;

[0045] FIG16 is an enlarged view of the circled portion D in FIG15 ;

[0046] FIG17 is a flow path diagram of oil in a high-speed recovery state of a shock absorber according to an embodiment of the present application;

[0047] FIG18 is an enlarged view of the circled portion E in FIG17 ;

[0048] FIG19 is a schematic block diagram of a vehicle according to an embodiment of the present application.

[0049] Reference numerals:

[0050] Vehicle 1000, shock absorber 100,

[0051] Cylinder assembly 1, cylinder barrel 11, accommodating chamber 111, upper accommodating chamber 1111, lower accommodating chamber 1112, second medium chamber 112, first medium chamber 113, movable part 12, air inlet 13, oil passage 14, cylinder head 16, cylinder body 17, bushing connector 18, mounting groove 181, mounting hole 182,

[0052] Oil cylinder 2, first chamber 21, oil cylinder cover 22, oil cylinder body 23, piston assembly 3,

[0053] Regulating valve 4, normally open oil circuit 41, compression oil circuit 42, recovery oil circuit 43, valve seat 44, first compression oil circuit section 441, compression valve 442, first normally open oil circuit section 443, first recovery oil circuit section 444, recovery valve 445, valve core 45, second compression oil circuit section 451, second normally open oil circuit section 452, second recovery oil circuit section 453, knob assembly 46, sealing member 461, groove 4611, knob member 462, protrusion 4621, gear position mark 4622, rotary damping valve 47,

[0054] Dust cover 5,

[0055] Buffer 6. DETAILED DESCRIPTION

[0056] In related technologies, gas shock absorbers typically employ an oil-gas separation structure, where the cylinder is separated from the shock absorber assembly. Currently, there are two arrangements for the cylinder and shock absorber assembly: a piggyback arrangement, where the cylinder is staggered and attached to the outer wall of the shock absorber assembly; and a separate arrangement, where the cylinder and shock absorber assembly are separated and connected by oil and gas pipes.

[0057] However, the first arrangement increases the longitudinal or transverse dimensions of the gas shock absorber, requiring a larger installation space. Furthermore, the cylinder limits the travel of the shock absorber's swing arm during driving, creating significant limitations and poor applicability. In the second arrangement, since the cylinder is completely separated from the shock absorber assembly, the cylinder and shock absorber assembly must be installed separately, making installation more difficult in compact spaces and resulting in poor applicability. Furthermore, the excessive length of the oil and gas pipes can lead to delayed oil return and lost travel, compromising the damping effect.

[0058] The following describes a shock absorber 100 according to an embodiment of the first aspect of the present application with reference to FIG. 1 to FIG. 18 .

[0059] As shown in Figures 1 to 18, the shock absorber 100 according to the embodiment of the first aspect of the present application includes an oil cylinder 2, a piston assembly 3, a cylinder assembly 1, an oil channel 14 and a movable part 12.

[0060] Specifically, a first chamber 21 is formed in the oil cylinder 2. One end of the piston assembly 3 extends into the first chamber 21, and the piston assembly 3 can move along the axial direction of the oil cylinder 2. The cylinder assembly 1 includes a cylinder barrel 11, which is sleeved on the outer peripheral side of the oil cylinder 2. The inner wall of the cylinder barrel 11 and the outer wall of the oil cylinder 2 jointly define an accommodating chamber 111. The oil passage 14 is used to connect the first chamber 21 and the accommodating chamber 111. The oil passage 14, the first chamber 21 and the accommodating chamber 111 form a damping adjustment chamber. The movable part 12 is arranged in the damping adjustment chamber 1142. The movable part 12 divides the damping adjustment chamber 1142 into a first medium chamber 113 and a second medium chamber 112. The movable part 12 moves under the action of the piston assembly 3 to adjust the volume of the second medium chamber 112. The first medium chamber 113 includes at least a portion of the first chamber 21.

[0061] For example, in the example of Figures 1-3 , the oil cylinder 2 is formed with a first chamber 21 extending along its axial direction. One longitudinal end of the oil cylinder 2 extends into the accommodating chamber 111 and is threadedly connected to the side wall of the accommodating chamber 111, so that the cylinder barrel 11 is surrounded by the outer wall of the oil cylinder 2. The outer diameter of the movable member 12 is greater than or equal to the inner diameter of the damping adjustment chamber, so that the movable member 12 can separate the damping adjustment chamber into a first medium chamber 113 and a second medium chamber 112, and prevent the medium in the first medium chamber 113 from entering the second medium chamber 112, and prevent the medium in the second medium chamber 112 from entering the first medium chamber 113, thereby achieving a disconnection between the first medium chamber 113 and the second medium chamber 112.

[0062] The oil passage 14 is located between the first chamber 21 and the accommodating chamber 111, forming a damping adjustment chamber. This chamber provides the vehicle with a wide range of travel and damping bandwidth, enabling it to operate in all terrains while preventing damping force attenuation. The resistance within the damping adjustment chamber mitigates the axial movement of the piston assembly 3 along the cylinder 2, ensuring smooth driving.

[0063] When the pressure of the second medium chamber 112 is greater than the pressure of the first medium chamber 113, the movable member 12 moves toward the first medium chamber 113, at this time, the volume of the second medium chamber 112 is increased, and the volume of the first medium chamber 113 is reduced, so that the medium in the first medium chamber 113 pushes the piston assembly 3 to move away from the cylinder barrel 11, so as to realize the vibration reduction function of the shock absorber 100; when the pressure of the second medium chamber 112 is equal to the pressure of the first medium chamber 113, the movable member 12 moves in the second medium chamber 113. The position in the second medium chamber 112 remains stable, and the position of the piston assembly 3 also remains stable; when the pressure in the second medium chamber 112 is less than the pressure in the first medium chamber 113, the movable member 12 moves toward the second medium chamber 112, at this time, the volume of the first medium chamber 113 is increased, and the volume of the second medium chamber 112 is reduced, and the medium in the first chamber 21 pushes the piston assembly 3 to move toward the cylinder barrel 11, that is, the medium in the first chamber 21 moves toward the first medium chamber 113, so as to realize the vibration reduction function of the shock absorber 100.

[0064] Among them, since the cylinder barrel 11 is sleeved on the outer peripheral side of the oil cylinder 2, the axial dimension of the shock absorber 100 is reduced, so that the piston assembly 3 of the shock absorber 100 has a larger stroke, thereby improving the vibration reduction efficiency of the shock absorber 100.

[0065] According to the shock absorber 100 of the embodiment of the present application, by sleeve-arranging the cylinder barrel 11 on the outer peripheral side of the oil cylinder 2, compared with the traditional shock absorber, while ensuring the vibration reduction effect of the shock absorber 100, the size of the shock absorber 100 is reduced, and the piston assembly 3 of the shock absorber 100 can be guaranteed to have a larger stroke, thereby improving the applicability of the shock absorber 100 and being adaptable to more vehicle models. At the same time, there is no need to consider the installation position of the external cylinder barrel during installation, thereby reducing the difficulty of installation.

[0066] 1 and 2 , the second medium chamber 112 includes at least a portion of the accommodating chamber 111. This configuration increases the volume of the second medium chamber 112, thereby improving the vibration reduction margin of the vibration absorber 100.

[0067] According to some embodiments of the present application, referring to Figures 1 and 2, a movable member 12 is disposed within a housing chamber 111. The movable member 12 divides the housing chamber 111 into an upper housing chamber 1111 and a lower housing chamber 1112. The upper housing chamber 1111 constitutes the second medium chamber 112, while the lower housing chamber 1112, the oil passage 14, and the first chamber 21 constitute the first medium chamber 113. This arrangement, on the one hand, reduces the length of the housing chamber 111 in the axial direction of the oil cylinder 2 compared to the lengths of the first chamber 21 and the oil passage 14, thereby limiting the range of movement of the movable member 12 and, in turn, the damping control range between the first medium chamber 113 and the second medium chamber 112. This prevents delayed recovery after excessive control, thereby preventing lost motion from affecting vibration damping and improving the user experience. Furthermore, the larger inner diameter of the housing chamber 111 facilitates the installation of the movable member 12 and allows for a larger movable member 12, thereby achieving better vibration damping performance for the shock absorber 100.

[0068] In other embodiments, the movable member 12 may be disposed within the first chamber 21. In this case, the movable member 12 divides the first chamber 21 into an upper chamber and a lower chamber. The upper chamber constitutes the second medium chamber 112, while the lower chamber, the oil passage 14, and the accommodating chamber 111 constitute the first medium chamber 113. In other implementations, the movable member 12 may be disposed within the oil passage 14. In this case, the movable member 12 divides the oil passage 14 into an upper oil passage section and a lower oil passage section. The upper oil passage section and the first chamber 21 constitute the second medium chamber 112, while the lower oil passage section and the accommodating chamber 111 constitute the first medium chamber 113.

[0069] According to some embodiments of the present application, the first medium chamber 113 is filled with a first medium, and the second medium chamber 112 is filled with a second medium. The first medium and the second medium are different. In other words, the density of the first medium and the density of the second medium are different. This makes the pressure changes within the first medium chamber 113 and the second medium chamber 112 more sensitive, allowing the shock absorber 100 to achieve rapid vibration reduction according to road conditions.

[0070] According to some embodiments of the present application, the first medium is oil, and the second medium is an elastic member. The oil has excellent viscosity, lubricity, and mechanical stability, and also has good vibration reduction, cushioning, sealing, waterproofing, and damping properties. Using oil as the medium can increase the flow velocity of the medium in the lower accommodating chamber 1112, the oil channel 14, and the first chamber 21, thereby improving the vibration reduction efficiency. The elastic member has a large elastic force, that is, the elastic member can generate an elastic force according to the relative displacement, and adjust the position of the movable member 12 under the action of the elastic force to achieve the vibration reduction effect of the shock absorber 100.

[0071] According to other embodiments of the present application, the first medium is oil, and the second medium is an inert gas. Inert gas has the advantage of being chemically inactive. Therefore, using oil and inert gas as the medium in the first medium chamber 113 and the second medium chamber 112, respectively, can prevent the oil and inert gas from reacting, effectively improving the operational stability of the shock absorber 100.

[0072] According to some embodiments of the present application, with reference to Figures 1 and 2, the oil cylinder 2 and the cylinder barrel 11 are coaxially arranged. As a result, the central axis of the cylinder barrel 11, the central axis of the movable part 12, the central axis of the oil cylinder 2, and the central axis of the piston assembly 3 coincide with each other. When the shock absorber 100 is applied to a vehicle, the movable part 12 moves along the axial direction of the cylinder barrel 11, so that the movable part 12 pushes the medium in the second medium chamber 112 or the medium in the first medium chamber 113 more smoothly; the piston assembly 3 moves along the axial direction of the cylinder barrel 11, so that the piston assembly 3 applies a more uniform force to the oil in the first chamber 21, thereby increasing the stability of the piston assembly 3 during movement, thereby effectively improving the stability of the shock absorber 100 during use.

[0073] According to some embodiments of the present application, referring to FIG1 and FIG2 , the cylinder barrel 11 includes a cylinder body 17 and a cylinder head 16. The cylinder head 16 is disposed at one axial end of the cylinder body 17. The cylinder head 16 and the cylinder body 17 together define a housing chamber 111. An air inlet 13 is formed in the cylinder head 16. An upper housing chamber 1111 communicates with the outside world through the air inlet 13. Thus, inert gas can be easily injected into the upper housing chamber 1111 through the air inlet 13, thereby facilitating adjustment of the volume of the inert gas in the upper housing chamber 1111 to achieve the vibration reduction function of the shock absorber 100.

[0074] According to some specific embodiments of the present application, with reference to Figures 1 to 3, the cylinder assembly 1 further comprises a bushing connector 18, which is connected to the oil cylinder 2 and is used to connect the shock absorber 100 to the vehicle body / wheel. For example, a mounting hole 182 is formed on the side of the bushing connector 18 away from the oil cylinder 2, and a fastener can be connected to the vehicle body / wheel through the mounting hole 182. The cylinder barrel 11 and the bushing connector 18 are integrally formed, which saves processing steps, thereby improving production results and increasing the structural strength of the cylinder assembly 1. The oil passage 14 is formed in the bushing connector 18, which increases the setting space of the oil passage 14 and facilitates the processing of the oil passage 14.

[0075] 2 and 3 , a mounting groove 181 is formed on the bushing connector 18. The mounting groove 181 communicates with the accommodating chamber 111 and the oil passage 14, respectively. One end of the oil cylinder 2 fits within the mounting groove 181, and the inner diameter of the mounting groove 181 is smaller than the outer diameter of the cylinder barrel 11. This arrangement enhances the connection stability of the oil cylinder 2 to the bushing connector 18. Furthermore, because the inner diameter of the mounting groove 181 is smaller than the outer diameter of the cylinder barrel 11, the outer wall of the oil cylinder 2 is spaced apart from the inner wall of the cylinder barrel 11, thereby forming the accommodating chamber 111.

[0076] According to some embodiments of the present application, referring to FIG. 3 , the shock absorber 100 further includes a regulating valve 4 disposed on the oil passage 14. The regulating valve 4 is configured to regulate the flow rate of the medium in the first medium chamber 113. Specifically, the regulating valve 4 can control the oil pressure difference between the medium in the second medium chamber 112 and the medium in the first medium chamber 113, thereby adjusting the damping of the shock absorber 100.

[0077] Optionally, the regulating valve 4 is a solenoid valve.

[0078] Alternatively, the regulating valve 4 can be a rotary damping valve 47. This valve utilizes electromagnetic force to operate, often employing a passive mechanism. This provides excellent shockproofing. The valve 47 incorporates electromagnetic bearings and boasts a superior structure. Using this valve as the regulating valve 4 not only improves shockproofing through electromagnetic force but also extends its service life.

[0079] According to some specific embodiments of the present application, referring to Figures 4 and 5, the regulating valve 4 includes a normally open oil circuit 41, at least one compression oil circuit 42, and at least one recovery oil circuit 43. The two ends of the normally open oil circuit 41 are respectively connected to the first chamber 21 and the lower accommodating chamber 1112. A compression valve 442 is provided on the compression oil circuit 42 for controlling the connection and disconnection between the compression oil circuit 42 and the first chamber 21 and the lower accommodating chamber 1112. A restoration valve 445 is provided on the recovery oil circuit 43 for controlling the connection and disconnection between the recovery oil circuit 43 and the first chamber 21 and the lower accommodating chamber 1112.

[0080] As shown in Figures 3 and 4, when the piston assembly 3 is in a stationary state, indicating that the vehicle is stationary or traveling on a smooth road, the vehicle does not need to use the shock absorber 100 for vibration reduction. At this time, the normally open oil circuit 41 connects the first chamber 21 and the lower accommodating chamber 1112, the compression oil circuit 42 is in a closed state, and the recovery oil circuit 43 is in a closed state. The oil pressure in the first chamber 21 and the lower accommodating chamber 1112 can be adjusted through the normally open oil circuit 41 to ensure that the piston assembly 3 is in a stationary state.

[0081] When the piston assembly 3 is moving at a low speed, indicating that the vehicle is traveling on a relatively smooth road, the vehicle uses the shock absorber 100 to achieve slight vibration reduction. At this time, the normally open oil circuit 41 connects the first chamber 21 and the lower accommodating chamber 1112, the compression oil circuit 42 is in a closed state, and the recovery oil circuit 43 is in a closed state. The oil pressure in the first chamber 21 and the lower accommodating chamber 1112 can be adjusted through the normally open oil circuit 41, while the vibration reduction function of the shock absorber 100 is realized.

[0082] Furthermore, during high-speed movement of the piston assembly 3, when one end of the piston assembly 3 moves toward the cylinder barrel 11, the compression valve 442 opens and the return valve 445 closes, thereby connecting the first chamber 21 and the lower accommodating chamber 1112 via the normally open oil passage 41 and the compression oil passage 42. When one end of the piston assembly 3 moves away from the cylinder barrel 11, the compression valve 442 closes and the return valve 445 opens, thereby connecting the first chamber 21 and the lower accommodating chamber 1112 via the normally open oil passage 41 and the return oil passage 43.

[0083] As shown in Figures 13 and 14, during the high-speed movement of the piston assembly 3, when the piston assembly 3 moves toward the cylinder barrel 11, it squeezes part of the oil in the first chamber 21 (i.e., the right side of the piston assembly 3 in Figure 13), increasing the pressure in the first chamber 21. Since the first chamber 21 is connected to the lower accommodating chamber 1112, the pressure in the lower accommodating chamber 1112 is increased, making the pressure in the first chamber 21 greater than the pressure in the lower accommodating chamber 1112. 1 cannot alleviate the pressure difference between the first chamber 21 and the lower accommodating chamber 1112. At this time, the compression valve 442 is in the open position, and the compression oil circuit 42 can serve as a supplement to the normally open oil circuit 41, so that the oil in the first chamber 21 can enter the lower accommodating chamber 1112 through the compression oil circuit 42 and the normally open oil circuit 41, thereby improving the efficiency of oil transmission from the first chamber 21 to the lower accommodating chamber 1112, thereby reducing the damping force generated during the oil transmission process and improving the vibration reduction effect of the shock absorber 100.

[0084] As shown in Figures 17 and 18, during the high-speed movement of the piston assembly 3, as the piston assembly 3 moves away from the cylinder barrel 11, the pressure on the right side of the first chamber 21 decreases. Since the first chamber 21 is connected to the lower accommodating chamber 1112, the pressure in the lower accommodating chamber 1112 also decreases. Moreover, the pressure in the first chamber 21 is lower than the pressure in the lower accommodating chamber 1112. The normally open oil passage 41 alone cannot alleviate the pressure difference between the lower accommodating chamber 1112 and the first chamber 21. At this time, the recovery valve 445 is in the open position. The recovery oil passage 43 serves as a supplement to the normally open oil passage 41 during the recovery process, allowing the oil in the lower accommodating chamber 1112 to enter the first chamber 21 through the normally open oil passage 41 and the recovery oil passage 43, thereby reducing the damping force generated during oil transmission and improving the vibration reduction effect of the shock absorber 100.

[0085] According to some embodiments of the present application, as shown in FIG4 , a regulating valve 4 includes a valve seat 44, a valve core 45, and a knob assembly 46. The valve seat 44 is formed with a first compression oil section 441, a first normally open oil section 443, and a first re-oil section 444. The first compression oil section 441 is provided with a compression valve 442, and the first re-oil section 444 is provided with a restoration valve 445. One end of the valve core 45 extends into the valve seat 44. The valve core 45 is formed with a second compression oil section 451, a second normally open oil section 452, and a second re-oil section 453. The second compression oil section 451 is connected to the first compression oil section 441 to form the compression oil section 42. The second normally open oil section 452 is connected to the first normally open oil section 443 to form the normally open oil section 41. The second re-oil section 453 is connected to the first re-oil section 444 to form the re-oil section 43. The knob assembly 46 is sleeved on the other end of the valve core 45. When the knob assembly 46 is rotated, the valve core 45 is driven to rotate, so that the second compression oil section 451 is connected to the first compression oil section 441 or the second re-oil section 453 is connected to the first re-oil section 444.

[0086] The valve seat 44 is connected to the cylinder barrel 11 by a threaded sealing connection. One end of the valve core 45 is connected to the valve seat 44, and the other end of the valve core 45 is connected to the knob assembly 46. By applying force to the knob assembly 46, the valve core 45 rotates about the central axis of the valve seat 44, thereby controlling the second compression oil section 451 of the valve core 45 to be offset or opposite to the first compression oil section 441, and the second recovery oil section 453 to be offset or opposite to the first recovery oil section 444. This facilitates communication between the corresponding compression oil circuit 42 or recovery oil circuit 43 during high-speed movement, thereby improving vibration reduction efficiency.

[0087] 5 , there are multiple compression oil passages 42 and multiple recovery oil passages 43. Multiple recovery oil passages 43 are spaced apart circumferentially around the multiple compression oil passages 42, and the aperture of each recovery oil passage 43 is larger than the aperture of each compression oil passage 42. In the present description, "multiple" means two or more.

[0088] During high-speed movement, when compression valve 442 is closed, the pressure differential between first chamber 21 and lower accommodating chamber 1112 increases. Compression valve 442 opens, and oil passes through compression valve 442, rapidly flowing along compression oil passage 42. This rapidly attenuates vehicle vibration and improves vehicle comfort. When recovery valve 445 is closed, oil flows only through normally open oil passage 41. As the vehicle's rebound force gradually increases, recovery valve 445 opens, allowing oil to flow back through recovery oil passage 43 into first chamber 21, thereby pushing piston assembly 3 to return to its original position. This allows the tire to quickly contact the ground, generating grip and improving vehicle maneuverability.

[0089] During high-speed compression, when the piston assembly 3 moves toward the first chamber 21, it exerts a squeezing force on the oil, pushing it through the compression oil passage 42 to attenuate vehicle vibration. To prevent rapid downward movement, the diameter of the compression oil passage 42 is smaller, slowing the flow of oil within it and allowing the vehicle to move slowly downward. During high-speed recovery, the restoring force originates from the pressure difference between the medium in the second medium chamber 112 of the cylinder barrel 11 and the medium in the first medium chamber 113. To ensure rapid recovery of the vehicle to its initial state, the diameter of the recovery oil passage 43 is larger, allowing more oil to flow quickly into the first medium chamber 113 to push the movable element 12. Therefore, the recovery oil passages 43 are spaced apart circumferentially around the compression oil passage 42, and their diameter is larger than that of the compression oil passage 42. This improves recovery efficiency, avoids lost motion caused by delayed oil return due to an overly long oil passage, and thus enhances vibration damping stability.

[0090] Furthermore, at least two of the multiple compression oil circuits 42 have different apertures. As shown in Figure 5, there are eight compression oil circuits 42, three of which have small apertures, two of which have medium apertures, and the remaining three of which have large apertures. The smaller the aperture of the compression oil circuit 42, the greater the corresponding damping force, that is, the greater the friction of the oil passing through it, and the slower the flow rate. This arrangement facilitates adjusting the knob assembly 46 according to actual conditions, so that the second compression oil circuit section 451 corresponds to the first compression oil circuit section 441 of different apertures. This allows the oil flow rate of the compression oil circuit 42 to be adjusted, making the shock absorber 100 suitable for different vibration damping amplitudes, thereby improving the applicability of the shock absorber 100.

[0091] According to some specific embodiments of the present application, as shown in Figures 4-10, the knob assembly 46 includes a seal 461 and a knob 462. The seal 461 is disposed between the valve core 45 and the knob 462. For example, the seal 461 is coaxially disposed on a side of the knob 462 near the valve core 45 to prevent oil leakage caused by the knob 462 rotating relative to the valve core 45, thereby improving the sealing performance of the shock absorber 100. The seal 461 is formed with a plurality of grooves 4611, and the knob 462 is provided with a plurality of protrusions 4621 and a plurality of gear position indicators 4622. The plurality of protrusions 4621 and the plurality of gear position indicators 4622 are respectively located on both sides of the knob 462 in the thickness direction (e.g., the vertical direction in Figure 6). The plurality of protrusions 4621 correspond one-to-one with the plurality of grooves 4611 and fit within the grooves 4611. The plurality of gear position indicators 4622 correspond one-to-one with the plurality of protrusions 4621.

[0092] For example, in the examples of Figures 6-10, the knob 462 is provided with eight gear position indicators 4622. A total of eight protrusions 4621 are formed along the thickness direction of the knob 462, corresponding to each gear position indicator 4622. Correspondingly, eight grooves 4611 are formed on the seal 461 at positions corresponding to each protrusion 4621. When the knob 462 is rotated, the protrusions 4621 of the knob 462 engage with the grooves 4611 of the seal 461, ensuring the accuracy of gear adjustment and enabling the gear position indicators 4622 to accurately correspond to multiple compression oil passages 42 with different apertures.

[0093] In addition, a first limit block is provided on the edge of the knob member 462. The first limit block and the protrusion 4621 are located on the same side of the thickness direction of the knob member 462. A second limit block is provided on the seal member 461. The second limit block and the groove 4611 are located on the same side of the thickness direction of the seal member 461. The cooperation between the first limit block and the second limit block effectively limits the position of the knob member 462, preventing the knob member 462 from rotating too much or too little during use, thereby preventing the compression oil circuit 42 and / or the recovery oil circuit 43 from being turned on and off.

[0094] In some optional embodiments, referring to Figures 1 and 2, the shock absorber 100 further includes a retractable dust cover 5 and a buffer 6. The dust cover 5 is mounted on the outside of the cylinder 2 and piston assembly 3. The buffer 6 is mounted on the piston assembly 3 and is located within the dust cover 5. The dust cover 5 effectively prevents dust and the like from adhering to the inner wall of the cylinder 2 or the outer wall of the piston assembly 3 during use, thereby improving the smoothness of the movement of the piston assembly 3 within the cylinder 2 and enhancing the operational stability of the shock absorber 100. It also seals oil and gas, preventing oil evaporation and the impact of vibration damping. The buffer 6 is located at the end of the piston assembly 3 away from the cylinder 2. The buffer 6 is used to cushion the movement of the piston assembly 3 and prevent the piston assembly 3 from excessively extending into the cylinder 2 and damaging the inner wall of the cylinder 2. In addition, the buffer 6 is located within the dust cover 5 to prevent dust from adsorbing on the buffer 6 and then entering the cylinder 2, thereby ensuring the operational stability of the shock absorber 100.

[0095] Optionally, the inner and outer walls of the cylinder body 23 can be subjected to various surface treatment processes such as polishing, grinding, and electroplating (chrome) mirroring, thereby effectively reducing the friction between the inner wall of the cylinder body 23 and the oil, effectively sealing the oil and gas, and at the same time reducing the friction between the outer wall of the cylinder body 23 and the side wall of the movable part 12, making the axial movement of the movable part 12 along the cylinder body 23 smoother, thereby improving the vibration reduction efficiency of the shock absorber 100.

[0096] According to the nitrogen vibration damping gas of the embodiment of the present application, when the piston assembly 3 is in a static equilibrium state, the normally open oil path 41 connects the first chamber 21 and the lower accommodating chamber 1112, and the pressures of the second medium chamber 112 and the first medium chamber 113 are kept in a balanced state. At this time, the oil is in a static state, and the compression valve 442 and the restoration valve 445 are both in a closed state.

[0097] As shown in Figures 11 and 12, during low-speed compression, the piston assembly 3 moves toward the cylinder barrel 11 over a relatively short distance, resulting in a relatively small increase in pressure within the first chamber 21 and the lower accommodating chamber 1112. At this time, both the return valve 445 and the compression valve 442 are closed. Oil is transferred from the first chamber 21 along the normally-open oil passage 41 into the lower accommodating chamber 1112, increasing the pressure within the first medium chamber 113. Specifically, the pressure in the first medium chamber 113 is greater than that in the second medium chamber 112, causing the movable member 12 to move toward the second medium chamber 112, thereby reducing the pressure difference between the second medium chamber 112 and the first medium chamber 113. Because the pressure difference during this process is relatively small, the vibration reduction effect can be achieved by simply opening the normally-open oil passage 41.

[0098] As shown in Figures 15-16, during low-speed recovery, the piston assembly 3 moves a short distance away from the cylinder barrel 11, causing a smaller pressure drop in the first chamber 21. Since the first chamber 21, the normally open oil passage 41, and the lower accommodating chamber 1112 are connected, the pressure in the first medium chamber 113 decreases. Specifically, the pressure in the first medium chamber 113 is lower than the pressure in the second medium chamber 112, causing the movable member 12 to move toward the first medium chamber 113, thereby reducing the pressure difference between the second medium chamber 112 and the first medium chamber 113. At this point, both the recovery valve 445 and the compression valve 442 are closed. The oil in the first medium chamber 113 is transferred to the first chamber 21 via the lower accommodating chamber 1112 and the normally open oil passage 41. This oil pushes the piston assembly 3 to recover, allowing the tires to quickly contact the ground, generating grip and improving vehicle maneuverability.

[0099] As shown in Figures 13 and 14, during high-speed compression, the piston assembly 3 moves a considerable distance toward the cylinder barrel 11, causing a significant increase in pressure within the first chamber 21 and the lower accommodating chamber 1112. This controls the opening of the compression valve 442, connecting both ends of the compression oil passage 42 to the lower accommodating chamber 1112 and the first chamber 21. The first chamber 21 is also connected to the lower accommodating chamber 1112 via the normally-open oil passage 41. Consequently, the simultaneous operation of the compression oil passage 42 and the normally-open oil passage 41 rapidly transfers oil from the first chamber 21 to the lower accommodating chamber 1112. Simultaneously, the pressure in the first medium chamber 113 increases, exceeding that in the second medium chamber 112. This causes the movable member 12 to move toward the second medium chamber 112, thereby reducing the pressure difference between the second and first medium chambers 112, thereby rapidly attenuating vehicle vibrations and improving vehicle comfort. Since the pressure difference in the above process is relatively large, a good vibration reduction effect cannot be achieved only by the normally open oil circuit 41 , and the compression oil circuit 42 needs to be opened as a supplement to the normally open oil circuit 41 .

[0100] Among them, the opening of the compression oil circuit 42 can be adjusted by the knob part 462. The knob part 462 is rotated to make the protrusion 4621 of the knob part 462 fit into the corresponding groove 4611 of the seal 461, so that the gear mark 4622 can accurately correspond to the compression oil circuit 42 of the corresponding aperture, ensuring that the oil flow rate of the compression oil circuit 42 after the gear adjustment is different, so that the shock absorber 100 has different vibration reduction amplitudes, thereby improving the applicability of the shock absorber 100.

[0101] As shown in Figures 17 and 18, during high-speed recovery, the piston assembly 3 moves in a direction away from the cylinder barrel 11 and the moving distance is large. The pressure in the first chamber 21 decreases significantly, and the control recovery valve 445 is opened, so that both ends of the recovery oil circuit 43 are connected to the lower accommodating chamber 1112 and the first chamber 21. At the same time, the first chamber 21 is also connected to the lower accommodating chamber 1112 through the normally open oil circuit 41. Therefore, the recovery oil circuit 43 and the normally open oil circuit 41 can work simultaneously to quickly transfer oil from the lower accommodating chamber 1112 to the first chamber 21, thereby making the first chamber 21 The pressure in medium chamber 113 decreases, meaning the pressure in first medium chamber 113 is significantly lower than the pressure in second medium chamber 112. This causes movable member 12 to move toward first medium chamber 113, thereby reducing the pressure difference between second medium chamber 112 and first medium chamber 113. This allows oil to quickly transfer from lower accommodating chamber 1112 to first chamber 21. This oil quickly pushes piston assembly 3 to recover, allowing the tire to quickly contact the ground, generating grip and improving vehicle maneuverability while also avoiding lost motion caused by untimely oil return. Due to the significant pressure difference during this process, adequate recovery cannot be achieved solely through normally open oil circuit 41. Therefore, recovery oil circuit 43 must be opened to supplement normally open oil circuit 41.

[0102] The assembly process of the shock absorber 100 according to the embodiment of the present application is as follows. The order of the following assembly steps can be adjusted:

[0103] First, extend one end of the piston assembly 3 into the cylinder body 23 along the axial direction of the cylinder body 23, and assemble the cylinder cover 22 through the other end of the piston assembly 3 to the end of the cylinder body 23; then coaxially install the movable part 12 in the cylinder body 17 and coaxially penetrate the movable part 12 on the cylinder 2, and then assemble the cylinder cover 16 on the cylinder body 17; then install the valve seat 44, valve core 45 and knob assembly 46 in sequence, among which the regulating valve 4 and the cylinder assembly 1 are connected by threaded sealing, the valve core 45 is assembled into the cavity of the valve seat 44, and the end face is used as the axial limit, the sealing part 461 passes through the connecting rod head of the valve core 45 (the two have a limiting effect on each other) and is assembled to the cylinder assembly 1, and is connected to the cylinder assembly 1 by threaded sealing, the knob part 462 passes through the valve core 45 and is fixed with screws; finally, the buffer part 6 is sleeved on the piston assembly 3, and the dust cover 5 is sleeved on the outer periphery of the piston assembly 3 and the cylinder 2.

[0104] A vehicle 1000 according to an embodiment of the second aspect of the present application, as shown in FIG19 , includes a shock absorber 100 according to an embodiment of the first aspect of the present application.

[0105] According to the vehicle 1000 of the new embodiment of the present application, by adopting the above-mentioned shock absorber 100, the compatibility of the vehicle 1000 is made stronger, which facilitates the compact arrangement and lightweighting of the suspension swing arm space, thereby reducing the main suspension cost.

[0106] Other structures and operations of the vehicle 1000 according to the embodiment of the present application are known to ordinary technicians in this field and will not be described in detail here.

[0107] In the description of the present application, it should be understood that the terms "center", "length", "thickness", "up", "down", "front", "back", "left", "right", "inside", "outside", "axial", "circumferential", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings. They are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they should not be understood as limitations on the present application.

[0108] In the description of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on the specific circumstances.

[0109] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0110] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A vibration absorber (100), characterized in that: include: An oil cylinder (2), wherein a first chamber (21) is formed in the oil cylinder (2); A piston assembly (3), one end of the piston assembly (3) extends into the first chamber (21), and the piston assembly (3) is movable along the axial direction of the oil cylinder (2); A cylinder assembly (1), the cylinder assembly (1) comprising a cylinder barrel (11), the cylinder barrel (11) being sleeved on the outer peripheral side of the oil cylinder (2), the inner wall of the cylinder barrel (11) and the outer wall of the oil cylinder (2) jointly defining an accommodation chamber (111); an oil passage (14), the oil passage (14) being used to connect the first chamber (21) and the accommodating chamber (111), the oil passage (14), the first chamber (21) and the accommodating chamber (111) forming a damping adjustment chamber; and A movable part (12), wherein the movable part (12) is arranged in the damping adjustment chamber, and the movable part (12) divides the damping adjustment chamber into a first medium chamber (113) and a second medium chamber (112). The movable part (12) moves under the action of the piston assembly (3) to adjust the volume of the second medium chamber (112), and the first medium chamber (113) includes at least a portion of the first chamber (21).

2. The vibration absorber (100) according to claim 1, characterized in that: The second medium chamber (112) includes at least a portion of the accommodating cavity (111).

3. The vibration absorber (100) according to claim 1 or 2, characterized in that: The movable member (12) is arranged in the accommodating chamber (111), and the movable member (12) divides the accommodating chamber (111) into an upper accommodating chamber (1111) and a lower accommodating chamber (1112); the upper accommodating chamber (1111) constitutes the second medium chamber (112), and the lower accommodating chamber (1112), the oil passage (14) and the first chamber (21) constitute the first medium chamber (113).

4. The vibration absorber (100) according to any one of claims 1 to 3, characterized in that: The first medium chamber (113) is used to be filled with a first medium, and the second medium chamber (112) is used to be filled with a second medium, and the first medium is different from the second medium.

5. The vibration absorber (100) according to claim 4, characterized in that: The first medium is oil, and the second medium is an elastic member.

6. The vibration absorber (100) according to claim 4, characterized in that: The first medium is oil, and the second medium is inert gas.

7. The vibration absorber (100) according to any one of claims 1 to 6, characterized in that: The oil cylinder (2) and the cylinder barrel (11) are coaxially arranged.

8. The vibration absorber (100) according to claim 3, characterized in that: The cylinder barrel (11) comprises a cylinder body (17) and a cylinder head (16), wherein the cylinder head (16) is arranged at one axial end of the cylinder body (17), and the cylinder head (16) and the cylinder body (17) jointly define the accommodating chamber (111), and an air inlet hole (13) is formed on the cylinder head (16), and the upper accommodating chamber (1111) is connected to the outside through the air inlet hole (13).

9. The vibration absorber (100) according to any one of claims 1 to 8, characterized in that: The cylinder assembly (1) further comprises a bushing connection seat (18), wherein the bushing connection seat (18) is connected to the oil cylinder (2) and is used to connect the shock absorber (100) to a vehicle body or a wheel; the cylinder barrel (11) and the bushing connection seat (18) are integrally formed parts, and the oil passage (14) is formed in the bushing connection seat (18).

10. The vibration absorber (100) according to claim 9, characterized in that: A mounting groove (181) is formed on the bushing connection seat (18), and the mounting groove (181) is respectively connected to the accommodating cavity (111) and the oil passage (14), one end of the oil cylinder (2) is fitted in the mounting groove (181), and the inner diameter of the mounting groove (181) is smaller than the outer diameter of the cylinder barrel (11).

11. The vibration absorber (100) according to claim 3, characterized in that: Also includes: A regulating valve (4), wherein the regulating valve (4) is arranged on the oil passage (14), and the regulating valve (4) is used to regulate the flow of the medium in the first medium chamber (113).

12. The vibration absorber (100) according to claim 11, characterized in that The regulating valve (4) is a solenoid valve.

13. The vibration absorber (100) according to claim 11, characterized in that: The regulating valve (4) is a rotary damping valve (47).

14. The vibration absorber (100) according to any one of claims 11 to 13, characterized in that: The regulating valve (4) has a normally open oil circuit (41), at least one compression oil circuit (42) and at least one recovery oil circuit (43), wherein: The two ends of the normally open oil passage (41) are respectively connected to the first chamber (21) and the lower accommodating chamber (1112). The compression oil circuit (42) is provided with a compression valve (442) for controlling the connection and disconnection between the compression oil circuit (42) and the first chamber (21) and the lower accommodating chamber (1112); and The recovery oil line (43) is provided with a recovery valve (445) for controlling the connection and disconnection between the recovery oil line (43) and the first chamber (21) and the lower accommodating chamber (1112).

15. The vibration absorber (100) according to claim 14, characterized in that The regulating valve (4) comprises: a valve seat (44), the valve seat (44) being formed with a first compression oil section (441), a first normally open oil section (443) and a first recovery oil section (444), the first compression oil section (441) being provided with the compression valve (442), and the first recovery oil section (444) being provided with the recovery valve (445); a valve core (45), one end of the valve core (45) extending into the valve seat (44), the valve core (45) forming a second compression oil section (451), a second normally open oil section (452) and a second re-oil section (453), the second compression oil section (451) being connected to the first compression oil section (441) to form the compression oil circuit (42), the second normally open oil section (452) being connected to the first normally open oil section (443) to form the normally open oil circuit (41), and the second re-oil section (453) being connected to the first re-oil section (444) to form the re-oil circuit (43); and A knob assembly (46), wherein the knob assembly (46) is sleeved on the other end of the valve core (45), and when the knob assembly (46) rotates, the valve core (45) is driven to rotate, so that the second compression oil section (451) is connected to the first compression oil section (441) or the second re-oil section (453) is connected to the first re-oil section (444).

16. The vibration absorber (100) according to claim 15, characterized in that There are a plurality of the compression oil passages (42) and the recovery oil passages (43), the plurality of recovery oil passages (43) are arranged at intervals in the circumferential direction of the plurality of compression oil passages (42), and the aperture of each recovery oil passage (43) is larger than the aperture of each compression oil passage (42).

17. The vibration absorber (100) according to claim 16, characterized in that At least two of the plurality of compression oil passages (42) have different hole diameters.

18. The vibration absorber (100) according to any one of claims 15 to 17, characterized in that: The knob assembly (46) includes a sealing member (461) and a knob member (462), wherein the sealing member (461) is disposed between the valve core (45) and the knob member (462), wherein the sealing member (461) is formed with a plurality of grooves (4611), and the knob member (462) is provided with a plurality of protrusions (4621) and a plurality of gear position marks (4622), wherein the plurality of protrusions (4621) and the plurality of gear position marks (4622) are respectively located on both sides of the thickness direction of the knob member (462), wherein the plurality of protrusions (4621) correspond one-to-one to the plurality of grooves (4611), and the protrusions (4621) are fitted in the grooves (4611), and the plurality of gear position marks (4622) correspond one-to-one to the plurality of protrusions (4621).

19. A vehicle (1000), characterized in that: Comprising a vibration absorber (100) according to any one of claims 1-18.

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