Shock absorber, suspension system and vehicle

Abstract

Provided are a shock absorber, a suspension system and a vehicle. The shock absorber comprises: a shock absorber cylinder (3) having a first space (8) and a second space (9); a piston valve (4), the piston valve (4) dividing the first space (8) into a first chamber (801) and a second chamber (802); a first damping valve (21), a first inlet (211) of the first damping valve (21) being in communication with the second chamber (802), and a first outlet (212) of the first damping valve (21) being in communication with the second space (9); a second damping valve (22), a second inlet (221) of the second damping valve (22) being in communication with the second space (9), and a second outlet (222) of the second damping valve (22) being in communication with the second chamber (802); and a compression module (103), the compression module (103) dividing the second chamber (802) into a first sub-chamber (109) and a second sub-chamber (110), and the second sub-chamber (110) being used for storing gas.

Description

Shock absorbers, suspension systems and vehicles

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is based on the Chinese patent application with application number 202311288132.4 and application date September 28, 2023, and claims the priority of the above-mentioned Chinese patent application. The entire content of the above-mentioned Chinese patent application is hereby introduced into this application as a reference. Technical Field

[0003] The present application relates to the field of automobile technology, and in particular, to a shock absorber for a suspension system, a suspension system, and a vehicle. Background Art

[0004] The suspension system serves as a protective and shock-absorbing device for vehicles. It uses elastic elements to absorb the vibrations generated by impacts during driving. To improve the vehicle's ride comfort, a shock absorber can be installed in parallel with the elastic element. The operating principle is that when the frame (or body) and axle vibrate and move relative to each other, the piston in the shock absorber moves up and down, and the oil in the shock absorber cavity repeatedly flows from one cavity to another through different pores. Friction between the pore walls and the oil, as well as internal friction between the oil molecules, dampens the vibrations, converting the vehicle's vibration energy into heat energy, which is then absorbed by the shock absorber and dissipated into the atmosphere.

[0005] However, the shock absorber in the existing technology is a three-tube structure, and the oil and gas in the shock absorber are in the same space. This structure is prone to bubbles, resulting in unstable damping force output and low response speed of the piston movement at the moment of impact. This phenomenon makes it impossible for the suspension system to accurately control the smoothness of vehicle driving, making it difficult to improve comfort.

[0006] Therefore, it is necessary to improve the existing shock absorber and optimize its buffering performance.

[0007] Summary of the Invention

[0008] The present invention aims to solve one of the technical problems in the related art at least to a certain extent.

[0009] To this end, one object of the present invention is to provide a vibration damper.

[0010] Another object of the present invention is to provide a suspension system.

[0011] Another object of the present invention is to provide a vehicle.

[0012] According to a first aspect of the present invention, there is provided a

[0013] New technical solutions for shock absorbers, suspension systems and vehicles.

[0014] According to a first aspect of the present invention, there is provided a vibration absorber, comprising:

[0015] a shock absorber cylinder having a first space and a second space;

[0016] a piston valve, the piston valve being slidably arranged along the first space and dividing the first space into a first chamber and a second chamber, wherein the first chamber is in communication with the second space;

[0017] a first damping valve, the first damping valve comprising a first inlet and a first outlet, the first inlet being in one-way communication with the first outlet, the first inlet being in communication with the second chamber, the first outlet being in communication with the second space, the first damping valve being used to control a damping magnitude of the communication between the second chamber and the second space;

[0018] a second damping valve, the second damping valve comprising a second inlet and a second outlet, the second inlet being in one-way communication with the second outlet, the second inlet being in communication with the second space, the second outlet being in communication with the second chamber, the second damping valve being configured to control a damping magnitude of the communication from the second space to the second chamber;

[0019] A compression module is provided, wherein the compression module divides the second chamber into a first sub-chamber and a second sub-chamber, wherein the second sub-chamber is used to store gas, so that the second sub-chamber can be compressed or expanded as the pressure of the first sub-chamber changes.

[0020] According to a shock absorber provided by an embodiment of the present application, the shock absorber separates the oil and gas in the second chamber through the setting of the air bag module, and uses the compression deformation capacity of the air bag module to provide buffering for the compression of the piston, thereby reducing the unstable output of the damping effect of the shock absorber and improving the vibration reduction performance of the shock absorber.

[0021] According to a second aspect of the present application, a suspension system is provided, comprising the above-mentioned shock absorber.

[0022] According to the suspension system of the present application, including the above-mentioned shock absorber, the shock absorber separates the oil and gas in the second chamber through the setting of the air bag module, and uses the compression deformation ability of the air bag module to provide buffering for the compression of the piston, thereby reducing the unstable output of the damping effect of the shock absorber, improving the vibration reduction performance of the shock absorber, and thus improving the working performance of the suspension system.

[0023] According to a third aspect of the present application, a vehicle is provided, which is equipped with the above-mentioned suspension system.

[0024] The vehicle according to the present application is equipped with the above-mentioned suspension system to improve the vehicle's operating performance.

[0025] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] FIG1 is a schematic structural diagram of a shock absorber according to an embodiment of the present invention.

[0027] FIG2 is a partially enlarged view of FIG1 .

[0028] FIG3 is a partial structural cross-sectional view of a shock absorber cylinder according to an embodiment of the present invention.

[0029] FIG4 is a side view of a partial structure of a shock absorber cylinder according to an embodiment of the present invention.

[0030] FIG5 is a schematic diagram of a partial structure of a shock absorber cylinder in one embodiment of the present invention.

[0031] FIG6 is an enlarged view of a partial structure of a shock absorber in another embodiment of the present invention.

[0032] FIG7 is a schematic side cross-sectional view of a floating piston provided in an embodiment of the present application.

[0033] FIG8 is a partially enlarged cross-sectional schematic diagram of the floating piston in the shock absorber cylinder provided in an embodiment of the present application.

[0034] FIG9 is a schematic structural diagram of a piston ring of a floating piston provided in an embodiment of the present application.

[0035] FIG10 is a schematic structural diagram of a piston body of a floating piston provided in an embodiment of the present application.

[0036] FIG11 is a schematic cross-sectional view of a floating piston in a shock absorber cylinder according to an embodiment of the present application. DETAILED DESCRIPTION

[0037] Various exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be noted that unless otherwise specifically stated, the relative arrangement of components and steps, numerical expressions and numerical values ​​set forth in these embodiments do not limit the scope of the present invention.

[0038] The embodiments of the present application will be described in detail below, and examples of the embodiments are shown in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application, and should not be understood as limiting the present application. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making any creative efforts are within the scope of protection of this application.

[0039] The terms "first" and "second" in the specification and claims of this application may explicitly or implicitly refer to one or more of the features. Throughout the description of this application, unless otherwise specified, "plurality" means two or more. Furthermore, "and / or" in the specification and claims refers to at least one of the connected entities, and the character " / " generally indicates an "or" relationship between the connected entities.

[0040] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and 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, and therefore should not be understood as a limitation on the present application.

[0041] 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.

[0042] It should be noted that like reference numerals and letters refer to like items in the following figures, and therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0043] According to one embodiment of the present application, a shock absorber is provided. Referring to FIG. 1 to FIG. 5 , the shock absorber includes a shock absorber cylinder 3 , a piston valve 4 , a damping valve 2 , and a compression module 103 .

[0044] The shock absorber cylinder 3 may include an inner cylinder 301, an outer cylinder 302 and a third cylinder 1. The inner cylinder 301 forms a first space 8, and the inner cylinder 301 and the outer cylinder 302 form a second space 9. The piston valve 4 is slidably arranged along the first space 8, and divides the first space 8 into a first chamber 801 and a second chamber 802, and the first chamber 801 is connected to the second space 9. The third cylinder 1 is docked at the ends of the inner cylinder 301 and the outer cylinder 302, and the third chamber 1 is used to carry the damping valve 2 and the compression module 103. In the embodiment shown in Figures 1 to 5, the present application adopts an independent third cylinder 1, which facilitates the processing of the inner cylinder, the outer cylinder and the third cylinder, and can also more conveniently set the airbag module 1032 in the third cylinder 1 and the damping valve 2 on the third cylinder 1 during assembly. In other embodiments, the shock absorber cylinder 3 may also adopt an integrated structure to carry structures such as the airbag module 1032 and the damping valve 2. The present application does not limit the use of the third cylinder 1.

[0045] The damping valve 2 includes a first opening and a second opening. The first opening communicates with the second chamber 802, and the second opening communicates with the second space 9. The damping valve is used to limit the damping of the medium flowing between the second chamber 802 and the second space 9. In actual use, the inner cylinder 301, the outer cylinder 302, and the damping valve 2 can be filled with oil. When the shock absorber is impacted, the piston valve 4 moves within the shock absorber cylinder 3. At this time, the oil flows through the damping valve 2 between the second space 9 and the second chamber 802, providing a cushioning effect. The damping valve can limit the oil flow rate, thereby adjusting the magnitude of the cushioning effect.

[0046] Optionally, the damping valve 2 may include a first damping valve 21 and a second damping valve 22. The first damping valve 21 includes a first inlet 211 and a first outlet 212, corresponding to the first and second openings, respectively. The first inlet 211 communicates with the second chamber 802, and the first outlet 212 communicates with the second space 9. The second damping valve 22 includes a second inlet 221 and a second outlet 222, corresponding to the first and second openings of the second damping valve, respectively. The second inlet 221 communicates with the second space 9, and the second outlet 222 communicates with the second chamber 802. The two damping valves can be unidirectionally connected to achieve more precise control of the damping force.

[0047] The compression module 103 is disposed in the shock absorber cylinder 3 and forms a sealed fit with the inner wall of the second chamber 802. In the embodiment shown in Figures 1 and 2, the compression module 103 is disposed inside the third cylinder 1.

[0048] The compression module 103 can enclose a certain space with the second chamber 802. Its edges form a sealed connection or connection with the inner wall of the second chamber 802, thereby dividing the second chamber 802 into a first sub-chamber 109 and a second sub-chamber 110. In the embodiment shown in Figures 1 and 2, the compression module 103 is an optional floating piston 10311. The second sub-chamber 110 is located below the floating piston 10311. That is, the space enclosed by the side of the floating piston 10311 away from the piston valve 4 and the inner wall of the second chamber 802 is the second sub-chamber. The second sub-chamber 110 is used to store gas. When the piston valve 4 moves downward, the oil in the first sub-chamber 109 can squeeze the compression module 103, thereby compressing the gas in the second sub-chamber 110 and reducing the space in the second sub-chamber 110.

[0049] Specifically, as shown in Figure 1 , the shock absorber cylinder 3 includes a third cylinder body 101. The inner cylinder 301 and outer cylinder 302 of the shock absorber are fixedly docked with the lower end (second end) of the third cylinder body 101. The damping valve 2 is connected to the periphery of the third cylinder body 101. The space within the inner cylinder 301 and the third cylinder body 101 forms a first space 8, while the inner cylinder 301 and outer cylinder 302 form a second space 9. The third cylinder body 101 and the oil seal assembly 6 and guide assembly 5 located at the upper end (first end) of the inner cylinder 301 separate the first space 8 from the second space 9. The piston valve 4 is slidable within the first space 8 and divides the first space 8 into a first chamber 801 and a second chamber 802. The first chamber 801 communicates with the second space 9, while the second chamber 802 houses the compression module 103. The compression module 103 divides the second chamber 802 into a first sub-chamber 109 for accommodating oil and a second sub-chamber 110 that is not in contact with the oil. The second sub-chamber 110 is used to store gas.

[0050] The damping valve 2 may include a first damping valve 21 and a second damping valve 22, wherein the first damping valve 21 is a one-way compression damping valve 2, and the second damping valve 22 is a one-way recovery damping valve 2. In an alternative embodiment, only one damping valve may be used to provide damping for both the compression and recovery expansion processes.

[0051] When the shock absorber is compressed, the piston valve 4 moves downward in the first space 8, and more of the piston valve 4 enters the shock absorber cylinder 3. This compresses the space in the second chamber 802, causing the pressure in the second chamber 802 and the pressure in the first sub-chamber 109 to increase. The oil in the first sub-chamber 109 moves downward, compressing or pushing the compression module 103, thereby compressing the gas in the second sub-chamber 110. At this time, the pressure in the first chamber 801 decreases, and the oil in the first sub-chamber 109 flows through the first damping valve 21 into the second space 9 and then into the first chamber 801, providing a cushioning and shock-absorbing effect.

[0052] When the shock absorber recovers, the piston valve 4 moves upward within the first space 8, gradually moving the piston valve 4 structure out of the shock absorber cylinder 3. The space in the second chamber 802 increases, the pressure decreases, and the pressure in the first sub-chamber 109 decreases. At this point, the gas pressure in the second sub-chamber 110 increases, causing it to expand. The compression module 103 deforms or moves upward, squeezing the oil in the first sub-chamber 109. In this state, the piston valve 4 moves toward the outside of the shock absorber cylinder 3, increasing the pressure in the first chamber 801. The oil in the first chamber 801 flows into the second space 9 and then flows through the second damping valve 22 into the first sub-chamber 109, providing recovery damping.

[0053] Thus, the shock absorber in this embodiment of the present application effectively separates the oil in the first sub-chamber 109 from the gas in the second sub-chamber 110 through the arrangement of the compression module 103. On the one hand, when the piston valve 4 moves, the second sub-chamber 110 and the compression module 103 are able to deform first, responding to the impact force, thereby improving the vibration response speed of the shock absorber. Secondly, the oil-gas separation design prevents gas from flowing within the chambers, reducing the possibility of uneven damping.

[0054] Alternatively, the second damping valve 22 may be a compression damping valve, in which case the first damping valve 21 is a return damping valve. Alternatively, the damping valve 2 may be connected to the circumference of the third cylinder body 101, either fixedly or detachably. Those skilled in the art may select the appropriate method based on actual needs, and this application does not impose any specific limitations thereon.

[0055] Furthermore, the inner and outer cylinders 301, 302, and one end of the third cylinder body 101 of the shock absorber can form an integral structure, thereby increasing the structural strength and lifespan of the shock absorber. Alternatively, the inner and outer cylinders 301, 302, and third cylinder body 101 can be manufactured separately and then welded and butted together to form an integrated structure, simplifying manufacturing and improving the manufacturing efficiency of the shock absorber.

[0056] It should be noted that the downward movement of the piston valve 4 in the first space 8 means that the piston valve 4 moves closer to the compression module 103, and the upward movement of the piston valve 4 in the first space 8 means that the piston valve 4 moves away from the compression module 3.

[0057] In one example, the compression module 103 is a floating piston 1031 , which separates the compression module 103 into a first chamber 109 and a second chamber 110 . The oil in the first chamber 109 can push the floating piston 1031 to move and thereby compress the gas in the second chamber 110 .

[0058] Specifically, as shown in Figure 2, when the shock absorber is impacted and compressed, the piston valve 4 moves downward and occupies more of the cylinder volume. Since oil is difficult to compress, it can push the floating piston 1031 downward and compress the gas in the second sub-chamber 110, achieving a cushioning and shock-absorbing effect. When the shock absorber is not impacted and the piston valve 4 is reset, the pressure in the first sub-chamber 9 decreases, while the air pressure in the second sub-chamber 10 is relatively high. The second sub-chamber 10 pushes the floating piston 1031 upward, thereby squeezing the first sub-chamber 9. The oil in the first sub-chamber pushes the piston valve 4 upward and reduces its occupancy of the cylinder volume, achieving reset.

[0059] In addition, the side of the floating piston 1031 away from the oil is a cylinder. The floating piston 1031 can effectively separate the oil and the gas in the cylinder, preventing the gas in the cylinder from entering the damping valve 2, causing the damping valve 2 to have problems such as instantaneous fluctuations in the damping force. It also makes the overall structure of the shock absorber simple, uses less material, is light in weight, and has lower manufacturing costs.

[0060] The floating piston 1031 can optionally be a plunger-shaped structure, with an elastic sealing structure disposed on its sidewall. The elastic sealing structure on the sidewall of the floating piston 1031 forms an interference fit with the inner wall of the second chamber 802. This compression and sealing effect effectively isolates the first sub-chamber 109 and the second sub-chamber 110 on either side, preventing vapor-liquid mixing. Furthermore, the elastic sealing structure can also form a sliding fit with the inner wall of the second chamber 802, allowing the floating piston 1031 to float up and down within the second chamber 802, moving downward or upward in response to impacts generated by the shock absorber.

[0061] Optionally, in another example, the compression module 103 is an airbag module 1032, as shown in FIG6 . The airbag module 1032 can enclose a certain space and be connected to the inner wall of the second chamber 802 through its edge, so that the second chamber 802 can be divided into a first sub-chamber 109 and a second sub-chamber 110. In the scheme shown in FIG6 , the airbag module 1032 has a bagged structure, and the second sub-chamber 110 is located in the space enclosed by the airbag module 1032. That is, the second sub-chamber 110 is the space enclosed by the airbag module 1032 and the inner surface of the lower end of the third cylinder body 1. The second sub-chamber 110 is used to store gas. The first sub-chamber 109 is located outside the airbag module 1032. When the piston valve 4 moves downward, the oil in the first sub-chamber 109 can squeeze the airbag module 1032, thereby compressing the gas in the second sub-chamber 110 and causing the airbag module 1032 and the second sub-chamber 110 to deform. The airbag module 1032 and the second sub-chamber 110 form a compressible and deformable airbag.

[0062] Specifically, when the shock absorber is in the compression state, the piston valve 4 compresses downward, occupying the cylinder volume. Since oil is incompressible, it can squeeze the airbag module, thereby compressing the gas in the second sub-chamber 110, achieving a cushioning and shock-absorbing effect. The airbag module can compress the second sub-chamber 110 through elastic deformation, or by deforming its own soft material to cause the second sub-chamber 110 to be compressed.

[0063] In addition, the air bag module can effectively separate the oil and gas, avoiding the problem of instantaneous fluctuation of the damping force caused by gas entering the damping valve, and also makes the overall structure of the shock absorber simple, with less material, light weight and lower manufacturing cost.

[0064] It should be noted that the downward movement of the piston valve 4 in the first space 8 means that the piston valve 4 moves closer to the airbag module 1032 , and the upward movement of the piston valve 4 in the first space 8 means that the piston valve 4 moves away from the airbag module 1032 .

[0065] In other optional examples, the compression module 103 includes a first sub-chamber 109 and an accumulator located in the first sub-chamber 109, the accumulator has a second sub-chamber 110, the second sub-chamber 110 is used to store gas, and the oil in the first sub-chamber 109 can compress the gas in the second sub-chamber 110.

[0066] Specifically, when the shock absorber is in a compressed state, the piston valve 4 compresses downward to occupy the cylinder volume. Since oil cannot be compressed, it can squeeze the accumulator to compress the gas in the second sub-chamber 110, thereby achieving a buffering and shock-absorbing effect.

[0067] In addition, the accumulator can effectively separate the oil and gas, avoiding the problem of instantaneous fluctuation of the damping force caused by gas entering the damping valve, and also makes the overall structure of the shock absorber simple, with less material, light weight and lower manufacturing cost.

[0068] In one example, the third cylinder body 101 includes an oil inlet and an oil outlet, and the oil inlet and the oil outlet are connected to the damping valve 2 .

[0069] Specifically, as shown in Figures 2, 3, and 4, the third cylinder body 101 is provided with two sets of oil inlets and oil outlets, including a first oil inlet 108, a first oil outlet 104, and a second oil inlet 107, a second oil outlet 106. When the first damping valve 21 is a compression damping valve and the second damping valve 22 is a return damping valve, the first oil inlet 108 communicates with the first inlet 211, the first outlet 212 communicates with the first oil outlet 104, the second oil inlet 107 communicates with the second inlet 221, and the second outlet 222 communicates with the second oil outlet 106, thereby respectively connecting the damping valve 2 to the second space 9 and the second chamber 802.

[0070] Thus, the shock absorber of the embodiment of the present application facilitates the damping valve 2 to exert its damping effect through the provision of the oil inlet and oil outlet, thereby improving the performance of the shock absorber and simplifying the overall structure of the shock absorber. The compression damping valve can control the opening and closing of the first inlet 211 and the first outlet 212, as well as the damping level, while the return damping valve can control the opening and closing of the second inlet 221 and the second outlet 222, as well as the damping level, to further improve the performance of the shock absorber.

[0071] Optionally, the second chamber 802 of the shock absorber cylinder 3 may have a limiting structure. In an optional solution of the present application, the limiting structure is formed in the third cylinder body. The limiting structure is used to limit the deformation and movement of the compression module 103 to prevent it from excessively increasing the volume of the second sub-chamber 110. This limitation helps to limit the maximum stroke range of the piston valve 4, and can also enable the shock absorber to play a buffering role in the recovery and stretching stages. When the pressure in the second sub-chamber 110 is greater than the pressure in the first sub-chamber 109, the limiting structure can limit the deformation amount of the compression module 103 or the maximum position of the upward movement.

[0072] Along the moving direction of the piston valve 4, that is, the up and down direction of Figures 1, 2 and 6, the limiting structure is located on the side of the first port and the second port away from the piston valve. This feature means that the limiting structure is located below the first oil inlet 108, the first oil outlet 104, the second oil inlet 107 and the second oil outlet 106. The advantage of this feature is that there is oil flowing at the first port and the second port. If the compression module 103 expands upward and moves to this area, it will hinder the movement of the oil, and the compression module 103 may be damaged due to the flow of the oil and the change in pressure. Therefore, in order to ensure that the function of the second sub-chamber 110 is not affected and its reliability is guaranteed, the present application adopts the method of setting the limiting structure on the side of the first port and the second port away from the piston valve to prevent the air bag module 1032 from affecting the port.

[0073] In one example, the limiting structure is a limiting step 111 formed on the inner wall of the second chamber 802 , and the limiting step 111 is located on a side of the oil inlet and the oil outlet away from the piston valve 4 .

[0074] Specifically, as shown in Figures 2 and 3, the limiting step 111 effectively prevents the floating piston 1031 from being pushed upward too high by the gas in the second sub-chamber 110, preventing excessive compression of the floating piston 1031 and blockage of the oil inlet and outlet. When the air pressure in the second sub-chamber 110 exceeds the pressure in the first sub-chamber 109, the compression module 103 moves upward and expands, abutting against the limiting step 111, preventing further upward movement. The limiting step can be an annular step distributed in an annular pattern on the inner wall of the second chamber 802, or it can be a plurality of discrete step surfaces. This design effectively blocks the movement of the compression module 103. For example, if the compression module is a floating piston 1031, after the floating piston 1031 moves upward to a certain position, the limiting step can engage the edge of the floating piston 1031, preventing further upward movement of the floating piston 1031 and thus limiting the maximum volume of the second sub-chamber 110.

[0075] In addition, the limiting step 111 also effectively prevents the compression module 103 from excessive movement and subsequent damage, avoids failure of oil-gas separation of the shock absorber, and further ensures the sealing performance of the compression module 103.

[0076] In one example, the second sub-chamber 110 is provided with a communication channel 102 for inflating the second sub-chamber 110 .

[0077] Specifically, as shown in Figures 1 and 2, the connecting channel 102 can be an air filling nozzle, through which gas at a predetermined pressure can be pre-filled into the second sub-chamber 110 to facilitate the shock absorption and restorative damping of the shock absorber. The provision of the connecting channel 102 facilitates maintaining a predetermined pressure in the second sub-chamber 110. Furthermore, the damping performance and response rate of the entire shock absorber can be adjusted through real-time or non-real-time air pressure control, thereby achieving optimal performance.

[0078] Optionally, a one-way valve structure may be provided on the connecting channel 102, and the one-way valve structure enables the connecting channel 102 to satisfy the function of supplying air from the outside to the inside of the shock absorber cylinder 3, thereby realizing inflation adjustment. In another optional embodiment, a switch control valve structure may also be provided in the connecting channel 102. The switch control valve can control the on-off of the connecting channel 102. This embodiment is combined with an on-off relay that can be controlled in time and an air supply device that can charge and discharge air in time, so as to realize timely control of the shock absorber. Taking the actual use on a vehicle as an example, the vehicle can adjust the hardness, response sensitivity, and shock absorber height (stroke) of the shock absorber according to the current road conditions or the control of the user, so as to achieve a better driving experience.

[0079] As shown in Figures 1, 2, and 6, the compression module 103 can be a floating piston 1031 or an air bag module 1032, and the inflation device 102 is an inflation nozzle capable of pre-charging the cylinder with gas at a certain pressure to fill the second sub-chamber 110. Of course, when the compression module 103 includes an accumulator, the inflation device 102 can also be an inflation valve. Those skilled in the art can make the selection based on actual needs, and this application does not impose any specific restrictions here.

[0080] Optionally, in the embodiment shown in Figures 1 to 2, this solution uses an inner cylinder 31 and an outer cylinder 32 to form the first space 8 and the second space 9. The outer cylinder 32 surrounds the inner cylinder 31. The first space 8 is a cylindrical cavity in the inner cylinder 31, and the second space 9 is a cylindrical cavity between the outer cylinder 32 and the inner cylinder 31. The cylindrical cavity can be a cylindrical cavity, or an elliptical cylinder or a polygonal prism cavity, and this solution is not limited to this. In other optional embodiments, the first space and the second space may not be formed in the form of inner and outer cylinders, and the first space and the second space may be formed by using multiple independent cylinders or segmented cylinder spaces. Optionally, an inner cavity hole 7 is provided on the inner cylinder 301, and the first chamber 801 is connected to the second space 9 through the inner cavity hole 7.

[0081] In one example, the piston valve 4 forms a sealed contact with the inner surface of the inner cylinder 31, thereby separating the first chamber 801 and the second chamber 802. The piston valve 4 can move up and down in the shock absorber cylinder 3.

[0082] Specifically, as shown in Figures 2 and 5 , along the movement direction of the piston valve 4, the inner bore 7 is positioned above the maximum return position of the shock absorber. That is, the inner bore 7 is always located on the side of the piston valve 4 away from the second chamber 802. Furthermore, the piston valve 4 does not overlap with the inner bore 7. This ensures that the oil can flow smoothly from the first chamber 801 through the inner bore 7 to the second space 9 during the shock absorber's return, while also effectively preventing the inner bore 7 from damaging the sealant of the piston valve 4.

[0083] In one example, a plurality of inner holes 7 are provided along the circumferential direction of the inner cylinder body 301 .

[0084] Specifically, as shown in FIG. 5 , four inner holes 7 are preferably provided, and the four inner holes 7 are arranged around the circumference of the inner cylinder body 301 , which helps the oil to flow quickly between the first chamber 801 and the second space 9 .

[0085] Of course, the inner cavity hole 7 can also be set to one, two or three. Those skilled in the art can choose according to actual needs, and this application does not make any specific restrictions here.

[0086] As for the implementation scheme in which the compression module 103 is an airbag module 1032, an optional implementation scheme is that the airbag module 1032 is cylindrical, that is, the middle of the airbag module 1032 is recessed downward, and the portion close to the side wall of the third cylinder body is convex upward.

[0087] Specifically, the cylindrical airbag module 1032 better cooperates with the piston valve 4. This allows for a more reliable and stable positional restraint during expansion. Furthermore, due to the concave center of the barrel-shaped structure, it is more easily fully compressed by the oil in the first sub-chamber 109, resulting in more sensitive performance during compression.

[0088] In an example, a partition 105 is formed on the third cylinder body 101 , and the partition 105 is used to isolate the second chamber 802 from the second space 9 .

[0089] Specifically, as shown in Figures 1 to 4 , along the vertical movement direction of the piston valve 4, the partition 105 is located at the lowest end of the outer cylinder 32. That is, at the end of the outer cylinder 32 closest to the second chamber 802. The partition 105 seals the lower end of the second space 9, isolating the second chamber 802 from the second space 9. This allows the damping valve 2 to control the damping of the first inlet 211, first outlet 212, second inlet 221, and second outlet 222, achieving both shock absorption and restorative damping.

[0090] As shown in FIG4 , the partition plate 105 can also isolate the oil inlet and oil outlet located on the same side. For example, the partition plate 105 can isolate the first oil inlet 108 from the first oil outlet 104 , and the second oil inlet 107 from the second oil outlet 106 , so that the damping valve 2 can control the damping of the first inlet 211 , the first outlet 212 , the second inlet 221 , and the second outlet 222 , thereby achieving the functions of buffering, shock absorption, and restoring damping.

[0091] In addition, the oil inlet and the oil outlet located on the same side of the partition are preferably one large oil inlet and three small oil outlets, so as to realize the buffering and restoring damping of the shock absorber.

[0092] Optionally, as shown in Figure 1, the first end of the shock absorber cylinder 3, i.e., the upper end cover, is provided with a guide assembly 5, a portion of which is embedded in the inner cylinder 31, and another portion of which is embedded in the outer cylinder 32. The guide assembly 5 serves to relatively position and secure the inner and outer cylinders 31, 32. During actual assembly, the inner and outer cylinders can be secured to the third cylinder body by welding or other means, with the guide assembly 5 cooperating to perform a positioning function. Furthermore, the guide assembly 5 can be provided with an insertion hole for mating with the piston valve 4.

[0093] In one example, the piston valve 4 further includes a limiter 403 , and the shock absorber may further include a piston rod 402 .

[0094] Specifically, as shown in Figure 1, the shock absorber includes a stopper 403 and a piston rod 402 for guiding the piston valve 4. The piston valve 4 is fixedly connected to the end of the piston rod 402 near the compression module 103. The stopper 403 is fixedly connected to the piston rod 402 and is located on the side of the piston valve 4 away from the compression module 103. The piston rod 402 passes through the insertion hole of the guide assembly 5, allowing the piston valve 4 and the stopper 403 to be inserted into the inner cylinder 301. The stopper 403 effectively prevents the piston rod 402 from dislodging from the inner cylinder 301. When the pressure outside the shock absorber decreases, the piston valve moves outward from the first end of the shock absorber cylinder and returns to its original position. At this time, the stopper 403 is configured to abut against the guide assembly 5 to limit the piston valve 4, preventing the piston valve 4 from dislodging too much upward and preventing the piston valve 4 from overlapping the inner cavity 7. The guide assembly 5 can play multiple functions such as positioning the cylinder body, matching the assembly, and limiting the piston valve 4.

[0095] Optionally, the piston valve 4 can move between a first position and a second position in the shock absorber cylinder. When the piston valve 4 is in the first position, the volume of the first chamber 801 is a first volume. When the piston valve 4 is in the second position, the volume of the first chamber 801 is a second volume. The first volume is greater than the second volume.

[0096] Optionally, when the piston valve 4 is located at the second position, the limiting member 403 abuts against the guide assembly 5 to limit the piston valve.

[0097] Optionally, when the piston valve 4 is in the first position, the piston valve 4 abuts against the partition 105, thereby limiting the position of the piston valve. In the technical solution of the present application, the partition 105 can be formed by the third cylinder body 101, which can be formed with a flange that partially extends into the inner surface of the inner cylinder body 31. The flange can be used to form a fit with the piston valve 4 to achieve position limiting.

[0098] Optionally, the stopper 403 is secured to the piston rod 402 in a sleeve-type manner, employing a similar securing method as the piston valve 4, resulting in a simple assembly process and consistent structural reliability. Furthermore, the sleeve-type stopper 403, when in contact with the piston rod 4, can exert a uniform limiting force on the piston valve 4 relative to the guide assembly 5, thereby reducing the risk of the piston valve 4 shifting or becoming immobilized.

[0099] Further optionally, the limiting member 403 may also be fixedly connected to an end of the piston rod 402 close to the compression module 103 to prevent the piston rod 402 from over-compressing the first sub-chamber 109 .

[0100] The guide assembly 5 also guides the up-and-down movement of the piston rod 402, thereby improving the operating efficiency of the shock absorber. The shock absorber also includes an oil seal assembly 6. As shown in FIG1 , the oil seal assembly 6 is used to seal the first and second spaces 8 and 9, preventing oil leakage therein.

[0101] This solution provides an implementation method for the specific setting positions of each oil outlet and oil inlet. As shown in Figures 2 to 4, a first oil outlet 104 connected to the second space 9 is formed on the outer cylinder body 32, and the first oil outlet 104 is used to dock with the first outlet 212. In particular, the first oil outlet 104 can include a plurality of through holes, that is, the entire first oil outlet 104 is composed of a plurality of through holes. The first oil outlet 104 composed of a plurality of through holes can improve the smoothness of liquid circulation. When the piston valve 4 moves, the instantaneous pressure change it produces may be large. In order to respond to this pressure change, the damper 2 conducts the oil between the first sub-chamber 109 of the second chamber 802 and the second space 9. The multiple through holes of the first oil outlet 104 can quickly relieve pressure and make the oil flow smoothly.

[0102] Furthermore, the shock absorber cylinder 3 may be formed with a second oil outlet 106 that communicates with the first sub-chamber 109. In the embodiments shown in Figures 2 to 4, the second oil outlet 106 is provided on the structure of the third cylinder body 101 that constitutes the first sub-chamber 109. The second oil outlet 106 interfaces with the second outlet 222 and may also include a plurality of through-holes to provide a smooth and unobstructed flow space for the oil when it needs to flow from the second space 9 to the first sub-chamber 109.

[0103] Optionally, as shown in Figures 3 and 4 , the multiple through-holes of the first oil outlet 104 and / or the second oil outlet 106 can be arranged in an arc shape. This arrangement facilitates smooth oil flow, preventing high hydraulic pressure from concentrating in a small, specific area and preventing it from flowing to low-pressure areas. The multiple through-holes arranged in an arc shape can disperse pressure, creating a better pressure relief zone for the oil in the areas corresponding to the first outlet 212 and the second outlet 222, thereby improving oil fluidity.

[0104] Optionally, the shock absorber cylinder 3 is formed with a first oil inlet 108 that communicates with the first sub-chamber 109. The first oil inlet 108 is docked with the first inlet 221. The first oil inlet 108 and the first oil outlet 104 are relatively located on the upper and lower sides of the partition 105. The first oil inlet 108 and the first oil outlet 104 are positioned substantially correspondingly on the upper and lower sides of the partition 105, and are used to cooperate with the first damping valve 21. Correspondingly, as shown in Figure 3, the outer cylinder 32 is formed with a second oil inlet 107 that communicates with the second space 9. In one optional embodiment, the second oil inlet 107 is formed on the third cylinder body 101. The second oil inlet 107 is used to dock with the second inlet 221. The second oil inlet 107 and the second oil outlet 106 are distributed on both sides of the partition in a corresponding manner. This symmetrical distribution facilitates oil control in conjunction with the damping valve.

[0105] Optionally, the air bag module 1032 can be made of an elastic film material, such as an elastic sac. The edge of the elastic sac can be fixedly connected to the inner wall of the third cylinder body 101 to form a sealed connection, thereby sealing and forming the second sub-chamber 110. The elastic sac can better achieve elastic deformation, facilitate the compression and expansion of the gas, and cooperate with the compression shock absorption effect of the shock absorber. As shown in Figure 2, the second sub-chamber can be located on the second end of the entire shock absorber cylinder 3 away from the piston valve, that is, at the lower end. In this way, the second sub-chamber 110 can be away from the piston valve 4 and the port for oil circulation, reducing the possibility of the second sub-chamber 110 interfering with the flow of oil, and also reducing the risk of damage to the second sub-chamber 110 and the air bag module 1032. Furthermore, the connecting channel 102 can also be located at the second end of the shock absorber cylinder 3 to reduce the interference of gas release on the oil area.

[0106] In other embodiments, the air bag module 1032 may also be made of other soft and easily deformable materials, preferably materials with good elastic deformation capabilities.

[0107] As shown in Figures 7 and 8, the present technical solution also provides an improvement of a floating piston, which can form a tight fit seal with the inner wall of the cylinder body in the shock absorber cylinder body, and can float up and down along the cylinder body to achieve piston performance.

[0108] The floating piston includes a piston body 1033, an elastic sealing ring 1035, and a piston ring 1034. The piston body 1033 is a relatively flat cylindrical structure as a whole, and the side surface of the piston body 1033 refers to the cylindrical surface of its outer circumference. An annular groove is formed on the side surface of the piston body 1033, and the annular groove is recessed toward the center along the radial direction of the piston body 1033. The annular groove is mainly used to provide a positioning, fixed and accommodating space for the elastic sealing ring 1035 and the piston ring 1034 that are sleeved around the piston body 1033. As shown in Figures 7 and 8, the annular groove has a first groove bottom 1037 and a second groove bottom 1036, wherein the second groove bottom 1036 is located in the first groove bottom 1037. Moreover, along the radial direction of the piston body 1033, the overall depth of the second groove bottom 1036 is greater than the overall depth of the first groove bottom 1037. That is, as shown in FIG. 7 , the second groove bottom 1036 is located inside the first groove bottom 1037 , and the second groove bottom 1036 is recessed further toward the central axis of the piston body relative to the first groove bottom 1037 , and the second groove bottom 1036 is recessed deeper.

[0109] Optionally, in other embodiments, the piston body may also be in the form of an elliptical cylinder, a polygonal cylinder, etc., and its side wall represents a cylindrical surface, which is not limited in this application.

[0110] Thus, a step surface 1038 is formed between the first groove bottom 1037 and the second groove bottom 1036, forming a two-layer receiving groove. The receiving groove formed by the step surface 1038 and the second groove bottom 1036 is used to accommodate the elastic sealing ring 1035, while the first groove bottom 1037 is used to support the piston ring 1034 mounted thereon.

[0111] The elastic sealing ring 1035 is embedded in the groove formed by the step surface 1038 and the second groove bottom 1036. The elastic sealing ring 1035 itself has a certain elastic deformation performance. As an example, the elastic sealing ring 1035 can be tightened and then tightened on the second groove bottom 1036 to increase its assembly reliability.

[0112] The piston ring 1034 is sleeved within the annular groove. As shown in Figures 7 and 8 , the piston ring 1034 radially covers the outer surface of the elastic sealing ring 1035. Furthermore, the inner surface of the piston ring 1034 substantially contacts the first groove bottom 1037. Specifically, an interference fit is formed between the inner surface of the piston ring 1034, the first groove bottom 1037, and the elastic sealing ring 1035, ensuring that the inner surface of the piston ring 1034 is in close contact with both the first groove bottom 1037 and the elastic sealing ring 1035.

[0113] In practical applications, the diameter of the inner surface of the piston ring 1034 can be designed to be slightly smaller than the diameter of the first groove bottom 1037. This allows the piston ring 1034 to form an extrusion-type interference fit with the first groove bottom 1037. Furthermore, the outer surface diameter of the elastic sealing ring 1035 can be slightly larger than the diameter of the first groove bottom 1037, and / or a portion of the inner surface of the piston ring 1034 can be embedded in the area where the second groove bottom 1036 is located, that is, extend into the stepped surface 1038. Both of these configurations allow the outer surface of the elastic sealing ring 1035 to form an extrusion-type interference fit with the inner surface of the piston ring 1034.

[0114] By adopting the design of this technical solution, the piston ring 1034 and the elastic sealing ring 1035 form a two-layer nested structure. The inner elastic sealing ring 1035 is used to provide elasticity and compression force, and to provide the piston ring 1034 with a radially outward tightening effect. The outer piston ring 1034 is used to form an extrusion seal with the inner surface of the shock absorber cylinder and to achieve relative sliding. The double-layer nested structure can provide a more stable sealing effect. Furthermore, the annular groove of this solution is designed with a two-layer groove structure, which corresponds to the elastic sealing ring 1035 and the piston ring 1034 respectively, and cooperates with the interference fit. This design can provide good positioning and fixing for the elastic sealing ring 1035 and the piston ring 1034, and avoid the risk of fatigue, dislocation, falling off, etc. of the piston ring 1034 when sliding with the shock absorber cylinder 3 for a long time.

[0115] Optionally, the elastic sealing ring 1035 preferably has a radial thickness greater than the height of the step surface 1038 between the second groove bottom 1036 and the first groove bottom 1037. That is, the elastic sealing ring 1035 protrudes slightly radially outward relative to the surface of the second groove bottom 1036. This allows the piston ring 1034 to form a compressive contact with the elastic sealing ring 1035, creating an interference fit, without requiring a special-shaped structure on its inner surface. Furthermore, this design allows the elastic sealing ring 1035 to better push outward against the piston ring 1034 from the inside, providing better sealing and compression between the piston ring 1034 and the shock absorber cylinder 3.

[0116] Optionally, along the radial direction of the piston body 1033, the outer surface of the piston ring 1034 protrudes outward a short distance relative to the side wall of the piston body 1033. That is, the outer surface of the piston ring 1034 protrudes a distance outside the annular groove. The size of this protrusion is related to the ability to better enable the piston ring 1034 to form an extrusion contact with the shock absorber cylinder 3 shown in Figure 8, forming a sealed fit. Moreover, the outward protrusion of the piston ring 1034 can provide a protective effect for the piston body 1033, reducing direct rigid friction and contact between the side wall of the piston body 1033 and the inner wall of the shock absorber cylinder 3, thereby improving the structural reliability and service life of the piston body 1033.

[0117] In particular, as shown in Figures 7 to 10 , the piston body 1033 may further include an annular retaining groove 1039. Along the axial direction of the piston body 1033, the annular retaining groove 1039 may be formed on both sides of the first groove bottom 1037. Preferably, the annular retaining groove 1039 is formed on at least one side of the first groove bottom 1037. That is, as shown in Figures 8 and 9 , the annular retaining groove 1039 may be formed on the upper side and / or the lower side of the first groove bottom 1037.

[0118] The annular retaining groove 1039 is used to further secure and position the piston ring 1034, preventing it from axially displacing relative to the piston body 1033 during piston movement. The piston ring may also be formed with a protruding skirt 10341, the position of which corresponds to the position of the annular retaining groove 1039. If the annular retaining groove 1039 is formed only on one side of the first groove bottom 1037, then the piston ring 1034 will also have the skirt 10341 formed on only the corresponding side. Furthermore, in embodiments where the annular retaining groove 1039 is formed on both sides of the first groove bottom 1037, as shown in Figures 7 to 10, the piston ring 1034 may have two skirts 10341.

[0119] During actual assembly, the skirt 10341 can be embedded in the annular retaining groove 1039, thereby further positioning the piston ring 1034 relative to the piston body 1033. Preferably, the annular retaining groove 1039 is formed on both sides of the first groove bottom. This not only provides better positioning for the piston ring 1034, but also facilitates an interference fit between the piston ring 1034 and the elastic sealing ring 1035. The squeezing effect of the two annular retaining grooves 1039 from both sides allows the inner surface of the piston ring 1034 to better contact and adhere to the outer surface of the elastic sealing ring 1035.

[0120] Optionally, as shown in Figures 7, 8, and 11, the annular groove 1039 may have an inclined wall surface. The skirt 10341 may have an inclined surface corresponding to the inclined wall surface. The inclined wall surface facilitates assembly of the piston ring 1034, allowing it to more easily fit with the first groove bottom 1037 and the elastic sealing ring 1035. This prevents the skirt 10341 from interfering with the first groove bottom 1037 during assembly, which could cause assembly difficulties.

[0121] On the other hand, as shown in Figure 8, the inclined wall surface extends axially upward and downward, and the skirt 10341 is in contact with it. This design pattern is more conducive to forming a tightening effect on the piston ring 1034 upward and downward. In particular, when the outer surface of the piston ring 1034 is squeezed by the shock absorber cylinder 3, the skirt 10341 on both sides generates an outward force and slight deformation upward and downward, allowing the elastic sealing ring 1035 to better form a close contact with the inner surface of the piston ring 1034, ensuring a sealing effect.

[0122] Optionally, the piston ring is made of polytetrafluoroethylene (PTFE). As an industrial material, PTFE has excellent lubricity and can form a better sliding fit with metal surfaces. Using this industrial material facilitates a sliding fit with the shock absorber cylinder, while ensuring a tight seal and preventing the exchange of media between the two chambers in the shock absorber cylinder separated by the floating piston 1031.

[0123] Optionally, as shown in Figures 7 and 8 , the width of the elastic sealing ring 1035 along the axial direction of the piston body 1031 can be slightly smaller than the width of the second groove bottom 1036. That is, a small gap is left on either side of the elastic sealing ring 1035. This design allows the elastic sealing ring 1035 room for a certain amount of elastic deformation. In actual use, the piston ring 1034 forms an extrusion fit with the elastic sealing ring 1035, allowing the elastic sealing ring 1035 to deform into the gap formed by the second groove bottom 1036 and the step surface 1039, thereby preventing itself from being continuously subjected to high-pressure compression and causing elastic fatigue. Furthermore, this gap design allows for a certain amount of self-elastic adjustment when the floating piston 1031 is subjected to varying degrees of pressure, helping to improve the overall piston motion performance of the floating piston 1031.

[0124] Optionally, the thickness of the elastic sealing ring 1035 along the radial direction can be 105% to 120% of the height of the step surface 1038. As described above, the thickness of the elastic sealing ring 1035 is slightly greater than the height of the step surface 1038. This design preferably achieves a better elastic sealing effect within a certain numerical ratio range. If the thickness of the elastic sealing ring 1035 is less than 105% of the height of the step surface 1038, the elastic force it exerts on the piston ring 1034 is limited, and the elastic sealing effect cannot be optimized. On the other hand, this thickness difference should not be too large. If the thickness of the elastic sealing ring 1035 is greater than 120% of the height of the step surface 1038, the elastic sealing ring 1035 may be subjected to continuous high compressive forces. This phenomenon may prevent the edge of the piston ring 1034 from properly fitting into the annular groove, thereby reducing sealing reliability. Furthermore, long-term exposure to high compressive forces may cause fatigue aging of the elastic sealing ring 1035, shortening its service life. Therefore, the thickness difference between the two is preferably between 105% and 120%.

[0125] Optionally, as described above, the outer surface of the piston ring 1034 protrudes a short distance outward from the side of the piston body 1033. This protrusion preferably ranges from 0.05 mm to 0.25 mm. If the piston ring 1034 protrudes too much outward from the piston body 1033, this may cause the overall piston motion stability of the floating piston 1031 within the shock absorber cylinder 3 to decrease, making it prone to tilting and shifting, affecting the motion performance of the device, such as the shock absorber, in which it is used. On the other hand, the protrusion should not be too small, otherwise the sealing performance cannot be further improved. Furthermore, the piston body 1033 may form rigid frictional contact with the inner wall of the shock absorber cylinder 3. If this rigid frictional contact occurs over a long period of time, it will to some extent affect the service life of the floating piston 1031.

[0126] This technical solution also provides a shock absorber comprising a shock absorber cylinder 3 and the aforementioned floating piston 1031. As shown in Figures 8 and 11 , the floating piston 1031 is disposed within the shock absorber cylinder 3. The piston body 1033 is coaxial with the shock absorber cylinder 3, and the outer surface of the piston ring 1034 forms an interference fit with the inner wall of the shock absorber cylinder 3. The floating piston 1031 is capable of floating up and down within the shock absorber cylinder 3, performing a piston-like motion. When the shock absorber is impacted, the floating piston moves up and down to absorb the shock, achieving a vibration-reducing effect.

[0127] According to another embodiment of the present application, a suspension system is provided. The suspension system includes the shock absorber described in the embodiment of the present application.

[0128] According to another embodiment of the present application, a vehicle is provided. The vehicle includes the suspension system described in the embodiment of the present application.

[0129] The above embodiments focus on the differences between the various embodiments. As long as the different optimization features between the various embodiments are not contradictory, they can be combined to form a better embodiment. Considering the simplicity of the text, they will not be repeated here.

[0130] Although some specific embodiments of the present invention have been described in detail by way of examples, it should be understood by those skilled in the art that the above examples are for illustration only and are not intended to limit the scope of the present invention. It should be understood by those skilled in the art that modifications may be made to the above embodiments without departing from the scope and spirit of the present invention. The scope of the present invention is defined by the appended claims.

Claims

1. A shock absorber, wherein: include: A shock absorber cylinder (3), wherein the shock absorber cylinder (3) has a first space (8) and a second space (9); a piston valve (4), the piston valve (4) being slidably arranged along the first space (8) and dividing the first space (8) into a first chamber (801) and a second chamber (802), the first chamber (801) being in communication with the second space (9); a first damping valve (21), the first damping valve (21) comprising a first inlet (211) and a first outlet (212), the first inlet (211) being in one-way communication with the first outlet (212), the first inlet (211) being in communication with the second chamber (802), the first outlet (212) being in communication with the second space (9), the first damping valve (21) being used to control the damping magnitude of the communication between the second chamber (802) and the second space (9); a second damping valve (22), the second damping valve (22) comprising a second inlet (221) and a second outlet (222), the second inlet (221) and the second outlet (222) being in one-way communication, the second inlet (221) being in communication with the second space (9), the second outlet (222) being in communication with the second chamber (802), the second damping valve (22) being used to control the damping magnitude of the communication between the second space (9) and the second chamber (802); A compression module (103), wherein the compression module (103) divides the second chamber (802) into a first sub-chamber (109) and a second sub-chamber (110), wherein the second sub-chamber (110) is used to store gas, so that the second sub-chamber (110) can be compressed or expanded as the pressure of the first sub-chamber (109) changes.

2. The shock absorber according to claim 1, wherein: The compression module (103) is a floating piston (1031) movably arranged in the second chamber (802), and the floating piston (1031) divides the second chamber (802) into a first sub-chamber (109) and a second sub-chamber (110). When the pressure in the first sub-chamber (109) is greater than the pressure in the second sub-chamber (110), the floating piston (1031) is configured to be able to move to compress the second sub-chamber (110).

3. The shock absorber according to claim 2, wherein: The floating piston (1031) comprises: A piston body (1033), wherein a side surface of the piston body (1033) is formed with an annular groove, wherein the annular groove has a first groove bottom (1037) and a second groove bottom (1036), wherein the second groove bottom (1036) is located in the first groove bottom (1037), and along the radial direction of the piston body (1033), the depth of the second groove bottom (1036) is greater than the depth of the first groove bottom (1037) so that a step surface (1038) is formed between the second groove bottom (1036) and the first groove bottom (1037); An elastic sealing ring (1035), wherein the elastic sealing ring (1035) is embedded in a groove formed by the step surface (1038) and the second groove bottom (1036); A piston ring (1034), wherein the piston ring (1034) is sleeved in the annular groove, and the inner surface of the piston ring (1034) is interference-fitted with the first groove bottom (1037) and the elastic sealing ring (1035).

4. The vibration absorber according to claim 3, wherein: The thickness of the elastic sealing ring (1035) is greater than the height of the step surface (1038) between the second groove bottom (1036) and the first groove bottom (1037).

5. The vibration absorber according to claim 3 or 4, wherein: Along the radial direction of the piston body (1033), the outer surface of the piston ring (1034) protrudes outward from the annular groove.

6. The vibration absorber according to any one of claims 3 to 5, wherein: An annular groove (1039) is formed at at least one side edge of the first groove bottom (1037) along the axial direction of the piston body (1033); The piston ring (1034) has a skirt (10341) corresponding to the annular groove (1039), and the skirt (10341) is embedded in the annular groove (1039).

7. The shock absorber according to claim 6, wherein: Annular clamping grooves (1039) are formed on both side edges of the first groove bottom (1037).

8. The vibration absorber according to claim 6 or 7, wherein: The annular groove (1039) has an inclined wall surface, and the skirt (10341) has an inclined surface corresponding to the inclined wall surface.

9. The vibration absorber according to any one of claims 3 to 8, wherein: The material of the piston ring (1034) is polytetrafluoroethylene.

10. The vibration absorber according to any one of claims 3 to 9, wherein: Along the axial direction of the piston body (1033), the width of the elastic sealing ring (1035) is less than or equal to the width of the second groove bottom (1036).

11. The vibration absorber according to claim 4, wherein: The thickness of the elastic sealing ring (1035) is 105% to 120% of the height of the step surface (1038).

12. The vibration absorber according to claim 5, wherein: The outer surface of the piston ring (1034) protrudes outward relative to the side of the piston body (1033) in a size range of 0.05 mm to 0.25 mm.

13. The vibration absorber according to any one of claims 1 to 12, wherein: The second chamber (802) of the shock absorber cylinder (3) has a limiting structure, and the limiting structure is configured to limit the compression module (103) so as to limit the expansion of the second sub-chamber (110) when the pressure in the second sub-chamber (110) is greater than the pressure in the first sub-chamber (109).

14. The vibration absorber according to claim 13, wherein: Along the moving direction of the piston valve (4) in the shock absorber cylinder (3), the limiting structure is located on a side of the first inlet (211) and the second outlet (222) away from the piston valve (4).

15. The vibration absorber according to claim 13, wherein: The limiting structure is a limiting step (111) formed on the inner wall of the second chamber (802); When the pressure in the second sub-chamber (110) is greater than the pressure in the first sub-chamber (109), the compression module (103) can move to enlarge the second sub-chamber (110) and abut against the limiting step (111).

16. The vibration absorber according to claim 1, wherein: The second sub-chamber (110) of the shock absorber cylinder (3) is provided with a communication channel (102) for inflating the second sub-chamber (110).

17. The shock absorber according to claim 16, wherein: The communication passage (102) has a one-way valve structure, so that the communication passage (102) forms a one-way conduction from the outside to the inside of the shock absorber cylinder (3).

18. The vibration absorber according to claim 16, wherein: The communication channel (102) has a switch control valve structure, and the switch control valve is used to control the opening and closing of the communication channel (102).

19. The vibration absorber according to claim 1, wherein: The shock absorber cylinder (3) comprises an inner cylinder (31) and an outer cylinder (32) surrounding the inner cylinder (31); the first space (8) is a cylindrical cavity in the inner cylinder (31); and the second space (9) is a cylindrical cavity between the inner cylinder (31) and the outer cylinder (32); The inner cylinder body (301) is provided with an inner cavity hole (7), and the first chamber (801) is connected to the second space (9) through the inner cavity hole (7).

20. The vibration absorber according to claim 19, wherein: The piston valve (4) comprises a piston valve (401), the piston valve (401) forms a sealed contact with the inner surface of the first space (8), and along the movement direction of the piston valve (4) in the shock absorber cylinder (3), the inner cavity hole (7) is located on the side of the piston valve (401) away from the second chamber (802).

21. The vibration absorber according to claim 19, wherein: The inner cylinder body (301) is provided with a plurality of inner cavity holes (7) along the circumference surrounding the first space (8).

22. The vibration absorber according to claim 19, wherein: A partition (105) is formed on the shock absorber cylinder body. Along the movement direction of the piston valve (4), the partition (105) is located at the end of the outer cylinder body (32) close to the second chamber (802). The partition (105) closes the end of the second space (9) to isolate the second chamber (802) from the second space (9).

23. The vibration absorber according to claim 22, wherein: A guide assembly (5) is provided on the first end upper cover of the shock absorber cylinder body (3), a portion of the guide assembly (5) is embedded in the inner cylinder body (31), and another portion of the guide assembly (5) is embedded in the outer cylinder body (32), and the guide assembly (5) forms relative positioning for the inner cylinder body (31) and the outer cylinder body (32).

24. The vibration absorber according to claim 23, wherein: An insertion hole is formed on the guide assembly (5); The shock absorber also includes a piston rod (402), and the piston valve (401) is arranged on the piston rod (402). The piston rod (402) extends from the insertion hole of the guide assembly (5) into the inner cylinder body (31). The piston valve (401) forms a sealed contact with the inner surface of the inner cylinder body (31) to divide the first space (8) into a first chamber (801) and a second chamber (802). The first chamber (801) and the inner cavity hole (7) are located on the side of the piston valve (401) close to the first end.

25. The vibration absorber according to claim 24, wherein: The shock absorber comprises a limiting member (403), and the limiting member (403) is arranged on the piston rod (402); The piston valve (401) is movable between a first position and a second position in the shock absorber cylinder (3); when the piston valve (401) is located at the first position, the volume of the first chamber (801) is a first volume; when the piston valve (401) is located at the second position, the volume of the first chamber (801) is a second volume; the first volume is greater than the second volume.

26. The vibration absorber according to claim 25, wherein: When the piston valve (401) is located at the second position, the limiting member (403) abuts against the guide assembly (5) to limit the piston valve (4).

27. The vibration absorber according to claim 25, wherein: When the piston valve (401) is located at the first position, the piston valve (401) abuts against the partition plate (105) to limit the position of the piston valve (4).

28. The vibration absorber according to claim 25, wherein: The limiting member (403) is sleeved and fixed on the piston rod (402).

29. The vibration absorber according to claim 22, wherein: A first oil outlet (104) communicating with the second space (9) is formed on the outer cylinder body (32), the first oil outlet (104) is butted with the first outlet (212), and the first oil outlet (104) includes a plurality of through holes; The shock absorber cylinder (3) is formed with a second oil outlet (106) communicating with the first sub-chamber (109); the second oil outlet (106) is butt-jointed with the second outlet (222); and the second oil outlet (106) includes a plurality of through holes.

30. The vibration absorber according to claim 29, wherein: The plurality of through holes of the first oil outlet (104) are arranged in an arc shape; And / or, the multiple through holes of the second oil outlet (106) are arranged in an arc shape.

31. The vibration absorber according to claim 29, wherein: The shock absorber cylinder (3) is formed with a first oil inlet (108) communicating with the first sub-chamber (109); the first oil inlet (108) is butted with the first inlet (211); the first oil inlet (108) and the first oil outlet (104) are distributed on both sides of the partition (105) in a position-corresponding manner; The outer cylinder body (32) is provided with a second oil inlet (107) connected to the second space (9); the second oil inlet (107) is connected to the second inlet (221); the second oil inlet (107) and the second oil outlet (106) are distributed on both sides of the partition (105) in a positionally corresponding manner.

32. The vibration absorber according to claim 1, wherein: The compression module (103) is an airbag module (1032), which divides the second chamber (802) into a first sub-chamber (109) and a second sub-chamber (110). When the pressure in the first sub-chamber (109) is greater than the pressure in the second sub-chamber (110), the airbag module (1031) is configured to be able to generate deformation to compress the second sub-chamber (110).

33. A suspension system, wherein: Comprising a vibration absorber as claimed in any one of claims 1-32.

34. A vehicle, wherein: The vehicle is equipped with a suspension system as claimed in claim 33.

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