CN102384211B - Automatically damping-changing front shock absorber of motorcycle - Google Patents
Automatically damping-changing front shock absorber of motorcycle Download PDFInfo
- Publication number
- CN102384211B CN102384211B CN 201110336213 CN201110336213A CN102384211B CN 102384211 B CN102384211 B CN 102384211B CN 201110336213 CN201110336213 CN 201110336213 CN 201110336213 A CN201110336213 A CN 201110336213A CN 102384211 B CN102384211 B CN 102384211B
- Authority
- CN
- China
- Prior art keywords
- motorcycle
- throttling groove
- cross
- damping
- section area
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Images
Landscapes
- Fluid-Damping Devices (AREA)
- Axle Suspensions And Sidecars For Cycles (AREA)
Abstract
The invention provides an automatically damping-changing front shock absorber of a motorcycle so as to guarantee comfortableness and safety of motorcycle driving as much as possible and accurately set the maximum cross sectional area of a throttling groove of the automatically damping-changing front shock absorber of the motorcycle and the change rate of the cross sectional area of the throttling groove. The automatically damping-changing front shock absorber of the motorcycle comprises a bottom barrel, a breeches pipe assembly, a shock absorbing spring, a locating pipe, a one-way valve, an oil hole and a lower piston of the breeches pipe assembly. The locating pipe is not provided with a throttling hole, the throttling groove with the cross sectional area gradually becoming smaller is arranged on the outer wall of the locating pipe in the axial direction, and the maximum cross sectional area of the throttling groove and the change rate of the cross sectional area of the throttling groove are set according to the weight of the motorcycle and the load weight. The automatically damping-changing front shock absorber of the motorcycle has the advantages of accurately setting the maximum cross sectional area of the throttling groove and the change rate of the cross sectional area of the throttling groove and guaranteeing the comfortableness and the safety of motorcycle driving to the largest extent.
Description
Technical field
The present invention relates to a kind of motorcycle vibration absorber, specially refer to a kind of motorcycle automatic damping-changing front shock absorber.
Background technique
Along with motorcycle technology development, more and more higher to the requirement of the travelling comfort of motor cycle rider's, Security.At present, most of motorcycles have all disposed forward and backward vibration damper, to reduce vibrations that Uneven road causes to motorcycle and driver and passenger's impact.The mode that the vibration damper of prior art motorcycle mostly adopts spring to combine with hydraulic damping, the vibration energy in absorption and the consumption motorcycle driving process is to reduce vibrations to motorcycle and driver and passenger's impact.The basic functional principle of prior art front damper of motorcycle is: in the motorcycle driving process, if when running into the ground of projection, motorcycle front-wheel compressing damping spring shrinks, behind the ground of crossing projection, spring resets again, the vibration energy reciprocal according to this, that absorption and consumption Uneven road bring.Usually, damping spring has larger compression strength, after damping spring is compressed, can not allow it freely reset, otherwise resetting suddenly of damping spring will cause the secondary vibrations.The effect of this decay spring vibration of vibration damper is commonly called damping, is called as damping force and slow down the strength that damping spring resets.For slowing down the reset speed of damping spring, be provided with damping mechanism in the front damper of motorcycle of prior art.Described damping mechanism generally includes the component such as breeches pipe assembly, positioning pipe, one-way valve, throttle orifice, oil through and lower piston.When the compressed while of the damping spring of front damper of motorcycle, breeches pipe assembly drive lower piston and one-way valve are together with respect to the downward axial motion of positioning pipe.One-way valve opens, hydraulic oil flow to and are full of the hydraulic damping chamber.Described hydraulic damping chamber is the cavity of breeches pipe assembly bottom and positioning pipe composition.When damping spring resets, the breeches pipe assembly will drive lower piston and one-way valve together with respect to the positioning pipe axial motion that makes progress, closed check valve, hydraulic oil in the hydraulic damping chamber can only reflux from throttle orifice, resets gradually along with the gradually backflow of hydraulic oil in the hydraulic damping chamber so that damping spring can not reset immediately.Obviously, the pore size of throttle orifice has determined the back-flow velocity of hydraulic oil, the size that is positioned at the throttle orifice on the positioning pipe is just to determine during fabrication, the back-flow velocity that also is hydraulic oil is fixed, no matter damping spring is subject to great pressure, compressed what, the reset speed of damping spring is all fixed.Need to prove that the back-flow velocity of described hydraulic oil does not refer to the speed of running of hydraulic power oil, and refers to that hydraulic oil flows back to the speed of oil cylinder from the hydraulic damping chamber.And the jarring forces that motorcycle runs in the actual travel process is Protean, and the compressed degree of damping spring also is different.In the compressed degree of damping spring hour, should allow damping spring reset to recover as early as possible the situation of smooth-ride with speed faster; When the compressed degree of damping spring is larger, should allow damping spring reset to avoid causing the secondary vibrations with slower speed.Obviously, the prior art front damper of motorcycle can not satisfy above-mentioned requirements, and the damping force of vibration damper can not be regulated automatically with the jarring forces that motorcycle is subject to, and its damping effect is limited, directly has influence on travelling comfort and the Security of motor cycle rider's.
The jarring forces that can not be subject to motorcycle for the damping force that solves front damper of motorcycle is the problem such as adjusting automatically, a kind of throttle orifice that do not arrange on positioning pipe has appearred, at the motorcycle automatic damping-changing front shock absorber that the throttling groove that cross-section area diminishes gradually axially is set of positioning pipe outer wall.In fact the throttle orifice of this type of motorcycle automatic damping-changing front shock absorber is comprised of the lower piston of throttling groove and breeches pipe assembly, along with the cross-section area of throttling groove diminishes from top to bottom gradually, the size of throttle orifice also diminishes from top to bottom gradually, therefore, the size of throttle orifice is axially gradually changing along positioning pipe.When the compressed degree of damping spring larger, when breeches pipe assembly drive lower piston moves to the lower position of positioning pipe, the throttle orifice that is comprised of throttling groove and breeches pipe assembly lower piston is less, when damping spring resets, the back-flow velocity of hydraulic oil is less in the hydraulic damping chamber, also be that damping force is larger, damping spring will reset slowly.Otherwise, when the compressed degree of damping spring less, when the breeches pipe assembly will drive lower piston and move to positioning pipe top, the throttle orifice that is comprised of throttling groove and breeches pipe assembly lower piston is larger, when damping spring resets, the back-flow velocity of hydraulic oil is larger in the hydraulic damping chamber, also is that damping force is less, and damping spring will reset faster.But the movement of front damper of motorcycle piston is except the impact that is subjected to jarring forces, and is also directly related with motorcycle weight and load.Motorcycle weight and load are larger, and the compressed degree of damping spring is larger when being given a shock, and the damping force that is subject to when damping spring resets should be larger; Vice versa.Therefore, the maximum cross-section area of throttling groove, the peak rate of flow of throttle orifice should change to some extent along with the difference of motorcycle weight and load in other words.On the other hand, the displacement distance of front damper of motorcycle piston is generally 0～105mm, when being subject to different jarring forces, move to different positions, when moving to different positions for the travelling comfort that guarantees motor cycle rider's with the security requirement piston suitable damping force can both be arranged, therefore, need to carry out test and study to throttling groove cross-section variation rate, to guarantee travelling comfort and the Security of motor cycle rider's.
Summary of the invention
Be travelling comfort and the Security that guarantees as far as possible motor cycle rider's, accurately set the maximum cross-section area and the throttling groove cross-section variation rate of the throttling groove of motorcycle automatic damping-changing front shock absorber, the present invention proposes a kind of motorcycle automatic damping-changing front shock absorber.Motorcycle automatic damping-changing front shock absorber of the present invention comprises: the lower piston of end cylinder, breeches pipe assembly, damping spring, positioning pipe, one-way valve, oil through and breeches pipe assembly; Throttle orifice is not set on positioning pipe, and the positioning pipe outer wall the throttling groove that cross-section area diminishes gradually axially is set, wherein, set in the following ways throttling groove the maximum cross-section area and throttling groove cross-section variation rate:
When motorcycle weight and load were 230～280kg, the throttling groove the maximum cross-section area was: 14.8～15.5mm
2, throttling groove cross-section variation rate is 0.1345～0.1409;
When motorcycle weight and load were 281～330kg, the throttling groove the maximum cross-section area was: 14.5～15.2mm
2, throttling groove cross-section variation rate is 0.1318～0.1382;
When motorcycle weight and load were 331～380kg, the throttling groove the maximum cross-section area was: 14.2～14.9mm
2, throttling groove cross-section variation rate is 0.1291～0.1355;
Described throttling groove the maximum cross-section area refers to be arranged on the maximum cross-section area of the axial throttling groove of positioning pipe outer wall; Described throttling groove cross-section variation rate refers to the value that unit length throttling groove cross-section area increases or dwindles, and unit is mm
2/ mm.
The useful technique effect of motorcycle automatic damping-changing front shock absorber of the present invention is: accurately set the maximum cross-section area and the throttling groove cross-section variation rate of the throttling groove of motorcycle automatic damping-changing front shock absorber, farthest guarantee travelling comfort and the Security of motor cycle rider's.
Description of drawings
Accompanying drawing 1 is the generalized section of motorcycle automatic damping-changing front shock absorber;
Accompanying drawing 2 is A-A sectional views of accompanying drawing 1, the schematic representation of the throttle orifice that also namely is comprised of throttling groove and lower piston.
Below in conjunction with the drawings and specific embodiments motorcycle automatic damping-changing front shock absorber of the present invention is further described.
Embodiment
Accompanying drawing 1 is the generalized section of motorcycle automatic damping-changing front shock absorber, and accompanying drawing 2 is A-A sectional views of accompanying drawing 1, the schematic representation of the throttle orifice that also namely is comprised of throttling groove and lower piston.Among the figure, the 1st, end cylinder, the 2nd, the breeches pipe assembly, the 3rd, damping spring, the 4th, positioning pipe, the 5th, one-way valve, the 7th, oil through, the 8th, the lower piston of breeches pipe assembly, 9 are arranged on the throttling groove that the axial cross-section area of positioning pipe outer wall diminishes gradually.As seen from the figure, in fact the throttle orifice of motorcycle automatic damping-changing front shock absorber is comprised of the lower piston 8 of throttling groove 9 and breeches pipe assembly, along with the cross-section area of throttling groove 9 diminishes from top to bottom gradually, the size of throttle orifice also diminishes from top to bottom gradually, and namely the size of the throttle orifice of motorcycle automatic damping-changing front shock absorber of the present invention is axially gradually changing along positioning pipe.When the compressed degree of damping spring larger, when breeches pipe assembly 2 drive lower pistons 8 move to the lower position of positioning pipe 4, the throttle orifice that is comprised of throttling groove 9 and breeches pipe assembly lower piston 8 is less, when damping spring resets, the back-flow velocity of hydraulic oil is less in the hydraulic damping chamber, also be that damping force is larger, damping spring will reset slowly.Otherwise, when the compressed degree of damping spring less, when breeches pipe assembly 2 will drive lower piston 8 and move to positioning pipe 4 top, the throttle orifice that is comprised of throttling groove 9 and breeches pipe assembly lower piston 8 is larger, when damping spring resets, the back-flow velocity of hydraulic oil is larger in the hydraulic damping chamber, also is that damping force is less, and damping spring will reset faster.But the movement of front damper of motorcycle piston is except the impact that is subjected to jarring forces, and is also directly related with motorcycle weight and load.Motorcycle weight and load are larger, and the compressed degree of damping spring is larger when being given a shock, and the damping force that is subject to when damping spring resets should be larger; Vice versa.Therefore, the maximum cross-section area of throttling groove, the peak rate of flow of throttle orifice should be the difference of load and changing to some extent along with motorcycle weight in other words.On the other hand, the displacement distance of front damper of motorcycle piston is generally 0～105mm, when being subject to different jarring forces, move to different positions, when moving to different positions for the travelling comfort that guarantees motor cycle rider's with the security requirement piston suitable damping force can both be arranged, therefore, need to carry out test and study to throttling groove cross-section variation rate, to guarantee travelling comfort and the Security of motor cycle rider's.
Motorcycle automatic damping-changing front shock absorber of the present invention comprises: the lower piston of end cylinder, breeches pipe assembly, damping spring, positioning pipe, one-way valve, oil through and breeches pipe assembly; Throttle orifice is not set on positioning pipe, and the positioning pipe outer wall the throttling groove that cross-section area diminishes gradually axially is set, wherein, set in the following ways throttling groove the maximum cross-section area and throttling groove cross-section variation rate:
When motorcycle weight and load were 230～280kg, the throttling groove the maximum cross-section area was: 14.6～15.5mm
2, throttling groove cross-section variation rate is 0.1345～0.1409;
When motorcycle weight and load were 281～330kg, the throttling groove the maximum cross-section area was: 14.5～15.2mm
2, throttling groove cross-section variation rate is 0.1318～0.1382;
When motorcycle weight and load were 331～380kg, the throttling groove the maximum cross-section area was: 14.2～14.9mm
2, throttling groove cross-section variation rate is 0.1291～0.1355;
Described throttling groove the maximum cross-section area refers to be arranged on the maximum cross-section area of the axial throttling groove of positioning pipe outer wall; Described throttling groove cross-section variation rate refers to the value that unit length throttling groove cross-section area increases or dwindles, and unit is mm
2/ mm.
Obviously, when motorcycle mainly is used for urban transportation tool, because the road surface is comparatively smooth in the city, the shaking force that motorcycle is subject to is less, the amplitude of motorcycle is less, the desirable higher value of throttling groove the maximum cross-section area, and the desirable smaller value of throttling groove cross-section variation rate, at this moment, can guarantee that motorcycle has less answer resistance being given a shock rear damper, and, it is less with the size variation of amplitude to reply resistance, damping spring will reset faster, and response in time guarantees travelling comfort and the Security of motor cycle rider's.When motorcycle mainly travels on country road, because the country road uneven, the shaking force that motorcycle is subject to is larger, and the amplitude of motorcycle is larger, the desirable smaller value of throttling groove the maximum cross-section area, and the desirable higher value of throttling groove cross-section variation rate at this moment, can guarantee that motorcycle has larger answer resistance being given a shock rear damper, and, it is larger with the size variation of amplitude to reply resistance, and what damping spring will be slower resets, and guarantees travelling comfort and the Security of motor cycle rider's.
Specific embodiment 1
Certain model motorcycle deadweight is about 110kg, allows and take 2 people that at this moment, motorcycle and load weight are about 250kg, and mainly travel on municipal highway.Get throttling groove the maximum cross-section area 15.5mm
2, throttling groove cross-section variation rate is 0.1345mm
2/ mm.After motorcycle was given a shock the front shock absorber piston and moves 30mm, the cross-section area of throttle orifice was 11.465mm
2, the back-flow velocity of hydraulic oil is larger in the hydraulic damping chamber, also is that damping force is less, and damping spring will comparatively fast reset; After motorcycle was given a shock the front shock absorber piston and moves 60mm, the cross-section area of throttle orifice was 7.430mm
2, the back-flow velocity of hydraulic oil is less in the hydraulic damping chamber, also is that damping force is larger, and damping spring will reset more slowly; After motorcycle was given a shock the front shock absorber piston and moves 90mm, the cross-section area of throttle orifice was 3.395mm
2, the back-flow velocity of hydraulic oil is less in the hydraulic damping chamber, also is that damping force is larger, and damping spring will reset with slower speed.Need to prove, the throttling groove cross-section area of motorcycle automatic damping-changing front shock absorber of the present invention (being the size of throttle orifice) is continually varying, the back-flow velocity of hydraulic oil also is continually varying in the hydraulic damping chamber, after motorcycle was given a shock the front shock absorber piston and moves 90mm, the cross-section area of the throttle orifice of beginning was 3.395mm
2, the back-flow velocity of hydraulic oil is less in the hydraulic damping chamber, and damping spring will reset with slower speed; After piston moves 30mm, the cross-section area of throttle orifice will become 7.430 mm
2, the back-flow velocity of hydraulic oil will increase in the hydraulic damping chamber, and damping spring will reset with speed faster; When piston again behind the mobile 30mm, the cross-section area of throttle orifice will become 11.465mm
2, the back-flow velocity of hydraulic oil will be larger in the hydraulic damping chamber, and damping spring will reset at faster speed.As seen, motorcycle automatic damping-changing front shock absorber of the present invention has good damping performance, and its damping power can change continuously according to the shaking force that vibration damper is subject to, and has greatly improved travelling comfort and the Security of motor cycle rider's.
Certain model motorcycle deadweight is about 200kg, allows and take 2 people that at this moment, motorcycle and load weight are about 340kg, and mainly travel on country road.Get throttling groove the maximum cross-section area 14.2mm
2, throttling groove cross-section variation rate is 0.1355mm
2/ mm.After motorcycle was given a shock the front shock absorber piston and moves 30mm, the cross-section area of throttle orifice was 10.135mm
2, the back-flow velocity of hydraulic oil is larger in the hydraulic damping chamber, also is that damping force is less, and damping spring will comparatively fast reset; After motorcycle was given a shock the front shock absorber piston and moves 60mm, the cross-section area of throttle orifice was 6.070mm
2, the back-flow velocity of hydraulic oil is less in the hydraulic damping chamber, also is that damping force is larger, and damping spring will reset more slowly; After motorcycle was given a shock the front shock absorber piston and moves 90mm, the cross-section area of throttle orifice was 2.005mm
2, the back-flow velocity of hydraulic oil is less in the hydraulic damping chamber, also is that damping force is larger, and damping spring will reset with slower speed.Need to prove, the throttling groove cross-section area of motorcycle automatic damping-changing front shock absorber of the present invention (being the size of throttle orifice) is continually varying, the back-flow velocity of hydraulic oil also is continually varying in the hydraulic damping chamber, after motorcycle was given a shock the front shock absorber piston and moves 90mm, the cross-section area of the throttle orifice of beginning was 2.005mm
2, the back-flow velocity of hydraulic oil is less in the hydraulic damping chamber, and damping spring will reset with slower speed; After piston moves 30mm, the cross-section area of throttle orifice will become 6.070mm
2, the back-flow velocity of hydraulic oil will increase in the hydraulic damping chamber, and damping spring will reset with speed faster; When piston again behind the mobile 30mm, the cross-section area of throttle orifice will become 10.135mm
2, the back-flow velocity of hydraulic oil will be larger in the hydraulic damping chamber, and damping spring will reset at faster speed.
Specific embodiment 1 and specific embodiment 2 are compared and can find, the throttling groove cross-section variation rate of specific embodiment 2 is bigger, therefore, the variance ratio of throttle orifice cross-section area is larger, the variance ratio of hydraulic oil back-flow velocity is larger in the hydraulic damping chamber, taken into full account the large and larger inertia that causes of motorcycle and load weight, and the problem such as the country road vibrations are larger, travelling comfort and the Security of motor cycle rider's guaranteed.
Motorcycle automatic damping-changing front shock absorber throttling groove the maximum cross-section area of the present invention is determined according to motorcycle and load weight, motorcycle and load weight have been taken into full account when being subject to different jarring forces, to the response force of compression degree and the damping spring of damping spring.Throttling groove cross-section variation rate is then taking into full account on motorcycle weight and the load basis, can both there be the factor such as suitable damping force to determine when moving to diverse location in conjunction with the displacement distance of shock absorber piston and shock absorber piston, therefore, motorcycle automatic damping-changing front shock absorber of the present invention can accurately be set the maximum cross-section area and the throttling groove cross-section variation rate of the throttling groove of automatic variable damping front shock absorber, has farthest guaranteed travelling comfort and the Security of motor cycle rider's.
Claims (1)
1. a motorcycle automatic damping-changing front shock absorber comprises: the lower piston of end cylinder, breeches pipe assembly, damping spring, positioning pipe, one-way valve, oil through and breeches pipe assembly; Throttle orifice is not set on positioning pipe, and the positioning pipe outer wall the throttling groove that cross-section area diminishes gradually axially is set, it is characterized in that: set in the following ways throttling groove the maximum cross-section area and throttling groove cross-section variation rate:
When motorcycle weight and load were 230～280kg, the throttling groove the maximum cross-section area was: 14.8～15.5mm
2, throttling groove cross-section variation rate is 0.1345～0.1409;
When motorcycle weight and load were 281～330kg, the throttling groove the maximum cross-section area was: 14.5～15.2mm
2, throttling groove cross-section variation rate is 0.1318～0.1382;
When motorcycle weight and load were 331～380kg, the throttling groove the maximum cross-section area was: 14.2～14.9mm
2, throttling groove cross-section variation rate is 0.1291～0.1355;
Described throttling groove the maximum cross-section area refers to be arranged on the maximum cross-section area of the axial throttling groove of positioning pipe outer wall; Described throttling groove cross-section variation rate refers to the value that unit length throttling groove cross-section area increases or dwindles, and unit is mm
2/ mm.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 201110336213 CN102384211B (en) | 2011-10-31 | 2011-10-31 | Automatically damping-changing front shock absorber of motorcycle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 201110336213 CN102384211B (en) | 2011-10-31 | 2011-10-31 | Automatically damping-changing front shock absorber of motorcycle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN102384211A CN102384211A (en) | 2012-03-21 |
| CN102384211B true CN102384211B (en) | 2013-04-24 |
Family
ID=45823911
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN 201110336213 Expired - Fee Related CN102384211B (en) | 2011-10-31 | 2011-10-31 | Automatically damping-changing front shock absorber of motorcycle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN102384211B (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103486190A (en) * | 2013-10-11 | 2014-01-01 | 重庆瑞翱机电设备有限公司 | Automatic variable damping front shock absorber of motorcycle capable of vibrating along with ups and downs of road surface |
| CN104747650A (en) * | 2015-01-21 | 2015-07-01 | 杨富云 | Shock absorbing method and shock absorber thereof |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2685650Y (en) * | 2004-01-29 | 2005-03-16 | 北京吉信气弹簧制品有限公司 | Support bar gas spring with variable damping structure |
| CN2804487Y (en) * | 2005-05-12 | 2006-08-09 | 隆昌山川减振器工业有限公司 | Air spring |
| JP2009103218A (en) * | 2007-10-23 | 2009-05-14 | Nifco Inc | Damper |
| US8302746B2 (en) * | 2008-10-21 | 2012-11-06 | Honda Motor Co., Ltd. | Hydraulic shock absorber |
| JP4729110B2 (en) * | 2008-11-28 | 2011-07-20 | 本田技研工業株式会社 | Variable damping force damper |
| CN201843931U (en) * | 2010-10-25 | 2011-05-25 | 重庆瑞翱机电设备有限公司 | Motorcycle front shock absorber with automatically changing damping resistance |
| CN101982670A (en) * | 2010-10-25 | 2011-03-02 | 重庆瑞翱机电设备有限公司 | Automatic variable damping front shock absorber of motorcycle and manufacture method thereof |
-
2011
- 2011-10-31 CN CN 201110336213 patent/CN102384211B/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| CN102384211A (en) | 2012-03-21 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN201843931U (en) | Motorcycle front shock absorber with automatically changing damping resistance | |
| CN108488288B (en) | Secondary structure inertial container with adjustable inertial mass coefficient | |
| CN201973163U (en) | Damper with function of damping force automatic change for shock absorber | |
| CN102352908B (en) | Motorcycle automatic damping-changing front shock absorber damper | |
| CN201258937Y (en) | Damper for motor vehicle | |
| CN102384211B (en) | Automatically damping-changing front shock absorber of motorcycle | |
| CN102352907B (en) | Motorcycle automatic damping-variable rear shock absorber | |
| CN100497077C (en) | Minitype tricar and motorcycle front suspension | |
| JP2007177884A (en) | Hydraulic shock absorber for vehicle | |
| CN101956781A (en) | Damp self-regulating front damper of motorcycle and manufacturing method thereof | |
| CN201818699U (en) | Motorcycle automatic damping-changing rear shock absorber | |
| CN2723765Y (en) | Double oil cylinder variable damping rear damper | |
| CN201973162U (en) | Damper capable of automatically changing damping force | |
| CN101975240B (en) | Automatic variable damping rear shock absorber of motorcycle and manufacturing method thereof | |
| CN201973159U (en) | Automatic damping variation shock absorber | |
| CN201461840U (en) | Foam metal type shock absorber | |
| CN201818700U (en) | Motorcycle front damper capable of automatically changing damping | |
| CN101603575A (en) | Vibration damper | |
| CN201184386Y (en) | Bidirectional damping variable damper | |
| CN211648891U (en) | Novel motorcycle shock-absorbing structure | |
| CN103486187A (en) | Automatic variable damping rear shock absorber of motorcycle capable of vibrating along with ups and downs of road surface | |
| CN205503852U (en) | Binocular hydraulic damper with mend oil in time, fully | |
| CN201068949Y (en) | Structure modified automobile anti-vibration device | |
| CN201401474Y (en) | Vibration absorber with improved structure | |
| CN213870882U (en) | Compression buffer structure of shock absorber |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20130424 Termination date: 20151031 |
|
| EXPY | Termination of patent right or utility model |