TWM556226U - Piston structure of motorcycle front shock absorber - Google Patents

Abstract

This creation department is about a "piston structure of the locomotive front shock absorber". The piston is internally provided with a piston, and the piston includes a main oil passage, one or more first auxiliary oil passages and one or more second auxiliary oil passages, and the first auxiliary oil passage bottom ends are disposed a first elastic valve body assembly that can be opened and closed and reset, and a second elastic valve body assembly that can be opened and closed and reset is disposed at a top end of each of the second auxiliary oil passages, wherein the two elastic valve body assemblies have different resistances; When the shock absorber is actuated, the special piston structure can be used to improve the shock absorbing performance, in particular, the extension side initial speed damping is increased to meet the actual demand.

Description

Piston structure of locomotive front shock absorber

The creation of the "piston structure of the locomotive front shock absorber" relates to a piston of a shock absorber which can be used to improve the technical field of initial velocity damping.

In the travel of various vehicles, the shock absorbers can absorb the vibration caused by the rugged road surface and reduce the discomfort of the occupants, and have a significant influence on the handling efficiency and stability of the vehicle. Generally, a soft reaction is required at the initial speed to improve comfort; at high speeds, a hard reaction is required to increase the grounding and stability. If you want to take into account both soft and hard reaction requirements, some high-end shock absorbers can even change the shock absorber effect by switching different damping oil holes.

All the shock absorbers in the workshop are still required to be stretched and reset after being actuated and compressed (known as the press side in the industry). However, it is not easy to fully meet the requirements of the extension side and the pressure side in the structural design. And there are difficulties, and there are many difficulties. As far as the conventional locomotive front shock absorber is used for the initial velocity performance of the extension side damping, there is always such a deficiency.

Obviously, the structure of the existing shock absorber is still not ideally perfected in terms of the initial velocity performance of the extension side damping, and it is necessary to improve. In view of this, the creator has specially developed the cost case, and can use the proposal of this case to improve the existing The shortcomings of the shock absorbers make the functions of the shock absorbers more perfect and ideal, and truly meet the actual needs.

In order to improve the initial speed performance of the front side damper of the conventional locomotive front shock absorber, the main purpose of the creation is to provide a "piston structure of the locomotive front shock absorber", which utilizes the special design of the piston structure. It can improve the overall suspension performance, especially the initial speed damping of the extension side, so as to achieve the purpose of meeting actual needs.

In order to achieve the above objective, the specific means of the present case is: inside the front shock absorber of the locomotive, a piston is fixed, the piston includes a main oil passage, one or more first auxiliary oil passages and one or more first a second auxiliary oil passage, a first elastic valve body assembly capable of opening and closing and resetting is disposed at a bottom end of the first auxiliary oil passage, and a second elastic valve body assembly capable of opening and closing and resetting is disposed at a top end of the second auxiliary oil passage The two elastic valve body assemblies have different resistances; wherein the elastic force of the first elastic valve body assembly is relatively small, that is, the resistance thereof is relatively small, the opening speed is relatively fast, and the oil body flow can be provided for the pressure side. As for the elastic force of the second elastic valve body assembly, the resistance is relatively large, that is, the resistance is relatively large, and the opening speed is relatively slow, which can be suitable for providing oil body flow when extending the side.

Preferably, the first elastic valve body assembly and the second elastic valve body assembly both have a valve function, and the structure can be used for deformation, and the function includes opening and closing.

Preferably, the piston includes a first body, the main oil passage is located in the first body, and the first auxiliary oil passages and the second auxiliary pair The oil passage is located in a second body of the first body side edge, and each of the first auxiliary oil passages, the second auxiliary oil passages and the main oil passages are independently disposed and are not connected to each other.

Preferably, each of the first auxiliary oil passages and the second auxiliary oil passages preferably have a slight inclination.

Preferably, the shock absorber comprises an outer oil pipe, a convex ring is arranged inside, and a concave ring is arranged on the second body side edge of the piston, and the concave ring is matched by the concave ring, so that the piston can be positioned The outer tubing is fixed at the location. The inside of the outer oil pipe is an outer space, and the outer space is provided with an inner oil pipe. The inner oil pipe is an inner space inside, and the piston is located at the top of the inner oil pipe.

Preferably, the first body and the second body are either a unitary structure or a combined structure.

1‧‧‧Shock absorber

11‧‧‧Outer tubing

110‧‧‧External space

12‧‧‧Inner pipe

120‧‧‧Internal space

13‧‧‧ convex ring

2‧‧‧Piston

21‧‧‧First Ontology

22‧‧‧Second ontology

221‧‧‧The first oil channel

222‧‧‧First elastic valve body assembly

223‧‧‧Second auxiliary oil passage

224‧‧‧Second elastic valve body assembly

225‧‧‧ concave ring

23‧‧‧Main oil gallery

3‧‧‧ oil body

The first picture is a schematic diagram of the overall structure of the creation.

The second picture is a cross-sectional structure diagram of the creation.

The third picture is a schematic diagram of the profile action state of the creation.

The fourth picture is a schematic diagram of another section of the action state of the creation.

I would like to elaborate on the details of the "piston structure of the front shock absorber of the locomotive" and the effects that can be produced, together with the drawings, and the preferred embodiment of the case is described in detail below.

First, please refer to the first figure and the second figure. In the present case, the "piston structure of the front shock absorber of the locomotive", inside the shock absorber 1, a piston 2 is fixed, and the piston 2 includes a main oil passage 23, one or More than one first auxiliary oil passage 221 and one or more second auxiliary oil passages 223, the first auxiliary oil passage 221 is provided with a first elastic valve body assembly 222 that can be opened and closed and reset at the bottom end of the first auxiliary oil passage 221, and the first A second elastic valve body assembly 224 is provided at the top of the second oil passage 223 for opening and closing and resetting. The two elastic valve body assemblies have different resistances; wherein the elastic force of the first elastic valve body assembly 222 is relatively small, that is, The resistance is relatively small, the opening speed is relatively fast, and the oil body flow can be provided for the pressure side. The elastic force of the second elastic valve body assembly 224 is relatively large, that is, the resistance is relatively large, and the opening speed is relatively high. Slow, it can be used to provide oil flow in general when extending the side. The first elastic valve body assembly 222 and the second elastic valve body assembly 224 both have a valve function, and the structure can be used for deformation, and the functions include opening and closing. The piston 2 includes a first body 21, and the main oil passage 23 is located in the first body 21, and the first auxiliary oil passages 221 and the second auxiliary oil passages 223 are located beside the first body 21. In the second body 22, the first auxiliary oil passages 221, the second auxiliary oil passages 223 and the main oil passages 23 are independently disposed and are not connected to each other. Preferably, each of the first auxiliary oil passages 221 and the second auxiliary oil passages 223 have a slight inclination. The shock absorber 1 includes an outer oil pipe 11 and a convex ring 13 disposed therein. A concave ring 225 is disposed on a side edge of the second body 22 of the piston 2. The concave ring 225 is used to engage the convex ring 13 to enable the piston. 2 is positioned at a fixed position of the outer oil pipe 11. The inside of the outer oil pipe 11 is an outer space 110. The outer space 110 is provided with an inner oil pipe 12. The inner oil pipe 12 is internally provided with an inner space 120, and the piston 2 is located at the top of the inner oil pipe 12.

When the shock absorber 1 is actuated and compressed, as shown in the third figure, part of the oil body 3 passes through the piston 2 due to being forced to flow into the main oil passage 23, A part of the oil body 3 enters the first auxiliary oil passage 221, and the second auxiliary oil passage 223 is closed by the top second elastic valve body assembly 224; the oil body 3 enters the first auxiliary oil passage 221 and will follow the trend. The first resilient valve body assembly 222 is pushed open and finally passed through the piston 2. After the above-mentioned pressure side action is completed, the shock absorber 1 needs to perform the extension side action to reset. As shown in the fourth figure, the oil body 3 is recirculated, and part of the oil body 3 flows into the main oil passage 23 and passes through the piston 2, and other parts of the oil The body 3 will enter the second auxiliary oil passage 223. At this time, the first auxiliary oil passage 221 is closed by the bottom first elastic valve body assembly 222; after the oil body 3 enters the second auxiliary oil passage 223, the first auxiliary oil passage 3 will be pushed forward. The second resilient valve body assembly 224 finally passes through the piston 2.

Since the elastic force of the first elastic valve body assembly 222 is relatively small, that is, the resistance is relatively small, the opening speed is relatively fast, and the oil body flow can be provided for the pressure side; and the second elastic valve body is provided. The elastic force of the assembly 224 is relatively large, that is, its resistance is relatively large, and the opening speed is relatively slow, which can be adapted to provide oil flow in general when the side is extended. Therefore, the single structure can fully meet and satisfy the pressure side and the extension side of the shock absorber 1, so as to improve the suspension performance, and particularly improve the initial speed damping of the extension side to meet the actual demand.

In summary, the technical content of the "piston structure of the front shock absorber of the locomotive" in this case is in full compliance with the requirements for the acquisition of the new patent. The case was indeed exploited in the industry and was not seen in the publication or publicly used before the application, and is not a technology known to the public. Furthermore, this case effectively solves the long-standing problems in the prior art and achieves the long-term needs of relevant users and consumers. It is proved that the new model cannot be easily completed. The case is rich in "industry useability", "novelty" and "progressiveness" as stipulated in the Patent Law. The patents are submitted in accordance with the law, and the bureau is required to investigate in detail and approve the patent as soon as possible to protect the wisdom of the applicant. Property rights, encourage innovation.

Although the present invention is described by the foregoing embodiments, it can still be changed. The form and details are achieved without departing from the spirit of the present invention and are understood by those skilled in the art. The preferred embodiment of the present invention is only one of the ways in which the present invention can be implemented in a specific manner, but is not limited thereto, and should be defined in the scope of the appended patent application.

Claims (7)

A piston structure of a front shock absorber of a locomotive, wherein a piston is fixed inside the shock absorber, the piston includes a main oil passage, one or more first auxiliary oil passages and one or more second auxiliary shafts An oil passage; wherein a first elastic valve body assembly that can be opened and closed and reset is disposed at a bottom end of the first auxiliary oil passage, and a second elastic valve body assembly that can be opened and closed and reset is disposed at a top end of the second auxiliary oil passage . The piston structure of the locomotive front shock absorber according to claim 1, wherein the elastic force of the first elastic valve body assembly is relatively small, that is, the resistance is relatively small, and the opening speed is relatively fast; the second elasticity The spring force of the valve body assembly is relatively large, that is, its resistance is relatively large, and the opening speed is relatively slow. The piston structure of the locomotive front shock absorber according to claim 1, wherein the piston includes a first body, the main oil passage is located in the first body, and the first auxiliary oil passages and the respective The second auxiliary oil passage is located in a second body of the first body side edge, and each of the first auxiliary oil passages, the second auxiliary oil passages and the main oil passages are independently disposed and are not connected to each other. The piston structure of the locomotive front shock absorber according to claim 1, wherein each of the first auxiliary oil passages and the second auxiliary oil passages are designed with a slight inclination or a straightness. The piston structure of the locomotive front shock absorber according to claim 3, wherein the shock absorber comprises an outer oil pipe, a convex ring is arranged inside, and the live The second body side edge of the plug is provided with a concave ring, and the concave ring is engaged with the convex ring to enable the piston to be positioned at the fixed position of the outer oil pipe. The piston structure of the locomotive front shock absorber according to claim 5, wherein the outer oil pipe is an outer space, the outer space is provided with an inner oil pipe, and the inner oil pipe is an inner space, and the piston is located at the inner At the top of the inner tubing. The piston structure of the locomotive front shock absorber according to claim 3, wherein the first body and the second body are of a one-piece structure or a combined structure.