TWI417216B - Fornt suspension shock absorber of motorcycle - Google Patents

Description

Locomotive front fork shock absorber

The present invention relates to a locomotive front fork shock absorber, and more particularly to a locomotive front fork shock absorber for use with a gas cylinder.

In order to provide the comfort of the locomotive rider during riding, and to reduce the impact force caused by the locomotive running on the uneven section, shock absorbers are installed on the front and rear wheels of the locomotive.

Please refer to FIG. 1 , which is a schematic diagram of a prior art fork shock absorber. The shock absorber 1 includes a sliding cylinder 11, a mud stick 12, a front fork tube 13, a return spring 14, and hydraulic oil 15. A sliding ring 121 is disposed on the top of the mud stick 12 for providing the mud bar 12 in the sliding cylinder 13. The sliding ring 121 is in close contact with the inner wall of the front fork pipe 13, and the bottom of the mud bar 12 has a pipe seat 122 fixed to the bottom. Inside the sliding cylinder 11. In addition, the mud bar 12 further has a plurality of through holes 123, so that an oiling chamber 16 and a lower oil chamber 17 for circulating hydraulic oil are formed between the sliding cylinder 11, the front fork pipe 13, and the mud bar 12 respectively. The chambers 16 and 17 are connected by the mud stick 12, and the hydraulic oil 15 is filled into the upper and lower oil chambers 16, 17 and the mud bar 12. The return spring 14 is disposed between the mudguard rod 12 and the front fork tube 13, and one end of the return spring 14 abuts against the top end of the front fork tube 13, and the other end abuts against the sliding ring 121, and the oil is supplied by the return spring 14. The supporting force required to press the shock absorber 1. In addition, the shock absorber 1 further includes a screw 18 that is attached to the sliding cylinder 11 and the socket 122.

When the locomotive is driving on the bumpy road surface, the sliding cylinder 11 and the mud dam 12 will reciprocate up and down with respect to the front fork tube 13, and compress or stretch the return spring 14, so that the hydraulic oil 15 passes through the mud stick 12 to be oiled up and down. The chambers 16, 17 and the front fork tube 13 reciprocately flow, thereby providing the compressive mud resistance or the tensile mud resistance required for compressing and stretching the return spring 14, so that the hydraulic shock absorber 1 is compressed and stretched. This kind of action greatly buffers the vibration caused by the bumps on the front wheel while maintaining the user's body balance during riding.

The invention provides a locomotive front fork shock absorber, which is used in combination with a gas cylinder to adjust the flow of hydraulic oil in the shock absorber to the gas cylinder, thereby changing the mud resistance coefficient to improve the user's comfort during riding.

The flow rate of the hydraulic oil flowing from the sliding cylinder to the front fork tube is related to the rebound speed of the spring in the front fork tube. The front fork shock absorber of the locomotive of the present invention can adjust the flow rate of the hydraulic oil flowing from the sliding cylinder to the front fork tube. The user can adjust the springback speed of the spring in the front fork tube to provide better driving comfort.

To achieve the above object, a locomotive front fork shock absorber according to the present invention is used in combination with a gas cylinder, the locomotive front fork shock absorber comprising a mud bar, an adjusting tube and a connecting tube. The mud bar has a first opening, and the adjusting tube is disposed in the mud bar, and one end of the adjusting tube is exposed to the mud bar. One of the first ends of the connecting tube is combined with the mud bar, and a second end of the connecting tube has a plurality of second openings, the second openings being in communication with the oil passage of the cylinder.

In a preferred embodiment of the invention, the length of the adjustment tube is greater than the length of the sludge block.

In a preferred embodiment of the present invention, the locomotive front fork shock absorber further includes a front fork tube, a spring, and a sliding cylinder. The front fork tube is sleeved on a partial mud bar and an adjustment tube, and the front fork tube has a first chamber. The spring is disposed on the inner wall of the front fork pipe and abuts against the upper end of the mud bar. The sliding cylinder is slidably coupled to the front fork tube and has a second chamber between the sliding rod and the mud stick.

In a preferred embodiment of the invention, the first opening of the mud bar is in communication with the second chamber of the sliding cylinder.

In a preferred embodiment of the invention, the gas cylinder can be a stationary gas cylinder or an external gas cylinder.

In a preferred embodiment of the present invention, the gas cylinder comprises a fixing frame and a cylinder body, and the cylinder body is connected to the connecting tube by the fixing frame.

In a preferred embodiment of the invention, the mounting bracket has a perforation that passes through the perforation.

In a preferred embodiment of the invention, the gas cylinder further includes an adjustment member at least partially located on the oil passage in the cylinder or the holder.

In a preferred embodiment of the present invention, when the locomotive front fork shock absorber is pressed, a hydraulic oil flows from the first opening to the mud bar and then to the second opening of the connecting pipe.

In a preferred embodiment of the present invention, the adjusting tube has a plurality of third openings, and the openings are disposed at a first end of the adjusting tube, and the third openings are unequal in size.

In a preferred embodiment of the invention, the mud bar has a fourth opening that is aligned with one of the third openings.

In a preferred embodiment of the invention, the adjustment tube has a fifth opening that communicates with the third opening.

In a preferred embodiment of the present invention, when the locomotive front fork shock absorber is pressed, a hydraulic oil flows from the first opening to the mud bar, and then enters the adjusting tube through the fifth opening of the adjusting tube. Then, the third opening of the adjusting tube flows out of the adjusting tube, and the fourth opening of the sludge blocking rod flows out of the sludge blocking rod.

In a preferred embodiment of the present invention, the locomotive front fork shock absorber further includes a rotating member coupled to the second end of the adjusting tube.

In a preferred embodiment of the present invention, the adjusting tube further has an elongated groove, one end of the elongated groove corresponds to the first opening of the mud bar, and the other end of the elongated groove corresponds to the connecting tube Two openings.

According to the invention, a locomotive front fork shock absorber according to the present invention is used in combination with a gas cylinder, and the hydraulic oil in the sliding cylinder can flow to the gas cylinder through the mud stick, the regulating tube and the connecting tube, so that the adjustable shock absorber can be adjusted. The amount of oil in the hydraulic oil in the device, which in turn changes the mud resistance coefficient. In addition, the user can adjust the flow of the hydraulic oil from the sliding cylinder to the front fork tube by adjusting the opening of the adjusting tube and the mud stick, so that the user can adjust the spring of the front fork tube according to the requirement. Bomb speed. Compared with the prior art, the locomotive front fork shock absorber of the invention not only has the function of adjustable mud resistance, but also has the function of rebound resilience to provide better ride comfort for the user.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a locomotive front fork suspension according to a preferred embodiment of the present invention will be described with reference to the accompanying drawings, wherein the same elements will be described with the same reference numerals.

2 and FIG. 3, wherein FIG. 2 is a schematic view of a locomotive front fork shock absorber and a gas cylinder according to a preferred embodiment of the present invention, and FIG. 3 is a perspective view of a locomotive front fork shock absorber according to a preferred embodiment of the present invention. Separation schematic. First of all, the locomotive front fork shock absorber 2 disclosed in the present invention is used in conjunction with a gas cylinder 3, and the gas cylinder 3 is connected to the locomotive front fork shock absorber 2, and is disposed on the locomotive front fork shock absorber 2 Side of the side. The gas cylinder 3 can be a stationary gas cylinder or an external gas cylinder. The gas cylinder 3 of the present embodiment is exemplified by an external gas cylinder, but is not limited to the present invention. The structure and aspect of the gas cylinder 3 will be described in detail later.

The locomotive front fork shock absorber 2 includes a mud bar 21, an adjustment tube 22, a connecting tube 23, a front fork tube 24, a spring 25, and a sliding cylinder 26.

Please refer to FIG. 2 and FIG. 4 at the same time, wherein FIG. 4 is an exploded perspective view of the mud stick, the adjusting tube, the connecting tube and the gas bottle of the present invention. The mud bar 21 has a first end 211, a second end 212, a first opening 213 and a fourth opening 214, wherein the fourth opening 214 is disposed at the first end 211 of the sludge stick 21, and An opening 213 is disposed at the second end 212 of the mud stick 21. Each of the first opening 213 and the fourth opening 214 is exemplified by a circular hole. In this embodiment, the first opening 213 is larger than the fourth opening 214, but is not limited to the present invention. The mud bar 21 of the present embodiment is exemplified by a plurality of first openings 213 which are disposed around the mud bar 21.

The adjusting tube 22 has a first end 221, a second end 222, a plurality of third openings 223 and a fifth opening 224. The adjusting tube 22 is disposed in the sludge blocking rod 21. Since the length of the adjusting tube 22 is greater than the length of the sludge blocking rod 21, one end of the adjusting tube 22 is exposed to the sludge blocking rod 21 (as shown in FIG. 3). That is, the second end 222 of the adjustment tube 22 is exposed to the mud bar 21. The third openings 223 are disposed at the first end 221 of the adjustment tube 223, and the third openings 223 are unequal in size. The fourth opening 214 of the mud stick 21 is aligned with one of the third openings 223. The fifth opening 224 is in communication with the third openings 223. In addition, the adjusting tube 22 of the embodiment further has an elongated recess 225. One end of the elongated recess 225 corresponds to the first opening 213 of the mud bar 21, and the other end of the elongated recess 225 corresponds to the connecting tube 23. . The third opening 223 and the fifth opening 224 are both circular holes as an example, but are not limited to the present invention.

The connecting tube 23 has a first end 231, a second end 232 and a plurality of second openings 233. The first end 231 and the second end 232 are provided with a spiral pattern, and the first end 231 of the connecting tube 23 and the second end 212 of the mud bar 21 are screwed together. The second openings 233 of the connecting tube 23 correspond to the other end of the elongated recess 225. The second opening 233 of the connecting tube 23 is connected to an oil passage 322 of the gas cylinder 3, and the second opening 233 is exemplified by a circular hole. The size of the second opening 233 can be Equivalent or unequal, the embodiment is exemplified by the equal size of the second openings 233, and is evenly disposed on the outer wall of the second end 232 of the connecting tube 23, but is not limited to the present invention. It should be noted that when the adjusting tube 22 is disposed through the combined mud bar 21 and the connecting tube 23, the partial adjusting tube 22 is exposed at the second end 232 of the connecting tube 23.

Referring to FIG. 2 and FIG. 3 , the front fork tube 24 is sleeved on a partial mud bar 21 , an adjusting tube 22 and a connecting tube 23 . The front fork tube 24 has a top cover 241 , a first chamber 242 and a third chamber . Room 243. The top cover 241 is disposed at one end of the front fork tube 24, the first chamber 242 has gas and hydraulic oil (not shown), and the third chamber 243 is located between the front fork tube 24 and the mud stick 21, and the third The chamber 243 has hydraulic oil.

The spring 25 is disposed on the inner wall of the front fork tube 24. One end of the spring 25 is bottomed on the top cover 241 of the front fork tube 24, and the other end is abutted against the upper end of the mud bar 21.

The sliding cylinder 26 is slidably coupled to the front fork pipe 24, and the adjusting pipe 22 and the connecting mud bar 21 and the adjusting pipe 23 are disposed through the sliding cylinder 26, and the second cylinder 261 is disposed between the sliding cylinder 26 and the mud bar 21. The second chamber 261 has hydraulic oil therein. Since the first opening 213 of the mud stick 21 is in communication with the second chamber 261 of the sliding cylinder 26, hydraulic oil in the second chamber 261 of the sliding cylinder 26 can flow to the first opening 213 through the first opening 213. 1 inside the mud stick.

As shown in FIG. 4, the locomotive front fork shock absorber 2 of the present embodiment further includes a rotating member 27 connected to the second end 222 of the adjusting tube 22, and the rotating member 27 is disposed below the sliding cylinder 26. The rotation of the adjustment tube 22 can be driven by operating the rotating member 27, and the third opening 223 of different apertures can be adjusted to align with the fourth opening 214 of the mud bar 21.

The gas cylinder 3 includes a cylinder body 31 and a fixing frame 32. The cylinder body 31 is connected to the connecting tube 23 by a fixing frame 32. The fixing frame 32 has a through hole 321 and an oil passage 322 through which the adjusting tube 22 and the connecting tube 23 pass. The second openings 233 of the connecting pipe 23 are in communication with the oil passage 322 of the fixing frame 32. The gas cylinder 3 of the present embodiment further includes an adjusting member 33 at least partially located on the oil passage 322 in the gas cylinder 3 or the fixing frame 32. In the embodiment, the adjusting member 33 is located in the oil passage 322 of the fixing frame 32. In the above, the user can adjust the diameter of the oil passage 322 of the fixing frame 32 by adjusting the adjusting member 33, thereby affecting the amount of oil passing through the oil passage 322 per unit time.

The above is the structure of the locomotive front fork shock absorber 2 and the gas cylinder 3 disclosed in the present invention, and the connection is still based on the above-mentioned drawings (Fig. 2 to Fig. 4), and the locomotive front fork shock absorber 2 and The gas cylinder 3 is used in the actual application as an example, and a detailed description is given to explain the operation of the locomotive front fork shock absorber 2 and the gas cylinder 3 of the present invention.

When the locomotive front fork shock absorber 2 is pressed, the front fork tube 24 slides relative to the sliding cylinder 26, thereby reducing the space of the second chamber 261. Therefore, the hydraulic oil originally in the second chamber 261 flows from the second chamber 261 through the first openings 213 of the mud bar 21 to the sludge stick 21. Since there is still space in the inner wall of the adjusting tube 22 and the mud bar 21 , the hydraulic oil can flow down through the long groove 225 of the adjusting pipe 22 , flow to the connecting pipe 23 , and then through the second opening of the connecting pipe 23 . The hole 233 and the oil passage 322 of the holder 32 of the gas cylinder 3 flow to the cylinder body 31. The hydraulic oil in the locomotive front fork shock absorber 2 flows to the gas cylinder 2 via the adjusting pipe 22 and the connecting pipe 23 to adjust the amount of hydraulic oil in the locomotive front fork shock absorber 2, so that the locomotive front fork of the present invention is circumvented The shock absorber 2 has the effect of adjusting the mud resistance.

In addition, since the fixing frame 32 of the embodiment has the adjusting member 33 for adjusting the diameter of the oil passage 322, the user can adjust the flow rate or the flow rate of the hydraulic oil of the locomotive front fork shock absorber 2 to the cylinder body 31. By adjusting the adjusting member 33 located on the fixing frame 32, the volume blocked by the adjusting member 33 in the oil passage 322 in the fixing frame 32 is controlled, thereby changing the diameter of the oil passage 322 which can be circulated in the fixing frame 32, thereby adjusting the unit time. The internal hydraulic oil passes through the flow rate and flow rate of the oil passage 322, so that the user can make a more detailed mud resistance adjustment.

When the locomotive front fork shock absorber 2 returns to the stretched state from the pressed state, the hydraulic oil of the cylinder body 31 passes through the original hydraulic oil from the second chamber 261, the mud bar 21, the adjusting tube 22, and the connecting tube 23 And the path of the holder 32 flowing into the bottle body 31 flows back to the second chamber 261.

Further, when the locomotive front fork shock absorber 2 is pressed, hydraulic oil flows from the second chamber 261 through the first openings 213 into the mud bar 21. Thereafter, a part of the hydraulic oil flows into the adjustment pipe 22 from the fifth opening 224 of the adjustment pipe 22, and the hydraulic oil not only flows downward but also flows upward in the adjustment pipe 22, and these are adjusted by the adjustment pipe 22. The third opening 223 flows out of the adjusting tube 22, and then flows out of the sludge blocking rod 21 from the fourth opening 214 of the mud bar 21 to the third chamber 243 between the front fork tube 24 and the mud bar 21. Since the third chamber 243 also has a spring S, the hydraulic oil flowing to the third chamber 243 can assist the compressed spring S to recover. In the past, the top mud rod 21 is resisted, and the mud bar 21 is reduced by the spring 25. The pressure received, in turn, contributes to the springback of the spring 25. It should be noted that the third openings 223 are unequal in size, and the fourth opening 214 of the mud bar 21 is aligned with one of the third openings 223. Since the flow rate of the hydraulic oil from the second chamber 261 of the sliding cylinder 26 to the third chamber 243 of the front fork tube 24 is related to the rebound speed of the spring 25 in the front fork tube 24, the user can borrow The adjusting tube 22 is rotated by the operating rotating member 27 to adjust the third opening 223 of the different apertures to align with the fourth opening 214 of the mud stick 21 The flow rate and flow rate of the hydraulic oil flowing from the third opening 223 of the adjustment pipe 22 to the mud bar 21 are controlled. For example, when the third opening 223 having a larger aperture is aligned with the fourth opening 214, the flow rate of the hydraulic oil from the second chamber 261 to the front fork tube 24 is larger; the alignment of the fourth opening 214 is When the third opening 223 having a small aperture has a small flow rate of hydraulic oil flowing from the second chamber 261 to the front fork tube 24, the springback speed of the spring 25 in the front fork tube 24 is adjusted to adjust the present invention. The locomotive front fork shock absorber 2 has the effect of rebound resilience.

When the locomotive front fork shock absorber 2 returns to the stretched state from the pressed state, the hydraulic oil of the third chamber 243 flows into the second chamber 261, the mud stick 21 and the adjusting tube 22 via the original hydraulic oil. The path of the three chambers 243 flows back to the second chamber 261.

In summary, according to the present invention, a locomotive front fork shock absorber is used in combination with a gas cylinder, and the hydraulic oil in the sliding cylinder can flow to the gas cylinder through the mud stick, the regulating tube and the connecting tube, so that the adjustable shock absorber can be adjusted. The amount of hydraulic oil in the device, which in turn changes the mud resistance coefficient. In addition, the user can adjust the flow of the hydraulic oil from the sliding cylinder to the front fork tube by adjusting the opening of the adjusting tube and the mud stick, so that the user can adjust the spring of the front fork tube according to the requirement. Bomb speed. Compared with the prior art, the locomotive front fork shock absorber of the invention not only has the function of adjustable mud resistance, but also has the function of rebound resilience to provide better ride comfort for the user.

The above is intended to be illustrative only and not limiting. Any equivalent modifications or alterations to the spirit and scope of the invention are intended to be included in the scope of the appended claims.

1‧‧‧Shock absorber

11, 26‧‧‧ slide cylinder

12, 21‧‧ ‧ mud stick

121‧‧‧Sliding ring

122‧‧‧Tube

123‧‧‧through hole

13, 24‧‧‧ front fork tube

14‧‧‧Return spring

15‧‧‧Hydraulic oil

16‧‧‧ Oiling room

17‧‧‧Under the oil room

18‧‧‧ screws

2‧‧‧Motorcycle front fork shock absorber

211, 221, 231‧‧‧ first end

212, 222, 232‧‧‧ second end

213‧‧‧First opening

214‧‧‧fourth opening

22‧‧‧Adjustment tube

223‧‧‧ third opening

224‧‧‧ fifth opening

23‧‧‧Connected tube

233‧‧‧Second opening

241‧‧‧Top cover

242‧‧‧ first chamber

243‧‧‧ third chamber

25‧‧‧ Spring

261‧‧‧Second chamber

27‧‧‧Rotating parts

3‧‧‧ gas cylinders

31‧‧‧ gas cylinder body

32‧‧‧ Fixing frame

321‧‧‧Perforation

322‧‧‧ oil road

1 is a schematic view of a conventional front fork shock absorber; FIG. 2 is a schematic view of a locomotive front fork shock absorber and a gas cylinder according to a preferred embodiment of the present invention; and FIG. 3 is a locomotive front fork according to a preferred embodiment of the present invention; Schematic diagram of the exploded view of the shock absorber; and FIG. 4 is an exploded view of the mud stick, the adjusting tube, the connecting tube and the gas cylinder according to the present invention.

2. . . Locomotive front fork shock absorber

twenty one. . . Resistance mud stick

213. . . First opening

twenty two. . . Adjustment tube

twenty three. . . Connecting tube

twenty four. . . Front fork tube

241. . . Top cover

242. . . First chamber

243. . . Third chamber

25, S. . . spring

26. . . Sliding cylinder

261. . . Second chamber

27. . . Rotating piece

3. . . Gas cylinder

31. . . Gas cylinder body

32. . . Fixing frame

322. . . Oil road

Claims (13)

A locomotive front fork shock absorber is used in combination with a gas cylinder, comprising: a mud block having a first opening; an adjusting tube disposed in the mud bar, one end of the adjusting tube being exposed to the mud bar a connecting tube, a first end of which is coupled to the mud bar, a second end of the connecting tube has a plurality of second openings, the second opening is in communication with the oil passage of the cylinder; a fork tube is sleeved on a portion of the mud rod and the adjusting tube, the front fork tube has a first chamber; a spring is disposed on an inner wall of the front fork tube and abuts against an upper end of the mud stick; and a sliding cylinder is slidably coupled to the front fork tube, and a second chamber is disposed between the sliding cylinder and the mud stick; wherein the adjusting tube further has an elongated groove, and one of the elongated grooves is paired The first opening of the mud rod should be blocked, and the other end of the elongated groove corresponds to the second opening of the tube. The locomotive front fork shock absorber according to claim 1, wherein the length of the adjusting tube is greater than the length of the mud bar. The locomotive front fork shock absorber of claim 1, wherein the first opening of the mud bar is in communication with the second chamber of the sliding cylinder. The locomotive front fork shock absorber according to claim 1, wherein the gas cylinder can be a fixed gas cylinder or an external gas cylinder. The locomotive front fork shock absorber according to claim 1, wherein the gas cylinder comprises a fixing frame and a cylinder body, and the cylinder body is connected to the connecting tube by the fixing frame. The locomotive front fork shock absorber according to claim 5, wherein the fixing frame has a through hole, and the adjusting tube passes through the through hole. The locomotive front fork shock absorber according to claim 5, wherein the gas cylinder further comprises an adjusting member at least partially located on an oil passage of the gas cylinder or the fixing frame. The locomotive front fork shock absorber according to claim 1, wherein when the locomotive front fork shock absorber is pressed, a hydraulic oil flows from the first opening to the mud dam and then flows to the connection. The second opening of the tube. The locomotive front fork shock absorber according to claim 1, wherein the adjusting tube has a plurality of third openings, and the third openings are disposed at a first end of the adjusting tube, and the third opening The sizes of the holes are not equal. The locomotive front fork shock absorber of claim 9, wherein the mud bar has a fourth opening that is aligned with one of the third openings. The locomotive front fork shock absorber according to claim 10, wherein the adjusting tube has a fifth opening that communicates with the third opening. The locomotive front fork shock absorber according to claim 11, wherein when the locomotive front fork shock absorber is pressed, a hydraulic oil flows from the first opening to the mud bar, and the adjusting tube is further The fifth opening enters the adjusting tube, and the third opening of the adjusting tube flows out of the adjustment The tube exits the sludge block from the fourth opening of the mud bar. The locomotive front fork shock absorber according to claim 1, further comprising: a rotating member connected to the second end of the adjusting tube.