An energy-absorbing protective bow and its installation method

Abstract

This invention discloses an energy-absorbing handlebar guard and its installation method. An energy-absorbing spring is placed in the handlebar, and the thin end of a hexagonal insert rod is inserted into the hexagonal hole of the handlebar to press down on the energy-absorbing spring. When the motorcycle reverses to the left, the handlebars tilt to the left due to gravity. When the handlebars hit the ground, the insert rod contacts the ground immediately and compresses the energy-absorbing spring, reducing the impact force and preventing the handlebars from breaking, further reducing the risk of handlebar deformation or breakage. The handlebar screw, through the wedge-shaped clamping force of the inner and outer wedge tubes, prevents the end from rotating and prevents the crossbar from swinging along the handlebar axis. Combined with the restraining force of the shock-absorbing front clamp on the movement direction of the right and left chamfers, this further protects the handlebars. Since the two ends of the handlebars generally tilt upwards and backwards relative to the vehicle's horizontal direction, the installation angle of the end is adjusted using outer and inner offset shims. Some motorcycles have raised handlebars, so insert rods with different angles are used, and adjustments are made by rotating the shock-absorbing front clamp left and right, suitable for different motorcycle installations. A windshield is also optional depending on the temperature and speed.

Description

Technical Field

[0001] This invention relates to the field of motorcycle handlebar protection technology, specifically an energy-absorbing handlebar guard and its installation method. Background Technology

[0002] Motorcycles are becoming increasingly popular, with a significant number of people enjoying off-road motorcycles. However, off-road riding, whether on tracks or in mountains, carries a high risk and is prone to crashes. In a crash, the handlebars typically hit the ground first. Because the handlebars have a large momentum P at the moment of impact, their velocity instantly drops to zero, resulting in a significant impact force that can easily deform or even break them. Furthermore, motorcycles have clutch and brake levers on the handlebars. When a motorcycle crashes, the front wheel tilts in the direction of the fall, and uneven ground with hard objects like rocks can easily damage these levers after a crash.

[0003] When riding off-road motorcycles on forest trails, you may encounter obstacles such as branches, thorns, and tall grass, which can easily scratch your hands. In addition, when the temperature is low, riding at high speeds can result in a biting wind blowing against your hands. Summary of the Invention

[0004] The purpose of this invention is to provide an energy-absorbing bow protector and an adjustment method to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] An energy-absorbing protective bow includes a right turn bar, a left turn bar, a plug bar, an energy-absorbing spring, a crossbar, and a windshield. The small end of the right turn bar is fixed to the front shock absorber clamp by a pin. The front shock absorber clamp and the rear shock absorber clamp are fixed to the upper end of the right front shock absorber by shock absorber clamp screws. The small end of the left turn bar is fixed to the front shock absorber clamp by a pin. The front shock absorber clamp and the rear shock absorber clamp are fixed to the upper end of the left front shock absorber by shock absorber bracket screws.

[0007] The energy-absorbing spring is installed at the deepest part of the large end holes of the right and left cranks, and the hexagonal end of the insertion rod is inserted into the end holes of the right and left cranks respectively;

[0008] The crossbar is connected to the other end of the insert rod by a pin, and the other end of the crossbar is connected to the end cap by a pin.

[0009] The end is fixed to the handlebars by handlebar screws;

[0010] The handlebar screw presses the inner and outer wedge tubes together with the recessed nut, causing them to generate a huge frictional force with the inner wall of the handlebar.

[0011] The two ends of the end are respectively provided with an outer offset pad and an inner offset pad;

[0012] The outer end of the end cap is fitted with a buffer plug;

[0013] Windshields are fitted on the left and right turn bars.

[0014] As a further aspect of the present invention: the front and rear shock absorbers have internal arcs of the same radius, smaller than semicircles; the bottom of the front and rear shock absorbers has symmetrical platforms, and the vertical platforms have symmetrical threaded holes; the curved edges of the front and rear shock absorbers have reinforcing ribs, and the contact points between the reinforcing ribs and the curved surfaces have rounded chamfers; one side of the front shock absorber has a boss, and the boss has a U-shaped groove inside, with a certain angle between the upper and lower surfaces of the U-shaped groove and the upper and lower surfaces of the boss; the boss has a threaded hole, the central axis of which is perpendicular to the inner tangent of the U-shaped groove, and the top and bottom of the threaded hole have small oblique tangents perpendicular to the central axis of the threaded hole at the contact points with the upper and lower surfaces of the boss.

[0015] As a further aspect of the present invention: the right and left cranks are Z-shaped, with large and small ends at both ends and a middle end in the middle. The large end has a deep hole at its center, and the inner end of the deep hole is a circular hole. An energy-absorbing spring is placed inside the circular hole. The outer diameter of the energy-absorbing spring is slightly smaller than the outer diameter of the deep hole. The outer end of the deep hole is a hexagonal hole, and the hexagonal inscribed circle of the hexagonal hole is larger than the diameter of the circular hole of the deep hole. The large end has an induction cutting groove. The small end of the right and left cranks has a beveled surface. The beveled surfaces of the right and left cranks are opposite in direction and symmetrical. The center of the beveled surface has a through hole. The cross-section of the right and left cranks is a square, and the four corners of the square are chamfered. The angle between the center line of the large end and the center line of the middle end of the right and left cranks is greater than 90°, in the range of 120°-150°, and the center lines of the large end and the small segment are not parallel, with a small angle of 3°-10°. As a further aspect of the present invention: the insertion rod is divided into a thick end and a thin end at both ends. The cross-section of the thick end is a square with chamfered corners, and the cross-section of the thin end is a regular hexagon. The inscribed circle of the regular hexagon is slightly smaller than the inscribed circle of the regular hexagonal hole at the large end of the right bend rod. The connection between the thick end and the thin end has rounded corners. The central axes of the thick end and the thin end are coaxial. The top of the thin end has a small frustum, and the head of the thin end has an induction groove. The insertion rod has ± scale values ​​(0-30°), and the angle between the upper plane of the thick end and the upper plane of the thin end is the scale value. The head of the thick end of the insertion rod has a U-shaped groove. The upper plane of the U-shaped groove is parallel to the top of the insertion rod, and there is a through threaded hole perpendicular to the U-shaped groove. The bottom of the U-shaped groove is not a plane, but a herringbone-shaped double symmetrical inclined plane with a higher middle section. The head of the thick end of the insertion rod has double rounded corners. The diameter of the rounded corners is the same as the width of the insertion rod, and the center of the rounded corners coincides with the center of the through threaded hole. The length of the regular hexagonal thin end of the insertion rod is the same as the depth of the hexagonal hole at the large end of the right bend rod. The narrow, hexagonal end of the insert rod is inserted into the hexagonal hole at the large end of the right and left bend rods, and a spring is pressed in.

[0016] As a further aspect of the present invention: the crossbar has a square cross-section with chamfered corners, and the two ends are divided into a convex end and a concave end. The convex end has a vertical through hole, and the head has a rounded corner with the same center as the through hole. The diameter of the rounded corner is the same as the length of the square cross-section of the crossbar. The protrusion of the convex end matches the U-shaped groove of the insertion rod, and the bottom of the convex end has a herringbone double symmetrical bevel. The concave end of the crossbar has a through threaded hole.

[0017] As a further aspect of the present invention: the bottom surface of the end cap has knurling, and there is a penetrating fine hole at the center of the bottom. The diameter of the fine hole is 2-5mm larger than the outer diameter of the handlebar screw. The upper end of the end cap has a coaxial coaxial coaxial hole, and the depth of the coarse hole is slightly more than half the height of the end cap. The main body of the end cap is rectangular with rounded corners. There is a boss on the short side facing outwards, and the boss is oriented to the left side of the end cap. The boss has a transverse penetrating hole. The lower corner of the boss is rounded, and the center of the boss coincides with the center of the penetrating hole. The thickness of the boss matches the concave end of the crossbar. There are small grooves on the left and right sides of the coarse hole opening. The bottom of the buffer stop has a locking platform that matches the small groove. The top of the buffer stop has a straight groove, and the straight groove corresponds to the direction of the locking platform.

[0018] As a further aspect of the present invention: the outer offset washer has the same diameter as the end coarse hole and is clearance fit; the bottom of the outer offset washer is a flat cylinder with an oblique cut on the top; there is a slotted groove at the lower part of the oblique cut surface pointing towards the center; the center of the outer offset washer has a through hole perpendicular to the bottom surface, and the diameter of the hole is 1-3mm larger than the outer diameter of the handlebar screw; the inner offset washer has the same diameter as the front and rear width of the end; the bottom of the inner offset washer is a flat cylinder with an oblique cut on the top; the angle of the oblique cut surface is the same as the angle of the oblique cut surface of the outer washer; the inner washer has knurled on both sides; there is a slotted groove at the higher part of the oblique cut surface pointing towards the center; the center of the inner offset washer has a through hole perpendicular to the bottom surface, and the diameter of the hole is 2-3mm larger than the outer diameter of the handlebar screw.

[0019] As a further embodiment of the present invention: the inner wedge tube is a cylinder with an outer diameter slightly smaller than the inner diameter of the handlebar screw (less than 0.5-1mm), a boss at the bottom with a width not greater than half the outer diameter, and a through hole at the center perpendicular to the bottom surface with a diameter slightly larger than the handlebar screw. The top of the inner wedge tube is beveled at less than 30 degrees, and the upper bevel does not exceed the edge of the inner hole. The bottom of the bevel is more than one-third higher than the height of the inner wedge tube. The high side corresponding to the high point of the bevel is tangent to the bottom surface at a angle of 0.2-0.5. The outer surface of the inner wedge tube is knurled to increase friction. The outer wedge tube is a cylinder with an outer diameter consistent with that of the inner wedge tube, a through hole at the center with a diameter 1-2mm larger than the handlebar screw, a bevel at the top of the inner wedge tube with the same bevel angle as the inner wedge tube, and a bevel at the bottom of the outer wedge tube with an angle of 5-10° opposite to the direction of the bevel. The outer surface of the outer wedge tube is knurled to increase friction.

[0020] As a further aspect of the present invention: the thread of the recessed groove nut matches the thread of the handlebar screw, the top of the recessed groove nut has a groove, the groove depth is slightly greater than the height of the inner wedge tube boss, and the groove width is slightly greater than the width of the inner wedge tube boss. The handlebar screw is fixed and tightened sequentially through the outer washer, the end, the inner washer, the outer wedge tube, the inner wedge tube, and the recessed groove nut. The I-shaped grooves on the outer and inner washers are aligned, and the beveled surfaces of the inner and outer wedge tubes coincide.

[0021] As a further aspect of the present invention: the windshield has a thin-walled structure, is symmetrical vertically, and has a square hole running horizontally through the middle near the edge. The square hole of the windshield matches the right turn rod, and is fitted onto the right turn rod through the square hole, and is symmetrically installed on the left turn rod.

[0022] The above-mentioned energy-absorbing guard and installation method include: the upper end of the shock-absorbing front clamp is positioned as high as possible; when the height of the large end of the right and left levers is higher than the height of the handlebars after installation, the installation height of the shock-absorbing front clamp needs to be appropriately lowered, and the direction of the boss is directly in front of the motorcycle's front wheel; the shock-absorbing front clamp is already installed at the top of the front shock absorber; when the height of the large end of the right and left levers is lower than the height of the handlebars after installation, the shock-absorbing front clamp bosses installed on the top of the left and right front shock absorbers are rotated to the left and right respectively (maximum rotation of 90 degrees), and the end bosses are slightly swung downwards, causing the crossbar to swing downwards, thereby allowing the various parts to connect smoothly; when the above-mentioned shock-absorbing front clamp bosses are rotated to 90 degrees, the end center hole is still lower than the center position of the handlebars, at this time, it is necessary to replace it with a suitable scale insert. The angle between the upper plane of the thick end and the upper plane of the thin end is 0 by default. At this time, a new insert with a value of + scale is selected for the left handlebar, and the right insert is rotated with the same value minus scale. The insert rods are respectively installed in the large hexagonal holes of the right and left crank rods. They contain energy-absorbing springs that are slightly compressed. When the handlebars are too long, the energy-absorbing springs will not be compressed. In this case, a small nut or washer needs to be placed at the bottom of the energy-absorbing springs to increase the pressure. When the handlebars are too short, the internal energy-absorbing springs are over-compressed, and the stroke of the insert rods will be reduced, affecting the energy absorption effect. This can be addressed by cutting through the induced cutting groove and the induced groove, and by using a small washer to improve the pressure of the energy-absorbing springs.

[0023] The aforementioned energy-absorbing guard and installation method also include ensuring that the inner and outer offset pads are installed in the same direction and rotated as a whole. This adjusts the angle between the bottom of the end and both ends of the handlebars, making them almost parallel for easy and secure installation. If the angle is still not suitable after rotating the straight groove one full turn, the handlebar fixing screw needs to be loosened, the handlebar angle slightly adjusted, and then the straight groove rotated again until the angle is nearly parallel.

[0024] Compared with existing technologies, the beneficial effects of this invention are as follows: By placing energy-absorbing springs in the left and right handlebars, the thin end of the insert rod is hexagonally inserted into the hexagonal holes of the left and right handlebars to press down the energy-absorbing springs. When the motorcycle reverses to the left, due to the influence of gravity on the front wheel, the handlebars will tilt to the left. When the handlebars hit the ground, the insert rod will contact the ground immediately and compress the energy-absorbing springs, reducing the impact force and preventing the clutch lever from breaking, further reducing the risk of handlebar deformation or breakage. The same principle applies when the motorcycle falls to the right, preventing the brake lever from breaking. The handlebar screw, through the wedge-shaped clamping force of the inner and outer wedge tubes, forms a large contact area to increase resistance, preventing the end from rotating and the crossbar from swinging along the handlebar direction. Combined with the restraining force of the shock-absorbing front clamp on the movement direction of the right and left handlebars, it further protects the brake lever and clutch lever. Since the two ends of the handlebars are generally tilted upwards and backwards relative to the vehicle, the installation angle of the end is adjusted by using outer and inner offset shims. Some motorcycles have raised handlebars, which uses different angled inserts and is adjusted by rotating the front shock absorber clamp left and right for easy installation. Windshields are also optional, depending on the temperature and speed. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the motorcycle mounting structure.

[0026] Figure 2 This is a schematic diagram of the front energy-absorbing protective bow connection structure.

[0027] Figure 3 The diagram below shows the connection structure of the energy-absorbing bow guard.

[0028] Figure 4 This is a schematic diagram of the windbreak installation structure.

[0029] Figure 5 This is an exploded view of the handlebar fasteners.

[0030] Figure 6 This is a schematic diagram showing the independent connection of the insertion rod and the right turn rod.

[0031] Figure 7 for Figure 6 AA half-section view.

[0032] Figure 8 This is a comparison chart of different inserts.

[0033] Figure 9 This is a diagram showing the installation effect of the pins and shock-absorbing clamp screws.

[0034] Figure 10 An illustration showing the installation angle of the energy-absorbing bow guard.

[0035] Figure 11 This is an enlarged view of the front clamp for shock absorption.

[0036] Figure 12This is a magnified view of the right turn lever.

[0037] Figure 13 This is a side view of the windshield.

[0038] Figure 14 This is a structural diagram of the right turn lever.

[0039] Figure 15 This is a front view of the end structure.

[0040] Figure 16 This is a top view of the end structure.

[0041] The components include: energy-absorbing guard 1, handlebars 2, seat 3, rear wheel 4, front wheel 5, engine 6, front shock absorber 7, brake lever 8, clutch lever 9, windshield 91, front shock absorber clamp 111, rear shock absorber clamp 112, right swivel 121, left swivel 122, insert 131, crossbar 141, end cap 151, outer offset washer 161, inner offset washer 162, buffer stopper 171, inner wedge tube 181, outer wedge tube 182, recessed groove nut 184, energy-absorbing spring 192, shock absorber clamp screw 193, pin 194, and handlebar screw 195. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the invention.

[0043] like Figure 1-2 The figure shows a schematic diagram of an energy-absorbing pantograph motorcycle installation structure according to an embodiment of the present invention. The upper end of the energy-absorbing pantograph 1 is mounted on the handlebar 2, and the lower end is mounted on the front shock absorber 7. The front wheel 5 is in the front of the vehicle. The seat 3 and the rear wheel 4 are located at the rear of the motorcycle. The engine 6 is mounted in the center of the motorcycle. The brake lever 8 is on the right side of the handlebar 2, and the clutch lever 9 is on the left side of the handlebar 2.

[0044] like Figure 2 As shown, an energy-absorbing protective bow includes a right turn bar 121, a left turn bar 122, a plug bar 131, an energy-absorbing spring 192, a crossbar 141, and a windbreak 91. The small end of the right turn bar 121 is fixed to the shock-absorbing front clamp 111 by a pin 194. Figure 3 and Figure 9 As shown, the front shock absorber clip 111 and the rear shock absorber clip 112 are fixed to the upper end of the right front shock absorber 7 by shock absorber clip screws 193. The small end of the left crank 122 is fixed to the front shock absorber clip 111 by a pin 194, and the front shock absorber clip 111 and the rear shock absorber clip 112 are fixed to the upper end of the left front shock absorber 7 by shock absorber clip screws 193;

[0045] like Figure 6 and Figure 7As shown, the energy-absorbing spring 192 is installed at the deepest part of the large end holes of the right crank 121 and the left crank 122, and the hexagonal end of the insertion rod 131 is inserted into the end holes of the right crank 121 and the left crank 122 respectively;

[0046] like Figure 1 and Figure 9 As shown, the crossbar 141 is connected to the other end of the insert rod 131 by a pin 194, and the other end of the crossbar 141 is connected to the end cap by a pin 194.

[0047] like Figure 5 As shown, the end is fixed to the handlebar by a handlebar screw 195; the handlebar screw 195 presses the inner wedge tube 181 and the outer wedge tube 182 with a recessed nut 184, so that it generates a huge frictional force with the inner wall of the handlebar 2; the two ends of the end 151 have an outer offset washer 161 and an inner offset washer 162 respectively; a buffer plug 171 is stuck at the outer end of the end 151;

[0048] like Figure 4 As shown, windbreaks 91 are fitted onto the left turn bar 122 and the right turn bar 121.

[0049] like Figure 11 As shown, the front damping clamp 111 and the rear damping clamp 112 have internal arcs of the same radius, smaller than semicircles; the bottom of the front damping clamp 111 and the rear damping clamp 112 have symmetrical platforms, and the vertical platforms have symmetrical threaded holes. This ensures that when the front and rear damping clamps are installed using the damping clamp screws 193, the bottom platforms are parallel and have a certain distance, preventing gaps from affecting locking; the curved edges of the front damping clamp 111 and the rear damping clamp 112 have reinforcing ribs to increase strength, and the contact points between the reinforcing ribs and the curved surfaces have rounded chamfers to eliminate shear stress, ensuring that they are not easily broken under impact; one side of the front damping clamp 111 has a boss, and the boss has a U-shaped groove inside, with the upper and lower surfaces of the U-shaped groove and the upper and lower surfaces of the boss having a certain angle; Figure 10 As shown, the aforementioned angle is related to the rearward tilt angle of the front shock absorber 7, and is approximately half of the rearward tilt angle of the front shock absorber 7. The boss has a threaded hole, the central axis of which is perpendicular to the inner tangent of the U-shaped groove. At the contact points between the top and bottom of the threaded hole and the upper and lower surfaces of the boss, there are small oblique surfaces perpendicular to the central axis of the threaded hole, ensuring that the pin 194 can completely fit against the boss during installation.

[0050] like Figure 6 and Figure 14 As shown, the right crank 121 and left crank 122 are Z-shaped (because the handlebar 2 is higher than the front shock absorber 7). The left end is defined as the large end, the right end as the small end, and the middle as the medium end. The large end has a deep hole at its center, and the inner end of the deep hole is a circular hole. The energy-absorbing spring 192 is placed inside the circular hole. The outer diameter of the energy-absorbing spring 192 is slightly smaller than the outer diameter of the deep hole. The outer end of the deep hole is a hexagonal hole, and the hexagonal inscribed circle of the hexagonal hole is larger than the diameter of the circular hole in the deep hole. Figure 14 The large end shown has an induction groove; as shown Figure 12 and Figure 14 As shown, the small ends of the right bend 121 and left bend 122 have beveled surfaces. The beveled surfaces of the right bend 121 and left bend 122 are opposite in direction and symmetrical. A through hole is located at the center of each beveled surface. The cross-sections of the right bend 121 and left bend 122 are squares, and the four corners of the squares are chamfered. Figure 6 As shown, the angle between the center lines of the large and middle ends of the right and left bend rods 121 and 122 is greater than 90° and falls within the range of 120°-150°. Furthermore, the center lines of the large and small ends are not parallel, exhibiting a small angle of 3-10°. The height difference between the large and small ends is approximately equal to the vertical height from both ends of the handlebars 2 to the center of the U-shaped groove of the shock absorber front clamp 112. This allows the front section of the guardrail to be approximately level with or slightly lower than the handlebars (e.g., ...). Figure 10 (As shown).

[0051] like Figure 8 As shown, the insert rod 131 is divided into a thick end and a thin end. The cross-section of the thick end is a square with chamfered corners, and the cross-section of the thin end is a regular hexagon. The inscribed circle of the regular hexagon is slightly smaller than the inscribed circle of the hexagonal hole at the large end of the right bend rod 121. The connection between the thick end and the thin end has rounded corners. The central axes of the thick end and the thin end are coaxial. The top of the thin end has a small frustum, and the head of the thin end has a guide groove. The insert rod 131 has ± scale values ​​of 0-30°. The angle between the upper plane of the thick end and the upper plane of the thin end is the scale value. This is combined with the case of the handlebar 2 being raised. Install the appropriate scale-adjusted insertion rod 131; the thick end of the insertion rod 131 has a U-shaped groove, the upper plane of the U-shaped groove is parallel to the top of the insertion rod 131, and there is a through threaded hole perpendicular to the U-shaped groove. The bottom of the U-shaped groove is not flat, but a herringbone-shaped double-symmetrical slope with a higher middle section; the thick end of the insertion rod 131 has double-sided rounded corners, the diameter of which is the same as the width of the insertion rod 131, and the center of the rounded corner coincides with the center of the through threaded hole. The length of the narrow hexagonal end of the insertion rod 131 is the same as the depth of the hexagonal hole at the large end of the aforementioned right-hand bend rod 121. Figure 7 As shown, the narrow hexagonal end of the insert rod 131 is inserted into the hexagonal hole at the large end of the right turn rod 121 and the left turn rod 122 to press the energy-absorbing spring 192 onto it; combined with the installation rotation angle of the right turn rod 121, the insert rod 131 cannot rotate when the vehicle crashes.

[0052] like Figure 9As shown, the crossbar 141 has a square cross-section with chamfered corners. It is divided into a convex end and a concave end. The convex end has a vertical through hole, and the head has a rounded corner with the same center as the through hole. The diameter of the rounded corner is the same as the length of the square cross-section of the crossbar 141. The protruding platform of the convex end matches the U-shaped groove of the insert rod 131. The bottom of the convex end has a herringbone-shaped double-symmetrical bevel. The concave end of the crossbar 141 has a through threaded hole. The convex end of the crossbar 141 is mounted on the U-shaped groove of the insert rod 131 by a pin 194. When the motorcycle falls, the crossbar 141 will be subjected to an up-and-down swinging force, but the insert rod 131 cannot rotate, thus suppressing the swinging of the crossbar 141. Figure 2 As shown, the bottom of the protruding end of the crossbar 141 has a herringbone double-symmetrical inclined surface, and the angle of the inclined surface is the same as the angle of the herringbone double-symmetrical inclined surface at the bottom of the U-shaped groove of the insert rod 131. Under the elastic force of the energy-absorbing spring 192, the angle between the crossbar 141 and the insert rod 131 is less than 90 degrees, causing the front section of the crossbar 141 to protrude outward. When the motorcycle falls, the front section of the crossbar 141 contacts the ground first, compressing the energy-absorbing spring 192 to reduce the impact and protect the handlebar 2.

[0053] like Figure 15 and Figure 16 As shown, the bottom surface of the end cap 151 has knurling, and a through-hole is located at the center of the bottom. The diameter of the through-hole is 2-5 mm larger than the outer diameter of the handlebar screw 195. The upper end of the end cap 151 has a coaxial coaxial hole, the depth of which slightly exceeds half the height of the end cap 151. The main body of the end cap 151 is rectangular with rounded corners, and a protrusion extends outward along the short side. Figure 15 The boss is defined as being to the left of end 151, and it has a transverse through hole, as shown. Figure 15 The lower corner of the boss is rounded, and the center of the rounded corner coincides with the center of the through hole. The thickness of the boss matches the concave end of the crossbar 141. The upper part of the boss is a right angle. Figure 9 The crossbar 141 shown can only swing towards the center of the handlebar and cannot swing outward to prevent the insertion rod 131 and the right turn rod 121 from separating; there are small grooves on the thick walls on both sides of the coarse hole, and the bottom of the buffer stop 171 has a locking platform that matches the small groove, and the top of the buffer stop 171 has a straight groove, which corresponds to the direction of the locking platform.

[0054] like Figure 5As shown, the outer offset washer 161 has the same diameter as the coarse hole of the end 151 and is clearance-fitted. The bottom of the outer offset washer 161 is a flat cylinder with an oblique cut on the top. There is a slotted groove at the lower part of the oblique cut surface pointing towards the center. The center of the outer offset washer 161 has a through hole perpendicular to the bottom surface, and the diameter of the hole is 1-3 mm larger than the outer diameter of the handlebar screw 195. The inner offset washer 162 has the same diameter as the front and rear width of the end. The bottom of the inner offset washer 162 is a flat cylinder with an oblique cut on the top. The angle of the oblique cut surface is the same as the angle of the oblique cut surface of the outer washer. The inner washer has knurled on both sides. There is a slotted groove at the higher part of the oblique cut surface pointing towards the center. The center of the inner offset washer 162 has a through hole perpendicular to the bottom surface, and the diameter of the hole is 2-3 mm larger than the outer diameter of the handlebar screw. End 151 is clamped by outer offset pad 161 and inner offset pad 162 and installed on handlebar 2 by handlebar screw 195. The flat bottom surfaces of outer offset pad 161 and inner offset pad 162 are in contact with end 151. The slotted groove of outer offset pad 161 should be basically flush with the slotted groove of inner offset pad 162 and be finely adjusted according to the offset angle of the outer plane of handlebar 2 so that end 151 can fit tightly against the end of handlebar 2.

[0055] like Figure 5 As shown, the inner wedge tube 181 is cylindrical in shape, with an outer diameter slightly smaller than the inner diameter of the handlebar screw (less than 0.5-1mm). It has a boss at the bottom, the width of which is no more than half the outer diameter. A through hole perpendicular to the bottom surface is located in the center, with a diameter slightly larger than the handlebar screw 195. The top of the inner wedge tube 181 is beveled at less than 30 degrees, and the beveled upper cut does not extend beyond the edge of the inner hole. The beveled bottom is more than one-third higher than the height of the inner wedge tube 181. The high edge corresponding to the high point of the beveled surface is perpendicular to the bottom surface at a 0.2-0.5 degree angle. The inner wedge tube 181 is knurled on its outer surface to increase friction. The outer wedge tube 182 is cylindrical with the same outer diameter as the inner wedge tube 181. It has a through hole in the center with a diameter larger than the handlebar screw 195 (1-2 mm). The top of the inner wedge tube 181 is beveled at the same angle as the inner wedge tube 181 (increasing the contact area with the inner wall of the handlebar 2 and increasing friction when pressed). The bottom of the outer wedge tube 182 is beveled at an angle of 5-10° opposite to the beveled surface. The knurling on the outer surface of the outer wedge tube (182) increases friction and reduces contact with the inner washer 162 when pulled out, thus reducing the impact of angle adjustment.

[0056] like Figure 5As shown, the threads of the recessed nut 184 and the handlebar screw 195 are matched. The top of the recessed nut 184 has a groove, the depth of which is slightly greater than the height of the inner wedge tube 181 boss, and the width of which is slightly greater than the width of the inner wedge tube 181 boss. The handlebar screw 195 is tightened sequentially through the outer washer 161, the end, the inner washer 162, the outer wedge tube 182, the inner wedge tube 181, and the recessed nut 184. The slotted grooves on the outer washer 161 and the inner washer 162 are aligned, and the beveled surfaces of the inner wedge tube 181 and the outer wedge tube 182 coincide. When tightening the handlebar screw 195, the recessed groove prevents the nut from rotating with the screw, making it easier to tighten.

[0057] like Figure 4 and Figure 13 As shown, the windshield 91 has a thin-walled structure, is symmetrical vertically, and has a square hole running horizontally through it from side to side near the center. The square hole of the windshield 91 matches the right turn bar 121 and is slightly narrower. It fits onto the right turn bar 121 through the square hole, and during installation, the square hole undergoes slight deformation to press firmly against the right turn bar 121. It is symmetrically installed on the left turn bar 122. The windshield 91 has reinforcing strips at the square hole location inside to prevent breakage. It can effectively block cold air and some obstacles, providing better protection for the rider.

[0058] The above-mentioned energy-absorbing bow and installation method, combined with Figure 1-16This includes: the upper end of the shock absorber front clip 111 is positioned as high as possible; when the height of the large end of the right crank 121 and left crank 122 is higher than the height of both ends of the handlebar 2 after installation, the installation height of the shock absorber front clip 111 needs to be appropriately lowered, and the direction of the protrusion is directly in front of the motorcycle's front wheel; the shock absorber front clip 111 is already installed at the top of the front shock absorber 7; when the height of the large end of the right crank 121 and left crank 122 is lower than the height of both ends of the handlebar 2 after installation, the protrusions of the shock absorber front clip 111 installed on the top of the left and right front shock absorbers 7 are respectively oriented to the left and right. Rotate (maximum rotation 90°) and allow the end cap 151 to swing slightly downwards, causing the crossbar 141 to swing downwards, thus allowing the various parts to connect smoothly; when the above-mentioned shock-absorbing front clamp 111 is rotated to 90°, the center hole of the end cap 151 is still lower than the center position of both ends of the handlebar 2, then it is necessary to replace it with a suitable scale insert 131. The angle between the upper plane of the thick end and the upper plane of the thin end is 0 by default. At this time, the left handlebar is equipped with a new insert with a value of + scale, and the right insert is rotated with the same value minus scale. The insert rods 131 are respectively installed in the large hexagonal holes of the right turn rod 121 and the left turn rod 122. They contain an energy-absorbing spring 192 and are in a slightly compressed state. When the handlebars are too long, the energy-absorbing spring 192 will not be compressed. In this case, a small nut or a small washer needs to be placed at the bottom of the energy-absorbing spring 192 to increase the pressure. When the handlebars are too short, the internal energy-absorbing spring 192 is in an over-compressed state, and the stroke of the insert rod 131 will be reduced, affecting the energy absorption effect. It can be cut by the induced cutting groove and the induced groove respectively, and the pressure of the energy-absorbing spring 192 can be improved by the small washer, while preventing abnormal noise.

[0059] The above-mentioned energy-absorbing bow and installation method, combined with Figure 2 , 5 9. It also includes: the inner offset pad 162 and the outer offset pad 161 should be installed in the same direction and rotated as a whole to adjust the included angle between the bottom of the end 151 and the two ends of the handlebar 2 so that they are almost parallel, which is convenient for installation. If the above-mentioned one-way groove still does not have a suitable angle after rotating one full turn, it is necessary to loosen the fixing screw of the handlebar 2, slightly adjust the angle of the handlebar 2, and then rotate the one-way groove again until the included angle is close to parallel.

[0060] The working principle of this invention is as follows: by placing energy-absorbing springs 192 in the right turn handle 121 and the left turn handle 122, the thin end of the insert rod 131 is hexagonally inserted into the hexagonal holes of the right turn handle 121 and the left turn handle 122 to press down the energy-absorbing springs 192. When the motorcycle reverses to the left, due to the influence of gravity on the front wheel, the handlebars 2 will tilt to the left. When the handlebars 2 touch the ground, the insert rod 131 will contact the ground immediately and compress the energy-absorbing springs 192, reducing the impact force. This can greatly reduce the impact force on the handlebars 2 and effectively protect the clutch lever 9. The handlebar screw 195, through the wedge-shaped clamping force of the inner wedge tube 181 and the outer wedge tube 182, increases the contact area with the inner wall of the handlebar 2. After clamping, it generates significant friction, preventing the end 151 from rotating and preventing the crossbar 141 from swinging along the handlebar axis. Combined with the restraining force of the shock-absorbing front clamp 111 on the movement direction of the right and left levers 121 and 122, this further protects the brake lever 8 and clutch lever 9. Some motorcycles have raised handlebars, which utilizes 131 inserts at different angles, and these are fine-tuned by rotating the shock-absorbing front clamp 111 left and right, allowing for installation adaptability to most models. A windshield 91 can also be optionally installed to further protect the rider.

[0061] The preferred embodiments of this patent have been described in detail above. However, this patent is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of this patent. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the protection scope of this invention.

Claims

1. An energy-absorbing protective bow, comprising a right crank (121), a left crank (122), a plug (131), an energy-absorbing spring (192), a crossbar (141), and a windshield (91), wherein the small end of the right crank (121) is fixed to the front shock absorber (111) by a pin (194), the front shock absorber (111) and the rear shock absorber (112) are fixed to the upper end of the right front shock absorber (7) by shock absorber screws (193), the small end of the left crank (122) is fixed to the front shock absorber (111) by a pin (194), and the front shock absorber (111) and the rear shock absorber (112) are fixed to the upper end of the left front shock absorber (7) by shock absorber screws (193); The energy-absorbing spring (192) is installed at the deepest part of the large end hole of the right crank (121) and the left crank (122), and the hexagonal end of the insertion rod (131) is inserted into the end hole of the right crank (121) and the left crank (122) respectively; The crossbar (141) is connected to the other end of the insert (131) by a pin (194), and the other end of the crossbar (141) is connected to the end (151) by a pin (194); The end (151) is fixed to the holes at both ends of the handlebar (2) by handlebar screws (195); The handlebar screw (195) presses the inner wedge tube (181) and the outer wedge tube (182) together with the recessed nut (184), so that it generates a huge frictional force with the inner wall of the handlebar (2); The end (151) has an outer offset pad (161) and an inner offset pad (162) at both ends. The outer end of the end (151) is fitted with a buffer plug (171). Windshields (91) are fitted on the left turn bar (122) and the right turn bar (121).

2. The energy-absorbing protective bow according to claim 1, characterized in that, The front damping clamp (111) and the rear damping clamp (112) have internal arcs of the same radius, which are smaller than semicircles. The bottom of the front damping clamp (111) and the rear damping clamp (112) have symmetrical platforms, and the vertical platforms have symmetrical threaded holes. The curved edges of the front damping clamp (111) and the rear damping clamp (112) have reinforcing ribs, and the contact points between the reinforcing ribs and the curved surfaces have rounded chamfers. The front damping clamp (111) has a boss on one side, and the boss has a U-shaped groove inside. The upper and lower surfaces of the U-shaped groove and the upper and lower surfaces of the boss have a certain angle. The boss has a threaded hole, and the central axis of the threaded hole is perpendicular to the inner tangent of the U-shaped groove. At the contact points between the top and bottom of the threaded hole and the upper and lower surfaces of the boss, there are small oblique tangents perpendicular to the central axis of the threaded hole.

3. The energy-absorbing protective bow according to claim 2, characterized in that, The right crank (121) and left crank (122) are Z-shaped, with large and small ends at both ends and a middle end in the middle. The large end has a deep hole at its center, and the inner end of the deep hole is a round hole. The energy-absorbing spring (192) is placed inside the round hole. The outer diameter of the energy-absorbing spring (192) is slightly smaller than the outer diameter of the deep hole. The outer end of the deep hole is a hexagonal hole, and the hexagonal inscribed circle of the hexagonal hole is larger than the diameter of the round hole of the deep hole. The large end has an induction cutting groove. The small ends of the right crank (121) and left crank (122) The part has a beveled surface. The beveled surface of the right bevel (121) and the beveled surface of the left bevel (122) are opposite in direction and symmetrical. There is a through hole in the center of the beveled surface. The cross-section of the right bevel (121) and the left bevel (122) is a square, and the four corners of the square are chamfered. The angle between the center line of the large end and the center line of the middle end of the right bevel (121) and the left bevel (122) is greater than 90°, and the center lines of the large end and the small segment are not parallel, with a small angle of 3°-10°.

4. The energy-absorbing protective bow according to claim 3, characterized in that, The insertion rod (131) is divided into a thick end and a thin end. The cross-section of the thick end is square with chamfered corners, and the cross-section of the thin end is a regular hexagon. The inscribed circle of the regular hexagon is slightly smaller than the inscribed circle of the hexagonal hole at the large end of the right bend rod (121). The connection between the thick end and the thin end has rounded corners. The central axes of the thick end and the thin end are coaxial. The top of the thin end has a small frustum, and the head of the thin end has an induction groove. The insertion rod (131) has ± scale values, with the scale values ​​ranging from 0 to 30°. The angle between the upper plane of the thick end and the upper plane of the thin end is the scale value. The head of the thick end of the insertion rod (131) has a U-shaped groove. The upper plane of the U-shaped groove and the insertion rod have a U-shaped groove. The rod (131) is parallel to the top and has a through threaded hole perpendicular to the U-shaped groove. The bottom of the U-shaped groove is not flat, but is a herringbone double symmetrical inclined plane with a high middle section. The thick end of the insert rod (131) has double rounded corners. The diameter of the rounded corners is the same as the width of the insert rod (131). The center of the rounded corners coincides with the center of the through threaded hole. The length of the narrow hexagonal end of the insert rod (131) is the same as the depth of the hexagonal hole at the large end of the right bend rod (121). The narrow hexagonal end of the insert rod (131) is inserted into the hexagonal hole at the large end of the right bend rod (121) and the left bend rod (122) to press the energy-absorbing spring (192).

5. The energy-absorbing protective bow according to claim 4, characterized in that, The cross-section of the crossbar (141) is square, with chamfered corners. The two ends are divided into a convex end and a concave end. The convex end has a vertical through hole, and the head has a rounded corner with the same center as the through hole. The diameter of the rounded corner is the same as the length of the square cross-section of the crossbar (141). The protrusion of the convex end matches the U-shaped groove of the insert (131). The bottom of the convex end has a herringbone double symmetrical inclined surface. The concave end of the crossbar (141) has a through threaded hole.

6. The energy-absorbing protective bow according to claim 5, characterized in that, The end cap (151) has knurled bottom surface and a through hole at the center of the bottom. The diameter of the through hole is 2-5 mm larger than the outer diameter of the handlebar screw (195). The end cap (151) has a coarse hole at the top coaxial with the through hole. The depth of the coarse hole is slightly more than half the height of the end cap (151). The main body of the end cap (151) is rectangular with rounded corners. There is a boss on the short side facing outward. The boss is in the direction of the left side of the end cap (151). The boss has a transverse through hole. The bottom corner of the boss is rounded. The center of the boss coincides with the center of the through hole. The thickness of the boss matches the concave end of the crossbar (141). There are small grooves on the left and right sides of the coarse hole. The bottom of the buffer stop (171) has a locking platform that matches the small groove. The top of the buffer stop (171) has a straight groove. The straight groove corresponds to the direction of the locking platform.

7. The energy-absorbing protective bow according to claim 6, characterized in that, The outer offset washer (161) has the same diameter as the coarse hole of the end (151) and is clearance fit. The bottom of the outer offset washer (161) is a flat cylinder with an oblique cut on the top. There is a groove at the bottom of the oblique cut that points to the center. The center of the outer offset washer (161) has a through hole perpendicular to the bottom surface. The diameter of the hole is 1-3 mm larger than the outer diameter of the handlebar screw (195). The inner offset washer (162) has the same diameter as the front and rear width of the end. The bottom of the inner offset washer (162) is a flat cylinder with an oblique cut on the top. The angle of the oblique cut is the same as the angle of the oblique cut of the outer washer. The inner washer is knurled on both sides. There is a groove at the top of the oblique cut that points to the center. The center of the inner offset washer (162) has a through hole perpendicular to the bottom surface. The diameter of the hole is 2-3 mm larger than the outer diameter of the handlebar screw (195).

8. The energy-absorbing protective bow according to claim 7, characterized in that, The inner wedge tube (181) is a cylinder with an outer diameter slightly smaller than the diameter of the handlebar inner hole. It has a boss at the bottom with a width no greater than half the outer diameter. It has a through hole in the center that is perpendicular to the bottom surface and has a diameter slightly larger than the handlebar screw (195). The top of the inner wedge tube (181) is beveled at less than 30 degrees. The upper beveled surface does not exceed the edge of the inner hole. The bottom of the beveled surface is more than one-third higher than the height of the inner wedge tube (181). The high side of the beveled surface is cut with a vertical tangent of 0.2-0.5 to the bottom surface. The inner wedge tube (181) has a knurled outer surface to increase friction; the outer wedge tube (182) is a cylindrical body with the same outer diameter as the inner wedge tube (181), and has a through hole in the center with a diameter 1-2 mm larger than the handlebar screw (195). The top of the inner wedge tube (181) has a bevel cut with the same bevel angle as the inner wedge tube (181), and the bottom of the outer wedge tube (182) has a bevel cut at an angle of 5-10° opposite to the direction of the bevel cut. The knurling on the surrounding surface increases friction; the threads of the recessed nut (184) and the handlebar screw (195) are matched; the top of the recessed nut (184) has a groove, the groove depth is slightly greater than the height of the inner wedge tube (181) boss, and the groove width is slightly greater than the width of the inner wedge tube (181) boss; the handlebar screw (195) passes sequentially through the outer washer (161), end (151), inner washer (162), outer wedge tube (182), and inner wedge tube (181). The concave groove nut (184) is tightened and fixed. The grooves on the outer offset washer (161) and the inner offset washer (162) are aligned. The oblique cut surfaces of the inner wedge tube (181) and the outer wedge tube (182) overlap. The windshield (91) is a thin-walled structure, symmetrical from top to bottom, with a square hole running horizontally through the middle near the edge. The square hole of the windshield (91) matches the right crank rod (121), and is fitted onto the right crank rod (121) through the square hole, and is symmetrically installed on the left crank rod (122).

9. A method for installing an energy-absorbing bow guard, as described in claim 8, characterized in that, The upper end of the shock absorber front clip (111) is as high as possible. When the height of the large end of the right crank (121) and left crank (122) is higher than the height of the handlebars (2) after installation, the installation height of the shock absorber front clip (111) needs to be appropriately reduced, and the direction of the protrusion is directly in front of the front wheel of the motorcycle. The shock absorber front clip (111) has been installed at the top of the front shock absorber (7). When the height of the large end of the right crank (121) and left crank (122) is lower than the height of the handlebars (2) after installation, the shock absorber front clip (111) protrusions installed on the top of the left and right front shock absorbers (7) respectively. The platform is rotated to the left and right respectively, and the end (151) boss is slightly swung downwards, causing the crossbar (141) to swing downwards, so that the various parts can be connected smoothly; when the above-mentioned shock-absorbing front clamp (111) boss rotates to 90°, the center hole of the end (151) is still lower than the center position of both ends of the handlebar (2), then it is necessary to replace it with a suitable scale rod (131). The angle between the upper plane of the thick end and the upper plane of the thin end is 0 by default. At this time, the left handlebar is equipped with a new rod with a scale value of +, and the right rod is rotated with the same value minus the scale value. Insert rod (131); The insert rod (131) is installed in the large hexagonal hole of the right turn rod (121) and the left turn rod (122), respectively. It contains an energy-absorbing spring (192) and is in a slightly compressed state. When the handlebar is too long, the energy-absorbing spring (192) will not be compressed. In this case, a small nut or a small washer needs to be placed at the bottom of the energy-absorbing spring (192) to increase the pressure. When the handlebar is too short, the energy-absorbing spring (192) will be in an over-compressed state, which will reduce the stroke of the insert rod (131) and affect the energy absorption effect. This can be addressed by using the induced cutting groove and The induction groove is cut off, and the pressure of the energy-absorbing spring (192) is improved by combining a small shim; the inner offset shim (162) and the outer offset shim (161) should be installed in the same direction and rotated as a whole to adjust the angle between the bottom of the end (151) and the two ends of the handlebar (2) so that they are almost parallel and easy to install firmly; when the above-mentioned straight groove is rotated one full circle and still does not have a suitable angle, it is necessary to loosen the handlebar (2) fixing screw, slightly adjust the handlebar (2) angle, and then rotate the straight groove again until the angle is close to parallel and tighten the screw.

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