A bicycle suspension fork assembly

Abstract

The application discloses a bicycle shock-absorbing front fork assembly and relates to the technical field of shock-absorbing front forks.The application comprises a shaft column, a bearing connecting frame is mounted on the shaft column, and an n-shaped rod is fixedly connected to the bottom of the shaft column; two hydraulic shock-absorbing rods are connected to the bottom of the n-shaped rod; an auxiliary shock-absorbing piece comprises a connecting plate fixedly connected to the bottom of the hydraulic shock-absorbing rod, an obliquely arranged connecting rod one is hingedly connected to the bottom end of the connecting plate, and a connecting rod two parallel to the connecting rod one is hingedly connected to the top end of the connecting plate.The application sets the auxiliary shock-absorbing piece at the bottom of the hydraulic shock-absorbing rod, forms a parallelogram hinged structure by means of the connecting plate, the connecting rod one, the connecting rod two and the connecting rod three, and uses the telescopic air cylinder to buffer and hinder the deformation of the parallelogram hinged structure, so as to assist the hydraulic shock-absorbing rod to reduce the impact, increase the shock-absorbing stroke of the device, reduce the shock felt by the rider and improve the shock-absorbing effect.

Description

Technical Field

[0001] This application relates to the field of shock-absorbing fork technology, specifically to a bicycle shock-absorbing fork assembly. Background Technology

[0002] A bicycle suspension fork is a shock-absorbing device installed between the front wheels to reduce vibrations and impacts on the bicycle during riding. It typically consists of springs and / or a pneumatic system that absorbs the impact of uneven road surfaces and bumps, providing a more comfortable riding experience.

[0003] Existing bicycle shock-absorbing forks are mostly divided into two categories: hydraulic and pneumatic. However, these shock-absorbing forks not only suffer from reduced shock absorption due to oil and air leaks, but also have a limited impact range. When encountering large potholes, the limited travel distance of the shock-absorbing fork still results in a significant impact on the rider. The vibration is particularly strong when the bicycle turns over potholes because it cannot effectively absorb oblique or lateral impacts. Therefore, this invention proposes a bicycle shock-absorbing fork assembly. Summary of the Invention

[0004] The purpose of this application is to provide a bicycle shock-absorbing front fork assembly in order to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, this application specifically adopts the following technical solution:

[0006] A bicycle shock-absorbing fork assembly includes:

[0007] A shaft column, on which a bearing connecting bracket is mounted, and an n-shaped rod is fixedly connected to the bottom of the shaft column;

[0008] Two hydraulic shock absorbers are connected to the bottom ends of the n-shaped rod, respectively.

[0009] The auxiliary shock absorber includes a connecting plate fixedly connected to the bottom of the hydraulic shock absorber rod. A first connecting rod is hinged to the bottom end of the connecting plate at an incline. A second connecting rod is hinged to the top end of the connecting plate and is parallel to the first connecting rod. A third connecting rod is hinged between the other ends of the first and second connecting rods. A telescopic air cylinder is hinged between the third connecting rod and the middle of the connecting plate.

[0010] A swing coupling is hinged to the bottom of a first connecting rod and used to connect to a bicycle wheel hub. A positioning element for limiting the swing coupling is installed on the first connecting rod.

[0011] Furthermore, the bearing connecting frame includes a sleeve fixedly connected to the upper end of the shaft column, a connecting bearing fixedly sleeved on the sleeve, a polygonal insert inserted into the sleeve, a plurality of through holes arrayed along the length of the polygonal insert, a fixing bolt inserted through the through holes on the sleeve, and a fixing nut abutting against the sleeve at the other end of the fixing bolt.

[0012] Furthermore, the hydraulic shock absorber includes a cylinder fixedly connected to the bottom end of the n-shaped rod. The bottom of the cylinder is open and a piston rod is slidably inserted therein. A buffer spring is connected between the piston rod and the top of the cylinder.

[0013] Furthermore, each of the two cylinders has an oil filling hole at its top that communicates with its interior. A valve cover is installed inside the oil filling hole, and an oil pipe is connected to the valve cover.

[0014] Furthermore, the bottom of the cylinder has a sliding hole, and the outer end of the sliding hole has a stepped groove. A sealing ring is inserted into the stepped groove. The cylinder has a conical hole connected to the upper end of the sliding hole, and a sliding cavity connected to the upper end of the conical hole. The piston rod includes a slide rod that is slidably inserted into the sliding hole and the sealing ring. A conical rubber sleeve that fits into the conical hole is fixedly sleeved on the upper end of the slide rod. A piston block that connects to the conical rubber sleeve is fixedly connected to the upper end of the slide rod. The buffer spring is connected between the top of the piston block and the top of the sliding cavity.

[0015] Furthermore, the connecting plate is fixedly connected to the bottom of the slide rod, and there are two connecting plates at the bottom of the slide rod arranged opposite each other. Both connecting rod one and connecting rod two are hinged between the two connecting plates by bolts.

[0016] Furthermore, two fixed plates located on the upper and lower sides of the telescopic air cylinder are fixedly connected between the two opposing connecting plates, and load-bearing springs are provided between the two fixed plates and connecting rod one and connecting rod two.

[0017] Furthermore, both the connecting plate and the third connecting rod have protrusions in the middle. The telescopic air cylinder includes an inner rod and a cylinder, one end of which is hinged to the two protrusions by bolts. The other end of the inner rod is slidably inserted into the cylinder and a piston slider is fixedly connected to the end. A one-way air valve pipe that communicates with the inside of the cylinder is installed through the cylinder.

[0018] Furthermore, the two swing couplings are respectively disposed on opposite sides of the two connecting rods. Each swing coupling includes a wedge block. The middle part of the inclined surface of the wedge block is hinged to the corner of the bottom of the connecting rod. The bottom of the wedge block is constructed with a U-shaped groove for connecting the hub. The upper and lower ends of the inclined surface of the wedge block are respectively connected to the side and bottom surfaces of the connecting rod with abutment springs.

[0019] Furthermore, the positioning element includes a limiting screw that is mounted through the connecting rod, and a positioning sleeve that is threadedly engaged with the limiting screw is constructed on the inclined surface of the wedge block.

[0020] The beneficial effects of this application are as follows:

[0021] 1. This application provides an auxiliary shock absorber at the bottom of the hydraulic shock absorber rod. A parallelogram hinge structure is formed by connecting plate, connecting rod one, connecting rod two, and connecting rod three. A telescopic air cylinder is used to buffer and impede the deformation of the parallelogram hinge structure, thereby assisting the hydraulic shock absorber rod in reducing impact and increasing the shock absorption stroke of the device. This reduces the vibration felt by the rider and improves the shock absorption effect.

[0022] 2. This application provides a swing coupling at the bottom of the first connecting rod, which is used to connect the wheel hub. The swing coupling can buffer the oblique impact force, thereby further reducing the vibration felt by the rider, especially when turning over potholes, thus improving the adaptability of the device. Attached Figure Description

[0023] Figure 1 This is a three-dimensional structural diagram of this application;

[0024] Figure 2 This is a three-dimensional half-sectional view of the present application;

[0025] Figure 3 This is a three-dimensional structural diagram of the bearing connecting bracket of this application;

[0026] Figure 4 This is a three-dimensional structural diagram of the hydraulic shock absorber rod of this application;

[0027] Figure 5 This application Figure 4 Half-section of the three-dimensional structure;

[0028] Figure 6 This is a three-dimensional structural diagram of the auxiliary shock absorber in this application;

[0029] Figure 7 This application Figure 6 Half-section of the three-dimensional structure;

[0030] Figure 8 This is a three-dimensional structural diagram of the swing coupling component of this application;

[0031] Reference numerals: 1. Shaft column; 2. Bearing connecting bracket; 201. Column sleeve; 202. Connecting bearing; 203. Polygonal insert; 204. Through hole; 205. Fixing bolt; 206. Fixing nut; 3. N-shaped rod; 4. Hydraulic damping rod; 401. Column cylinder; 4011. Oil filling hole; 4012. Valve cover; 4013. Oil pipe; 4014. Sliding hole; 4015. Stepped groove; 4016. Sealing ring; 4017. Tapered hole; 4018. Sliding cavity; 402. Piston rod; 4021. Slide rod; 4022. Tapered rubber sleeve; 4023, Piston block; 403, Buffer spring; 5, Auxiliary shock absorber; 501, Connecting plate; 5011, Fixing plate; 5012, Bearing spring; 502, Connecting rod one; 503, Connecting rod two; 504, Connecting rod three; 5041, Protrusion; 505, Telescopic air cylinder; 5051, Inner rod; 5052, Cylinder; 5053, Piston slider; 5054, One-way air valve pipe; 6, Swinging coupling; 601, Wedge block; 602, U-groove; 603, Contact spring; 7, Positioning component; 701, Limiting screw; 702, Positioning sleeve. Detailed Implementation

[0032] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0033] Example 1

[0034] like Figures 1-6 As shown, a bicycle shock-absorbing front fork assembly according to Embodiment 1 of this application includes:

[0035] A shaft column 1 is provided, on which a bearing connecting bracket 2 is mounted. An n-shaped rod 3 is fixedly connected to the bottom of the shaft column 1. The bearing connecting bracket 2 is mainly used to connect with the bicycle frame and handlebars, while the n-shaped rod 3 is located above the wheel hub.

[0036] Two hydraulic shock absorbers 4 are connected to the bottom ends of the n-shaped rod 3 respectively. The hydraulic shock absorbers 4 achieve the shock absorption effect through the flow of oil. The hydraulic oil is used to transmit pressure and absorb impact, thus achieving the same shock absorption effect as the existing shock-absorbing fork.

[0037] The auxiliary shock absorber 5 includes a connecting plate 501 fixedly connected to the bottom of the hydraulic shock absorber 4. A first connecting rod 502, inclined and hinged to the bottom end of the connecting plate 501, and a second connecting rod 503, parallel to the first connecting rod 502, hinged to the top end of the connecting plate 501. A third connecting rod 504 is hinged between the other ends of the first connecting rod 502 and the second connecting rod 503. A telescopic air cylinder 505 is hinged between the third connecting rod 504 and the middle of the connecting plate 501. The connecting plate 501, the first connecting rod 502, the second connecting rod 503, and the third connecting rod 504 form a parallelogram structure. The third connecting rod 504 is parallel to and opposite to the connecting plate 501, and the telescopic air cylinder 505... 5 is hinged between the two to form an element for buffering the deformation of the parallelogram structure. The hub is mounted on the connecting rod 502. When the hub is subjected to external impact, the impact force will first be transmitted to the telescopic air cylinder 505 through the deformation of the parallelogram structure. The change in air pressure will absorb part of the impact. The other part of the impact will be transmitted to the hydraulic shock absorber 4, which will be absorbed by the oil. This greatly reduces the degree of impact rebound and also reduces the vibration transmitted to the rider. The dual shock absorption improves the shock absorption effect. In addition, the addition of an auxiliary shock absorber 5 increases the overall shock absorption stroke of the device, enabling the device to withstand greater impact force and improve the functionality of the device.

[0038] The swing coupling 6 is hinged to the bottom of the connecting rod 502 and is used to connect to the bicycle wheel hub. The connecting rod 502 is equipped with a positioning part 7 for limiting the swing coupling 6. As a component connected to the wheel hub, the swing coupling 6 is hinged to the connecting rod 502 and can buffer the oblique impact force transmitted by the wheel hub to reduce the vibration generated when the bicycle turns on bumpy roads, increase the adaptability of the device, and improve the comfort of the bicycle.

[0039] like Figures 2-3As shown, in Embodiment 1, the bearing connecting frame 2 includes a sleeve 201 fixedly connected to the upper end of the axle post 1. A connecting bearing 202 is fixedly sleeved on the sleeve 201. The front end of the bicycle frame has a tube sleeve for fitting the connecting bearing 202. The diameter of the sleeve 201 is smaller than that of the axle post 1, which facilitates positioning when connecting the tube sleeve and increases installation convenience. A polygonal insert 203 is slidably inserted into the sleeve 201. The polygonal insert 203 adopts a hexagonal column structure and serves as a structure for connecting the handlebars, facilitating installation. After installation, the handlebars and the axle 1 can rotate synchronously. The polygonal insert 203 has multiple through holes 204 arranged in an array along its length. The sleeve 201 is fitted with a fixing bolt 205 that passes through the through holes 204. The other end of the fixing bolt 205 is threaded to a fixing nut 206 that abuts against the sleeve 201. By setting the polygonal insert 203 and the sleeve 201 to a sliding fit, and using the fixing bolt 205 and the fixing nut 206 to position their sliding position, the function of telescopic adjustment of the handlebars is realized, increasing the flexibility of the device.

[0040] Example 2

[0041] like Figures 4-5 As shown, this embodiment further improves upon the first embodiment. Considering the structural stability and service life of the fork assembly during use, as well as the improvement of shock absorption to enhance the overall comfort of the vehicle structure, in the second embodiment, the hydraulic shock absorber 4 includes a cylinder 401 fixedly connected to the bottom of the n-shaped rod 3. The bottom of the cylinder 401 is open, and a piston rod 402 is slidably inserted inside it. A buffer spring 403 is connected between the piston rod 402 and the top of the cylinder 401. The buffer spring 403 inside the cylinder 401 can act as a damper to absorb and buffer impact forces, thereby improving the shock absorption effect. Unlike existing shock-absorbing forks, in this structure, the cylinder 401 is located at the top, while the piston rod 402 is located at the bottom. The larger diameter cylinder 401 connected to the n-shaped rod 3 can increase the stability of the fork structure and improve the strength of the device. Furthermore, the piston rod 402 being located at the bottom can also prevent dust from accumulating at the junction of the piston rod 402 and the cylinder 401, reducing dust penetration into the cylinder 401 and improving the service life of the device.

[0042] like Figure 5As shown in Embodiment 2, both cylinders 401 have an oil filling hole 4011 at their tops that communicates with their interiors. A valve cover 4012 is installed inside the oil filling hole 4011, and an oil pipe 4013 is connected to the valve cover 4012. It should be noted that the other end of the oil pipe 4013 can be connected to an oil storage bottle installed on the vehicle body, and a regulating valve is installed between the oil pipe 401 and the oil storage bottle. When the cylinder 401 needs to be filled with oil, it can be directly poured into the cylinder 401 through the regulating valve without opening the valve cover 4012, reducing the possibility of dust entering and improving safety.

[0043] like Figure 5 As shown, in Embodiment 2, the bottom of the piston cylinder 401 has a sliding hole 4014, and the outer end of the sliding hole 4014 has a stepped groove 4015. A sealing ring 4016 is inserted into the stepped groove 4015. The sealing ring 4016 is provided to scrape off the dust adhering to the outer surface of the piston rod 402, and to effectively increase the sealing between the piston rod 402 and the piston cylinder 401, thereby reducing oil leakage. The piston cylinder 401 has a tapered hole 4017 that connects to the upper end of the sliding hole 4014. The piston cylinder 401 has a sliding cavity 4018 that connects to the upper end of the tapered hole 4017. The piston rod 402 includes a slide rod 4021 that slides within the sliding hole 4014 and the sealing ring 4016. A tapered rubber sleeve 4022 that fits into the tapered hole 4017 is fixedly sleeved on the upper end of the slide rod 4021. A device that connects to the tapered rubber sleeve 4022 is fixedly connected to the upper end of the slide rod 4021. The piston block 4023 is positioned such that a buffer spring 403 is connected between the top of the piston block 4023 and the top of the sliding cavity 4018. When subjected to external impact, the piston rod 402 slides towards the inside of the cylinder 401, thereby causing the piston block 4023 to squeeze the hydraulic oil in the sliding cavity 4018, increasing its pressure to absorb part of the impact force. If the impact force is too large, the hydraulic oil will seep into the conical hole 4017 to release some pressure, and then the buffer spring 403 will absorb the impact force. This dual absorption can improve the shock absorption effect of the device. Furthermore, during reverse reset, due to the spacing of the piston block 4023, the hydraulic oil in the conical hole 4017 will not quickly return to the sliding cavity 4018. The reverse elastic force of the buffer spring 403 is needed to gradually allow the hydraulic oil to seep back into the sliding cavity 4018 through the inclined side wall of the conical hole 4017, thereby reducing the rebound speed of the hydraulic shock absorber 4, reducing the vibration felt by the personnel, and improving comfort.

[0044] like Figure 6As shown, in Embodiment 2, the connecting plate 501 is fixedly connected to the bottom of the slide rod 4021. There are two connecting plates 501 at the bottom of the slide rod 4021, which are arranged opposite to each other. Both connecting rod 1 502 and connecting rod 2 503 are hinged between the two connecting plates 501 by bolts. Since the hinge needs to be smooth, lubricant such as machine oil is often added. The lubricant will attract a lot of dust. The two connecting plates 501 are set to wrap one end of connecting rod 1 502 and connecting rod 2 503, and the other end is wrapped by connecting rod 3 504, so as to reduce the dust at the hinge connection and improve the service life of the device.

[0045] like Figure 6 As shown, in Embodiment 2, two fixed plates 5011 located on the upper and lower sides of the telescopic air cylinder 505 are fixedly connected between two opposing connecting plates 501. Each of the two fixed plates 5011 and connecting rod 1 502 and connecting rod 2 503 is provided with a bearing spring 5012. The two bearing springs 5012 provided between connecting rod 1 502, connecting plate 501 and connecting rod 2 503 can assist the telescopic air cylinder 505 in bearing and resisting the deformation impact of the parallelogram structure, thereby achieving a better seismic resistance effect.

[0046] Example 3

[0047] like Figures 6-7 As shown, this embodiment is a further improvement on embodiment two. Considering that existing pneumatic shock absorbers are inconvenient to inflate themselves, in embodiment three, both the connecting plate 501 and the connecting rod 504 have protrusions 5041 in the middle. The telescopic air cylinder 505 includes an inner rod 5051 and a cylinder 5052, one end of which is bolted to the two protrusions 5041 respectively. The other end of the inner rod 5051 is slidably inserted into the cylinder 5052 and a piston slider 5053 is fixedly connected to the end. The cylinder 505... A one-way valve pipe 5054 is installed through the cylinder 5052 and connected to its interior. It should be noted that the one-way valve pipe 5054 is located on the cylinder 5052 and at the end away from the piston slider 5053. Since the cylinder 5052 will always leak air, the one-way valve pipe 5054 is set to facilitate the replenishment of air to the cylinder 5052. The one-way valve pipe 5054 adopts the same structure as the valve core, so that personnel can directly use an air pump to inflate it, which increases the flexibility and convenience of the device.

[0048] Example 4

[0049] like Figure 6 and Figure 8As shown, this embodiment further improves upon embodiment three. Considering that the shock-absorbing effect of the front fork is relatively small when a bicycle turns over potholes, resulting in a stronger vibration felt by the rider, an additional oblique shock-absorbing structure is needed. However, this structure is unnecessary on smooth roads such as highways. In embodiment two, two swing couplings 6 are respectively located on opposite sides of the two connecting rods 502. Each swing coupling 6 includes a wedge-shaped block 601, the middle of the inclined surface of which is hinged to the corner of the bottom of the connecting rod 502. The bottom of the wedge-shaped block 601 has a U-shaped groove 602 for connecting to the wheel hub. It should be noted that the middle of the inclined surface of the wedge-shaped block 601 is hinged to the corner of the bottom of the connecting rod 502. This allows the inclined surfaces of the wedge block 601 to form a certain rotation space with both sides of the connecting rod 502. The upper and lower ends of the inclined surfaces of the wedge block 601 are connected to the side and bottom surfaces of the connecting rod 502 by a stop spring 603. The stop spring 603 can impede the rotation of the wedge block 601, thereby buffering the oblique impact force, avoiding hard impact, and increasing the vibration felt by the rider, thus improving the functionality of the device. This structure is only used in areas with many potholes. When the bicycle is traveling on the road, the positioning part 7 can be used to limit the rotation of the wedge block 601 to form a fixed state, preventing the wheel hub from shifting and ensuring the rider's comfort.

[0050] like Figure 6 and Figure 8 As shown, in embodiment four, the positioning component 7 includes a limiting screw 701 that is installed through the connecting rod 502. The inclined surface of the wedge block 601 is provided with a positioning sleeve 702 that is threadedly engaged with the limiting screw 701. When it is necessary to position the swing coupling 6, it is only necessary to pass the limiting screw 701 through the connecting rod 502 so that its end is tightly connected with the positioning sleeve 702 on the wedge block 601. The operation is convenient and quick, facilitates state switching, and increases the flexibility of the device.

[0051] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A bicycle shock-absorbing front fork assembly, characterized in that, include: A shaft column (1) is provided, on which a bearing connecting bracket (2) is installed, and an n-shaped rod (3) is fixedly connected to the bottom of the shaft column (1). Two hydraulic shock absorber bars (4) are connected to the bottom ends of the n-shaped bar (3); The auxiliary shock absorber (5) includes a connecting plate (501) fixedly connected to the bottom of the hydraulic shock absorber (4). The bottom end of the connecting plate (501) is hinged to an inclined connecting rod 1 (502). The top end of the connecting plate (501) is hinged to a connecting rod 2 (503) parallel to the connecting rod 1 (502). The other end of the connecting rod 1 (502) and the connecting rod 2 (503) is hinged to a connecting rod 3 (504). The connecting rod 3 (504) and the middle part of the connecting plate (501) are hinged to a telescopic air cylinder (505). A swing coupling (6) is hinged to the bottom of a connecting rod (502) and is used to connect to a bicycle wheel hub. A positioning element (7) for limiting the swing coupling (6) is installed on the connecting rod (502). The bearing connecting frame (2) includes a sleeve (201) fixedly connected to the upper end of the shaft (1), a connecting bearing (202) fixedly sleeved on the sleeve (201), a polygonal insert (203) slidably inserted on the sleeve (201), a plurality of through holes (204) arrayed along its length direction on the polygonal insert (203), a fixing bolt (205) through the through hole (204) inserted on the sleeve (201), and a fixing nut (206) abutting against the sleeve (201) at the other end of the fixing bolt (205). The hydraulic shock absorber (4) includes a cylinder (401) fixedly connected to the bottom end of the n-shaped rod (3). The bottom of the cylinder (401) is open and a piston rod (402) is slidably inserted inside it. A buffer spring (403) is connected between the piston rod (402) and the top of the cylinder (401). Both of the cylinders (401) have an oil filling hole (4011) at the top that communicates with their interior. A valve cover (4012) is installed inside the oil filling hole (4011), and an oil pipe (4013) is connected to the valve cover (4012). The bottom of the cylinder (401) is provided with a sliding hole (4014), and the outer end of the sliding hole (4014) is provided with a stepped groove (4015). A sealing ring (4016) is inserted and installed in the stepped groove (4015). The cylinder (401) is provided with a conical hole (4017) connected to the upper end of the sliding hole (4014). The cylinder (401) is provided with a sliding cavity (4018) connected to the upper end of the conical hole (4017). The piston rod ( 402) includes a slide rod (4021) slidably inserted in a sliding hole (4014) and a sealing ring (4016), wherein a conical rubber sleeve (4022) that fits against a conical hole (4017) is fixedly sleeved on the upper end of the slide rod (4021), and a piston block (4023) that connects to the conical rubber sleeve (4022) is fixedly connected to the upper end of the slide rod (4021), and a buffer spring (403) is connected between the top of the piston block (4023) and the top of the sliding cavity (4018); The connecting plate (501) is fixedly connected to the bottom of the slide rod (4021). There are two connecting plates (501) at the bottom of the slide rod (4021) and they are arranged opposite to each other. The first connecting rod (502) and the second connecting rod (503) are both hinged between the two connecting plates (501) by bolts.

2. The bicycle shock-absorbing front fork assembly according to claim 1, characterized in that, Two fixed plates (5011) located on the upper and lower sides of the telescopic air cylinder (505) are fixedly connected between the two opposing connecting plates (501). Each of the two fixed plates (5011) is provided with a load-bearing spring (5012) between the connecting rod one (502) and the connecting rod two (503).

3. A bicycle shock-absorbing front fork assembly according to claim 1, characterized in that, The connecting plate (501) and the connecting rod three (504) are both constructed with protrusions (5041) in the middle. The telescopic air cylinder (505) includes an inner rod (5051) and a cylinder (5052) with one end hinged to the two protrusions (5041) by bolts. The other end of the inner rod (5051) is slidably inserted into the cylinder (5052) and the end is fixedly connected to a piston slider (5053). A one-way air valve pipe (5054) is installed through the cylinder (5052) and communicates with its interior.

4. A bicycle shock-absorbing front fork assembly according to claim 1, characterized in that, Two swing couplings (6) are respectively disposed on opposite sides of two connecting rods (502). Each swing coupling (6) includes a wedge block (601). The middle part of the inclined surface of the wedge block (601) is hinged to the corner of the bottom of the connecting rod (502). The bottom of the wedge block (601) is constructed with a U-shaped groove (602) for connecting the hub. The upper and lower ends of the inclined surface of the wedge block (601) are respectively connected to the side and bottom surfaces of the connecting rod (502) with abutment springs (603).

5. A bicycle shock-absorbing front fork assembly according to claim 4, characterized in that, The positioning element (7) includes a limiting screw (701) that is mounted through the connecting rod (502), and a positioning sleeve (702) that is threadedly engaged with the limiting screw (701) is constructed on the inclined surface of the wedge block (601).

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