Buffer mechanism for dune buggy

Abstract

The utility model relates to a buffer mechanism for a beach buggy, which comprises an upper connecting structure used for being connected with a frame and a lower connecting structure used for being connected with a wheel, an up-down axial sleeve is arranged between the upper connecting structure and the lower connecting structure, a piston tube is inserted into the sleeve, and the lower end of the piston tube is coaxially provided with a mounting table. And a compression spring is arranged between the mounting table and the upper connecting structure, so that the upper end of the sleeve is communicated with the circulating pipe, and gas in the sleeve is led out through the circulating pipe, so that the compression rate of the movement rate of the piston pipe to the air pressure value in the sleeve can be utilized, and the self characteristics of the compression spring are combined, so that in the actual use process, the compression efficiency is improved. Along with continuous impact, the wheels and the frame always move in opposite directions, so that the discomfort of a user caused by a pause feeling caused by sudden stop of the opposite movement between the wheels and the frame is avoided.

Description

Technical Field

[0001] The utility model relates to the technical field of buffer mechanisms, in particular to a buffer mechanism for a beach vehicle. Background Art

[0002] ATVs are vehicles that can travel on any terrain, and can travel freely on terrains where ordinary vehicles are difficult to maneuver. The vehicles are simple and practical, and have good off-road performance. Currently, the rear shock absorbers of ATVs mainly include spring hydraulic type, spring type and spring air type.

[0003] The shock absorption capacity of current shock absorbers cannot be easily adjusted, so that the shock absorption effect of the beach vehicle cannot be guaranteed when it is driving under different road conditions, especially the rear shock absorber that adopts spring air type for shock absorption.

[0004] The rear shock absorber adopting spring air type for shock absorption includes compression spring, sleeve and piston rod. The piston rod is inserted into the sleeve, and the compression spring is sleeved outside the sleeve and piston rod. During use, the piston rod moves up and down in the sleeve, and the air in the sleeve cavity is released. This, together with the elastic force provided by the compression spring, provides resistance force for the frame and the vehicle, achieving shock absorption effect.

[0005] However, as the piston rod continues to move in the sleeve, the air pressure in the sleeve cavity gradually increases, and there must be a limit value that causes the piston rod and the sleeve to suddenly stop moving toward each other. Therefore, the user will inevitably feel a strong sense of frustration in the process of stopping and moving in the opposite direction, which will cause strong discomfort.

[0006] Therefore, we believe that there is a need for a cushioning mechanism for a beach vehicle that can minimize the discomfort caused by sudden stops. Summary of the invention

[0007] In view of the deficiencies in the prior art, the utility model proposes a buffer mechanism for a beach vehicle, which has the advantages of extending the time of the piston rod and the sleeve moving toward each other, avoiding the piston rod and the sleeve from suddenly stopping their movement toward each other, and avoiding jerking. It solves the shortcomings of the prior art device that the resistance force provided by air compression changes rapidly, and the user feels a strong sense of jerking during the time period of the piston rod and the sleeve moving toward each other.

[0008] In order to achieve the above purpose, the utility model adopts the following technical solutions:

[0009] A buffer mechanism for a beach vehicle comprises an upper connecting structure and a lower connecting structure which are arranged up and down, wherein the upper connecting structure is used to connect to a vehicle frame, and the lower connecting structure is used to connect to a wheel, and an upper and lower axial sleeve is arranged between the upper and lower connecting structures, a piston tube is inserted in the sleeve, a mounting platform is coaxially arranged at the lower end of the piston tube, the mounting platform is fixedly connected to the lower connecting structure, and a compression spring is coaxially arranged at the upper end of the mounting platform, and two axial ends of the compression spring are respectively abutted against the upper connecting structure and the mounting platform, a mounting shell is arranged on one side of the compression spring, an exhaust hole of a conical structure is opened on the upper end of the mounting shell, and a telescopic rod is fixedly connected to the inside of the mounting shell, a blocking block of a conical structure is fixedly connected to the movable end of the telescopic rod, and the blocking block is inserted in the exhaust hole, a connecting pipe is connected to one side of the mounting shell, and the other axial end of the connecting pipe is connected to the inner cavity of the sleeve.

[0010] Preferably, a mounting hole is opened on the mounting platform for the piston tube, the lower end of the piston tube is inserted into the mounting hole and sealed with the mounting platform, there is a gap between the lower end surface of the piston tube and the lower end of the mounting hole, and the connecting tube is inserted into the mounting hole at one end away from the mounting shell.

[0011] Preferably, the mounting platform is a two-section structure, which is composed of two assembly parts I spliced ​​together, and the two assembly parts I are fixedly connected by bolts I. In addition, a groove with a semicircular structure on the horizontal surface is opened at the upper end of each assembly part I, and the two grooves are spliced ​​to form a mounting hole. The lower end of the piston tube is coaxially fixedly connected with a rubber ring I, and the piston tube is interference fit with the mounting platform through the rubber ring I.

[0012] Preferably, a threaded rod is fixedly connected to the lower end of the upper connecting structure, the threaded rod is fixedly connected to the sleeve, and the upper end of the sleeve is sealed to the threaded rod through a rubber ring II. A limiting ring is threadedly connected to the outer side of the threaded rod, and the upper end surface of the compression spring abuts against the limiting ring.

[0013] Preferably, the installation shell is a two-section structure, and the installation shell is composed of two assembly parts II, and the two assembly parts II are fixedly connected by bolts II.

[0014] Preferably, a through slot is formed through the lower end of each assembly part II, and a connecting piece is inserted into both through slots. The connecting piece is interference fit with the assembly part II, and the connecting piece is fixedly connected to the lower connecting structure.

[0015] Preferably, a portion of the connecting member located in the inner cavity of the mounting shell is fixedly connected to a positioning plate, and the positioning plate abuts against an inner wall of the lower end of the mounting shell.

[0016] Compared with the prior art, the utility model has the following beneficial effects:

[0017] The utility model allows the gas inside the sleeve to overflow through the connecting pipe. At this time, the compression rate of the air pressure value inside the sleeve by the piston tube movement rate is combined with the characteristics of the compression spring itself, so that in actual use, as the impact continues, the wheel and the frame always move towards each other, which can effectively avoid the frustration caused by the sudden stop of the opposite movement and cause discomfort to the user. In addition, in this device, whether the opposite movement rate or the opposite movement rate between the wheel and the frame can approach zero, which can reduce the discomfort caused to the user during the reset process of the wheel and the frame.

[0018] The utility model can further limit the air transport rate of the flow pipe through the cooperation between the exhaust hole and the blocking block, which can make the resistance force change curve provided by the device more in line with actual needs. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a schematic diagram of the overall structure of the utility model;

[0020] Figure 2 This is a schematic diagram of the position relationship between the limit ring and the mounting platform of the utility model;

[0021] Figure 3 This is a schematic diagram of the connection between the sleeve and the piston tube of the utility model;

[0022] Figure 4 This is a schematic diagram of the internal structure of the installation shell of the utility model.

[0023] In the figure: 1. upper connecting structure; 2. limit ring; 3. compression spring; 4. sleeve; 5. mounting platform; 6. rubber ring I; 7. mounting hole; 8. mounting shell; 9. threaded rod; 10. piston tube; 11. lower connecting structure; 12. bolt I; 13. rubber ring II; 14. bolt II; 15. connecting piece; 16. blocking block; 17. telescopic rod; 18. exhaust hole; 19. positioning plate; 20. connecting pipe. DETAILED DESCRIPTION

[0024] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0025] In the description of the present invention, it should be understood that the terms "upper", "lower", "front", "back", "left", "right", "top", "bottom", "inside", "outside", etc., indicating directions or positional relationships, are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore should not be understood as a limitation on the present invention.

[0026] Please refer to Figure 1-4 A buffer structure for a beach vehicle is similar to a traditional structure. The device includes an upper connecting structure 1 and a lower connecting structure 11. The upper connecting structure 1 is connected to the vehicle frame, and the lower connecting structure 11 is connected to the wheel. A compression spring 3 provided between the upper connecting structure 1 and the lower connecting structure 11 provides an opposing force, so that a buffer can be provided between the vehicle frame and the wheel.

[0027] At the same time, a sleeve 4 and a piston tube 10 are coaxially arranged in the inner cavity of the compression spring 3. The piston tube 10 is inserted into the sleeve 4, and the piston tube 10 and the sleeve 4 are respectively fixedly connected to the upper connecting structure 1 and the lower connecting structure 11. The directional movement between the sleeve 4 and the piston tube 10 can be used to constrain the relative motion trajectory between the upper connecting structure 1 and the lower connecting structure 11, ensuring that they can only perform relative linear motion.

[0028] Specifically, the device is provided with a mounting platform 5 at the upper end of the lower connecting structure 11, and the compression spring 3 can function normally by constraining the two axial ends of the compression spring 3 to abut against the upper connecting structure 1 and the mounting platform 5 respectively.

[0029] Different from the prior art, as shown in the figure, the present device constrains the sealing connection between the side end face of the piston tube 10 and the inner wall of the sleeve 4. Then, in practice, when the upper connecting structure 1 and the lower connecting structure 11 move relative to each other, the piston tube 10 and the sleeve 4 move synchronously. At this time, if the amount of air in the inner cavity of the sleeve 4 at the upper end of the piston tube 10 remains unchanged, the relative movement of the piston tube 10 and the sleeve 4 will compress the air in the inner cavity of the sleeve 4. At this time, the relative movement between the piston tube 10 and the sleeve 4 can be further curbed by using air pressure, thereby achieving a better buffering effect.

[0030] However, it should be emphasized that although this method of using changes in air pressure to provide a counterforce is simple in structure and widely used, if the amount of air in the inner cavity of the sleeve 4 located at the upper end of the piston tube 10 remains unchanged, there must be a limit value, that is, when the beach vehicle hits a ditch and the frame and the wheels move toward each other, the air pressure value in the inner cavity of the sleeve 4 must be in a state where it cannot continue to be compressed. At this time, since the relative movement between the piston tube 10 and the sleeve 4 stops, the user will inevitably feel a strong sense of frustration.

[0031] Therefore, in order to reduce the frustration felt by the user and prevent the occurrence of a limit value, the device has a connecting pipe 20 connected to the upper end of the sleeve 4 to release the internal air pressure of the sleeve 4.

[0032] That is, during actual use, it is only necessary to ensure that the amount of air compressed by the piston tube 10 is greater than the amount of air discharged from the circulation tube. This means that while the air pressure value is used to curb the relative movement between the piston tube 10 and the sleeve 4, there can still be relative movement between the piston tube 10 and the sleeve 4. That is, the device achieves the effect of optimizing the user experience by curbing the sudden stop process of the relative movement between the piston tube 10 and the sleeve 4.

[0033] It should be noted that, since the device simultaneously utilizes the compression spring 3 and the air pressure value to curb the relative movement between the piston tube 10 and the sleeve 4, it can be seen from the characteristics of the compression spring 3 and the movement rate curve of the piston tube 10 that, in the initial stage, the movement rate of the piston tube 10 is relatively fast, and the piston tube 10 quickly compresses the air in the inner cavity of the sleeve 4. At this time, the air pressure value reversely provides a larger resistance force for the piston tube 10, and at this time, the compression amount of the compression spring 3 is small, and the compression spring 3 provides a smaller resistance force for the piston tube 10. In the later stage, with the obstruction of the resistance force, the movement rate of the piston tube 10 decreases, and the exhaust pipe continues to discharge the inner cavity of the sleeve 4. At this time, the air pressure value provides a smaller resistance force for the piston tube 10, but at this time, the compression amount of the compression spring 3 is extremely large, and the compression spring 3 provides a stronger resistance force for the piston tube 10.

[0034] That is, for the present application, compared with the prior art devices, the present application provides a smoother impact resistance curve for the frame and wheels, and can ensure that it is gradually reduced to zero. Therefore, the present application can provide users with a more comfortable use experience.

[0035] Similarly, it should be emphasized that due to the small inner diameter of the circulation tube, the amount of air flowing into the sleeve 4 per unit time is limited. Therefore, when the piston tube 10 and the sleeve 4 move in opposite directions to complete the reset, it is affected by the air pressure value and the reset speed is bound to be slow. This can further effectively avoid the frustration caused to customers by rapid and small-range height changes.

[0036] At the same time, combined with the structural characteristics of the compression spring 3 itself, as the reset process gradually proceeds, the thrust provided by the compression spring 3 to the piston tube 10 for reset gradually becomes smaller, which makes the air pressure value inside the sleeve 4 gradually recover from negative pressure to normal pressure, that is, combined with the existence of the compression spring 3, the relative movement reset movement rate between the piston tube 10 and the sleeve 4 is gradually reduced, which can further ensure the user experience.

[0037] Furthermore, in order to further control the ventilation rate of the exhaust pipe so that it can be adjusted as needed, the device is provided with a mounting shell 8 on one side of the compression spring 3, and an exhaust hole 18 with a conical structure on the vertical level is opened at the upper end of the mounting shell 8, and a telescopic rod 17 is fixedly connected to the inside of the mounting shell 8, and a blocking block 16 with a conical structure on the vertical level is fixedly connected to the movable end of the telescopic rod 17. At this time, the blocking block 16 is constrained to be inserted into the exhaust hole 18, and the position change driven by the telescopic rod 17 can be used to change the distance between the outer end face of the blocking block 16 and the mounting shell 8, and the ventilation rate of the exhaust hole 18 can be changed by utilizing the characteristics of the conical structure.

[0038] Therefore, the device constrains the other axial end of the connecting pipe 20 to be connected to the inner cavity of the mounting shell 8, and the ventilation rate of the exhaust hole 18 represents the ventilation rate of the connecting pipe 20.

[0039] It should be noted that the telescopic rod 17 described in the present application is an electronic structure, and a suitable model can be flexibly selected according to needs.

[0040] Furthermore, in order to avoid travel conflict between the compression spring 3 and the circulation pipe, the device is provided with a mounting hole 7 on the mounting platform 5, and the lower end of the constraint piston tube 10 is inserted into the mounting hole 7 and sealed with the mounting platform 5. By utilizing the tubular structure characteristics of the piston tube 10, the purpose of communication between the inner cavity of the mounting hole 7 and the inner cavity of the sleeve 4 can be achieved.

[0041] Therefore, since the present device needs to ensure that there is a gap between the lower end surface of the piston tube 10 and the lower end of the mounting hole 7, when the connecting tube 20 is inserted into this gap, that is, when the end of the connecting tube 20 away from the mounting shell 8 is inserted into the mounting hole 7, the connecting tube 20 can be connected to the inner cavity of the sleeve 4.

[0042] Specifically, in order to ensure easy installation and to ensure a sufficiently stable connection between the mounting platform 5 and the piston tube 10, the present device constrains the mounting platform 5 to be a two-section equally divided structure, that is, the mounting platform 5 as a whole is a semi-ellipsoid, and its upper end plane is used to carry the compression spring 3. In the present application, for ease of use, the mounting platform 5 is divided into two sections from top to bottom along its central axis, that is, a quarter-ellipsoid structure is projected on the vertical plane, and the mounting platform 5 with an overall semi-ellipsoid structure is formed by splicing two quarter-ellipsoids.

[0043] It should be noted that, in this device, the two main components of the mounting platform 5, namely the two quarter ellipsoids mentioned above, are named as assembly parts I.

[0044] Therefore, as shown in the figure, two through holes I are formed through the two assembly parts I, and a bolt I12 is inserted into the corresponding through holes I on the two assembly parts I. The bolt I12 realizes a fixed connection between the two assembly parts I, so that the two assembly parts I can be stably spliced ​​to form a mounting table 5.

[0045] Therefore, in practice, the two assembly parts I can clamp and fix the piston tube 10. At this time, the rubber ring I6 coaxially fixedly connected to the lower end of the piston tube 10 and the interference fit between the rubber ring I6 and the mounting platform 5 can fully ensure that the piston tube 10 can be fixedly connected and sealed to the mounting platform 5.

[0046] Specifically, also for the convenience of installation and assembly of the telescopic rod 17, the device constrains the installation shell 8 to be a two-section structure, that is, the installation shell 8 is a cylindrical structure as a whole. The present application divides the installation shell 8 into two semi-cylindrical structures from top to bottom.

[0047] It should be noted that, in the present application, the two main components of the mounting shell 8, namely the two semi-cylindrical structures mentioned above, are named as assembly II.

[0048] Therefore, in the device, a through hole II is formed through the assembly II, and bolts II 14 are inserted into the through holes II corresponding to the two assembly IIs, so that the bolts II 14 are used to achieve a fixed connection between the two assembly IIs.

[0049] Specifically, the device realizes a fixed connection between the mounting shell 8 and the lower connecting structure 11 through the connecting piece 15 , which can avoid travel conflict between the compression spring 3 and the mounting shell 8 .

[0050] Specifically, a through groove is formed through the lower end of each assembly part II. Therefore, by embedding the connecting part 15 into the through groove and constraining the connecting part 15 to have an interference fit with the assembly part II, a fixed connection between the connecting part 15 and the mounting shell 8 can be achieved.

[0051] Furthermore, in order to improve the sealing performance of the connection between the connecting member 15 and the mounting shell 8, the device is fixedly connected with a positioning plate 19 on the portion of the connecting member 15 located in the inner cavity of the mounting shell 8. In practice, when the gas in the sleeve 4 flows to the interior of the mounting shell 8, due to the different air flow rates between the flow pipe and the exhaust hole 18, the air pressure inside the mounting shell 8 must be greater than the normal air pressure. The air pressure will force the positioning plate 19 to move toward the inner wall of the lower end of the mounting shell 8. This can utilize the abutment between the positioning plate 19 and the inner wall of the lower end of the mounting shell 8 to prevent other gases from flowing out of the through groove.

[0052] Furthermore, the device has a threaded rod 9 fixedly connected to the lower end of the upper connecting structure 1, which constrains the threaded rod 9 to be fixedly connected to the sleeve 4, so that the upper end of the sleeve 4 can be sealed and connected to the threaded rod 9 through the rubber ring II 13;

[0053] Therefore, in this device, a limit ring 2 is threadedly connected to the outer side of the threaded rod 9, and the upper end surface of the compression spring 3 abuts against the limit ring 2. The initial compression amount of the compression spring 3 can be further adjusted by adjusting the upper and lower positions of the limit ring 2.

[0054] In actual use, the utility model:

[0055] First, the upper connecting structure 1 and the lower connecting structure 11 are used to fix the device between the frame and the wheel, and at the same time, the installation of the components of the device is completed so that the components can be in the expected position;

[0056] Afterwards, when the device is used normally, when the wheel encounters a ditch, the wheel and the frame move toward each other. At this time, the air pressure inside the sleeve 4 and the mounting shell 8 increases, and the compression amount of the compression spring 3 gradually increases. The air pressure and the elastic force of the compression spring 3 jointly provide a counterforce.

[0057] Then, as the impact continues, the elastic potential energy accumulated by the compression spring 3 becomes larger and larger, while the air pressure inside the sleeve 4 and the mounting housing 8 gradually decreases, and the relative movement speed between the piston tube 10 and the sleeve 4 gradually approaches zero;

[0058] Finally, when the impact force between the wheel and the frame is less than the counterforce provided by the air pressure and the elastic force of the compression spring 3, the piston tube 10 and the sleeve 4 move in opposite directions to achieve reset.

[0059] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A buffer mechanism for a beach vehicle, characterized in that: The vehicle comprises an upper connecting structure (1) and a lower connecting structure (11) which are arranged one above the other, wherein the upper connecting structure (1) is used to connect to a vehicle frame, and the lower connecting structure (11) is used to connect to a wheel; A sleeve (4) is arranged in an upper and lower axial direction between the upper connecting structure (1) and the lower connecting structure (11), and a piston tube (10) is inserted into the sleeve (4); A mounting platform (5) is coaxially arranged at the lower end of the piston tube (10), the mounting platform (5) is fixedly connected to the lower connecting structure (11), and a compression spring (3) is coaxially arranged at the upper end of the mounting platform (5), and two axial ends of the compression spring (3) are respectively in contact with the upper connecting structure (1) and the mounting platform (5); A mounting shell (8) is provided on one side of the compression spring (3), an exhaust hole (18) with a conical structure is provided at the upper end of the mounting shell (8), and a telescopic rod (17) is fixedly connected inside the mounting shell (8), a blocking block (16) with a conical structure is fixedly connected to the movable end of the telescopic rod (17), and the blocking block (16) is plugged into the exhaust hole (18); One side of the installation shell (8) is connected to a connecting pipe (20), and the other axial end of the connecting pipe (20) is connected to the inner cavity of the sleeve (4).

2. A buffer mechanism for a beach vehicle according to claim 1, characterized in that: The mounting platform (5) is provided with a mounting hole (7) for the piston tube (10), and the lower end of the piston tube (10) is inserted into the mounting hole (7) and is sealedly connected to the mounting platform (5); There is a gap between the lower end surface of the piston tube (10) and the lower end of the mounting hole (7), and the end of the connecting tube (20) away from the mounting shell (8) is inserted into the mounting hole (7).

3. A buffer mechanism for a beach vehicle according to claim 2, characterized in that: The mounting platform (5) is a two-section structure, the mounting platform (5) is composed of two assembly parts I spliced ​​together, the two assembly parts I are fixedly connected by bolts I (12), and each assembly part I has a groove with a semicircular structure on the horizontal surface at the upper end, and the two grooves are spliced ​​together to form a mounting hole (7); The lower end of the piston tube (10) is coaxially fixedly connected with a rubber ring I (6), and the piston tube (10) is interference-fitted with the mounting platform (5) via the rubber ring I (6).

4. A buffer mechanism for a beach vehicle according to claim 1, characterized in that: The lower end of the upper connection structure (1) is fixedly connected to a threaded rod (9), the threaded rod (9) is fixedly connected to the sleeve (4), and the upper end of the sleeve (4) is sealed to the threaded rod (9) via a rubber ring II (13); The outer side of the threaded rod (9) is threadedly connected to a limiting ring (2), and the upper end surface of the compression spring (3) is in contact with the limiting ring (2).

5. The buffer mechanism for a beach vehicle according to claim 1, characterized in that: The installation shell (8) is a two-section structure, and the installation shell (8) is composed of two assembly parts II spliced ​​together, and the two assembly parts II are fixedly connected by bolts II (14).

6. A buffer mechanism for a beach vehicle according to claim 5, characterized in that: A through slot is formed through the lower end of each assembly part II, and a connecting part (15) is inserted into both through slots. The connecting part (15) is interference fit with the assembly part II, and the connecting part (15) is fixedly connected to the lower connecting structure (11).

7. A buffer mechanism for a beach vehicle according to claim 6, characterized in that: The portion of the connecting member (15) located in the inner cavity of the installation shell (8) is fixedly connected to a positioning plate (19), and the positioning plate (19) abuts against the inner wall of the lower end of the installation shell (8).

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