Double-shock-absorber structure of bicycle

Abstract

The utility model discloses a double-shock-absorber structure of a bicycle, which comprises a shock-absorbing frame, a main shock absorber and an auxiliary shock absorber are mounted on the inner side of the shock-absorbing frame, the auxiliary shock absorber is positioned below the main shock absorber, a mounting rack is positioned at the position of the shock-absorbing frame where the main shock absorber is mounted, and the mounting rack is positioned below the main shock absorber. A buffer frame is movably arranged at the position, where the auxiliary shock absorber is installed, of the shock-absorbing frame, the rear end of the shock-absorbing frame is connected with an upper wheel frame and a lower wheel frame, the main shock absorber is connected with a first auxiliary air chamber, the auxiliary shock absorber is connected with a second auxiliary air chamber, and the main shock absorber and the auxiliary shock absorber are combined. According to the double-shock-absorber structure of the bicycle, the structure that the two shock absorbers are combined is adopted, the shock absorption effect is more excellent, the pressure of the shock absorbers is smaller, the service life is longer, the buffering force of the shock absorbers can be adjusted according to the body weight and the road condition, and the riding comfort of the bicycle and the safety of a rider are improved.

Description

Technical Field

[0001] The utility model relates to the field of bicycles, in particular to a double shock absorber structure of a bicycle. Background Art

[0002] The double shock absorber structure of a bicycle is a supporting device that reduces the vibration during the driving of the bicycle. During the driving of the bicycle, large vibrations are prone to occur on bumpy roads, which are transmitted to the seat and cause driving discomfort. A shock-absorbing structure is required for buffering. With the continuous development of science and technology, people have higher and higher requirements for the manufacturing process of the double shock absorber structure of bicycles.

[0003] The existing bicycle shock absorber structure has certain disadvantages when in use. First, the existing bicycle shock absorber structure is relatively simple, generally only one set of shock absorbers is installed, the shock absorption and buffering effect cannot meet the requirements well, and the service life is short, which is not conducive to people's use. In addition, the existing bicycle shock absorber structure cannot be easily adjusted according to weight and road conditions, which brings certain adverse effects to the actual use process. For this reason, we propose a double shock absorber structure for a bicycle. Utility Model Content

[0004] Technical problem solved: In view of the shortcomings of the prior art, the utility model provides a double shock absorber structure for a bicycle, which adopts a structure of two groups of shock absorbers, has a better shock absorption effect, less pressure on the shock absorbers, and a longer service life. The buffering force of the shock absorbers can be adjusted according to body weight and road conditions, thereby improving the riding comfort of the bicycle and the safety of the rider, and can effectively solve the problems in the background technology.

[0005] Technical solution: To achieve the above-mentioned purpose, the technical solution adopted by the utility model is: a double shock absorber structure of a bicycle, including a shock absorber frame, a main shock absorber and an auxiliary shock absorber are installed on the inner side of the shock absorber frame, the auxiliary shock absorber is located below the main shock absorber, a mounting frame is positioned at the position where the main shock absorber is installed on the shock absorber frame, a buffer frame is movably provided at the position where the auxiliary shock absorber is installed on the shock absorber frame, an upper wheel frame and a lower wheel frame are connected to the rear end of the shock absorber frame, a first auxiliary air chamber is connected to the main shock absorber, a second auxiliary air chamber is connected to the auxiliary shock absorber, and the main shock absorber and the auxiliary shock absorber are combined.

[0006] Preferably, a third turning point is connected between the upper wheel frame and the buffer frame, a first turning point is connected between the buffer frame and the shock-absorbing frame, a sixth turning point is connected between the buffer frame and the auxiliary shock absorber, a seventh turning point is connected between the main shock absorber and the mounting frame, a fourth turning point is connected between the upper wheel frame and the lower wheel frame, a fifth turning point is connected between the lower wheel frame and the shock-absorbing frame, a first coupling is connected to the front end of the main shock absorber, a second turning point is connected between the first coupling and the buffer frame, a second coupling is connected to the front end of the auxiliary shock absorber, and the second coupling is connected to the fifth turning point.

[0007] Preferably, the main shock absorber is telescopically provided with a first shock absorber rod on its inner wall, which is connected to a first coupling; the auxiliary shock absorber is telescopically provided with a second shock absorber rod on its inner wall, which is connected to a second coupling; a first control valve is installed on the first auxiliary air chamber, which is connected to a first controller; a second control valve is installed on the second auxiliary air chamber, which is connected to a second controller.

[0008] Preferably, the upper wheel frame and the buffer frame are fine-tuned via the third turning point, the buffer frame is fine-tuned on the shock-absorbing frame via the first turning point, the buffer frame and the auxiliary shock absorber are fine-tuned via the sixth turning point, the main shock absorber and the mounting frame are fine-tuned via the seventh turning point, the upper wheel frame and the lower wheel frame are fine-tuned via the fourth turning point, and the lower wheel frame and the shock-absorbing frame are fine-tuned via the fifth turning point.

[0009] Preferably, the main shock absorber drives the telescopic movement of the first shock absorber rod, the first controller drives the first control valve and the first auxiliary air chamber and controls the buffering force of the main shock absorber, and the second controller drives the second control valve and the second auxiliary air chamber and controls the buffering force of the auxiliary shock absorber.

[0010] Preferably, the main shock absorber and the auxiliary shock absorber are installed in combination, and the auxiliary shock absorber is arranged obliquely below the main shock absorber to form a triangular structure.

[0011] Beneficial effects: Compared with the prior art, the utility model provides a double shock absorber structure for a bicycle, which has the following beneficial effects: the double shock absorber structure for a bicycle adopts a structure of two groups of shock absorbers, the shock absorption effect is better, the pressure of the shock absorber is smaller, and the service life is longer. The buffering strength of the shock absorber can be adjusted according to the body weight and road conditions, thereby improving the riding comfort of the bicycle and the safety of the rider. The main shock absorber and the auxiliary shock absorber are installed in combination, and the auxiliary shock absorber is tiltedly arranged below the main shock absorber to form a triangular structure. The main shock absorber drives the position of the first shock absorber rod to be telescopic and movable, the first controller drives the first control valve and the first auxiliary air chamber and controls the buffering strength of the main shock absorber, the second controller drives the second control valve and the second auxiliary air chamber and controls the buffering strength of the auxiliary shock absorber. The double shock absorber structure of the entire bicycle is simple, easy to operate, and the effect of use is better than that of the traditional method. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 The utility model is a schematic diagram of a shock-absorbing uncompressed structure in a double shock absorber structure of a bicycle.

[0013] Figure 2 The utility model is a schematic diagram of a double shock absorber structure of a bicycle in which the shock absorber is compressed by 30%.

[0014] Figure 3 The utility model is a schematic diagram of a double shock absorber structure of a bicycle in which the shock absorber is compressed by 50%.

[0015] Figure 4 The utility model is a schematic diagram of a double shock absorber structure of a bicycle with 100% shock absorption compression.

[0016] In the figure: 1. shock-absorbing frame; 2. main shock absorber; 3. auxiliary shock absorber; 4. first turning point; 5. second turning point; 6. third turning point; 7. upper wheel frame; 8. fourth turning point; 9. fifth turning point; 10. sixth turning point; 11. mounting frame; 12. lower wheel frame; 13. seventh turning point; 14. first coupling; 15. first shock-absorbing rod; 16. first auxiliary air chamber; 17. first controller; 18. first control valve; 19. second control valve; 20. second controller; 21. second auxiliary air chamber; 22. second shock-absorbing rod; 23. second coupling; 24. buffer frame. DETAILED DESCRIPTION

[0017] The technical solution of the utility model will be clearly and completely described below in conjunction with the accompanying drawings and specific embodiments, but those skilled in the art will understand that the embodiments described below are part of the embodiments of the utility model, rather than all of the embodiments, and are only used to illustrate the utility model, and should not be considered as limiting the scope of the utility model. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in the field without making creative work are within the scope of protection of the utility model. If the specific conditions are not specified in the embodiments, they are carried out according to conventional conditions or conditions recommended by the manufacturer. If the manufacturer is not specified for the reagents or instruments used, they are all conventional products that can be purchased commercially.

[0018] In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the 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 orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance.

[0019] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0020] like Figure 1-4 As shown, a double shock absorber structure of a bicycle comprises a shock absorber frame 1, a main shock absorber 2 and an auxiliary shock absorber 3 are installed on the inner side of the shock absorber frame 1, the auxiliary shock absorber 3 is located below the main shock absorber 2, a mounting frame 11 is positioned at the position where the main shock absorber 2 is installed on the shock absorber frame 1, a buffer frame 24 is movably provided at the position where the auxiliary shock absorber 3 is installed on the shock absorber frame 1, an upper wheel frame 7 and a lower wheel frame 12 are connected to the rear end of the shock absorber frame 1, a first auxiliary air chamber 16 is connected to the main shock absorber 2, and a second auxiliary air chamber 21 is connected to the auxiliary shock absorber 3. The main shock absorber 2 and the auxiliary shock absorber 3 are combined, and a structure of two groups of shock absorbers is adopted, so that the shock absorption effect is more excellent, the pressure of the shock absorber is smaller, and the service life is longer. The buffering strength of the shock absorber can be adjusted according to the weight and road conditions, thereby improving the driving comfort of the bicycle and the safety of the rider.

[0021] Furthermore, a third turning point 6 is connected between the upper wheel frame 7 and the buffer frame 24, a first turning point 4 is connected between the buffer frame 24 and the shock absorber frame 1, a sixth turning point 10 is connected between the buffer frame 24 and the auxiliary shock absorber 3, a seventh turning point 13 is connected between the main shock absorber 2 and the mounting frame 11, a fourth turning point 8 is connected between the upper wheel frame 7 and the lower wheel frame 12, a fifth turning point 9 is connected between the lower wheel frame 12 and the shock absorber frame 1, a first coupling 14 is connected to the front end of the main shock absorber 2, a second turning point 5 is connected between the first coupling 14 and the buffer frame 24, a second coupling 23 is connected to the front end of the auxiliary shock absorber 3, and the second coupling 23 is connected to the fifth turning point 9.

[0022] Furthermore, a first shock absorber rod 15 is telescopically provided on the inner wall of the main shock absorber 2, and the first shock absorber rod 15 is connected to the first coupling 14. A second shock absorber rod 22 is telescopically provided on the inner wall of the auxiliary shock absorber 3, and the second shock absorber rod 22 is connected to the second coupling 23. A first control valve 18 is installed on the first auxiliary air chamber 16, and the first control valve 18 is connected to the first controller 17. A second control valve 19 is installed on the second auxiliary air chamber 21, and the second control valve 19 is connected to the second controller 20.

[0023] Furthermore, the upper wheel frame 7 and the buffer frame 24 are fine-tuned via the third turning point 6, the buffer frame 24 is fine-tuned on the shock absorber frame 1 via the first turning point 4, the buffer frame 24 and the auxiliary shock absorber 3 are fine-tuned via the sixth turning point 10, the main shock absorber 2 and the mounting frame 11 are fine-tuned via the seventh turning point 13, the upper wheel frame 7 and the lower wheel frame 12 are fine-tuned via the fourth turning point 8, and the lower wheel frame 12 and the shock absorber frame 1 are fine-tuned via the fifth turning point 9.

[0024] Furthermore, the main shock absorber 2 drives the position extension and retraction of the first shock absorber rod 15, the first controller 17 drives the first control valve 18 and the first auxiliary air chamber 16 and controls the buffering force of the main shock absorber 2, and the second controller 20 drives the second control valve 19 and the second auxiliary air chamber 21 and controls the buffering force of the auxiliary shock absorber 3.

[0025] Furthermore, the main shock absorber 2 and the auxiliary shock absorber 3 are installed in combination, and the auxiliary shock absorber 3 is arranged obliquely below the main shock absorber 2 to form a triangular structure.

[0026] Working principle: The utility model includes a shock-absorbing frame 1, a main shock absorber 2, an auxiliary shock absorber 3, a first turning point 4, a second turning point 5, a third turning point 6, an upper wheel frame 7, a fourth turning point 8, a fifth turning point 9, a sixth turning point 10, a mounting frame 11, a lower wheel frame 12, a seventh turning point 13, a first coupling 14, a first shock-absorbing rod 15, a first auxiliary air chamber 16, a first controller 17, a first control valve 18, a second control valve 19, a second controller 20, a second auxiliary air chamber 21, a second shock-absorbing rod 22, a second coupling 23 and a buffer frame 24. When in use, the main shock absorber 2 and the auxiliary shock absorber 3 are assembled and installed, and The auxiliary shock absorber 3 is tiltedly arranged below the main shock absorber 2 to form a triangular structure. The main shock absorber 2 drives the first shock absorber rod 15 to move telescopically. The first controller 17 drives the first control valve 18 and the first auxiliary air chamber 16 to control the buffering force of the main shock absorber 2. The second controller 20 drives the second control valve 19 and the second auxiliary air chamber 21 to control the buffering force of the auxiliary shock absorber 3. The structure of two groups of shock absorbers is adopted, the shock absorption effect is better, the pressure of the shock absorber is smaller, and the service life is longer. The buffering force of the shock absorber can be adjusted according to the weight and road conditions, thereby improving the driving comfort of the bicycle and the safety of the rider.

[0027] It should be noted that, in this article, relational terms such as first and second (number one, number two), etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "including one..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0028] The above shows and describes the basic principle and main features of the utility model and the advantages of the utility model. The technicians in this industry should understand that the utility model is not limited by the above embodiments, and the above embodiments and descriptions are only for explaining the principle of the utility model. Without departing from the spirit and scope of the utility model, the utility model will have various changes and improvements, and these changes and improvements fall within the scope of the utility model to be protected.

Claims

1. A double shock absorber structure for a bicycle, comprising a shock absorber frame (1), characterized in that: A main shock absorber (2) and an auxiliary shock absorber (3) are installed on the inner side of the shock absorber frame (1); the auxiliary shock absorber (3) is located below the main shock absorber (2); a mounting frame (11) is positioned at the position where the main shock absorber (2) is installed on the shock absorber frame (1); a buffer frame (24) is movably provided at the position where the auxiliary shock absorber (3) is installed on the shock absorber frame (1); an upper wheel frame (7) and a lower wheel frame (12) are connected to the rear end of the shock absorber frame (1); a first auxiliary air chamber (16) is connected to the main shock absorber (2); a second auxiliary air chamber (21) is connected to the auxiliary shock absorber (3); and the main shock absorber (2) and the auxiliary shock absorber (3) are combined.

2. A double shock absorber structure for a bicycle according to claim 1, characterized in that: A third turning point (6) is connected between the upper wheel frame (7) and the buffer frame (24), a first turning point (4) is connected between the buffer frame (24) and the shock absorber frame (1), a sixth turning point (10) is connected between the buffer frame (24) and the auxiliary shock absorber (3), a seventh turning point (13) is connected between the main shock absorber (2) and the mounting frame (11), a fourth turning point (8) is connected between the upper wheel frame (7) and the lower wheel frame (12), a fifth turning point (9) is connected between the lower wheel frame (12) and the shock absorber frame (1), a first coupling (14) is connected to the front end of the main shock absorber (2), a second turning point (5) is connected between the first coupling (14) and the buffer frame (24), a second coupling (23) is connected to the front end of the auxiliary shock absorber (3), and the second coupling (23) is connected to the fifth turning point (9).

3. The double shock absorber structure of a bicycle according to claim 1, characterized in that: The main shock absorber (2) has a first shock absorber rod (15) telescopically disposed on its inner wall, the first shock absorber rod (15) being connected to a first coupling (14); the auxiliary shock absorber (3) has a second shock absorber rod (22) telescopically disposed on its inner wall, the second shock absorber rod (22) being connected to a second coupling (23); a first control valve (18) being mounted on the first auxiliary air chamber (16), the first control valve (18) being connected to a first controller (17); a second control valve (19) being mounted on the second auxiliary air chamber (21), the second control valve (19) being connected to a second controller (20).

4. The double shock absorber structure of a bicycle according to claim 2, characterized in that: The upper wheel frame (7) and the buffer frame (24) are finely adjusted via a third rotation point (6), the buffer frame (24) is finely adjusted on the shock absorber frame (1) via a first rotation point (4), the buffer frame (24) and the auxiliary shock absorber (3) are finely adjusted via a sixth rotation point (10), the main shock absorber (2) and the mounting frame (11) are finely adjusted via a seventh rotation point (13), the upper wheel frame (7) and the lower wheel frame (12) are finely adjusted via a fourth rotation point (8), and the lower wheel frame (12) and the shock absorber frame (1) are finely adjusted via a fifth rotation point (9).

5. The double shock absorber structure of a bicycle according to claim 3, characterized in that: The main shock absorber (2) drives the first shock absorber rod (15) to move in a telescopic manner, the first controller (17) drives the first control valve (18) and the first auxiliary air chamber (16) and controls the buffering force of the main shock absorber (2), and the second controller (20) drives the second control valve (19) and the second auxiliary air chamber (21) and controls the buffering force of the auxiliary shock absorber (3).

6. The double shock absorber structure of a bicycle according to claim 1, characterized in that: The main shock absorber (2) and the auxiliary shock absorber (3) are installed in combination, and the auxiliary shock absorber (3) is arranged in an inclined manner below the main shock absorber (2) to form a triangular structure.

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