Air chamber assembly of air pressure damping front fork

Abstract

The utility model relates to the related technical field of bicycle shock absorbers, in particular to an air chamber assembly of an air pressure shock absorption front fork, which comprises a connecting frame, an inner pipe is mounted on the surface of one side of the connecting frame, an air tap outer cover is fixedly connected to the surface of one end of the inner pipe, and a tail plug is fixedly connected to the surface of one end of the inner pipe. When the whole system is aerated by using the air tap on the air tap outer cover, the piston moves downwards due to air pressure until the limiting block abuts against the tail plug, at the moment, the sealing ring stops at the position of the groove, the piston is communicated up and down, the air pressure is balanced up and down, and when the air pressure is balanced up and down, the sealing ring is closed. When the damping front fork is started to work, only static friction force of the sealing ring needs to be overcome, when the front fork continues to be compressed and the piston moves upwards to exceed the groove, the piston is closed up and down again, and due to the fact that the size of the lower portion is increased, air pressure is reduced, the size of the upper portion is reduced, air pressure is increased, and the increased size counteracts the original size due to the small size of the lower portion.

Description

Technical Field

[0001] The utility model relates to the technical field related to bicycle shock absorbers, in particular to an air chamber component of a pneumatic shock-absorbing front fork. Background Art

[0002] The front fork component is located in the front part of the bicycle structure. Its upper end is connected to the handlebar component, the frame component cooperates with the front tube, and the lower end cooperates with the front axle component to form the guidance system of the bicycle. The working order of the front fork should be: when encountering an obstacle, the front fork is compressed, and when it reaches the extreme, it is rebounded to the original length, and the rebound system ends. In order to facilitate the use of bicycle shock absorbers, an air chamber assembly of a pneumatic shock-absorbing front fork is particularly needed.

[0003] However, the existing pneumatic shock-absorbing front fork has a sense of jamming when the shock absorber is activated because the dynamic friction of the sealing ring is smaller than the static friction. This jamming affects the shock-absorbing performance of the bicycle, especially the light-weight racing bicycle. Utility Model Content

[0004] The utility model aims to provide an air chamber assembly for a pneumatic shock-absorbing front fork, so as to solve the problem that the existing pneumatic shock-absorbing front fork mentioned in the background art has a stuck feeling at the moment when the shock absorber is activated because the dynamic friction of the sealing ring is smaller than the static friction, and this stuck feeling affects the shock absorption performance of the bicycle, especially the light weight racing bicycle.

[0005] To achieve the above-mentioned objectives, the utility model provides the following technical solutions: an air chamber assembly of a pneumatic shock-absorbing front fork, comprising a connecting frame, an inner tube is installed on one side surface of the connecting frame, an air valve outer cover is fixedly connected to one end surface of the inner tube, a tail plug is fixedly connected to one end surface of the inner tube, a mounting hole is provided on one side surface of the tail plug, a piston rod is slidably connected to the inner surface of the mounting hole, a limiting block is fixedly connected to the inner surface of the inner tube, a first fixing groove is provided on one side surface of the piston rod, a guide ring is fixedly connected to the inner surface of the first fixing groove, a sealing ring is fixedly connected to one side surface of the piston rod, a piston is fixedly connected to one side surface of the sealing ring, a second mounting groove is provided on one side surface of the piston, and a groove is provided on the inner surface of the inner tube.

[0006] Preferably, the inner tube is installed symmetrically with respect to the central axis of the connecting frame, and the outer wall size of the air nozzle outer cover matches the inner wall size of the inner tube.

[0007] Preferably, the outer wall size of the tail plug matches the inner wall size of the inner tube, and the inner wall size of the mounting hole matches the outer wall size of the piston rod.

[0008] Preferably, the limit block is installed symmetrically with respect to the center axis of the piston rod, and the inner wall size of the first fixing groove matches the outer wall size of the guide ring.

[0009] Preferably, the outer wall size of the sealing ring matches the inner wall size of the inner tube, and the inner wall size of the second mounting groove matches the outer wall size of the guide ring.

[0010] Preferably, one end surface of the sealing ring is fixedly connected to a piston rod, and the other end surface of the sealing ring is fixedly connected to a piston.

[0011] Preferably, an air valve outer cover is fixedly connected to one end surface of the inner tube, and a tail plug is fixedly connected to the other end surface of the inner tube.

[0012] Compared with the prior art, the beneficial effects of the utility model are as follows: for the air chamber assembly of the pneumatic shock-absorbing front fork, when we use the air nozzle on the air nozzle outer cover to inflate the entire system, the piston will move downward due to the air pressure until the limit block presses against the tail plug, at which time the sealing ring stops at the position of the groove, and the upper and lower air pressures of the piston are balanced. When the upper and lower air pressures of the piston are balanced, the shock-absorbing front fork only needs to overcome the static friction of the sealing ring when starting to work. When the front fork continues to be compressed and the piston moves upward beyond the groove, the upper and lower parts of the piston are closed again. Due to the increase in the lower volume, the air pressure decreases, the upper volume decreases and the air pressure increases. Because the lower volume is very small, the increased volume offsets the original volume. At this stage, the piston has started to move and is supported by the upper air pressure to form shock absorption. Effect: In the above working stage, the shock-absorbing front fork will not feel stuck because the static friction suddenly turns into dynamic friction, causing the supporting force of the entire system to change too much. In the next working stage, when the piston continues to move up and is almost to the top, the gas above the piston continues to provide support, and the gas under the piston forms a negative pressure due to volume expansion, which exerts a pulling force on the piston. The forces of the two parts are added together to make the shock-absorbing front fork less likely to bottom out. At the same time, under the same road conditions, the initial gas pressure of the entire system can be lower than that of a conventional pneumatic shock-absorbing front fork, which further improves the sensitivity of the shock-absorbing front fork. The pneumatic front fork uses the air pressure in the air chamber to provide shock absorbing effect. When the front fork is compressed, the pressure and volume in the air chamber will change, and the force generated by this change is used to reduce the impact. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 This is a schematic diagram of the overall appearance of the utility model;

[0014] Figure 2 This is a schematic diagram of the overall appearance structure of the utility model;

[0015] Figure 3 For this utility model Figure 1 Enlarged structural diagram at A in the middle.

[0016] In the figure: 1. connecting frame; 2. inner tube; 3. outer cover of air nozzle; 4. tail plug; 5. mounting hole; 6. piston rod; 7. limit block; 8. first fixing groove; 9. guide ring; 10. sealing ring; 11. piston; 12. second mounting groove; 13. groove. DETAILED DESCRIPTION

[0017] 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.

[0018] See also Figure 1-3The utility model provides a technical solution: an air chamber assembly of a pneumatic shock-absorbing front fork, comprising a connecting frame 1, an inner tube 2 is installed on one side surface of the connecting frame 1, an air nozzle outer cover 3 is fixedly connected to one end surface of the inner tube 2, a tail plug 4 is fixedly connected to one end surface of the inner tube 2, a mounting hole 5 is opened on one side surface of the tail plug 4, a piston rod 6 is slidably connected to the inner side surface of the mounting hole 5, a limiting block 7 is fixedly connected to the inner side surface of the inner tube 2, a first fixing groove 8 is opened on one side surface of the piston rod 6, a guide ring 9 is fixedly connected to the inner side surface of the first fixing groove 8, a sealing ring 10 is fixedly connected to one side surface of the piston rod 6, and a piston 11, a second mounting groove 12 is provided on one side surface of the piston 11, a groove 13 is provided on the inner side surface of the inner tube 2, through the connection frame 1, the inner tube 2, the air nozzle outer cover 3, the tail plug 4, the mounting hole 5, the piston rod 6, the limit block 7, the first fixed groove 8, the guide ring 9, the sealing ring 10, the piston 11, the second mounting groove 12, and the groove 13 are arranged, when in use, a group of guide rings 9 are respectively placed in the first fixed groove 8 and the second mounting groove 12, the piston rod 6 and the piston 11 are respectively connected at both ends of the sealing ring 10, the limit block 7 is placed on the outside of the piston rod 6, and then the whole is placed inside the inner tube 2, and fixed by the air nozzle outer cover 3 and the tail plug 4, and when in use When the air nozzle on the air nozzle outer cover 3 is used to inflate the entire system, the piston 11 will move downward due to the air pressure until the limit block 7 presses against the tail plug 4. At this time, the sealing ring 10 stops at the position of the groove 13, and the piston 11 is connected up and down to balance the upper and lower air pressures. When the upper and lower air pressures of the piston 11 are balanced, the shock absorbing front fork only needs to overcome the static friction of the sealing ring 10 when starting to work. When the front fork continues to be compressed and the piston 11 moves upward beyond the groove 13, the piston 11 is closed again up and down. As the lower volume increases, the air pressure decreases, the upper volume decreases and the air pressure increases, and because the lower volume is very small, the increased volume offsets the original volume. At this stage, the piston 11 has started to move, and the upper air pressure support forms a shock-absorbing effect. In the above-mentioned working stage, the shock-absorbing front fork will not feel stuck due to the sudden change of static friction into dynamic friction, which causes the supporting force of the entire system to change too much. In the next working stage, when the piston 11 continues to move up and is almost to the top, the gas above the piston 11 continues to provide support, and the gas under the piston 11 forms a negative pressure due to volume expansion, which exerts a pulling force on the piston 11. The combined forces of the two parts make it less likely for the shock-absorbing front fork to bottom out. At the same time, under the same road conditions, the initial gas pressure of the entire system can be lower than that of a conventional air pressure shock-absorbing front fork, which further improves the sensitivity of the shock-absorbing front fork.

[0019] Furthermore, the inner tube 2 is installed symmetrically with respect to the central axis of the connecting frame 1, and the outer wall size of the air valve outer cover 3 matches the inner wall size of the inner tube 2. Through the setting of the inner tube 2, when in use, the device is placed as a whole in the inner tube 2 and fixed by the air valve outer cover 3 and the tail plug 4.

[0020] Furthermore, the outer wall size of the tail plug 4 matches the inner wall size of the inner tube 2, and the inner wall size of the mounting hole 5 matches the outer wall size of the piston rod 6. Through the setting of the tail plug 4, the tail plug 4 can effectively ensure the overall air tightness of the device when in use.

[0021] Furthermore, the limit block 7 is installed symmetrically with respect to the central axis of the piston rod 6, and the inner wall size of the first fixed groove 8 matches the outer wall size of the guide ring 9. Through the setting of the limit block 7, when in use, the limit block 7 limits the extension length of the parts consisting of the piston rod 6 and the piston 11 in a free state, so that the piston 11 just stops at the position of the groove 13 of the inner tube 2.

[0022] Furthermore, the outer wall size of the sealing ring 10 matches the inner wall size of the inner tube 2, and the inner wall size of the second mounting groove 12 matches the outer wall size of the guide ring 9. Through the setting of the sealing ring 10, when in use, the sealing ring 10 can well ensure the sealing between the upper and lower air pressures.

[0023] Furthermore, one end surface of the sealing ring 10 is fixedly connected to the piston rod 6, and the other end surface of the sealing ring 10 is fixedly connected to the piston 11. Through the setting of the piston 11, when in use, the piston 11 balances the upper and lower air pressures by conducting up and down.

[0024] Furthermore, a valve outer cover 3 is fixedly connected to one end surface of the inner tube 2, and a tail plug 4 is fixedly connected to the other end surface of the inner tube 2. Through the setting of the valve outer cover 3, when in use, the entire system is inflated and adjusted through the valve on the valve outer cover 3.

[0025] Working principle: when we use the air nozzle on the air nozzle outer cover 3 to inflate the entire system, the piston 11 will move downward due to the air pressure until the limit block 7 presses against the tail plug 4. At this time, the sealing ring 10 stops at the position of the groove 13, and the piston 11 is connected up and down to balance the upper and lower air pressures. When the upper and lower air pressures of the piston 11 are balanced, the shock-absorbing front fork only needs to overcome the static friction of the sealing ring 10 when starting to work. When the front fork continues to be compressed and the piston 11 moves upward beyond the groove 13, the piston 11 is closed again up and down. As the lower volume increases, the air pressure decreases, and the upper volume decreases and the air pressure increases. Because the lower volume is very small, the increased volume offsets the original volume. At this stage, the piston 11 has started to move and is supported by the upper air pressure to form a shock-absorbing effect. In the above working stage, the supporting force of the whole system will not change too much and there will be no feeling of jamming due to the sudden change of static friction into dynamic friction. In the next working stage, when the piston 11 continues to move up and is almost to the top, the gas above the piston 11 continues to provide support, and the gas below the piston 11 forms a negative pressure due to the volume expansion, which exerts a pulling force on the piston 11. The forces of the two parts are added together to make it less likely for the shock-absorbing front fork to bottom out. At the same time, under the same road conditions, the initial gas pressure of the whole system can be lower than that of a conventional pneumatic shock-absorbing front fork, which further improves the sensitivity of the shock-absorbing front fork. The pneumatic front fork uses the air pressure in the air chamber to provide a shock-absorbing effect. When the front fork is compressed, the pressure and volume in the air chamber will change, and the force generated by this change is used to reduce the impact.

[0026] 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. An air chamber assembly for a pneumatic shock absorbing front fork, comprising a connecting frame (1), characterized in that: An inner tube (2) is installed on one side surface of the connecting frame (1), an air nozzle outer cover (3) is fixedly connected to one end surface of the inner tube (2), a tail plug (4) is fixedly connected to one end surface of the inner tube (2), a mounting hole (5) is provided on one side surface of the tail plug (4), a piston rod (6) is slidably connected to the inner side surface of the mounting hole (5), a limiting block (7) is fixedly connected to the inner side surface of the inner tube (2), a first fixing groove (8) is provided on one side surface of the piston rod (6), a guide ring (9) is fixedly connected to the inner side surface of the first fixing groove (8), a sealing ring (10) is fixedly connected to one side surface of the piston rod (6), a piston (11) is fixedly connected to one side surface of the sealing ring (10), a second mounting groove (12) is provided on one side surface of the piston (11), and a groove (13) is provided on the inner side surface of the inner tube (2).

2. The air chamber assembly of a pneumatic shock absorbing front fork according to claim 1, characterized in that: The inner tube (2) is symmetrically mounted with respect to the central axis of the connecting frame (1), and the outer wall size of the air nozzle outer cover (3) matches the inner wall size of the inner tube (2).

3. The air chamber assembly of a pneumatic shock absorbing front fork according to claim 1, characterized in that: The outer wall size of the tail plug (4) matches the inner wall size of the inner tube (2), and the inner wall size of the mounting hole (5) matches the outer wall size of the piston rod (6).

4. The air chamber assembly of a pneumatic shock absorbing front fork according to claim 1, characterized in that: The limit block (7) is installed symmetrically with respect to the central axis of the piston rod (6), and the inner wall size of the first fixing groove (8) matches the outer wall size of the guide ring (9).

5. The air chamber assembly of a pneumatic shock absorbing front fork according to claim 1, characterized in that: The outer wall size of the sealing ring (10) matches the inner wall size of the inner tube (2), and the inner wall size of the second mounting groove (12) matches the outer wall size of the guide ring (9).

6. The air chamber assembly of a pneumatic shock absorbing front fork according to claim 1, characterized in that: One end surface of the sealing ring (10) is fixedly connected to a piston rod (6), and the other end surface of the sealing ring (10) is fixedly connected to a piston (11).

7. The air chamber assembly of a pneumatic shock absorbing front fork according to claim 1, characterized in that: One end surface of the inner tube (2) is fixedly connected to a valve outer cover (3), and the other end surface of the inner tube (2) is fixedly connected to a tail plug (4).

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