Wheel centering adjusting shaft sleeve of two-wheeled motorcycle

Abstract

The utility model belongs to the technical field of motorcycle accessories, and particularly relates to a two-wheeled motorcycle wheel centering adjusting shaft sleeve which comprises a first shaft sleeve body and a second shaft sleeve body, and the second shaft sleeve body is screwed into the first shaft sleeve body in a threaded connection mode. The number of the anti-skid structures is two, and the two anti-skid structures are arranged on the peripheral side walls of the back ends of the first shaft sleeve and the second shaft sleeve correspondingly. The oil injection structure is arranged on the first shaft sleeve and used for solving the problems that an existing shaft sleeve is usually of a fixed integrated structure, the overall length of the shaft sleeve cannot be adjusted according to the situation when a wheel is installed, and therefore after the wheel is installed on a damping fork frame, the wheel is prone to deviating from the center position between two dampers, and the service life of the wheel is affected. And the problems that the distances between the same ends of two shock absorbers are not consistent, so that the two shock absorbers cannot be kept parallel, and the shock absorption effect is affected after the shock absorbers have the phenomena of inner eight shock absorbers and outer eight shock absorbers in the using process are solved.

Description

Technical Field

[0001] The utility model belongs to the technical field of motorcycle parts, and particularly relates to a wheel centering adjusting bushing for a two-wheel motorcycle. Background Art

[0002] During the assembly process of a two-wheel motorcycle, its wheels usually need to be assembled and connected to the motorcycle shock absorbers. First, one end of two motorcycle shock absorbers is respectively assembled at both ends of the fork to form a shock fork for installing the wheels. Then, the shaft holes at the centers of the wheel hubs are connected to the shaft holes at the other ends of the two shock absorbers by bushings, so as to assemble the wheels on the shock fork.

[0003] However, since the current bushings are often of a fixed integral structure, their overall length cannot be adjusted according to the situation during wheel installation. As a result, after the wheels are installed on the shock fork, the wheels are prone to shift from the center position between the two shock absorbers; at the same time, it is also easy to have inconsistent distances between the same ends of the two shock absorbers, making the two shock absorbers unable to maintain a parallel state, resulting in the phenomenon of the shock absorbers being inwards or outwards during use and affecting the shock absorption effect. Summary of the Utility Model

[0004] Based on the problems mentioned in the above background art, the utility model provides a wheel centering adjusting bushing for a two-wheel motorcycle, which is used to solve the problems that the current bushings are often of a fixed integral structure, their overall length cannot be adjusted according to the situation during wheel installation, resulting in the wheels being prone to shift from the center position between the two shock absorbers after the wheels are installed on the shock fork, and the distances between the same ends of the two shock absorbers are inconsistent, making the two shock absorbers unable to maintain a parallel state, resulting in the phenomenon of the shock absorbers being inwards or outwards during use and affecting the shock absorption effect.

[0005] The technical solution adopted by the utility model is as follows:

[0006] A wheel centering adjusting bushing for a two-wheel motorcycle, comprising:

[0007] A first bushing and a second bushing, the second bushing is screwed into the first bushing by a threaded connection;

[0008] An anti-slip structure, there are two anti-slip structures, and the two anti-slip structures are respectively arranged on the circumferential side walls of the back ends of the first bushing and the second bushing;

[0009] An oil injection structure, the oil injection structure is arranged on the first bushing.

[0010] On the basis of the above technical solution, the utility model has also made the following improvements:

[0011] Further, an internal thread is arranged on the inner circumference of one end of the first bushing, and an external thread is arranged on the outer circumference of one end of the second bushing.

[0012] Further, the anti-slip structure includes annular grooves which are respectively arranged on the circumferential side walls of the back ends of the first sleeve and the second sleeve, and a plurality of gripping teeth are arranged at the bottoms of the annular grooves.

[0013] Further, the oil injection structure includes annular grooves and oil injection holes. A plurality of annular grooves are provided and are all arranged in an array on the inner wall of the internal thread part of the first sleeve, and the oil injection holes penetrate from one end of the first sleeve to the inside of the annular grooves.

[0014] Advantages of the utility model:

[0015] 1. By providing the first sleeve and the second sleeve, and the second sleeve is screwed into the first sleeve through a threaded connection, the second sleeve can rotate in the first sleeve, so that the overall length of the sleeve can be adjusted. After the wheel is installed on the shock absorber fork, the wheel can be kept at the central position between the two shock absorbers, and at the same time, the two shock absorbers can be kept parallel, avoiding the phenomenon of the shock absorbers being in an inward or outward V shape during use.

[0016] 2. By providing the anti-slip structure, the bonding stability between the first sleeve and the end shaft hole of the shock absorber and between the second sleeve and the central shaft hole of the wheel hub can be enhanced.

[0017] 3. By providing the oil injection structure, when the entire sleeve needs to be disassembled during later maintenance and the second sleeve needs to be screwed out of the first sleeve, in case the connection between the internal thread and the external thread is locked due to factors such as rust, lubricating oil can be injected into the connection between the internal thread and the external thread through the oil injection structure for lubrication, so that the second sleeve can be easily screwed out of the first sleeve. Description of the drawings

[0018] The utility model can be further illustrated by the non-limiting embodiments given in the drawings;

[0019] Figure 1 is a plan view of a centering adjustment sleeve for a two-wheel motorcycle wheel of the utility model;

[0020] Figure 2 is a structural diagram of a centering adjustment sleeve for a two-wheel motorcycle wheel of the utility model;

[0021] Figure 3 is a cross-sectional view of a centering adjustment sleeve for a two-wheel motorcycle wheel of the utility model;

[0022] Figure 4 is a usage state diagram of a centering adjustment sleeve for a two-wheel motorcycle wheel of the utility model.

[0023] The reference signs in the drawings are labeled as follows:

[0024] 101. Sleeve one; 102. Sleeve two; 1010. Internal thread; 1020. External thread; 201. Annular groove; 202. Gripping teeth; 401. Annular slot; 402. Oil injection hole; 5. Shock-absorbing fork; 6. Shock absorber; 7. Wheel. Detailed implementation

[0025] As Figures 1 to 4 shown, a wheel centering adjustment sleeve for a two-wheel motorcycle includes:

[0026] Sleeve one 101 and sleeve two 102. An internal thread 1010 is provided on the inner circumference of one end of sleeve one 101, and an external thread 1020 is provided on the outer circumference of one end of sleeve two 102. Sleeve two 102 is screwed into sleeve one 101 through a threaded connection, so that sleeve two 102 can rotate in sleeve one 101, and thus the overall length of the sleeve can be adjusted.

[0027] Anti-slip structure. There are two anti-slip structures, which are respectively arranged on the circumferential side walls of the back ends of sleeve one 101 and sleeve two 102. The anti-slip structure includes an annular groove 201, which is respectively arranged on the circumferential side walls of the back ends of sleeve one 101 and sleeve two 102. A number of gripping teeth 202 are provided at the bottom of the annular groove 201. During use, by coating the annular groove 201 parts of the two sleeve twos 102 with high-strength adhesive, and then clamping the annular groove 201 parts of the two sleeve twos 102 on both sides of the shaft holes at the center of the wheel 7 hub with the high-strength adhesive, so that the two sleeve twos 102 are respectively assembled at both ends of the shaft holes at the center of the wheel 7 hub. Due to the arrangement of a number of gripping teeth 202, the bonding and gripping force between the high-strength adhesive and the bottom of the annular groove 201 can be enhanced, so that the two sleeve twos 102 can be respectively and firmly assembled at both ends of the shaft holes at the center of the wheel 7 hub. After the two sleeve twos 102 are respectively and firmly assembled at both ends of the shaft holes at the center of the wheel 7 hub, by respectively rotating the corresponding sleeve one 101, the overall length of sleeve one 101 and sleeve two 102 can be adjusted.

[0028] After adjusting the overall lengths of the first bushing 101 and the second bushing 102 to the required values, by coating the annular groove 201 parts of the two first bushings 101 with high-strength adhesive, and then clamping the annular groove 201 parts of the two first bushings 101 into the shaft holes at the same end of the two shock absorbers 6 along with the high-strength adhesive respectively, the two first bushings 101 are firmly assembled into the shaft holes at the same end of the two shock absorbers 6 in the shock absorber fork 5 respectively. Eventually, the wheel 7 is assembled between the two shock absorbers 6 at the same end in the shock absorber fork 5 by using the two adjusting bushings. Since the overall lengths of the first bushing 101 and the second bushing 102 have been adjusted to the required lengths during the assembly process, the wheel 7 can be kept at the central position between the two shock absorbers 6, and at the same time, the two shock absorbers 6 can be kept parallel to avoid the phenomenon of the shock absorbers 6 being inwards or outwards inclined during use, which may affect the shock absorption effect.

[0029] An oil injection structure is arranged on the first bushing 101. The oil injection structure includes an annular groove 401 and an oil injection hole 402. A plurality of annular grooves 401 are provided and are all arranged in an array on the inner wall at the internal thread 1010 part of the first bushing 101. The oil injection hole 402 penetrates from one end of the first bushing 101 to the inside of the annular groove 401. When the entire adjusting bushing is disassembled during later maintenance and the second bushing 102 needs to be screwed out from the first bushing 101, due to long-term use, the connection part between the internal thread 1010 and the external thread 1020 may be rusted and locked. At this time, lubricating oil can be injected into the oil injection hole 402 to make the lubricating oil flow into the annular groove 401, so that the connection part between the internal thread 1010 and the external thread 1020 is immersed in the lubricating oil for lubrication, thus making it convenient for the second bushing 102 to be screwed out from the first bushing 101.

[0030] The above has introduced the present utility model in detail. The description of the specific embodiments is only used to help understand the method and its core idea of the present utility model. It should be noted that for those of ordinary skill in the art of this technology, without departing from the principle of the present utility model, several improvements and modifications can still be made to the present utility model, and these improvements and modifications also fall within the protection scope of the claims of the present utility model.

Claims

1. A wheel centering adjustment sleeve for a two-wheeled motorcycle, characterized in that: include: A shaft sleeve 1 (101) and a shaft sleeve 2 (102), wherein the shaft sleeve 2 (102) is screwed into the shaft sleeve 1 (101) through a threaded connection; An anti-slip structure, wherein two anti-slip structures are provided, and the two anti-slip structures are respectively provided on the peripheral side walls of the back ends of the shaft sleeve 1 (101) and the shaft sleeve 2 (102); An oil injection structure, wherein the oil injection structure is arranged on the shaft sleeve 1 (101).

2. A motorcycle wheel centering adjustment sleeve according to claim 1, characterized in that: An inner circumference of one end of the shaft sleeve 1 (101) is provided with an internal thread (1010), and an outer circumference of one end of the shaft sleeve 2 (102) is provided with an external thread (1020).

3. The wheel centering adjustment sleeve for a two-wheeled motorcycle according to claim 1, characterized in that: The anti-slip structure comprises an annular groove (201), the annular groove (201) being respectively arranged on the peripheral side walls of the back ends of the first shaft sleeve (101) and the second shaft sleeve (102), and a plurality of gripping teeth (202) being arranged at the bottom of the annular groove (201).

4. A motorcycle wheel centering adjustment sleeve according to claim 2, characterized in that: The oil injection structure comprises an annular groove (401) and an oil injection hole (402). The annular groove (401) is provided in plurality and is arranged in an array on the inner wall of the internal thread (1010) of the shaft sleeve (101). The oil injection hole (402) penetrates into the annular groove (401) along one end of the shaft sleeve (101).

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