Balance weight structure of handlebar tube and handlebar tube

Abstract

The utility model relates to the technical field of handlebar tube balance, and discloses a handlebar tube balance weight structure and a handlebar tube, the handlebar tube balance weight structure comprises a balance rod arranged in a steering column, and the upper end of the balance rod is fixed on the handlebar tube, so that the balance rod, the steering column and the handlebar tube are connected into a whole, the suppression effect on the vibration of the handlebar tube is effectively improved, and the service life of the handlebar tube is prolonged. By arranging the balance rods with different masses, vibration with different magnitudes and frequencies can be suppressed; meanwhile, the balance rod is arranged in the steering column, so that the overall appearance of the handlebar tube cannot be influenced due to the fact that the balance rod is exposed outside; in addition, the protective sleeve is arranged at the bottom of the balance rod and used for reducing collision between the bottom of the balance rod and the inner wall of the steering column for buffering due to swinging of the bottom of the balance rod, collision noise between the balance rod and the steering column is effectively reduced, and the comfort level of a rider is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of handlebar balance, in particular to a balance weight structure for a handlebar tube and a handlebar tube. Background Art

[0002] The existing straddle-type vehicles are limited by the shape of their handlebar tubes, and a balance weight device can only be arranged inside the handlebar tube or on the outer periphery of the handle of one end of the handlebar tube to suppress the vibration of the handlebar tube during the driving process of the vehicle. Due to the limited installation position, the vibration suppression effect on the handlebar tube is weak, which is not conducive to the riding experience of the rider during the riding process. Summary of the Utility Model

[0003] The purpose of the utility model is to provide a balance weight structure for a handlebar tube and a handlebar tube, which are used to solve the problem that the vibration suppression effect on the handlebar tube is weak due to the limited installation of the balance weight device in the prior art.

[0004] In order to achieve the above purpose, in a first aspect, the utility model provides a balance weight structure for a handlebar tube, which is used for a straddle-type vehicle. The straddle-type vehicle has a handlebar tube with a hollow interior. The handlebar tube includes two spaced and symmetrically arranged handle parts, and a connecting part connected between the two handle parts. The connecting part is connected with a direction column with a hollow interior, and includes:

[0005] An internal balancer, which is used to be arranged inside the handle part;

[0006] An external balancer, which is used to be arranged on the outer periphery of one end of the handle part away from the connecting part;

[0007] A balance rod, which is used to be coaxially and spacedly arranged inside the direction column. The upper end of the balance rod is used to pass through the direction column and extend upward out of the connecting part and be connected with the connecting part; a buffer part is coaxially sleeved on the lower end of the balance rod, and the projected area of the buffer part along the axis direction of the balance rod is larger than the projected area of the balance rod along its axis direction.

[0008] In some embodiments of the present application, the balance rod includes a first rod, a second rod, and a third rod that are sequentially connected in a stepped manner from bottom to top, and the diameters of the first rod, the second rod, and the third rod decrease in sequence;

[0009] A first abutting platform is formed at the connection between the first rod and the second rod, and the buffer part is sleeved on the second rod and abuts against the first abutting platform.

[0010] In some embodiments of the present application, it further includes a sleeve that penetrates through the connecting part along the axis direction of the direction column, and the opposite ends of the sleeve respectively extend out of the connecting part;

[0011] A second abutting platform is formed at the connection between the second rod and the third rod, and the second abutting platform abuts against the bottom of the sleeve; the upper end of the third rod is connected to the top of the sleeve.

[0012] In some embodiments of the present application, a threaded portion is provided at the upper end of the third rod, and the threaded portion extends upward from one end of the sleeve and is threadedly engaged with a fixing nut pressing against the top of the sleeve.

[0013] In some embodiments of the present application, the buffer member includes a sheath coaxially sleeved with the balance rod, and at least one first annular protrusion is coaxially provided at opposite ends of the sheath along its axial direction. The first annular protrusion provided at the lower end of the sheath abuts against the first abutting platform;

[0014] The first annular protrusion is spaced from the inner side wall of the direction column, and the diameter of the first annular protrusion is greater than the diameter of the first rod.

[0015] In some embodiments of the present application, at least two second annular protrusions are spaced on the outer periphery of the sheath between the two first annular protrusions, and the second annular protrusions have the same diameter as the first annular protrusions.

[0016] In some embodiments of the present application, at least two third annular protrusions are spaced on the outer periphery of the sheath between the two second annular protrusions, and the diameter of the third annular protrusions is between that of the first rod and the second annular protrusions.

[0017] In some embodiments of the present application, the thickness of the second annular protrusion along the axial direction of the sheath is less than the thickness of the first annular protrusion.

[0018] In a second aspect, the present application provides a handlebar tube, including the handlebar tube balance weight structure in the above embodiments.

[0019] In some embodiments of the present application, the connection portion and the direction column are connected through an upper link plate, and the balance rod sequentially passes through the upper link plate and the connection portion upward from inside the direction column.

[0020] Compared with the prior art, the beneficial effects of the balance weight structure of the handlebar tube and the handlebar tube in the embodiment of the present utility model are as follows: By arranging the balance rod inside the hollow steering column and fixing the upper end of the balance rod on the handlebar tube, the balance rod, the handlebar tube and the steering column are integrated into one body, effectively improving the suppression effect on the vibration of the handlebar tube. By configuring balance rods of different masses, the suppression of vibrations of different sizes and frequencies can be achieved. At the same time, since the balance rod is arranged inside the steering column, it will not affect the overall appearance of the handlebar tube due to being exposed outside. In addition, a sheath is provided at the bottom of the balance rod to reduce the collision between the bottom of the balance rod and the inner wall of the steering column due to the swing of the bottom of the balance rod for buffering, effectively reducing the collision noise between the two and improving the comfort of the rider. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 Schematic diagram of the connection relationship between the handlebar tube and the steering column of the present utility model;

[0022] Figure 2 Schematic diagram of the internal structure after the handlebar tube and the steering column of the present utility model are sectioned;

[0023] Figure 3 Enlarged schematic diagram of the structure at A of the present utility model;

[0024] Figure 4 Enlarged schematic diagram of the structure at B of the present utility model;

[0025] Figure 5 Schematic diagram of the assembly relationship between the balance rod and the buffer member of the present utility model;

[0026] Figure 6 Schematic diagram of the balance rod structure of the present utility model.

[0027] In the figure, 1. Handlebar tube; 11. Handle part; 12. Connection part; 13. Sleeve; 14. Fixing nut;

[0028] 2. Steering column; 3. Built-in balancer; 4. External balancer;

[0029] 5. Buffer member; 51. Sheath; 52. First annular protrusion; 53. Second annular protrusion; 54. Third annular protrusion;

[0030] 6. Balance rod; 61. First rod; 62. Second rod; 63. Third rod; 64. First abutting platform; 65. Second abutting platform;

[0031] 7. Upper link plate. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0032] The specific embodiments of the present utility model will be further described in detail below in conjunction with the accompanying drawings and embodiments. The following embodiments are used to illustrate the present utility model, but are not used to limit the scope of the present utility model.

[0033] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "left", "right", "front", "rear", "top", "bottom", etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present utility model 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 should not be construed as a limitation to the present utility model. It should be understood that the terms "first", "second", etc. are used in the present utility model to describe various information, but these information should not be limited to these terms, and these terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of the present utility model, "first" information may also be referred to as "second" information, and similarly, "second" information may also be referred to as "first" information.

[0034] As Figures 1-6 shown, in a first aspect, an embodiment of the present application proposes a handlebar tube balance weight structure for a straddle vehicle. The straddle vehicle has a handlebar tube 1 with a hollow interior. The handlebar tube 1 includes two spaced and symmetrically arranged handle portions 11, and a connecting portion 12 connected between the two handle portions 11. The connecting portion 12 is connected to a hollow steering column 2. The handlebar tube balance weight structure includes: an internal balancer 3 disposed inside the handle portion 11; an external balancer 4 disposed on the outer periphery of the end of the handle portion 11 away from the connecting portion 12. Both the internal balancer 3 and the external balancer 4 are weight structures for suppressing the vibration of the handlebar tube 1 during the driving of the vehicle; a balance rod 6 is coaxially and spacedly disposed inside the steering column 2. The upper end of the balance rod 6 extends into the bottom of the connecting portion 12 and protrudes from the upper portion of the connecting portion 12. A fixing member is provided on the connecting portion 12 for mounting the balance rod 6 to the connecting portion 12, so that the balance rod 6, the handlebar tube 1, and the steering column 2 are connected as a whole and the internal balancer 3 and the external balancer 4 disposed on the handlebar tube 1 work together to jointly suppress the vibration of the handlebar tube 1; a buffer member 5 is installed at the end of the balance rod 6 away from the connecting portion 12 (the buffer member 5 is made of rubber or other materials with vibration damping and buffering effects). The buffer member 5 is coaxially sleeved on the end of the balance rod 6 away from the connecting portion 12 and is spaced from the inner side wall of the steering column 2. The projected area of the buffer member 5 along the axis direction of the steering column 2 is larger than the projected area of the balance rod 6 along the axis direction of the steering column 2.

[0035] When the vehicle is in motion, through the coordinated work among the external balancer 4 provided on the handlebar tube 1, the internal balancer 3, and the balance rod 6 hidden inside the steering column 2, the vibration of the handlebar tube 1 during vehicle travel is jointly suppressed, effectively improving the suppression effect on the vibration of the handlebar tube 1. At the same time, since the balance rod 6 is hidden inside the steering column 2, it does not affect the appearance of the overall structure of the handlebar tube 1 and does not affect the aesthetics. By configuring balance rods 6 of different weights, the suppression of vibrations of different sizes and frequencies can be achieved. A buffer member 5 is sleeved and installed at one end of the balance rod 6 far from the handlebar tube 1, and the buffer member 5 is spaced from the inner side wall of the steering column 2. When the vehicle vibrates during travel, causing the balance rod 6 to shake synchronously, since the upper end of the balance rod 6 is fixedly installed on the handlebar tube 1, the shaking amplitude of the bottom end of the balance rod 6 far from the handlebar tube 1 will be larger (there may be a situation of collision with the inner side wall of the steering column 2). By setting the buffer member 5, the collision between the balance rod 6 and the inner wall of the steering column 2 can be effectively buffered, thereby weakening the impact noise generated due to the collision between the two and improving the comfort of the rider during riding.

[0036] In some embodiments of the present application, such as Figure 5 shown, the balance rod 6 includes a first rod 61, a second rod 62, and a third rod 63 that are sequentially connected in a stepped manner from bottom to top, and the first rod 61, the second rod 62, and the third rod 63 are coaxially connected. The diameters of the first rod 61, the second rod 62, and the third rod 63 decrease in sequence, such that a first abutment platform 64 is formed at the connection between the first rod 61 and the second rod 62. As Figure 4 shown, the bottom of the buffer member 5 abuts on the first abutment platform 64 to effectively limit the buffer member 5. The length of the first rod 61 in this solution can be set shorter, so that the buffer member 5 is arranged as close as possible to the bottom position of the balance rod 6, because the shaking amplitude of the balance rod 6 is larger closer to the bottom end. By setting the buffer member 5 close to the bottom end position of the balance rod 6, the collision between the balance rod 6 and the inner wall of the steering column 2 can be effectively buffered, thereby weakening the impact noise.

[0037] In some embodiments of the present application, such as Figure 1 , Figure 2 , Figure 3As shown in the figure, the fixing member includes a sleeve 13 penetrating through the connecting portion 12 along the axis direction of the direction column 2. The opposite ends of the sleeve 13 respectively protrude from the connecting portion 12. A second abutting platform 65 is formed at the connection of the second rod 62 and the third rod 63. The bottom of the balance rod 6 extends upward from within the direction column 2 and extends into the sleeve 13, and finally protrudes from the upper end of the sleeve 13, such that the second abutting platform 65 abuts against the lower end surface of the sleeve 13. A threaded portion (not shown in the figure) is provided on the outer periphery of the upper end of the third rod 63. When the upper end of the third rod 63 protrudes from within the sleeve 13, the threaded portion is threadedly engaged with the fixing nut 14 and the lower end surface of the fixing nut 14 abuts against the upper end surface of the sleeve 13. Thus, under the cooperative action of the fixing nut 14, the second abutting platform 65, and the sleeve 13, the balance rod 6 is fixedly installed on the connecting portion 12, connecting the balance rod 6, the direction column 2, and the handlebar tube 1 into one body, improving the suppression effect on the vibration of the vehicle handlebar tube 1.

[0038] In some embodiments of the present application, as Figure 4 shown, the buffer member 5 includes a sheath 51 coaxially sleeved with the balance rod 6. At least one first annular protrusion 52 is coaxially provided at opposite ends of the sheath 51 along its axis direction. The first annular protrusion 52 provided at the lower end of the sheath 51 abuts against the first abutting platform 64 to achieve the limiting effect on the sheath 51. The first annular protrusion 52 is spaced from the inner side wall of the direction column 2 and the diameter of the first annular protrusion 52 is greater than the diameter of the first rod 61.

[0039] When the balance rod 6 swings within the direction column 2 along with the vibration of the vehicle, the swinging amplitude of the bottom of the balance rod 6 is the largest. Since the diameter of the first annular protrusion 52 is greater than the diameter of the first rod 61, when the balance rod 6 swings within the direction column 2, the first annular protrusion 52 collides with the inner wall of the direction column 2 (the first rod 61 does not contact the inner wall of the direction column 2), thereby effectively filtering and buffering the vibration between the balance rod 6 and the inner wall of the direction column 2, and further weakening the noise generated by the impact between the two.

[0040] In some embodiments of the present application, at least two second annular protrusions 53 are spaced on the outer periphery of the sheath 51 between the two first annular protrusions 52, and the second annular protrusions 53 have the same diameter as the first annular protrusions 52. The setting of the second annular protrusions 53 can improve the buffering and vibration damping effects on the collision between the balance rod 6 and the inner side wall of the direction column 2. At the same time, the second annular protrusions 53 and the first annular protrusions 52 are spaced on the outer periphery of the sheath 51. When the balance rod 6 swings and the first annular protrusions 52 and the second annular protrusions 53 collide with the inner side wall of the direction column 2 and deform, the protrusion body is extruded and deformed and expands and contracts into the gap between adjacent protrusions, improving the vibration damping and buffering effects.

[0041] In some embodiments of the present application, at least two third annular protrusions 51 are provided at intervals on the outer periphery of the sheath 51 located between the two second annular protrusions 53. The diameter of the third annular protrusion 51 is between that of the first rod 61 and the second annular protrusion 53. When the balance rod 6 swings with the vibration during the vehicle driving, the greater the vibration degree, the greater the swing amplitude of the balance rod 6, and the greater the extrusion force exerted on the first annular protrusion 52 and the second annular protrusion 53 by the inner wall of the steering column 2; when the swing amplitude is small, only the first annular protrusion 52 and the second annular protrusion 53 are in contact with the inner wall of the steering column 2. When the swing amplitude is large, the first annular protrusion 52 and the second annular protrusion 53 are squeezed and have a large deformation, so that the third annular protrusion 51 collides with the inner wall of the steering column 2 to achieve further buffering between the steering column 2 and the balance rod 6; the settings of the first annular protrusion 52, the second annular protrusion 53, and the third annular protrusion 51 achieve stepped vibration reduction and buffering between the steering column 2 and the balance rod 6, and can gradually absorb and attenuate the vibration energy transmitted in the equipment structure, ensuring that the vibration energy finally transmitted to the equipment or structure is minimized, and significantly improving the overall vibration reduction performance.

[0042] In some embodiments of the present application, the thickness of the second annular protrusion 53 in the axial direction of the sheath 51 is less than the thickness of the first annular protrusion 52, which can effectively reduce the consumption of materials. At the same time, due to the different thicknesses of the two, different degrees of vibration reduction and buffering effects can also be provided.

[0043] In a second aspect, the present application provides a handlebar tube, including the handlebar tube balance weight structure in the above embodiments. As Figure 1 , Figure 2 shown, in this solution, the connecting portion 12 and the steering column 2 are connected through an upper connecting plate 7. The balance rod 6 passes through the upper connecting plate 7 and the connecting portion 12 upward from inside the steering column 2, and a hole for the balance rod 6 to pass through is provided in the upper connecting plate 7.

[0044] The working process of the present utility model is as follows: The balance rod 6 is arranged inside the steering column 2 and its upper end is fixedly installed on the connecting portion 12 of the handlebar tube 1, so that the balance rod 6, the steering column 2, and the handlebar tube 1 are connected as a whole. A buffer 5 is provided at the bottom of the balance rod 6 to reduce the impact noise generated between the steering column 2 and the balance rod 6; when the vehicle vibrates during driving, the external balancer 4, the internal balancer 3 provided in the handlebar tube 1, and the balance rod 6 hidden inside the steering column 2 jointly suppress the vibration of the handlebar tube 1, effectively improving the suppression effect on the vibration of the handlebar tube 1.

[0045] In summary, the embodiment of the present utility model provides a handlebar tube balance weight structure and a handlebar tube. In this application, the balance rod 6 is arranged inside the hollow steering column 2, and the upper end of the balance rod 6 is fixed on the handlebar tube 1, so that the balance rod 6, the handlebar tube 1 and the steering column 2 are integrated into one body, effectively improving the suppression effect on the vibration of the handlebar tube 1. By configuring balance rods 6 with different masses, the suppression of vibrations of different sizes and frequencies can be achieved; at the same time, since the balance rod 6 is arranged inside the steering column 2, it will not affect the overall appearance of the handlebar tube 1 due to being exposed outside. In addition, a sheath 51 is provided at the bottom of the balance rod 6 to reduce the collision and buffer between the balance rod 6 and the inner wall of the steering column 2 caused by the swing at the bottom of the balance rod 6, effectively reducing the collision noise between the two and improving the comfort of the rider during the riding process.

[0046] The above are only the preferred embodiments of the present utility model. It should be noted that for those of ordinary skill in the art, without departing from the technical principle of the present utility model, several improvements and replacements can be made, and these improvements and replacements should also be regarded as the protection scope of the present utility model.

Claims

1. A handlebar tube balance weight structure for a straddle-type vehicle. The straddle-type vehicle has a handlebar tube with a hollow interior. The handlebar tube includes two spaced and symmetrically arranged handle portions, and a connecting portion connected between the two handle portions. The connecting portion is connected to a hollow steering column. It is characterized in that, Comprising: An internal balancer for being arranged inside the handle part; An external balancer for being arranged on the outer periphery of one end of the handle part away from the connection part; A balance rod for being coaxially and spacedly arranged inside the steering column, the upper end of the balance rod being used for passing through the steering column and extending upward out of the connection part and connecting with the connection part; a buffer member is coaxially sleeved on the lower end of the balance rod, and the projected area of the buffer member along the axis direction of the balance rod is larger than the projected area of the balance rod along its axis direction.

2. The handlebar tube balance weight structure according to claim 1, wherein, The balance rod comprises a first rod, a second rod and a third rod which are sequentially connected and arranged in a stepped shape from bottom to top, and the diameters of the first rod, the second rod and the third rod decrease in sequence; A first abutting platform is formed at the connection part between the first rod and the second rod, and the buffer member is sleeved on the second rod and abuts against the first abutting platform.

3. The handlebar tube balance weight structure according to claim 2, wherein It further comprises a sleeve tube which penetrates through the connection part along the axis direction of the steering column, and opposite ends of the sleeve tube respectively extend out of the connection part; A second abutting platform is formed at the connection part between the second rod and the third rod, and the second abutting platform abuts against the bottom of the sleeve tube; the upper end of the third rod is connected with the top of the sleeve tube.

4. The handlebar tube balance weight structure according to claim 3, wherein, A threaded part is arranged at the upper end of the third rod, and a fixing nut which presses against the top of the sleeve tube is in threaded fit with one end of the threaded part extending upward out of the sleeve tube.

5. The handlebar tube balance weight structure according to claim 2, wherein, The buffer member comprises a sheath coaxially sleeved with the balance rod, and at least one first annular protruding part is coaxially arranged at opposite ends of the sheath along its axis direction, and the first annular protruding part arranged at the lower end of the sheath abuts against the first abutting platform; The first annular protruding part is spaced from the inner side wall of the steering column, and the diameter of the first annular protruding part is larger than the diameter of the first rod.

6. The handlebar tube balance weight structure according to claim 5, characterized in that, At least two second annular protruding parts are spacedly arranged on the outer periphery of the sheath between the two first annular protruding parts, and the second annular protruding parts have the same diameter as the first annular protruding parts.

7. The handlebar tube balance weight structure according to claim 6, characterized in that, At least two third annular protruding parts are spacedly arranged on the outer periphery of the sheath between the two second annular protruding parts, and the diameter of the third annular protruding parts is between the first rod and the second annular protruding parts.

8. The handlebar tube balance weight structure according to claim 6, characterized in that, The thickness of the second annular protruding part along the axis direction of the sheath is smaller than the thickness of the first annular protruding part.

9. A handlebar tube, characterized in that, Comprising the handlebar tube balance weight structure according to any one of claims 1-8.

10. The handlebar tube according to claim 9, characterized in that, The connection part and the steering column are connected through an upper link plate, and the balance rod sequentially passes through the upper link plate and the connection part upward from inside the steering column.

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