Damping handlebar for two-wheeled vehicle

Abstract

The utility model relates to a damping handlebar for a two-wheeled vehicle, and belongs to the technical field of two-wheeled vehicle parts. The steering handle comprises a steering handle body and a positioning vertical pipe, the positioning vertical pipe is connected with a front wheel train of a vehicle body, and a damping assembly is additionally arranged between the steering handle body and the positioning vertical pipe. The damping assembly comprises an integrated base and at least one damping rod connected with the integrated base, and a multi-stage damping elastic piece is arranged inside or outside the damping rod. Due to the fact that the damping assembly is additionally arranged between the handlebar body and the positioning vertical pipe, vibration transmitted to the handlebar can be absorbed, and riding comfort is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of two-wheeled vehicle parts, in particular to a shock-absorbing steering handlebar for a two-wheeled vehicle. Background Art

[0002] Currently, two-wheeled vehicles (such as bicycles, electric vehicles, and motorcycles) are an important part of urban and rural transportation, and their design increasingly focuses on rider comfort and safety. Shock absorbers play a vital role in these vehicles. They are carefully designed and installed between the wheels and the body of the vehicle. Their main function is to absorb and mitigate impact and vibration from the ground. These impacts are often caused by uneven road surfaces (such as potholes, gravel roads, speed bumps, etc.). Through their internal elastic elements (such as springs, hydraulic cylinders, etc.) and damping systems, shock absorbers convert most of the impact energy into heat or other forms of energy dissipation, thereby significantly reducing the amplitude of vibration transmitted to the vehicle body.

[0003] However, under extremely challenging road conditions, such as puddles of varying depths, continuous bumps, or sudden potholes, the effectiveness of the shock absorber may be challenged. In these situations, although the shock absorber has done its best to absorb some of the impact, some of the impact force that cannot be fully offset will continue to be transmitted through the frame structure. Specifically, this residual impact first passes through the front fork (the key component connecting the front wheel to the body). Due to the structural characteristics and material stiffness of the front fork, some of the impact is directly directed to the handlebars.

[0004] The handlebar is an important interface for the rider to control the direction of the vehicle. Its stability and sensitivity to vibration transmission directly affect the rider's feel and comfort. Under existing technology, the handlebar body is directly fixed to the positioning riser, which is connected to the front wheel system of the vehicle body. When the impact that is not fully absorbed is transmitted to the handlebar through the front fork, the rider will feel the vibration in the arm. This not only reduces the riding comfort, but may also cause arm fatigue, wrist pain and other discomforts over time. More seriously, at critical moments such as high-speed driving or emergency avoidance, severe vibrations may interfere with the rider's sense of balance and directional control ability, thereby increasing the risk of accidents and posing a potential threat to riding safety.

[0005] In order to address this problem, it is urgent to develop a shock-absorbing handlebar for two-wheeled vehicles. Utility Model Content

[0006] In response to the shortcomings of the above-mentioned existing production technology, the applicant provides a shock-absorbing steering handle for a two-wheeled vehicle, which absorbs the vibration that cannot be absorbed by the shock absorber and is transmitted to the steering handle, thereby improving riding comfort and ensuring the rider's body balance in harsh road conditions, thereby enhancing riding safety.

[0007] The technical solution adopted by the present utility model is as follows: a shock-absorbing steering handle for a two-wheeled vehicle, comprising a steering handle body and a positioning riser, the positioning riser being connected to the front wheel system of the vehicle body, and a shock-absorbing component being added between the steering handle body and the positioning riser; the shock-absorbing component comprising an integrated base and at least one shock-absorbing rod connected to the integrated base, and a multi-stage shock-absorbing elastic member being arranged inside or outside the shock-absorbing rod.

[0008] As a further improvement of the above technical solution:

[0009] Preferably, the structure of the shock-absorbing rod is as follows: comprising a handle tube connected to the handle body, and a guide rod seat is provided in the handle tube and is slidably matched with the inner wall of the handle tube;

[0010] More preferably, a first-stage shock-absorbing structure is provided on the upper portion of the guide rod seat, the first-stage shock-absorbing structure comprising a second slideway formed on the upper portion of the guide rod seat for upward displacement of the guide rod seat, and a shock-absorbing spring provided in the second slideway;

[0011] More preferably, a second-stage shock-absorbing structure is provided at the lower portion of the guide rod seat, the second-stage shock-absorbing structure comprising a third slideway formed at the lower portion of the guide rod seat for downward displacement of the guide rod seat, and a buffer spring provided in the third slideway;

[0012] More preferably, a third-level shock-absorbing structure is provided in the downward sliding direction of the handle tube, and the third-level shock-absorbing structure includes a buffer pad, which is provided at the bottom of the handle tube in the downward sliding direction to prevent the outer side wall of the bottom of the handle tube from contacting the integrated base.

[0013] Preferably, the structure of the integrated base is as follows: comprising a U-shaped aluminum cylinder, the bottom of the U-shaped aluminum cylinder being fixedly connected to the positioning vertical tube, the guide rod seat being fixed inside the cylinder of the U-shaped aluminum cylinder, and when the front wheel system receives an impact force, the positioning vertical tube drives the U-shaped aluminum cylinder to slide, and the U-shaped aluminum cylinder synchronously drives the guide rod seat to move; both sides of the U-shaped aluminum cylinder are hollow, and a first slideway is formed by the hollow cavity, and the bottom of the handle tube slides in the first slideway;

[0014] More preferably, the bottom of the guide rod seat is fixed in the cylinder body of the U-shaped aluminum cylinder by a tail hole bolt, so that the guide rod seat and the first slideway move synchronously.

[0015] Preferably, the top of the shock absorbing assembly is locked on the middle rod of the handlebar body by surrounding it with a positioning locking screw and a locking plate; the positioning locking screw and the locking plate are fixed by setting fixing bolts.

[0016] Preferably, the guide rod seat is located below the handle tube and slides in the vertical direction, and the shock-absorbing elastic member is arranged outside the guide rod seat and the handle tube; the shock-absorbing elastic member is compressed along the sliding direction of the guide rod seat when the vehicle body is impacted by external force.

[0017] Preferably, damping fluid is filled in the sliding stroke of the guide rod seat, and the damping fluid enables the guide rod seat to slide smoothly in the sliding stroke, thereby achieving a better shock absorption effect.

[0018] The beneficial effects of the utility model are as follows:

[0019] The utility model has a compact structure and good shock absorption effect. Through the cooperation between the first slide, the second slide and the third slide, in the case of an upward impact, the impact not absorbed by the shock absorber is transmitted to the U-shaped aluminum tube through the positioning vertical tube, generating an upward kinetic energy, causing relative displacement between it and the handlebar; during this process, the shock absorbing spring is compressed, and the kinetic energy is converted into elastic potential energy, thereby effectively avoiding the impact transmitted to the handlebar; in the case of a depression and the downward shift of the center of gravity, the front wheel system drives the positioning vertical tube, thereby driving the U-shaped aluminum tube to generate a downward kinetic energy, causing relative displacement between it and the handlebar; during this process, the buffer spring is compressed, and the kinetic energy is converted into elastic potential energy, reducing the downward impact. The shock absorption structure of the handlebar absorbs or reduces the impact transmitted to the rider, ensuring the riding posture;

[0020] The utility model also has the following advantages:

[0021] The utility model adds a buffer pad at the bottom of the first slide. In the case of an upward impact, when the elastic potential energy of the shock-absorbing spring is less than the kinetic energy transmitted, the bottom of the handle tube will be offset against the buffer pad. The buffer pad absorbs the impact that the shock-absorbing spring fails to absorb and converts it into elastic potential energy, thereby avoiding rigid collision between the U-shaped aluminum tube and the handle tube, and also achieving second-level shock absorption. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 This is a schematic diagram of the external overall structure of Example 1 of the present utility model.

[0023] Figure 2 Schematic diagram of the matching structure between the shock-absorbing rod and the internal shock-absorbing elastic member in the first embodiment of the present invention.

[0024] Figure 3 for Figure 2 side view.

[0025] Figure 4 for Figure 2 Magnified view of section A in .

[0026] Figure 5 It is a schematic diagram of the matching structure between the shock-absorbing rod and the internal shock-absorbing elastic member in the second embodiment of the present utility model.

[0027] Figure 6 This is a schematic diagram of the matching structure between the shock-absorbing rod and the internal shock-absorbing elastic member in the third embodiment of the present invention.

[0028] Figure 7 This is a schematic diagram of the matching structure between the shock-absorbing rod and the internal shock-absorbing elastic member in the fourth embodiment of the present utility model.

[0029] Figure 8 This is a schematic diagram of the matching structure between the shock-absorbing rod and the internal shock-absorbing elastic member in the fifth embodiment of the present utility model.

[0030] Figure 9 This is a schematic diagram of the matching structure between the shock-absorbing rod and the internal shock-absorbing elastic member in the sixth embodiment of the present utility model.

[0031] Among them: 1. Handlebar body; 2. Shock absorber assembly; 3. Positioning riser; 4. Lock plate; 5. Fixing bolt; 6. Positioning locking screw; 7. Handle tube; 8. Shock absorber spring; 9. Buffer spring; 10. U-shaped aluminum tube; 11. Guide rod seat; 12. Buffer pad; 13. Tail hole bolt; 14. First slide; 15. Second slide; 16. Third slide; 17. Damping fluid. DETAILED DESCRIPTION

[0032] The specific implementation of the present utility model will be described below with reference to the accompanying drawings.

[0033] To facilitate understanding of the present invention, a more comprehensive description of the present invention will be provided below with reference to the accompanying drawings. The drawings illustrate preferred embodiments of the present invention. However, the present invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided to facilitate a more thorough and comprehensive understanding of the disclosure of the present invention.

[0034] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this invention pertains. The terms used herein in the specification of this invention are intended only to describe specific embodiments and are not intended to limit the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0035] In the case of using “including,” “having,” and “comprising” described herein, another component may be added unless a clear limiting term such as “only,” “consisting of,” etc. is used. Unless mentioned otherwise, a term in the singular form may include a plural form and should not be understood as having one number.

[0036] It should be understood that although the terms "first," "second," etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first element may be referred to as a second element, and similarly, a second element may be referred to as a first element, without departing from the scope of the present invention.

[0037] In addition, the drawings are not drawn to a 1:1 scale, and the relative sizes of the elements in the drawings are drawn only as examples and not necessarily according to the true scale.

[0038] Example 1:

[0039] like Figures 1 to 4 , shows a schematic structural state diagram of a shock-absorbing steering handle for a two-wheeled vehicle in one embodiment of the present invention; for ease of description, the accompanying drawings only show structures related to the embodiment of the present invention.

[0040] The shock-absorbing steering wheel for a two-wheeled vehicle of this embodiment includes a steering wheel body 1 and a positioning vertical tube 3. The positioning vertical tube 3 is connected to the front wheel system of the vehicle body. A shock-absorbing assembly 2 is additionally provided between the steering wheel body 1 and the positioning vertical tube 3. The shock-absorbing assembly 2 includes an integrated base and at least one shock-absorbing rod connected to the integrated base. A multi-stage shock-absorbing elastic member is provided inside the shock-absorbing rod.

[0041] In this embodiment, the structure of the shock absorber rod is as follows: it includes a handle tube 7 connected to the handle body 1, and a guide rod seat 11 is provided in the handle tube 7 and is slidably engaged with the inner wall of the handle tube 7;

[0042] Furthermore, a first-stage shock-absorbing structure is provided on the upper portion of the guide rod seat 11. The first-stage shock-absorbing structure includes a second slideway 15 formed on the upper portion of the guide rod seat 11 for upward displacement of the guide rod seat 11, and a shock-absorbing spring 8 provided in the second slideway 15.

[0043] Furthermore, a second-stage shock-absorbing structure is provided at the lower portion of the guide rod seat 11. The second-stage shock-absorbing structure includes a third slideway 16 formed at the lower portion of the guide rod seat 11 for downward displacement of the guide rod seat 11, and a buffer spring 9 provided in the third slideway 16.

[0044] Furthermore, a third-level shock-absorbing structure is provided in the downward sliding direction of the handle tube 7. The third-level shock-absorbing structure includes a buffer pad 12. The buffer pad 12 is provided at the bottom of the handle tube 7 in the downward sliding direction to prevent the outer side wall of the bottom of the handle tube 7 from contacting the integrated base.

[0045] In this embodiment, the integrated base structure includes a U-shaped aluminum tube 10, the bottom of which is fixedly connected to the positioning standpipe 3, and a guide rod seat 11 fixed within the body of the U-shaped aluminum tube 10. When the front wheel system receives an impact force, the positioning standpipe 3 drives the U-shaped aluminum tube 10 to slide, and the U-shaped aluminum tube 10 simultaneously drives the guide rod seat 11 to move. The two sides of the U-shaped aluminum tube 10 are hollow, and the cavities form a first slideway 14. The bottom of the handle tube 7 slides within the first slideway 14.

[0046] Furthermore, the bottom of the guide rod seat 11 is fixed to the cylinder body of the U-shaped aluminum cylinder 10 by a tail hole bolt 13 so that the guide rod seat 11 and the first slideway 14 move synchronously.

[0047] In this embodiment, the top of the shock absorbing assembly 2 is locked on the middle rod of the handlebar body 1 by surrounding the positioning locking screw 6 and the locking plate 4;

[0048] Furthermore, the positioning locking screw plug 6 and the locking plate 4 are fixed by setting a fixing bolt 5.

[0049] In this embodiment, there is a first-stage shock-absorbing structure that eliminates upward impact forces and a second-stage shock-absorbing structure that eliminates downward impact forces; when the two-wheeled vehicle is subjected to an upward impact force, the shock-absorbing spring 8 in the first shock-absorbing structure is compressed upward; when the two-wheeled vehicle is subjected to a downward impact force, the buffer spring 9 in the second shock-absorbing structure is compressed downward;

[0050] When the U-shaped aluminum cylinder 10 slides upward, the U-shaped aluminum cylinder 10 drives the guide rod seat 11 to abut against the shock-absorbing spring 8, and the shock-absorbing spring 8 is compressed upward; when the U-shaped aluminum cylinder 10 slides downward, the U-shaped aluminum cylinder 10 drives the guide rod seat 11 to abut against the buffer spring 9, and the buffer spring 9 is compressed downward;

[0051] Exemplarily, the guide rod seat 11 includes a rod body and a stopper disposed on the top of the rod body; the damping spring 8 is disposed above the top of the stopper, and the buffer spring 9 is disposed around the rod body of the guide rod seat 11 and abuts against the bottom of the stopper;

[0052] Specifically, the shock absorbing assembly 2 is in at least an upward shock absorbing state when subjected to an upward impact and a downward shock absorbing state when subjected to a depression and the center of gravity moves downward during the movement of the vehicle body.

[0053] In the upward damping state, the front wheel system drives the U-shaped aluminum cylinder 10 and the guide rod seat 11 in the U-shaped aluminum cylinder 10 to move upward, and the stopper of the guide rod seat 11 moves upward in the second slide 15. The damping spring 8 is compressed upward by the upward pressure.

[0054] In the downward shock absorption state, the positioning riser 3 is driven downward by the front wheel system, thereby synchronously driving the U-shaped aluminum cylinder 10 and the guide rod seat 11 in the U-shaped aluminum cylinder 10 to move downward, and the stopper of the guide rod seat 11 moves downward in the second slide 15, and the buffer spring 9 is compressed downward by the downward pressure.

[0055] In this embodiment, both sides of the U-shaped aluminum cylinder 10 are hollow, and a first slide 14 is formed by the cavity, and the handle tube 7 slides in the first slide 14; a buffer pad 12 is provided at the bottom of the first slide 14 in the downward sliding direction of the handle tube 7. The buffer pad 12 is used to reduce shock when the elastic potential energy of the shock-absorbing spring 8 is less than the impact kinetic energy when the vehicle body is subjected to an upward impact, and is used to prevent the bottom of the handle tube 7 from contacting the U-shaped aluminum cylinder 10.

[0056] In actual operation, when the vehicle passes through a raised or sunken road surface, the front wheel system drives the positioning standpipe 3 and simultaneously drives the guide rod seat 11 to move. Through the slide displacement of the guide rod seat 11 on the inner wall of the handle tube 7, the impact force is converted into the elastic force between the guide rod seat 11 and the shock-absorbing spring 8 or the guide rod seat 11 and the buffer spring 9, thereby realizing the conversion of the vehicle's gravitational potential energy into elastic potential energy storage. When the vehicle resets and contacts the ground, the stored elastic potential energy is converted into gravitational potential energy, thereby reducing the impact transmitted to the rider's arms, ensuring the stability of the center of gravity of the riding posture, and improving the riding comfort and safety.

[0057] Example 2:

[0058] like Figure 5 As shown, in this embodiment, the difference from the first embodiment is that the shock absorption in this embodiment is only performed by the shock absorbing spring 8;

[0059] Specifically, a second slideway 15 for the guide rod seat 11 to move upward is formed on the upper portion of the guide rod seat 11 , and a shock-absorbing spring 8 is provided in the second slideway 15 .

[0060] Example 3:

[0061] like Figure 6 As shown, in this embodiment, the difference from the first embodiment is that an elastic member is additionally provided in the first slideway 14 between the bottom of the handle tube 7 and the buffer pad 12, and the elastic member is used to buffer the downward displacement of the handle tube 7 relative to the U-shaped aluminum cylinder 10 when it is impacted;

[0062] In this embodiment, when the vehicle body moves, the damping spring 8, the buffer spring 9 and the elastic member located in the first slideway 14 cooperate to perform buffering and shock absorption.

[0063] Example 4:

[0064] like Figure 7As shown, in this embodiment, the difference from the first embodiment is that the shock absorbing spring 8 is used for buffering and shock absorption, and an elastic member is additionally provided in the first slideway 14 between the bottom of the handle tube 7 and the buffer pad 12, and the elastic member is used to buffer the downward displacement of the handle tube 7 relative to the U-shaped aluminum cylinder 10 when it is impacted;

[0065] In this embodiment, when the vehicle body moves, the shock absorbing spring 8 and the elastic member located in the first slideway 14 cooperate to perform buffering and shock absorption.

[0066] Embodiment 5:

[0067] like Figure 8 As shown, in this embodiment, the difference from the first embodiment is that in this embodiment, the damping fluid 17 is filled in the sliding stroke of the guide rod seat 11. The damping fluid 17 can make the guide rod seat 11 slide smoothly in both the upward and downward strokes, thereby achieving a better shock absorption effect.

[0068] Example 6:

[0069] like Figure 9 As shown, in this embodiment, the difference from the first embodiment is that a shock-absorbing elastic member is provided outside the shock-absorbing rod;

[0070] Specifically, the guide rod seat 11 is located below the handle tube 7 and slides in the vertical direction, and the shock-absorbing elastic member is arranged outside the guide rod seat 11 and the handle tube 7;

[0071] When the vehicle body is impacted, the guide rod seat 11 slides on the inner wall of the handle tube 7, and the shock-absorbing elastic member is compressed along the sliding direction of the guide rod seat 11 when the vehicle body is impacted by external force, thereby achieving shock absorption between the handlebar body 1 and the positioning standpipe 3.

[0072] The utility model has a reasonable structure and good shock absorption effect. The shock absorption component 2 can effectively absorb the impact that is not absorbed by the vehicle body's own shock absorber, thereby realizing multi-level shock absorption of the two-wheeled vehicle and improving riding comfort and safety.

[0073] The technical features of the above-mentioned embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above-mentioned embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0074] The above-described embodiments merely represent implementation methods of the present invention. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the utility model patent. It should be noted that a person skilled in the art would be able to make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements fall within the scope of protection of the present invention. Therefore, the scope of protection of the present utility model patent shall be determined by the appended claims.

Claims

1. A shock-absorbing steering handle for a two-wheeled vehicle, comprising a steering handle body (1) and a positioning riser (3), wherein the positioning riser (3) is connected to the front wheel system of the vehicle body, and is characterized in that: A shock-absorbing component (2) is added between the steering handle body (1) and the positioning riser (3); The shock absorbing assembly (2) comprises an integrated base and at least one shock absorbing rod connected to the integrated base, wherein a multi-stage shock absorbing elastic member is arranged inside or outside the shock absorbing rod.

2. The shock-absorbing steering handle for a two-wheeled vehicle according to claim 1, characterized in that: The structure of the shock-absorbing rod is as follows: it comprises a handle tube (7) connected to a steering handle body (1), and a guide rod seat (11) is provided in the handle tube (7) and is slidably matched with the inner wall of the handle tube (7).

3. The shock-absorbing steering handle for a two-wheeled vehicle according to claim 2, characterized in that: A first-stage shock-absorbing structure is provided on the upper portion of the guide rod seat (11), the first-stage shock-absorbing structure comprising a second slideway (15) formed on the upper portion of the guide rod seat (11) for upward displacement of the guide rod seat (11), and a shock-absorbing spring (8) provided in the second slideway (15).

4. The shock-absorbing steering handle for a two-wheeled vehicle according to claim 2, wherein: A second-stage shock-absorbing structure is provided at the lower portion of the guide rod seat (11), the second-stage shock-absorbing structure comprising a third slideway (16) formed at the lower portion of the guide rod seat (11) for downward displacement of the guide rod seat (11), and a buffer spring (9) provided in the third slideway (16).

5. The shock-absorbing steering handle for a two-wheeled vehicle according to claim 2, characterized in that: A third-stage shock-absorbing structure is provided in the downward sliding direction of the handle tube (7), and the third-stage shock-absorbing structure includes a buffer pad (12). The buffer pad (12) is provided at the bottom of the handle tube (7) in the downward sliding direction, and is used to prevent the outer side wall of the bottom of the handle tube (7) from contacting the integrated base.

6. The shock-absorbing steering handle for a two-wheeled vehicle according to claim 5, characterized in that: The structure of the integrated base is as follows: it comprises a U-shaped aluminum cylinder (10), the bottom of the U-shaped aluminum cylinder (10) is fixedly connected to the positioning vertical tube (3), and the guide rod seat (11) is fixed in the cylinder body of the U-shaped aluminum cylinder (10); when the front wheel system receives an impact force, the positioning vertical tube (3) drives the U-shaped aluminum cylinder (10) to slide, and the U-shaped aluminum cylinder (10) synchronously drives the guide rod seat (11) to move; Both sides of the U-shaped aluminum cylinder (10) are cavities, and a first slideway (14) is formed through the cavity, and the bottom of the handle tube (7) slides in the first slideway (14).

7. The shock-absorbing steering handle for a two-wheeled vehicle according to claim 6, characterized in that: The bottom of the guide rod seat (11) is fixed in the cylinder body of the U-shaped aluminum cylinder (10) through a tail hole bolt (13), so that the guide rod seat (11) and the first slideway (14) move synchronously.

8. The shock-absorbing steering handle for a two-wheeled vehicle according to claim 1, characterized in that: The top of the shock absorbing assembly (2) is locked on the middle rod of the steering handle body (1) through a positioning locking screw plug (6) and a locking plate (4); The positioning locking screw plug (6) and the locking plate (4) are fixed by arranging a fixing bolt (5).

9. The shock-absorbing steering handle for a two-wheeled vehicle according to claim 2, characterized in that: The guide rod seat (11) is located below the handle tube (7) and slides in a vertical direction, and the shock-absorbing elastic member is arranged outside the guide rod seat (11) and the handle tube (7); When the vehicle body is impacted by external force, the shock-absorbing elastic member is compressed along the sliding direction of the guide rod seat (11).

10. The shock-absorbing steering handle for a two-wheeled vehicle according to claim 2, characterized in that: The sliding stroke of the guide rod seat (11) is filled with damping fluid (17).

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