Front damping structure of motorcycle

Abstract

The utility model provides a front damping structure of a motorcycle, which comprises a containing cylinder and a mudguard fixing component arranged on the outer side of the containing cylinder. The fender fixing assembly comprises a first fixed connecting petal, a second fixed connecting petal detachably connected with the first fixed connecting petal and a fender connecting base integrally formed with the first fixed connecting petal, and the first fixed connecting petal and the second fixed connecting petal are buckled. A mounting hole is formed between the first fixed connecting petal and the second fixed connecting petal, the containing cylinder penetrates through the mounting hole, and the containing cylinder is pressed and fixed by the first fixed connecting petal and the second fixed connecting petal. The first fixed connecting petal and the second fixed connecting petal are detachably connected, so that when the mud guard fixing assembly needs to be connected with mud guards with different mounting hole positions, the mud guard fixing assembly on the outer side of the containing cylinder can be replaced only by controlling the first fixed connecting petal and the second fixed connecting petal to be separated.

Description

Technical Field

[0001] The utility model relates to motorcycle parts, in particular to a front shock-absorbing structure of a motorcycle. Background Art

[0002] Currently, Chinese patent publication number CN217969795U discloses a front shock absorber comprising a first housing tube with a first through-hole horizontally defined at its bottom. The outer surface of the first housing tube is provided with a caliper mount, a fuel line mount, and a fender mount. The fender mount comprises a first fixing block and a second fixing block, each of which has a second fixing hole defined at its end.

[0003] However, in the above-mentioned front shock absorber, the first accommodating cylinder and the fender fixing part are integrally formed. Therefore, when it is necessary to connect the above-mentioned front shock absorber to fenders with different mounting hole positions, it is necessary to prepare multiple different types of first accommodating cylinders, which will greatly increase the inventory cost of motorcycle assembly manufacturers. Summary of the Invention

[0004] In view of this, the purpose of the present invention is to provide a front shock-absorbing structure for a motorcycle, which has the advantage of being able to greatly reduce the inventory costs of motorcycle assembly manufacturers.

[0005] In order to solve the above technical problems, the technical solution of the utility model is: a front shock-absorbing structure of a motorcycle, comprising a accommodating tube, a fender fixing assembly arranged on the outside of the accommodating tube, the fender fixing assembly comprising a fixed connecting flap 1, a fixed connecting flap 2 detachably connected to the fixed connecting flap 1, and a fender connecting seat integrally formed with the fixed connecting flap 1, the fixed connecting flap 1 and the fixed connecting flap 2 are interlocked, and a mounting hole is formed between the fixed connecting flap 1 and the fixed connecting flap 2, the accommodating tube passes through the mounting hole, and the accommodating tube is pressed and fixed by the fixed connecting flap 1 and the fixed connecting flap 2.

[0006] With the above technical solution, the first and second fixed connection flaps are detachably connected. Therefore, when a fender with a different mounting hole position is required, the fender fixing assembly outside the receiving tube can be replaced by simply separating the first and second fixed connection flaps. This allows motorcycle manufacturers to stock only a variety of fixed connection flaps or fender fixing assemblies with different mounting hole positions. This significantly reduces inventory costs for motorcycle manufacturers, compared to stocking multiple motorcycle front shock absorber mechanisms with different mounting hole positions.

[0007] Preferably, the fixed connecting flap 1 includes an arc-shaped support portion 1, a left connecting portion 1 integrally formed with the left side of the arc-shaped support portion 1, and a right connecting portion 1 integrally formed with the right side of the arc-shaped support portion 1. A limiting protrusion is provided on the side wall of the left connecting portion 1 facing the fixed connecting flap 2, and the fender connecting seat is integrally formed with the right side of the right connecting portion 1.

[0008] The second fixed connecting flap includes an arc-shaped support part 2, a left-side connecting part 2 integrally formed with the left side of the arc-shaped support part 2, and a right-side connecting part 2 integrally formed with the right side of the arc-shaped support part 2. The second left-side connecting part is penetrated by a connecting hole, the first left-side connecting part passes through the connecting hole, and the left side of the second left-side connecting part is tightly pressed against the right side of the limiting protrusion, the second right-side connecting part is tightly attached to the first right-side connecting part, and the second right-side connecting part is penetrated by a connecting screw, the head of the connecting screw is tightly pressed against the side wall of the second right-side connecting part away from the first right-side connecting part, and the threaded section of the connecting screw is threadedly connected to the first right-side connecting part.

[0009] Through the above technical solution, the left side connection part two is set on the outside of the left side connection part one, and the left side of the left side connection part two is tightly pressed against the right side of the limiting protrusion to connect the left side connection part two with the left side connection part one. The right side connection part two is pressed and fixed to the right side connection part one by a connecting screw. When the fender fixing assembly arranged in this way is disassembled and assembled, only a single connecting screw needs to be rotated, which has the advantage of being more convenient to disassemble and assemble.

[0010] Preferably, the central angle of the arc-shaped support portion 1 is smaller than the central angle of the arc-shaped support portion 2.

[0011] Through the above technical solution, the center angle of the arc support part 1 is smaller than the center angle of the arc support part 2. In this way, when the fender fixing assembly is installed, the arc support part 1 is not easy to contact the fender and wheel of the motorcycle.

[0012] Preferably, an extension boss is integrally formed on the side wall of the fender connecting seat away from the second fixed connection flap, and a threaded hole is provided through the center of the extension boss.

[0013] With the above technical solution, the extended boss is used to connect with the fender, so that when the fender fixing assembly is installed, the arc-shaped support portion is not likely to come into contact with the fender of the motorcycle.

[0014] Preferably, a weight-reducing groove is provided on the side wall of the fender connecting seat close to the second fixed connecting flap, and the weight-reducing groove is located between the two extending bosses.

[0015] Through the above technical solution, a weight-reducing groove is provided on the side wall of the second fixed connecting flap, which can effectively reduce the materials required for the production of the above fender fixing assembly, thereby achieving the purpose of reducing production costs.

[0016] Preferably, a receiving ring groove is provided on the outer wall of the accommodating tube, and the arc-shaped support portion 1 and the arc-shaped support portion 2 are both arranged in the receiving ring groove and tightly pressed against the inner groove wall of the receiving ring groove.

[0017] Through the above technical solution, the arc-shaped support portion 1 and the arc-shaped support portion 2 are both arranged in the receiving ring groove, which can effectively limit the relative position of the fender fixing assembly and the receiving tube.

[0018] Preferably, a sliding groove is provided on the side wall of the left connecting part 1 facing the fixed connecting flap 2, and the limiting protrusion is slidably connected in the sliding groove. A countersunk hole is provided on the side wall of the left connecting part 1 away from the fixed connecting flap 2, and the countersunk hole is connected to the sliding groove. An adjusting screw is rotatably connected in the countersunk hole, and the threaded section of the adjusting screw is threadedly connected to the limiting protrusion.

[0019] Through the above technical solution, during the installation and use of the above front shock-absorbing structure, the adjusting bolt can be rotated as needed to adjust the length of the limiting protrusion protruding from the sliding groove.

[0020] Preferably, a guide groove is provided at the inner groove wall of the sliding groove, and a guide rib is provided at the side wall of the limiting protrusion, and the guide rib is slidably connected in the guide groove.

[0021] Through the above technical solution, the guide groove and the guide rib cooperate to provide limiting guidance for the sliding process of the limiting protrusion, so that the limiting protrusion is not easily deflected during the sliding process. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 This is a structural diagram of Example 1;

[0023] Figure 2 A partial schematic diagram of embodiment 1 Figure 1 ;

[0024] Figure 3 A partial schematic diagram of embodiment 1 Figure 2 ;

[0025] Figure 4 is a cross-sectional schematic diagram of embodiment 2;

[0026] Figure 5 for Figure 4 Magnified view of part A.

[0027] Figure markings: 1. accommodating cylinder; 2. mudguard fixing assembly; 21. fixed connecting flap one; 211. arc-shaped support part one; 212. left connecting part one; 213. right connecting part one; 22. fixed connecting flap two; 221. arc-shaped support part two; 222. left connecting part two; 223. right connecting part two; 23. mudguard connecting seat; 3. mounting hole; 4. limiting protrusion; 5. connecting hole; 6. connecting screw; 7. extending boss; 8. threaded hole; 9. weight-reducing groove; 10. storage ring groove; 11. sliding groove; 12. countersunk hole; 13. adjusting screw; 14. guide groove; 15. guide rib. Implementation Method

[0028] The specific implementation methods of the present invention are further described below in conjunction with the accompanying drawings to make the technical solutions of the present invention easier to understand and grasp. Example

[0029] A motorcycle front shock absorbing structure, such as Figures 1 to 3 As shown, it includes a accommodating tube 1 and a fender fixing assembly 2 arranged on the outside of the accommodating tube 1. The fender fixing assembly 2 includes a fixed connecting flap 1 21, a fixed connecting flap 22 detachably connected to the fixed connecting flap 1 21, and a fender connecting seat 23 integrally formed with the fixed connecting flap 1 21. The fixed connecting flap 1 21 and the fixed connecting flap 2 22 are buckled together, and a mounting hole 3 is formed between the fixed connecting flap 1 21 and the fixed connecting flap 2 22. The accommodating tube 1 passes through the mounting hole 3, and the accommodating tube 1 is pressed and fixed by the fixed connecting flap 1 21 and the fixed connecting flap 2 22.

[0030] The fixed connecting flap 21 includes an arc-shaped support portion 211, a left connecting portion 212 integrally formed with the left side of the arc-shaped support portion 211, and a right connecting portion 213 integrally formed with the right side of the arc-shaped support portion 211. A limiting protrusion 4 is provided on the side wall of the left connecting portion 212 facing the fixed connecting flap 22, and the fender connecting seat 23 is integrally formed with the right side of the right connecting portion 213.

[0031] The fixed connecting flap 22 includes an arc-shaped support part 221, a left-side connecting part 222 formed with the left side of the arc-shaped support part 221, and a right-side connecting part 223 formed with the right side of the arc-shaped support part 221. The left-side connecting part 222 is penetrated by a connecting hole 5, the left-side connecting part 1 212 passes through the connecting hole 5, and the left side of the left-side connecting part 222 is tightly pressed against the right side of the limiting protrusion 4, the right-side connecting part 223 is tightly pressed against the right-side connecting part 1 213, and the right-side connecting part 223 is penetrated by a connecting screw 6, the head of the connecting screw 6 is tightly pressed against the side wall of the right-side connecting part 223 away from the right-side connecting part 1 213, and the threaded section of the connecting screw 6 is threadedly connected to the right-side connecting part 1 213.

[0032] The central angle of the first arc-shaped support portion 211 is smaller than the central angle of the second arc-shaped support portion 221 .

[0033] An extension boss 7 is integrally formed on the sidewall of the fender connection base 23 away from the second fixed connection flap 22. A threaded hole 8 is provided through the center of the extension boss 7. A weight-reducing groove 9 is formed on the sidewall of the fender connection base 23 near the second fixed connection flap 22. The weight-reducing groove 9 is located between the two extension bosses 7.

[0034] A receiving annular groove 10 is formed on the outer wall of the receiving tube 1 . The first arc-shaped support portion 211 and the second arc-shaped support portion 221 are both disposed in the receiving annular groove 10 and tightly abut against the inner groove wall of the receiving annular groove 10 . Example

[0035] The difference between the second embodiment and the first embodiment is that Figure 4 、 Figure 5 As shown, a sliding groove 11 is defined on the side wall of the left connecting portion 1 212 facing the second fixed connecting flap 22, and the limiting protrusion 4 is slidably connected to the sliding groove 11. A countersunk hole 12 is defined on the side wall of the left connecting portion 1 212 away from the second fixed connecting flap 22. The countersunk hole 12 is connected to the sliding groove 11, and an adjustment screw 13 is rotatably connected to the countersunk hole 12. The threaded section of the adjustment screw 13 is threadedly connected to the limiting protrusion 4. A guide groove 14 is defined on the inner groove wall of the sliding groove 11, and a guide rib 15 is provided on the side wall of the limiting protrusion 4. The guide rib 15 is slidably connected to the guide groove 14.

[0036] Of course, the above are only typical examples of the present invention. In addition, the present invention may have many other specific implementation methods. Any technical solution formed by equivalent replacement or equivalent transformation falls within the scope of protection required by the present invention.

Claims

1. A motorcycle front shock-absorbing structure, comprising a housing tube (1) and a fender fixing assembly (2) arranged outside the housing tube (1), characterized in that: The fender fixing assembly (2) includes a fixed connection flap 1 (21), a fixed connection flap 2 (22) detachably connected to the fixed connection flap 1 (21), and a fender connecting seat (23) integrally formed with the fixed connection flap 1 (21), wherein the fixed connection flap 1 (21) and the fixed connection flap 2 (22) are engaged with each other, and a mounting hole (3) is formed between the fixed connection flap 1 (21) and the fixed connection flap 2 (22), and the accommodating tube (1) passes through the mounting hole (3), and the accommodating tube (1) is pressed and fixed by the fixed connection flap 1 (21) and the fixed connection flap 2 (22).

2. The front shock absorbing structure of a motorcycle according to claim 1, characterized in that: The fixed connection flap (21) comprises an arc-shaped support portion (211), a left connection portion (212) integrally formed with the left side of the arc-shaped support portion (211), and a right connection portion (213) integrally formed with the right side of the arc-shaped support portion (211), wherein the left connection portion (212) is provided with a limiting protrusion (4) at the side wall facing the fixed connection flap (22), and the fender connection seat (23) is integrally formed with the right side of the right connection portion (213); The fixed connecting flap 2 (22) includes an arc-shaped support part 2 (221), a left connecting part 2 (222) formed with the left side of the arc-shaped support part 2 (221), and a right connecting part 2 (223) formed with the right side of the arc-shaped support part 2 (221). The left connecting part 2 (222) is provided with a connecting hole (5) through it, the left connecting part 1 (212) passes through the connecting hole (5), and the left side of the left connecting part 2 (222) is tightly pressed against the right side of the limiting protrusion (4), the right connecting part 2 (223) is tightly pressed against the right connecting part 1 (213), and the right connecting part 2 (223) is provided with a connecting screw (6) through it, the head of the connecting screw (6) is tightly pressed against the side wall of the right connecting part 2 (223) away from the right connecting part 1 (213), and the threaded section of the connecting screw (6) is threadedly connected to the right connecting part 1 (213).

3. The front shock absorbing structure of a motorcycle according to claim 2, characterized in that: The center angle of the arc-shaped support portion 1 (211) is smaller than the center angle of the arc-shaped support portion 2 (221).

4. The front shock absorbing structure of a motorcycle according to claim 1, characterized in that: An extension boss (7) is integrally formed on the side wall of the fender connecting seat (23) away from the second fixed connection flap (22), and a threaded hole (8) is provided through the center of the extension boss (7).

5. The front shock absorbing structure of a motorcycle according to claim 4, characterized in that: The fender connecting seat (23) is provided with a weight-reducing groove (9) on the side wall close to the second fixed connecting flap (22), and the weight-reducing groove (9) is located between the two extending bosses (7).

6. The front shock absorbing structure of a motorcycle according to claim 2, characterized in that: A receiving ring groove (10) is provided on the outer wall of the receiving tube (1), and the arc-shaped support portion 1 (211) and the arc-shaped support portion 2 (221) are both arranged in the receiving ring groove (10) and tightly abut against the inner groove wall of the receiving ring groove (10).

7. The front shock absorbing structure of a motorcycle according to claim 2, characterized in that: The left connecting portion 1 (212) is provided with a sliding groove (11) at the side wall facing the fixed connecting flap 2 (22), and the limiting protrusion (4) is slidably connected in the sliding groove (11). The left connecting portion 1 (212) is provided with a countersunk hole (12) at the side wall away from the fixed connecting flap 2 (22), and the countersunk hole (12) is connected to the sliding groove (11). An adjusting screw (13) is rotatably connected in the countersunk hole (12), and the threaded section of the adjusting screw (13) is threadedly connected to the limiting protrusion (4).

8. The front shock-absorbing structure for a motorcycle according to claim 7, characterized in that: A guide groove (14) is provided on the inner groove wall of the sliding groove (11), and a guide rib (15) is provided on the side wall of the limiting protrusion (4). The guide rib (15) is slidably connected in the guide groove (14).

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