Damping structure of bicycle

Abstract

The utility model discloses a bicycle damping structure, and particularly relates to the technical field of bicycles, the bicycle damping structure comprises two outer fixing plates, a bottom supporting plate is installed between the bottoms of the two outer fixing plates, the front ends of the two outer fixing plates are jointly connected with a lower pipe, and the tops of the rear ends of the two outer fixing plates are jointly connected with a seat pipe. An upper pipe is connected between the lower pipe and the seat pipe, a damping assembly is hinged between the two outer fixing plates, a connecting piece is installed at the bottom of the rear end of the damping assembly, chain pieces are symmetrically welded to the rear side of the connecting piece, two sides of the connecting piece are in bolted connection with reversing frames, and the two reversing frames are hinged to two sides of the damping assembly respectively. A fixing rod is connected between the top ends of the two reversing frames, and the top end of each reversing frame is connected with a seat support welded to the corresponding chain piece. The shock-absorbing bicycle has the advantages that the fluctuation amplitude of the bicycle on a bumpy road surface can be reduced, the shock-absorbing effect is high, the stability and comfort of riding are remarkably improved, and the practicability is high.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of bicycle, more specifically, the utility model relates to a bicycle damping structure. BACKGROUND

[0002] In today's transportation and sports fields, bicycles are deeply loved by the general public due to their environmental protection, convenience and fitness, and other multiple advantages, and the use scenarios are increasingly widespread, covering daily commuting, mountain off-road, long-distance cycling and other environments. However, complex and changeable road conditions such as uneven city streets, rugged mountain paths and dilapidated rural paths bring many challenges to cycling, making bicycle damping technology a key factor in improving the cycling experience.

[0003] Traditional bicycle damping structures have obvious limitations when dealing with these complex road conditions. Some early designs use simple spring devices, which can alleviate vibration to some extent, but the spring constant is fixed and cannot be flexibly adjusted according to different road conditions and cycling needs. On flat roads, too much elasticity can cause the ride to be too bumpy, affecting cycling efficiency; while on rough roads, insufficient elasticity makes it difficult to provide sufficient cushioning, causing the rider to suffer strong impact, not only reducing comfort, but also possibly causing excessive wear and tear on bicycle parts, shortening the vehicle's service life.

[0004] In addition, some existing damping structures lack overall and collaborative design. The connection and transmission between components are not optimized, and they cannot efficiently transfer and disperse impact force when subjected to vibration, resulting in a significant reduction in damping effect. For example, some structures have problems such as large energy loss and response lag during damping, which cannot respond to sudden bumps on the road in a timely and effective manner, affecting the control stability of the bicycle and increasing the safety risk of cycling.

[0005] Therefore, a bicycle damping structure is proposed. SUMMARY

[0006] In order to overcome the above-mentioned defects of the prior art, the utility model provides a bicycle damping structure to solve the problems raised in the background art.

[0007] To achieve the above object, the utility model provides the following technical scheme: A bicycle damping structure, including the outer fixed board, the outer fixed board is provided with two, two bottom between the outer fixed board mounting has the bottom support plate, two outer fixed board front end common connection has the lower pipe, two outer fixed board rear end top common connection has the seat pipe, the lower pipe and seat pipe between being connected with the upper pipe, two the outer fixed board between hinged has the damping assembly, the damping assembly rear end bottom installation has the connecting piece, the connecting piece rear side symmetry welding has the chain piece, the connecting piece both sides all are shuanchang has the slewing ring, two the slewing ring is respectively hinged in the damping assembly both sides, two slewing ring top between connection has the fixed link, and each slewing ring top all is connected with the seat support of chain piece welding.

[0008] Preferably, the damping assembly comprises a first transmission frame, a first shaft cylinder, a first pin shaft, a shock absorber, a second pin shaft, a second shaft cylinder, a second transmission frame, a third pin shaft, a connecting rod and a fourth pin shaft, the first transmission frame is hinged between the two outer fixed boards through the first shaft cylinder, the first transmission frame top end is hinged with one end of the shock absorber through the first pin shaft, the other end of the shock absorber is hinged with the second transmission frame through the fourth pin shaft, the second transmission frame is hinged between the two outer fixed boards through the second shaft cylinder, the third pin shaft is installed on the second transmission frame above the second shaft cylinder, one end of the connecting rod is hinged with the second transmission frame through the third pin shaft, the other end of the connecting rod is hinged with the first transmission frame through the second pin shaft.

[0009] Preferably, the first transmission frame bottom end both sides are connected with the slewing ring through the connecting piece, and the two slewing rings are connected with the first shaft cylinder.

[0010] Preferably, the shock absorber is a hydraulic shock absorber, which is internally provided with a damping adjustment mechanism, and an adjustment knob is arranged on the outer wall of the shock absorber, and the adjustment knob is connected with the damping adjustment mechanism of the shock absorber.

[0011] The utility model discloses technical effect and advantage:

[0012] 1, this bicycle damping structure can be in the case where the bumpy road surface and height difference is small, can effectively keep the rear wheel and ground contact, greatly promoted the stability of riding, when the bicycle is vibrated, the cooperation of each component in the damping assembly, such as the interaction between the first transmission frame, the second transmission frame, the connecting rod and the shock absorber, can efficiently accumulate and release the potential energy of the shock absorber, fully play the damping function, bring comfortable experience for the rider.

[0013] 2. By using a hydraulic shock absorber with a damping adjustment mechanism and adjustment knob, users can flexibly adjust the shock absorption effect according to different road conditions and personal riding preferences. On flat roads, increasing the damping can reduce the shock absorber's extension and contraction, enhancing riding stability; on bumpy roads, decreasing the damping can allow the shock absorber to better buffer vibrations, making the bicycle adaptable to various riding environments and meeting diverse needs. Attached Figure Description

[0014] Fig. 1 This is a schematic diagram of the overall structure of this utility model.

[0015] Fig. 2 This is a schematic diagram of the structure of the shock absorption component of this utility model.

[0016] Fig. 3 This is a schematic diagram of the rotating frame connection structure of this utility model.

[0017] The attached figures are labeled as follows: 1. Outer fixing plate; 2. Bottom support plate; 3. Lower tube; 4. Seat tube; 5. Upper tube; 6. Shock absorption assembly; 601. First transmission frame; 602. First shaft cylinder; 603. First bolt shaft; 604. Shock absorber; 605. Second bolt shaft; 606. Second shaft cylinder; 607. Second transmission frame; 608. Third bolt shaft; 609. Connecting rod; 610. Fourth bolt shaft; 7. Connecting piece; 8. Chain link; 9. Slewing frame; 10. Seat support. Detailed Implementation

[0018] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0019] As attached Figs. 1-3 The bicycle shock absorption structure shown includes an outer plate 1, of which two outer plates 1 are provided. A bottom support plate 2 is installed between the bottoms of the two outer plates 1. The front ends of the two outer plates 1 are connected to a lower tube 3. The rear tops of the two outer plates 1 are connected to a seat tube 4. An upper tube 5 is connected between the lower tube 3 and the seat tube 4. A shock absorption assembly 6 is hinged between the two outer plates 1. A connector 7 is installed at the rear bottom of the shock absorption assembly 6. Chain links 8 are symmetrically welded to the rear side of the connector 7. Slewing frames 9 are bolted to both sides of the connector 7. The two slewing frames 9 are respectively hinged to both sides of the shock absorption assembly 6. A fixing rod is connected between the top ends of the two slewing frames 9, and a seat support 10 welded to the chain links 8 is connected to the top end of each slewing frame 9.

[0020] In implementation, when the bicycle is running on a bumpy road, firstly, the bicycle is subjected to the gravity of the rider, the wheels are subjected to pressure, the front and rear wheels are subjected to ground support, and the connecting piece 7 is lifted, thereby pulling the bottom end of the damping assembly 6, and the shock absorber 604 in the damping assembly 6 is compressed. When the bicycle is running, such as from the wheel-ground state to the suspended state, the potential energy of the shock absorber 604 in the damping assembly 6 is released, thereby lowering the connecting piece 7, and cooperating with the rotation of the swivel frame 9, the seat stay 10 and the chain stay 8 are lowered, thereby making the descending speed of the rear wheel greater than the descending speed in the gravity free state, thereby achieving the damping effect, and making the rear wheel always in contact with the ground when running on a bumpy road with small height difference, thereby making the bicycle run more stably, and having strong damping effect.

[0021] The damping assembly 6 comprises a first transmission frame 601, a first shaft cylinder 602, a first bolt shaft 603, a shock absorber 604, a second bolt shaft 605, a second shaft cylinder 606, a second transmission frame 607, a third bolt shaft 608, a connecting rod 609, and a fourth bolt shaft 610. The first transmission frame 601 is hinged between the two outer fixed plates 1 through the first shaft cylinder 602. The top end of the first transmission frame 601 is hinged with one end of the shock absorber 604 through the first bolt shaft 603. The other end of the shock absorber 604 is hinged with the second transmission frame 607 through the fourth bolt shaft 610. The second transmission frame 607 is hinged between the two outer fixed plates 1 through the second shaft cylinder 606. The second transmission frame 607 above the second shaft cylinder 606 is provided with the third bolt shaft 608. One end of the connecting rod 609 is hinged with the second transmission frame 607 through the third bolt shaft 608. The other end of the connecting rod 609 is hinged with the first transmission frame 601 through the second bolt shaft 605.

[0022] In implementation, under the action of the vibration force of the bicycle, the first transmission frame 601 rotates clockwise with the first shaft cylinder 602, thereby lifting the bottom end of the first transmission frame 601, and lowering the top and front sides. The top side lowers to press the one end of the shock absorber 604, and the front side lowers to pull down the connecting rod 609, thereby making the second transmission frame 607 rotate counterclockwise with the second shaft cylinder 606, thereby pressing the other end of the shock absorber 604 above the second transmission frame 607, thereby improving the accumulation of potential energy of the shock absorber 604, and further improving the damping effect.

[0023] The bottom end of the first transmission frame 601 is connected with the swivel frame 9 through the connecting piece 7 on both sides, and the two swivel frames 9 are connected with the first shaft cylinder 602, thereby making the swivel frame 9 swing with the swing of the first transmission frame 601.

[0024] The shock absorber 604 is a hydraulic shock absorber, which is internally provided with a damping adjusting mechanism, and an adjusting knob is arranged on the outer wall of the shock absorber 604 and connected with the damping adjusting mechanism of the shock absorber 604.

[0025] In specific implementation, when the user needs to adjust the damping effect according to different road conditions or riding preferences, the adjusting knob on the outer wall of the shock absorber 604 can be rotated. For example, when riding on a flat road, the damping can be increased to reduce the expansion range of the shock absorber 604, so that the riding is more stable; when riding on a bumpy road, the damping can be reduced to enable the shock absorber 604 to better play a buffering role.

[0026] The above merely describes preferred embodiments of the present application and is not intended to limit the present application, and any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A bicycle shock absorption structure, comprising an outer fixing plate (1), characterized in that: Two outer fixing plates (1) are provided. A bottom support plate (2) is installed between the bottoms of the two outer fixing plates (1). The front ends of the two outer fixing plates (1) are connected to a lower tube (3). The rear ends of the two outer fixing plates (1) are connected to a seat tube (4). An upper tube (5) is connected between the lower tube (3) and the seat tube (4). A shock-absorbing component (6) is hinged between the two outer fixing plates (1). A connector (7) is installed at the bottom of the rear end of the shock-absorbing component (6). Chain plates (8) are symmetrically welded to the rear side of the connector (7). Rotary frames (9) are bolted to both sides of the connector (7). The two rotary frames (9) are respectively hinged to both sides of the shock-absorbing component (6). A fixing rod is connected between the top ends of the two rotary frames (9). Each rotary frame (9) is connected to a seat support (10) welded to the chain plate (8) at its top end.

2. The bicycle shock absorption structure according to claim 1, characterized in that: The shock absorption assembly (6) includes a first transmission frame (601), a first shaft sleeve (602), a first bolt shaft (603), a shock absorber (604), a second bolt shaft (605), a second shaft sleeve (606), a second transmission frame (607), a third bolt shaft (608), a connecting rod (609), and a fourth bolt shaft (610). The first transmission frame (601) is hinged between two outer fixed plates (1) via the first shaft sleeve (602), and the top end of the first transmission frame (601) is hinged to one end of the shock absorber (604) via the first bolt shaft (603). The other end of the shock absorber (604) is hinged to the second transmission frame (607) via the fourth bolt (610). The second transmission frame (607) is hinged between the two outer fixed plates (1) via the second shaft (606). A third bolt (608) is installed on the second transmission frame (607) above the second shaft (606). One end of the connecting rod (609) is hinged to the second transmission frame (607) via the third bolt (608), and the other end of the connecting rod (609) is hinged to the first transmission frame (601) via the second bolt (605).

3. The bicycle shock absorption structure according to claim 2, characterized in that: The bottom sides of the first transmission frame (601) are respectively connected to the rotary frame (9) by the connector (7), and both rotary frames (9) are connected to the first shaft cylinder (602).

4. The bicycle shock absorption structure according to claim 3, characterized in that: The shock absorber (604) is a hydraulic shock absorber with a damping adjustment mechanism inside. An adjustment knob is provided on the outer wall of the shock absorber (604), and the adjustment knob is connected to the damping adjustment mechanism of the shock absorber (604).

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