Rear fender support

Abstract

The utility model discloses a rear fender support which comprises a connecting plate, a support body is installed on the outer wall of one side of the connecting plate through bolts, the support body is a split type aluminum alloy connecting rod, an inserting hole is formed in the surface of one end of the support body, an inserting rod is connected into the inserting hole in a sliding mode, and the inserting rod is connected with the connecting plate in a sliding mode. Uniformly distributed fixing holes are formed in the outer surface of the inserting rod, locking bolts are in threaded connection with the interiors of the mounting holes, the locking bolts can be inserted into the fixing holes to be used for fixing the inserting rod, a connecting block is mounted at one end of the inserting rod, a multi-angle buckle is mounted on the outer wall of one side of the connecting block, and a limiting block is mounted on the surface of the multi-angle buckle; the outer surface of the limiting block is sleeved with a mud guard. The support bodies adopt the split type aluminum alloy connecting rods, the distance between the two sets of support bodies is adjusted by adjusting the exposed length of the inserting rods through the locking bolts, and therefore the support bodies can be matched with different tire widths, and meanwhile the inclination angle of the fender is adjusted through the multi-angle buckles, so that practicability is enhanced.

Description

Technical Field

[0001] This utility model relates to the technical field of motorcycle rear fender brackets, specifically a rear fender bracket. Background Technology

[0002] Traditional motorcycle rear fender brackets have significant limitations in terms of adaptability. On the one hand, different motorcycle models have different tire widths, frame structures, and fender shapes and installation positions, while traditional brackets are mostly fixed structures that cannot be flexibly adjusted, making it difficult to meet the diverse needs of different models.

[0003] In view of this, it is necessary to develop a motorcycle rear fender bracket with high adaptability. Utility Model Content

[0004] The purpose of this utility model is to provide a rear fender bracket to solve the problem of poor adaptability of existing motorcycle rear fender brackets mentioned in the background art.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a rear mudguard bracket, including a connecting plate, a bracket body is bolted to one outer wall of the connecting plate, the bracket body is a split aluminum alloy connecting rod, an insertion hole is provided on one end surface of the bracket body, an insertion rod is slidably connected inside the insertion hole, a fixing hole is provided on the outer surface of the insertion rod, an mounting hole is provided on the outer surface of the bracket body, a locking bolt is threaded inside the mounting hole, the locking bolt can be inserted into the fixing hole to fix the insertion rod, a connecting block is installed on one end of the insertion rod, a multi-angle buckle is installed on one outer wall of the connecting block, a limit block is installed on the surface of the multi-angle buckle, and a mudguard is sleeved on the outer surface of the limit block.

[0006] Preferably, a mounting plate is fixed to the inner surface of the mudguard, and a limit hole is provided on one outer wall of the mounting plate, with a silicone damping pad installed on the inner surface of the limit hole.

[0007] Preferably, the multi-angle buckle supports the limiting block tilting at 15° to 45°.

[0008] Preferably, a magnet is embedded in the inner surface of the mudguard and is located on the outer side of the mounting plate. An iron block is installed on the outer surface of the connecting block, and one side of the outer wall of the iron block is attracted to one side of the outer wall of the magnet.

[0009] Preferably, a groove is provided through one side of the outer wall of the connecting plate, and a rubber spring composite bushing is installed on the inner surface of the groove.

[0010] Preferably, the multi-angle buckle has a toothed structure with a total of 15 adjusting teeth, each tooth spaced 2° apart.

[0011] Preferably, the rubber spring composite bushing is stacked with the rubber layer on top and the spring on the bottom, and the fitting clearance between the bushing and the bolt hole of the motorcycle frame is 0.2 to 0.5 mm. The rubber spring composite bushing is used to absorb vertical vibration after the connecting plate is connected to the motorcycle frame.

[0012] Compared with the prior art, the beneficial effects of this utility model are:

[0013] 1. This utility model is equipped with a connecting plate, a bracket body, multi-angle buckles, and a mudguard. The bracket body adopts a split aluminum alloy connecting rod. The distance between the two bracket bodies can be adjusted by adjusting the length of the exposed rod through the locking bolt, so that it can adapt to different tire widths and is applicable to a wider range of vehicle models. At the same time, the tilt angle of the mudguard can be adjusted by the multi-angle buckles, which makes it convenient for users to adjust the mudguard angle according to actual needs and driving conditions, thus enhancing practicality.

[0014] 2. By installing limiting holes and silicone damping pads, the mudguard is fixed to the bracket body by the engagement of the limiting block and the limiting hole. The silicone damping pads are filled in the limiting holes, which can reduce lateral vibration, reduce the impact of motorcycle vibration on the mudguard and bracket, improve stability, and extend service life. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0016] Figure 2 This is a schematic diagram of the assembly structure of the connecting block and the limiting block of this utility model;

[0017] Figure 3 This is a schematic diagram of the planar assembly structure of the limiting block and the mounting plate of this utility model;

[0018] Figure 4 This is a longitudinal sectional view of the mudguard and mounting plate of this utility model;

[0019] Figure 5 This is a schematic diagram of the assembly structure of the bracket body and the insertion rod of this utility model.

[0020] In the diagram: 1. Connecting plate; 2. Bracket body; 3. Insert rod; 4. Fixing hole; 5. Locking bolt; 6. Connecting block; 7. Multi-angle buckle; 8. Limiting block; 9. Mudguard; 10. Mounting plate; 11. Limiting hole; 12. Silicone damping pad; 13. Magnet; 14. Iron block; 15. Slide groove; 16. Rubber spring composite bushing. Detailed Implementation

[0021] 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.

[0022] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0023] Please see Figure 1 , Figure 2 , Figure 3 and Figure 5 This utility model provides an embodiment of a rear mudguard bracket, including a connecting plate 1. A bracket body 2 is bolted to one outer wall of the connecting plate 1. The bracket body 2 is a split aluminum alloy connecting rod. One end surface of the bracket body 2 is provided with an insertion hole. An insertion rod 3 is slidably connected inside the insertion hole. The outer surface of the insertion rod 3 is provided with uniformly arranged fixing holes 4. The outer surface of the bracket body 2 is provided with an installation hole. A locking bolt 5 is threaded inside the installation hole. The locking bolt 5 can be inserted into the fixing hole 4 to fix the insertion rod 3. A connecting block 6 is installed at one end of the insertion rod 3. A multi-angle buckle 7 is installed on one outer wall of the connecting block 6. A limit block 8 is installed on the surface of the multi-angle buckle 7. A mudguard 9 is sleeved on the outer surface of the limit block 8. The multi-angle buckle 7 has a toothed structure with a total of 15 adjusting teeth, each tooth spaced 2° apart. The multi-angle buckle 7 supports the limit block 8 to tilt 15° to 45°.

[0024] Specifically, in use, first use bolts to fix the connecting plate 1 to the motorcycle frame, then adjust the spacing of the bracket body 2 according to the diameter and width of the motorcycle wheel. Before installing the mudguard 9, first determine whether the connecting block 6 needs to be pulled according to the tire width. Then, the insert rod 3 can be pulled out from the insertion hole, and the locking bolt 5 can be fixed in the fixing hole 4 at the appropriate position. Then, the limiting block 8 on the connecting block 6 can be inserted into the limiting hole 11 on the mounting plate 10 and fixed with bolts, so that the mudguard 9 can be fixed on the bracket body 2.

[0025] The main body 2 of the bracket adopts a split aluminum alloy connecting rod. The length can be adjusted by inserting the locking bolt 5 through the mounting hole of the main body 2 into the fixing hole 4, which can adapt to different tire widths and enhance the versatility of the bracket. The aluminum alloy material ensures strength while reducing weight. At the same time, the multi-angle buckle 7 supports the adjustment of the mudguard 9 tilt angle between 15° and 45°. In different driving scenarios, such as driving in the rain, the mudguard 9 angle can be increased to more effectively block the mud and water kicked up by the wheels and prevent mud and water from splashing onto the vehicle body and the driver. When the road conditions are good and there is no need to block a lot of mud and water, the angle can be decreased to reduce wind resistance.

[0026] As attached Figure 1 Appendix Figure 2 Appendix Figure 3 and attached Figure 4 As shown, a rear fender bracket has a mounting plate 10 fixed to the inner surface of the fender 9. A limiting hole 11 is provided on one outer wall of the mounting plate 10, and a silicone damping pad 12 is installed on the inner surface of the limiting hole 11. A magnet 13 is embedded in the inner surface of the fender 9 and is located on the outer side of the mounting plate 10. An iron block 14 is installed on the outer surface of the connecting block 6. One outer wall of the iron block 14 is attracted to one outer wall of the magnet 13. A sliding groove 15 is provided through one outer wall of the connecting plate 1. A rubber spring composite bushing 16 is installed on the inner surface of the sliding groove 15. The rubber spring composite bushing 16 is stacked with the rubber layer on top and the spring on the bottom. The fit clearance between the bushing and the bolt hole of the motorcycle frame is 0.2 to 0.5 mm. The rubber spring composite bushing 16 is used to absorb vertical vibration after the connecting plate 1 is connected to the motorcycle frame.

[0027] Specifically, a rubber spring composite bushing 16 is built into the connection between the bracket and the frame. Rubber has good elasticity and cushioning performance, while the spring can provide a certain support force. When the motorcycle is riding on a bumpy road, such as a pothole or gravel road, the vertical impact force from the road surface is first absorbed by the rubber layer, which plays a preliminary cushioning role. The remaining impact force is further absorbed and dispersed by the spring, effectively reducing the vibration transmitted to the bracket body 2 and the mudguard 9, and protecting the components from damage.

[0028] Meanwhile, by setting a silicone damping pad 12 at the fixing point of the mudguard 9, the silicone material is soft and sticky. When the mudguard 9 is subjected to lateral vibration, it can consume the energy generated by the vibration through its own deformation and internal friction, reduce the amplitude of lateral vibration, reduce the shaking of the mudguard 9 when the motorcycle is traveling at high speed or turning, and ensure that it can normally play its role in blocking mud and water.

[0029] Furthermore, when installing the mudguard 9, the mudguard 9 and the bracket body 2 are also magnetically fixed. After the limiting block 8 is fixed in the limiting hole 11, the magnet 13 on the mudguard 9 will attract the iron block 14 on the connecting block 6. In daily use, the mudguard 9 is prone to accumulating a lot of mud, sand, dust and other dirt, which requires regular cleaning. With the dual fixing mode, users can quickly remove the mudguard 9, put it in water or use cleaning agent to clean it, and then easily install it back after cleaning, which greatly improves the efficiency of cleaning and maintenance.

[0030] Working principle: Before use, first install the rubber spring composite bushing 16 onto the inner surface of the groove 15 of the connecting plate 1, ensuring that the rubber layer is on top and the spring layer is on the bottom, and that the bushing is firmly installed. Then, align the connecting plate 1 with the bolt holes of the motorcycle frame after installing the rubber spring composite bushing 16. Use bolts to connect the bushing and the frame bolt holes, paying attention to controlling the fit clearance between the bushing and the frame bolt holes to be 0.2 to 0.5 mm. Then, tighten the bolts moderately, but do not tighten them completely, so as to facilitate subsequent adjustments.

[0031] Next, install the bracket body 2 onto the outer wall of the connecting plate 1 using bolts, ensuring a secure installation. Tighten the bolts, then insert the insertion rod 3 into the insertion hole at one end of the bracket body 2. Adjust the extension length of the insertion rod 3 as needed to adapt the bracket to the width of the motorcycle tires. After adjustment, pass the locking bolt 5 through the mounting hole of the bracket body 2 and screw it into the fixing hole 4 on the outer surface of the insertion rod 3. Tighten the locking bolt 5 to fix the position of the insertion rod 3. Install the connecting block 6 at one end of the insertion rod 3 to ensure a stable connection. Then, install the multi-angle buckle 7 on the connecting plate. On one side of the outer wall of block 6, the limiting block 8 is then fitted onto the outer surface of the multi-angle buckle 7. Then, the limiting block 8 on the connecting block 6 is inserted into the limiting hole 11 on the mounting plate 10 and fixed with bolts, so that the mudguard 9 can be fixed on the bracket body 2. At the same time, the magnet 13 can be attracted to the iron block 14. According to the actual use requirements, the tilt angle of the mudguard 9 can be adjusted by the toothed structure of the multi-angle buckle 7. After adjusting to the appropriate angle, ensure that the limiting block 8 and the multi-angle buckle 7 are locked firmly to prevent the angle of the mudguard 9 from changing.

[0032] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0033] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of equivalents of the claims be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A rear fender bracket, characterized in that: The system includes a connecting plate (1), on one side of which a bracket body (2) is bolted to the outer wall. The bracket body (2) is a split aluminum alloy connecting rod. One end of the bracket body (2) has a socket, and a rod (3) is slidably connected inside the socket. The outer surface of the rod (3) has evenly arranged fixing holes (4). The outer surface of the bracket body (2) has an installation hole, and a locking bolt (5) is threaded inside the installation hole. The locking bolt (5) can be inserted into the fixing hole (4) to fix the rod (3). One end of the rod (3) is fitted with a connecting block (6). One side of the outer wall of the connecting block (6) is fitted with a multi-angle buckle (7). The surface of the multi-angle buckle (7) is fitted with a limit block (8), and the outer surface of the limit block (8) is fitted with a mudguard (9).

2. A rear mudguard bracket according to claim 1, characterized in that: The inner surface of the mudguard (9) is fixed with a mounting plate (10), and a limit hole (11) is provided on one side of the outer wall of the mounting plate (10). A silicone damping pad (12) is installed on the inner surface of the limit hole (11).

3. A rear mudguard bracket according to claim 1, characterized in that: The multi-angle buckle (7) supports the limiting block (8) to tilt 15° to 45°.

4. A rear mudguard bracket according to claim 2, characterized in that: A magnet (13) is embedded in the inner surface of the mudguard (9), and the magnet (13) is located on the outside of the mounting plate (10). An iron block (14) is installed on the outer surface of the connecting block (6), and one side of the outer wall of the iron block (14) is attracted to one side of the outer wall of the magnet (13).

5. A rear mudguard bracket according to claim 1, characterized in that: A groove (15) is provided through one side of the outer wall of the connecting plate (1), and a rubber spring composite bushing (16) is installed on the inner surface of the groove (15).

6. A rear mudguard bracket according to claim 1, characterized in that: The multi-angle buckle (7) has a toothed structure with a total of 15 adjusting teeth, each tooth spaced 2° apart.

7. A rear mudguard bracket according to claim 5, characterized in that: The rubber spring composite bushing (16) is stacked with the rubber layer on top and the spring on the bottom. The fit gap between the bushing and the bolt hole of the motorcycle frame is 0.2 to 0.5 mm. The rubber spring composite bushing (16) is used to absorb vertical vibration after the connecting plate (1) is connected to the motorcycle frame.

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