Motorcycle air bag rear shock absorber

Abstract

The utility model belongs to the technical field of motorcycle parts, and particularly relates to a motorcycle air bag rear shock absorber which comprises a first connector and a second connector, an oil cylinder is arranged on the second connector and comprises an outer cylinder and an inner cylinder, a third cavity is formed between the outer cylinder and the inner cylinder, sealing covers are arranged at the two ends of the outer cylinder, and an oil seal is arranged in the end, away from the second connector, of the outer cylinder. One end of the inner cylinder abuts against the sealing cover, the other end of the inner cylinder abuts against the oil seal for sealing, a piston valve is arranged in the inner cylinder and divides the inner cylinder into a first cavity and a second cavity, the first cavity is communicated with the third cavity, a piston rod is arranged on one side of the piston valve, and the piston rod is connected with the first connector. The piston rod is sleeved with a first buffer spring, an air bag connecting body is arranged on the second connector, a connecting channel is formed in the second connector, and the third cavity is communicated with the air bag connecting body. The piston rod drives the piston valve to move in the inner cylinder, damping force of hydraulic oil conducts damping buffering on movement of the piston rod, the first buffering spring increases the speed of the piston valve returning to the initial position, and the continuous damping effect of the damper is improved.

Description

Technical Field

[0001] This utility model relates to the field of motorcycle component technology, and in particular to a motorcycle airbag rear shock absorber. Background Technology

[0002] Shock absorbers are an important component of motorcycles. They are used to mitigate the impact and vibration caused by uneven road surfaces during riding, ensuring the smoothness and comfort of the motorcycle, reducing the impact force on the motorcycle, and improving the stability of the driver's handling.

[0003] Currently, there are three main types of motorcycle rear shock absorbers: (1) hydraulic resistance and spring; (2) hydraulic resistance, oil-air mixture and spring; and (3) hydraulic resistance, oil-air separation and spring. The hydraulic resistance and spring shock absorber structure is the most widely used in the market, while the hydraulic resistance, oil-air separation and spring structure is used in higher-end motorcycles. However, the main difference between these types of shock absorbers lies in their shock absorption effect. The hydraulic resistance, oil-air separation and spring structure has the best shock absorption and cushioning effect, and the best driving experience for the driver. However, for some continuous uneven road surfaces, it is necessary to consider not only the individual shock absorption effect, but also the rebound of the piston in order to meet the shock absorption effect of continuous shock absorption and cushioning. However, the current shock absorbers are not good in terms of continuous shock absorption.

[0004] To address the aforementioned problems, this utility model document proposes a motorcycle airbag rear shock absorber. Utility Model Content

[0005] This utility model provides a motorcycle airbag rear shock absorber, which improves the continuous shock absorption effect of the shock absorber, further enhances the stability and comfort of the driver, and makes it easier for the driver to control the motorcycle.

[0006] This utility model provides the following technical solution:

[0007] A motorcycle airbag rear shock absorber includes a first connector and a second connector. The second connector has a hydraulic cylinder, which includes an outer cylinder and an inner cylinder, forming a third chamber. The outer cylinder has caps at both ends, with an oil seal fitted into the end furthest from the second connector. One end of the inner cylinder abuts against the cap, and the other end abuts against the oil seal for sealing. A piston valve is located inside the inner cylinder, dividing it into a first chamber near the oil seal and a second chamber near the second connector. The first chamber and the third chamber are connected. A piston rod is located on the side of the piston valve near the oil seal, passing through the hydraulic cylinder and connecting to the first connector. A first buffer spring is fitted onto the piston rod, located within the first chamber of the hydraulic cylinder, with one end abutting against the piston valve and the other end abutting against the oil seal. An airbag connector is located on the second connector, which has a connecting channel. The end of the third chamber furthest from the oil seal is connected to the airbag connector through the connecting channel.

[0008] Furthermore, a spring seat is fitted on the outer side of the cylinder, and a second buffer spring is fitted on the outer side of the cylinder. One end of the second buffer spring abuts against the first connector, and the other end abuts against the spring seat.

[0009] Furthermore, the spring seat is provided with a positioning hole, and a locking bolt is installed in the positioning hole.

[0010] Furthermore, an annular limiting groove is formed on the end face of the first connector, and one end of the second buffer spring is locked in the limiting groove.

[0011] Furthermore, the second buffer spring has a spindle-shaped structure, with a dense coil section near the first joint and a sparse coil section near the spring seat.

[0012] Furthermore, a pressure regulating valve is also provided on the second connector at the position corresponding to the connection channel.

[0013] In this invention, the inner cylinder is filled with hydraulic oil. The shock absorber is installed on the motorcycle frame through the first and second connectors. The piston rod drives the piston valve to move in the inner cylinder, so that the damping force of the hydraulic oil dampens and buffers the movement of the piston rod. The first buffer spring can increase the speed at which the piston valve returns to the initial position, ensuring the subsequent shock absorption effect of the shock absorber and improving the continuous shock absorption effect of the motorcycle shock absorber. Attached Figure Description

[0014] Figure 1 This is a partial cross-sectional view of a motorcycle airbag rear shock absorber provided in an embodiment of the present utility model.

[0015] Figure label:

[0016] 1. First connector; 101. Limiting groove; 2. Second connector; 3. Hydraulic cylinder; 301. Inner cylinder; 302. Outer cylinder; 303. Cover; 304. Oil seal; 4. Piston valve; 5. Piston rod; 6. First chamber; 7. Second chamber; 8. Third chamber; 9. First buffer spring; 10. Second buffer spring; 1001. Closed coil section; 1002. Loose coil section; 11. Spring seat; 1101. Positioning hole; 12. Airbag connector; 13. Air pressure regulating valve. Detailed Implementation

[0017] The embodiments of the present invention will now be described with reference to the accompanying drawings.

[0018] In the description of the embodiments of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "connection" and "installation" should be interpreted broadly. For example, "connection" can be a detachable connection or a non-detachable connection; it can be a direct connection or an indirect connection through an intermediate medium. Furthermore, "connection" can be a direct connection or an indirect connection through an intermediate medium. "Fixed" means that the relative positional relationship remains unchanged after the connection. The directional terms mentioned in the embodiments of this utility model, such as "inner," "outer," "top," and "bottom," are only for reference to the directions in the accompanying drawings. Therefore, the directional terms used are for better and clearer explanation and understanding of the embodiments of this utility model, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this utility model.

[0019] In this embodiment of the invention, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined with "first" and "second" may explicitly or implicitly include one or more of that feature.

[0020] In this embodiment of the utility model, "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent three situations: A exists alone, A and B exist simultaneously, and B exists alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0021] References to "one embodiment" or "some embodiments" as used in this specification mean that one or more embodiments of the present invention include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0022] Example:

[0023] Reference Figure 1 As shown, a motorcycle airbag rear shock absorber includes a first connector 1 and a second connector 2. A hydraulic cylinder 3 is mounted on the second connector 2. The hydraulic cylinder 3 includes an outer cylinder 302 and an inner cylinder 301, forming a third chamber 8 between the outer cylinder 302 and the inner cylinder 301. Both ends of the outer cylinder 302 are provided with caps 303, with an oil seal 304 inserted at the end furthest from the second connector 2. One end of the inner cylinder 301 abuts against the cap 303, and the other end abuts against and seals against the oil seal 304. A piston valve 4 is provided inside the inner cylinder 301, dividing the inner cylinder 301 into a first chamber 6 near the oil seal 304 and a second chamber 6 near the second connector 304. The second chamber 7 of the connector 2 is connected to the first chamber 6 and the third chamber 8. The piston valve 4 is located on the side near the oil seal 304 and has a piston rod 5. The piston rod 5 passes through the oil cylinder 3 and is connected to the first connector 1. A first buffer spring 9 is sleeved on the piston rod 5. The first buffer spring 9 is located in the first chamber 6 of the oil cylinder 3, and one end of the first buffer spring 9 abuts against the piston valve 4 and the other end abuts against the oil seal 304. The second connector 2 is provided with an airbag connector 12. The second connector 2 has a connection channel. The end of the third chamber 8 away from the oil seal 304 is connected to the airbag connector 12 through the connection channel.

[0024] The shock absorber is mounted on the motorcycle frame via the first connector 1 and the second connector 2. The inner cylinder 301 forms a sealed cavity via the oil seal 304. The sealed cavity is divided into a first chamber 6 and a second chamber 7 by the piston valve 4. Hydraulic oil is filled in both chambers 6 and 7. When the motorcycle vibrates, the piston rod 5 moves towards the second connector 2, which in turn moves the piston valve 4 within the inner cylinder 301 towards the second connector 2. This movement of the piston valve 4 compresses the hydraulic oil in the second chamber 7, increasing the oil pressure. Simultaneously, the hydraulic oil flows through the piston valve... 4 flows into the first chamber 6, slowly reducing the pressure in the second chamber 7. In addition, the space of the first chamber 6 increases, and the first chamber 6 and the third chamber 8 are connected, so that negative pressure is formed in the first chamber 6 and the third chamber 8. Through the buffering of positive pressure and the adsorption of negative pressure, the movement of piston valve 4 is buffered, thereby buffering the vibration of the motorcycle. When piston valve 4 moves, it also stretches the first buffer spring 9. The first buffer spring 9 can speed up the time for piston valve 4 to return to the initial position, meet the damping requirements of the next vibration, and ensure the damping effect of the shock absorber.

[0025] A spring seat 11 is fitted on the outer side of the oil cylinder 3, and a second buffer spring 10 is fitted on the outer side of the oil cylinder 3. One end of the second buffer spring 10 abuts against the first connector 1, and the other end abuts against the spring seat 11.

[0026] The second buffer spring 10 is fixed on the outside of the cylinder 3 by the spring seat 11 in conjunction with the first connector 1. The second buffer spring 10 buffers the contraction of the piston rod 5, further reducing the pressure of the piston on the hydraulic oil in the second chamber 7, so that the piston rod 5 can quickly return to the initial position and complete the shock absorption effect.

[0027] The spring seat 11 is provided with a positioning hole 1101, and a locking bolt is installed in the positioning hole 1101.

[0028] The position of the spring seat 11 on the oil cylinder 3 can be adjusted by using the positioning hole 1101 and the locking bolt, thereby adjusting the length of the second buffer spring 10 and generating different spring resistances. The closer the spring seat 11 is to the first connector 1, the shorter the length of the second buffer spring 10, and the greater the spring resistance generated. The greater the resistance encountered by the piston rod 5 in retracting towards the oil cylinder 3, and the shorter the time it takes for the piston rod 5 to return to the initial position. Conversely, the closer the spring seat 11 is to the second connector 2, the longer the length of the second buffer spring 10, and the smaller the spring resistance generated. The smaller the resistance encountered by the piston rod 5 in retracting towards the oil cylinder 3, and the longer the time it takes for the piston rod 5 to return to the initial position.

[0029] The end face of the first connector 1 has an annular limiting groove 101, and one end of the second buffer spring 10 is locked in the limiting groove 101.

[0030] The second buffer spring 10 is positioned by the limiting slot 101 to prevent the second buffer spring 10 from deflecting when it is squeezed, which would affect the shock absorption effect of the second damping spring.

[0031] The second buffer spring 10 has a spindle-shaped structure, with a section near the first connector 1 being a dense coil section 1001 and a section near the spring seat 11 being a loose coil section 1002.

[0032] The spring resistance of the dense ring section 1001 is large, while the spring resistance of the sparse ring section 1002 is small. The dense ring section 1001 has a good filtering effect on small bumps and can quickly reset the piston rod 5, which is used to filter high-frequency vibrations. The sparse ring section 1002 provides good support and buffers and dampens large bumps through the larger piston valve 4 stroke, which is suitable for filtering large pits.

[0033] The second connector 2 is also equipped with a pressure regulating valve 13 at the position corresponding to the connection channel.

[0034] The air pressure inside the airbag installed on the airbag connector 12 is adjusted by the air pressure regulating valve, which in turn adjusts the pressure on the piston valve 4, thereby adjusting the damping force of the piston valve 4 for shock absorption. This allows the driver to adjust the pressure according to their preferences, road conditions, and load.

[0035] In use, the first connector 1 is connected to the motorcycle wheel hub frame, while the second connector 2 is connected to the motorcycle body structure. An airbag is installed on the airbag connector 12. The user can adjust the position of the spring seat 11 and the air pressure in the airbag through the air pressure regulating valve 13 according to the motorcycle's load, so that the damping force of the hydraulic cylinder 3 is in the most comfortable position. When the driver drives the motorcycle over a large number of small potholes, the dense coil portion 1001 of the second buffer spring 10 can quickly contract and rebound to buffer the movement caused by the impact on the piston rod 5. At the same time, the hydraulic oil in the second chamber 7 is squeezed, causing the oil pressure to rise, which offsets part of the impact on the piston rod 5. In addition, the increased volume of the second chamber 7 reduces the pressure in the second chamber 7 and the third chamber 8, thus lowering the air pressure and facilitating the rebound of the piston valve 4. Furthermore, the first buffer spring 9, stretched by the piston valve 4, can also transfer some of the impact force. Through multi-directional buffering, a shock absorption effect is achieved, and the piston valve 4 is quickly returned to its initial position, facilitating subsequent continuous shock absorption and improving the driver's comfort when passing through numerous small potholes. When passing through large potholes, the loose coil portion 1002 of the second buffer spring 10 contracts, and the degree of contraction of the loose coil portion 1002 is greater, causing the piston rod 5 to move a greater distance. Through the cooperation of multiple factors, the piston valve 4 is quickly returned to its initial position.

[0036] The above are merely specific embodiments of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. In the absence of conflict, the embodiments and features in the embodiments of this utility model can be combined with each other. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

Claims

1. A motorcycle airbag rear shock absorber, characterized in that, The device includes a first connector and a second connector. The second connector is equipped with a hydraulic cylinder, which includes an outer cylinder and an inner cylinder. A third chamber is formed between the outer cylinder and the inner cylinder. Both ends of the outer cylinder are equipped with caps, and an oil seal is inserted at the end furthest from the second connector. One end of the inner cylinder abuts against the cap, and the other end abuts against the oil seal for sealing. A piston valve is provided inside the inner cylinder, which divides the inner cylinder into a first chamber near the oil seal and a second chamber near the second connector. The first chamber and the third chamber are connected. A piston rod is provided on the side of the piston valve near the oil seal. The piston rod passes through the hydraulic cylinder and is connected to the first connector. A first buffer spring is sleeved on the piston rod. The first buffer spring is located in the first chamber of the hydraulic cylinder, and one end of the first buffer spring abuts against the piston valve, and the other end abuts against the oil seal. An airbag connector is provided on the second connector, and a connecting channel is provided inside the second connector. The end of the third chamber furthest from the oil seal is connected to the airbag connector through the connecting channel.

2. The motorcycle airbag rear shock absorber according to claim 1, characterized in that, A spring seat is fitted on the outer side of the oil cylinder, and a second buffer spring is fitted on the outer side of the oil cylinder. One end of the second buffer spring abuts against the first connector, and the other end abuts against the spring seat.

3. A motorcycle airbag rear shock absorber according to claim 2, characterized in that, The spring seat is provided with a positioning hole, and a locking bolt is installed in the positioning hole.

4. A motorcycle airbag rear shock absorber according to claim 2, characterized in that, The first connector has an annular limiting groove on its end face, and one end of the second buffer spring is locked in the limiting groove.

5. A motorcycle airbag rear shock absorber according to claim 2, characterized in that, The second buffer spring has a spindle-shaped structure, with a dense coil section near the first joint and a sparse coil section near the spring seat.

6. A motorcycle airbag rear shock absorber according to claim 1, characterized in that, The second connector is also equipped with a pressure regulating valve at the position corresponding to the connection channel.

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