Magnesium alloy frame with damping cavity

Abstract

The utility model relates to the technical field of bicycle frames, and discloses a magnesium alloy frame with a damping cavity, which is characterized in that the magnesium alloy frame with the damping cavity comprises a saddle main shaft, two sides of the outer wall of the saddle main shaft are rotatably connected with rotating rods, the other ends of the rotating rods are rotatably connected with rear wheel inclined rods, and the rear wheel inclined rods are connected with the damping cavity. A second connecting block is fixedly connected to the outer wall of the saddle main shaft, a lower sleeve is rotatably connected to the outer wall of the second connecting block, a telescopic sleeve is fixedly connected to the top end of the lower sleeve, a moving rod is slidably connected to the inner wall of the telescopic sleeve, and a first buffering assembly is arranged on the outer wall of the moving rod. According to the shock absorber, the first spring is compressed through the movable rod, the movable rod drives the extrusion plate to extrude the pressed plate, the pressed plate compresses the second spring, and therefore the two-time buffering effect is achieved, and the honeycomb-shaped shock absorption cavity can absorb and disperse shock energy through deformation of the honeycomb-shaped shock absorption cavity, and the shock absorption effect is achieved.

Description

Technical Field

[0001] This utility model relates to the field of bicycle frame technology, and in particular to a magnesium alloy frame with a shock-absorbing cavity. Background Technology

[0002] As a key component of a bicycle, the bicycle frame connects and supports various parts (such as the fork, handlebars, rims, and chain). It not only determines the overall structural stability of the bicycle but also greatly influences the correctness and comfort of the riding posture. It must meet the basic requirements of being lightweight and high-strength to adapt to the functional needs of green transportation, sports and fitness.

[0003] Traditional bicycle shock absorption relies on a single spring and a single damper, which has the problem of insufficient cushioning: when encountering continuous bumps or large impacts, the single spring is prone to deformation and loss of control due to instantaneous overload, and the vibration is directly transmitted to the frame and the rider, which affects comfort.

[0004] In response to the technical problem that traditional bicycle shock absorption relies solely on a single spring and a single damper, resulting in insufficient cushioning, this application proposes a magnesium alloy frame with a shock absorption cavity. Utility Model Content

[0005] The purpose of this invention is to address the shortcomings of traditional bicycle shock absorption, which relies solely on a single spring and a single damper and suffers from insufficient cushioning. The proposed invention is a magnesium alloy frame with a shock-absorbing cavity. By using a moving rod to compress the first spring and then driving a pressing plate to compress the pressure plate, the pressure plate compresses the second spring, achieving a double-layer cushioning effect. This more effectively disperses and dissipates vibration energy. Furthermore, the honeycomb-shaped shock-absorbing cavity absorbs and disperses vibration energy through its own deformation, thus achieving a shock-absorbing effect.

[0006] To achieve the above objectives, this utility model provides the following technical solution: a magnesium alloy bicycle frame with a shock-absorbing cavity, comprising a seat spindle, rotating rods rotatably connected to both sides of the outer wall of the seat spindle, a rear wheel slant rod rotatably connected to the other end of each rotating rod, a rear wheel sleeve fixedly connected to the other end of each rear wheel slant rod, a second connecting block fixedly connected to the outer wall of the seat spindle, a lower sleeve rotatably connected to the outer wall of the second connecting block, a telescopic sleeve fixedly connected to the top end of the lower sleeve, a moving rod slidably connected to the inner wall of the telescopic sleeve, a first buffer assembly provided on the outer wall of the moving rod, an upper sleeve fixedly connected to the top end of the moving rod, a third connecting block fixedly connected to the bottom end of the rear wheel slant rod, the outer wall of the upper sleeve rotatably connected to the inner wall of the third connecting block, and a second buffer assembly provided on the inner wall of the telescopic sleeve.

[0007] Furthermore, the first buffer assembly includes a first spring sleeved on the outer wall of the moving rod, with the bottom end of the first spring fixedly connected to the top end of the telescopic sleeve.

[0008] Furthermore, a baffle is fixedly connected to the outer wall of the movable rod, and the top end of the first spring is fixedly connected to the bottom end of the baffle.

[0009] Furthermore, the second buffer assembly includes a second spring fixedly connected to the bottom end of the inner wall of the telescopic sleeve, a pressure block fixedly connected to the top end of the second spring, a squeezing block provided at the top end of the pressure block, and the top end of the squeezing block fixedly connected to the bottom end of the moving rod.

[0010] Furthermore, the inner wall of the second spring is provided with a telescopic rod, the bottom end of which is fixedly connected to the bottom end of the inner wall of the telescopic sleeve, and the top end of which is fixedly connected to the bottom end of the pressure block.

[0011] Furthermore, a rear wheel crossbar is fixedly connected to the outer wall of the rear wheel sleeve, a first connecting block is fixedly connected to the outer wall of the seat main shaft, and the other end of the rear wheel crossbar is rotatably connected to the outer wall of the first connecting block.

[0012] Furthermore, the outer wall of the main shaft of the seat is connected to the front wheel crossbar through a honeycomb-shaped shock-absorbing cavity, and the other end of the front wheel crossbar is fixedly connected to a plug sleeve.

[0013] Furthermore, a front wheel slant bar is fixedly connected to the outer wall of the insert sleeve, and the other end of the front wheel slant bar is connected to the foot pedal sleeve through a honeycomb shock-absorbing cavity. The top end of the foot pedal sleeve is fixedly connected to the bottom end of the main shaft of the seat.

[0014] This utility model has the following beneficial effects:

[0015] 1. In this utility model, the first spring is compressed by the moving rod and the pressing plate is driven by the moving rod to press the pressure plate, which in turn compresses the second spring, thereby achieving the effect of double buffering. This can more fully disperse and consume vibration energy, greatly reduce the feeling of bumps, make the riding or use process more stable, and improve comfort.

[0016] 2. In this utility model, the honeycomb-shaped hollow support structure serves as a shock-absorbing cavity. This structure can greatly improve the strength and rigidity of the frame without significantly increasing the weight. When the vehicle is driving on a bumpy road, the honeycomb structure can absorb and disperse vibration energy through its own deformation, thus achieving a shock-absorbing effect. Attached Figure Description

[0017] Figure 1 A perspective view of a magnesium alloy vehicle frame with a shock-absorbing cavity proposed in this utility model;

[0018] Figure 2 This is a schematic diagram of the rear wheel diagonal bar of a magnesium alloy frame with a shock-absorbing cavity proposed in this utility model;

[0019] Figure 3This is a cross-sectional view of a telescopic sleeve for a magnesium alloy vehicle frame with a shock-absorbing cavity, as proposed in this utility model.

[0020] Figure 4 This is a schematic diagram of the honeycomb-shaped shock-absorbing cavity structure of a magnesium alloy vehicle frame with a shock-absorbing cavity proposed in this utility model.

[0021] Legend:

[0022] 1. Seat main shaft; 2. Rotating rod; 3. Rear wheel diagonal rod; 4. Rear wheel sleeve; 5. Rear wheel crossbar; 6. First connecting block; 7. Foot pedal sleeve; 8. Honeycomb shock absorber cavity; 9. Front wheel crossbar; 10. Insert rod sleeve; 11. Front wheel diagonal rod; 12. Second connecting block; 13. Lower sleeve; 14. Telescopic sleeve; 15. Moving rod; 16. Upper sleeve; 17. Third connecting block; 18. Baffle; 19. First spring; 20. Compression block; 21. Pressure block; 22. Telescopic rod; 23. Second spring. Detailed Implementation

[0023] 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.

[0024] Reference Figures 1-3This utility model provides an embodiment of a magnesium alloy bicycle frame with a shock-absorbing cavity, including a seat main shaft 1. Rotating rods 2 are rotatably connected to both sides of the outer wall of the seat main shaft 1. Rear wheel diagonal rods 3 are rotatably connected to the other end of each rotating rod 2. A rear wheel sleeve 4 is fixedly connected to the other end of the rear wheel diagonal rod 3. A second connecting block 12 is fixedly connected to the outer wall of the seat main shaft 1. A lower sleeve 13 is rotatably connected to the outer wall of the second connecting block 12. A telescopic sleeve 14 is fixedly connected to the top of the lower sleeve 13. A moving rod 15 is slidably connected to the inner wall of the telescopic sleeve 14. A first spring 19 is sleeved on the outer wall of the moving rod 15. The bottom end of the first spring 19 is fixedly connected to the top end of the telescopic sleeve 14. A baffle 18 is fixedly connected to the outer wall of the moving rod 15. The top end of the first spring 19 is fixedly connected to the bottom end of the baffle 18. The top of the upper sleeve 16 is fixedly connected to the top of the rear wheel diagonal rod 3. The bottom of the rear wheel diagonal rod 3 is fixedly connected to the third connecting block 17. The outer wall of the upper sleeve 16 is rotatably connected to the inner wall of the third connecting block 17. The bottom of the inner wall of the telescopic sleeve 14 is fixedly connected to the second spring 23. The top of the second spring 23 is fixedly connected to the pressure block 21. The top of the pressure block 21 is provided with the squeezing block 20. The top of the squeezing block 20 is fixedly connected to the bottom of the moving rod 15. The inner wall of the second spring 23 is provided with the telescopic rod 22. The bottom of the telescopic rod 22 is fixedly connected to the bottom of the inner wall of the telescopic sleeve 14. The top of the telescopic rod 22 is fixedly connected to the bottom of the pressure block 21. The outer wall of the rear wheel sleeve 4 is fixedly connected to the rear wheel crossbar 5. The outer wall of the seat main shaft 1 is fixedly connected to the first connecting block 6. The other end of the rear wheel crossbar 5 is rotatably connected to the outer wall of the first connecting block 6.

[0025] Specifically, a through groove is provided at the top of the main shaft 1 of the bicycle seat, and the bicycle seat is installed inside the through groove. The rear wheel sleeve 4 is used to install the rear wheel of the bicycle. The rotating rod 2, the rear wheel diagonal rod 3, the rear wheel sleeve 4 and the rear wheel crossbar 5 form a quadrilateral. The telescopic sleeve 14, the moving rod 15 and the first spring 19 support this quadrilateral to ensure the stability of the bicycle during normal operation. The sliding between the moving rod 15 and the telescopic sleeve 14 has strong damping, which can reduce the repeated vibrations generated when the first spring 19 rebounds. The telescopic rod 22 consists of two sliding rods, and the sliding between the rods has damping, thereby reducing the vibration generated when the second spring 23 rebounds.

[0026] The outer wall of the main shaft 1 of the seat is connected to the front wheel crossbar 9 through the honeycomb damping cavity 8. The other end of the front wheel crossbar 9 is fixedly connected to the insert sleeve 10. The outer wall of the insert sleeve 10 is fixedly connected to the front wheel diagonal bar 11. The other end of the front wheel diagonal bar 11 is connected to the foot pedal sleeve 7 through the honeycomb damping cavity 8. The top end of the foot pedal sleeve 7 is fixedly connected to the bottom end of the main shaft 1 of the seat.

[0027] Specifically, the front fork is installed on the insert sleeve 10, the front wheel and other components are installed at the bottom of the front fork, and the handlebars and other parts are installed at the top of the front fork. The pedal sleeve 7 is installed on the pedals and gears and other components. The entire frame is made of magnesium alloy. Magnesium alloy itself has good energy absorption characteristics, and the presence of the honeycomb shock absorber 8 further enhances the energy absorption effect of the frame. The honeycomb shock absorber 8 is made of magnesium alloy, and rubber or plastic is used to fill the honeycomb units in the honeycomb structure.

[0028] Working principle: When the bicycle encounters a bumpy road during operation, the rear wheel causes the rear wheel sleeve 4 to bounce up and down. The rear wheel sleeve 4 then causes the rear wheel crossbar 5 and the rear wheel diagonal bar 3 to rotate. The rear wheel diagonal bar 3 in turn causes the rotating rod 2 to rotate. At the same time, the third connecting block 17 causes the upper sleeve 16 and the baffle 18 to compress the first spring 19. The first spring 19 will deform, absorbing the vibration generated by the rotation of the rear wheel diagonal bar 3. When the vibration is strong, the moving rod 15 compresses the first spring 19, which causes the bottom pressing block 20 to press against the pressure block 21. The pressure block 21 then compresses the second spring 23, causing the second spring 23 to deform and absorb the impact of the road bumps again. Meanwhile, the front wheel causes the insert sleeve 10 to vibrate, which in turn causes the front wheel crossbar 9 and the front wheel diagonal bar 11 to vibrate. At this time, the honeycomb damping cavity 8 can absorb and disperse the vibration energy through its own deformation, achieving a damping effect.

[0029] Finally, it should be noted that the above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Although the present utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A magnesium alloy vehicle frame with a shock-absorbing cavity, characterized in that, The system includes a seat spindle (1), with rotating rods (2) rotatably connected to both sides of the outer wall of the seat spindle (1). The other end of each rotating rod (2) is rotatably connected to a rear wheel slant rod (3). The other end of the rear wheel slant rod (3) is fixedly connected to a rear wheel sleeve (4). A second connecting block (12) is fixedly connected to the outer wall of the seat spindle (1). A lower sleeve (13) is rotatably connected to the outer wall of the second connecting block (12). A telescopic sleeve (14) is fixedly connected to the top of the lower sleeve (13). A moving rod (15) is slidably connected to the inner wall of the telescopic sleeve (14). A first buffer assembly is provided on the outer wall of the moving rod (15). An upper sleeve (16) is fixedly connected to the top of the moving rod (15). A third connecting block (17) is fixedly connected to the bottom of the rear wheel slant rod (3). The outer wall of the upper sleeve (16) is rotatably connected to the inner wall of the third connecting block (17). A second buffer assembly is provided on the inner wall of the telescopic sleeve (14).

2. A magnesium alloy vehicle frame with a shock-absorbing cavity according to claim 1, characterized in that: The first buffer assembly includes a first spring (19) sleeved on the outer wall of the moving rod (15), and the bottom end of the first spring (19) is fixedly connected to the top end of the telescopic sleeve (14).

3. A magnesium alloy frame with a shock-absorbing cavity according to claim 2, characterized in that: A baffle (18) is fixedly connected to the outer wall of the moving rod (15), and the top end of the first spring (19) is fixedly connected to the bottom end of the baffle (18).

4. A magnesium alloy vehicle frame with a shock-absorbing cavity according to claim 1, characterized in that: The second buffer assembly includes a second spring (23) fixedly connected to the bottom of the inner wall of the telescopic sleeve (14). A pressure block (21) is fixedly connected to the top of the second spring (23). A squeezing block (20) is provided at the top of the pressure block (21). The top of the squeezing block (20) is fixedly connected to the bottom of the moving rod (15).

5. A magnesium alloy vehicle frame with a shock-absorbing cavity according to claim 4, characterized in that: The inner wall of the second spring (23) is provided with a telescopic rod (22), the bottom end of the telescopic rod (22) is fixedly connected to the bottom end of the inner wall of the telescopic sleeve (14), and the top end of the telescopic rod (22) is fixedly connected to the bottom end of the pressure block (21).

6. A magnesium alloy vehicle frame with a shock-absorbing cavity according to claim 1, characterized in that: The rear wheel sleeve (4) is fixedly connected to the outer wall of the rear wheel crossbar (5), and the seat main shaft (1) is fixedly connected to the outer wall of the first connecting block (6). The other end of the rear wheel crossbar (5) is rotatably connected to the outer wall of the first connecting block (6).

7. A magnesium alloy vehicle frame with a shock-absorbing cavity according to claim 1, characterized in that: The outer wall of the main shaft (1) of the seat is connected to the front wheel crossbar (9) through the honeycomb damping cavity (8), and the other end of the front wheel crossbar (9) is fixedly connected to the insert sleeve (10).

8. A magnesium alloy vehicle frame with a shock-absorbing cavity according to claim 7, characterized in that: The outer wall of the insert sleeve (10) is fixedly connected to the front wheel slant rod (11), and the other end of the front wheel slant rod (11) is connected to the foot pedal sleeve (7) through the honeycomb shock absorption cavity (8). The top end of the foot pedal sleeve (7) is fixedly connected to the bottom end of the main shaft of the seat (1).

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