A front shock absorber limiting device
By combining a limiting and buffering mechanism in the design of the motorcycle front shock absorber, the problems of unreliable limiting and hard impact are solved, and the stability of the limiting adjustment and the long service life of the shock absorber are achieved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- RENXIAN FUMIDA MACHINERY PARTS CO LTD
- Filing Date
- 2025-09-09
- Publication Date
- 2026-06-30
AI Technical Summary
Motorcycle front shock absorbers are unreliable in their limiting action during violent movements, resulting in unstable shock absorption performance. Furthermore, under extreme compression, the spring and piston rod are prone to hard collisions, affecting the lifespan and safety of the shock absorber.
A front shock absorber limiting device was designed, including a limiting mechanism and a buffer mechanism. The limiting mechanism ensures the stability of the spring limit through connectors and fasteners, while the buffer mechanism absorbs vibration energy through a buffer airbag to avoid hard collisions.
It effectively prevents the limiting mechanism from loosening, ensures precise spring limit adjustment, extends the life of the shock absorber, improves handling stability, avoids hard collisions between piston rods, and reduces the risk of piston rod impact.
Smart Images
Figure CN224433236U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of shock absorber technology, and more specifically, to a front shock absorber limiting device. Background Technology
[0002] The front shock absorber of a motorcycle is a core component connecting the front wheel and the frame. It is a precision mechanical system that integrates support, cushioning, handling, and braking functions. Its basic working principle is that an internal spring bears the weight of the motorcycle and provides elasticity, while a damper controls the speed at which the shock absorber oil flows through a valve, thereby managing the rhythm of spring compression and rebound. This efficiently absorbs road impacts, keeps the tire in contact with the ground, and ensures riding comfort, stability, and safety.
[0003] Currently, although the front shock absorber of a motorcycle can adjust the spring limit through threads, this single thread fixing method is prone to displacement during the motorcycle's violent movement, resulting in unreliable limiting and unstable shock absorption performance.
[0004] Furthermore, under extreme compression conditions, if there is no effective buffering and limiting device between the spring and the piston rod, the internal piston will directly collide with the bottom valve or the end of the inner tube of the shock absorber with a great impact force, which will cause the piston rod to bend, the oil seal to be damaged or other internal structural damage, seriously affecting the life of the shock absorber and driving safety.
[0005] No effective solutions have yet been proposed to address the problems in the relevant technologies. Utility Model Content
[0006] In view of the problems in the related technologies, this utility model proposes a front shock absorber limiting device to overcome the above-mentioned technical problems existing in the existing related technologies.
[0007] Therefore, the specific technical solution adopted by this utility model is as follows:
[0008] A front shock absorber limiting device includes: a limiting mechanism, which is sleeved on the outer circumference of a mounting bracket on the front shock absorber and fixedly connected to one end of a spring on the front shock absorber, for limiting the spring and precisely setting the maximum compression stroke of the front shock absorber; and a buffer mechanism, which is sleeved on the outer circumference of a piston rod on the front shock absorber and located at the bottom end of the spring, for preventing a hard collision between one end of the spring and one end of the piston rod.
[0009] Furthermore, to effectively prevent the limiting mechanism from loosening due to vibration or other external forces during the motorcycle's vigorous movement, and to ensure effective limiting adjustment of the spring by the limiting mechanism, thereby accurately setting the maximum compression stroke of the shock absorber and preventing changes in the vehicle's geometry due to excessive compression, ensuring stable and predictable handling, the limiting mechanism includes a connector located at the top of the spring, with a fastener at the top of the connector; both the connector and the fastener have through holes at their tops, with internal threads inside the through holes that mate with the mounting bracket; the connector includes a connecting seat located at one end of the spring and fixedly connected to the spring, with a connecting frustum at the top of the connecting seat that mates with the fastener; the fastener includes a fastening seat located at the top of the connector, with a frustum groove at the bottom of the fastening seat that mates with the connecting frustum; the center of the through hole is located at the eccentricity of the connecting frustum, and the center of the through hole and the center of the connecting frustum groove are located at the same position.
[0010] Furthermore, in order to absorb vibration energy in stages through the buffer mechanism, avoid hard collisions between the spring and the piston rod, thereby significantly reducing the risk of impact on the piston rod and extending the service life of the shock absorber, the buffer mechanism includes a buffer truncated cone sleeved on the outer circumference of the piston rod, and the buffer truncated cone is located at the bottom end of the spring. A buffer airbag is provided at the bottom end of the buffer truncated cone. The buffer airbag includes a corrugated tubular airbag provided at the bottom end of the buffer truncated cone, and a trumpet-shaped airbag is provided at the bottom end of the corrugated tubular airbag.
[0011] The beneficial effects of this utility model are as follows:
[0012] 1) With the combined action of the limiting mechanism and the buffer mechanism, this utility model effectively prevents the limiting mechanism from loosening due to vibration or other external forces during the violent movement of the motorcycle, ensuring the effective limiting adjustment of the spring by the limiting mechanism. At the same time, the buffer mechanism absorbs the vibration energy in stages, avoiding hard collisions between the spring and the piston rod, and extending the service life of the shock absorber.
[0013] 2) Under the action of the limiting mechanism, the limiting mechanism is effectively prevented from loosening due to vibration or other external forces during the violent movement of the motorcycle. This ensures the effective limiting adjustment of the spring by the limiting mechanism, thereby allowing for precise setting of the maximum compression stroke of the shock absorber. This prevents changes in the vehicle's geometry due to excessive compression, ensuring the stability and predictability of handling.
[0014] 3) Under the action of the buffer mechanism, the vibration energy is absorbed in stages, avoiding hard collisions between the spring and the piston rod, thereby greatly reducing the risk of impact on the piston rod and extending the service life of the shock absorber. Attached Figure Description
[0015] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0016] Figure 1 This is an actual application diagram of a front shock absorber limiting device according to an embodiment of the present utility model;
[0017] Figure 2 This is a partial cross-sectional schematic diagram of the actual application of a front shock absorber limiting device according to an embodiment of the present utility model;
[0018] Figure 3 yes Figure 2 Enlarged view of point A in the middle;
[0019] Figure 4 This is a schematic diagram of the connecting parts and springs in a front shock absorber limiting device according to an embodiment of the present utility model;
[0020] Figure 5 This is a structural schematic diagram of a fastener in a front shock absorber limiting device according to an embodiment of the present utility model;
[0021] Figure 6 This is a schematic diagram of the buffer mechanism in a front shock absorber limiting device according to an embodiment of the present utility model.
[0022] In the picture:
[0023] 1. Limiting mechanism; 101. Connector; 1011. Connecting seat; 1012. Connecting frustum; 102. Fastener; 1021. Fastening seat; 1022. Frustum groove; 103. Through hole; 104. Internal thread; 2. Mounting bracket; 3. Spring; 4. Buffer mechanism; 401. Buffer frustum; 402. Buffer airbag; 4021. Corrugated tubular airbag; 4022. Horn-shaped airbag; 5. Piston rod; 6. Damper; 7. Top rubber. Detailed Implementation
[0024] To further illustrate the various embodiments, the present invention provides accompanying drawings, which are part of the disclosure of the present invention. These drawings are mainly used to illustrate the embodiments and can be used in conjunction with the relevant descriptions in the specification to explain the operating principles of the embodiments. With reference to these contents, those skilled in the art should be able to understand other possible implementation methods and the advantages of the present invention. The components in the figures are not drawn to scale, and similar component symbols are usually used to represent similar components.
[0025] According to an embodiment of the present invention, a front shock absorber limiting device is provided.
[0026] The present invention will now be further described in conjunction with the accompanying drawings and specific embodiments, such as... Figure 1-6 As shown, the front shock absorber limiting device according to an embodiment of the present utility model includes: a limiting mechanism 1, which is sleeved on the outer circumference of the mounting bracket 2 on the front shock absorber, and the limiting mechanism 1 is fixedly connected to one end of the spring 3 on the front shock absorber, for limiting the spring 3 and accurately setting the maximum compression stroke of the front shock absorber; and a buffer mechanism 4, which is sleeved on the outer circumference of the piston rod 5 on the front shock absorber, and the buffer mechanism 4 is located at the bottom end of the spring 3, for preventing a hard collision between one end of the spring 3 and one end of the piston rod 5.
[0027] By utilizing the aforementioned technical solution, this utility model, through the combined action of the limiting mechanism 1 and the buffer mechanism 4, effectively prevents the limiting mechanism 1 from loosening due to vibration or other external forces during the motorcycle's vigorous movement, ensuring the effective limiting adjustment of the spring 3 by the limiting mechanism 1. Simultaneously, the buffer mechanism 4 absorbs vibration energy in stages, preventing hard collisions between the spring 3 and the piston rod 5, thus extending the service life of the shock absorber. The limiting mechanism 1 effectively prevents loosening due to vibration or other external forces during the motorcycle's vigorous movement, ensuring the effective limiting adjustment of the spring 3 by the limiting mechanism 1. This allows for precise setting of the maximum compression stroke of the shock absorber, preventing changes in vehicle geometry due to excessive compression, and ensuring stable and predictable handling. The buffer mechanism 4 absorbs vibration energy in stages, preventing hard collisions between the spring 3 and the piston rod 5, thus significantly reducing the risk of impact to the piston rod 5 and extending the service life of the shock absorber.
[0028] Furthermore, the front shock absorber limiting device of this utility model can not only buffer and limit the front shock absorber, but also adapt to other types of shock absorbers by changing the parameters of the limiting mechanism 1 and the buffering mechanism 4, and buffer and limit the shock absorber according to the characteristics of other types of shock absorbers.
[0029] It needs to be explained that, for example Figure 1As shown, the front shock absorber consists of a mounting bracket 2, a spring 3, a piston rod 5, a damper 6, and a top mount 7. The spring 3 is typically a coil spring, used to support the weight of the motorcycle and absorb impacts from the road. The damper 6 is filled with oil or gas to control the speed of spring compression and rebound, thereby reducing vibration and improving the motorcycle's comfort and handling. The piston rod 5 is connected to a piston inside the damper 6 and produces a damping effect by moving through the oil or gas. The top mount 7 connects the shock absorber to the motorcycle body or chassis and is usually made of rubber to absorb some vibrations. The mounting bracket 2 is used to fix the shock absorber to the motorcycle's suspension system. The front shock absorber mainly relies on the synergistic effect of the spring 3 and the damper 6 to absorb and mitigate impacts from the road. Impact and vibration: When a motorcycle travels on an uneven road surface, the wheels encounter bumps, causing the suspension system to move up and down. Spring 3 first compresses, absorbing most of the impact force. After absorbing the impact, spring 3 attempts to return to its original length, at which point it releases the stored energy. Without the action of damper 6, spring 3 would continuously vibrate up and down, causing unnecessary bumps in the motorcycle. Damper 6 generates damping force by the movement of a piston in a cylinder filled with oil or gas. This damping force is achieved by forcing liquid through a small hole or valve when the piston moves. Damper 6 slows down the spring's rebound speed, controls the frequency and amplitude of vibration, and allows the motorcycle to smoothly return to normal driving conditions. This is existing technology and will not be elaborated further here.
[0030] In one embodiment, for the aforementioned limiting mechanism 1, mounting bracket 2, and spring 3, the limiting mechanism 1 includes a connector 101 disposed at the top of the spring 3, and a fastener 102 disposed at the top of the connector 101; both the top of the connector 101 and the fastener 102 have through holes 103, and the interior of the through holes 103 has internal threads 104 that mate with the mounting bracket 2; the connector 101 includes a connecting seat 1011 disposed at one end of the spring 3 and fixedly connected to the spring 3, and the top of the connecting seat 1011 has a connecting frustum 1012 that mates with the fastener 102; the fastener 102 includes a connecting frustum 1012 disposed at the top of the connector 101. The fastening seat 1021 has a frustum groove 1022 at its bottom end that mates with the connecting frustum 1012. The center of the through hole 103 is located at the eccentricity of the connecting frustum 1012. The center of the through hole 103 and the center of the connecting frustum groove 1022 are located at the same position, thereby effectively preventing the limiting mechanism 1 from loosening due to vibration or other external forces during the motorcycle's violent movement. This ensures that the limiting mechanism 1 effectively limits and adjusts the spring 3, thereby allowing for precise setting of the maximum compression stroke of the shock absorber. This prevents changes in the vehicle's geometry due to excessive compression, ensuring the stability and predictability of the handling.
[0031] The working principle of the limiting mechanism 1, the mounting bracket 2, and the spring 3 is as follows: In the initial state, the operator, according to requirements, uses the cooperation of the external and internal threads 104 on the mounting bracket 2 to screw the connector 101 and the fastener 102 together onto the mounting bracket 2 to fix their positions. After slightly rotating the fastener 102 clockwise, since the center of the through hole 103 is located at the eccentricity of the connecting frustum 1012, the center of the through hole 103 and the center of the connecting frustum groove 1022 are located at the same position. The connecting frustum 1012 and the eccentric frustum groove 1022 generate a wedge-shaped axial force, instantly eliminating all axial clearances and forming a self-increasing friction lock between the contact surfaces of the connector 101, fastener 102 and mounting bracket 2. Under severe vibration or impact loads, the connecting frustum 1012 acts as a wedge, and the frustum groove 1022 functions as a hammer driving a wedge. In this way, the connecting frustum 1012 and the frustum groove 1022 become increasingly tight, preventing loosening between the limiting mechanism 1 and the mounting bracket 2, and ensuring the effective limiting adjustment of the spring 3 by the limiting mechanism 1.
[0032] In one embodiment, for the spring 3, the buffer mechanism 4, and the piston rod 5, the buffer mechanism 4 includes a buffer frustum 401 sleeved on the outer circumference of the piston rod 5, and the buffer frustum 401 is located at the bottom end of the spring 3. A buffer airbag 402 is provided at the bottom end of the buffer frustum 401. The buffer airbag 402 includes a corrugated tubular airbag 4021 provided at the bottom end of the buffer frustum 401, and a horn-shaped airbag 4022 is provided at the bottom end of the corrugated tubular airbag 4021. Thus, the vibration energy is absorbed in stages by the buffer mechanism 4, avoiding hard collisions between the spring 3 and the piston rod 5, thereby significantly reducing the risk of impact on the piston rod 5 and extending the service life of the shock absorber.
[0033] It should be explained that rubber has high elasticity and high damping properties, which can effectively absorb vibration and impact energy. In specific implementation, the buffer mechanism 4 can select rubbers with different formulations and hardness (such as natural rubber, polyurethane, etc.) to meet different performance requirements.
[0034] The working principle of spring 3, buffer mechanism 4 and piston rod 5 is as follows: In the initial state, under severe vibration or impact load, the shock absorber is compressed violently. Spring 3 applies pressure to the top of buffer frustum 401. Buffer frustum 401 provides initial, relatively linear resistance. As compression continues, the impact force forces buffer frustum 401 to move downwards, starting to compress the bellows-shaped airbag 4021. The bellows design allows it to be compressed evenly like an accordion, thereby absorbing and dispersing a large amount of impact energy. Subsequently, the force is transmitted to the horn-shaped airbag 4022. The horn-shaped airbag 4022 maximizes the contact area with the bottom of the shock absorber. The larger the contact area, the lower the pressure, which can avoid stress concentration, thereby preventing a hard collision between one end of spring 3 and one end of piston rod 5.
[0035] To facilitate understanding of the above-mentioned technical solutions of this utility model, the working principle or operation method of this utility model in actual process will be described in detail below.
[0036] In practical applications, the operator, according to requirements, uses the cooperation of the external and internal threads 104 on the mounting bracket 2 to screw the connector 101 and fastener 102 together onto the mounting bracket 2 to fix them in place. After slightly rotating the fastener 102 clockwise, under the cooperation of the connecting frustum 1012 and the frustum groove 1022, when the motorcycle moves violently, the limiting mechanism 1 effectively limits and adjusts the spring 3 (the working principle of the limiting mechanism 1, the mounting bracket 2, and the spring 3 is as described above). At the same time, under the violent movement of the motorcycle, the shock absorber is violently compressed, and the spring 3 impacts the buffer mechanism 4. Under the action of the buffer frustum 401, the corrugated tubular airbag 4021, and the horn-shaped airbag 4022, the vibration energy is absorbed in stages, avoiding a hard collision between the spring 3 and the piston rod 5 (the working principle of the spring 3, the buffer mechanism 4, and the piston rod 5 is as described above).
[0037] In summary, by utilizing the above-mentioned technical solution of this utility model, the combined action of the limiting mechanism 1 and the buffer mechanism 4 effectively prevents the limiting mechanism 1 from loosening due to vibration or other external forces during the motorcycle's violent movement, ensuring the effective limiting adjustment of the spring 3 by the limiting mechanism 1. Simultaneously, the buffer mechanism 4 absorbs vibration energy in stages, preventing hard collisions between the spring 3 and the piston rod 5, thus extending the service life of the shock absorber. Under the action of the limiting mechanism 1, the loosening of the limiting mechanism 1 due to vibration or other external forces during the motorcycle's violent movement is effectively prevented, ensuring the effective limiting adjustment of the spring 3 by the limiting mechanism 1. This allows for precise setting of the maximum compression stroke of the shock absorber, preventing changes in the vehicle's geometry due to excessive compression, and ensuring stable and predictable handling. Under the action of the buffer mechanism 4, the vibration energy is absorbed in stages, preventing hard collisions between the spring 3 and the piston rod 5, thus significantly reducing the risk of impact to the piston rod 5 and extending the service life of the shock absorber.
[0038] In this utility model, unless otherwise explicitly specified and limited, the terms "installation", "setting", "connection", "fixing", "screw connection", etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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; they can refer to the internal connection of two components or the interaction between two components. Unless otherwise explicitly limited, those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.
[0039] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. 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 front shock absorber stop device characterized by comprising: include: The limiting mechanism (1) is sleeved on the outer circumference of the mounting bracket (2) on the front shock absorber, and the limiting mechanism (1) is fixedly connected to one end of the spring (3) on the front shock absorber, for limiting the spring (3) and accurately setting the maximum compression stroke of the front shock absorber. The buffer mechanism (4) is sleeved on the outer circumference of the piston rod (5) on the front shock absorber, and the buffer mechanism (4) is located at the bottom end of the spring (3) to prevent a hard collision between one end of the spring (3) and one end of the piston rod (5).
2. A front shock absorber stop device according to claim 1, characterized in that The limiting mechanism (1) includes a connector (101) disposed at the top of the spring (3), and a fastener (102) is disposed at the top of the connector (101). Both the connector (101) and the fastener (102) have through holes (103) at their top ends, and the through holes (103) have internal threads (104) that cooperate with the mounting bracket (2).
3. A front shock absorber limiting device according to claim 2, characterized in that, The connector (101) includes a connecting seat (1011) disposed at one end of the spring (3) and fixedly connected to the spring (3), and the top end of the connecting seat (1011) is provided with a connecting frustum (1012) that cooperates with the fastener (102).
4. A front shock absorber limiting device according to claim 3, characterized in that, The fastener (102) includes a fastening seat (1021) disposed at the top of the connector (101), and the bottom end of the fastening seat (1021) is provided with a frustum groove (1022) that mates with the connecting frustum (1012).
5. A front shock absorber limiting device according to claim 4, characterized in that, The center of the through hole (103) is located at the eccentricity of the connecting frustum (1012), and the center of the through hole (103) and the center of the connecting frustum groove (1022) are located at the same position.
6. A front shock absorber limiting device according to claim 1, characterized in that, The buffer mechanism (4) includes a buffer truncated cone (401) sleeved on the outer circumference of the piston rod (5), and the buffer truncated cone (401) is located at the bottom end of the spring (3). A buffer airbag (402) is provided at the bottom end of the buffer truncated cone (401).
7. A front shock absorber limiting device according to claim 6, characterized in that, The buffer airbag (402) includes a corrugated tubular airbag (4021) disposed at the bottom end of the buffer frustum (401), and a trumpet-shaped airbag (4022) is disposed at the bottom end of the corrugated tubular airbag (4021).