A bicycle chainring structure based on lightweight design

Abstract

This utility model relates to the field of bicycle chainring technology, specifically a bicycle chainring structure based on lightweight design. The lightweight bicycle chainring structure includes a crank chainring, a chainring mounted on the front side of the crank chainring, a first triangular groove evenly formed on the front side of the chainring, and a second triangular groove evenly formed on the front side of the crank chainring. This utility model significantly reduces the weight of the crank chainring and chainring by creating the second and first triangular grooves on their surfaces. Simultaneously, by filling the second and first triangular grooves with triangular blocks, the impact of the grooves on the rigidity of the components can be mitigated to some extent, thus ensuring the overall structural strength. Furthermore, by fitting the first triangular groove of the chainring onto the triangular blocks, the chainring can be initially stabilized on the crank chainring, facilitating the later connection of a cross bolt through the countersunk hole and the threaded hole.

Description

Technical Field

[0001] This utility model relates to the field of bicycle sprocket technology, specifically a bicycle sprocket structure based on lightweight design. Background Technology

[0002] In simple terms, a bicycle chainring consists of a chainring and a crank chainring. The chainring is fixed to the crank chainring with multiple bolts. Nowadays, to achieve weight reduction of the chainring, notches are often evenly cut on the chainring to reduce the amount of material used. However, cutting notches on the chainring can affect its strength to some extent. To address this issue, we need to innovate the existing lightweight bicycle chainring structure. Utility Model Content

[0003] The purpose of this invention is to provide a lightweight bicycle chainring structure to solve the problems mentioned in the background art.

[0004] To achieve the above objectives, this utility model provides the following technical solution: a bicycle chainring structure based on lightweight design, comprising:

[0005] A crank chain, wherein a gear plate is mounted on the front side of the crank chain, and a first triangular groove is evenly opened through the front side of the gear plate, and a second triangular groove is evenly opened on the front side of the crank chain, wherein a triangular block is disposed in the second triangular groove, and the front side of the triangular block is inserted into the first triangular groove.

[0006] Preferably, the front side of the crank disc is provided with threaded holes evenly spaced, and the front side of the gear disc is provided with countersunk holes evenly spaced.

[0007] Preferably, a cross bolt is provided in the countersunk hole, and the cross bolt is screwed into the threaded hole.

[0008] Preferably, the first triangular groove is evenly distributed between two sets of adjacent countersunk holes, and the second triangular groove is evenly distributed between two sets of adjacent threaded holes.

[0009] Preferably, the front sides of the cross bolt and the triangular block are flush with the front side of the gear plate.

[0010] Preferably, the crank plate and the gear plate are both made of aluminum alloy, and the triangular block is made of polyetheretherketone (PEEK).

[0011] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0012] This invention significantly reduces the weight of the crank and gear discs by creating a second triangular groove and a first triangular groove on their surfaces. Simultaneously, by filling the second and first triangular grooves with triangular blocks, the impact of the grooves on the rigidity of the components can be mitigated to some extent, thus ensuring the overall structural strength. Furthermore, by fitting the first triangular groove of the gear disc onto the triangular block, the gear disc can be initially stabilized on the crank disc, facilitating the later connection of the cross bolt through the countersunk hole and the threaded hole. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of a bicycle chainring structure based on lightweight design according to this utility model;

[0014] Figure 2 This is a rear side view of a bicycle chainring structure based on lightweight design according to this utility model;

[0015] Figure 3 This is a top cross-sectional view of a bicycle chainring structure based on a lightweight design according to this utility model.

[0016] In the diagram: 1. Crankshaft disc; 11. Gear disc; 12. Triangular block; 13. Cross bolt. Detailed Implementation

[0017] 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.

[0018] Please see Figures 1-3 A lightweight bicycle chainring structure includes a crank chainring 1, a chainring 11 mounted on the front side of the crank chainring 1, a first triangular groove evenly formed on the front side of the chainring 11, and a second triangular groove evenly formed on the front side of the crank chainring 1. A triangular block 12 is fixedly installed in the second triangular groove, with the front side of the triangular block 12 inserted into the first triangular groove. The crank chainring 1 and the chainring 11 are made of aluminum alloy, and the triangular block 12 is made of polyetheretherketone (PEEK). By creating the second and first triangular grooves on the surfaces of the crank chainring 1 and the chainring 11, the weight of the crank chainring 1 and the chainring 11 can be significantly reduced. At the same time, by filling the second and first triangular grooves with triangular blocks 12, the impact of the grooves on the rigidity of the components can be mitigated to some extent, thereby ensuring the overall structural strength. Furthermore, since the weight of PEEK is less than that of aluminum alloy, the impact of the triangular block 12 filling the triangular groove on the lightweight design of the components is relatively small.

[0019] The front side of the crank 1 is evenly provided with threaded holes, and the front side of the gear 11 is evenly provided with countersunk holes. A cross bolt 13 is rotatably installed in the countersunk hole and screwed into the threaded hole. The first triangular groove of the gear 11 is fitted onto the triangular block 12, which can initially stabilize the gear 11 on the crank 1. This makes it convenient for the user to screw the cross bolt 13 through the countersunk hole and threaded hole later. The first triangular groove is evenly distributed between two sets of adjacent countersunk holes, and the second triangular groove is evenly distributed between two sets of adjacent threaded holes. The front sides of the cross bolt 13 and the triangular block 12 are flush with the front side of the gear 11.

[0020] Working principle: By opening the second triangular groove and the first triangular groove on the surface of the crank sprocket 1 and the gear sprocket 11, the weight of the crank sprocket 1 and the gear sprocket 11 can be greatly reduced. At the same time, by filling the second triangular groove and the first triangular groove with triangular blocks 12, the impact of the groove on the rigidity of the component can be reduced to a certain extent, thereby ensuring the strength of the entire structure. Since the weight of polyetheretherketone material is less than that of aluminum alloy, the impact on the lightweight design of the component is small when the triangular blocks 12 are filled in the triangular groove. By fitting the first triangular groove of the gear sprocket 11 onto the triangular blocks 12, the gear sprocket 11 can be initially stabilized on the crank sprocket 1, which makes it convenient for the user to screw the cross bolts 13 through the countersunk holes and the threaded holes later.

Claims

1. A sprocket structure for a bicycle based on lightweight design, characterized by, include: A crank disc (1) is provided with a gear disc (11) on its front side. A first triangular groove is uniformly opened through the front side of the gear disc (11). A second triangular groove is uniformly opened through the front side of the crank disc (1). A triangular block (12) is provided in the second triangular groove. The front side of the triangular block (12) is inserted into the first triangular groove.

2. A bicycle sprocket structure based on light weight design according to claim 1, characterized in that: The crank disc (1) has threaded holes evenly distributed on its front side, and the gear disc (11) has countersunk holes evenly distributed through its front side.

3. A bicycle sprocket structure based on light weight design according to claim 2, characterized in that: A cross bolt (13) is provided in the countersunk hole, and the cross bolt (13) is screwed into the threaded hole.

4. The bicycle sprocket structure based on light-weight design according to claim 2, characterized in that: The first triangular groove is evenly distributed between two sets of adjacent countersunk holes, and the second triangular groove is evenly distributed between two sets of adjacent threaded holes.

5. The bicycle sprocket structure based on light-weight design according to claim 3, characterized in that: The front sides of the cross bolt (13) and the triangular block (12) are flush with the front side of the gear plate (11).

6. The bicycle sprocket structure based on light-weight design according to claim 1, characterized in that: The crank plate (1) and the gear plate (11) are both made of aluminum alloy, and the triangular block (12) is made of polyetheretherketone.

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