Suspension seat tube mechanism

Abstract

The suspension type shock-absorbing seat pipe mechanism comprises a seat pipe, the seat pipe is composed of a pipe body and a pivot seat extending upward and connected integrally, the pivot seat has a first pivot area and a second pivot area; a first connecting rod is provided with a first lower pivot part, a first upper pivot part and an adjusting screw hole pivotally connected with the first pivot area of the seat pipe; a second connecting rod is provided with a second lower pivot part, a second upper pivot part and an edge pivotally connected with the second pivot area of the seat pipe; a head seat is provided with a seat connecting part and a pivot part, and is pivotally connected with the upper pivot parts of the first and second connecting rods respectively; a buffer assembly is arranged in the pipe body to provide a shock-absorbing function; a connecting member connects the second connecting rod and the buffer assembly; an adjusting bolt is screwed in the adjusting screw hole of the first connecting rod and abuts against the edge of the second connecting rod to achieve pre-pressing adjustment. The structure improves the shock-absorbing performance and riding comfort. Another design is that the adjusting bolt is arranged in the adjusting screw hole of the second connecting rod and abuts against the edge of the first connecting rod, and the adjusting position and the connection mode are different. The adjusting bolt can also abut against an edge of the head seat.

Description

Technical Field

[0001] This utility model relates to the seat post of a bicycle, and in particular to a suspended shock-absorbing seat post mechanism with suspension and shock absorption functions, used to improve riding comfort and reduce the impact of road vibrations on the rider. Background Technology

[0002] Bicycle seatposts are typically fixed to the frame, lacking shock absorption. This makes riders more susceptible to vibrations and impacts on uneven surfaces, reducing comfort and potentially leading to fatigue and injury during extended rides. To address this issue, some shock-absorbing seatpost designs have been developed, employing springs, air pressure, or hydraulic mechanisms to absorb vibrations. However, these designs are often complex, bulky, and difficult to install and maintain.

[0003] Furthermore, most existing suspension seatposts lack a simple and effective adjustment mechanism, preventing users from flexibly adjusting the suspension preload or intensity according to their riding habits or road conditions. This results in unsatisfactory suspension performance or inconvenience. Some designs suffer from unstable suspension performance due to poor connection methods between the suspension components and the seatpost, even affecting the overall frame structural strength and safety. Therefore, designing a suspension seatpost mechanism that is easy to operate, allows for adjustable suspension preload, and provides excellent suspension performance while maintaining the strength and lightweight nature of the seatpost structure has become a pressing technical challenge. Utility Model Content

[0004] The purpose of this utility model is to provide a suspended shock absorber seat tube mechanism, which can achieve adjustable preload by adjusting bolts, effectively improving the shock absorption effect and structural stability, and allowing users to adjust the shock absorption intensity according to their needs, thus overcoming the shortcomings of the existing technology.

[0005] To achieve the above objectives, this utility model provides a suspended shock absorber seat tube mechanism, comprising a tube having an integrally connected tube body and a pivot seat, the pivot seat being disposed at the top end of the tube body and extending upward, the pivot seat having a first pivot region and a second pivot region; a first connecting rod having a first lower pivot portion pivotally connected to the first pivot region of the seat tube, a first upper pivot portion located at the other end of the first lower pivot portion, and an adjusting screw hole located between the first lower pivot portion and the first upper pivot portion; and a second connecting rod having a second lower pivot portion pivotally connected to the second pivot region of the seat tube, and a second upper pivot portion located at the other end of the second lower pivot portion. A sidewall located between the second lower pivot and the second upper pivot; a headstock having a mounting portion and a pivot portion, the pivot portion having an upper pivot end and a lower pivot end, the upper pivot end being pivotally connected to the first upper pivot of the first connecting rod, and the lower pivot end being pivotally connected to the second upper pivot of the second connecting rod; a buffer assembly disposed within the tube for providing buffering; a linkage, one part being linked to the second connecting rod and the other part being linked to the buffer assembly; an adjusting bolt having a screw body that moves with the adjusting screw hole of the first connecting rod, an abutment head that abuts against the sidewall of the second connecting rod, and a drive portion for rotating the adjusting bolt.

[0006] This invention features a pivot extending upwards from the top of the seat tube, which is pivotally connected to both the first and second connecting rods. The two connecting rods are then connected via a headstock, enabling the connecting rod assembly to operate collaboratively. A buffer assembly is located within the tube and moves in conjunction with the connecting rods or the headstock to provide effective shock absorption. Adjusting bolts can be moved along the adjusting screw hole of the first connecting rod, pressing against the edge of the second connecting rod to adjust the shock absorption preload, further enhancing riding comfort and shock absorption performance.

[0007] Preferably, the adjusting bolt is provided with the driving part at both ends. This design allows the adjusting bolt to be adjusted in different directions, increasing the versatility and flexibility of operation.

[0008] Preferably, the second link has a connecting part; the connecting element is a roller, pivotally connected to the buffer assembly, and rollingly contacts the connecting part of the second link. Therefore, the roller can reduce the friction when the connecting element contacts the second link, improving the sensitivity and durability of the shock absorption response.

[0009] To achieve the above objectives, this utility model provides another suspended shock-absorbing seat tube mechanism, comprising a tube having an integrally connected tube body and a pivot seat, the pivot seat being disposed at the top end of the tube body and extending upward, the pivot seat having a first pivot region and a second pivot region; a first connecting rod having a first lower pivot portion pivotally connected to the first pivot region of the seat tube, a first upper pivot portion located at the other end of the first lower pivot portion, and a side portion located between the first lower pivot portion and the first upper pivot portion; a second connecting rod having a second lower pivot portion pivotally connected to the second pivot region of the seat tube, a second upper pivot portion located at the other end of the second lower pivot portion, and a... An adjusting screw hole is located between the second lower pivot and the second upper pivot; a head seat has a connecting part and a pivot part, the pivot part having an upper pivot end and a lower pivot end, the upper pivot end being pivotally connected to the first upper pivot of the first connecting rod, and the lower pivot end being pivotally connected to the second upper pivot of the second connecting rod; a buffer group is provided in the tube body for providing buffering; a linkage, one part being linked to the second connecting rod and the other part being linked to the buffer group; an adjusting bolt has a screw body that moves with the adjusting screw hole of the second connecting rod, a butt that abuts against the side of the first connecting rod, and a driving part for rotating the adjusting bolt.

[0010] This invention features a pivot extending upwards from the top of the seat tube, which is pivotally connected to both the first and second connecting rods. The two connecting rods are then connected via a headstock, enabling the connecting rod assembly to operate collaboratively. A buffer assembly is located within the tube and moves in conjunction with the connecting rods or the headstock to provide effective shock absorption. An adjusting bolt can be screwed along the adjusting screw hole on the second connecting rod, pressing against the edge of the first connecting rod to adjust the shock absorption preload, further enhancing riding comfort and shock absorption performance.

[0011] Preferably, the adjusting bolt is provided with the driving part at both ends. This design allows the adjusting bolt to be adjusted in different directions, increasing the versatility and flexibility of operation.

[0012] Preferably, the second link has a connecting part; the connecting element is a roller, pivotally connected to the buffer assembly, and rollingly contacts the connecting part of the second link. Therefore, the roller can reduce the friction when the connecting element contacts the second link, improving the sensitivity and durability of the shock absorption response.

[0013] To achieve the above objectives, this utility model provides a suspended shock absorber seat tube mechanism, comprising a tube having an integrally connected tube body and a pivot seat, the pivot seat being disposed at the top end of the tube body and extending upward, the pivot seat having a first pivot region and a second pivot region; a first connecting rod having a first lower pivot portion pivotally connected to the first pivot region of the seat tube, a first upper pivot portion located at the other end of the first lower pivot portion, and an adjusting screw hole located between the first lower pivot portion and the first upper pivot portion; a second connecting rod having a second lower pivot portion pivotally connected to the second pivot region of the seat tube, and a second upper pivot portion located at the other end of the second lower pivot portion; and a head seat having The device comprises a mounting portion, a pivot portion, and a sidewall. The mounting portion is used to connect with a pad. The pivot portion has an upper pivot end and a lower pivot end. The upper pivot end is pivotally connected to the first upper pivot portion of the first connecting rod, and the lower pivot end is pivotally connected to the second upper pivot portion of the second connecting rod. The sidewall is located between the upper pivot end and the lower pivot end. A buffer assembly is disposed in the tube body to provide cushioning. A linkage is connected to the second connecting rod at one point and to the buffer assembly at the other point. An adjusting bolt has a screw body that moves with the adjusting screw hole of the first connecting rod, an abutment that abuts against the sidewall of the head seat, and a drive portion for rotating the adjusting bolt.

[0014] By adjusting the bolt setting screw to the first connecting rod, the head of the adjusting bolt can be pushed against the side of the head seat, thereby adjusting the shock absorber preload and further improving riding comfort and shock absorption performance.

[0015] Preferably, the adjusting bolt is provided with the driving part at both ends. This design allows the adjusting bolt to be adjusted in different directions, increasing the versatility and flexibility of operation.

[0016] Preferably, the second link has a connecting part; the connecting element is a roller, pivotally connected to the buffer assembly, and rollingly contacts the connecting part of the second link. Therefore, the roller can reduce the friction when the connecting element contacts the second link, improving the sensitivity and durability of the shock absorption response.

[0017] To achieve the above objectives, this utility model provides a suspended shock absorber seat tube mechanism, comprising a tube having an integrally connected tube body and a pivot seat, the pivot seat being disposed at the top end of the tube body and extending upward, the pivot seat having a first pivot region and a second pivot region; a first connecting rod having a first lower pivot portion pivotally connected to the first pivot region of the seat tube, and a first upper pivot portion located at the other end of the first lower pivot portion; a second connecting rod having a second lower pivot portion pivotally connected to the second pivot region of the seat tube, a second upper pivot portion located at the other end of the second lower pivot portion, and an adjusting screw hole located between the second lower pivot portion and the second upper pivot portion; and a head seat having... The device comprises a mounting portion, a pivot portion, and a sidewall. The mounting portion is used to connect with a pad. The pivot portion has an upper pivot end and a lower pivot end. The upper pivot end is pivotally connected to the first upper pivot portion of the first connecting rod, and the lower pivot end is pivotally connected to the second upper pivot portion of the second connecting rod. The sidewall is located between the upper pivot end and the lower pivot end. A buffer assembly is disposed in the tube body to provide buffering. A linkage is connected to the second connecting rod at one point and to the buffer assembly at the other point. An adjusting bolt has a screw body that moves with the adjusting screw hole of the second connecting rod, an abutment that abuts against the sidewall of the head seat, and a drive portion for rotating the adjusting bolt.

[0018] By adjusting the bolt setting screw to the second connecting rod, the head of the adjusting bolt can push against the edge of the head seat, thereby adjusting the shock absorber preload and further improving riding comfort and shock absorption performance.

[0019] Preferably, the adjusting bolt is provided with the driving part at both ends. This design allows the adjusting bolt to be adjusted in different directions, increasing the versatility and flexibility of operation.

[0020] Preferably, the second link has a connecting part; the connecting element is a roller, pivotally connected to the buffer assembly, and rollingly contacts the connecting part of the second link. Therefore, the roller can reduce the friction when the connecting element contacts the second link, improving the sensitivity and durability of the shock absorption response. Attached Figure Description

[0021] The above and other objects, features and advantages of the present invention will become clearer from the following description of embodiments of the present invention with reference to the accompanying drawings, in which:

[0022] Figure 1 This is an exploded perspective view of the suspended shock-absorbing seat tube mechanism and seat cushion of the first preferred embodiment of this utility model;

[0023] Figure 2 This is a three-dimensional assembly view of the suspension shock absorber seat tube mechanism of the first preferred embodiment of the present invention.

[0024] Figure 3This is a three-dimensional view of the suspension shock absorber seat tube mechanism of the first preferred embodiment of this utility model from another direction;

[0025] Figure 4 This is an exploded perspective view of the suspension shock absorber seat tube mechanism of the first preferred embodiment of the present invention.

[0026] Figure 5 This is an exploded perspective view of the suspension shock absorber seat tube mechanism of the first preferred embodiment of this utility model from another direction;

[0027] Figure 6 This is a combined cross-sectional view of the suspension shock absorber seat tube mechanism of the first preferred embodiment of the present utility model, showing the unadjusted state;

[0028] Figure 7 for Figure 6 The diagram shows the compression displacement before adjustment.

[0029] Figure 8 and Figure 6 Similarly, one of the adjusted state diagrams is displayed;

[0030] Figure 9 This is a three-dimensional assembly view of the suspension shock absorber seat tube mechanism of the second preferred embodiment of the present invention.

[0031] Figure 10 This is a three-dimensional assembly view of the suspension shock absorber seat tube mechanism of the second preferred embodiment of this utility model from another direction;

[0032] Figure 11 This is an exploded perspective view of the suspension shock absorber seat tube mechanism of the second preferred embodiment of the present invention.

[0033] Figure 12 This is an exploded perspective view of the suspension shock absorber seat tube mechanism of the second preferred embodiment of the present invention from another direction;

[0034] Figure 13 This is a combined cross-sectional view of the suspended shock absorber seat tube mechanism of the second preferred embodiment of the present invention, showing the unadjusted state;

[0035] Figure 14 for Figure 13 A schematic diagram of compression displacement before adjustment;

[0036] Figure 15 and Figure 13 Similarly, one of the adjusted state diagrams is displayed;

[0037] Figure 16 This is a three-dimensional assembly view of the suspension shock absorber seat tube mechanism of the third preferred embodiment of the present invention.

[0038] Figure 17 This is a three-dimensional view of the suspension shock absorber seat tube mechanism of the third preferred embodiment of this utility model from another direction;

[0039] Figure 18 This is a combined cross-sectional view of the suspended shock absorber seat tube mechanism of the third preferred embodiment of the present invention, showing the unadjusted state;

[0040] Figure 19 for Figure 18 A schematic diagram of compression displacement before adjustment;

[0041] Figure 20 and Figure 18 Similarly, one of the adjusted state diagrams is displayed.

[0042] The meanings of the reference numerals in the above figures are as follows:

[0043] 1. Seat tube mechanism;

[0044] 10. Seat tube;

[0045] 11. Pipe body;

[0046] 12. Pivot;

[0047] 121. First Pivot Area;

[0048] 122. Second Pivot Area;

[0049] 21. First link;

[0050] 211. First lower pivot;

[0051] 212. First upper pivot section;

[0052] 215. Move to the side;

[0053] 217. Adjust the screw hole;

[0054] 22. Second link;

[0055] 221. Second lower pivot;

[0056] 222. Second upper pivot;

[0057] 223. Linking action;

[0058] 225. Move to the side;

[0059] 227. Adjust the screw hole;

[0060] 30. Headrest;

[0061] 31. Seating and connecting parts;

[0062] 32. Pivotal section;

[0063] 321. Upper pivot connection;

[0064] 322. Lower pivot connection;

[0065] 33. Move to the side;

[0066] 50. Buffer group;

[0067] 51. Downward pressure rod;

[0068] 52. Upper stop;

[0069] 53. Compression spring;

[0070] 54. Lower stop;

[0071] 60. Linking components;

[0072] 70. Adjust the bolts;

[0073] 71. The shell;

[0074] 72. Headbutting;

[0075] 73. Drive unit;

[0076] A. Shaft;

[0077] B. Bow;

[0078] H, through hole;

[0079] S, seat cushion. Detailed Implementation

[0080] The applicant first clarifies that in the embodiments and accompanying drawings described below, the same reference numerals denote the same or similar elements or their structural features. It should be noted that the elements and structures in the drawings are for illustrative purposes and are not drawn to scale or in quantity; features of different embodiments may be used interchangeably if feasible in practice. Secondly, when it is stated that an element is disposed on another element, it means that the aforementioned element is directly disposed on the other element, or indirectly disposed on the other element; that is, one or more other elements are disposed between the two elements. Conversely, when it is stated that an element is "directly" disposed on another element, it means that no other elements are disposed between the two elements.

[0081] To illustrate the technical features of this utility model in detail, the following embodiments are provided in conjunction with the accompanying drawings:

[0082] like Figure 1 As shown, the first embodiment of this utility model provides a suspended shock-absorbing seat tube mechanism 1, which is connected to a seat pad S and a bow B.

[0083] like Figures 2 to 8As shown, the suspended shock absorber seat tube mechanism 1 includes a seat tube 10, a first connecting rod 21, a second connecting rod 22, a head seat 30, a buffer group 50, a linkage 60, and an adjusting bolt 70.

[0084] The seat tube 10 has an integrally connected tube body 11 and a pivot 12. The pivot 12 is located at the top front side of the tube body 11 and extends upward and forward. The pivot 12 has a first pivot region 121 and a second pivot region 122. Both the first pivot region 121 and the second pivot region 122 are provided with a through hole H and a pivot A. The pivot A is rotatably disposed in the through hole H. In another embodiment, the top end of the tube body 11 may also be provided with two integrally connected steps (not shown in the figure), and the steps are provided with cushioning rubber (not shown in the figure) to enhance the shock absorption effect.

[0085] The first connecting rod 21 has a first lower pivot portion 211, a first upper pivot portion 212, a side edge 215, and an adjusting screw hole 217. The first lower pivot portion 211 is engaged with the pivot seat 12, and the first connecting rod 21 is pivotally connected to the first pivot area 121 of the pivot seat 12 via the first lower pivot portion 211 and pivot A. The first upper pivot portion 212 and the first lower pivot portion 211 are also provided with through holes H and pivot A. The side edge 215 is used to limit or support the range of movement of the first connecting rod 21. The adjusting screw hole 217 is provided at an appropriate position on the first connecting rod 21 for screwing the adjusting bolt 70, and the position can be finely adjusted by rotating the adjusting bolt 70.

[0086] The second link 22 has a second lower pivot 221, a second upper pivot 222, a connecting part 223, and a stop 225. The second lower pivot 221 is pivotally connected to the second pivot area 122 of the pivot seat 12, allowing the second link 22 to rotate relative to the pivot seat 12. The second upper pivot 222 is pivotally connected to the head seat 30, ensuring the rotational connection between the second link 22 and the head seat 30. The connecting part 223 is used to connect with the connecting member 60. The stop 225 is used to limit the range of movement of the second link 22. The position or angle of the second link 22 can be finely adjusted by rotating the adjusting bolt 70 to control the relative clearance between the first link 21 and the second link 22.

[0087] The headstock 30 has a receiving portion 31 and a pivot portion 32. The receiving portion 31 is located above the pivot portion 32 and is used to hold a bow B of a pad S. The pivot portion 32 has an upper pivot end 321 and a lower pivot end 322, both of which are provided with a through hole H and a pivot A. The upper pivot end 321 is pivotally connected to the first upper pivot portion 212 of the first connecting rod 21 via the pivot A. The lower pivot end 322 is pivotally connected to the second upper pivot portion 222 of the second connecting rod 22 via the pivot A.

[0088] The buffer assembly 50 is disposed within the tube body 11 and includes a lower pressure rod 51, an upper stop 52, a compression spring 53, and a lower stop 54. The lower pressure rod 51 protrudes slightly from the tube body 11 and is vertically movable within it. The compression spring 53 is located within the tube body 11, with its two ends connected to the upper stop 52 below the lower pressure rod 51 and the lower stop 54 fixed within the tube body 11, respectively. When the rider travels on a bumpy road, the rider's weight acts on the buffer assembly 50 shock absorption system through the seat cushion S, the first connecting rod 21, the second connecting rod 22, and the linkage 60. This causes the lower pressure rod 51 to move downwards and compress the compression spring 53. The spring's reaction force counteracts and reduces vibration, achieving a shock absorption effect.

[0089] In this embodiment, the linkage 60 is a roller, pivotally connected to the lower pressure rod 51, and rollingly contacts the linkage portion 223 of the second link 22. This design allows the shock-absorbing force to be effectively transmitted from the second link 22 to the lower pressure rod 51 via the linkage 60, and then act on the buffer assembly 50 to achieve a good shock absorption effect. However, in another embodiment, the linkage 60 can also be replaced with a link, with one end also pivotally connected to the lower pressure rod 51, and the other end pivotally connected to any part of the second link 22, thus providing linkage as well.

[0090] The adjusting bolt 70 has a screw body 71, a stop 72, and two driving parts 73. The screw body 71 is screwed into the adjusting screw hole 217 of the first connecting rod 21 and is mainly used for fine-tuning the position and angle of the connecting rod. The stop 72 is located at one end of the screw body 71 and serves as the abutment point where the adjusting bolt contacts the connecting rod. It can effectively transmit the thrust generated by rotation to the connecting rod, changing the relative position and preload between the two connecting rods. The two driving parts 73 are located at both ends and are designed in an internal hexagonal shape, which facilitates rotational adjustment using an internal hex wrench, enabling precise and stable adjustment operations. By rotating the adjusting bolt 70, the relative clearance between the first connecting rod 21 and the second connecting rod 22 can be precisely controlled, avoiding mutual interference or friction between the connecting rods during the shock absorption stroke, ensuring smooth operation, and improving the shock absorption effect and structural safety. In addition, the adjusting bolt 70 can compensate for manufacturing tolerances and wear after long-term use, maintaining the stability and durability of the overall shock absorber seat mechanism 1. Adjusting bolts 70 are typically equipped with locking devices (such as lock nuts or stop plates) to prevent loosening after adjustment and ensure a long-lasting and reliable adjustment effect.

[0091] In this first embodiment, as described above, the adjusting bolt 70 is screwed to the adjusting screw hole 217 of the first connecting rod 21 via its screw body 71, and abuts against the edge 225 of the second connecting rod 22 with its abutment 72, precisely adjusting the relative position and preload between the two connecting rods. This mechanism allows the connecting rod assembly to maintain an appropriate clearance during the shock absorption stroke, avoiding interference or friction between the connecting rods and ensuring smooth and stable movement of the connecting rods. The fine-tuning function of the adjusting bolt 70 not only compensates for manufacturing tolerances and wear, but also adjusts the shock absorption preload state according to riding needs, improving shock absorption performance and structural safety. In addition, the adjusting bolt 70 is equipped with an internal hexagonal drive part 73 for easy operation with an internal hexagonal wrench. Through this adjustment mechanism, the shock absorber seat post mechanism can effectively transmit the force applied by the rider to the buffer assembly 50, achieving excellent shock absorption performance and riding comfort, thus achieving the technical objective of this utility model to improve safety, durability, and adjustment convenience. A locking device can also be provided to prevent loosening and ensure stability after adjustment.

[0092] This utility model also provides a second embodiment of a suspended shock-absorbing seat tube mechanism 1, please refer to... Figures 9 to 15 The second embodiment is largely the same as the first embodiment in terms of overall structure and function, both including the seat post 10, first connecting rod 21, second connecting rod 22, headrest 30, buffer assembly 50, linkage 60, and adjusting bolt 70, etc. The difference lies in the location of the adjusting bolt 70 and its engagement with the connecting rod. Both are pivotally connected to the seat post 10 through the connecting rod assembly and utilize the buffer assembly 50 to provide shock absorption, thereby improving riding comfort.

[0093] In this second embodiment, the adjusting bolt 70 is instead spirally disposed within an adjusting screw hole 227 of the second connecting rod 22, eliminating the adjusting screw hole in the first connecting rod 21. The first connecting rod 21 has an edge 215, which serves as the abutment of the head 72 of the adjusting bolt 70. When the adjusting bolt 70 is rotated, its screw body 71 spirals within the adjusting screw hole 227 of the second connecting rod 22 and abuts against the edge 215 of the first connecting rod 21, thus changing the relative position and preload between the two connecting rods. This design allows the shock absorber seat tube mechanism to flexibly adjust the shock absorber preload state, achieving the same shock absorption effect and technical objective as the first embodiment.

[0094] This utility model also provides a third embodiment of a suspended shock-absorbing seat tube mechanism 1, please refer to... Figures 16 to 20 The third embodiment is largely the same as the first embodiment in terms of overall structure and function. Both include main components such as seat tube 10, first connecting rod 21, second connecting rod 22, head seat 30, buffer group 50, linkage 60 and adjusting bolt 70. The difference is that the head seat 30 has a side 33, and the abutment 72 of the adjusting bolt 70 abuts against the side 33 of the head seat 30, achieving the same shock absorption effect and technical purpose as the first embodiment.

[0095] Similarly, this utility model also provides a fourth embodiment of a suspended shock-absorbing seat tube mechanism 1 (not shown in the figure). This fourth embodiment is largely the same as the third embodiment in terms of overall structure and function, both including main components such as seat tube 10, first connecting rod 21, second connecting rod 22, head seat 30, buffer group 50, linkage 60, and adjusting bolt 70. The difference is that the adjusting bolt 70 is changed from being screwed to the first connecting rod 21 to being screwed to the second connecting rod 22. Therefore, the adjusting bolt 70 can also be adjusted so that its abutment 72 abuts against the edge 33 of the head seat 30, thus achieving the purpose of this utility model.

[0096] In addition to the above examples, this utility model can be modified and improved in various ways to adapt to different design requirements and application environments:

[0097] For example, the buffer assembly 50 can employ various structures such as springs, rubber, or hydraulic / pneumatic actuated cylinders to enhance shock absorption. The shape, material, and connection method of each component can also be adjusted according to the usage environment and load to improve structural strength and durability.

[0098] Alternatively, the adjusting bolt 70 can be used with bushings, bearings, or other cushioning structures to reduce friction and wear between the adjusting bolt and the connecting rod or headstock, improving the smoothness and durability of the adjustment operation. These mating structures effectively distribute the force, reduce wear caused by direct metal-to-metal contact, and help maintain the positioning stability of the adjusting bolt, ensuring the long-term reliability and accuracy of the shock absorber seat tube mechanism.

[0099] Finally, it must be reiterated that the methods and constituent elements disclosed in the foregoing embodiments of this utility model are merely illustrative examples and are not intended to limit the patent scope of this utility model. Any simple structural modifications or changes made without departing from the spirit of this utility model, or any substitutions with other equivalent elements, should still fall within the scope of the patent application of this utility model.

Claims

1. A suspended shock-absorbing seat tube mechanism, characterized in that, Includes: A pipe having an integrally connected pipe body and a pivot seat, the pivot seat being located at the top of the pipe body and extending upward, the pivot seat having a first pivot area and a second pivot area; A first connecting rod has a first lower pivot portion pivotally connected to the first pivot area of ​​the seat tube, a first upper pivot portion located at the other end of the first lower pivot portion, and an adjustment screw hole located between the first lower pivot portion and the first upper pivot portion; A second link having a second lower pivot portion pivotally connected to the second pivot area of ​​the seat tube, a second upper pivot portion located at the other end of the second lower pivot portion, and an edge portion located between the second lower pivot portion and the second upper pivot portion; A headstock has a connecting part and a pivot part, the pivot part having an upper pivot end and a lower pivot end, the upper pivot end being pivotally connected to the first upper pivot part of the first connecting rod, and the lower pivot end being pivotally connected to the second upper pivot part of the second connecting rod; A buffer group is provided inside the tube to provide buffering; One linkage is connected to the second linkage at one point and to the buffer assembly at the other. An adjusting bolt has a threaded body that is screwed into the adjusting screw hole of the first connecting rod, abutting head that abuts against the side of the second connecting rod, and a driving part for rotating the adjusting bolt.

2. The suspended shock-absorbing seat tube mechanism according to claim 1, characterized in that, The adjusting bolt has a drive part at both ends for rotating the adjusting bolt.

3. The suspended shock-absorbing seat tube mechanism according to claim 1, characterized in that, The second link has a linkage part; the linkage part is a roller, which is pivotally connected to the buffer assembly and rolls in contact with the linkage part of the second link.

4. A suspended shock-absorbing seat tube mechanism, characterized in that, Includes: A pipe having an integrally connected pipe body and a pivot seat, the pivot seat being located at the top of the pipe body and extending upward, the pivot seat having a first pivot area and a second pivot area; A first link having a first lower pivot portion pivotally connected to the first pivot area of ​​the seat tube, a first upper pivot portion located at the other end of the first lower pivot portion, and an edge located between the first lower pivot portion and the first upper pivot portion; A second link having a second lower pivot portion pivotally connected to the second pivot area of ​​the seat tube, a second upper pivot portion located at the other end of the second lower pivot portion, and an adjustment screw hole located between the second lower pivot portion and the second upper pivot portion; A headstock has a connecting part and a pivot part, the pivot part having an upper pivot end and a lower pivot end, the upper pivot end being pivotally connected to the first upper pivot part of the first connecting rod, and the lower pivot end being pivotally connected to the second upper pivot part of the second connecting rod; A buffer group is provided inside the tube to provide buffering; One linkage is connected to the second linkage at one point and to the buffer assembly at the other. An adjusting bolt has a threaded body that is screwed into the adjusting screw hole of the second connecting rod, abutting head that abuts against the side of the first connecting rod, and a driving part for rotating the adjusting bolt.

5. The suspended shock-absorbing seat tube mechanism according to claim 4, characterized in that, The adjusting bolt has a drive part at both ends for rotating the adjusting bolt.

6. The suspended shock-absorbing seat tube mechanism according to claim 4, characterized in that, The second link has a linkage part; the linkage part is a roller, which is pivotally connected to the buffer assembly and rolls in contact with the linkage part of the second link.

7. A suspended shock-absorbing seat tube mechanism, characterized in that, Includes: A pipe having an integrally connected pipe body and a pivot seat, the pivot seat being located at the top of the pipe body and extending upward, the pivot seat having a first pivot area and a second pivot area; A first connecting rod has a first lower pivot portion pivotally connected to the first pivot area of ​​the seat tube, a first upper pivot portion located at the other end of the first lower pivot portion, and an adjustment screw hole located between the first lower pivot portion and the first upper pivot portion; A second link having a second lower pivot portion pivotally connected to the second pivot area of ​​the seat tube, and a second upper pivot portion located at the other end of the second lower pivot portion; A headstock has a connecting part, a pivot part and a side edge. The connecting part is used to connect with a pad. The pivot part has an upper pivot end and a lower pivot end. The upper pivot end is pivotally connected to the first upper pivot part of the first connecting rod, and the lower pivot end is pivotally connected to the second upper pivot part of the second connecting rod. The side edge is located between the upper pivot end and the lower pivot end. A buffer group is provided inside the tube to provide buffering; One linkage is connected to the second linkage at one point and to the buffer assembly at the other. An adjusting bolt has a threaded body that is screwed into the adjusting screw hole of the first connecting rod, abutting head that abuts against the side of the head seat, and a driving part for rotating the adjusting bolt.

8. The suspended shock-absorbing seat tube mechanism according to claim 7, characterized in that, The adjusting bolt has a drive part at both ends for rotating the adjusting bolt.

9. The suspended shock-absorbing seat tube mechanism according to claim 7, characterized in that, The second link has a linkage part; the linkage part is a roller, which is pivotally connected to the buffer assembly and rolls in contact with the linkage part of the second link.

10. A suspended shock-absorbing seat tube mechanism, characterized in that, Includes: A pipe having an integrally connected pipe body and a pivot seat, the pivot seat being located at the top of the pipe body and extending upward, the pivot seat having a first pivot area and a second pivot area; A first link having a first lower pivot portion pivotally connected to the first pivot area of ​​the seat tube, and a first upper pivot portion located at the other end of the first lower pivot portion; A second link having a second lower pivot portion pivotally connected to the second pivot area of ​​the seat tube, a second upper pivot portion located at the other end of the second lower pivot portion, and an adjustment screw hole located between the second lower pivot portion and the second upper pivot portion; A headstock has a connecting part, a pivot part and a side edge. The connecting part is used to connect with a pad. The pivot part has an upper pivot end and a lower pivot end. The upper pivot end is pivotally connected to the first upper pivot part of the first connecting rod, and the lower pivot end is pivotally connected to the second upper pivot part of the second connecting rod. The side edge is located between the upper pivot end and the lower pivot end. A buffer group is provided inside the tube to provide buffering; One linkage is connected to the second linkage at one point and to the buffer assembly at the other. An adjusting bolt has a threaded body that is screwed into the adjusting screw hole of the second connecting rod, abutting head that abuts against the side of the head seat, and a driving part for rotating the adjusting bolt.

11. The suspended shock-absorbing seat tube mechanism according to claim 10, characterized in that, The adjusting bolt has a drive part at both ends for rotating the adjusting bolt.

12. The suspended shock-absorbing seat tube mechanism according to claim 10, characterized in that, The second link has a linkage part; the linkage part is a roller, which is pivotally connected to the buffer group and rolls in contact with the linkage part of the second link.

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