Hybrid front fork

Abstract

This utility model provides a hydraulic-pneumatic combined front fork, relating to the field of motorcycle front fork technology. It includes an external connector, and the damper comprises a piston cylinder and a piston rod. The piston cylinder is fixedly installed inside the front fork cylinder, which is movably inserted into a guide cylinder. One end of the piston rod is fixedly connected to a liner tube. The piston cylinder has a through hole, and the piston head is movably disposed inside the piston cylinder. A shock-absorbing spring is sleeved on the piston cylinder, and one end of the shock-absorbing spring is fixedly connected to an internal connector. The internal connector abuts against one end of the liner tube. The shock-absorbing stroke is achieved through relative sliding between the front fork cylinder and the guide cylinder. The through hole on the piston cylinder connects the interior of the piston cylinder with the interior of the liner tube, forming a dual-cylinder interconnected oil passage. This dual-cylinder interconnected design significantly optimizes the oil flow path, reduces internal hydraulic resistance, and makes the damping force more linear and the response more sensitive, achieving high-precision control.

Description

Technical Field

[0001] This utility model relates to the field of motorcycle front fork technology, and more specifically, to a hydraulic-pneumatic combined front fork. Background Technology

[0002] The front fork is a key suspension component at the front of motorcycles, bicycles, and other vehicles. It mainly connects the frame to the front wheel and undertakes three core functions: guidance, shock absorption, and load bearing. The front fork is usually composed of two sleeves on the left and right, a shock absorption mechanism, and upper and lower connecting plates. Among them, the shock absorption mechanism is the core. It absorbs road impacts through the elastic deformation of the spring and then attenuates vibration energy with the damping effect of the oil and air combination, thereby reducing the bumps transmitted from the front wheel to the frame and ensuring the smoothness and handling stability of the vehicle when riding.

[0003] Patent CN213384602U discloses a motorcycle shock-absorbing front fork with a stabilizing effect, including a front fork, a slide rail, a spring, and a support rod. An electric lifting rod is provided above the front fork, and a connecting block is provided above the electric lifting rod. A first slot is provided above the connecting block, and a first locking block is provided inside the first slot. A first fixing block is provided above the first locking block. The slide rail is located on one side of the connecting block, and pulleys are provided inside the slide rail. A cleaning brush is provided on one side of the pulleys. The spring is located below the front fork, and a telescopic sleeve is provided outside the spring. This motorcycle shock-absorbing front fork with a stabilizing effect, by providing the first locking block and the first slot, facilitates the installation and disassembly of the device and achieves a stabilizing effect, preventing accidents and dangers during use, thereby effectively improving the performance of the device.

[0004] However, existing shock absorber forks have the following technical problems: the incompressibility of the oil leads to stiff damping, poor high-frequency vibration filtering, the single-channel design of the oil circuit is prone to left and right damping deviation, and the cornering handling is prone to imbalance. They are difficult to meet the high-precision handling requirements of high-end models, and are prone to safety hazards such as steering lag and vehicle swaying at high speeds or in complex terrain. Utility Model Content

[0005] The main objective of this invention is to provide a combined oil and gas fork that can effectively solve the problems mentioned in the background art.

[0006] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0007] A combined oil-gas fork includes an outer connector with a mounting bracket fixedly connected to it. A damper is fixedly installed inside the outer connector. The damper includes a piston cylinder and a piston rod. The piston cylinder is fixedly installed inside the fork cylinder, which is movably inserted into a guide cylinder. A liner is slidably sleeved inside the piston cylinder. One end of the piston rod is fixedly connected to the liner. A through hole communicating with the inside of the liner is opened on the piston cylinder. A piston head is fixedly connected to the other end of the piston rod by a second locking nut. The piston head is movably disposed inside the piston cylinder. A shock-absorbing spring is sleeved on the piston cylinder. One end of the shock-absorbing spring is fixedly connected to an inner connector, which abuts against one end of the liner.

[0008] Furthermore, one end of the liner is fixedly connected to a retaining ring, the retaining ring is engaged with a first locking nut, and the first locking nut is fixedly sleeved on one end of the piston rod.

[0009] Furthermore, one end of the piston rod is fixedly inserted into the end cap, a rubber gasket is fixedly connected to one side of the end cap, a first O-ring is provided at the edge of the end cap, and the end cap is sealed to one end of the guide cylinder through the first O-ring and the rubber gasket.

[0010] Furthermore, a first composite sleeve is fixedly connected to one end of the fork cylinder, and the first composite sleeve is slidably connected to the inner wall of the guide cylinder.

[0011] Furthermore, a second composite sleeve is fixedly sleeved on the inner connector, and the second composite sleeve is slidably connected to the inner wall of the fork cylinder.

[0012] Furthermore, a limiting spring is fitted at the end of the piston rod away from the liner. One end of the limiting spring is fixedly installed on a fixed seat, which is fixedly connected to the inside of one end of the piston cylinder. The other end of the limiting spring is fixedly installed on a stop seat, which is fixedly connected to one side of the piston head.

[0013] Furthermore, a third composite sleeve is fixedly connected inside the end of the guide tube away from the liner tube. The third composite sleeve is slidably connected to the outer peripheral surface of the fork tube. A retaining ring is fixedly connected to one side of the third composite sleeve. An oil seal is provided on one side of the retaining ring. A spring retaining ring is provided on one side of the oil seal. A dustproof sealing ring is provided on one side of the spring retaining ring. The dustproof sealing ring is fixedly connected to one end of the guide tube.

[0014] Furthermore, a second O-ring is fixedly connected to one end of the piston cylinder, and the piston cylinder is sealed to the outer connector through the second O-ring. A spring washer is fixedly connected to the inside of the outer connector through an internal hexagon screw.

[0015] Compared with the prior art, the present invention has the following beneficial effects:

[0016] (1) The shock absorption stroke is achieved by the relative sliding of the fork cylinder and the guide cylinder. One end of the piston rod is fixed in the liner tube, and the other end drives the piston head to move in the piston cylinder. The through hole on the piston cylinder connects the inside of the piston cylinder with the inside of the liner tube, forming a double cylinder interconnected oil passage. The double cylinder interconnected design significantly optimizes the oil flow path, reduces the internal hydraulic resistance, makes the damping force more linear and the response more sensitive, and achieves high-precision control.

[0017] (2) By setting a limit spring, the impact at the end of the stroke is effectively absorbed, preventing the relative displacement between the guide tube and the fork tube from exceeding the preset value, thus improving the accuracy of operation.

[0018] (3) Multiple composite sleeves are used for sliding guidance, which significantly reduces frictional resistance and wear, ensuring that the fork extension and retraction are extremely smooth. Combined with the multi-layer composite sealing structure of oil seal-dust ring-O-ring, it effectively prevents leakage and contamination, greatly improves the service life and long-term performance stability of the fork, and adapts to high-intensity riding and harsh road conditions. Attached Figure Description

[0019] Figure 1 This is a three-dimensional schematic diagram of a partial cross-sectional structure of the present invention;

[0020] Figure 2 This is a three-dimensional cross-sectional view of the present invention.

[0021] Figure 3 This utility model Figure 2 Enlarged view of the structure at point A in the middle;

[0022] Figure 4 This utility model Figure 2 Enlarged view of the structure at point B in the middle;

[0023] Figure 5 This is a schematic diagram of the left mounting bracket structure in this utility model.

[0024] In the diagram: 1. End cap; 2. First O-ring seal; 3. Rubber gasket; 4. First lock nut; 5. Snap ring; 6. Liner; 7. First composite sleeve; 8. Fork tube; 9. Guide tube; 10. Inner connector; 11. Second composite sleeve; 12. Shock absorber spring; 13. Third composite sleeve; 14. Retaining ring; 15. Oil seal; 16. Spring snap ring; 17. Dustproof seal; 18. Damper; 181. Piston cylinder; 182. Piston rod; 183. Piston head; 184. Second lock nut; 185. Stop seat; 186. Limit spring; 187. Fixing seat; 19. Second O-ring seal; 20. Outer connector; 21. Spring washer; 22. Socket head screw; 23. Through hole; 24. Mounting bracket. Detailed Implementation

[0025] The technical solutions of this utility model will be clearly and completely described below with reference to the embodiments of this utility model. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of this utility model.

[0026] like Figures 1-3 , Figure 5 As shown in the figure, this utility model embodiment proposes an oil-gas combined front fork, including an outer connector 20, on which a mounting bracket 24 is fixedly connected. A damper 18 is fixedly installed inside the outer connector 20. The damper 18 includes a piston cylinder 181 and a piston rod 182. The piston cylinder 181 is fixedly installed inside the fork cylinder 8, which is movably inserted into the guide cylinder 9. A liner 6 is slidably sleeved inside the piston cylinder 181. One end of the piston rod 182 is fixedly connected inside the liner 6. A through hole 23 communicating with the inside of the liner 6 is opened on the piston cylinder 181. The other end of the piston rod 182 is fixedly connected to a piston head 183 through a second locking nut 184. The piston head 183 is movably disposed inside the piston cylinder 181. A shock-absorbing spring 12 is sleeved on the piston cylinder 181. One end of the shock-absorbing spring 12 is fixedly connected to an inner connector 10, which abuts against one end of the liner 6.

[0027] In this application, the piston cylinder 181 is fixed inside the fork cylinder 8. The fork cylinder 8 and the guide cylinder 9 slide relative to each other to achieve the shock absorption stroke. One end of the piston rod 182 is fixed inside the bushing 6, and the other end drives the piston head 183 to move inside the piston cylinder 181. The through hole 23 on the piston cylinder 181 connects the inside of the piston cylinder 181 with the inside of the bushing 6 to form a double-cylinder interconnected oil passage. The shock absorption spring 12 acts on the inner connector 10 and abuts against the end of the bushing 6. The piston cylinder 181 is filled with hydraulic oil, and the cavity inside the bushing 6 and the space formed by the movement of the piston rod 182 constitute a closed air chamber. The through hole 23 realizes the dynamic connection between the oil passage and the air chamber. During the compression stroke, part of the oil flows into the air chamber to compress the gas. During the rebound stroke, the air chamber expands and pushes the oil back.

[0028] The dual-cylinder interconnection design significantly optimizes the oil flow path, reduces internal hydraulic resistance, makes the damping force more linear and the response more sensitive, and achieves high-precision control. The shock-absorbing spring 12 acts directly on the liner 6 and the inner joint 10, and the transmission path is direct and efficient.

[0029] like Figures 1-3As shown, one end of the liner 6 is fixedly connected to the retaining ring 5, the retaining ring 5 is engaged with the first locking nut 4, the first locking nut 4 is fixedly sleeved on one end of the piston rod 182, one end of the piston rod 182 is fixedly inserted into the end cover 1, a rubber pad 3 is fixedly connected to one side of the end cover 1, a first O-ring seal 2 is provided at the edge of the end cover 1, and the end cover 1 is sealed to one end of the guide cylinder 9 through the first O-ring seal 2 and the rubber pad 3.

[0030] The liner 6 is rigidly connected to the piston rod 182 and the end cap 1 through the retaining ring 5 and the first locking nut 4. The end cap 1 is sealed to the end of the guide tube 9 through the first O-ring 2 and the rubber gasket 3.

[0031] The end cap 1, through the double sealing structure of the first O-ring 2 and the rubber gasket 3, effectively prevents oil leakage and the intrusion of external contaminants, ensuring the long-term stable operation of the damping system.

[0032] like Figures 1-3 As shown, a first composite sleeve 7 is fixedly connected to one end of the fork cylinder 8. The first composite sleeve 7 is slidably connected to the inner wall of the guide cylinder 9. A second composite sleeve 11 is fixedly sleeved on the inner connector 10. The second composite sleeve 11 is slidably connected to the inner wall of the fork cylinder 8.

[0033] The fork cylinder 8 and the guide cylinder 9 achieve low-friction sliding through the first composite sleeve 7, and the inner joint 10 and the inner wall of the fork cylinder 8 achieve low-friction sliding through the second composite sleeve 11. This greatly reduces the frictional resistance and wear between moving parts, ensures smooth and stable extension and retraction of the fork, and improves response speed and durability.

[0034] like Figure 2 , Figure 3 As shown, a limiting spring 186 is fitted on the end of the piston rod 182 away from the liner 6. One end of the limiting spring 186 is fixedly installed on the fixed seat 187, which is fixedly connected to the inside of one end of the piston cylinder 181. The other end of the limiting spring 186 is fixedly installed on the stop seat 185, which is fixedly connected to one side of the piston head 183.

[0035] A stop 185 is fixed on one side of the piston head 183, and a fixed seat 187 is fixed at the end of the piston cylinder 181. A limit spring 186 is installed between the stop 185 and the fixed seat 187. When the piston rod 182 moves close to the limit position, the limit spring 186 is compressed or stretched to provide cushioning.

[0036] As part of the spring adjustment device, the limit spring 186 effectively absorbs the impact at the end of the stroke, prevents the relative displacement between the guide cylinder 9 and the fork cylinder 8 from exceeding the preset value, and improves the precision of operation.

[0037] like Figure 2 , Figure 4As shown, a third composite sleeve 13 is fixedly connected inside the end of the guide cylinder 9 away from the liner tube 6. The third composite sleeve 13 is slidably connected to the outer circumferential surface of the front fork cylinder 8. A retaining ring 14 is fixedly connected to one side of the third composite sleeve 13. An oil seal 15 is provided on one side of the retaining ring 14. A spring retainer 16 is provided on one side of the oil seal 15. A dustproof sealing ring 17 is provided on one side of the spring retainer 16. The dustproof sealing ring 17 is fixedly connected to one end of the guide cylinder 9.

[0038] The end of the guide tube 9 is sequentially provided with a third composite sleeve 13, a retaining ring 14, an oil seal 15, a spring retainer ring 16, and a dustproof sealing ring 17. The third composite sleeve 13 slides and guides the outer wall of the fork tube 8. The multi-layer seals prevent oil leakage and dust ingress, ensuring the cleanliness of the internal oil and the long-term stability of the damping performance, adapting to harsh riding environments. The composite sleeve ensures the guiding accuracy.

[0039] like Figure 1 , Figure 2 As shown, a second O-ring 19 is fixedly connected to one end of the piston cylinder 181. The piston cylinder 181 is sealed to the outer connector 20 through the second O-ring 19. A spring washer 21 is fixedly connected to the inside of the outer connector 20 through an internal hexagon screw 22.

[0040] The piston cylinder 181 is sealed and installed inside the outer connector 20 by a second O-ring 19. The outer connector 20 is internally secured to the connecting components by an internal hex screw 22 and a spring washer 21.

[0041] The working principle of this type of oil-air combined front fork:

[0042] During operation, the impact of wheel bumps forces the guide cylinder 9 and the fork cylinder 8 to move relative to each other. The shock absorber spring 12 is compressed to absorb the impact energy, the damper 18 generates damping force, and the piston head 183 moves towards the bottom of the piston cylinder 181, squeezing the oil inside the cylinder. The oil is forced to flow into the internal cavity of the liner tube 6 through the through hole 23 and the inner connector 10, forming the main compression damping force. During the rebound stroke, the shock absorber spring 12 pushes the inner connector 10 and the liner tube 6, driving the piston rod 182 and the piston head 183 to move outward. The oil flows back from the inside of the liner tube 6 through the inner connector 10 and the through hole 23 to the piston cylinder 181, forming the main rebound damping force. The limit spring 186 is stretched at the end of the rebound to provide cushioning.

[0043] Obviously, the above embodiments of this utility model are merely examples for clearly illustrating this utility model, and are not intended to limit the implementation of this utility model. For those skilled in the art, other variations or modifications can be made based on the above description. It is impossible to exhaustively list all the implementation methods here. Any obvious variations or modifications derived from the technical solutions of this utility model are still within the protection scope of this utility model.

Claims

1. A hydro-pneumatic combination front fork, comprising an outer connector (20), characterized in that: An mounting bracket (24) is fixedly connected to the external connector (20). A damper (18) is fixedly installed inside the external connector (20). The damper (18) includes a piston cylinder (181) and a piston rod (182). The piston cylinder (181) is fixedly installed inside the fork cylinder (8). The fork cylinder (8) is movably inserted into the guide cylinder (9). A liner (6) is slidably sleeved inside the piston cylinder (181). One end of the piston rod (182) is fixedly connected inside the liner (6). The piston cylinder (181) has a through hole (23) communicating with the inside of the liner (6). The other end of the piston rod (182) is fixedly connected to the piston head (183) by the second locking nut (184). The piston head (183) is movably disposed inside the piston cylinder (181). The piston cylinder (181) is covered with a shock-absorbing spring (12). One end of the shock-absorbing spring (12) is fixedly connected to an inner connector (10). The inner connector (10) abuts against one end of the liner (6).

2. The hydro-pneumatic combined front fork according to claim 1, characterized in that: One end of the liner (6) is fixedly connected to the retaining ring (5), the retaining ring (5) is engaged with the first locking nut (4), and the first locking nut (4) is fixedly sleeved on one end of the piston rod (182).

3. The hydro-pneumatic combined front fork according to claim 2, characterized in that: One end of the piston rod (182) is fixedly inserted into the end cap (1). A rubber pad (3) is fixedly connected to one side of the end cap (1). A first O-ring (2) is provided at the edge of the end cap (1). The end cap (1) is sealed to one end of the guide cylinder (9) through the first O-ring (2) and the rubber pad (3).

4. The hydro-pneumatic combined front fork according to claim 3, characterized in that: One end of the fork tube (8) is fixedly connected to a first composite sleeve (7), and the first composite sleeve (7) is slidably connected to the inner wall of the guide tube (9).

5. The hydro-pneumatic combined front fork according to claim 1, characterized in that: The inner connector (10) is fixedly fitted with a second composite sleeve (11), which is slidably connected to the inner wall of the fork cylinder (8).

6. The hydro-pneumatic combined front fork according to claim 1, characterized in that: A limiting spring (186) is fitted on one end of the piston rod (182) away from the liner (6). One end of the limiting spring (186) is fixedly installed on the fixed seat (187), which is fixedly connected to the inside of one end of the piston cylinder (181). The other end of the limiting spring (186) is fixedly installed on the stop seat (185), which is fixedly connected to one side of the piston head (183).

7. The hydro-pneumatic combined front fork according to claim 3, characterized in that: The guide tube (9) is fixedly connected to a third composite sleeve (13) at the end away from the liner (6). The third composite sleeve (13) is slidably connected to the outer circumferential surface of the fork tube (8). A retaining ring (14) is fixedly connected to one side of the third composite sleeve (13). An oil seal (15) is provided on one side of the retaining ring (14). A spring retainer (16) is provided on one side of the oil seal (15). A dustproof sealing ring (17) is provided on one side of the spring retainer (16). The dustproof sealing ring (17) is fixedly connected to one end of the guide tube (9).

8. The hydro-pneumatic combined front fork according to claim 1, characterized in that: One end of the piston cylinder (181) is fixedly connected to a second O-ring seal (19). The piston cylinder (181) is sealed to the outer connector (20) through the second O-ring seal (19). The outer connector (20) is fixedly connected to a spring washer (21) through an internal hexagon screw (22).

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