A motorcycle shock absorber with adjustable air tank angle.

Abstract

This utility model relates to a motorcycle shock absorber capable of adjusting the angle of the air tank, including a shock absorber body and an air damping device connected to the shock absorber body. The air damping device includes a mounting base and an air tank connected to the mounting base. A first mounting base connected to the shock absorber body and a second mounting base connected to the air tank are rotatably connected. The first mounting base is connected to the shock absorber body, and the second mounting base is connected to the air tank. The first mounting base and the second mounting base are rotatably connected. The air tank can be adjusted left and right according to the vehicle model, frame structure, or road conditions to ensure that the shock absorber is installed and matched with the frame.

Description

Technical Field

[0001] This utility model relates to the field of shock absorber technology, specifically to a motorcycle shock absorber capable of adjusting the angle of the buffer air tank. Background Technology

[0002] Shock absorbers are an important component of motorcycles. They are used to mitigate and dampen the impacts and vibrations caused by uneven road surfaces during riding, ensuring a smooth and comfortable ride, and improving the motorcycle's lifespan and handling stability.

[0003] Publication number CN108953460A discloses a motorcycle rear shock absorber with good hydraulic cylinder sealing performance, including a connecting body, a working cylinder, an adjusting seat, a shock-absorbing spring, a piston valve, a guide seat, a connecting rod, a shock-absorbing pad, an upper connector, a cylinder assembly, and a floating piston. One end of the working cylinder has a guide seat on its outer cover, through which the working cylinder is inserted and a return valve is provided inside the working cylinder. The other end of the working cylinder is connected to the connecting body. The adjusting seat is fitted onto the working cylinder. The cylinder assembly is connected to the other end of the connecting body opposite to the working cylinder. The cylinder assembly contains a device that divides the cylinder assembly into... The floating piston has an oil chamber and a pressure chamber. The oil chamber is connected to the working cylinder through an oil passage on the connecting body. The working cylinder is injected with damping oil, and the pressure chamber is injected with high-pressure gas. The guide seat is equipped with a double sealing device. The airbag cylinder is fixedly connected to the upper mounting sleeve through a connecting rod. The installation angle cannot be adjusted. Due to the large differences in the frame structure of different vehicle models, the fixed-angle airbag cylinder will be difficult to adapt to during installation due to space limitations or position conflicts, affecting the damping performance and the overall vehicle layout. It cannot be universally adapted to different installation environments. Therefore, this technology still has some room for modification. Utility Model Content

[0004] The technical problem to be solved by this utility model is to provide a motorcycle shock absorber that can adjust the angle of the buffer air tank, in order to address the shortcomings of the prior art.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a motorcycle shock absorber capable of adjusting the angle of the buffer air tank, comprising a shock absorber body and an air damping device connected to the shock absorber body, wherein the air damping device comprises a mounting base and an air tank connected to the mounting base, characterized in that: the mounting base comprises a first mounting base connected to the shock absorber body and a second mounting base connected to the air tank, wherein the first mounting base and the second mounting base are rotatably connected to enable the air tank to be rotated and adjusted relative to the shock absorber body.

[0006] By adopting the above technical solution, the traditional one-piece mounting bracket is divided into a first mounting bracket and a second mounting bracket. The first mounting bracket is connected to the shock absorber body, and the second mounting bracket is connected to the air tank. The first mounting bracket and the second mounting bracket are rotatably connected, which allows the air tank to rotate left and right relative to the shock absorber body for angle adjustment. The air tank can be adjusted left and right according to the vehicle model, frame structure, or road conditions, which solves the installation conflict problem caused by space limitations of traditional fixed air tanks and ensures the installation matching of the shock absorber and the frame.

[0007] The aforementioned motorcycle shock absorber capable of adjusting the angle of the buffer air tank can be further configured as follows: the first mounting base has a first rotating part at one end facing the second mounting base, the second mounting base has a second rotating part at one end facing the first mounting base, the second rotating part has a connecting cavity, the first rotating part has a rotating shaft, the rotating shaft is placed in the connecting cavity and rotatably connected to the connecting cavity, and a limiting structure capable of axially limiting the rotating shaft is provided between the first rotating part and the second rotating part.

[0008] Using the above technical solution, the rotating shaft serves as a rotating part and is connected to the connecting cavity of the second mounting base to realize the adjustment of the gas tank angle. A limiting component is set between the rotating shaft and the connecting cavity to limit the rotating shaft within the connecting cavity and prevent the rotating shaft from moving axially within the connecting cavity. At the same time, the limiting structure also serves as the connection between the first rotating part and the second rotating part.

[0009] The aforementioned motorcycle shock absorber capable of adjusting the angle of the buffer air tank can be further configured such that: the limiting structure includes a rotating groove disposed in the middle of the rotating shaft, and the first rotating part and the second rotating part are both provided with mounting holes for the installation of the limiting member, and the limiting member is placed in the rotating groove to cause the rotating shaft to be axially limited in the connecting cavity.

[0010] With the above technical solution, the rotating groove is set in the middle of the rotating shaft and cooperates with the mounting holes of the first and second rotating parts. After the limiting component is embedded, it restricts the axial displacement of the rotating shaft, thereby improving the axial limiting reliability and structural stability of the rotating shaft.

[0011] The aforementioned motorcycle shock absorber capable of adjusting the angle of the buffer air tank can be further configured such that: the second rotating part is provided with a locking structure for locking the rotation position of the rotating shaft.

[0012] Using the above technical solution, the locking structure can rigidly fix the rotating shaft and the second rotating part after the rotating shaft is adjusted to the target angle, preventing the gas tank angle from shifting due to vibration, impact or accidental contact; at the same time, the locking structure allows users to quickly unlock and readjust the angle.

[0013] The aforementioned motorcycle shock absorber capable of adjusting the angle of the buffer air tank can be further configured such that: the locking structure includes a plurality of locking holes disposed on both sides of the second rotating part, the locking holes are disposed through the connecting cavity and distributed on the outer periphery of the rotating shaft, and the locking holes are provided with locking members that abut against the rotating shaft for locking.

[0014] Using the above technical solution, the locking component can be a pin, locking bolt, screw or other locking connector. By setting a locking hole and locking component that penetrates the connecting cavity in the second rotating part, the locking holes are evenly distributed on the outer circumference of the rotating shaft. The locking component passes through the locking hole and rigidly abuts against the rotating shaft to lock it, preventing the gas tank from shifting its angle due to vibration or external force.

[0015] The aforementioned motorcycle shock absorber capable of adjusting the angle of the buffer air tank can be further configured such that: the second mounting base has a first hinge end at the end away from the second rotating part, the air tank has a second hinge end on the side facing the second mounting base, and the air tank and the second mounting base are hinged together by the first hinge end and the second hinge end.

[0016] Using the above technical solution, a first hinge end is provided at the end of the second mounting base away from the second rotating part, and a second hinge end is provided on the side of the air tank facing the second mounting base. The air tank and the second mounting base are connected by the hinge of the first hinge end and the second hinge end, which enables the air tank to swing back and forth relative to the shock absorber body. The rotational connection of the first mounting base and the second mounting base enables the air tank to be adjusted in three dimensions.

[0017] The aforementioned motorcycle shock absorber capable of adjusting the angle of the buffer air tank can be further configured as follows: the first hinge end is provided with a first hinge seat and a second hinge seat, and a hinge groove is formed between the first hinge seat and the second hinge seat; the second hinge end is provided with a third hinge seat, and the third hinge seat is placed in the hinge groove; the first hinge seat, the second hinge seat, and the third hinge seat are all provided with hinge holes for the hinge component to pass through; and the second hinge seat is detachably connected to the first hinge end.

[0018] Using the above technical solution, the hinge groove formed by the first hinge seat and the second hinge seat provides an installation position for the third hinge seat. The hinge holes opened on the first hinge seat, the second hinge seat and the third hinge seat facilitate the insertion of the hinge components, enabling the third hinge seat to be rotated and connected within the hinge groove, and enabling the air tank to swing back and forth relative to the shock absorber body.

[0019] The motorcycle shock absorber capable of adjusting the angle of the buffer air tank described above can be further configured as follows: a T-shaped groove is provided on the side of the first hinge end away from the first hinge seat, and a T-shaped block is provided at one end of the second hinge seat, wherein the T-shaped block is placed in the T-shaped groove and connected to the T-shaped groove.

[0020] Using the above technical solution, the T-block and T-slot can ensure that the second hinge seat and the first hinge end are tightly connected and are not prone to relative sliding or separation in the horizontal direction. During installation, simply align the T-block with the T-slot and insert it. During disassembly, the two can be easily separated without complicated operations or additional tools.

[0021] The aforementioned motorcycle shock absorber capable of adjusting the angle of the buffer air tank can be further configured such that: the hinge member includes a hinge shaft passing through a hinge hole, one end of the hinge shaft is provided with an abutment block that abuts against a first hinge seat or a second hinge seat, and the end of the connecting shaft away from the connecting block is provided with a connecting thread for fastener connection.

[0022] With the above technical solution, the abutment block at one end of the hinge shaft abuts against the first hinge seat or the second hinge seat, providing reliable axial positioning for the hinge shaft and preventing axial movement during operation. The connecting thread at the end of the hinge shaft away from the abutment block engages with the fastener, further securing the hinge shaft firmly to the hinge seat. This ensures that the connection between the various components will not loosen when the entire hinge structure is subjected to external forces and vibrations. At the same time, the abutment block or fastener can act as an axial limit for the second hinge seat, preventing the T-block from coming out.

[0023] The aforementioned motorcycle shock absorber capable of adjusting the angle of the buffer air tank can be further configured such that: a sealing groove is provided in the connecting cavity, a sealing element is provided in the sealing groove, and the sealing element is sleeved on the rotating shaft.

[0024] The above technical solution provides an installation position for the sealing groove in the connecting cavity. The sealing can effectively prevent external dust, moisture, oil and other impurities from entering the connecting cavity, avoiding these impurities from causing wear on the rotating shaft and other parts in the connecting cavity, and extending the service life of the product.

[0025] The beneficial effects of this utility model are as follows: the first mounting base is connected to the shock absorber body, the second mounting base is connected to the air tank, the first mounting base and the second mounting base are rotatably connected, and the air tank can be adjusted left and right according to the vehicle model, frame structure or road conditions to ensure the installation and matching of the shock absorber and the frame. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the structure of this utility model; Figure 2 This is an exploded view of the structure of this utility model; Figure 3 This is an exploded view of the second mounting base structure of this utility model; Figure 4 This is a cross-sectional view of the second mounting base structure of this utility model; Label annotations: 1-Shock absorber body, 2-Mounting base, 3-Air tank, 4-First mounting base, 5-Second mounting base, 6-First rotating part, 7-Second rotating part, 8-Connecting cavity, 9-Rotating shaft, 10-Rotating groove, 11-Limiting element, 12-Mounting hole, 13-Locking hole, 14-Locking element, 15-First hinge end, 16-Second hinge end, 17-First hinge seat, 18-Second hinge seat, 19-Hinge groove, 20-Third hinge seat, 21-Hinge element, 22-Hinge hole, 23-T-slot, 24-T-block, 25-Hinge shaft, 26-Abutting block, 27-Fastener, 28-Connecting thread, 29-Sealing groove, 30-Sealing element. Detailed Implementation

[0027] This specific embodiment is merely an explanation of the present utility model and is not intended to limit the present utility model. After reading this specification, those skilled in the art can make modifications to this embodiment without contributing any inventive step, but as long as they are within the scope of the claims of the present utility model, they are protected by patent law.

[0028] like Figure 1-4The present invention provides the following technical solution: a motorcycle shock absorber capable of adjusting the angle of an air tank 3, comprising a shock absorber body 1 and an air shock absorber device connected to the shock absorber body 1. The air shock absorber device includes a mounting base 2 and an air tank 3 connected to the mounting base 2. The mounting base 2 includes a first mounting base 4 connected to the shock absorber body 1 and a second mounting base 5 connected to the air tank 3. The first mounting base 4 and the second mounting base 5 are rotatably connected, enabling the air tank 3 to rotate and adjust relative to the shock absorber body 1. The traditional one-piece mounting base 2 is divided into a first mounting base 4 and a second mounting base 5. The first mounting base 4 is connected to the shock absorber body 1, and the second mounting base 5 is connected to the air tank 3. The first mounting base 4 and the second mounting base 5 are rotatably connected. This allows the air tank 3 to rotate left and right relative to the shock absorber body 1 for adjustment. The air tank 3 can be adjusted left and right according to vehicle model, frame structure, or road conditions, solving the installation conflict problem caused by space limitations of traditional fixed air tanks 3. This ensures the installation match between the shock absorber and the frame. The first mounting base 4 has a first rotating part 6 facing the second mounting base 5, and the second mounting base 5 has a second rotating part 7 facing the first mounting base 4. The second rotating part 7 has a connecting cavity 8. The first rotating part 6 has a rotating shaft 9, which is placed inside the connecting cavity 8 and rotatably connected to it. A limiting structure is provided between the first rotating part 6 and the second rotating part 7 to axially limit the rotation shaft 9. The rotating shaft 9 acts as a rotating part and is connected to the second mounting base 5. The connecting cavity 8 is connected to the gas tank 3 to adjust its angle. A limiting component is set between the rotating shaft 9 and the connecting cavity 8 to limit the rotating shaft 9 within the connecting cavity 8, preventing axial movement of the rotating shaft 9 within the connecting cavity 8. Simultaneously, the limiting structure also serves as a connection between the first rotating part 6 and the second rotating part 7. The limiting structure includes a rotating groove 10 located in the middle of the rotating shaft 9. Both the first rotating part 6 and the second rotating part 7 have mounting holes 12 for installing the limiting component 11. The limiting component 11 is placed within the rotating groove 10, causing the rotating shaft 9 to be axially limited within the connecting cavity 8. The rotating groove 10 is located in the middle of the rotating shaft 9 and cooperates with the mounting holes 12 of the first and second rotating parts 7. After the limiting component 11 is embedded, it restricts the axial displacement of the rotating shaft 9, improving the rotation... To ensure the axial positioning reliability and structural stability of the rotating shaft 9, the second rotating part 7 is equipped with a locking structure for locking the rotational position of the rotating shaft 9. The locking structure includes several locking holes 13 disposed on both sides of the second rotating part 7. The locking holes 13 penetrate the connecting cavity 8 and are distributed on the outer periphery of the rotating shaft 9. The locking holes 13 are provided with locking elements 14 that abut against the rotating shaft 9 for locking. The locking elements 14 can be pins, locking bolts, screws, or other locking connecting parts. By providing locking holes 13 and locking elements 14 that penetrate the connecting cavity 8 in the second rotating part 7, and by uniformly distributing the locking holes 13 on the outer periphery of the rotating shaft 9, the locking elements 14 are rigidly abutted against the rotating shaft 9 through the locking holes 13 for locking, preventing the gas tank 3 from shifting its angle due to vibration or external force.

[0029] like Figure 1-4The present invention provides the following technical solution: a motorcycle shock absorber capable of adjusting the angle of an air tank 3. A first hinge end 15 is provided at the end of the second mounting base 5 away from the second rotating part 7. A second hinge end 16 is provided on the side of the air tank 3 facing the second mounting base 5. The air tank 3 and the second mounting base 5 are hinged together via the first hinge end 15 and the second hinge end 16. The first hinge end 15 is located at the end of the second mounting base 5 away from the second rotating part 7, and the second hinge end 16 is provided on the side of the air tank 3 facing the second mounting base 5. The air tank 3 and the second mounting base 5 are hinged together via the first hinge end 15 and the second hinge end 16, enabling the air tank 3 to swing back and forth relative to the shock absorber body 1. The rotational connection between the first mounting base 4 and the second mounting base 5 allows for... This allows the gas tank 3 to be adjusted in three dimensions. The first hinge end 15 is provided with a first hinge seat 17 and a second hinge seat 18, forming a hinge groove 19 between the first hinge seat 17 and the second hinge seat 18. The second hinge end 16 is provided with a third hinge seat 20, which is placed in the hinge groove 19. The first hinge seat 17, the second hinge seat 18, and the third hinge seat 20 are all provided with hinge holes 22 for the hinge member 21 to pass through. The second hinge seat 18 is detachably connected to the first hinge end 15. The hinge groove 19 formed by the first hinge seat 17 and the second hinge seat 18 provides an installation position for the third hinge seat 20. The hinge holes 22 on the first hinge seat 17, the second hinge seat 18, and the third hinge seat 20 facilitate the insertion of the hinge member 21, allowing the third hinge seat 20 to be adjusted in three dimensions. The hinge seat 20 can be rotatably connected within the hinge slot 19, allowing the gas tank 3 to swing back and forth relative to the shock absorber body 1. A T-slot 23 is provided on the side of the first hinge end 15 away from the first hinge seat 17. A T-block 24 is provided at one end of the second hinge seat 18. The T-block 24 is placed within the T-slot 23 and connected to it. The T-block 24 and the T-slot 23 ensure a tight connection between the second hinge seat 18 and the first hinge end 15, preventing relative sliding or separation in the horizontal direction. Installation is simple; just align the T-block 24 with the T-slot 23 and insert it. Disassembly is also easy; the two can be easily separated without complex operations or additional tools. The hinge component 21 includes a hinge shaft 25 passing through the hinge hole 22. One end of the hinge shaft 25 is connected to the first hinge seat. The abutment block 26 abuts against the first hinge seat 17 or the second hinge seat 18. The end of the connecting shaft away from the connecting block is provided with a connecting thread 28 for fastener 27 to connect. The abutment block 26 at one end of the hinge shaft 25 abuts against the first hinge seat 17 or the second hinge seat 18, providing reliable axial positioning for the hinge shaft 25 and preventing axial movement during operation. The connecting thread 28 at the end of the hinge shaft 25 away from the abutment block 26 cooperates with the fastener 27 to further firmly fix the hinge shaft 25 to the hinge seat, ensuring that the connection between the various components will not loosen when the entire hinge structure is subjected to external forces and vibrations. At the same time, the abutment block 26 or the fastener 27 can act as an axial limit for the second hinge seat 18 to prevent the T-block 24 from falling out. A sealing groove 29 is provided in the connecting cavity 8.A sealing element 30 is provided within the sealing groove 29. The sealing element 30 is fitted onto the rotating shaft 9. The sealing groove 29 within the connecting cavity 8 provides an installation position for the sealing element 30. The sealing element 30 effectively prevents external dust, moisture, oil, and other impurities from entering the connecting cavity 8, avoiding wear on the rotating shaft 9 and other components within the connecting cavity 8, and extending the product's service life.

[0030] The beneficial effects of this utility model are as follows: the first mounting base 4 is connected to the shock absorber body 1, the second mounting base 5 is connected to the air tank 3, the first mounting base 4 and the second mounting base 5 are rotatably connected, and the air tank 3 can be adjusted left and right according to the vehicle model, frame structure or road conditions to ensure that the shock absorber and the frame are matched.

Claims

1. A motorcycle shock absorber capable of adjusting the angle of the air tank, comprising a shock absorber body and an air damping device connected to the shock absorber body, wherein the air damping device includes a mounting base and an air tank connected to the mounting base, characterized in that: The mounting base includes a first mounting base connected to the shock absorber body and a second mounting base connected to the gas tank. The first mounting base and the second mounting base are rotatably connected, which enables the gas tank to be rotated and adjusted relative to the shock absorber body.

2. A motorcycle shock absorber capable of adjusting the angle of the buffer air tank according to claim 1, characterized in that: The first mounting base has a first rotating part at the end facing the second mounting base, and the second mounting base has a second rotating part at the end facing the first mounting base. The second rotating part has a connecting cavity. The first rotating part has a rotating shaft, which is placed in the connecting cavity and rotatably connected to the connecting cavity. A limiting structure that can axially limit the rotating shaft is provided between the first rotating part and the second rotating part.

3. A motorcycle shock absorber capable of adjusting the angle of the buffer air tank according to claim 2, characterized in that: The limiting structure includes a rotating groove disposed in the middle of the rotating shaft. Both the first rotating part and the second rotating part are provided with mounting holes for installing the limiting member. The limiting member is placed in the rotating groove to cause the rotating shaft to be axially limited in the connecting cavity.

4. A motorcycle shock absorber capable of adjusting the angle of the buffer air tank according to any one of claims 2-3, characterized in that: The second rotating part is provided with a locking structure for locking the rotation position of the rotating shaft.

5. A motorcycle shock absorber capable of adjusting the angle of the buffer air tank according to claim 4, characterized in that: The locking structure includes a plurality of locking holes disposed on both sides of the second rotating part. The locking holes penetrate the connecting cavity and are distributed on the outer periphery of the rotating shaft. The locking holes are provided with locking elements that abut against the rotating shaft for locking.

6. A motorcycle shock absorber capable of adjusting the angle of the buffer air tank according to claim 4, characterized in that: The second mounting base has a first hinge end at the end away from the second rotating part, and the gas tank has a second hinge end on the side facing the second mounting base. The gas tank and the second mounting base are hinged together by the first hinge end and the second hinge end.

7. A motorcycle shock absorber capable of adjusting the angle of the buffer air tank according to claim 6, characterized in that: The first hinge end is provided with a first hinge seat and a second hinge seat, and a hinge groove is formed between the first hinge seat and the second hinge seat. The second hinge end is provided with a third hinge seat, which is placed in the hinge groove. The first hinge seat, the second hinge seat and the third hinge seat are all provided with hinge holes for the hinge component to pass through. The second hinge seat is detachably connected to the first hinge end.

8. A motorcycle shock absorber capable of adjusting the angle of the buffer air tank according to claim 7, characterized in that: The first hinge end has a T-shaped groove on the side away from the first hinge seat, and the second hinge seat has a T-shaped block at one end, with the T-shaped block placed in the T-shaped groove and connected to the T-shaped groove.

9. A motorcycle shock absorber capable of adjusting the angle of the buffer air tank according to claim 7, characterized in that: The hinge includes a hinge shaft passing through a hinge hole. One end of the hinge shaft is provided with an abutment block that abuts against a first hinge seat or a second hinge seat. The end of the connecting shaft away from the connecting block is provided with a connecting thread for fastener connection.

10. A motorcycle shock absorber capable of adjusting the angle of the buffer air tank according to any one of claims 2-3, characterized in that: The connecting cavity is provided with a sealing groove, and a sealing element is provided in the sealing groove. The sealing element is sleeved on the rotating shaft.

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