WO2004101351A1 - Structure tampon de la fourche avant d'un vehicule - Google Patents

Structure tampon de la fourche avant d'un vehicule Download PDF

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Publication number
WO2004101351A1
WO2004101351A1 PCT/CN2003/000851 CN0300851W WO2004101351A1 WO 2004101351 A1 WO2004101351 A1 WO 2004101351A1 CN 0300851 W CN0300851 W CN 0300851W WO 2004101351 A1 WO2004101351 A1 WO 2004101351A1
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WO
WIPO (PCT)
Prior art keywords
spring
outer tube
inner tube
chassis
shock
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2003/000851
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English (en)
Chinese (zh)
Inventor
Tan-Cheng Huang
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Individual
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Individual
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Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to AU2003272863A priority Critical patent/AU2003272863A1/en
Publication of WO2004101351A1 publication Critical patent/WO2004101351A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDECARS, FORECARS, OR THE LIKE
    • B62K25/00—Axle suspensions
    • B62K25/04—Axle suspensions for mounting axles resiliently on cycle frame or fork
    • B62K25/06—Axle suspensions for mounting axles resiliently on cycle frame or fork with telescopic fork, e.g. including auxiliary rocking arms
    • B62K25/08—Axle suspensions for mounting axles resiliently on cycle frame or fork with telescopic fork, e.g. including auxiliary rocking arms for front wheel

Definitions

  • the present invention relates to a vehicle front fork shock-absorbing structure, and particularly to a supporting device used in front wheels of a vehicle (commonly referred to as a front fork in the industry).
  • a suspension spring and a buffer spring are oppositely disposed at the inner and outer tubes of the front fork.
  • the buffer spring is used to cushion the last stage of the suspension spring's extension action, and the extension spring force of the buffer spring is used. Decreasing the contractile spring force of the suspension spring can make the suspension action more gentle.
  • vehicles on the market generally include a front fork structure that includes a suspension system. As shown in FIG. 1, two outer tubes 11 are juxtaposed next to a vehicle tire 14, and a sliding shaft 10 is used to project the chassis of the outer tube 11. On 111, a blocking edge 101 is formed at the end of the sliding shaft 10, and an inner tube 12 is slidably sleeved inside the outer tube 11.
  • the chassis 121 of the inner tube 12 is provided with a through hole 122, and A restriction sleeve 15 is sleeved on the sliding shaft 10 between the chassis 111 and the chassis 121, and the sliding shaft 10 is slidably disposed in the through hole 122 and the restriction sleeve 15 of the inner tube 12, and the chassis 111
  • a shock-absorbing spring 13 is assembled with the restricting sleeve 15.
  • the suspension spring 13 can absorb the relative stress between the outer tube 11 and the inner tube 12, and the outer tube 11 and the inner tube 12 can also use relative sliding to cooperate with the deformation of the suspension spring 13.
  • a commercially available suspension fork structure is used to obtain a suspension load effect (the suspension system is harder), and a suspension spring 13 with a high elastic coefficient is usually used.
  • the high-elasticity-coefficient suspension spring 13 is not easily deformed and compressed, and the high-elasticity-coefficient suspension spring 13 is not easily deformed and compressed when there is less pressure (no shock-absorbing effect), resulting in existing products Defective initial shock absorption, poor shock absorption effect.
  • shock spring 13 with force coefficient, but high rebound coefficient shock spring 13 has extremely fast rebound speed and very strong rebound force, so that when shock spring 13 reaches the stretched end, it will cause a strong impact on other components (return to the starting position) Time), and the shock spring 13 and the sliding shaft 10, the outer tube 11 and the inner tube 12 are caused to collide with each other and cause noise, which causes a defect in the shock absorption effect.
  • the outer tube 11 will easily slide relative to the inner tube 12 and an excessively large shock drop (the outer tube 11 and the inner tube 12 will soon be generated).
  • the relative displacement is too large)
  • the drop of the suspension front fork will cause the vehicle faucet to sway up and down, and the recovery force of the low elastic coefficient is insufficient, causing the defects of incomplete suspension effect and uncomfortable riding.
  • a first object of the present invention is to provide a vehicle front fork shock-absorbing structure with better shock-absorbing effect.
  • a buffer spring is sleeved on a slide shaft inside an inner tube, and the buffer spring is assembled and positioned inside. Between the tube chassis and the end of the sliding shaft; Effective shock-absorbing cushioning, and allows shock-absorbing shock-absorbing structures to move gently.
  • the second object of the present invention is to provide a lower-cost vehicle front fork suspension structure.
  • the present invention can use the relative operation of two low-cost springs to allow the vehicle front fork suspension to produce a fine cushioning effect. Therefore, the production cost of the present invention is lower than the existing hydraulic shock absorbers.
  • a third object of the present invention is to provide a vehicle front fork shock-absorbing structure with better comfort.
  • the present invention can moderate the shock of the shock-absorbing spring by using the action of the shock-absorbing spring, and allows the shock-absorbing spring to return to operation There is no impact, so the present invention does not have too many back shocks and noises, and indeed can produce better comfort.
  • a fourth object of the present invention is to provide a front fork suspension structure of a vehicle that can absorb shocks corresponding to small vibrations.
  • the present invention can relatively reduce the initial pressure requirement of the suspension spring by using the return spring force of the buffer spring, so that The present invention can start operation under a small shock pressure, so the present invention can indeed produce a more detailed shock-absorbing effect, and can perform more sensitive shock-absorbing work for smaller shocks.
  • the present invention provides a vehicle front fork shock-absorbing structure, including: an outer tube supported on two sides of a bicycle tire; an inner tube supported on a bicycle faucet and slidably sleeved in the outer tube A suspension spring, which is movably sleeved between the outer tube and the inner tube; wherein the elastic coefficient of the buffer spring is smaller than the elastic coefficient of the suspension spring, and the buffer spring is sleeved between the outer tube and the inner tube, and The elastic force of the buffer spring is opposite to the elastic force of the suspension spring.
  • FIG. 1 is a sectional view of a conventional structure.
  • FIG. 2 is an exploded perspective view of a structure of the present invention.
  • Fig. 3 is a sectional view of the overall structure of the present invention.
  • Fig. 4 is a sectional view showing the operation of the overall structure of the present invention.
  • Fig. 5 is a sectional view of a standby state of a partial structure of the present invention.
  • Fig. 6 is a sectional view of a compressed state of a partial structure of the present invention.
  • FIG. 7 is a cross-sectional view of a structure of another embodiment of the present invention.
  • FIG. 8 is a sectional view of a standby state according to another embodiment of the present invention.
  • FIG. 9 is a cross-sectional view of a pressured state of another embodiment of the present invention. detailed description
  • the present invention is composed of two outer tubes 20, two inner tubes 30, two sliding shafts 40, two shock-absorbing springs 50 and two buffer springs 60, of which:
  • the outer tube 20 is supported in parallel on both sides of the vehicle tire 70.
  • a bottom plate 21 is integrally fixed to the bottom of the outer tube 20.
  • a screw hole 211 is formed in the center of the first chassis 21, and the periphery of the first chassis 21 faces upward.
  • the ring is provided with a first-order edge 212;
  • the inner tube 30 is slidably sleeved in the outer tube 20, and a second chassis 31 is integrally fixed at the bottom of the inner tube 30.
  • a through hole 311 is formed in the center of the second chassis 31, and the periphery of the second chassis 31
  • the upper ring is provided with a first-order edge 312;
  • One end of the slide shaft 40 is provided with a thread 41 (the bottom end in the figure), and the other end is provided with a retaining edge 42 (the top end in the figure), and the slide shaft 40 is passed through the through hole of the inner tube 30.
  • the thread 41 is locked in the screw hole 211 of the first chassis 21 of the outer tube 20
  • the flange 42 is located in the hollow tube diameter of the inner tube 30, and at the end of the thread 41 of the slide shaft 40 ( That is: the outer tube chassis) and the second chassis 31 of the inner tube 30 are provided with a limiting sleeve 43.
  • the peripheral edge of the limiting sleeve 43 is provided with a step edge 431, and the limiting sleeve 43 is resistant to impact and low noise.
  • the shock-absorbing spring 50 has a preset elastic coefficient, which is movably sleeved outside the sliding shaft 40 and is located between the first chassis 21 and the limiting sleeve 43 of the outer tube 20. The end of the shock spring 50 abuts against the step edge 212 of the first chassis 21, and the other end abuts against the restricting sleeve 43. Step edge 431;
  • the elastic coefficient of the buffer spring 60 is smaller than the elastic coefficient of the suspension spring 50.
  • the buffer spring 60 is movably sleeved outside the sliding shaft 40, and is located on the second chassis 31 of the inner tube 30 and the sliding shaft 40. Between the edges 42, one end of the buffer spring 60 abuts on the step edge 312 of the second chassis 31, and the other end thereof abuts on the blocking edge 42 of the sliding shaft 40.
  • the elastic effect of the buffer spring 60 The force is opposite to that of the suspension spring 50.
  • the shock-absorbing spring 50 When the present invention has not yet received the amount of shock pressure (see FIG. 5), the shock-absorbing spring 50 is still uncompressed and pushes the first chassis 21 and the limiting sleeve 43 of the outer tube 20 outward, causing the outer tube 20 and the inner The tube 30 maintains a relatively extended position. Since the elastic coefficient of the buffer spring 60 is smaller than the elastic coefficient of the suspension spring 50, the extension action of the suspension spring 50 will cause the buffer spring 60 to contract and deform inward. An elastic charge is generated at 60. At this time, the elastic storage force of the buffer spring 60 is the strongest state, and the suspension spring 50 is affected by the elastic storage force of the buffer spring 60, so that the deformation and contraction force of the suspension spring 50 is reduced. The shock spring 50 will be in the most easily compressed state, so that the present invention can perform a shock-absorbing response corresponding to small vibrations (the shock-absorbing spring 50 is easy to shrink under load), and indeed can produce a more detailed shock-absorbing effect.
  • the inner tube 30 When the present invention is subjected to shock pressure (see FIG. 6), the inner tube 30 is lowered and pressed against the restricting sleeve 43 to cause the shock spring 50 to contract, although the amount of shock pressure is insufficient to sufficiently compress the shock spring 50.
  • the buffer spring 60 since the elastic storage force on the buffer spring 60 will also be released together, the buffer spring 60 will compress the suspension spring 50 together with the amount of shock pressure, resulting in a softer (comfortable) initial stage of compression of the present invention. ) Performance; it must be specifically stated that, The impact spring 60 will assist in compressing the suspension spring 50 with the maximum elastic force. After the suspension spring 50 is compressed and deformed, the elastic storage force of the suspension spring 50 will increase, but the elastic storage force of the cushion spring 60 will be reduced.
  • the present invention can improve the pressure-comfort comfort at the initial stage, and still maintain the original pressure-resilient spring force of the shock-absorbing spring 50 at the rear. Indeed, the shock-absorbing effect of the present invention is more in line with human body functional requirements.
  • the suspension spring 50 When the present invention is about to recover from the spring shock, the suspension spring 50 will be in the state with the highest elastic storage force, and the elastic storage force of the buffer spring 60 will be the lowest. Therefore, the suspension spring 50 will be less resistant to the buffer spring 60 In the state of rapid expansion, the outer tube 20 and the inner tube 30 begin to expand relatively; while the suspension spring 50 is expanded, the buffer spring 60 starts to contract and accumulate force, and the suspension spring 50 is stretched closer and closer At the last stage, the extension action of the shock-absorbing spring 50 will cause the stored force of the buffer spring 60 to reach a stronger internal contraction and deformation.
  • the buffer spring 60 generates a resistance force opposite to the elastic force of the suspension spring 50, so that the buffer spring 60 absorbs the excessive stretch tension at the end of the suspension spring 50 (the compression elastic force of the buffer spring 60 will be opposite to The extension spring force of the suspension spring 50), so that the suspension spring 50 does not hit other elements (reach the end) due to the rapid extension spring force, and slows down the impact noise of the returning operation end, which can more effectively reduce the speed of the end operation (
  • the shock-absorbing effect meets the needs of human body functions), so the buffer spring of the present invention will buffer the shock-absorbing spring in the initial contraction and the end of the stretch, which not only effectively increases the initial suspension sensitivity, but also effectively and gently cushions the last section of the suspension structure Acting, it is a very comfortable and innovative structure.
  • FIG. 7, FIG. 8 and FIG. 9 for a shock-absorbing operation diagram of another embodiment, and the structural features are as follows:
  • the outer tube 20 is also supported side by side on both sides of the vehicle tire, and a screw cover 84 is used to position a sliding sleeve 80 at the upper end opening of the outer tube 20;
  • the upper end of the inner tube 30 is fixed to the vehicle body, and a top abutment seat 82 outside the upper end corresponds to the screwed convex ring 83 of the outer tube, and the shock spring 50 is positioned on the abutment seat 82 and the screwed convex ring Between 83, the lower end of the inner tube 30 is slidably sleeved in the outer tube 20 through the upper end of the outer tube 20, and a sliding sleeve 80 at the upper end of the outer tube 20 stabilizes the sliding of the inner tube 30, and the lower end of the inner tube 30 Abutment ring 81 is fixed at the end, and the buffer spring 60 is positioned between the abutment ring 81 and the sliding sleeve 80.
  • the elastic coefficient of the buffer spring 60 is also smaller than the elastic coefficient of the suspension spring 50.
  • the elastic force of the buffer spring 60 is also opposite to the force of the shock-absorbing spring 50; the operation mode and effect of this embodiment are as follows.
  • the shock-absorbing spring 50 When the amount of shock pressure has not been received in this embodiment (see FIG. 8), the shock-absorbing spring 50 is still pushed and pushes the outer tube 20 outward, so that the outer tube 20 and the inner tube 30 maintain a relatively extended position. Since the elastic coefficient of the buffer spring 60 is smaller than the elastic coefficient of the suspension spring 50, the extension action of the suspension spring 50 will cause the buffer spring 60 to contract and deform inward, and generate elastic storage force on the buffer spring 60. At this time, the elastic storage force of the buffer spring 60 is the strongest state, and the suspension spring 50 is affected by the elastic storage force of the buffer spring 60, so that the deformation and contraction force of the suspension spring 50 is reduced. The shock spring 50 will be in the most easily compressed state, so that this embodiment can perform a shock-absorbing response corresponding to small vibrations (the shock-absorbing spring 50 easily bears force and shrinks), which can indeed produce a more detailed shock-absorbing effect.
  • the inner tube 30 descends to cause the shock spring 50 to begin to contract.
  • the amount of shock pressure is not sufficient to sufficiently compress the shock spring 50, due to the cushion spring
  • the elastic storage force on 60 will also be released together, so the buffer spring 60 will compress the shock-absorbing spring 50 together with the amount of shock pressure, resulting in a softer (comfortable) performance in the initial stage of compression in this embodiment;
  • the buffer spring 60 assists in compressing the suspension spring 50 with the maximum elastic force.
  • the suspension spring 50 After the suspension spring 50 is compressed and deformed, the elastic storage force of the suspension spring 50 is increased, but the cushioning The elastic storage force of the spring 60 will gradually decrease as the inner tube 30 penetrates into the outer tube 20, so this embodiment can improve the pressure-comfort comfort at the initial stage, and still retain the original pressure-resilient spring force of the shock-absorbing spring 50 at the rear. This makes the shock-absorbing effect of this embodiment more in line with human body functional requirements.
  • the suspension spring 50 When this embodiment is about to recover from the spring shock, the suspension spring 50 will be in the state with the strongest elastic storage force, and the elastic storage force of the buffer spring 60 will be the lowest. Therefore, the suspension spring 50 will be less effective than the buffer spring 60.
  • the suspension spring 50 Extend quickly in the state of resistance, so that the outer tube 20 and the inner tube 30 start to extend relatively; the suspension spring 50 is stretched while the buffer spring 60 begins to contract and accumulate force, and the suspension spring 50 is gradually extended When approaching the final stage, the suspension spring 50's extension action will make the buffer spring 60 have a stronger stored force (larger shrinkage deformation). At this time, the buffer spring 60 produces a force opposite to the elastic force of the suspension spring 50. The resistance force causes the buffer spring 60 to absorb the excessive extension tension of the last section of the suspension spring 50 (the compression elastic force of the buffer spring 60 is opposite to the extension elastic force of the suspension spring 50), so that the suspension spring 50 is not prevented.
  • the innovative structural design of the present invention allows a sliding shaft at the bottom of the outer tube to slidably pass through a through hole at the bottom of the inner tube, and a shock-absorbing spring is sleeved between the upper portion of the inner tube and the bottom of the outer tube, and A buffer spring is also sleeved at the bottom of the tube and the end of the sliding sleeve; thereby, the present invention uses two low-cost springs to cooperate with the inner and outer tube designs, which can not only reduce the cost, but also cushion the return action of the shock-absorbing spring. Moreover, the present invention can generate more sensitive shock absorption for smaller vibrations. Therefore, the industrial availability of the present invention should be beyond doubt.
  • the structures disclosed in the embodiments of the present invention have not been seen in publications and have not been publicly used before the application. They not only have the fact that the effects are enhanced as described above, but also have additional effects that cannot be ignored. Reference Signs

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Fluid-Damping Devices (AREA)
  • Axle Suspensions And Sidecars For Cycles (AREA)

Abstract

L'invention concerne une fourche avant dotée d'une structure tampon destinée à un véhicule à deux roues, dont l'objectif est d'améliorer l'absorption de choc. Dans la fourche avant, un arbre coulissant, fixé à un tube externe, est introduit coulissant dans un trou formé au fond d'un tube interne. Un ressort tampon est placé entre les fonds des tubes externe et interne, et un ressort absorbant les chocs est placé entre le fond du tube interne et une extrémité de l'arbre coulissant, l'arbre traversant le ressort. On obtient ainsi l'effet suivant à moindre coût : l'action du ressort tampon devient plus faible, et la structure tampon présente une sensibilité plus élevée à des chocs légers.
PCT/CN2003/000851 2003-04-03 2003-10-09 Structure tampon de la fourche avant d'un vehicule Ceased WO2004101351A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2003272863A AU2003272863A1 (en) 2003-04-03 2003-10-09 Cushioning structure of front fork for vehicle

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US40690403A 2003-04-03 2003-04-03
US10/406,904 2003-04-03

Publications (1)

Publication Number Publication Date
WO2004101351A1 true WO2004101351A1 (fr) 2004-11-25

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PCT/CN2003/000851 Ceased WO2004101351A1 (fr) 2003-04-03 2003-10-09 Structure tampon de la fourche avant d'un vehicule

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AU (1) AU2003272863A1 (fr)
TW (1) TW200420467A (fr)
WO (1) WO2004101351A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3725983A1 (de) * 1987-08-05 1989-02-16 Bayerische Motoren Werke Ag Teleskopfederbein, insbesondere fuer vorderradgabeln von motorraedern od. dgl.
US5195766A (en) * 1990-06-05 1993-03-23 Boge Ag Bicycle with front fork suspension
CN2162423Y (zh) * 1993-06-16 1994-04-20 申劦金属制造股份有限公司 自行车前叉减震装置
CN2218133Y (zh) * 1995-05-15 1996-01-24 曹忠林 自行车减振装置
DE29707546U1 (de) * 1997-04-28 1997-11-27 Kramer, Klaus, 79294 Sölden Teleskopfedergabel mit externem Feder- und Dämpfungselement

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3725983A1 (de) * 1987-08-05 1989-02-16 Bayerische Motoren Werke Ag Teleskopfederbein, insbesondere fuer vorderradgabeln von motorraedern od. dgl.
US5195766A (en) * 1990-06-05 1993-03-23 Boge Ag Bicycle with front fork suspension
CN2162423Y (zh) * 1993-06-16 1994-04-20 申劦金属制造股份有限公司 自行车前叉减震装置
CN2218133Y (zh) * 1995-05-15 1996-01-24 曹忠林 自行车减振装置
DE29707546U1 (de) * 1997-04-28 1997-11-27 Kramer, Klaus, 79294 Sölden Teleskopfedergabel mit externem Feder- und Dämpfungselement

Also Published As

Publication number Publication date
TW200420467A (en) 2004-10-16
AU2003272863A1 (en) 2004-12-03

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