CN111664211A - Left and right asymmetric front shock absorbers for motorcycles - Google Patents

Abstract

The invention discloses a left-right asymmetric front shock absorption assembly for a motorcycle, which comprises a first front shock absorption body and a second front shock absorption body, wherein the first front shock absorption body comprises a first outer pipe, a first inner pipe, a first main body pipe, a first main mandrel, a first front end cover, a first rear end cover and a first oil seal seat; the second front shock absorber comprises a second outer tube, a second inner tube, a second main body tube, a second main mandrel, a second front end cover, a second rear end cover, a second oil seal seat, a compression piston, a return piston and a third main mandrel, and the floating piston divides a second inner cavity into a front buffer cavity and a rear damping oil cavity; the front buffer cavity is a closed air chamber, a second air nozzle is arranged on the second front end cover through a hole, or a buffer spring is sleeved on the shaft section of the third spindle core, which is located in the front buffer cavity. The supporting shock absorption and the damping shock absorption are respectively arranged on different front shock absorption, so that the structure is simplified, the internal arrangement is convenient, and the weight is reduced.

Description

Left and right asymmetric front shock absorbers for motorcycles

technical field

The invention relates to the technical field of shock absorbers for vehicles, in particular to a left-right asymmetric front shock absorber assembly structure for motorcycles.

Background technique

Existing motorcycle front shock absorbers are used in pairs, left and right. As shown in Figure 1, the internal structure of the two front shock absorbers is identical. The front shock absorber is mainly composed of outer tube 1, inner tube 2, main body tube 3, buffer spring 4, front end cover 5, rear end cover 6, compression piston 7, return piston 8, compression spindle core 9, return spindle core 10, floating piston 11. The oil seal seat 12 and the main spring 13 are composed.

The front end cover 5 is installed at the front end of the outer tube 1 , the rear end cover 6 is installed at the rear end of the main body tube 3 , and the outer tube 1 and the main body tube 3 are assembled together in tandem. The inner tube 2 is placed in the outer tube 1 , and the front end of the inner tube 2 and the front end of the outer tube 1 are fixedly connected to the front end cover 5 . The front end of the compression main shaft core 9 is fixedly connected with the front end cover 5 , and the compression piston 7 is sleeved on the rear end of the compression main shaft core 9 . The rear end of the return main shaft 10 is connected to the rear end cover 6 , the front end of the return main shaft 10 extends into the inner tube 2 , and an oil seal seat 12 is installed between the return main shaft 10 and the inner tube 2 . A return piston 8 is also sleeved on the return main shaft core 10 . The main spring 13 is installed in an outer cavity, the outer cavity is surrounded by an outer tube 1, an inner tube 2, a main body tube 3, an inner tube 2, and a front end cover 5, and the outer cavity is an oil-gas mixing chamber. The compression piston 7 and the return piston 8 are installed in the inner cavity. The front end of the inner cavity is floating and sealed by the floating piston 11 , and the rear end of the inner cavity is sealed by the oil seal seat 12 . The floating piston 11 divides the inner cavity into a front buffer chamber G and a rear damping oil chamber H. A buffer spring 4 is sheathed on the compression spindle core 9 between the floating piston 11 and the front end cover 5 as a buffer and an auxiliary recovery device. The main spring 13 acts as a support and shock absorber, and the buffer spring 4 acts as a damper and shock absorber, that is, a buffer and an auxiliary support.

The main problems of this structure are: each front shock absorber needs to be equipped with two springs (main spring and buffer spring), which integrates support shock absorption and damping shock absorption, resulting in complex internal structure, inconvenient layout, and overall heavy weight At the same time, the spring force of the main spring is fixed, and the supporting force in the initial state can only be adjusted by replacing the main spring, and the main spring is prone to fatigue failure during use.

SUMMARY OF THE INVENTION

The needle of the invention aims to arrange the support shock absorber and the damper shock absorber on different front shock absorbers respectively, thereby simplifying the structure, facilitating the internal arrangement and reducing the weight.

To this end, the technical solution adopted in the present invention is: a left-right asymmetric front shock absorber assembly for motorcycles, comprising a first front shock absorber and a second front shock absorber, wherein the first front shock absorber includes a first outer shock absorber tube, the first inner tube, the first main body tube, the first main mandrel, the first front end cover, the first rear end cover, the first oil seal seat, the air pressure piston, the first front end cover is installed on the first outer tube The front end, the first rear end cover is installed at the rear end of the first main body tube, the first outer tube and the first main body tube are sleeved together one after the other, the first inner tube is placed in the first outer tube, and the first inner tube is placed in the first outer tube. The front end is fixedly connected with the first front end cover, the rear end of the first main mandrel is fixedly connected with the first rear end cover, the front end of the first main mandrel extends into the first inner tube, and is connected with the first main mandrel at the first main mandrel. The first oil seal seat is installed between an inner tube, the first outer tube, the first main body tube, the first rear end cover, the first main mandrel, the first oil seal seat, the first inner tube, the first front end The cover encloses a first outer cavity, the first inner tube, the first front end cover, and the first oil seal seat enclose a first inner cavity, the air pressure piston is sleeved on the front end of the first main mandrel, and the first inner cavity is enclosed by the cover. It is divided into a front air chamber and a rear air chamber, a first air nozzle installation hole communicated with the front air chamber is opened on the first front end cover, and a first air nozzle is installed in the first air nozzle installation hole;

The second front shock absorber includes a second outer tube, a second inner tube, a second main body tube, a second main mandrel, a second front end cover, a second rear end cover, a second oil seal seat, a compression piston, and a return piston , the third main shaft core and the floating piston, the second front end cover is installed at the front end of the second outer tube, the second rear end cap is installed at the rear end of the second main body tube, and the second outer tube is in front of the second main body tube The second inner tube is placed in the second outer tube, the front end of the second inner tube is fixedly connected to the second front end cover, the rear end of the second main mandrel is fixedly connected to the second rear end cover, and the second The front end of the main mandrel extends into the second inner tube, and the second oil seal seat is installed between the second main mandrel and the second inner tube, the second outer tube, the second main body tube, the second rear The end cover, the second main mandrel, the second oil seal seat, the second inner tube, and the second front end cover form a second outer cavity, and the second inner tube, the second front end cover, and the second oil seal seat form a second outer cavity. In the inner cavity, the front end of the third main shaft is fixed on the second front end cover, the rear end of the third main shaft is sleeved with the floating piston and the compression piston at intervals, and the return piston is sleeved on the second main shaft. At the front end, the floating piston divides the second inner cavity into a front buffer cavity and a rear damping oil cavity; the front buffer cavity is an airtight air chamber, and the second front end cover is provided with a first buffer cavity that communicates with the front buffer cavity. Two air nozzle installation holes, the second air nozzle is installed in the second air nozzle installation hole, or a buffer spring is sleeved on the shaft section of the third main shaft core located in the front buffer cavity.

As a preferred option of the above solution, the first main mandrel is a hollow tube, and a radial hole is opened on the pneumatic piston for connecting the inner cavity of the first main mandrel with the rear air chamber. The rear end is provided with a valve core assembly for inflating or deflating the rear air chamber. In the initial state of the first front shock absorber, the air pressure of the front air chamber is the same as the air pressure of the rear air chamber. When it is necessary to adjust the support force in the initial state or gas infiltration occurs in the front and rear air chambers during the riding process, the shock absorption is caused When shortening, gas is usually injected into the front air chamber through the air nozzle. However, due to the high pressure of the front air chamber itself, the pressure is time-consuming and laborious. The opened radial holes are used to inflate or deflate the rear air chamber, which can quickly achieve the same air pressure in the front and rear air chambers and maintain a balance, which is very convenient and fast.

Further preferably, the first front end cover is further provided with a vent hole communicating with the first outer cavity, and a vent screw is installed in the vent hole. A vent hole is added and blocked by a vent screw, and the vent screw is opened to vent the first outer cavity when necessary.

Further preferably, the floating piston is made of aluminum alloy, including an inner ring and an outer ring, and the inner ring and the outer ring are connected together by connecting ribs, and the outer ring is provided with two sealing rings and a nylon sliding sleeve, and the nylon sliding The sleeve is between the two sealing rings; a sealing ring is arranged on the inner ring. It occupies a small space and has a good sealing effect; the combined structure of gap installation + nylon sliding sleeve + double sealing ring is adopted to avoid abnormal noise and damage caused by friction between metal and metal.

Further preferably, the first air nozzle and the second air nozzle are invisible air nozzles.

Further preferably, a groove is provided on the inner wall of the first inner tube, and in the initial state, the position of the oil seal assembled on the air pressure piston is facing the groove, so that the front air chamber is communicated with the rear air chamber; An air nozzle can add air to the front and rear air chambers at the same time, and during use, the air pressure piston moves forward to stagger the groove, which does not affect the air tightness of the front and rear air chambers; during driving, when the front wheel is in the air, The shock absorption returns to the initial state, and the front and rear air chambers are connected to the same pressure in the two air chambers.

The beneficial effects of the present invention are as follows: a pair of left-right symmetrical front shock absorbers that combine traditional support shock absorption and damping shock absorption are divided into a pair of asymmetric front shock absorbers for supporting shock absorption and another for damping shock absorption. Compared with the traditional front shock absorber, the component reduces two main springs and a set of buffer and auxiliary support components, reduces the weight, simplifies the structure, improves the space utilization, and is more convenient for internal layout; The main spring is supported and damped by air pressure, which is convenient to adjust the supporting force in the initial state according to the needs. There is no need to replace the main spring, and there is no problem caused by spring fatigue failure.

Description of drawings

Figure 1 is a schematic view of the structure before improvement.

Figure 2 is a schematic structural diagram of the improved first front shock (installed on the left side).

Figure 3 is one of the structural forms of the improved second front shock absorber (installed on the right side).

Figure 4 shows the second structure of the improved second front shock absorber (installed on the right side).

FIG. 5 is a schematic structural diagram of the first front end cover in FIG. 2 .

Detailed ways

Below by embodiment and in conjunction with accompanying drawing, the present invention is further described:

A left-right asymmetrical front shock absorber assembly for motorcycles is mainly composed of a first front shock absorber shown in FIG. 2 and a second front shock absorber shown in FIG. 3 or FIG. 4 . The first and second front shock absorbers are installed in pairs, preferably, the first front shock absorber is installed as a left tube on the left side of the motorcycle, and the second front shock absorber is installed as a right tube on the right side of the motorcycle; of course, it is also possible, The first front shock absorber is installed on the right side of the motorcycle as a right tube, and the second front shock absorber is installed on the left side of the motorcycle as a left tube. The first front shock absorber mainly plays the role of support shock absorption, and the second front shock absorber mainly plays the role of damping shock absorber.

2 and 5, the first front shock absorber is mainly composed of the first outer tube A-1, the first inner tube A-2, the first main body tube A-3, the first main mandrel A-4, the first A front end cover A-5, a first rear end cover A-6, a first oil seal seat A-7, a pneumatic piston A-8, and a first air nozzle A-9 are composed. The first front end cap A-5 is installed at the front end of the first outer tube A-1, the first rear end cap A-6 is installed at the rear end of the first main body tube A-3, and the first outer tube A-1 and the first The main body tubes A-3 are assembled together one after the other, the first inner tube A-2 is placed in the first outer tube A-1, and the front end of the first inner tube A-2 is fixedly connected with the first front end cover A-5 , the rear end of the first main mandrel A-4 is fixedly connected with the first rear end cover A-6, the front end of the first main mandrel A-4 extends into the first inner tube A-2, and is in the first main shaft A-2. A first oil seal seat A-7 is installed between the mandrel A-4 and the first inner tube A-2.

The first outer tube A-1, the first main body tube A-3, the first rear end cover A-6, the first main mandrel A-4, the first oil seal seat A-7, the first inner tube A-2, The first front end cover A-5 encloses a first outer cavity. The first inner tube A-2, the first front end cover A-5, and the first oil seal seat A-7 enclose a first inner cavity. The above-mentioned first front shock absorber is consistent with the traditional front shock absorber structure, and will not be repeated here.

The difference is: the air piston A-8 is fitted on the front end of the first main mandrel A-4, and the first inner cavity is divided into a front air chamber C and a rear air chamber D, and the first front end cover A-5 is opened with a The first air nozzle installation hole communicated with the front air chamber C, and the first air nozzle A-9 is installed in the first air nozzle installation hole.

Compared with the traditional front shock absorber that combines support shock absorber and damper shock absorber, the main spring and the parts used for buffering and auxiliary support in the inner cavity are reduced.

Preferably, the first main mandrel A-4 is a hollow tube, and a radial hole A-10 is opened on the pneumatic piston A-8 for connecting the inner cavity of the first main mandrel A-4 with the rear air chamber D is connected, and a valve core assembly A-11 is provided at the rear end of the first main mandrel A-4 for inflating or deflating the rear air chamber D.

In addition, the first front end cover A-5 is also provided with a vent hole communicating with the first outer cavity, and a vent screw A-12 is installed in the vent hole.

Figure 3 shows a second front shock absorber in a structural form, which is mainly composed of a second outer tube B-1, a second inner tube B-2, a second main body tube B-3, and a second main mandrel B-4 , the second front end cover B-5, the second rear end cover B-6, the second oil seal seat B-7, the compression piston B-8, the return piston B-9, the third main shaft core B-10 and the floating piston B- 11 compositions.

The second front end cover B-5 is installed at the front end of the second outer pipe B-1, the second rear end cover B-6 is installed at the rear end of the second main body pipe B-3, and the second outer pipe B-1 is connected to the second outer pipe B-1. The main body tubes B-3 are assembled together one after the other, the second inner tube B-2 is placed in the second outer tube B-1, and the front end of the second inner tube B-2 is fixedly connected with the second front end cover B-5 , the rear end of the second main mandrel B-4 is fixedly connected with the second rear end cover B-6, the front end of the second main mandrel B-4 extends into the second inner tube B-2, and is in the second main mandrel B-2. A second oil seal seat B-7 is installed between the mandrel B-4 and the second inner tube B-2.

The second outer tube B-1, the second main body tube B-3, the second rear end cover B-6, the second main mandrel B-4, the second oil seal seat B-7, the second inner tube B-2, The second front end cover B-5 encloses a second outer cavity, the second inner tube B-2, the second front end cover B-5, and the second oil seal seat B-7 enclose a second inner cavity, and the third spindle core B- The front end of 10 is fixed on the second front end cover B-5, the rear end of the third main shaft core B-10 is fitted with a floating piston B-11 and a compression piston B-8, and the return piston B-9 is fitted on the second main shaft. At the front end of the mandrel B-4, the floating piston B-11 divides the second inner chamber into a front buffer chamber E and a rear damping oil chamber F, and the third main shaft core B-10 is located on the shaft section of the front buffer chamber E. Spring B-13. The above-mentioned second front shock absorber is consistent with the traditional front shock absorber structure, and will not be repeated here.

Compared with the traditional front shock absorber that combines support shock absorption and damping shock absorption, the main spring is reduced, and it only plays the role of damping shock absorption, that is, buffering and auxiliary support, and the function of supporting shock absorption played by the main spring is transferred. to the first front shock.

Figure 4 shows another structural form of the second front shock absorber, which is mainly composed of a second outer tube B-1, a second inner tube B-2, a second main body tube B-3, and a second main mandrel B- 4. The second front end cover B-5, the second rear end cover B-6, the second oil seal seat B-7, the compression piston B-8, the return piston B-9, the third main shaft core B-10 and the floating piston B -11 composition.

The second front end cover B-5 is installed at the front end of the second outer pipe B-1, the second rear end cover B-6 is installed at the rear end of the second main body pipe B-3, and the second outer pipe B-1 is connected to the second outer pipe B-1. The main body tubes B-3 are assembled together one after the other, the second inner tube B-2 is placed in the second outer tube B-1, and the front end of the second inner tube B-2 is fixedly connected with the second front end cover B-5 , the rear end of the second main mandrel B-4 is fixedly connected with the second rear end cover B-6, the front end of the second main mandrel B-4 extends into the second inner tube B-2, and is in the second main mandrel B-2. A second oil seal seat B-7 is installed between the mandrel B-4 and the second inner tube B-2.

The second outer tube B-1, the second main body tube B-3, the second rear end cover B-6, the second main mandrel B-4, the second oil seal seat B-7, the second inner tube B-2, The second front end cover B-5 encloses a second outer cavity, the second inner tube B-2, the second front end cover B-5, and the second oil seal seat B-7 enclose a second inner cavity, and the third spindle core B- The front end of 10 is fixed on the second front end cover B-5, the rear end of the third main shaft core B-10 is fitted with a floating piston B-11 and a compression piston B-8, and the return piston B-9 is fitted on the second main shaft. At the front end of the mandrel B-4, the floating piston B-11 divides the second inner cavity into a front buffer cavity E and a rear damping oil cavity F. The above is consistent with the second front shock absorbing structure shown in FIG. 3 .

The difference is: the front buffer chamber E is a closed air chamber, and the second front end cover B-5 is provided with a second air nozzle installation hole that communicates with the front buffer chamber E, and a second air nozzle is installed in the second air nozzle installation hole. The nozzle A-12 can be inflated into the airtight air chamber through the second air nozzle A-12.

Preferably, the floating piston B-11 is made of aluminum alloy, including an inner ring and an outer ring, and the inner ring and the outer ring are connected together by connecting ribs, and the outer ring is provided with two sealing rings and a nylon sliding sleeve, and the nylon The sliding sleeve is between the two sealing rings; a sealing ring is arranged on the inner ring.

In addition, the first air nozzle A-9 and the second air nozzle A-12 use invisible air nozzles, and can also use rigid air nozzles.

Preferably, a groove A-13 is provided on the inner wall of the first inner tube A-2. In the initial state, the air pressure piston A-8 is facing the groove A-13, thereby connecting the front air chamber C and the rear air chamber D Connected.

Claims (7)

1. A left-right asymmetrical front shock absorber assembly for motorcycles, comprising a first front shock absorber and a second front shock absorber, the first front shock absorber comprising a first outer tube (A-1), a first inner Tube (A-2), first main body tube (A-3), first main mandrel (A-4), first front end cap (A-5), first rear end cap (A-6), first An oil seal seat (A-7), pneumatic piston (A-8), the first front end cover (A-5) is installed on the front end of the first outer tube (A-1), the first rear end cover (A- 6) Installed at the rear end of the first main body tube (A-3), the first outer tube (A-1) and the first main body tube (A-3) are set together one after the other, the first inner tube (A-1) -2) Placed in the first outer tube (A-1), the front end of the first inner tube (A-2) is fixedly connected with the first front end cover (A-5), and the first main mandrel (A-4) The rear end is fixedly connected to the first rear end cover (A-6), the front end of the first main mandrel (A-4) extends into the first inner tube (A-2), and is connected to the first main mandrel (A-2). A-4) Install the first oil seal seat (A-7) between the first inner pipe (A-2), the first outer pipe (A-1), the first main body pipe (A-3) , the first rear end cover (A-6), the first main spindle (A-4), the first oil seal seat (A-7), the first inner tube (A-2), the first front end cover (A- 5) Enclosing a first outer cavity, the first inner tube (A-2), the first front end cover (A-5), and the first oil seal seat (A-7) enclosing a first inner cavity, the air pressure The piston (A-8) is sleeved on the front end of the first main mandrel (A-4), and the first inner cavity is divided into a front air chamber (C) and a rear air chamber (D), and the first front end cover ( A-5) is provided with a first air nozzle installation hole communicating with the front air chamber (C), and a first air nozzle (A-9) is installed in the first air nozzle installation hole; The second front shock absorber includes a second outer tube (B-1), a second inner tube (B-2), a second main body tube (B-3), a second main mandrel (B-4), a first Two front end caps (B-5), second rear end caps (B-6), second oil seal seat (B-7), compression piston (B-8), return piston (B-9), third spindle core (B-10) and floating piston (B-11), the second front end cover (B-5) is installed on the front end of the second outer tube (B-1), and the second rear end cover (B-6) is installed At the rear end of the second main body tube (B-3), the second outer tube (B-1) and the second main body tube (B-3) are fitted together in tandem, and the second inner tube (B-2) Placed in the second outer tube (B-1), the front end of the second inner tube (B-2) is fixedly connected with the second front end cover (B-5), and the rear end of the second main mandrel (B-4) It is fixedly connected with the second rear end cover (B-6), the front end of the second main mandrel (B-4) extends into the second inner tube (B-2), and is connected to the second main mandrel (B-4) ) and the second inner pipe (B-2) to install the second oil seal seat (B-7), the second outer pipe (B-1), the second main body pipe (B-3), the second Rear end cover (B-6), second main spindle (B-4), second oil seal seat (B-7), second inner pipe (B-2), second front end cover (B-5) into a second outer cavity, the second inner tube (B-2), the second front end cover (B-5), and the second oil seal seat (B-7) enclose a second inner cavity, and the third main shaft core The front end of (B-10) is fixed on the second front end cover (B-5), and the rear end of the third spindle core (B-10) is fitted with the floating piston (B-11) and the compression piston (B-11) -8), the return piston (B-9) is sleeved on the front end of the second main mandrel (B-4), and the floating piston (B-11) divides the second inner cavity into a front buffer cavity (E) and rear damping oil chamber (F); the front buffer chamber (E) is a closed air chamber, and the second front end cover (B-5) is opened with a second air chamber that communicates with the front buffer chamber (E). Nozzle installation hole, the second air nozzle (B-12) is installed in the second air nozzle installation hole, or a buffer spring is sleeved on the shaft section of the third main shaft core (B-10) located in the front buffer cavity (E) (B-13). 2. The left-right asymmetrical front shock absorber assembly for motorcycles according to claim 1, wherein the first main mandrel (A-4) is a hollow tube, which is located on the pneumatic piston (A-8) A radial hole (A-10) is opened to communicate the inner cavity of the first main mandrel (A-4) with the rear air chamber (D), at the rear end of the first main mandrel (A-4) A valve core assembly (A-11) is provided for inflating or deflating the rear air chamber (D). 3. The left-right asymmetrical front shock absorber assembly for motorcycles according to claim 1 or 2, characterized in that: the first front end cover (A-5) is further provided with a first discharge chamber communicating with the first outer cavity Air holes, and the air release screws (A-12) are installed in the first air release holes. 4. The left-right asymmetrical front shock absorber assembly for motorcycles according to claim 1, wherein the floating piston (B-11) is made of aluminum alloy, comprising an inner ring and an outer ring, and the inner ring and the The outer ring is integrated by connecting ribs, two sealing rings and a nylon sliding sleeve are arranged on the outer ring, and the nylon sliding sleeve is interposed between the two sealing rings; a sealing ring is arranged on the inner ring. 5. The left-right asymmetrical front shock absorber assembly for motorcycles according to claim 1, wherein the first air nozzle (A-9) and the second air nozzle (B-12) adopt invisible air nozzles . 6 . The left-right asymmetric front shock absorber assembly for motorcycles according to claim 1 , wherein the first front shock absorber is installed on the left side, and the second front shock absorber is installed on the right side. 7 . 7. The left-right asymmetrical front shock absorber assembly for motorcycles according to claim 1, wherein a groove (A-13) is provided on the inner wall of the first inner tube (A-2), and when the initial In the state, the position of the oil seal assembled on the air piston (A-8) is facing the groove (A-13), so that the front air chamber (C) is communicated with the rear air chamber (D).

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