CN212509319U

CN212509319U - Pneumatic shock-proof device for bicycle

Info

Publication number: CN212509319U
Application number: CN202020996160.7U
Authority: CN
Inventors: 蔡明达
Original assignee: Dah Ken Industrial Co Ltd
Current assignee: Dah Ken Industrial Co Ltd
Priority date: 2020-06-03
Filing date: 2020-06-03
Publication date: 2021-02-09
Anticipated expiration: 2030-06-03

Abstract

The utility model provides a bicycle atmospheric pressure shock absorber, includes outer tube, inner tube, piston seat, piston pipe and manual valves, the switch position of manual valves of hand operation makes the core bar of manual valves drive the valve rod, and the state that the valve rod was switched into by the state that seals the runner opens the runner to main air chamber and auxiliary air chamber are linked together, provide behind the manual valves of user's manual adjustment, can let the adjustment of atmospheric pressure shock absorber ride for comfortable corresponding road conditions change.

Description

Pneumatic shock-proof device for bicycle

Technical Field

The present invention relates to a shock absorber, and more particularly to a pneumatic shock absorber for a bicycle.

Background

The applicant previously proposed taiwan patent application No. TW107137611, wherein the triggering end 62 of the sleeve 6 abuts against the opening/closing rod 73 of the balance valve 7, so that the first air chamber 301 and the second air chamber 302 are in communication via the through hole 51 to achieve the air pressure balance between the two air chambers, as shown in fig. 3 and 4.

The operation of the front shock absorber is explained as follows: when the outer tube 2 moves toward the inner tube 3 by an external force and the outer tube 2 drives the piston rod 4, as shown in fig. 16, the piston rod 4 drives the piston seat 5 to move upward in the inner tube 3, and the balance valve 7 is disengaged from the triggering end 62 to block the through hole 51, so that the first air chamber 301 and the second air chamber 302 cannot be communicated, and the piston seat 5 presses the gas in the first air chamber 301, thereby forming a pressure of the first air chamber 301 greater than a pressure of the second air chamber 302. After the external force is removed, because the pressure of the first air chamber 301 is greater than the pressure of the second air chamber 302, the pressure of the first air chamber 301 pushes the piston seat 5 to move toward the bottom end of the outer tube 2, so that the piston seat 5 drives the piston rod 4 and the outer tube 2 is driven by the piston rod 4 to move downward, the balance valve 7 continuously locks the through hole 51 as shown in fig. 17 in the process, until the piston seat 5 moves to the triggering end 62 to abut against the opening and closing rod 73 of the balance valve 7, so that the through hole 51 is no longer locked by the displacement of the balance valve 7, and the through hole 51 is again communicated with the first air chamber 301 and the second air chamber 302 to achieve balance between the two air chambers, i.e., the outer tube 2 axially slides relative to the inner tube 3.

Although the pneumatic shock absorber is different from a shock absorber using a spring, the pneumatic shock absorber still has defects in use.

SUMMERY OF THE UTILITY MODEL

The utility model aims to solve the main technical problem lies in overcoming the above-mentioned defect that prior art exists, and provides a bicycle atmospheric pressure shock absorber, and it can supply manual adjustment, lets the adjustment of atmospheric pressure shock absorber ride for comfortable corresponding road conditions changes.

The utility model provides a technical scheme that its technical problem adopted is:

a pneumatic shock absorber for bicycle comprises an outer tube, an inner tube, a piston seat, a piston tube and a manual valve set: the upper end of the outer pipe is movably sleeved at the lower end of the inner pipe, the piston seat is positioned in the inner pipe, a main air chamber is arranged in the inner pipe from the piston seat to the upper end of the inner pipe, and an auxiliary air chamber is arranged in the inner pipe from the piston seat to the lower end of the inner pipe; further comprises a flow passage arranged between the piston seat and the piston tube; the lower end of the piston tube is arranged on the outer tube, and the upper end of the piston tube penetrates through the lower end of the inner tube and is fixedly arranged on the piston seat in a penetrating way, so that when the outer tube relatively moves along the axial direction of the inner tube, the piston seat moves along the axial direction of the inner tube; the manual valve group is arranged on the piston tube and comprises a core rod and a valve rod, the lower end of the core rod is provided with a switch part which is positioned outside the lower end of the outer tube, and the valve rod is driven by the core rod by pressing the switch part with hands, so that the valve rod is switched from a state of closing the flow channel to a state of opening the flow channel, and the main air chamber is communicated with the auxiliary air chamber.

The beneficial effects of the utility model are that, it can supply manual adjustment, lets the adjustment of atmospheric pressure shock absorber ride for comfortable corresponding road conditions change.

Drawings

The present invention will be further explained with reference to the drawings and examples.

Fig. 1 is a perspective view of the present invention.

Fig. 2 is a partially exploded perspective view of the piston seat, the piston tube and the manual valve set of the present invention.

FIG. 3 is a schematic sectional view of III shown in FIG. 1.

Fig. 4 is a schematic diagram of the action of fig. 3 subjected to external force.

Fig. 5 is a partially enlarged view of fig. 3.

Fig. 6 is a front cross-sectional view of a manual valve block being depressed.

FIG. 7 is a cross-sectional view of the manual valve block being depressed after the closure is removed.

Fig. 8 is a schematic view illustrating that when the gas flows after the manual valve set is pressed in fig. 7, the piston seat drives the piston tube to indirectly drive the outer tube to move upward toward the inner tube.

Fig. 9 is a partially enlarged view of fig. 8.

FIG. 10 is a cross-sectional view of the manual valve assembly with the cap assembled. FIG. 11 is a schematic view of the operation of FIG. 10 under external force.

Fig. 12 is a graph of the applied force of fig. 3 and 4.

Fig. 13 is a graph showing the applied force in fig. 10 and 11.

Fig. 14 and 15 are schematic diagrams of inflation before shipment.

FIG. 16 is a schematic view of a conventional pneumatic shock absorber under external force. FIG. 17 is a schematic diagram illustrating the operation of FIG. 16 after the external force is removed.

The reference numbers in the figures illustrate:

outer tube 2

Inner pipe 3

First air chamber 301

Second plenum 302

Piston rod 4

Piston seat 5

Through hole 51

Sleeve 6

The initiation end 62

Balance valve 7

Opening and closing rod 73

Bicycle front fork 100

Outer tube 200

Inner tube 300

Main air chamber 301

The sub-plenum 302

Inflation valve 303

Piston seat 400

Head segment 401

Body segment 402

Seat hole 403

Body hole 404

Piston tube 500

Lateral hole 501

Lower tube portion 502

Middle tube part 503

Upper tubular portion 504

Gasket 505

Manual valve set 600

Core rod 601

Valve stem 602

Switch portion 603

Bottom sleeve 604

Head end 605

Body end 606

Necked-down portion 607

Cover 608

Flow passage 700

Detailed Description

Referring to FIG. 1, a front fork 100 of a bicycle is illustrated in a right side down fork position. Referring to fig. 1 to 5, a pneumatic shock absorber for a bicycle includes an outer tube 200, an inner tube 300, a piston seat 400, a piston tube 500 and a manual valve assembly 600.

The upper end of the outer tube 200 is movably sleeved on the lower end of the inner tube 300, the piston seat 400 is located inside the inner tube 300, a main air chamber 301 is formed inside the inner tube 300 from the piston seat 400 to the upper end of the inner tube 300, and a sub air chamber 302 is formed inside the inner tube 300 from the piston seat 400 to the lower end of the inner tube 300; further comprising a flow passage 700 disposed between the piston seat 400 and the piston tube 500, the flow passage 700 communicating with the main air chamber 301 and the sub air chamber 302.

The lower end of the piston tube 500 is disposed on the outer tube 200, and the upper end of the piston tube 500 passes through the lower end of the inner tube 300 and is fixed on the piston seat 400, so that when the outer tube 200 moves along the inner tube 300, the piston seat 400 moves along the inner tube 300.

The manual valve set 600 is disposed on the piston tube 500, and the manual valve set 600 includes a core rod 601 and a valve rod 602, the lower end of the core rod 601 is a switch portion 603 partially disposed outside the lower end of the outer tube 200, and the switch portion 603 is pressed by hand to drive the valve rod 602 by the core rod 601, so that the valve rod 602 is switched from a state of closing the flow channel 700 to a state of opening the flow channel 700, such that the main air chamber 301 is communicated with the sub air chamber 302, as shown in fig. 6 to 9.

Specifically, the manual switch 603 is pressed only once, and the bicycle pneumatic shock absorber can be changed from the original single air chamber (the main air chamber 301) to the double air chambers (the main air chamber 301 and the auxiliary air chamber 302) without continuously pressing the switch 603.

Referring to fig. 3 to 5 (without manually adjusting the manual valve set 600) and fig. 10 to 11 (after manually adjusting the manual valve set 600), when the outer tube 200 receives an external force to displace the outer tube 200 toward the inner tube 300 (the external force simulates driving on a road and is reflected by the shock absorber to receive a reaction force from the road, and is plotted as an arrow in fig. 4), the outer tube 200 drives the piston tube 500 and the piston tube 500 drives the piston seat 400, such that the piston seat 400 faces away from the lower end of the inner tube 300, the valve stem 602 of the manual valve set 600 seals the flow passage 700, and the piston seat 400 compresses the air in the main air chamber 301. When the external force is removed, the pressure of the main air chamber 301 is greater than the sub air chamber 302 to push the piston seat 400 to displace toward the outer tube 200, and the piston seat 400 drives the piston tube 500 and the piston tube 500 drives the outer tube 200 to move toward the opposite direction of the inner tube 300, so that the outer tube 200 moves to the initial position relative to the inner tube 300.

It should be noted that the manual valve set 600 is not manually adjusted, and the initial acting force for triggering the pneumatic shock absorber can be changed after the manual valve set 600 is manually adjusted (i.e. the pneumatic shock absorber does not act beyond the acting force), please refer to fig. 12 and fig. 13. Fig. 12 shows that the L1 curve is observed without manually adjusting the manual valve set 600, it can be understood that the acting force of the pneumatic shock absorber reaches the action of the pneumatic shock absorber only when the acting force reaches approximately 20kgf, and the acting force rapidly rises to exceed 35kgf before the contraction displacement of the pneumatic shock absorber reaches 5 mm, and the L1 curve of the section is very non-linear, so that the acting force in the section can reverse the effect of the pneumatic shock absorber to be too hard, and the L1 curve of the section needs to be separated, and then the corresponding acting force is linearly presented to perform the action of the pneumatic shock absorber. Fig. 13 shows that after the manual valve set 600 is manually adjusted, the pneumatic shock absorber can be triggered by the force approaching 15kgf, and the following L2 curve shows a linear corresponding force to perform the pneumatic shock absorber. So can provide the user and meet the road conditions when not good, after manual adjustment manual valves 600, can let the pneumatic shock absorber adjust for comfortable road conditions change that corresponds and ride the process.

Further details of the detailed features and the combination of the components of the present invention are described. Wherein the manual valve block 600 further comprises a bottom sleeve 604; the lower end of the bottom sleeve 604 is inserted through the outer side of the bottom end of the outer tube 200, and the other end of the bottom sleeve 604 is inserted into the piston tube 500; the lower end of the valve stem 602 movably penetrates the interior of the upper end of the piston tube 500, and the valve stem 602 is normally pressed by the gas in the main air chamber 301, so that the flow passage 700 is normally in a closed state; the switch portion 603 of the core rod 601 penetrates the bottom sleeve 604 to form an exposed state, so that pressing the switch portion 603 causes the upper end of the core rod 601 to drive the bottom end of the valve stem 602, and at the same time, the valve stem 602 is shifted from a state of closing the flow channel 700 to a state of opening the flow channel 700. The valve stem 602 includes a head end 605 and a body end 606, and they are integrated with each other, the body end 606 movably penetrates through the piston tube 500 and keeps a gap with the inner diameter of the piston tube 500, and the head end 605 is located in the main air chamber 301 and normally blocks the piston tube 500 by the pressure of the main air chamber 301, so that the air in the main air chamber 301 is blocked by the head end 605 and cannot flow to the flow channel 700.

The piston seat 400 includes a head section 401 and a body section 402 combined with each other, and a seat hole 403 passing through the head section 401 and the body section 402, and a body hole 404 communicating with the seat hole 403 is formed on the outer peripheral side of the body section 402.

The piston tube 500 has a lateral bore 501 corresponding to the bore 404, and the stem 602 has a necked-down portion 607 at the stem end 606 corresponding to the lateral bore 501, the necked-down portion 607 having a radial dimension less than the radial dimension of the remainder of the body 402. The piston tube 500 includes a lower tube portion 502, a middle tube portion 503 and an upper tube portion 504, the lower end of the lower tube portion 502 is sleeved on the bottom sleeve 604, the upper end of the lower tube portion 502 is fixed in the lower hole edge of the seat hole 403, the upper tube portion 504 is fixed in the upper hole edge of the seat hole 403, the middle tube portion 503 is fixed in the seat hole 403 and located between the upper tube portion 504 and the lower tube portion 502, the lateral hole 501 is disposed in the middle tube portion 503, and the body end 606 of the valve stem 602 penetrates through the upper tube portion 504, the middle tube portion 503 and the lower tube portion 502. Further includes two washers 505, one of which is clamped between the upper tube portion 504 and the middle tube portion 503, and the other of which is clamped between the middle tube portion 503 and the lower tube portion 502.

The flow channel 700 is distributed in the upper tube portion 504, the middle tube portion 503, the lateral hole 501, the body hole 404 and part of the seat hole 403.

A sealing cover 608 is movably disposed at the outer side of the lower end of the bottom sleeve 604 for sealing the switch portion 603 without being directly exposed, so as to prevent foreign objects from directly touching the switch portion 603, and prevent the flow channel 700 from being accidentally and suddenly changed from being closed to being opened. When the switch portion 603 of the manual valve set 600 is manually pressed, the cover 608 needs to be detached first, and after the manual valve set 600 is manually pressed, the cover 608 is installed again.

Referring to fig. 14 and 15, an inflation valve 303 is disposed at the upper end of the inner tube 300 and is connected to the main air chamber 301. When the air pressure of the main air chamber 301 is set when the parts of the bicycle pneumatic shock absorber are installed before the factory leaves, the main air chamber 301 is filled with air through an air charging device (not shown) and an air charging valve, the auxiliary air chamber 302 is not filled with air, and the manual valve set 600 maintains the position of the flow channel 700 in a closed state, at this time, the main air chamber 301 is in a pressure accumulation state.

The above description is only a preferred embodiment of the present invention, and is not intended to limit the present invention in any way, and all simple modifications, equivalent changes and modifications made by the technical spirit of the present invention to the above embodiments still fall within the scope of the technical solution of the present invention.

Claims

1. A pneumatic shock absorber for a bicycle comprises an outer tube, an inner tube, a piston seat, a piston tube and a manual valve set:

the upper end of the outer pipe is movably sleeved at the lower end of the inner pipe, the piston seat is positioned in the inner pipe, a main air chamber is arranged in the inner pipe from the piston seat to the upper end of the inner pipe, and an auxiliary air chamber is arranged in the inner pipe from the piston seat to the lower end of the inner pipe; further comprises a flow passage arranged between the piston seat and the piston tube;

the lower end of the piston tube is arranged on the outer tube, and the upper end of the piston tube penetrates through the lower end of the inner tube and is fixedly arranged on the piston seat in a penetrating way, so that when the outer tube relatively moves along the axial direction of the inner tube, the piston seat moves along the axial direction of the inner tube;

the manual valve group is arranged on the piston tube and comprises a core rod and a valve rod, the lower end of the core rod is provided with a switch part which is positioned outside the lower end of the outer tube, and the valve rod is driven by the core rod by pressing the switch part with hands, so that the valve rod is switched from a state of closing the flow channel to a state of opening the flow channel, and the main air chamber is communicated with the auxiliary air chamber.

2. The pneumatic shock absorber for bicycles of claim 1, wherein said manual valve set further comprises a bottom sleeve; the lower end of the bottom sleeve penetrates through the outer side of the bottom end of the outer pipe, and the other end of the bottom sleeve is assembled in the piston pipe in a plug mode; the lower end of the valve rod movably penetrates through the inner part of the upper end of the piston pipe, and the valve rod is pressed by the gas of the main air chamber in a normal state so that the flow passage is in a closed state in the normal state; the switch part of the core rod penetrates through the bottom sleeve pipe to form an exposed state, so that the upper end of the core rod drives the bottom end of the valve rod by pressing the switch part, and meanwhile, the valve rod is shifted from a state of closing the flow channel to a state of opening the flow channel.

3. The pneumatic shock absorber for bicycle of claim 2, wherein the valve rod comprises a head end and a body end integrally combined with each other, the body end movably penetrates the piston tube and has a gap with the inner diameter of the piston tube, and the head end is located in the main air chamber and normally blocks the piston tube by the pressure of the main air chamber, so that the gas in the main air chamber is blocked by the head end and cannot flow to the flow channel.

4. The pneumatic shock absorber for bicycle of claim 3, wherein the piston seat comprises a head section and a body section integrally combined with each other, and a seat hole passing through the head section and the body section, the outer periphery of the body section being provided with a body hole communicating with the seat hole.

5. A bicycle pneumatic shock absorber according to claim 4, wherein the piston tube is provided with a lateral bore corresponding to the body bore, and the body end of the valve stem is provided with a necked-down portion corresponding to the lateral bore, the necked-down portion having a radial dimension smaller than a radial dimension of the remaining portion of the body section.

6. The pneumatic shock absorber for bicycles of claim 5, wherein the piston tube comprises a lower tube portion, a middle tube portion and an upper tube portion, the lower end of the lower tube portion is sleeved on the bottom sleeve, the upper end of the lower tube portion is fixed in the lower hole edge of the seat hole, the upper tube portion is fixed in the upper hole edge of the seat hole, the middle tube portion is fixed in the seat hole and located between the upper tube portion and the lower tube portion, the lateral hole is provided in the middle tube portion, and the body end of the valve rod is inserted through the upper tube portion, the middle tube portion and the lower tube portion.

7. The pneumatic shock absorber for bicycle of claim 6, wherein the flow passages are distributed in the upper tube portion, the middle tube portion, the lateral holes, the body hole and part of the seat hole.

8. The pneumatic bicycle shock absorber of claim 7, further comprising two washers, one of which is clamped between the upper tube portion and the middle tube portion, and the other of which is clamped between the middle tube portion and the lower tube portion.

9. The pneumatic shock absorber for bicycle of claim 1, wherein an inflation valve is provided at the upper end of the inner tube and communicates with the main air chamber.

10. The pneumatic shock absorber for bicycle as claimed in claim 2, wherein the movable assembly is provided with a cover for closing the opening and closing portion without being directly exposed.