五、新型說明： 【新型所屬之技術領域】 本創作翁關於—種自行車後避震車架結構，尤指-種且 有分散座管承受衝擊力摘’且可增_震錄銳度之自行車 後避震車架結構者。 【先前技術】 自行車之後聽車架，謂额其主要應用於 登山車系之車款，主要為騎乘於顛簸路況時，可緩衝由地面傳 至t架之衝擊力’以提高縣之舒龜者；其結構主要係由上 又管、、且下又g組、及避震器所組成，設於自行車座管之後方 部位。 後避震車架雖為前述構件為其組成，然*其應用上需考量 的因素亦相當複雜，包括配置於前車架組之位置、肖度、避震 效皿緩衝動作、管體剛性、聯結構件科，賴作逐一設計 分析’故後避震車架之結壯亦有相t純的變化。 按’習知自行車之後避震車架結構，如國内第087219571 號新型專利所揭露之「腳踏車之車架體改良結構」，其中該車 架體係由収域前輪與設置把手與騎板之-前架車體、用 以支撐後輪之一對後架車體，以及介於各該前、後架車體間之 一緩衝器所組成；該對後架車體分別包含有一樞設於該前架體 上之一第一軸桿、一用以設置後車輪之一固接件、介於該前架 車體與該固接㈣之—第二轉，以及介於該第一祕與該固 M4.08534 接件間之-第三軸桿；其特徵在於：各該第二、第三轴桿兩端 其分別與各_接件、第-婦以及前架車體預定部位間之四 個鄰接處’其至少有-處係設有—具預定長度之連接件，該連 接件設有一調整部以及一軸接部，且該軸接部具有一軸孔並可 於該連接件上於預定之幅度嶋動，以改變其該軸孔之轴心線 ， 與該連接件長轴方向間之夾角，該調整侧以可沿j：㈣方& • 鶴之方歧於職之各料二絲三軸_定部位上，以調 • 整各該軸孔與對應之各該第二、第三軸桿間之距離。 另有一種習用之自行車後避震車架結構，如國内第 95203724號新型專利所揭露之「具浮動式避震裝置的自行車 車架」，其包括：-前車架，該前車架係設有一上管、一連結 於上管後端的座管’以及-橫向固設於座管底端的五通管·一 後車架，該後車架係設有一後上叉、一後下叉，以及一固設於 ，上又與後下叉後_形錢結的後鉤爪；其特徵在於：於座 籲 ㈣中段位置樞設連結有一上連桿裝置，該上連桿裝置係設有 . —朝後伸設的後懈及-贿伸設的前臂桿，該鮮桿的長度 係^於該後臂桿的長度，並且該後臂桿的端部係極結於後上叉 的前端；於五通管前側上施置_連結有―下連桿裝置，該 下連桿裝置係設有-通過五鮮的上方而概伸設的後臂桿 及-朝上仲設的連臂桿，該㈣桿_部_結於後下又的前 端’並且馳結點係位於五通管的後側下方；以及於上連桿裝 置的前臂桿與下連桿裝置的連臂桿之f接連結設有一呈直 立型態的避震器，並且該避震器與上連捍裝置的插結點的水平 4 局度係低於上連桿裝置所設後臂桿與後上又前端的樞結點。 上述所揭結構中，前者屬於「單連桿式」之結構，其具有 斷續狀之座管，並將後下叉管樞設於五通部位，上叉管則穿過 7裂部位—連敎’並·減於該下管雜，-避震 :係叹於上官及連捍組之間為其整體配置，·後者蘭於「雙連 桿式」結構，其具有樞設於該座管上之一上連桿組，其兩側分 別2接於後上又管及贿^上方，—下連桿祕樞設於靠近五 通1。陳#兩部位係分別拖設於後下叉管及避震器下方，並 該避震器係呈垂直方向組設。 【新型内容】 進一步分析後者之「雙連桿式」後避震車架結構，其主要 為使車架賴吊純働時，由於受驗的避震㈣兩端會隨 著上、下連桿裝置同步位移，有效地將避震器變化的角度降低 到2度以内的極低值，能夠保持避震行程平穩順暢，以及避免 對避震器造成傷害。 惟’該結構其下連桿樞設於靠近五通部位之座管前方，則 =使後車架於承受衝擊力時其力量傳導偏向座管前方，而非座 管之重心軸線位置’其重心穩定度較差而容易偏擺；另一方 面該避震器配置上亦距座管重心軸線有—段距離，對於傳導 座s、之衝擊力里無法直接承受，以致緩衝效益較低；此外， 座管為單純管體結構之力量傳導較直接，*無法將衝擊力分散 或間接分力損耗能量’則會使所有傳導至座管之力量，直接衝 M408534 擊騎乘者臀部，使得其舒適性較低’亦容易造成縣者運動傷 害。 (解決問題之技術手段） 有鑑於此’本創作所揭露自行車之後避震車架結構，其包 含有.由-上管、-下管及一座管所共同圍設而成之一前車架 組，其中該下管-端相連接之—五通座，該座管—端於靠近該 五通座部位設有一框座；一後車架組，係由一上又組及一下叉 ，、且所共同組成，該上又組另端設有—上連桿組，其預設部位框 設於該座管中段位置並朝該前車架組方向延伸段設有一第一 栖部’該下又組另端設有一下連桿組，料端穿設並拖設於該 框座内，該下連桿組中段預設部位設有一第二樞部；一避震 器’其上端樞設於該第-樞部，下相枝至該框座内並植設 於該第一樞部，藉此，使該下連桿組福接部及該避震器下方靠 近該座管之軸線，配合該框座之設計，則可使整體後避震車架 具有較佳之重心敎度，並綠且耗損座管鮮力，同時提升 避震效益，故整體結構可達便利實用性者。 (對照先前技術之功效） 本創作之主要目的即在提供一種自行車之後避震車架結 構’係於座管接設有呈非管狀外形直接延伸之一框座，藉其複 雜結構間接可將座管之上下傳導力量分散並損耗，以達較佳之 騎乘舒適性。 6 M408534 本創作之-人目的即在提供一種自行車之後避震車架結 構’其下連桿組_設雜_之郎，為最靠近絲轴線之 位置’可使後車架組旋跡味集巾於絲重c，於承受衝擊 力可降低爐情形，以提升縣時整體車架之穩定度。 本創作之再-目的即在提供一種自行車之後避震車架結 構’其避震ϋ係穿設於該框座内’並使其下方係減點位於該 座管之轴線上’可直接承接來自鍊軸線k之力量傳導而 具有較佳之緩衝效益。 本創作之更-目的即在提供一種自行車之後避震車架結 構，使該下連桿組呈a狀之對稱频，並使細震^下方梅設 於該下連桿組之祕部愤處，當後車綠麵权前斜部之 角度位移小於後斜部，藉以提高避震器之靈敏度。 【實施方式】 首先請參照第一圖至第四圖，本創作所提供之一種自行車 之後避震車架結構，其主要包含有：一前車架組（1〇),設於該 前車架組後方之一後車架組(20)，以及設於各該前、後車架組 間之一避震器（30)。 該前車架組（10)，係由一上管（11)、一下管（12)及一座管 (13) 所共同圍設而成，其中該下管（12) 一端相連接之一五通座 (14) ;該座管（13)—端於靠近該五通座（14)部位設有一框座 (15) ，係由該五通座（14)上方延伸之η狀座體，並與該五通座 (14)外徑緣共同圍設形成預設空間；該座管（丨3)中段預設部位 7 M4.08534 朝其圍設内部方相凸設有H緣⑴i);雜座（⑸η形兩 側分別設有可連通至空間内之一鏤空部（IK)。 該後車架組(20) ’係由-上叉組⑵）及一下叉組(22)所共 同組成’各該上、下叉組⑵）（22)其—端相互接設；該上叉組 (11)另端樞設有一上連桿組(23)以形成一第六樞部（231)，且 該上連桿組（23)樞設於該樞接緣（131)上形成一第三樞部 (232)，而可於其上作擺動，該上連桿組(23)其預設部位樞設 於該樞接緣（131)並朝該前車架組（10)方向延伸段，設有一第 -樞部⑽）’並使該第-㈣(233)之水平高度較低於該第三 樞部（232);該下又組(22)另端設有一下連桿組⑽，係為相 對稱呈八狀之二座體’其一端穿設並樞設於該框座（15)内形成 一第四樞部（241)，另端與該下叉組(22)樞設部位形成一第五 樞部（242)，而可分別於其上同步作擺動；該下連桿組(24)於 ^狀座體朝該下管（12)延伸之部位設為一前斜部（244)，另側 則設為一後斜部（245)，於該前斜部（244)之中段部位設有一第 二樞部（243)，係位於靠近該座管〇3)其轴線（132)延伸之部 位，並使知該第二拖部（243)較接近該第四樞部（241)，且與該 第五樞部（242)具有相當距離。 該避震器（30)，其上端樞設於該第一樞部（233),下方則 穿設至該框座（15)内並梅設於該第二樞部（M3)。 藉此，使該下連桿組(24)之該第四樞部（241)及該避震器 (30)下方設於靠近該座管（13)之軸線，配合該框座（15)之設 计，則可使整體後避震車架具有較佳之重心穩定度，並分散且 8 M4.08534 耗損座管衝擊力，同時提升避震效益，故整體結構可達便利實 用性者® 為供進一步瞭解本創作構造特徵、運用技術手段及所預期 達成之功效’茲將本創作使用方式加以敘述如下： 本創作之組設，係預先將該前車架組（1〇)以各該上管 • (11)、下管（12)、座管（13)、框座（15)及五通座（14)共同圍設 固定，並使該後車架組（20)以各該上叉組（21)及下叉組（22) 擊 之一端接設固定；將該上連桿組(23)樞設於該樞接緣（131)形 成該第三樞部（232)，並使該上連桿組(23)—端樞設於該上又 組(21)以形成該第六梅部(231)，另端則朝該前車架組〇〇)所 圍設之空間延伸；接著將該下連桿組⑽之一端樞設於該下又 組(22)形成該第五樞部(242)，另端則穿設於該框座⑽内之 二間，並樞设於該框座（15)上形成該第四樞部（241);最後將 該避震器（30)以其上端樞設於該上連桿組⑽之延伸端以形 • 成該第一樞部(233) ’及該避震器（3〇)下端極設於該下連桿組 (24)之該前斜部⑽)上以戦該第二㈣（243)，即組設完 /本創作於緩衝作動時，請參照第五圖，當該後車架組(2〇) 承受來自地面之衝擊力時，則會於該後車架組⑽之上下方同 時刀別產生—作動.其…各該下又組⑽及下連桿組(24) 係以該第四樞部(241)為支點朝上產生旋擺，該第五樞點⑽） 2會同步作適當擺動，極設於該前斜部⑽)之該避震器⑽ 又J該下連孝干組(24)之施力’其下端開始朝上產生線性位移； 9 M408534 其二’位於上方之該上叉組(21)則朝前移動而推動該上連桿組 (23)產生同步旋動，位於延伸端之該第一樞部（233)則朝下產 生旋擺後，該避震器（30)受到該上連桿組(23)之施力，其上端 開始朝下產生線性位移，此時該避震器（3〇)呈被壓縮狀態。 當衝擊力量消失，該避震器（30)則產生一回彈力，並於該 後車架組(20)之上下方同時分別產生二作動：其一，該避震器 (30)其下方產生線性位移，並推回該前斜部（244)而同步使該 下連桿組(24)以該第四樞部（241)為支點產生反向旋擺，並使 該下又組(22)同步旋回；其二，該避震器（30)其上方產生線性 位移，並推回該上連桿組（23)復位，且同步將該下叉組（22) 旋回’此時該避震器（30)呈未受力之自然狀態。 請參照第四圖，本創作於組設後該第二樞部（232)之水平 高度h2較高於第一樞部（233)之水平高度hi ;本創作此一設 計，主要為使該上連桿組(23)之旋擺角度較小，即能產生作 動，故該上連桿組(23)之延伸端高度越低，其旋擺角度越小， 該避震器（30)之靈敏度越佳；另一方面，本創作可使該避震器 (30)之規格可使用較小尺寸，就能產生避震作用，進而可減輕 整體後避震車架組之重量。 清參照第四圖，本創作於組設後，該第二檀部（243)係為 該下連桿組(24)於旋擺動作時之抗力點，其距該第四樞部（241) 之支點距離dl較長於距該第五樞部（242)之施力點距離dl ; 於固定施力臂長度之條件下，當d2大於dl時，即指該第二枢 部（243)之抗力點越靠近該第四樞部（241)之支點時，則同樣之 10 M408534 旋擺角度下，抗力點會越早產生作動效果，換言之，該第二樞 部（243)越靠近該第四樞部（241)其作動靈敏度越高。另一方 面，本創作將該下連桿組(24)呈^狀之倒v結構設計，藉此當 後車架組(20)旋擺時，於同一緩衝力量之條件下，可進一步使 靠近該第四_(241)支點之贿卿⑽），其旋擺位移角度 又更較小於該後斜部（245)，故當該後避震器（30)下方樞設於 該前斜部(244)時，其緩衝之靈敏度更為提升。 本創作之該座管（13)下方設有呈非管狀外形直接延伸之 該框座（15)結構設計’主要係使該座管（13)於力量傳導時藉由 门字框體兩側將力量分散，亦利用較複雜外形之該框座（15) 進一步耗損力量之傳導，故可獲得較佳之騎乘舒適度。 再者，由於習知下方連桿件會受到座管管體外徑尺寸影 響，無法接近座管之軸線，以致旋擺支點較偏離座管重心，於 叉到衝擊力時料造射^不穩的赫：賴作之該框座（15) 係沿該座管（13)軸線方向設置於其下方，且該框座（15)内空間 則為最靠近該座管（13)軸線延伸之部位，藉由將該下連桿組 (24)之一端樞設於該框座（15)内之空間，係使下連桿組（24) 樞接重心可最靠近該座管（13)之軸線位置，相較於習知偏設於 座管一側之結構’本創作可使該後車架組(2〇)旋擺重心較集中 於該座管（13)重心，於承受衝擊力可有效降低偏擺情形，以提 升騎乘時整體車架之穩定度。 習知避震器均偏離座管軸線重心，無法直接承受來自座管 部位之力量傳導，僅能緩衝來自連桿組之旋擺力量；本創作將 M408534 該避震器（30)下方係樞設於位於該框座（丨5)内之該下連桿組 (24)上，且使該第二樞部（243)位於該座管（13)之軸線（132) 上’藉以使該避震器（3〇)下方直接承受來自該座管（13)轴線重 心之力量傳導，故本創作該避震器（3〇)除了可緩衝各該上、下 連桿組(23)(24)之赌力量外，亦可直接麟來自該座管（13) 之傳導力，故具有較佳且較實用之緩衝效益。 值得一提，本創作於該框座（15)兩側之該鏤空部（κι)之 设計，主要能達到二功效：其一，係可使該框座（15)輕量化； 其二，則於組裝該避震器（3〇)時，可利於工具穿越該鏤空部 (151)以進行夾持，故具有方便組設及拆解各該下連桿組(μ) 及避震器（30)之功效。 睛參照第六圖，係為本創作之另一實施例，其中該下連桿 組(24)係以兩端相連接為姉稱呈_狀之單-座體。本實施例 之作動方式，及其所麵達狀效果赫述實闕完全相同。 ,綜〇上述’本創作所揭露之「自行車之後避震車架結構」， 係提供-具有分散及_鮮料力量，衝料可降低偏擺， 且提尚避震H紐度及緩衝效益之後避震車架，係_座管下 方設有-框座’並使各騎㈣下方及下連桿㈣設於該框座 内’使其罪近該座管之軸線，並使該下連桿組呈a狀設計，讓 該引斜敎肖度位移小於該後斜部，喊致—穩固結合及組裝 便利性高之自行車後避震車親吊結構，俾使題確具產業實 用性及成本效益’且其構成結構又未曾見於諸書刊或公開使 用誠符。新型專利申請要件，懇請釣局明鑑，早日准予專 12 利’至為感禱。 舄陳明者，以上所述乃是本創作之具體實施例及所運用之 技術原理’若依本創作之構想所作之改變，其所產生之功能作 用仍未超出說明書及@式蓋之精神時，均應在本創作之範 圍内，合予陳明。 M408534 【圖式簡單說明】 第一圖為摘作—較佳實關之立體外觀圖一。 第二圖為本創作—較佳實施例之立體外觀圓二。 第三圖為補作—較佳實酬之立體分解示意圖〇 第四圖為本創作—較佳實酬之平面配置圖。 第五圖為本創作-較佳實施例之作動狀態圖。 第六圖為摘作另—實施例之讀分解圖。 【主要元件符號說明】 [本創作] 前車架組 上管 下管 座管 樞接緣 軸線 五通座 框座 鏤空部 \ly νλ—y \ly 1 2 \»/ \ly 01233345 lx 1 X ΙΑ XIV Γν Γν Γ' /ι\ χί\ c' /ι\ 後車架組 上叉組 下又組 上連桿組 第六樞部 第三樞部 第一樞部 下連桿組 第四樞部 第五樞部 第二樞部 前斜部 後斜部 _避震器 \1/ \ly Xu/ \)χ \ly X), χ)κ \)y )Ν)/ Ν)/ ΧΛ7 12 3 xly 12 3 4 5 xiy 01233334444440 22222222222223 Γν Γν Γν /V χ(\ /IV χ(\ Γν /fv Γν /IV χίν χίιν ΓνV. New type description: [New technology field] The creation of Weng is about a bicycle rear suspension frame structure, especially a kind of bicycle with a distracting seat tube that can withstand the impact force and can increase the sharpness of the earthquake. Rear suspension frame structure. [Prior Art] After listening to the bicycle frame, it is mainly used in the mountain bike system. It is mainly used to ride the impact of the ground to the t-frame when riding on bumpy road conditions. The structure is mainly composed of the upper tube, the lower group, and the shock absorber, and is arranged at the rear part of the bicycle seat tube. Although the rear suspension frame is composed of the above-mentioned components, the factors to be considered in the application are also quite complicated, including the position of the front frame group, the degree of shaving, the cushioning action of the suspension effect vessel, the rigidity of the pipe body, Linked structural parts, relying on one-by-one design analysis, 'there is also a pure change in the structure of the rear suspension frame. According to the structure of the bicycle frame after the bicycle is known, the "frame structure improvement structure of the bicycle" disclosed in the Japanese Patent No. 087219571, wherein the frame system consists of the front wheel and the handle and the riding plate - a front frame body, a support body for supporting one of the rear wheels, and a buffer body between each of the front and rear frame bodies; the pair of rear frame bodies respectively include a pivoting body a first shaft on the front frame, a fixing member for arranging the rear wheel, a second rotation between the front frame body and the fixing body (four), and the first secret Solid M4.08534 - the third shaft between the joints; characterized in that: the two ends of each of the second and third shafts are respectively arranged with each of the _ joints, the first woman and the predetermined part of the front frame body The abutting portion is provided with at least a portion of the connecting member having a predetermined length, the connecting member is provided with an adjusting portion and a shaft connecting portion, and the shaft connecting portion has a shaft hole and can be predetermined on the connecting member The amplitude is moved to change the angle between the axis of the shaft hole and the longitudinal direction of the connecting member, the adjustment Between the two sides of the j: (four) square & • the side of the crane, the two wires and three axes are fixed to adjust the distance between each of the shaft holes and the corresponding second and third shafts. distance. There is also a conventional bicycle rear suspension frame structure, such as the bicycle frame with a floating suspension device disclosed in the Japanese Patent No. 95250724, which includes: - a front frame, the front frame An upper tube, a seat tube connected to the rear end of the upper tube, and a five-way tube and a rear frame fixed to the bottom end of the seat tube, the rear frame is provided with a rear upper fork and a rear lower fork. And a rear hook fixed to the upper and lower forks, and characterized in that: an upper connecting rod device is pivotally connected to the middle portion of the seat (4), and the upper connecting rod device is provided. a rear arm that is extended rearwardly and bribedly, the length of the fresh rod is the length of the rear arm, and the end of the rear arm is attached to the front end of the rear upper fork; The lower side of the five-way pipe is disposed _ connected with a lower link device, and the lower link device is provided with a rear arm rod extending through the upper side of the five fresh and a connecting arm that is upwardly disposed, (4) the rod _ part _ is attached to the lower front end 'and the stagnation point is located below the rear side of the five-way pipe; and the forearm rod of the upper link device The shock link of the connecting arm of the lower link device is provided with an upright type shock absorber, and the level of the insertion point of the shock absorber and the upper link device is lower than that of the upper link device. Set the pivot point of the rear arm and the rear upper and the front end. In the above-mentioned structure, the former belongs to the "single-link type" structure, and has a discontinuous seat tube, and the rear fork tube is pivoted at the five-way portion, and the upper fork tube passes through the 7-crack portion.敎 'And · less than the next tube miscellaneous, - shock absorber: the sigh is between the Shangguan and the Lianyu group for its overall configuration, the latter is in the "double-link" structure, which has a pivot on the seat tube On one of the upper link groups, the two sides are respectively connected to the upper and the upper tube and the bribe ^, and the lower link is located near the five-way 1. The two parts of Chen# are respectively dragged under the lower fork tube and the shock absorber, and the shock absorbers are arranged in a vertical direction. [New content] Further analysis of the latter's "double-link" rear suspension frame structure, mainly for the purpose of making the frame sling purely, due to the tested suspension (4) both ends will follow the upper and lower links The synchronous displacement of the device effectively reduces the angle of the change of the shock absorber to a very low value within 2 degrees, which can keep the suspension stroke smooth and smooth, and avoid damage to the shock absorber. However, the lower link of the structure is pivoted in front of the seat tube near the five-way part, so that the rear frame is biased toward the front of the seat tube when subjected to the impact force, rather than the center of gravity of the seat tube. The stability is poor and easy to yaw; on the other hand, the shock absorber is also arranged at a distance from the center of gravity of the seat tube, which cannot be directly absorbed by the impact seat s, so that the buffering efficiency is low; The tube conducts the force of the simple tube structure directly, * can't disperse the impact force or indirectly divide the energy loss', so that all the power transmitted to the seat tube can directly hit the M408534 and ride the rider's buttocks, making it more comfortable. Low 'is also easy to cause county sports injuries. (Technical means for solving the problem) In view of the fact that the bicycle frame structure of the bicycle is disclosed in the present invention, it comprises a front frame group which is enclosed by an upper tube, a lower tube and a tube. Wherein the lower tube-end is connected to the five-way seat, the seat tube-end is provided with a frame seat adjacent to the five-way seat; a rear frame group is composed of a top and a set and a lower fork, and The upper part of the upper group is provided with an upper link group, and the preset part is arranged at the middle position of the seat tube and has a first habitat part extending toward the front frame group direction. The other end of the group is provided with a lower link group, the material end is pierced and dragged in the frame seat, and the second link portion is disposed at a predetermined portion of the middle portion of the lower link group; the upper end of the shock absorber is pivoted thereto a first pivotal portion, the lower phase is coupled to the frame and implanted in the first pivot portion, whereby the lower link set bucking portion and the lower portion of the shock absorber are adjacent to the axis of the seat tube, The design of the frame seat can make the overall rear suspension frame have better center of gravity, green and consume the fresh force of the seat tube, and improve the shock absorber efficiency. The overall structure can be convenient and practical. (Compared with the efficacy of the prior art) The main purpose of the present invention is to provide a bicycle rear suspension frame structure which is connected to the seat tube and has a frame extending directly in a non-tubular shape, and the seat can be indirectly by its complicated structure. The conduction force above and below the tube is dispersed and lost for better ride comfort. 6 M408534 The purpose of this creation is to provide a bicycle after the suspension frame structure 'the lower link group _ set the _ _ Lang, the position closest to the wire axis' can make the rear frame group whirl The towel is heavy on the wire, and the impact force can reduce the furnace condition to improve the stability of the overall frame in the county. The re-creation of the present invention is to provide a bicycle rear suspension frame structure, in which the shock absorber is worn in the frame and the lower point of the reduction is located on the axis of the seat tube. The force of the chain axis k is transmitted to have a better buffering benefit. The purpose of this creation is to provide a bicycle suspension structure after the bicycle, so that the lower link group has a symmetrical frequency of a shape, and the fine vibration ^ below is set in the secret part of the lower link group. When the angular displacement of the front inclined portion of the rear green surface is smaller than the rear inclined portion, the sensitivity of the shock absorber is improved. [Embodiment] First, please refer to the first to fourth figures. The bicycle rear suspension frame structure provided by the present invention mainly comprises: a front frame group (1〇), which is disposed on the front frame. One rear frame group (20) at the rear of the group, and one shock absorber (30) disposed between each of the front and rear frame groups. The front frame group (10) is surrounded by an upper tube (11), a lower tube (12) and a tube (13), wherein one end of the lower tube (12) is connected with a five-way a seat (14); the seat tube (13) is provided adjacent to the five-way seat (14) with a frame seat (15), which is an n-shaped seat extending above the five-way seat (14), and The outer diameter edge of the five-way seat (14) is collectively arranged to form a preset space; the preset portion 7 M4.08534 of the middle portion of the seat tube (丨3) is convexly disposed with an inner edge (H) (1) i); ((5) The two sides of the n-shape are respectively provided with a hollow portion (IK) that can be connected to the space. The rear frame group (20) is composed of the upper-fork group (2) and the lower fork group (22). The upper and lower fork groups (2)) (22) are connected to each other at the same end; the upper fork group (11) is pivotally provided with an upper link group (23) to form a sixth pivot portion (231), and the The upper link group (23) is pivotally disposed on the pivoting edge (131) to form a third pivot portion (232), and is swingable thereon, and the upper link group (23) is pivoted at a predetermined portion thereof. At the pivotal edge (131) and extending toward the front frame group (10), a first pivot portion is provided And 'and the level of the fourth (4) (233) is lower than the third pivot (232); the lower set (22) is provided with the lower link set (10) at the other end, which is relatively symmetrical The second seat body is disposed at one end and pivoted in the frame seat (15) to form a fourth pivot portion (241), and the other end forms a fifth pivot portion with the lower fork group (22) pivoting portion ( 242), respectively, can be oscillated synchronously thereon; the lower link group (24) is a forward inclined portion (244) at a portion where the ^-shaped body extends toward the lower tube (12), and the other side is provided a rear inclined portion (245), a second pivot portion (243) is disposed at a middle portion of the front oblique portion (244), and is located adjacent to the axis (132) of the seat tube 3), and It is known that the second drag portion (243) is closer to the fourth pivot portion (241) and has a considerable distance from the fifth pivot portion (242). The shock absorber (30) has an upper end pivotally disposed on the first pivot portion (233), and a lower portion is disposed in the frame seat (15) and disposed on the second pivot portion (M3). Thereby, the fourth pivot portion (241) of the lower link group (24) and the shock absorber (30) are disposed below the axis of the seat tube (13), and cooperate with the frame seat (15). The design can make the overall rear suspension frame have better center of gravity stability, and the 8 M4.08534 wears the seat tube impact force and improves the shock absorber efficiency. Therefore, the overall structure can be used for convenience and practicality. To further understand the characteristics of this creation, the use of technical means and the expected results, the following is the use of this creation: The composition of this creation is to pre-set the front frame group (1〇) to each of the upper tubes. • (11), the lower pipe (12), the seat pipe (13), the frame seat (15) and the five-way seat (14) are enclosed and fixed, and the rear frame group (20) is provided with each upper fork group (21) and the lower fork group (22) are fixed at one end; the upper link group (23) is pivoted on the pivoting edge (131) to form the third pivot portion (232), and the upper portion a link set (23)-end is pivotally disposed on the upper set (21) to form the sixth plume (231), and the other end extends toward the space enclosed by the front frame set; The lower link set One end is pivoted on the lower group (22) to form the fifth pivot portion (242), and the other end is disposed in two of the frame seats (10), and is pivotally disposed on the frame seat (15) to form the a fourth pivot portion (241); finally, the shock absorber (30) is pivoted at an upper end thereof to an extended end of the upper link group (10) to form the first pivot portion (233)' and the shock absorber (3〇) The lower end is disposed on the front inclined portion (10) of the lower link group (24) to circumscribe the second (four) (243), that is, when the set/end is created in the buffer operation, please refer to the fifth In the figure, when the rear frame group (2〇) is subjected to the impact force from the ground, it will be generated at the same time above and below the rear frame group (10). The two groups are next to the group (10) and the lower group. The rod group (24) is rotated upward with the fourth pivot portion (241) as a fulcrum, and the fifth pivot point (10)) 2 is synchronously swinged appropriately, and the shock is disposed at the front oblique portion (10). (10) and J. The force of the lower gangan group (24)'s lower end starts to produce a linear displacement upward; 9 M408534 The second upper part of the upper fork group (21) moves forward to push the upper link The rod group (23) produces a synchronous rotation, located at the extension end After the first pivot portion (233) is turned downward, the shock absorber (30) is biased by the upper link group (23), and the upper end thereof starts to linearly shift downward, and the shock absorber is at this time. (3〇) is compressed. When the impact force disappears, the shock absorber (30) generates a resilient force, and simultaneously generates two actuations above and below the rear frame group (20): First, the shock absorber (30) is generated below the shock absorber (30). Linearly shifting, and pushing back the front oblique portion (244) to synchronize the lower link group (24) with the fourth pivot portion (241) as a fulcrum to generate a reverse swing, and to make the lower set (22) Synchronous rotation; secondly, the shock absorber (30) generates a linear displacement above it, and pushes back the upper link group (23) to reset, and synchronously rotates the lower fork set (22) back to the shock absorber at this time (30) It is a natural state of unstressed. Referring to the fourth figure, the height h2 of the second pivot portion (232) is higher than the horizontal height hi of the first pivot portion (233) after the creation; the design of the present invention is mainly to make the upper The rotation angle of the connecting rod group (23) is small, that is, the actuation can be generated, so the lower the height of the extended end of the upper connecting rod group (23), the smaller the swinging angle, the sensitivity of the shock absorber (30). The better, on the other hand, the creation of the shock absorber (30) can be used in a smaller size to provide a shock absorber, thereby reducing the weight of the overall rear suspension frame set. Referring to the fourth figure, after the creation, the second sandal portion (243) is the resistance point of the lower link group (24) during the swinging motion, and is away from the fourth pivot portion (241). The fulcrum distance dl is longer than the distance dl from the urging point of the fifth pivot portion (242); under the condition of the fixed urging arm length, when d2 is greater than dl, the resistance of the second pivot portion (243) is referred to The closer the point is to the fulcrum of the fourth pivot portion (241), the earlier the 10 M408534 swing angle, the earlier the resistance point will be actuated, in other words, the closer the second pivot portion (243) is to the fourth pivot The part (241) has a higher sensitivity to actuation. On the other hand, the present design has the lower link group (24) in the shape of a inverted v structure, whereby when the rear frame group (20) is swung, under the condition of the same buffering force, the approach can be further brought closer. The bribe (10) of the fourth _(241) fulcrum has a lower swing displacement angle smaller than the rear inclined portion (245), so that the rear shock absorber (30) is pivoted under the front oblique portion At (244), the sensitivity of the buffer is further improved. The seat tube (13) of the present invention is provided with a frame structure (15) extending directly in a non-tubular shape. The main design is to make the seat tube (13) be guided by both sides of the door frame body when the force is transmitted. The power is dispersed, and the frame (15) of the more complicated shape is further utilized to lose the power transmission, so that better riding comfort can be obtained. Furthermore, since the lower link member is affected by the outer diameter of the seat tube body, the axis of the seat tube cannot be approached, so that the pivot point is deviated from the center of gravity of the seat tube, and the material is generated when the fork is impacted.赫: The frame (15) of the frame is disposed below the axis of the seat tube (13), and the space inside the frame (15) is the portion extending closest to the axis of the seat tube (13). By pivoting one end of the lower link set (24) to the space in the frame (15), the pivotal center of gravity of the lower link set (24) is closest to the axis position of the seat tube (13). Compared with the conventional structure which is located on the side of the seat tube, this design can make the center of gravity of the rear frame group (2〇) more concentrated in the center of gravity of the seat tube (13), which can effectively reduce the impact force. The yaw condition is to improve the stability of the overall frame when riding. The conventional shock absorbers are all offset from the center of gravity of the seat tube axis, and cannot directly withstand the force transmission from the seat tube portion, and can only buffer the swinging force from the connecting rod group; this creation will pivot the M408534 under the shock absorber (30). And on the lower link set (24) located in the frame (丨5), and the second pivot portion (243) is located on the axis (132) of the seat tube (13) to thereby make the shock absorber The lower part of the device (3〇) directly receives the force transmission from the center of gravity of the axis of the seat tube (13), so the shock absorber (3〇) can be used to buffer the upper and lower link groups (23) (24). In addition to the gambling power, it can also directly derive the transmission force from the seat tube (13), so it has better and more practical cushioning benefits. It is worth mentioning that the design of the hollow portion (κι) on both sides of the frame (15) can mainly achieve two functions: first, the frame seat (15) can be lightened; When the shock absorber (3〇) is assembled, the tool can be passed through the hollow portion (151) for clamping, so that it is convenient to assemble and disassemble each of the lower link sets (μ) and the shock absorber ( 30) The effect. Referring to the sixth figure, another embodiment of the present invention is the lower link group (24) which is a single-seat body in which the two ends are connected in a nickname. The mode of operation of this embodiment, and the effect of its appearance, are exactly the same. In the above-mentioned "The structure of the bicycle rear suspension frame" disclosed in the above-mentioned creation, the system provides - with dispersion and _ fresh material strength, the material can reduce the yaw, and after the shock H-degree and cushioning benefit The suspension frame is provided with a frame below the seat tube and the lower and lower links (4) of each ride (four) are placed in the frame to make it close to the axis of the seat tube and make the lower link The group has an a-shaped design, so that the displacement of the slanting slant is smaller than that of the rear slanting part, and the sling-sturdy combination of the bicycle and the rear suspension of the bicycle is ensured. Benefits' and its structure has not been seen in books or publicly used. The requirements for a new type of patent application, please ask the fishing bureau Mingjian, as soon as possible to grant special attention to the pray.舄Chen Ming, the above is the specific embodiment of the creation and the technical principle of the application. If the changes made according to the concept of this creation, the functional role produced by it does not exceed the spirit of the manual and the @式盖, should be within the scope of this creation, combined with Chen Ming. M408534 [Simple description of the diagram] The first picture is a three-dimensional appearance of the abstract. The second figure is the three-dimensional appearance circle 2 of the creation-preferred embodiment. The third picture is a three-dimensional decomposition diagram of the supplementary-better compensation. The fourth picture is the plane configuration diagram of the creation-best compensation. The fifth diagram is a diagram of the actuation state of the creation-preferred embodiment. The sixth drawing is an exploded view of the other embodiment. [Main component symbol description] [This creation] The front frame of the front frame of the lower tube seat pipe pivot joint axis five-way seat frame hollow part \ly νλ-y \ly 1 2 \»/ \ly 01233345 lx 1 X ΙΑ XIV Γν Γν Γ' /ι\ χί\ c' /ι\ Rear frame group upper fork group and upper link group sixth pivot third arm first arm lower link fourth arm fifth The second pivot of the pivot is the front oblique part of the slant _ shock absorber \1/ \ly Xu / \) χ \ly X), χ) κ \) y ) Ν) / Ν) / ΧΛ 7 12 3 xly 12 3 4 5 xiy 01233334444440 22222222222223 Γν Γν Γν /V χ(\ /IV χ(\ Γν /fv Γν /IV χίν χίιν Γν