TWM458367U - Bicycle inertia traction mechanism - Google Patents
Bicycle inertia traction mechanism Download PDFInfo
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- TWM458367U TWM458367U TW102205588U TW102205588U TWM458367U TW M458367 U TWM458367 U TW M458367U TW 102205588 U TW102205588 U TW 102205588U TW 102205588 U TW102205588 U TW 102205588U TW M458367 U TWM458367 U TW M458367U
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Description
本創作係有關於一種自行車，尤指一種自行車的慣性牽引機構。This creation is about a bicycle, especially an inertial traction mechanism for a bicycle.
習知自行車的前叉構件係自手把立桿延伸成型，然而為提升使用者騎乘自行車時的舒適感，故通常於手把立桿與前叉構件之間安裝有一避震器，但如更換避震效果較佳且行程較長的避震器，則必須縮短手把立桿或前叉構件的長度，因此如在不改變縮短手把立桿或前叉構件的狀況下，會使避震器設計空間受限；另外，由於習知避震器通常係以彈簧式避震器為主，且避震器係直接固定於手把立桿與前叉構件之間，除了更換不易的缺點外，其亦不易做阻尼的變化，使之避震效果不佳。The front fork member of the conventional bicycle is extended from the hand lever. However, in order to improve the comfort of the user when riding the bicycle, a shock absorber is usually installed between the handlebar and the front fork member, but If the shock absorber with better suspension effect and longer stroke is replaced, the length of the handlebar or the front fork member must be shortened, so if the handlebar or the front fork member is shortened without changing, the avoidance will be avoided. The design space of the shock absorber is limited; in addition, since the conventional shock absorbers are usually spring-loaded shock absorbers, and the shock absorbers are directly fixed between the handlebars and the front fork members, except for the disadvantages of replacement. In addition, it is not easy to make a change in damping, so that the shock absorber effect is not good.
再者，由於自行車從靜止狀態啟動時或從行駛的狀態煞車停止時，使用者會因慣性力的作用下向後或向前傾倒，而造成使用者的不舒適感。Furthermore, since the bicycle is tilted backward or forward due to the inertial force when the bicycle is started from a stationary state or when the vehicle is stopped from the running state, the user feels uncomfortable.
此外，由於自行車的前叉構件係固定於手把立桿的端部，故無法作對前叉構件與水平線之間的角度作調整，使之專門為爬坡設計的自行車於下坡時，手把立桿容易任意晃動，而造成自行車無法穩定行駛的狀況，而於專門為下坡設計的自行車於上坡時，會因手把立桿的操作性不佳，而使之不易爬坡，造成使用者耗費過多的力氣。In addition, since the front fork member of the bicycle is fixed to the end of the handlebar of the handlebar, the angle between the front fork member and the horizontal line cannot be adjusted, so that the bicycle designed for the hill climbing is downhill, the handlebar The pole is easy to sway at will, and the bicycle cannot be stably driven. However, when the bicycle designed for downhill is on the uphill slope, the handleability of the handlebar is not good, which makes it difficult to climb the slope, resulting in the use. It takes too much effort.
本創作之一目的，在於提供一種自行車的慣性牽引機構，其係利用基部與直桿段樞接，使之自行車可因應行駛路面的狀況自行調整基部與水平線之間的夾角角度，以達到提升自行車操作性的效果。One of the aims of the present invention is to provide an inertial traction mechanism for a bicycle, which is pivoted by a base and a straight rod section, so that the bicycle can adjust the angle between the base and the horizontal line according to the condition of the road surface to improve the bicycle. Operational effect.
為了達成上述之目的，本創作係提供一種自行車的慣性牽引機構，包括一手把立桿、一手把立桿及一避震構件；該手把立桿包含有一直桿段及自該直桿段端部延伸且彼此偏心配設的一延伸段；該前叉構件包含一基部及自該基部延伸成型且相互平行的一對叉骨，該基部與該直桿段樞接且之間形成有一間隔空間；該避震構件配置於該間隔空間內，該避震構件的兩端分別跨接延伸段及該基部。In order to achieve the above object, the present invention provides an inertial traction mechanism for a bicycle, comprising a handlebar, a handlebar and a suspension member; the handlebar includes a straight section and a straight section An extension portion extending and eccentrically disposed with each other; the front fork member includes a base portion and a pair of wishbone extending from the base portion and parallel to each other, the base portion being pivotally connected to the straight rod portion and forming a space therebetween The shock absorbing member is disposed in the spacing space, and two ends of the suspension member respectively bridge the extension portion and the base portion.
本創作還具有以下功效，第一點，可利用避震構件的避震器以緩衝人體相對於自行車的慣性力，以提升使用者的舒適性及降低自行車本身的損耗；第二點，可於不改變手把立桿的長度的情形下，可更換避震行程較長的避震器，以提升其避震的效果；第三點，可利用六角扳手嵌入基座的多邊形凹槽內，透過轉動六角扳手以帶動第三連接桿相對於第一連接桿轉動，以調整前叉偏位量而達到對夾角進行微調的效果，使自行車於不同的路況中，依然可發揮較佳的操性性能及安全性。The creation also has the following effects. First, the shock absorber of the suspension member can be used to buffer the inertial force of the human body relative to the bicycle, thereby improving the comfort of the user and reducing the loss of the bicycle itself; the second point is that If the length of the handlebar is not changed, the shock absorber with a long suspension stroke can be replaced to enhance the shock absorber effect; the third point can be inserted into the polygonal groove of the base through the hex wrench. Rotating the hex wrench to drive the third connecting rod to rotate relative to the first connecting rod to adjust the amount of deviation of the front fork to achieve fine adjustment of the angle, so that the bicycle can still exert better performance in different road conditions. And security.
1‧‧‧慣性牽引機構
10‧‧‧手把立桿
11‧‧‧直桿段
12‧‧‧延伸段
121‧‧‧穿孔
1211‧‧‧頂靠部
1212‧‧‧接合部
13‧‧‧樞接段
14‧‧‧手把
20‧‧‧前叉構件
21‧‧‧基部
211‧‧‧開口槽
22‧‧‧叉骨
23‧‧‧邊牆
24‧‧‧凹槽
25‧‧‧間隔空間
30‧‧‧避震構件
31‧‧‧避震器
311‧‧‧外套管
312‧‧‧伸縮桿
32‧‧‧第一連接桿
321‧‧‧外螺紋
33‧‧‧第二連接桿
34‧‧‧第三連接桿
341‧‧‧基座
3411‧‧‧多邊形凹槽
342‧‧‧穿接段
3421‧‧‧內螺紋
35‧‧‧自潤襯套
351‧‧‧凸緣
36‧‧‧軸承座
361‧‧‧貫穿孔
37‧‧‧球型軸承
9‧‧‧自行車
91‧‧‧前輪
92‧‧‧車體
L‧‧‧水平線
θ1‧‧‧夾角1‧‧‧Inertial traction mechanism
10‧‧‧Hand lever
11‧‧‧ Straight section
12‧‧‧Extension
121‧‧‧Perforation
1211‧‧‧Top part
1212‧‧‧ joint
13‧‧‧ pivotal section
14‧‧‧handle
20‧‧‧ Front fork components
21‧‧‧ base
211‧‧‧Open slot
22‧‧‧ Wishbone
23‧‧‧ Side wall
24‧‧‧ Groove
25‧‧‧Interval space
30‧‧‧Shock components
31‧‧‧ Shock absorbers
311‧‧‧Outer casing
312‧‧‧ Telescopic rod
32‧‧‧First connecting rod
321‧‧‧ external thread
33‧‧‧Second connecting rod
34‧‧‧third connecting rod
341‧‧‧Base
3411‧‧‧Polygonal grooves
342‧‧‧wearing section
3421‧‧‧ internal thread
35‧‧‧Self-wetting bushing
351‧‧‧Flange
36‧‧‧ bearing housing
361‧‧‧through holes
37‧‧‧Ball bearings
9‧‧‧Bicycle
91‧‧‧ front wheel
92‧‧‧ body
L‧‧‧ horizontal line θ1‧‧‧ angle
第一圖係本創作之自行車示意圖。The first picture is a schematic diagram of the bicycle of this creation.
第二圖係本創作之立體示意圖。The second picture is a three-dimensional diagram of the creation.
第三圖係本創作之剖面組合圖。The third picture is a combination of the sections of the creation.
第四圖係本創作之避震構件示意圖。The fourth picture is a schematic diagram of the suspension member of the present creation.
第五圖係本創作之使用狀態圖(一)。The fifth picture is the use state diagram of this creation (1).
第六圖係本創作之使用狀態圖(二)。The sixth picture is the use state diagram of this creation (2).
有關本創作之詳細說明及技術內容，配合圖式說明如下，然而所附圖式僅提供參考與說明用，並非用來對本創作加以限制者。The detailed description and technical content of the present invention are described below with reference to the drawings, but the drawings are only for reference and explanation, and are not intended to limit the creation.
請參照第一圖所示，係為本創作之自行車示意圖，本創作係提供一種自行車9的慣性牽引機構1，主要包括一手把立桿10、一前叉構件20及一避震構件30。
Please refer to the first figure, which is a bicycle schematic diagram of the present invention. The present invention provides an inertial traction mechanism 1 for a bicycle 9, which mainly includes a handlebar 10, a front fork member 20 and a suspension member 30.
請參照第二至四圖所示，係分別為本創作之立體示意圖、剖面組合圖及避震構件示意圖，手把立桿10包含有一直桿段11、一延伸段12及一樞接段13，延伸段12自直桿段11的端部延伸成型且與直桿段11彼此呈偏心配設，延伸段12開設有一穿孔121，穿孔121具有一頂靠部1211及位於頂靠部1211內側的一接合部1212；樞接段13自直桿段11及延伸段12交接處延伸成型，有直桿段11遠離樞接段的一側設有一手把14。
Please refer to the second to fourth figures, which are respectively a schematic view of the creation, a sectional combination diagram and a schematic diagram of the suspension member. The handlebar 10 includes a straight section 11, an extension 12 and a pivotal section 13. The extension 12 is formed from the end of the straight section 11 and is disposed eccentrically with the straight section 11 . The extension 12 defines a through hole 121 . The through hole 121 has an abutting portion 1211 and an inner side of the abutting portion 1211 . An engaging portion 1212; the pivoting portion 13 is extended from the intersection of the straight rod segment 11 and the extending portion 12, and a handle 14 is disposed on a side of the straight rod portion 11 away from the pivoting portion.
前叉構件20包含一基部21、一對叉骨22及一對邊牆23，該對叉骨22分別自基部21的一端部延伸成型，且該對叉骨22係為相互平行；基部21遠離該對叉骨22的一端部延伸有一對邊牆23，該對邊牆23之間形成有一凹槽24，手把立桿10的樞接段13配置於前叉構件20的凹槽24內且與前叉構件20的該對邊牆23樞接，使之手把立桿10的樞接段透過與前叉構件20的該對邊牆23樞接而與前叉構件20的基部21樞接，手把立桿10的直桿段10與前叉構件20的基部21之間形成有一間隔空間25；基部21鄰近該對叉骨22的一側開設有一開口槽211，且基部21與水平線L之間形成有一夾角θ1；該對叉骨22遠離基部的一端連接自行車9之前輪91。
The front fork member 20 includes a base portion 21, a pair of wishbones 22, and a pair of side walls 23 respectively formed from one end portion of the base portion 21, and the pair of wishbones 22 are parallel to each other; the base portion 21 is away from the base portion 21 A pair of side walls 23 are formed at one end of the pair of wishbone 22, and a groove 24 is formed between the pair of side walls 23, and the pivoting section 13 of the handlebar 10 is disposed in the recess 24 of the front fork member 20 and The pair of side walls 23 of the front fork member 20 are pivotally connected to pivotally connect the pivoting sections of the handlebars 10 to the pair of side walls 23 of the front fork member 20 to be pivotally connected to the base portion 21 of the front fork member 20. A spacing space 25 is formed between the straight section 10 of the handlebar 10 and the base 21 of the front fork member 20; an opening groove 211 is defined in a side of the base 21 adjacent to the pair of wishbone 22, and the base 21 and the horizontal line L An angle θ1 is formed therebetween; the end of the pair of wishbone 22 away from the base is coupled to the front wheel 91 of the bicycle 9.
避震構件30配置於手把立桿10的直桿段11與前叉構件20的基部21之間所形成的間隔空間25內，且避震構件30的兩端分別跨接手把立桿10的延伸段21及前叉構件20的基部21，且避震構件30與前叉構件20的基部21近似互為垂直；避震構件30包含一避震器31、一第一連接桿32、一第二連接桿33、一第三連接桿34、一自潤襯套35、一軸承座36及一球型軸承37；
The suspension member 30 is disposed in the space 25 formed between the straight section 11 of the handlebar 10 and the base 21 of the front fork member 20, and the two ends of the suspension member 30 respectively bridge the handlebar 10 The base portion 21 of the front fork member 20 is extended, and the base member 21 of the front fork member 20 is approximately perpendicular to each other; the shock absorber member 30 includes a shock absorber 31, a first connecting rod 32, and a first a connecting rod 33, a third connecting rod 34, a self-lubricating bushing 35, a bearing seat 36 and a ball bearing 37;
避震器31可為彈簧式、油壓式或氣壓式…等避震器，但不在此限，避震器31通常會具有一外套管311及一伸縮桿312，伸縮桿312穿接於外套管311內且相對於外套管311伸縮。
The shock absorber 31 can be a shock absorber such as a spring type, a hydraulic type or a pneumatic type, but not limited thereto, the shock absorber 31 usually has an outer sleeve 311 and a telescopic rod 312, and the telescopic rod 312 is connected to the outer sleeve. The tube 311 is telescoped with respect to the outer sleeve 311.
第一連接桿32自避震器31的外套管311遠離伸縮桿312的一端延伸成型，第一連接桿32的外表面成型有一外螺紋321；
The first connecting rod 32 is extended from the outer sleeve 311 of the shock absorber 31 away from the end of the telescopic rod 312, the outer surface of the first connecting rod 32 is formed with an external thread 321;
第二連接桿33自避震器31的伸縮桿312遠離外套管311的一端延伸成型；
The second connecting rod 33 is extended from the end of the telescopic rod 312 of the shock absorber 31 away from the outer sleeve 311;
第三連接桿34包含一基座341及自基座一端延伸成型的一穿接段342，基座341遠離該穿接段342的一端面開設有一多邊形凹槽3411，多邊形凹槽3411係為一六邊形凹槽；穿接段342遠離基座341的一端部設有一內螺紋3421，第一連接桿32係透過外螺紋321與內螺紋3421相互螺接而與第一連接桿32連接；第三連接桿34樞接延伸段12的穿孔121，且第三連接桿34的基座341位於穿孔121的頂靠部1211內，穿接段342鄰近基座341的一側部分位於穿孔121的接合部1212內，其中第一連接桿32係透過與第三連接桿34連接而與延伸段12樞接。
The third connecting rod 34 includes a base 341 and a connecting portion 342 extending from one end of the base. The base 341 defines a polygonal recess 3411 away from an end surface of the connecting portion 342. The polygonal recess 3411 is a a hexagonal groove; an end portion of the through portion 342 away from the base 341 is provided with an internal thread 3421, and the first connecting rod 32 is screwed to the first connecting rod 32 through the external thread 321 and the internal thread 3421. The three connecting rods 34 are pivotally connected to the through holes 121 of the extending section 12, and the base 341 of the third connecting rod 34 is located in the abutting portion 1211 of the through hole 121, and the side of the connecting portion 342 adjacent to the base 341 is located at the joint of the through holes 121. In the portion 1212, the first connecting rod 32 is pivotally connected to the extending portion 12 by being connected to the third connecting rod 34.
自潤襯套35固定於延伸段12的穿孔121內且套設於第三連接桿34的穿接段342外部；自潤襯套35鄰近基座341的一端緣成型有一凸緣351，凸緣351位於穿孔的頂靠部1211內，而基座341鄰近穿接段342的一端面抵制凸緣351遠離穿接段342的端面。
The self-lubricating bushing 35 is fixed in the through hole 121 of the extending portion 12 and sleeved on the outside of the connecting portion 342 of the third connecting rod 34; the self-lubricating bushing 35 is formed with a flange 351 adjacent to the one end edge of the base 341, and the flange The 351 is located in the abutting portion 1211 of the perforation, and the end surface of the base 341 adjacent to the through portion 342 resists the end surface of the flange 351 away from the connecting portion 342.
軸承座36固定於基部21的開口槽211內，軸承座36設有與球型軸承37相對應形狀的一貫穿孔361，貫穿孔361的內表面係呈一凹弧狀。
The bearing housing 36 is fixed in the opening groove 211 of the base portion 21. The bearing housing 36 is provided with a continuous through hole 361 having a shape corresponding to the ball bearing 37, and the inner surface of the through hole 361 has a concave arc shape.
球型軸承37套固於第二連接桿33的外部，球型軸承37樞接於軸承座36的貫穿孔361內，使之第二連接桿33係透過球型軸承37樞接軸承座36而與前叉構件20的基部21樞接。
The ball bearing 37 is sleeved on the outside of the second connecting rod 33. The ball bearing 37 is pivotally connected to the through hole 361 of the bearing seat 36, so that the second connecting rod 33 is pivotally connected to the bearing housing 36 through the ball bearing 37. It is pivotally connected to the base 21 of the front fork member 20.
請參照第五圖所示，係為本創作之使用狀態圖(一)，其中透過前叉構件20的基部21與手把立桿10的樞接段13樞接的設計，故當使用者騎乘自行車9於坡地下坡時，其路面的反作用力可使自行車9的前輪91往車體92的方向移動，進而帶動前叉構件20相對於手把立桿10的樞接段13樞轉，且係往遠離路面的方向樞轉，而使基部21與水平線L之間所形成的夾角θ1之角度接近65∘，使之較不易利用手把14將自行車9轉向，以避免自行車9於下坡時，手把立桿10帶動前叉構件20及前輪91任意轉動，以達提高在高速行駛的穩定度，進而提高使用者的使用安全效果。
Please refer to the fifth figure, which is a use state diagram (1) of the present invention, in which the design of the pivotal section 13 of the handlebar 10 is pivoted through the base 21 of the front fork member 20, so that the user rides When the bicycle 9 is on the slope of the slope, the reaction force of the road surface can move the front wheel 91 of the bicycle 9 in the direction of the vehicle body 92, thereby driving the front fork member 20 to pivot relative to the pivoting portion 13 of the handlebar 10 And pivoting away from the road surface, the angle θ1 formed between the base 21 and the horizontal line L is close to 65 ∘, making it less difficult to use the handle 14 to turn the bicycle 9 to avoid the bicycle 9 descending downhill. When the handlebar 10 is used, the front fork member 20 and the front wheel 91 are arbitrarily rotated to improve the stability at high speed, thereby improving the user's safety effect.
請參照第六圖所示，係為本創作之使用狀態圖(二)，其中當使用者騎乘自行車9於坡地上坡時，其上坡路面的反作用力比下坡時的反作用力小，故不足以使前輪91往車體92的方向移動，故自行車9於爬坡時，其前叉構件20較不會相對於手把立桿10的樞接段13樞轉，而使之基部21與水平線L之間所形成的夾角θ1之角度接近71∘，藉此使用者可輕易的利用把手14帶動前叉構件20及前輪91轉動，以達到可快速轉向的效果，進而提高自行車的爬坡能力，且亦可節省使用者於爬坡時對自行車9的作用力。
Please refer to the sixth figure, which is the use state diagram (2) of the creation. When the user rides the bicycle 9 on the slope uphill, the reaction force of the uphill road surface is smaller than the reaction force when going downhill. It is not enough to move the front wheel 91 in the direction of the vehicle body 92. Therefore, when the bicycle 9 is climbing, the front fork member 20 is less pivoted relative to the pivoting portion 13 of the handlebar 10, so that the base portion 21 is The angle θ1 formed between the horizontal lines L is close to 71 ∘, so that the user can easily use the handle 14 to drive the front fork member 20 and the front wheel 91 to rotate, so as to achieve the effect of quick steering, thereby improving the climbing ability of the bicycle. Moreover, the user's force on the bicycle 9 when climbing the slope can also be saved.
如上所述，可透過前叉構件20的基部21與手把立桿10的樞接段13樞接的設計，使自行車9於爬坡或下坡時達到自行調整基部21與水平線L之間所形成的夾角θ1的角度的功效，使之自行車9可因應各種路況而調整出最佳的夾角θ1之角度，進而提升自行車9的操作性及安全性。
As described above, the design of the base portion 21 of the front fork member 20 pivotally connected to the pivoting portion 13 of the handlebar 10 allows the bicycle 9 to reach between the self-adjusting base 21 and the horizontal line L when climbing or downhill. The effect of the angle formed by the angle θ1 is such that the bicycle 9 can adjust the angle of the optimum angle θ1 according to various road conditions, thereby improving the operability and safety of the bicycle 9.
再者，可藉由避震構件30配置於手把立桿10的直桿段11與前叉構件20的基部21之間所形成的間隔空間25內，且避震構件30係橫跨樞接手把立桿10的延伸段12及前叉構件20的基部21，使之可利用避震構件30的避震器31以緩衝人體相對於自行車9的慣性力，以於自行車9從靜止啟動時，減緩使用者往自行車9行駛方向相反的方向傾倒之狀況；同理，亦可於行駛中的自行車9煞車時，減緩使用者朝自行車9行駛方向傾倒的狀況；藉此使避震構件30除了避震31的效果之外，還可提高使用者於使用自行車9時的舒適感，亦可降低自行車9本身的損耗；另外，可於不改變手把立桿10的長度的情形下，易於更換避震行程較長的避震器31，以提升其避震的效果；此外，還可根據使用者的需求及喜好更換不同類型的避震器31，如液壓式或氣壓式…等。
Furthermore, the suspension member 30 can be disposed in the space 25 formed between the straight section 11 of the handlebar 10 and the base 21 of the front fork member 20, and the suspension member 30 spans the pivotal hand. The extension portion 12 of the upright 10 and the base portion 21 of the front fork member 20 are made available to utilize the shock absorber 31 of the suspension member 30 to cushion the inertial force of the human body relative to the bicycle 9, so that when the bicycle 9 is started from a standstill, The situation in which the user dumps in the opposite direction of the direction of the bicycle 9 is alleviated; similarly, the situation in which the user is tilted toward the direction of the bicycle 9 can be slowed down when the bicycle is in the vehicle 9; thereby the suspension member 30 is avoided. In addition to the effect of the earthquake 31, the user's comfort when using the bicycle 9 can be improved, and the loss of the bicycle 9 itself can be reduced. In addition, the length of the handlebar 10 can be easily changed without changing the length of the handlebar 10 The shock absorber 31 with a long stroke is used to enhance the shock absorber effect; in addition, different types of shock absorbers 31, such as hydraulic or pneumatic type, can be replaced according to the needs and preferences of the user.
可利用六角扳手嵌入基座341的多邊形凹槽3411內，以透過轉動六角扳手以帶動第三連接桿34相對於第一連接桿32轉動，使之於不影響避震器31伸縮行程的狀況下，以調整避震構件30的長度之效果，進而調整基部21與延伸段12之間的距離，使之達到調整前叉偏位量(Offset)的效果，藉此可經由調整前叉偏位量(Offset)而達到對夾角θ1進行微調的效果，令使用者可於不同的路狀微量調整前叉偏位量(Offset)及夾角θ1的角度，以使自行車9於不同的路況中，依然可發揮較佳的操性性能及安全性。
The hex wrench can be inserted into the polygonal groove 3411 of the base 341 to rotate the hex wrench to drive the third connecting rod 34 to rotate relative to the first connecting rod 32 so as not to affect the expansion stroke of the shock absorber 31. In order to adjust the effect of the length of the suspension member 30, the distance between the base portion 21 and the extension portion 12 is adjusted to achieve the effect of adjusting the amount of offset of the front fork, thereby adjusting the amount of deflection of the front fork. (Offset) achieves the effect of fine-tuning the angle θ1, so that the user can adjust the angle of the front fork offset (Offset) and the angle θ1 in different road directions so that the bicycle 9 can still be in different road conditions. Give better performance and safety.
綜上所述，當知本創作之自行車的慣性牽引機構已具有產業利用性、新穎性與進步性，又本創作之構造亦未曾見於同類產品及公開使用，完全符合新型專利申請要件，爰依專利法提出申請。
In summary, when the inertial traction mechanism of the bike of Zhiben has been industrially utilized, novel and progressive, and the structure of the creation has not been seen in similar products and public use, fully comply with the requirements of new patent applications, and convert The patent law applies.
1‧‧‧慣性牽引機構 1‧‧‧Inertial traction mechanism
10‧‧‧手把立桿 10‧‧‧Hand lever
11‧‧‧直桿段 11‧‧‧ Straight section
12‧‧‧延伸段 12‧‧‧Extension
121‧‧‧穿孔 121‧‧‧Perforation
1211‧‧‧頂靠部 1211‧‧‧Top part
1212‧‧‧接合部 1212‧‧‧ joint
13‧‧‧樞接段 13‧‧‧ pivotal section
20‧‧‧前叉構件 20‧‧‧ Front fork components
21‧‧‧基部 21‧‧‧ base
211‧‧‧開口槽 211‧‧‧Open slot
23‧‧‧邊牆 23‧‧‧ Side wall
24‧‧‧凹槽 24‧‧‧ Groove
25‧‧‧間隔空間 25‧‧‧Interval space
30‧‧‧避震構件 30‧‧‧Shock components
31‧‧‧避震器 31‧‧‧ Shock absorbers
311‧‧‧外套管 311‧‧‧Outer casing
312‧‧‧伸縮桿 312‧‧‧ Telescopic rod
32‧‧‧第一連接桿 32‧‧‧First connecting rod
321‧‧‧外螺紋 321‧‧‧ external thread
33‧‧‧第二連接桿 33‧‧‧Second connecting rod
34‧‧‧第三連接桿 34‧‧‧third connecting rod
341‧‧‧基座 341‧‧‧Base
3411‧‧‧多邊形凹槽 3411‧‧‧Polygonal grooves
342‧‧‧穿接段 342‧‧‧wearing section
3421‧‧‧內螺紋 3421‧‧‧ internal thread
35‧‧‧自潤襯套 35‧‧‧Self-wetting bushing
351‧‧‧凸緣 351‧‧‧Flange
36‧‧‧軸承座 36‧‧‧ bearing housing
37‧‧‧球型軸承 37‧‧‧Ball bearings
Claims (13)
一手把立桿，包含有一直桿段及自該直桿段端部延伸且彼此偏心配設的一延伸段；
一前叉構件，包含一基部及自該基部延伸成型且相互平行的一對叉骨，該基部與該直桿段樞接且之間形成有一間隔空間；以及
一避震構件，配置於該間隔空間內，該避震構件的兩端分別跨接該延伸段及該基部。An inertial traction mechanism for a bicycle, comprising:
a lever, comprising a straight rod segment and an extension extending from the end of the straight rod segment and eccentrically disposed with each other;
a front fork member comprising a base portion and a pair of wishbone extending from the base portion and parallel to each other, the base portion being pivotally connected to the straight rod portion and having a space formed therebetween; and a shock absorbing member disposed at the interval In the space, the two ends of the suspension member respectively bridge the extension and the base.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| TW102205588U TWM458367U (en) | 2013-03-26 | 2013-03-26 | Bicycle inertia traction mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| TW102205588U TWM458367U (en) | 2013-03-26 | 2013-03-26 | Bicycle inertia traction mechanism |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| TWM458367U true TWM458367U (en) | 2013-08-01 |
Family
ID=49479987
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| TW102205588U TWM458367U (en) | 2013-03-26 | 2013-03-26 | Bicycle inertia traction mechanism |
Country Status (1)
| Country | Link |
|---|---|
| TW (1) | TWM458367U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| TWI610843B (en) * | 2016-09-23 | 2018-01-11 | Lin Rong De | Front-wheel bicycle |
-
2013
- 2013-03-26 TW TW102205588U patent/TWM458367U/en not_active IP Right Cessation
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| TWI610843B (en) * | 2016-09-23 | 2018-01-11 | Lin Rong De | Front-wheel bicycle |
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