1291426 九、發明說明： 【發明所屬之技術領域】 特別是指一種具有後懸 本發明是有關於一種自行車 吊避震的自行車。 【先前技術】 身又具有避震功能的自行車車举 &曰4σ ^ u七 平半木，其性能指標為踩踏 月匕置扣失、煞車影響避震作動、 t辰卜勒避展作動順暢度（舒適度）1291426 IX. Description of the invention: [Technical field to which the invention pertains] In particular, the invention relates to a bicycle having a rear suspension. The invention relates to a bicycle suspension shock absorber. [Prior Art] The bicycle with the shock absorber function and the 曰4σ ^ u Qiping half-wood, its performance indicators are the pedaling of the moon, the impact of the brakes, the movement of the brakes, and the smooth movement of the t-bübler Degree (comfort)
、避震作動造成之踏板回踢（即Kiekbaek:避震作動時， 鏈“長度變化造成曲柄及踏板受到向後拉伸之力量，造成 騎乘者不舒適的感覺）。 其中’煞車影響避震器之作動現象·· 在煞車如’如圖1所示： ^Mpf = 〇The pedal kickback caused by the suspension action (ie Kiekbaek: when the suspension is actuated, the chain length changes cause the crank and the pedal to be stretched backwards, causing the rider to feel uncomfortable). Among them, the brake impact absorber The action phenomenon ·· In the car like ' as shown in Figure 1: ^Mpf = 〇
Frx (a+b ) = mgxbFrx (a+b ) = mgxb
F b a + b mgF b a + b mg
後煞車時，如圖2所示·： Σ尽=〇，ma=FR，xp ^Mpf = 〇 niaxh+FR?x (a+b) =mgxb Fr’>^x1i+Fr’x (a+b) =mgxb r R — --~mg a+b+μχΗ 合力作用線角度，如圖3所示·· 1291426 tan θ = fr - fr， ΐαηθ b ci + b xmg- b a + bijxxh xmg Βχμ xmg a + b + μχ/ί-a-b tan0= (a + b)x(a + b + μxh) μ a+b+μχΗ tan0 =-When braking, as shown in Figure 2: Σ exhaust = 〇, ma = FR, xp ^ Mpf = 〇niaxh + FR? x (a + b) = mgxb Fr' > ^ x1i + Fr'x (a + b) =mgxb r R — --~mg a+b+μχΗ The angle of action of the force line, as shown in Figure 3. · 1291426 tan θ = fr - fr, ΐαηθ b ci + b xmg- ba + bijxxh xmg Βχμ xmg a + b + μχ/ί-ab tan0= (a + b)x(a + b + μxh) μ a+b+μχΗ tan0 =-
a + ba + b
_h_ wb{wheel base) 一般狀況，h約等於wb，由此可知，此合力作用線與 水平線的夹角約45。，在設計上可考慮範圍為45。土 15。。 對後懸吊系統為單搖臂或後輪溝爪接在下叉且下叉與 前三角架體以單一轉軸相接之四連桿機構時，後懸吊系統_h_ wb{wheel base) In general, h is approximately equal to wb, and it can be seen that the angle of action of this resultant force line with the horizontal line is about 45. The design can be considered to be in the range of 45. Earth 15. . The rear suspension system is a four-bar linkage mechanism in which the rear suspension system is a single rocker arm or a rear wheel groove claw connected to the lower fork and the lower fork and the front tripod body are connected by a single rotating shaft.
的主轉點大部份落在合力作用線附近，後煞車時避震器不 易受到影響。 對於其❿四連桿機才冓，必須考慮後三角架體相對於前 三角架體之瞬時中心（Instant Center) @位置。此瞬時中心 位於下叉或下連桿前後轉點連線與±連桿轉點連線之交點 ，瞬時中心越接近合力作用線影響避震器的作動就越少。‘’ No sag settmg為在避震器施以一預壓，該預壓近似於 騎乘者體重施予避震器之壓力’使騎乘者坐在座墊避 震器不會壓縮。 ^ 6 1291426Most of the main turning points fall near the joint force line, and the shock absorbers are not easily affected when the vehicle is braked. For its four-bar linkage, the Instant Center @ position of the rear tripod relative to the front tripod must be considered. The instantaneous center is located at the intersection of the connecting line of the lower fork or the lower connecting rod and the connecting point of the ± connecting point. The closer the instantaneous center is to the resultant force line, the less the action of the shock absorber is. ‘’ No sag settmg is a preload applied to the shock absorber that approximates the pressure applied to the shock absorber by the rider's weight. The rider is seated in the seat cushion and does not compress. ^ 6 1291426
Weight transit effect指的是騎乘者坐與站立姿勢造 重心的移動’造成施予避震器的力量有所差異的情形。— 般而言，坐姿與站立所造成重心的水平移動，則重心對 避震器轉點的力臂的長短有所改變，造成避震器壓縮量的 改.交，另外，站立踩踏時除了重心會上下移動外，腳 踏板也會施力不均。 士於 而避震車架常應用之單搖臂（C—r)機構，例如 _專利第4039200號案，其為了使踩踏能量損失減少， 大多將-後三角架體相對於一前三角車架體的主轉點設+十 在前齒盤組與鏈條相接處附近（若前齒盤組為三片式齒盤 ，則主轉點設在中片和小片之間與鏈條相接處，若前齒： 組為二片式齒盤，則主轉點設在小片與鍵條相接處，若: 齒盤組為單片式窗盤，則主轉點設在該片齒盤與鏈條相接 處）。此方法確實可降低踩踏能量損失，但會造成較大之踏 板回踢，尤其是在長行程之避震車架上更明顯。為了減少 鲁踏板回踢之現象，必須降低主轉點高度，但如此—來又备 增加踩踏能量的損失，無法兩全其美。在此系統之下，: 騎乘，站立踩踏時，避震器隨著騎乘者施力大小而改變壓 縮狀恶，故無法減少站立踩踏的能量損失。 現有的後懸吊糸統亦都有類似的問題，其中·· 吳國專利第5899480號案的後懸吊系統是藉一四連桿 機構’因勾爪附近之兩轉點相當接近，造成其後輪中心軌 :之旋轉中心（VirtualPivotP〇int，簡稱vpp)約在下叉前 端樞轉點的稍後方’因此與前述單搖臂機構無太大差異， 1291426 踩：能量損失與踏板回踢形成因素決定於下叉前端樞轉點 的冋低位置，仍無法兩全其美。且其後輪中心、相對於 角的瞬時中心低於後輪煞車時的合力作料，操作後^ =此合力會拉伸後避震器’而影響避震器的作動情:明 美國專利第6386568 B1帛，其後輪中心軌跡之旋轉中 心（VPP)位置相當高’使得任何情況踩踏力量對避震The weight transit effect refers to the situation in which the rider sits and stands in a position to make the movement of the center of gravity a difference in the force of the shock absorber. - In general, the horizontal movement of the center of gravity caused by the sitting position and the standing, the center of gravity changes the length of the arm of the shock point, causing the compression of the shock absorber to be changed, and in addition to the center of gravity when standing on the pedal When you move up and down, the pedals will also be unevenly applied. Single rocker (C-r) mechanism often used in shock absorber frames, such as _Patent No. 4039200, in order to reduce the pedaling energy loss, most of the - rear tripod frame relative to a front triangle frame The main turning point of the body is set to +10 in the vicinity of the front tooth plate group and the chain (if the front toothed disk group is a three-piece toothed disk, the main turning point is set between the middle piece and the small piece and the chain, If the front teeth: the group is a two-piece chainring, the main turning point is set at the junction of the small piece and the key bar. If the toothed disk set is a single-piece window plate, the main turning point is set on the toothed plate and the chain. Conjunction). This method does reduce the energy loss of the pedaling, but it will cause a larger pedal to kick back, especially on the long-stroke suspension frame. In order to reduce the phenomenon of kicking back and kicking, it is necessary to lower the height of the main turning point, but in this way, it is necessary to increase the loss of pedaling energy, and it is impossible to achieve the best of both worlds. Under this system,: When riding, when standing and stepping on, the shock absorber changes the compression and decay with the size of the rider's force, so the energy loss of standing and stepping cannot be reduced. The existing rear suspension system also has similar problems. Among them, the rear suspension system of Wu Guo patent No. 5899480 is borrowed from a four-bar linkage mechanism because the two turning points near the hook are quite close, resulting in Rear wheel center rail: The center of rotation (VirtualPivotP〇int, referred to as vpp) is about the rear of the pivot point of the lower fork. Therefore, there is no big difference from the single rocker arm mechanism. 1291426 Step: energy loss and pedal kickback formation factor The position of the lower limit of the pivot point of the lower fork is still not the best of both worlds. And the center of the rear wheel, the instantaneous center relative to the angle is lower than the combined force of the rear wheel brake, after the operation ^ = the resultant force will stretch the rear shock absorber' and affect the shock absorber: Ming United States Patent No. 6386568 B1帛, the center of rotation of the rear wheel center track (VPP) is quite high' so that any situation can be stepped on the force to shock
產生拉伸作用’致使踩踏力量對於避震器均為拉伸作用 僅在衝擊力大於避震器受到的拉伸力_，才會使 作動’換言之踩踏時避震器無法吸收小衝擊，基於上料 形而造成踩踏時的不舒適感，在無壓縮量設定（N0 4 Setting) T，痛實可解決能量損失的問題，但是如㈣ ⑽ng，也造成舒適度不佳之缺點’ Μ後三角架體相對於 二三角架體之瞬時中心位在遙遠的前方，會造成後煞車時 嚴重拉伸避震器，使得避震器作動不胃’造成此時的舒適 度極低’另外嚴重拉伸避震器的結果’也使得避震器壽命 減短。 美國專利第5553881號案、第62〇6397 Β1號案及第 6488301 Β2號案亦是應用四連桿機構，其後輪軌跡為§曲 線，且下半段為凸向大齒盤，踩踏時鏈條張力會將後輪拉 向某點，達到鎖固避震機構之效果，若設計此點為正常Sag 里％之後輪中心位置，就可減少踩踏能量損失。但當踩踏 時後輪同時受到地面衝擊，則因受鏈條張力的牽制，地面 衝擊無法有效被避震器吸收，將影響避震舒適性。當站立 8 1291426 二ransfer effect使得後輪中心更加偏離最佳 踩踏時Producing a stretching effect' causes the pedaling force to stretch for the shock absorber only when the impact force is greater than the tensile force received by the shock absorber _, which will make the action 'in other words, the shock absorber cannot absorb the small impact when stepping on, based on The shape of the material causes discomfort when pedaling. In the case of no compression setting (N0 4 Setting) T, the pain can solve the problem of energy loss, but if (4) (10) ng, it also causes the disadvantage of poor comfort. Relative to the instantaneous center position of the two-triple frame in the far ahead, it will cause serious stretching of the shock absorber after the brakes, so that the shock absorber does not stomach, resulting in extremely low comfort at this time. The result of the device 'also shortens the life of the shock absorber. U.S. Patent No. 5,553,881, No. 62,6,397, and No. 6,683,301,2 are also applied to a four-bar linkage mechanism, the rear wheel track is a § curve, and the lower half is a convex large chainring, and the chain is stepped on. The tension will pull the rear wheel to a certain point to achieve the effect of locking the suspension mechanism. If this point is designed as the center position of the rear wheel in the normal Sag, the pedaling energy loss can be reduced. However, when the rear wheel is hit by the ground at the same time when it is stepped on, the ground impact cannot be effectively absorbed by the shock absorber due to the tension of the chain, which will affect the suspension comfort. When standing 8 1291426 two ransfer effects make the rear wheel center more deviate from the best when stepping on
Wt ^ lL •〜’'叹；T心更加偏離最佳 占’V致此避晨系統也無法有效的減少踩踏時的能量損失 重另外RC_也相#Α ’造成此專利之踏板回踢情況嚴 【發明内容】Wt ^ lL • ~ '' sigh; T heart is more deviated from the best account of 'V to avoid this morning system can not effectively reduce the energy loss when pedaling heavy RC_ also phase #Α 'cause the patent kickback situation Yan [invention content]
士因此，本發明之目的，即在提供—種在坐、站姿騎乘 p踏能量損失_最少、辭料降至最低、低踏板回 易、可延長避震器壽命之具有後懸吊避震的自行車。 一般之具有後避震之自行車，並不具備有n〇叫 settmg之避震器’且其車架之設計也因訴求不同而有所差 異’本發明主要基於上述目的而進行開發研究，而解決舒 適性與能量損失的矛盾’得到兩者兼具的後懸吊避震自行 車糸統。 於是本發明具有後懸吊避震的自行車，是包含一前三 角架體、一軸設在該前三角架體一前方向的前輪、一組設 在该丽三角架體一後方向的後輪及朝一後方向延伸而組設 在該前三角架體與該後輪之間的後懸吊系統，該後懸吊系 、’=的後二角對前三角的瞬時中心擺在以後輪著地點為原點 與水平地面夾角在45。士15。範圍内，且vpp在後輪中心與齒 盤形成的切線附近或切線上，使騎乘者坐在座墊上所施加 之踩踏力量對一避震器產生之拉伸作用降至最低，且該避 辰态在無壓縮量設定（n〇 sag setting)下，踩踏時避震器作 動s敏且減少能量損失，且該避震器之壓力流體由一第一 由至朝苐一油室流動，且一活塞由一第一位置行進至一 1291426 第二位置，是在該第一位置產生節流，壓力流體由該第二 油室朝該第一油室流動，且該活塞由該第二位置行進至該 第一位置，也是在該第一位置產生節流。 藉此，為了使此系統達到最舒適化，該避震器具有無 I縮量設$ (n。sag setting) $定和避免避震器行程壓縮到 底而損壞的功能，可兼顧降低踩踏能量損失、踏板回踢及 降低對避震器之影響。 【實施方式】Therefore, the object of the present invention is to provide a rear suspension suspension in which the energy loss in the sitting and standing postures, the p-step energy loss _ the minimum, the resignation is reduced to the minimum, the low pedal is easy to return, and the life of the shock absorber can be extended. Shocking bicycle. In general, a bicycle with a rear suspension does not have a shock absorber that has a n-called settmg' and its design of the frame is also different depending on the appeal. The present invention is mainly based on the above-mentioned purpose for development research and solving The contradiction between comfort and energy loss 'gets a combination of both rear suspension and suspension bicycles. Therefore, the bicycle with rear suspension suspension of the present invention comprises a front tripod body, a front wheel provided with a shaft in a front direction of the front tripod body, and a rear wheel disposed in a rear direction of the Lie triangle frame body. a rear suspension system extending in a rearward direction and disposed between the front tripod body and the rear wheel, the rear suspension system, the rear corner of the '= pair, the instantaneous center of the front triangle is placed at the rear wheel position The origin is at an angle of 45 to the horizontal ground. Taxi 15. Within the range, and vpp is near or tangent to the tangent formed by the center of the rear wheel and the toothed disc, so that the pedaling force exerted by the rider sitting on the seat cushion minimizes the tensile effect on a shock absorber, and In the non-compression setting (n〇sag setting), the shock absorber is activated and the energy loss is reduced when the pedal is depressed, and the pressure fluid of the shock absorber flows from a first to a simmering oil chamber. And a piston is moved from a first position to a second position of 1291426, the throttling is generated at the first position, the pressure fluid flows from the second oil chamber toward the first oil chamber, and the piston is from the second position Traveling to the first position also creates a throttling at the first position. Therefore, in order to make the system most comfortable, the shock absorber has the function of setting the (n.sag setting) $ and reducing the shock of the suspension of the shock absorber, thereby reducing the energy loss of the pedaling, The pedal kicks back and reduces the impact on the shock absorber. [Embodiment]
有關本發明之前述及其他技術内容、特點與功效，在 以下配合參考圖式之三個較佳實施例的詳細說明中，將可 清楚的呈現。 如圖4所示，本發明具有後懸吊避震的自行車實施例 包含有一後懸吊系統1 00、一輿該後懸吊系統丨〇〇連結的 月il二角架體200、一組設在該前三角架體2〇〇 一前方向J的 鈾輪300、一軸設在該前三角架體2〇〇底部的曲柄單元4⑻ 文δ亥曲柄單元400連動的驅動單元5〇〇、一對應該前輪 300而位在忒鈾二角架體2〇〇 一後方向jj且組設在該後懸吊 系統100上的後輪600。 該前三角架體200具有一車首管21〇、一對應該車首管 210的座官220、一連接在該車首管21〇與該座管22〇之間 的上官230、一連接在該車首管21〇與該座管22〇之間且位 在該上管230下方的下管24〇及一連接在該座管22〇 一底 部且與該下管240銜接的五通軸250。 該曲柄單元400具有一曲柄41〇及二軸設在該曲柄41〇 10 1291426 二端部的踏板420。 5亥驅動單元500具有一連結在該曲柄單元400的齒盤 510、一與該後輪600連結的後飛輪組52〇及一繞設在該齒 4 510與後飛輪組52〇上的鏈條，且當一前齒盤組為三 片=，則該齒盤510所指為中片齒盤，當一前齒盤組為二 片日守，則指該兩片齒盤的中間位置，當一前齒盤組為單片 時，則指該齒盤5J0而言。 忒後懸吊系統100包含一由該前三角架體2〇〇朝該後 方向Π延伸的後二角架體1〇、一樞接在該後三角架體仞與 該丽三角架體200之間的下連桿2〇、一樞接在該後三角架 體1 〇與该4二角架體200之間且位在該下連桿2()上方的 上連桿30及一樞接在該前三角架體2〇〇與該上連桿3〇之 間的避震器40。 孩後_角架體1 〇具有一對應該五通軸25〇而沿該後方 向π延伸的下叉管u、一與該下叉管u相交呈厶形的上又 管12及一固接在該下、上叉管u、n相接處的後溝爪η /下叉盲11具有一鄰近5亥五通軸250的下又前端部I。 ，该上叉管12具有一位在該下叉前端部111上方的上叉前 端部121 〇 該下連桿20具有一軸設在該下管24〇上的第一轉軸2ι 、一與該第一轉軸21相反設置且軸設在該，後三角架體 之下叉丽端部的第二轉軸22。且該第一轉軸21是位在 該前三角架體200五通軸250的上方，且位在該五通轴25〇 對應該前方向I的側部。 1291426 該上連桿30概成三角形，並具有一轴設在該後三角架 體ίο之上又前端部121的第三轉軸31、一與該第三轉軸 31呈相反設置的樞接部32及—介於該第三轉轴31與該枢 接部32之間且軸設在該座管22〇上的第四轉軸33。 配合參閱圖6，該避震器40具有一主缸體41、一套設 在該主缸體41内部的主活塞42、—套設在該主缸體41外 部的輔助缸體43、一套設在該輔助缸體43 主缸體41上的辅助活塞44、一連結在該主活塞4= 助缸體43之間且沿一軸線延伸的活塞桿45、一可調整地穿 設在該活塞桿45㈣㈣整桿46及—提供該主活塞42回 復彈力之回復單元47。該避震器4〇在無壓縮量設定（n〇 Sag)下，壓縮量不超過避震行程的7分之丨，例如避震行 成為38咖，則一般的壓縮量可為54〜〇匪或3.8〜〇.，亦即， 在有少許壓縮量的狀況下，任何踩踏力量對該避震器4〇可 月>=*產生u 1的拉伸作用，若壓縮量為〇，則任何踩踏力量對 °亥避震裔40則無法產生拉伸作用。 "亥主缸體41具有一樞接在前三角架體200之下管240 上的底端部411、一與該底端部411相反設置的頂端部412 及71於5亥底、頂端部411、412之間的主缸壁413，且該 頂端部412具有-小徑部412，。且該底端部…是位在該下 連桿20之第一轉軸21對應該前方向j的側部。 邊主活塞42在該主缸體41内部區隔形成有一鄰近該 氐立而邛411的第一油室421及一趨近於該頂端部412的第二 由至422，该第二油室422與該小徑部412,相連通，且其截 12 1291426 面積大於該小徑部412,。 忒輔助缸體43具有一套設在該主缸體41外部的套接 口H31及-與該套接部431相反設置且樞接在該上連桿川 之樞接部32上的樞轉部432。 该輔助活塞44是在該輔助缸體43内部區隔形成有一 趨近2該枢轉部432的正氣室441及一趨近於該套接部431 的負氣室442,該負氣室442的氣壓最好與外界氣壓相同， , 且因該負氣室442的氣壓小，該正氣室441的氣壓也小。 該活塞桿45是呈中空管狀，具有一連通該第一、二油 至421、422的油孔451，該油孔451具有一設於該主活塞 42上的第一端口 452及一設於該活塞桿45 一周面上的第二 端口 453 〇 該調整桿46具有一對應該第一端口 452的錐部461， 且受一螺設在該辅助缸體43上的操作桿462所掣動，可沿 一軸線產生位移，調整該第一端口 452的截面積。 ，該回復單元47具有一套設在該主缸體41内部的間隔 裱塞471及一由該間隔環塞471間隔形成且位在該第一油 至一側之容氣空間472，該容氣空間472充填有高壓氮氣。 如圖5所示，上述的後懸吊系統1 〇〇，該後三角架體 10相對於該前三角架體200之一瞬時中心〇，正是一通過 该下連桿20第一轉軸21與第二轉軸22的第一直線L1與 一通過該上連桿30之第三轉軸31與第四轉軸32的第二直 線L2的交叉點，且該瞬時.中心〇和該後輪6〇〇接地點的連 線與水平線的夾角〜約為4〇。，是在後輪6〇〇煞車時所產生 13 1291426 。用線與地面的夾角θΐ範圍内，故可使對後輪作煞車 避震之影響降至最低。該夾角01約45。士15。，且較佳的選擇 可為40。〜50。、35。〜45。的範圍内。 士再如圖6所示，當騎乘者在坐在座墊上且進行踩踏動 作^，在無壓縮量設定（n〇 sag setting)下，任何踩踏力量 對4避震器4〇無法產生拉伸作用，可減少踩踏能量的損失 。此時，該主活塞42對應該主缸體41而位在一第一位置The above and other technical contents, features and advantages of the present invention will be apparent from the following detailed description of the preferred embodiments of the drawings. As shown in FIG. 4, the bicycle embodiment of the present invention having a rear suspension suspension includes a rear suspension system 100, a rear suspension system 丨〇〇 connected to the moon il two-frame body 200, and a set of The uranium wheel 300 in the front direction J of the front tripod body 2, the crank unit 4 (8) which is disposed at the bottom of the front tripod body 2, and the driving unit 5〇〇, a pair of the interlocking unit 400 The rear wheel 600, which is disposed on the rear suspension system 100, should be positioned in the rear rim uranium frame 2 rear direction jj. The front tripod body 200 has a head tube 21〇, a pair of seats 220 that should be the head tube 210, and a top rail 230 connected between the head tube 21〇 and the seat tube 22〇. a lower tube 24 〇 between the first tube 21 〇 and the seat tube 22 位 and located below the upper tube 230 and a five-way shaft 250 connected to a bottom of the seat tube 22 and engaged with the lower tube 240 . The crank unit 400 has a crank 41 〇 and two pedals 420 provided at both ends of the crank 41 〇 10 1291426. The 5H drive unit 500 has a chain plate 510 coupled to the crank unit 400, a rear flywheel assembly 52 coupled to the rear wheel 600, and a chain wound around the tooth 4 510 and the rear flywheel assembly 52〇. And when a front sprocket set is three pieces =, the sprocket 510 is referred to as a middle sprocket, and when a front sprocket set is two pieces, the middle position of the two pieces is regarded as one When the front sprocket set is a single piece, it means the sprocket 5J0. The rear suspension system 100 includes a rear two-frame body 1〇 extending from the front tripod body 2〇〇 toward the rear direction, and a pivotal connection between the rear tripod body and the red tripod body 200. a lower link 2〇, an upper link 30 pivotally connected between the rear tripod body 1 〇 and the 4 gusset body 200 and located above the lower link 2 () and a pivotal connection The shock absorber 40 between the front tripod body 2 and the upper link 3〇. After the child, the horn frame 1 has a pair of lower fork tubes u which should extend along the rear direction π, and a lower tube 12 and a fixed joint which intersect with the lower fork tube u. The rear groove claw η / lower fork blind 11 at the junction of the lower and upper fork pipes u and n has a lower front end portion I adjacent to the 5th five-way shaft 250. The upper fork tube 12 has an upper fork front end portion 121 above the lower fork front end portion 111. The lower link 20 has a first shaft 2i, a shaft and a shaft disposed on the lower tube 24''. The rotating shaft 21 is oppositely disposed and the shaft is disposed at the second rotating shaft 22 of the fork end portion of the rear tripod body. And the first rotating shaft 21 is located above the five-way shaft 250 of the front tripod body 200, and is located at a side of the five-way shaft 25 〇 corresponding to the front direction I. 1291426 The upper connecting rod 30 is formed in a triangular shape, and has a third rotating shaft 31 whose shaft is disposed on the rear tripod body ίο and a front end portion 121, and a pivoting portion 32 opposite to the third rotating shaft 31. a fourth rotating shaft 33 interposed between the third rotating shaft 31 and the pivoting portion 32 and axially disposed on the seat tube 22A. Referring to FIG. 6, the shock absorber 40 has a main cylinder 41, a set of main pistons 42 disposed inside the main cylinder 41, an auxiliary cylinder 43 disposed outside the main cylinder 41, and a set. An auxiliary piston 44 disposed on the main cylinder 41 of the auxiliary cylinder 43 and a piston rod 45 coupled between the main piston 4 and the auxiliary cylinder 43 and extending along an axis are adjustably inserted through the piston Rod 45 (four) (four) the entire rod 46 and - a return unit 47 that provides the main piston 42 to return to the elastic force. The shock absorber 4〇 has no compression amount setting (n〇Sag), and the compression amount does not exceed 7 points of the suspension stroke. For example, if the shock line becomes 38 coffee, the general compression amount can be 54~〇匪. Or 3.8~〇., that is, in the case of a small amount of compression, any pedaling force on the shock absorber 4〇月·gt;=* produces a tensile effect of u 1 , if the amount of compression is 〇, then any The pedaling force does not produce a tensile effect on the HF suspension. "Hai master cylinder 41 has a bottom end portion 411 pivotally connected to the tube 240 below the front tripod body 200, and a top end portion 412 and 71 opposite to the bottom end portion 411 at the bottom end and the top end portion A master cylinder wall 413 between 411 and 412, and the tip end portion 412 has a small diameter portion 412. And the bottom end portion is a side portion where the first rotating shaft 21 of the lower link 20 corresponds to the front direction j. The side main piston 42 is internally formed with a first oil chamber 421 adjacent to the standing 邛 411 and a second to 422 approaching the top end portion 412. The second oil chamber 422 is disposed inside the main cylinder 41. The small-diameter portion 412 is in communication with the small-diameter portion 412, and the area of the 121291426 is larger than the small-diameter portion 412. The 忒 auxiliary cylinder 43 has a sleeve H31 disposed outside the main cylinder 41 and a pivoting portion 432 opposite to the sleeve 431 and pivotally connected to the pivoting portion 32 of the upper link . The auxiliary piston 44 is formed in the interior of the auxiliary cylinder 43 with a positive air chamber 441 approaching the pivot portion 432 and a negative air chamber 442 approaching the socket portion 431. The negative air chamber 442 has the most air pressure. The air pressure is the same as the outside air pressure, and since the air pressure of the negative air chamber 442 is small, the air pressure of the positive air chamber 441 is also small. The piston rod 45 has a hollow tubular shape and has an oil hole 451 communicating with the first and second oils to 421, 422. The oil hole 451 has a first port 452 disposed on the main piston 42 and a a second port 453 on the one-sided surface of the piston rod 45. The adjusting rod 46 has a pair of tapered portions 461 corresponding to the first port 452, and is tilted by an operating rod 462 screwed on the auxiliary cylinder 43 A displacement is generated along an axis to adjust the cross-sectional area of the first port 452. The return unit 47 has a set of spaced apart plugs 471 disposed inside the main cylinder block 41 and a gas-filled space 472 formed by the spacer ring plugs 471 and located on the first oil to one side. Space 472 is filled with high pressure nitrogen. As shown in FIG. 5, the rear suspension system 1 〇〇, the rear tripod body 10 is instantaneously centered with respect to one of the front tripod bodies 200, and is the first shaft 21 passing through the lower link 20 and a first straight line L1 of the second rotating shaft 22 and an intersection point passing through the third rotating shaft 31 of the upper connecting rod 30 and the second straight line L2 of the fourth rotating shaft 32, and the instantaneous center point and the rear wheel 6〇〇 grounding point The angle between the connection and the horizontal line is about 4 inches. It is 13 1291426 produced when the rear wheel 6 brakes. The angle between the line and the ground is within the range of θ ,, so the impact of the rear wheel on the suspension of the vehicle can be minimized. The angle 01 is about 45. Taxi 15. And the preferred choice can be 40. ~50. 35. ~45. In the range. As shown in Figure 6, when the rider is sitting on the seat cushion and performing the pedaling action ^, under the no-sag setting, any pedaling force cannot be pulled on the 4 shock absorber 4〇 Stretching can reduce the loss of pedaling energy. At this time, the main piston 42 corresponds to the main cylinder 41 and is in a first position.
孔45 1的弟一端口 453對應於該主缸體* 1之小徑部 412， ΤΓ- 。而該辅助活塞44也對應該輔助缸體43而位在一最低 位置。 — 再如圖7所示，當自行車行進中遇到路面顛簸起伏， 促使後輪600朝一上方向γ逐漸擺動時，該下連桿2〇的第 二2軸22是以第一轉軸21為轉動中心而由該後方向^朝 〆g方向I方向產生旋移（如圖所示的順時針方向），該上 連柃30的第三轉軸31是以第四轉軸33為轉動中心而由後 方向Π朝前方向〗產生旋移（如圖所示的順時針方向），且 如圖8所示，利用該樞接部32驅動該輔助缸體之樞轉 2 432相對於該主缸體41產生縮移，壓力流體由該第一油 至421朝该第二油室422流動，且使該主活塞由該第一 位置朝趨近於該間隔縣471之—第二位置產生行料， 利用該小徑部412，與第二油室422之截面積差異，使得該 '由孔451之第一端口 453對應於該小徑部412,時在兮第一 位置產生節流，且在該主活塞42由第一位置朝第二2置行 進速度逐漸增快。此時，因該辅助缸體43相對於該主缸體 14 1291426 卫于主乳至41的高I氣體進行壓縮，而原來节 空間472内部之高线氣也會被間隔環塞47 ^二 生節流、緩衝til間，利用4主活塞42在第-位置產 隨=當施予輔助缸體43之樞轉部432上的震動力消 =，利用正氣室441之高職體及容氣空間472之高壓The port 453 of the hole 45 1 corresponds to the small diameter portion 412 of the master cylinder *1, ΤΓ-. The auxiliary piston 44 also corresponds to the auxiliary cylinder 43 in a lowest position. - As shown in Fig. 7, when the bicycle encounters bumps and undulations during traveling, causing the rear wheel 600 to gradually oscillate in an upward direction γ, the second 2nd axis 22 of the lower link 2〇 is rotated by the first rotating shaft 21 The center is rotated by the rear direction ^ in the direction of the direction I of the 〆g (clockwise direction as shown), and the third shaft 31 of the upper magazine 30 is rotated by the fourth shaft 33 and is rearward. The Π front direction produces a rotation (clockwise as shown), and as shown in FIG. 8, the pivoting 2 432 of the auxiliary cylinder is driven by the pivoting portion 32 relative to the main cylinder 41 Shrinking, the pressurized fluid flows from the first oil to 421 toward the second oil chamber 422, and the primary piston is caused to flow from the first position toward the second position that is adjacent to the interval county 471, and the The small-diameter portion 412 is different from the cross-sectional area of the second oil chamber 422 such that the first port 453 of the hole 451 corresponds to the small-diameter portion 412, and the throttle is generated at the first position, and the main piston is 42 is gradually increased from the first position toward the second 2 set. At this time, the auxiliary cylinder 43 is compressed with respect to the high I gas of the main cylinder 14129214 from the main breast to 41, and the high line gas inside the original space 472 is also separated by the ring plug 47 During the throttle and buffer til, the vibration force on the pivoting portion 432 of the auxiliary cylinder 43 is used in the first position by the 4 main piston 42. The high-volume body and the air-bearing space of the positive air chamber 441 are utilized. 472 high pressure
亂氣的回彈作用，該輔助缸體43與間隔環塞471可回復成 圖6的位置’且該主活塞42也會由第二位置移回第一位置 ，且使壓力流體由該第二油t 422朝該第一油室421流動 二亚利用4第二油t 422與小徑部412，之截面積差異，使 得忒油孔451之第二端口 453對應於該小徑部Μ時也在 λ第位置產生節流，且在該主活塞42.由第二位置朝第一 位置仃進速度逐漸變慢。如此一來，可防止該避震器仂回 彈且該辅助活塞44與辅助缸體43產生撞擊，可增長避震 器40的使用壽命。 再如圖4所示，當踩踏施力踏板"ο時，鏈條53〇張 力及重量移轉會對後溝爪13產生一作用力，此作用力在不 同齒數比時有不同之方向，當後輪中心軌跡之旋轉中心（ VPP)位於各作用線之平均值上，可得較小之踩踏能量損失 。本發明具有後懸吊避震的自行車100實施例，其後輪中 心軌跡之旋轉中心（VPP)在正常騎乘位置（Sag為〇)時 ’在後輪中心與齒盤的切線上或切線附近，故可降低踩踏 能量的損失。 15 1291426 且该後輪中心轨跡之旋轉中心（vpp)隨著後輪6〇〇繼 續朝遠離地面的上方向y擺動時，會向該後方向π延伸（ 如圖9) ’則可降低避震作動時造成之踏板回踢效應。本發 明該後輪中心執跡之旋轉中心（vpp)，在後輪中心與凿盤 勺刀、、泉上或切線附近，其範圍可為後輪6〇〇中心對齒盤5 1 〇 之切點，水平向前10mm，水平向後300mm，該切線向上、 下偏位55mm所圍成之範圍，如此一來，亦有助於降低踩踏 能S的損失。另外，該後輪中心軌跡之旋轉中心（vpp)， 其範圍亦可在後輪中心對齒盤切點為前緣，水平向後 mm ’切線向上、下偏位2〇 mm。 值得一提的是，本發明之避震器40負氣室442的氣壓 小，相對地，正氣室441的氣壓也小，如此一來，不僅在 製作上較為簡單（精度、氣密性要求不需太高）、成本也較 低，且正氣室441的氣壓小，可確保舒適性。且利用操作 該操作桿462可調整錐部461與第一端口 452之間的截面 積，而可適時地調整緩衝性能。 以下，將就本發明可產生之功效歸納如下： 一、對於踩踏能量的損失，是使vpp落在後輪中心與 前齒盤組形成的切線附近甚至切線上，故可以有效的減少 踩踏時鏈條張力對鮮所產生的力矩，使得避震器4〇的麼 縮量降到最低。 一、透過该避震态40的無壓縮量設定（n〇 sag s⑽丨叩） ，使得騎乘者在坐在座墊上且進行踩踏動作時，並不會或 稍微作動該避震器40,達到低能量損失的目的，但遭^坑 16 1291426 洞衝擊時，卻又能靈敏作動。 —、當騎乘者以站立态藝*^ • 立文勢進仃踩踏動作時，因為 weight transfer effect的關係，传搵缽千 使侍騎乘者施予避震器40的 力S不同於坐在坐墊上所施 % 6 刀里右有 n〇 sag setting §又疋’則在騎乘時同樣的踩踏力量及同樣的路面的衝擊， 相較於有sag setting的避震設計，避震器4〇而言都會有較 小的避震作動，可以大幅的減少站立踩踏時的能量損失。With the resilience of the air, the auxiliary cylinder 43 and the spacer ring 471 can be restored to the position of FIG. 6 and the primary piston 42 is also moved back from the second position to the first position, and the pressure fluid is caused by the second The oil t 422 flows toward the first oil chamber 421, and the second oil t 422 and the small diameter portion 412 have a difference in cross-sectional area, so that the second port 453 of the oil hole 451 corresponds to the small diameter portion. Throttle is generated at the λ first position, and the plunging speed is gradually slowed from the second position toward the first position at the primary piston 42. In this way, the shock absorber can be prevented from rebounding and the auxiliary piston 44 can collide with the auxiliary cylinder 43 to increase the service life of the shock absorber 40. As shown in FIG. 4, when the pedal is applied to the pedal, the tension and weight of the chain 53 移 will exert a force on the rear groove 13, and the force has different directions at different gear ratios. The center of rotation (VPP) of the center track of the rear wheel is located on the average of the lines of action, resulting in a small amount of pedaling energy loss. The bicycle 100 embodiment of the invention has a rear suspension shock absorber, wherein the center of rotation (VPP) of the rear wheel center track is in the normal riding position (Sag is 〇) 'on the tangent or tangent line of the center of the rear wheel and the chainring Therefore, the loss of pedaling energy can be reduced. 15 1291426 and the center of rotation (vpp) of the center wheel of the rear wheel is extended toward the rear direction π as the rear wheel 6〇〇 continues to swing in the upward direction y away from the ground (as shown in Fig. 9). The pedal kickback effect caused by the shock. The rotation center (vpp) of the rear wheel center of the present invention is in the vicinity of the rear wheel center and the chisel spoon knife, the spring or the tangent line, and the range thereof may be the cut point of the center of the rear wheel 6〇〇 to the toothed disc 5 1 10mm horizontally forward, 300mm horizontally backward, the range of the tangential line up and down 55mm, which also helps to reduce the loss of the pedaling energy S. In addition, the center of rotation (vpp) of the center track of the rear wheel may also be the leading edge of the toothed disc at the center of the rear wheel, and the horizontal and backward mm' tangential line is up and down by 2 〇 mm. It is worth mentioning that the air pressure of the negative air chamber 442 of the shock absorber 40 of the present invention is small, and the air pressure of the positive air chamber 441 is relatively small, so that it is not only simple in production (accuracy, air tightness requirements are not required) Too high), low cost, and low air pressure in the positive air chamber 441 to ensure comfort. Moreover, by operating the operating lever 462, the cross-sectional area between the tapered portion 461 and the first port 452 can be adjusted, and the cushioning performance can be adjusted in a timely manner. Hereinafter, the effects that can be produced by the present invention are summarized as follows: 1. For the loss of the pedaling energy, the vpp falls on the tangent or even the tangent line formed by the center of the rear wheel and the front toothed disk group, so that the chain can be effectively reduced when pedaling The tension generated by the tension on the fresh light minimizes the shrinkage of the shock absorber 4〇. 1. The uncompressed amount setting (n〇sag s(10)丨叩) of the suspension state 40 is such that the rider does not or slightly actuate the shock absorber 40 while sitting on the seat cushion and performing the pedaling operation. To achieve the goal of low energy loss, but when the impact of the hole 12 1291426 hole, but it can be sensitive. - When the rider is in a standing state *^ • When the literary movement advances into the pedaling action, because of the weight transfer effect, the force S that the rider applies to the shock absorber 40 is different from the sitting In the % 6 knife applied on the seat cushion, there is n〇sag setting § 疋 则 'The same pedaling force and the same road impact during riding, compared to the suspension design with sag setting, shock absorber 4 In the case of 〇, there will be less shock absorbers, which can greatly reduce the energy loss when standing and stepping on.
四、在煞車影響避震器4〇的作動部分，因為該後三角 ^體心目對於該前三㈣體細之瞬時中^ 〇是位在以後 輪_耗點為原點與水平地面^在45。±15。的扇形範圍 内’依據前述的計算可知 、士接 、° 響降到最+ 4樣的㈣可以使得煞車的影 、五、在踏板回踢的部分，其產生原因如同前述說明， 導因於避震作動時的鏈條長度變化，針對此—問題改進使 其RC變化值近似於鏈條長度變化，則此現象就可以得到明 顯的改善。 八由於避展斋4〇為no sag setting的設定，使得正氣 八有疋的預壓，當此預壓愈大，除了避震器4〇的 °又°十要恩堅固外’作動也較不靈敏，從Pp=Np+F(Pp=正氣 t氣1 ’ Np-負氣室氣壓；F=騎乘者體重施力）可知，可以 透，降低負氣t 442氣壓達到減少正氣f 441氣壓之目的 ’ §負H：442氣壓愈低甚至為外界氣壓時，則可以達到 最理想之正氣室441氣壓。 但負乳至442氣壓愈低時，造成的效果為避震器40容 17 1291426 易回彈至極限，而當達到 4〇 ^ Έ - - 丁程極限時，會使得避震器 刊矛夕動件相互娅撞而容 hvHr r 鈿壞，為此避震器40利用一 hydrauhc top out bumper 日车， 〜 亍避辰回彈行程即將達到極限 、、 進而延長避震器的壽命。當然 均可達到相同的效果。…性緩衝效果的物體或方法4. In the action part of the brakes affecting the shock absorber 4〇, because the rear triangle is the moment of the first three (four) body, the moment is in the rear wheel _ consumption point is the origin and the horizontal ground ^ at 45 . ±15. In the fan-shaped range, according to the above calculations, it can be known that the singer and the singer drop to the most + 4 (4) can make the shadow of the brake, and the part of the pedal kick back, which is caused by the above explanation. The chain length changes during the earthquake action, and this problem can be significantly improved by improving the RC variation value to approximate the chain length change. 8. Because the setting of no sag setting is avoided, the pre-pressure of the righteousness is high. Sensitive, from Pp=Np+F (Pp=正气气气1 'Np- negative air chamber pressure; F= rider weight application force), it can be seen that it can reduce the negative gas t 442 pressure to reduce the positive gas f 441 pressure purpose' § Negative H: 442 The lower the air pressure or even the outside air pressure, the best positive air chamber 441 air pressure can be achieved. However, the lower the negative pressure to 442, the lower the effect is that the shock absorber 40 capacity 17 1291426 is easy to rebound to the limit, and when the 4 〇 ^ Έ - - Ding limit is reached, the shock absorber will be made The pieces collide with each other and the hvHr r is broken. For this reason, the shock absorber 40 utilizes a hydrauhc top out bumper, and the 回 辰 回 回 回 回 回 回 回 回 回 回 回 回 回 回 回 回 回 回 回 回 回 回 回 回 回 回 回 回 回 回 回 回 回 回Of course, the same effect can be achieved. Object or method of sexual buffering effect
相因再如圖1G所示，本發明第二實施例與上述實施例大致 "" 也包含有一後懸吊系统1 η η， 1αλ l 4 100 、一與該後懸吊系統 100樞接的前三角架體200，、一 一 ^ 、、且a又在该雨三角架體200， —前方向I的前輪300,、一斟施兮A 4人。 么 對應该刖輪300,而位在該前三 角架體200’ 一後方向jf日+ 且、、且5又在该後懸吊系統100,上的後 輪 6 0 0 ’ 〇 ^ 5亥刖二角架體2〇0,具有一車首管210,、一對應該車首 吕210的座官220’、一連接在該車首管21〇，與該座管22〇, 之間的上官230’、一連接在該車首管21〇，與 間且位在該上下方的下管⑽、-連接1該座: 2〇底°卩且與該下管240’銜接的五通軸250,及一與該座 t 220相對且設置在該五通軸25〇，上方的樞柱26〇，。該後 懸吊系統100,包含一樞設在該樞柱26〇，上的後三角架體1〇, 及一樞接在該前三角架體200,與該後三腳架體1〇，之間的避 震器40,。 该後二角架體1〇’具有一樞接在該五通軸250,上方的主 轉點11，。 如圖11所示，該避震器40,具有一主缸體41，、一套設 18 •1291426 在该主缸體41，内部的主寞 加 活塞42、一套設在該主缸體41，外 口I5的辅助缸體43，、一套机為$結 在该辅助缸體43,内部且 該主缸體41，上的輔助活一 在 辅_ 43,之間m…連、，，°在5亥主活基42,與該 /口一轴線延伸的活塞桿45，、一可 欠 =穿設在該活塞桿45，内部的調整桿46’、—提供該主活^ 回復彈力之回復單元47’及—安裝在該辅助缸體π之一 “ 的戍衝件48。該緩衝件48,是以優力膠材As shown in FIG. 1G, the second embodiment of the present invention and the above embodiment generally include a rear suspension system 1 η η, 1αλ l 4 100 , and a pivotal connection with the rear suspension system 100. The front tripod body 200, one by one, and a is in the rain tripod body 200, the front wheel 300 in the front direction I, and one side. What is the corresponding wheel 300, and in the front tripod body 200' a rear direction jf day + and, and 5 in the rear suspension system 100, the rear wheel 6 0 0 ' 〇 ^ 5 刖The two-legged frame body 2〇0 has a head pipe 210, a pair of seats 220' which should be the head of the car, a first officer connected to the first tube 21〇, and the upper seat between the seat tube 22〇. 230', a five-way shaft 250 connected to the first tube 21〇 of the vehicle, and the lower tube (10) located at the upper and lower sides, and the base 1 is connected to the lower tube 240' And a pivot post 26〇 opposite to the seat t 220 and disposed on the five-way shaft 25〇. The rear suspension system 100 includes a rear tripod body 1 pivoted on the pivot post 26 , and a pivotal connection between the front tripod body 200 and the rear tripod body 1 Shock absorber 40,. The rear frame body 1' has a main turning point 11 pivotally connected to the five-way shaft 250. As shown in FIG. 11, the shock absorber 40 has a master cylinder 41, a set of 18 • 1291426 in the master cylinder 41, an internal main piston 42 and a set of the master cylinder 41. , the auxiliary cylinder 43 of the outer port I5, and a set of machines are connected to the auxiliary cylinder 43, and the auxiliary one on the main cylinder 41 is connected to the auxiliary _ 43, ° in the 5H main active base 42, the piston rod 45 extending from the axis of the / port, a owable = worn on the piston rod 45, the internal adjustment rod 46', - providing the main active elastic force The recovery unit 47' and the buffer 48 mounted on one of the auxiliary cylinders π. The buffer member 48 is a superior glue material.
貝“環圈狀。且該避震器4〇,在無壓縮量設定（N〇 Sag) 下’任何踩踏力量對該避震器40,無法產生拉伸作用。且上 述構件、、功能與第-實施例之避震器大致相同，詳細結構 不再贅述，且利用該緩衝件48,的設置，可在避震回彈行程 即將達到極限時，產；^i Μ &扣 生緩衝的作用，進而延長避震器的壽 命。 藉此利用忒主轉點11 ’在該後輪600，煞車時所產生合 力作用線附近’使騎乘者坐在座墊上所施加之踩踏力量對 该避震器40’產生之拉伸作用降至最低。 再如圖12所不，當自行車行進中遇到路面顛簸起伏， 促使後輪600,朝一上方向γ逐漸擺動日夺，該後三角架體1〇, 疋以主轉點11，為轉動中心而由該後方向n朝該前方向工方 向產生旋移（如圖所示的順時針方向），且利用該避震器 40’的設置可達到節流、緩衝之作用（同第一實施例的避震 器動作）。 該第二實施例的避震器40,亦可適用於第一實施例的後 懸吊系統100，第一實施例的避震器4〇亦可適用於第二實 19 1291426 施例的後懸吊系統100,。The shell is "circular" and the shock absorber is 4". Under the no-compression setting (N〇Sag), any stepping force does not cause tensile action on the shock absorber 40. The above components, functions and functions - The shock absorbers of the embodiments are substantially the same, the detailed structure will not be described again, and the setting of the cushioning member 48 can be used when the suspension rebound stroke is about to reach the limit; ^i amp & buckle buffering effect , thereby prolonging the life of the shock absorber. By using the 忒 main turning point 11 'in the rear wheel 600, the vicinity of the resultant force line generated during braking, the pedaling force exerted by the rider sitting on the seat cushion is avoided. The stretching effect generated by the shocker 40' is minimized. Further, as shown in Fig. 12, when the bicycle encounters bumpy and undulating roads, the rear wheel 600 is caused to gradually oscillate in the upward direction γ, and the rear tripod body 1 〇, 疋 is rotated by the main turning point 11 as the center of rotation, and the rear direction n is rotated toward the front direction (clockwise direction as shown), and the setting of the shock absorber 40' can be achieved. The function of throttling and buffering (the same as the shock absorber operation of the first embodiment). The shock absorber 40 of the second embodiment can also be applied to the rear suspension system 100 of the first embodiment. The shock absorber 4 of the first embodiment can also be applied to the rear suspension system of the second embodiment 19 1291426. 100,.
士圖13所示，本發明第三實施例之避震器4〇，，盥第一 ，施例大致相同，且第一實施例之避震器40雖然料負氣 1他’但是因負氣室⑷的氣屢小。而第三實施例之避震 ^ 40”則是使得該負氣室料2，，之壓力等於外部氣塵，且是在 該主紅體4Γ’與輔助缸冑43”之套接處形成多數導通槽· ，且藉由該等導通槽48，，使該負氣室州，，可與外部相通。 惟以上所述者，僅為本發明之較佳實施例而已，當不 ，以此限定本發明實施之範圍’即大凡依本發"請專利 祀圍及發明說明書内容所作之簡單的等效變化與修飾，皆 應仍屬本發明專利涵蓋之範圍内。 【圖式簡單說明】 圖1是現㈣震車純煞車前之作用力產生^圖； 圖2是現有避震車架後煞車時之作用力產生示意圖； .圖3是現有避震車架後煞車之合力作用線產生示意圖As shown in FIG. 13, the shock absorber 4A of the third embodiment of the present invention is first, and the embodiment is substantially the same, and the shock absorber 40 of the first embodiment is negatively charged 1 but it is due to the negative air chamber (4). The gas is small. The shock absorber 40 of the third embodiment is such that the pressure of the negative air chamber material 2 is equal to the external air dust, and a majority conduction is formed at the socket of the main red body 4Γ' and the auxiliary cylinder bore 43". The groove·, and by the conduction grooves 48, allows the negative gas chamber state to communicate with the outside. However, the above is only the preferred embodiment of the present invention, and if not, the scope of the present invention is limited to the simple equivalent of the patent and the content of the invention. Changes and modifications are still within the scope of the invention. [Simple diagram of the figure] Figure 1 is the force diagram of the current (4) shock car before the pure car; Figure 2 is the schematic diagram of the force generated when the existing suspension frame is braked; Figure 3 is the existing suspension frame Schematic diagram of the resultant line of action
-圖4是一平面示意圖’說明本發明具有後懸吊避震的 自行車的一第一較佳實施例； 圖5是本發明上述較佳實施例之一瞬時中心和後輪接 地點的連線，水平線的夾角對應合力作用線的示意圖； 圖6是本發明上述較佳實施例之一避震器的組合剖面 圖，說明一主活塞位在一第一位置； 圖7疋本發明上述較佳實施例之一後輪作動示意圖， 說明後輪振動朝—上方向壓縮且連動-上、下連桿產生同 20 Ί291426 向樞轉的動作圖； 乂8是本發明上述較佳實施例之避震器之動作示意圖 ，5兒明该主活塞由第一位置行進一第二位置； 、 圖9是本發明上述較佳實施例之後輪中心執跡之旋轉 中心分佈示意圖，說明後輪振動朝上方向塵縮且使後輪中 心軌跡之旋轉中心朝一後方向產生延伸的示意簡圖；' 圖10是本發明具有後懸吊避震的自行車的 實施例平面示意圖； 父土- Figure 4 is a plan view showing a first preferred embodiment of the bicycle with rear suspension suspension of the present invention; Figure 5 is a connection of the instantaneous center and the grounding point of the rear wheel of the preferred embodiment of the present invention Figure 6 is a schematic cross-sectional view of a shock absorber of a preferred embodiment of the present invention, illustrating a primary piston in a first position; Figure 7 is a preferred embodiment of the present invention. A rear wheel actuation diagram of one embodiment illustrates that the rear wheel vibration is compressed in the upward direction and the interlocking-upper and lower links are pivoted together with 20 Ί 291426; 乂 8 is the shock absorber of the above preferred embodiment of the present invention. FIG. 9 is a schematic view showing the distribution of the center of rotation of the center wheel of the rear wheel of the preferred embodiment of the present invention, illustrating the rear wheel vibration upward direction. FIG. 10 is a schematic plan view showing an embodiment of a bicycle having a rear suspension suspension according to the present invention; FIG. 10 is a schematic plan view showing an embodiment of a bicycle having a rear suspension shock absorber;
圖11 圖 疋本1明第一較佳實施例之一避震器的組合剖面 後輪作動示意圖， 震器達到避震目的 圖12是本發明第二較佳實施例之一 說明後輪振動朝-上方向壓縮且利用避 ;及Figure 11 is a schematic view showing the rear view of the combined section of the shock absorber of the first preferred embodiment of the first preferred embodiment. The shock absorber is used for the purpose of shock absorber. Figure 12 is a perspective view of the second preferred embodiment of the present invention. - compressing in the up direction and using it; and
圖13 是本發明第三較佳 貫施例之一避震器之組合剖面Figure 13 is a combined sectional view of a shock absorber of a third preferred embodiment of the present invention.
21 Ί291426 【主要元件符號說明】 100… •…後懸吊系統 10 *·… •…後三角架體 1卜… •…下叉管 m… •…下叉前端部 12 ••… •…上叉管 121 *·* •…上叉前端部 13 •…· …·後溝爪 20 ••… •…下連桿 21 *·… •…笫 轉轴 22 …·. …·第二轉軸 3 0 ·* … …·上連桿 31 ••… •…第三轉軸 32 *·… 框接 33…… …·四轉轴 40 *•… …·避震器 41…… •…主缸體 411 …· …底端部 412 …* …頂端部 412,… …小徑部 413 …· …主缸壁 42…… …主活塞 42卜… …第一油室 422 .… …第二油室21 Ί291426 [Description of main component symbols] 100... •... Rear suspension system 10 *·... •... Rear tripod body 1... •... Lower fork tube m... •... Lower fork front end 12 ••... •...Upper fork Tube 121 *·* •... upper fork front end portion 13 •...·...·rear groove claw 20 ••... •...lower link 21 *·... •...笫shaft 22 ...·. ...·second shaft 3 0 · * ... ... upper link 31 ••... •...third shaft 32 *·... framed 33... ...·four-rotor 40 *•...·shock absorber 41... •...master cylinder 411 ...· ... bottom end portion 412 ... * ... top end portion 412, ... small diameter portion 413 ... ... main cylinder wall 42 ... ... main piston 42 ... first oil chamber 422 .... ... second oil chamber
43 -.......輔助缸體 43 1 ·……套接部 432…·…樞轉部 44 ......…輔助活塞 441 .......正氣室 442……負氣室 45 ·…··…活塞桿 451 .......油孔 452 .......第一端口 453 .......第二端口 46 .........調整桿 461 ••…··錐部 462 .......操作桿 47 .........回復單元 471 *……間隔環塞 472 .......容氣空間 200 .......前三角架體 210…·…車首管 220 ·······座管 230 .......上管 240 .......下管 250 .......五通軸 300 .......前輪 22 Ί29142643 -....... Auxiliary cylinder 43 1 ·...... Socket 432 ...·... pivoting portion 44 .... auxiliary piston 441 .... positive air chamber 442 ... Negative air chamber 45 ·...··...piston rod 451 .......oil hole 452 .......first port 453 .......second port 46 ....... .. adjustment rod 461 ••...··cone portion 462 . . . operation lever 47 ......... recovery unit 471 * ... spacer ring plug 472 .... Air space 200 ....... front tripod body 210...·...car head tube 220 ······· seat tube 230 ....... upper tube 240 ....... Tube 250 ....... five-way shaft 300 ....... front wheel 22 Ί 291426
400… •…曲柄單元 43,… •…·輔助缸體 410… —曲柄 44,… ••…輔助活塞 420… •…踏板 442、 •…·負氣室 500… ♦…驅動單元 45,… …··活塞桿 510… …·齒盤 46, "· ••…調整桿 520… •…後飛輪組 47,… •…·回復單元 530… …·鏈條 48,… ••…缓衝件 600… …·後輪 200、 ••…前三角架體 0…… •…瞬時中心 210, * ••…車首管 L1••… •…弟 直線 220、 .....座管 L2…… —弟一·直線 230、 •…·上管 Θ丨 夾角 240? · …·*下管 θ2 ，.夾角 2505 - .....五通轴 Y·*•… •…上方向 260、· .....松柱 I "… …·前方向 300? ·， •…荊輪 Π…… …後方向 600、· 後輪 100,… …後懸吊系統 40，，… •…避震器 10,…" …後三角架體 41，，… •…主缸體 11，… …主轉點 43，，… •…輔助缸體 40,"… …避震器 442，，·· •…負氣室 41，····· …主缸體 48，，… •…導通槽 42，.·… …主活塞 23400... •... crank unit 43, ... •... auxiliary cylinder 410... — crank 44,... ••...auxiliary piston 420... •... pedal 442, •...·reverse air chamber 500... ♦...drive unit 45,... Piston rod 510...·Toothed disc 46, "•••...Adjustment rod 520...•...Back flywheel set 47,...Responsible unit 530...··Chain 48,...••... cushioning unit 600... ...· Rear wheel 200, ••...Front tripod body 0... •...Instantaneous center 210, * ••...The head tube L1••... •...Digital line 220, ..... Seat tube L2...... —弟一·Line 230, •...·Upper pipe Θ丨 angle 240? · ...·* Lower pipe θ2 ,. Angle 2505 - ..... Five-way axis Y·*•... •...Upper direction 260, · .. ... pine column I "...·front direction 300? ·, •...well rim.........rear direction 600,·rear wheel 100,... rear suspension system 40,,... •...shock absorber 10 ,..." ... rear tripod body 41,,... •...main cylinder block 11,...main turning point 43,,... •...auxiliary cylinder block 40,"...shock absorber 442,,··... Negative air chamber 41 ,····· ...master cylinder 48,,... •... conduction channel 42,.......main piston 23
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| TW095104571ATWI291426B (en) | 2005-04-15 | 2006-02-10 | Bicycle with rear suspensory damping |
| US11/398,945US8152191B2 (en) | 2004-06-29 | 2006-04-05 | Bicycle suspension system |
| DE102006017120.9ADE102006017120B4 (en) | 2005-04-15 | 2006-04-10 | A method of providing a suspension or cushioning system for a bicycle |
| NL1031572ANL1031572C2 (en) | 2005-04-15 | 2006-04-11 | Wheel suspension system for a bicycle. |
| JP2006111220AJP4417345B2 (en) | 2005-04-15 | 2006-04-13 | bicycle |
| FR0651354AFR2889157B1 (en) | 2005-04-15 | 2006-04-13 | BICYCLE SUSPENSION SYSTEM |
| GB0607641AGB2425098B (en) | 2005-04-15 | 2006-04-18 | Bicycle frame assembly |
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| TW94112066 | 2005-04-15 | ||
| TW095104571ATWI291426B (en) | 2005-04-15 | 2006-02-10 | Bicycle with rear suspensory damping |
| Publication Number | Publication Date |
|---|---|
| TW200635825A TW200635825A (en) | 2006-10-16 |
| TWI291426Btrue TWI291426B (en) | 2007-12-21 |
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| TW095104571ATWI291426B (en) | 2004-06-29 | 2006-02-10 | Bicycle with rear suspensory damping |
| Country | Link |
|---|---|
| JP (1) | JP4417345B2 (en) |
| DE (1) | DE102006017120B4 (en) |
| FR (1) | FR2889157B1 (en) |
| GB (1) | GB2425098B (en) |
| NL (1) | NL1031572C2 (en) |
| TW (1) | TWI291426B (en) |
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| TWI380929B (en)* | 2008-07-31 | 2013-01-01 | Shimano Kk | Bicycle suspension system |
| TWI381964B (en)* | 2010-04-15 | 2013-01-11 | Univ Nat Formosa | Bi-wheeled chassis attitude regulation apparatus and method |
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| Publication number | Publication date |
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| NL1031572A1 (en) | 2006-10-17 |
| JP4417345B2 (en) | 2010-02-17 |
| JP2006298366A (en) | 2006-11-02 |
| DE102006017120A1 (en) | 2006-10-26 |
| NL1031572C2 (en) | 2007-12-18 |
| FR2889157A1 (en) | 2007-02-02 |
| DE102006017120B4 (en) | 2018-03-29 |
| GB2425098A (en) | 2006-10-18 |
| GB0607641D0 (en) | 2006-05-31 |
| GB2425098B (en) | 2009-10-14 |
| FR2889157B1 (en) | 2021-02-12 |
| TW200635825A (en) | 2006-10-16 |
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