CN113183699B

CN113183699B - Mountain cross-country amphibious motorcycle

Info

Publication number: CN113183699B
Application number: CN202110641443.9A
Authority: CN
Inventors: 韦必文
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-06-09
Filing date: 2021-06-09
Publication date: 2022-11-25
Anticipated expiration: 2041-06-09
Also published as: CN113183699A

Abstract

The invention discloses a mountain cross-country amphibious motorcycle, which comprises a motorcycle body, a hydrofoil mechanism, a front damping mechanism, a locking device and a driving mechanism, wherein a buoyancy tank structure is installed on the motorcycle body, the motorcycle body comprises a front frame and a rear frame, and front wheels are rotatably installed on the front frame; the front shock absorption mechanism can be rotatably arranged on the front frame, and the lower end of the front shock absorption mechanism can be rotatably provided with a front wheel; the hydrofoil mechanism is arranged at one end of the front damping mechanism in the advancing direction of the vehicle body, and the action end of the hydrofoil mechanism can swing forwards relative to the front damping mechanism; the rear frame is rotatably provided with a rear wheel, the rear frame is rotatably arranged on the front frame along the length direction of the vehicle body, and two sides of the rear frame are provided with balance pedals; the locking device is arranged on the front frame; the driving mechanism is arranged on the rear frame. The motorcycle can realize quick steering when being used in water besides ensuring normal use on land, and is convenient for running in water.

Description

Mountain cross-country amphibious motorcycle

Technical Field

The invention relates to the technical field of two-wheeled vehicles, in particular to a mountain cross-country amphibious motorcycle.

Background

The two-wheel locomotive is used as an important vehicle in middle and small cities and rural town areas, and provides great convenience for people. However, the current two-wheeled vehicles are only simple land vehicles, and in rural and urban areas, there are often some wading road sections or rivers, and the conventional land two-wheeled vehicles can not basically pass through, so that the use range of the two-wheeled vehicles is limited. The mountain locomotive is off-road equipment in which the locomotive clan loves, and a river and a water area need to be crossed inevitably in the off-road process, but the existing mountain locomotive can only run on a land, so that the off-road capability of the mountain locomotive is greatly limited, and the off-road pleasure is reduced.

In view of the above situation, a technical scheme of a two-wheeled motorcycle capable of realizing amphibious is provided in patent No. 201520692592.8, which is additionally provided with a buoyancy tank on the basis of the existing motorcycle to obtain buoyancy in water, and simultaneously improves the structure of a rear wheel so as to provide reverse thrust when the rear wheel rotates in water. However, the structure of the patent is basically the structure of the existing motorcycle, and the whole motorcycle is difficult to steer when used underwater, so that the use is influenced.

Disclosure of Invention

The invention aims to solve at least one of the technical problems and provides a mountain land cross-country amphibious motorcycle which can realize quick steering when used in water and is convenient to drive in water while ensuring normal use on land.

In order to achieve the purpose, the invention adopts the technical scheme that:

a mountain cross-country amphibious motorcycle comprises a motorcycle body, wherein a buoyancy tank structure used for providing buoyancy to enable the motorcycle body to float on the water surface is mounted on the motorcycle body, and the motorcycle body comprises

A front frame on which a front wheel is rotatably mounted;

the front shock absorption mechanism is rotatably arranged on the front frame, the lower end of the front shock absorption mechanism is rotatably provided with a front wheel, and the front shock absorption mechanism can retract or put down the front wheel;

the hydrofoil mechanism is arranged at one end of the front damping mechanism in the advancing direction of the vehicle body, and the action end of the hydrofoil mechanism can swing forwards relative to the front damping mechanism;

the rear frame is rotatably provided with a rear wheel, the rear frame is rotatably arranged on the front frame along the length direction of the vehicle body, and two sides of the rear frame are provided with balance pedals;

the locking device is arranged on the front frame and is used for locking the relative rotation of the rear frame relative to the front frame; and

and the driving mechanism is arranged on the rear frame and used for driving the rear wheel.

Further, preceding damper includes preceding yoke, preceding pneumatic shock absorber and A yoke, the front wheel can rotate the installation on preceding yoke, the upper portion of preceding yoke articulates there is the connecting block, the installation end of preceding pneumatic shock absorber can be installed in the front frame with rotating and be located one end of automobile body advancing direction, the flexible end and the connecting block of preceding pneumatic shock absorber are articulated, the one end activity of A yoke articulates on preceding frame, and the other end slides with the flexible end of connecting block or preceding pneumatic shock absorber and articulates, the upper end of preceding yoke is articulated through the outer wall of swing arm and preceding pneumatic shock absorber, preceding yoke, swing arm and preceding pneumatic shock absorber can rotate around the junction of preceding pneumatic shock absorber and preceding frame in step, hydrofoil mechanism installs on preceding yoke.

Furthermore, a rotating seat is installed outside the installation end of the front pneumatic shock absorber, the two sides of the rotating seat along the advancing direction of the vehicle body are hinged to the upper end of the front fork arm through the swing arm, an installation sleeve is arranged on one end of the front vehicle frame along the advancing direction of the vehicle body, and the rotating seat is installed in the installation sleeve in a rotating mode through a bearing.

Furthermore, the hydrofoil mechanism comprises a telescopic cylinder, a V-shaped hydrofoil plate and a buffer mechanism, the V-shaped hydrofoil plate is formed by combining two fork pieces, the two fork pieces incline towards the middle part along the advancing direction of the vehicle body and form a water retaining surface, the outward ends of the two fork pieces are respectively hinged with the lower parts of the fork arms at the two sides of the front fork arm, and the buffer mechanism is arranged at the end connected with the two fork pieces; the telescopic end of the telescopic cylinder is hinged with the buffer mechanism, and the mounting end of the telescopic cylinder is hinged with the upper end of the front fork arm.

Further, buffer gear is including installation piece, shock absorber and connector, the installation piece is installed on the back of V type water wing board, the one end and the installation piece of shock absorber are articulated, and the other end is connected with connector one end, the connector is articulated with telescopic cylinder's flexible end, pass through the back sliding connection of bracing piece and V type water wing board on the connector.

The rear frame comprises a rear swing fork, a mounting frame and a rear pneumatic shock absorber, the mounting frame can be rotatably mounted on the front frame, the bottom of the rear swing fork is hinged to the mounting frame, and a rotating shaft column of the rear wheel can be rotatably mounted on two fork heads of the rear swing fork; the mounting end of the rear pneumatic shock absorber is hinged to the mounting frame, and the telescopic end of the rear pneumatic shock absorber is hinged to the rear swing fork in a sliding mode.

Further, actuating mechanism includes fuel engine, generator and derailleur, fuel engine installs on the below of mounting bracket, the input and the output of fuel engine of derailleur are connected, the output of derailleur is passed through drive mechanism and is connected with the rear wheel, the input of generator is connected with the output of derailleur, the generator provides the electric energy for pneumatic bumper shock absorber in back and preceding damper.

Furthermore, the locking device comprises an actuating mechanism, an installation cylinder and a locking sleeve, the installation cylinder is installed on the front frame, the actuating mechanism is installed at one end, far away from the rear frame, of the installation cylinder, the locking sleeve is installed in the installation cylinder in a sliding mode and is connected with the output end of the actuating mechanism, and the locking sleeve can only slide along the axial direction of the installation cylinder; the rear frame is rotationally connected with the front frame through a rotating shaft, the locking sleeve is movably sleeved on the rotating shaft, and the actuating mechanism can drive the locking sleeve to abut against the rotating shaft to lock the relative rotation of the rear frame and the front frame.

Furthermore, the actuating mechanism comprises a brake cable and a brake cable pipe, the brake cable is movably arranged in the brake cable pipe in a penetrating manner, one end of the brake cable is connected with the locking sleeve, one end of the brake cable, which is close to the locking sleeve, is sleeved with a return spring, one end of the return spring, which is far away from the rear frame, is fixedly arranged on the mounting cylinder, and the other end of the return spring is abutted against the end face of the corresponding end of the locking sleeve; the other end of the brake cable penetrates through the brake cable pipe and is connected with an operating handle; one end of the brake line pipe is fixed on the front frame, the other end of the brake line pipe is fixed on the mounting cylinder, and the reset spring can tightly push the locking sleeve on the rotating shaft.

Furthermore, a plurality of bulges or anti-slip lines are arranged on the outer wall of one end, close to the locking sleeve, of the rotating shaft, and pits matched with the bulges or the anti-slip lines are arranged on the inner wall of the corresponding end of the locking sleeve.

Furthermore, one side of the balance pedal is hinged to the rear frame through a hinge, the balance pedal can be folded around the hinge and attached to the rear frame, and a limiting block used for limiting the swing amplitude of the balance pedal is arranged on the rear frame.

The invention has the beneficial effects that:

this mountain land and water dual-purpose vehicle installs the flotation tank structure additional on current motorcycle basis, has realized amphibian. This application decomposes into preceding frame and back frame with the automobile body, adopts split type design to make the relative preceding frame rotation of length direction of back frame along the automobile body, can drive the rear wheel like this and take place the sideslip, and the rear wheel is when rotating like this, still can provide the power of a sideslip when providing a forward drive power except, and the relative locomotive of rear of a vehicle of the automobile body of being convenient for like this takes place the sideslip in order to realize that whole automobile body turns to, has improved the steering capacity of automobile body in aqueous. In addition, the two sides of the rear frame are provided with the balance pedals, so that a driver can conveniently tread the balance pedals on the corresponding side to realize lateral deviation of the rear frame, the steering of the vehicle body is realized, and the adjustment is convenient. The locking device locks the rotation of the rear frame relative to the front frame, so that different use requirements are improved when the bicycle is used on land and water, and the phenomenon that the rear frame is laterally deviated relative to the front frame to affect normal use when the bicycle is used on land is avoided.

Drawings

The following detailed description of embodiments of the invention is provided in conjunction with the appended drawings, in which:

FIG. 1 is a schematic diagram of a road driving state according to an embodiment of the present invention;

FIG. 2 is a schematic diagram of a driving state in water according to an embodiment of the present invention;

FIG. 3 is a schematic diagram of the internal structure of the embodiment of the present invention;

FIG. 4 is a schematic structural view of the front frame and the front shock absorbing mechanism in the embodiment of the present invention;

FIG. 5 is a schematic structural diagram of a hydrofoil mechanism according to an embodiment of the present invention;

FIG. 6 is a schematic view of the structure of the front frame and the rear frame of the embodiment of the present invention;

fig. 7 is a schematic structural view of the rear frame and the locking device in cooperation according to the embodiment of the invention.

In the figure: vehicle body 100, front frame 110, mounting sleeve 111, front wheel 120, rear frame 130, balance pedal 131, mounting frame 132, rear pneumatic shock absorber 133, rotating shaft 134, stopper 135, rear swing fork 136, rear wheel 140, front shock absorbing mechanism 150, front fork arm 151, front pneumatic shock absorber 152, a fork arm 153, connecting block 154, swing arm 155, rotating seat 156, handlebar 157, hydrofoil mechanism 160, telescopic cylinder 161, V-shaped hydrofoil 162, fork piece 163, support rod 164, water blocking surface 165, mounting block 166, shock absorber 167, connecting head 168, floating tank structure 200, housing structure 210, air bag 220, air storage bottle 230, control valve 240, locking device 300, actuator 310, brake cable 311, brake cable 312, return spring 313, operating handle 314, protrusion 315, mounting cylinder 320, locking sleeve 330, recess 331, drive mechanism 400, fuel engine 410, generator 420, transmission 430, and transmission device

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Referring to fig. 1 to 7, the present application provides a mountain and cross-country amphibious motorcycle, comprising a vehicle body 100, a locking device 300 and a driving mechanism 400, wherein a buoyancy tank structure 200 for providing buoyancy to float the vehicle body 100 on the water is mounted on the vehicle body 100, the vehicle body 100 comprises a front frame 110, a rear frame 130, a front shock absorbing mechanism 150 and a hydrofoil mechanism 160, and a front wheel 120 is rotatably mounted on the front frame 110; a rear wheel 140 is rotatably mounted on the rear frame 130, the rear frame 130 is rotatably mounted on the front frame 110 along the length direction of the vehicle body 100, and a balance pedal 131 is provided on both sides of the rear frame 130; a locking device 300 is mounted on the front frame 110, and the locking device 300 is used for locking the relative rotation of the rear frame 130 relative to the front frame 110; a driving mechanism 400 is mounted on the rear frame 130 for driving the rear wheel 140. In order to improve the shock absorbing effect of the front wheel 120 and avoid the occurrence of jolting during traveling in water, the front shock absorbing mechanism 150 is rotatably mounted on the front frame 110, the front wheel 120 is rotatably mounted at the lower end of the front shock absorbing mechanism 150, and the front shock absorbing mechanism 150 can retract or put down the front wheel 120; the hydrofoil mechanism 160 is mounted on one end of the front shock absorbing mechanism 150 in the forward direction of the vehicle body 100, and the active end of the hydrofoil mechanism 160 can swing forward relative to the front shock absorbing mechanism 150. The hydrofoil mechanism 160 mainly functions to form a hydrofoil structure after the vehicle body 100 is submerged, so as to reduce the resistance of the locomotive running in water, and simultaneously, the hydrofoil mechanism 160 is utilized to lift the whole front frame 110, so as to facilitate running and operation.

In the present application, at least two rotation points exist between the rear frame 130 and the front frame 110, so that the stability of the entire rear frame 130 and the front frame 110 can be ensured, and the strength of the entire vehicle body 100 can be ensured, so that the rear frame 130 and the front frame 110 collapse when driving on a land. It should be noted that the rear frame 130 is rotatable relative to the front frame 110 along the longitudinal direction of the vehicle body 100, that is, the rear frame 130 can be laterally deviated along both sides of the advancing direction of the vehicle body 100 during normal driving, so that a driver can adjust the steering effect of the entire vehicle body 100 by adjusting the lateral deviation direction of the rear frame 130 during driving in a water area.

It should be added that, in the present application, in order that the buoyancy tank structure 200 does not affect the driving of the vehicle body 100 on the land, the buoyancy tank structure 200 in the present application is designed by adopting a retractable structure, wherein the buoyancy tank structure 200 has a smooth shape, which facilitates the reduction of the resistance of the whole electric vehicle in the form of a water area in the later period; is designed into a movable structure. In this application, the case of the buoyancy tank structure 200 is a rigid shell structure 210, which protrudes outward, and in which an air bag 220 is installed, the air bag 220 is connected to an air cylinder 230 or a power pump installed in the vehicle body 100, and the air bag 220 and the air cylinder 230 are connected by a control valve 240, wherein the control valve 240 can be controlled by a conventional switch, such as a switch on a train car that turns on a light. Such switches that control the control valve 240 in this application may be mounted on the vehicle head. When the airbag 220 is not in use, the housing structure 210 automatically shrinks and fits on the vehicle body 100 after the airbag is deflated; when the whole electric car is launched into water, a user can control the control valve 240 to open through the switch, the air storage bottle 230 or the power pump inflates the air bag 220, the shell structure 210 expands outwards, the shell structure 210 is pushed outwards while buoyancy is provided, a floating plate is formed, the floating plate is similar to a hydrofoil structure of a ship, and the whole electric car is enabled to provide an upward buoyancy in the running process. In addition, it should be noted that, in the present application, all the outer walls of the shell structures 210 are provided with hydrofoil structures, so that the resistance of the motorcycle during running in water can be reduced.

In order to facilitate that the whole vehicle body 100 does not influence the normal running of the whole vehicle body when running on the land, in one embodiment of the application, one side of the balance pedal 131 is hinged to the rear frame 130 through a hinge, the balance pedal 131 can be folded and attached to the rear frame 130 around the hinge, and the rear frame 130 is provided with a limit block 135 for limiting the swing amplitude of the balance pedal 131. The design of the hinged balance pedal 131 can realize the storage function, and reduce the obstruction when the vehicle runs on the land. Meanwhile, the design of the limiting block 135 can facilitate limiting the swing of the balance pedal 131 when the vehicle runs in a water area, so that the limiting block 135 can provide a lateral force for the rear frame 130 when a driver heels, and meanwhile, the limiting block 135 occupies a smaller space relative to the balance pedal 131 when the vehicle runs on a land, and the obstruction is reduced.

This mountain land amphibian installs pontoon structure 200 additional on current motorcycle basis, has realized amphibian. This application decomposes into preceding frame 110 and back frame 130 with automobile body 100, adopts split type design to make back frame 130 rotate along the relative preceding frame 110 of the length direction of automobile body 100, can drive rear wheel 140 like this and take place the sideslip, and rear wheel 140 is when rotating like this, can also provide a power that the sideslip when providing a forward drive power in addition, and the relative locomotive of rear of a vehicle of automobile body 100 of being convenient for takes place the sideslip like this and turns to in order to realize whole automobile body 100, has improved the steering ability of automobile body 100 in aqueous. In addition, the two sides of the rear frame 130 are provided with the balance pedals 131, so that a driver can conveniently tread the balance pedals 131 on the corresponding side to realize the lateral deviation of the rear frame 130, the vehicle body 100 can be steered, and the adjustment is convenient. The locking device 300 locks the rotation of the rear frame 130 relative to the front frame 110, so that different use requirements are improved when the bicycle is used on land and water, and the phenomenon that the rear frame 130 deviates relative to the front frame 110 to affect normal use when the bicycle is used on land is avoided.

Referring to fig. 1 to 3, in order to better improve the damping effect of the front frame 110, and simultaneously reduce the resistance when the whole vehicle body 100 is driven into water, and simultaneously avoid the front wheel 120 from striking a reef when the vehicle is driven in water, the front frame 110 is rotatably provided with the front damping mechanism 150, the front wheel 120 is rotatably provided on the front damping mechanism 150, the front damping mechanism 150 and the front wheel 120 can synchronously swing around the joint of the front damping mechanism 150 and the front frame 110, and the front damping mechanism 150 can retract or put down the front wheel 120. The front shock absorbing mechanism 150 may be a combination of a shock absorbing structure and a telescoping mechanism of a conventional motorcycle, and the telescoping mechanism may be a conventional telescoping motor or other cam-link mechanism, if the front wheel 120 can be lifted.

In one embodiment, the present application provides a specific structure of the front shock absorbing mechanism 150 for the purpose of improving convenience of use and stability during driving. The front shock absorption mechanism 150 includes a front fork arm 151, a front pneumatic shock absorber 152 and an a fork arm 153, the front wheel 120 can be rotatably mounted on the front fork arm 151, the upper portion of the front fork arm 151 is hinged with a connecting block 154, the mounting end of the front pneumatic shock absorber 152 can be rotatably mounted on one end of the front frame 110 located in the advancing direction of the vehicle body 100, the telescopic end of the front pneumatic shock absorber 152 is hinged with the connecting block 154, one end of the a fork arm 153 is movably hinged on the front frame 110, the other end is slidably hinged with the connecting block 154 or the telescopic end of the front pneumatic shock absorber 152, the upper end of the front fork arm 151 is hinged with the outer wall of the front pneumatic shock absorber 152 through a swing arm 155, the front fork arm 151, the swing arm 155 and the front pneumatic shock absorber 152 can synchronously rotate around the connection between the front pneumatic shock absorber 152 and the front frame 110, and the hydrofoil mechanism 160 is mounted on the front fork arm 151.

Wherein, the front fork arm 151, the connecting block 154, the front pneumatic shock absorber 152, the A fork arm 153 and the swing arm 155 are mutually matched to form a quadrilateral and triangular combined connecting rod structure, so that the stability of the whole front shock absorbing mechanism 150 can be improved, and the strength of the whole front shock absorbing mechanism 150 is ensured. In addition, when the whole vehicle body 100 runs on a bumpy road, the front fork arm 151 transmits the reaction force of the ground to the connecting block 154 and the swing arm 155, and finally transmits the reaction force to the front pneumatic shock absorber 152, the front pneumatic shock absorber 152 is stressed to contract, and at this time, the four-side link structure formed by the front fork arm 151, the connecting block 154, the swing arm 155 and the front pneumatic shock absorber 152 is driven to deform, so that quick energy absorption is realized, at this time, because the a fork arm 153, the front pneumatic shock absorber 152 and the front vehicle frame 110 are of a three-side link structure, the three-side link structure has strong stability and cannot deform, in order to change the situation and adapt to the deformation of the front pneumatic shock absorber 152, in the application, a sliding hinged structure is adopted between the a fork arm 153 and the connecting block 154 or the telescopic end of the front pneumatic shock absorber 152, and the design is such that when the front pneumatic shock absorber 152 is stressed to contract on the road, the actual connection length of the a fork arm 153 between the connecting block 154 or the telescopic end of the front pneumatic shock absorber 152 and the front vehicle frame 110 is lengthened. When the front pneumatic shock absorber 152 is reset and extends out, the actual connection length of the A yoke 153 between the connecting block 154 or the telescopic end of the front pneumatic shock absorber 152 and the front frame 110 is shortened, the stability of the whole front shock absorbing mechanism 150 can be effectively guaranteed through the structure of the multi-connecting-rod structure, meanwhile, the strength of the front shock absorbing mechanism 150 can be guaranteed, and the off-road performance of the whole locomotive is improved.

It should be noted that the front pneumatic shock absorber 152 is similar to the air suspension structure of a conventional automobile, and can adjust the contraction amount while absorbing shock, that is, adjust the total length of the front pneumatic shock absorber 152, so as to achieve the function of retracting or lowering the front fork arm 151 and the front wheel 120. In order to facilitate the adjustment of the extending length of the front pneumatic shock absorber 152, a control system in a multifunctional air suspension system with patent number CN201821641041.9 may be used in the present application to implement the extending amount of the front pneumatic shock absorber 152, which is not described in detail herein. In fact, the air source used for the extension and retraction of the front pneumatic damper 152 can share the same air supply system with the buoyancy tank structure 200, so that the design is simple and the cost is reduced. That is, the output end of the air cylinder 230 or the power pump is connected with the front pneumatic shock absorber 152 through a passage, and a control valve body is correspondingly added on the passage, and meanwhile, the CN201821641041.9 is adopted to realize control through an air suspension system in a multifunctional air suspension system.

Referring further to fig. 3 and 4, in order to ensure the strength of the front pneumatic shock absorber 152 and facilitate the rotation between the front pneumatic shock absorber 152 and the front frame 110, a rotating seat 156 is mounted outside the mounting end of the front pneumatic shock absorber 152, both sides of the rotating seat 156 along the advancing direction of the vehicle body 100 are hinged with the upper end of the front fork arm 151 through the swing arm 155, a mounting sleeve 111 is disposed on one end of the front frame 110 along the advancing direction of the vehicle body 100, and the rotating seat 156 is rotatably mounted in the mounting sleeve 111 through a bearing. Wherein, the upward end of the rotating seat 156 passes through the sleeve 111 and is connected with the handlebar 157, and the handlebar 157 can be provided with the throttle and the brake of the conventional motorcycle, even some control switches, such as the switches for controlling the driving mechanism 400 and the locking device 300.

Referring further to fig. 3 to 5, the hydrofoil mechanism 160 includes a telescopic cylinder 161, a V-shaped hydrofoil 162 and a buffer mechanism, the V-shaped hydrofoil 162 is formed by combining two fork blades 163, the two fork blades 163 incline towards the middle along the advancing direction of the vehicle body and form a water stop surface 165, the outward ends of the two fork blades 163 are respectively hinged with the lower parts of the fork arms at both sides of the front fork arm 151, and the buffer mechanism is installed at the end where the two fork blades 163 are connected; the telescopic end of the telescopic cylinder 161 is hinged with the buffer mechanism, and the mounting end of the telescopic cylinder 161 is hinged with the upper end of the front fork arm 151. In the present application, after the locomotive is launched, the driver can control the extending action of the telescopic cylinder 161 according to the requirement, so that the upper end of the V-shaped hydrofoil 162 swings obliquely and forwards towards the advancing direction of the locomotive body 100, and thus the V-shaped hydrofoil 162 forms a hydrofoil structure along the forward surface of the locomotive body 100, so that the V-shaped hydrofoil 162 can guide the water in the advancing direction of the locomotive body 100 when the locomotive is running in water, and simultaneously, the reaction force provided by the water to the V-shaped hydrofoil 162 is utilized to raise the whole front damping mechanism 150 and the front frame 110, thereby reducing the running resistance. The buffer mechanism can buffer the impact of water waves on the vehicle body 100 and effectively absorb the swinging acting force of the V-shaped water wing plate 162. It should be noted that the two fork blades 163 are actually formed by two strips into a V shape, and the inner side edges of the two fork blades 163 are both protruded outwards, so that the outward side surfaces of the two fork blades 163 can form the water retaining surface 165, thereby realizing the functions of a hydrofoil and a water retaining plate. When the hydrofoil mechanism 160 is not in use, the telescopic cylinder 161 is contracted, and the V-shaped hydrofoil 162 is close to or attached to the side surface of the front fork 151 in the advancing direction, so that the V-shaped hydrofoil 162 can also serve as a mud shield in this state, and mud splashing during the traveling of the front wheel 120 is reduced. Wherein, the driving system of the telescopic cylinder 161 can be communicated with the inflation system of the buoyancy tank structure 200 to realize uniform driving.

Referring further to fig. 4 and 5, in order to improve the shock absorbing capability of the V-shaped hydrofoil plate 162, the damping mechanism includes a mounting block 166, a shock absorber 167, and a connecting head 168, the mounting block 166 is mounted on the back surface of the V-shaped hydrofoil plate 162, one end of the shock absorber 167 is hinged to the mounting block 166, the other end is fixedly connected to one end of the connecting head 168, and the connecting head 168 is hinged to the telescopic end of the telescopic cylinder 161. The shock absorber 167 is a conventional damper or a shock absorbing spring, etc., and the mounting block 166 can be fixed to the back of the V-shaped hydrofoil 162 by screws, wherein the back of the V-shaped hydrofoil 162 is a side close to the front fork arm 151, the front of the V-shaped hydrofoil 162 is a side in the advancing direction of the vehicle body 100, and the water blocking surface 165 is the front of the V-shaped hydrofoil 162. In order to improve the supporting capability and the wave resistance of the V-shaped hydrofoil plate 162, the connecting head 168 is connected with the back surface of the V-shaped hydrofoil plate 162 in a sliding manner through a supporting rod 164. Thus, as the shock absorber 167 is compressed, the support rod 164 slides correspondingly on the back of the V-shaped hydrofoil 162 to adjust its position to accommodate the different lengths of the shock absorber 167.

Referring to fig. 3, in the present application, also for the purpose of improving convenience of use and stability during driving, the rear frame 130 includes a rear swing fork 136, a mounting bracket 132, and a rear pneumatic damper 133, the mounting bracket 132 is rotatably mounted on the front frame 110, the bottom of the rear swing fork 136 is hinged to the mounting bracket 132, and the rotation shaft column of the rear wheel 140 is rotatably mounted on both fork heads of the rear swing fork 136; the mounting end of the rear pneumatic damper 133 is hinged to the mounting bracket 132, and the telescopic end of the rear pneumatic damper 133 is slidably hinged to the rear swing fork 136. The rear pneumatic damper 133 and the front pneumatic damper 152 are the same in structure, and both can be extended and retracted by using the same gas supply system as the buoyancy tank structure 200. In addition, in the present application, since the rear wheel 140 needs to provide a recoil force when driving in water in addition to providing a grip force on the ground, the rear wheel 140 may adopt a rear wheel structure adopted in patent No. 201520692592.8-amphibious motorcycle, which may facilitate providing a reaction force for the rear wheel 140 when the rear wheel 140 rotates when the vehicle body 100 is driving in water. It should be added that the rear pneumatic damper 133 can also perform a telescopic function when traveling in water, wherein the rear pneumatic damper 133 is contracted, and at this time, the length of the rear pneumatic damper 133 itself is shortened, and the telescopic end of the rear pneumatic damper 133 slides on the rear swing fork 136. In order to facilitate the deformation of the three-side structure formed by the rear pneumatic damper 133, the rear pendulum fork 136 and the mounting bracket 132, a long waist hole 137 is formed in the mounting bracket 132, and the telescopic end of the rear pendulum fork 136 is hinged to the long waist hole 137 through a bolt or a rotating pin. In some embodiments, the rear fork 136 may further have a sliding slot, and the telescopic end of the rear pneumatic damper 133 is hinged with a sliding block, and the sliding block is slidably mounted in the sliding slot. The long waist hole and the rotating pin are preferably matched and combined, so that the design can be effectively and simply realized, and the manufacturing cost is reduced.

Further, in the present application, the vehicle body 100 is a motor vehicle, and for this purpose, in order to improve the driving capability thereof on the road, the driving mechanism 400 includes a fuel engine 410, a generator 420, and a transmission 430, the fuel engine 410 is mounted on the lower side of the mounting frame 132, an input end of the transmission 430 is connected to an output end of the fuel engine 410, an output end of the transmission 430 is connected to the rear wheel 140 through a transmission mechanism, an input end of the generator 420 is connected to an output end of the transmission 430, and the generator 420 supplies electric power to the rear pneumatic damper 133, the buoyancy tank structure 200, and the front damping mechanism 150.

Referring further to fig. 3, 6 to 7, the locking device 300 is used to lock the relative rotation between the front frame 110 and the rear frame 130, and for this purpose, the locking device 300 may use a conventional clutch to achieve the above-mentioned function, and when driving in the water, the clutch may be released to enable the relative rotation between the front frame 110 and the rear frame 130; when the vehicle is running on a road, the front frame 110 and the rear frame 130 are locked, so that the front frame 110 and the rear frame 130 are integrated, and the stability of the vehicle body 10 is improved. Of course, in some other embodiments, the locking device 300 may also be a simple bolt structure, for example, a pin hole may be provided on a portion of the rear frame 130 that rotates around the front frame 110, and a bolt is movably provided on the front frame 110, so that when the front frame 110 and the rear frame 130 need to be locked, the bolt may be inserted into the pin hole to lock the front frame 110 and the rear frame 130, and conversely, the bolt may be pulled out to realize the relative rotation of the rear frame 130 and the front frame 110.

In fact, for the convenience of control and operation, a specific structure of the locking device 300 is also provided in the present application, wherein the locking device 300 includes an actuating mechanism 310, a mounting cylinder 320, and a locking sleeve 330, the mounting cylinder 320 is mounted on the front frame 110, the actuating mechanism 310 is mounted on one end of the mounting cylinder 320 far away from the rear frame 130, the locking sleeve 330 is slidably mounted in the mounting cylinder 320 and connected to the output end of the actuating mechanism 310, and the locking sleeve 330 can only slide along the axial direction of the mounting cylinder 320; the rear frame 130 is rotatably connected with the front frame 110 through the rotating shaft 134, the locking sleeve 330 is movably sleeved on the rotating shaft 134, and the actuating mechanism 310 can drive the locking sleeve 330 to abut against the rotating shaft 134 to lock the relative rotation of the rear frame 130 and the front frame 110. The locking between the locking sleeve 330 and the rotating shaft 134 can be achieved by friction between the two, or by some combination of protrusions and grooves. The actuator 310 may be a telescopic motor or other linkage structure, as long as the actuator can drive the locking sleeve 330 to slide on the mounting cylinder 320. In addition, the inner wall of the mounting cylinder 320 can be provided with a sliding groove along the axial direction thereof, the outer wall of the locking sleeve 330 is provided with a key block, and the locking sleeve 330 can only slide along the axial direction of the mounting cylinder 320 and cannot rotate relative to the mounting cylinder 320 through the matching of the sliding groove and the key block, so that the locking sleeve 330 cannot rotate along with the rotating shaft 134 when the frame 130 is locked.

Referring to fig. 6 and 7, in an improved embodiment, in order to reduce the overall equipment cost and the driving reliability, the actuating mechanism 310 includes a brake cable 311 and a brake cable pipe 312, the brake cable 311 is movably inserted into the brake cable pipe 312, one end of the brake cable 311 is connected with the locking sleeve 330, one end of the brake cable 311 close to the locking sleeve 330 is sleeved with a return spring 313, one end of the return spring 313 far from the rear frame 130 is fixedly mounted on the mounting tube 320, and the other end of the return spring 313 abuts against the end face of the corresponding end of the locking sleeve 330; the other end of the brake cable 311 penetrates through the brake cable pipe 312 and is connected with an operating handle 314; one end of the brake pipe 312 is fixed on the front frame 110, the other end of the brake pipe 312 is fixed on the mounting cylinder 320, and the return spring 313 can push the locking sleeve 330 against the rotating shaft 134. The operating handle 314 may be disposed on the handle bar, so that the driver can operate the operating handle easily. In actual use, the return spring 313 can press the locking sleeve 330 against the rotating shaft 134 in a natural state, so that the locking between the locking sleeve and the rotating shaft 134 can be realized. When the front frame 110 and the rear frame 130 need to be unlocked, a driver only needs to pull the brake cable 311 by operating the handle 314, so that the brake cable 311 drives the locking sleeve 330 to be far away from the rotating shaft 134 to release the rotating shaft 134, and the return spring 313 is compressed at this time; when the front frame 110 and the rear frame 130 need to be locked, a driver only needs to operate the handle 314 to release the brake cable 311, and the locking sleeve 330 can automatically sleeve and tightly abut against the rotating shaft 134 under the action of the return spring 313, so that the locking function is achieved.

In addition, the design of brake cable 311 and brake cable pipe 312 can be convenient for the wiring work of whole automobile body 100, and occupation of land space is little, is difficult to receive environmental impact simultaneously, improves the ability of cross country use. The working principle of the brake cable 311 and the brake line pipe 312 can refer to the brake line structure of a conventional bicycle, and the application does not refer to the details, and refer to the patent CN201921176508.1, which is a structure in a split brake line.

Further, in order to improve the relative locking capability between the locking sleeve 330 and the rotating shaft 134, a plurality of protrusions 315 or anti-slip patterns are arranged on the outer wall of one end of the rotating shaft 134 close to the locking sleeve 330, and recesses 331 matched with the protrusions 315 or the anti-slip patterns are arranged on the inner wall of the corresponding end of the locking sleeve 330. Of course, in some embodiments, the inner wall of the locking sleeve 330 may be provided with a quincunx groove, and the periphery of the outer wall of the rotating shaft 134 is provided with a plurality of protruding strips, which are in the shape of a quincunx to match the quincunx groove.

It should be added that, in the technical solution of the present application, since the rear frame 130 can rotate relative to the front frame 110, the swing requirements of the two are mainly used for turning when driving in water; when the vehicle runs on the land, the front wheels 120 and the rear wheels 140 on the whole vehicle body 100 are required to be on the same plane when the vehicle runs straight, so that when the vehicle runs from a water area to the land, the relative rotation between the rear frame 130 and the front frame 110 needs to be locked in advance through the locking device 300, and at the moment, the driver only needs to sit at the middle of the vehicle body 100 under normal conditions and ensure that the overall gravity centers of the vehicle body 100 and the driver are respectively coplanar, the rear frame 130 and the front frame 110 can be automatically aligned by utilizing the buoyancy of the two buoyancy of the buoyancy tank structure 200, and the whole alignment process is very simple and convenient. Such a design may allow vehicle body 100 to automatically yaw as it travels from the water to the road.

The above embodiments are only for illustrating the technical solutions of the present invention and are not limited thereto, and any modification or equivalent replacement without departing from the spirit and scope of the present invention should be covered within the technical solutions of the present invention.

Claims

1. A mountain cross-country amphibious motorcycle comprises a motorcycle body, wherein a buoyancy tank structure for providing buoyancy to enable the motorcycle body to float on the water surface is mounted on the motorcycle body, and the motorcycle body is characterized by comprising

A front frame;

the locking device is arranged on the front frame and used for locking the relative rotation of the rear frame relative to the front frame; and

and the driving mechanism is arranged on the rear frame and is used for driving the rear wheel.

2. The mountain off-road amphibious motorcycle of claim 1, wherein the front shock absorbing mechanism comprises a front fork arm, a front pneumatic shock absorber and an A fork arm, the front wheel is rotatably mounted on the front fork arm, the upper part of the front fork arm is hinged with a connecting block, the mounting end of the front pneumatic shock absorber is rotatably mounted on one end of the front frame in the advancing direction of the motorcycle body, the telescopic end of the front pneumatic shock absorber is hinged with the connecting block, one end of the A fork arm is movably hinged on the front frame, the other end of the A fork arm is slidably hinged with the connecting block or the telescopic end of the front pneumatic shock absorber, the upper end of the front fork arm is hinged with the outer wall of the front pneumatic shock absorber through a swing arm, the front fork arm, the swing arm and the front pneumatic shock absorber can synchronously rotate around the joint of the front pneumatic shock absorber and the front frame, and the hydrofoil mechanism is mounted on the front fork arm.

3. A mountain and cross-country amphibious motorcycle as claimed in claim 2, wherein the front pneumatic shock absorber is externally mounted with a rotary seat at its mounting end, both sides of the rotary seat along the forward direction of the vehicle body are hinged with the upper end of the front fork arm via the swing arm, the front frame is provided with a mounting sleeve at one end along the forward direction of the vehicle body, and the rotary seat is rotatably mounted in the mounting sleeve via a bearing.

4. The mountain land cross-country amphibious motorcycle of claim 2, wherein the hydrofoil mechanism comprises a telescopic cylinder, a V-shaped hydrofoil, and a buffer mechanism, the V-shaped hydrofoil is formed by combining two fork blades, the two fork blades incline towards the middle along the advancing direction of the vehicle body and form a water blocking surface, the outward ends of the two fork blades are respectively hinged with the lower parts of the fork arms at both sides of the front fork arm, and the buffer mechanism is mounted at the connecting end of the two fork blades; the telescopic end of the telescopic cylinder is hinged with the buffer mechanism, and the mounting end of the telescopic cylinder is hinged with the upper end of the front fork arm.

5. A mountain off-road amphibious motorcycle as claimed in claim 4 wherein the cushioning mechanism comprises a mounting block, a shock absorber and a connector, the mounting block is mounted on the back of the V-shaped hydrofoil, one end of the shock absorber is hinged with the mounting block, the other end is connected with one end of the connector, the connector is hinged with the telescopic end of the telescopic cylinder, and the connector is connected with the back of the V-shaped hydrofoil through a support rod in a sliding manner.

6. A mountain cross-country amphibious motorcycle as claimed in claim 1, wherein the rear frame comprises a rear swing fork, a mounting bracket and a rear pneumatic shock absorber, the mounting bracket being rotatably mounted on the front frame, the bottom of the rear swing fork being hinged to the mounting bracket, the rotation shaft post of the rear wheel being rotatably mounted on both fork heads of the rear swing fork; the mounting end of the rear pneumatic shock absorber is hinged to the mounting frame, and the telescopic end of the rear pneumatic shock absorber is hinged to the rear swing fork in a sliding mode.

7. A mountain and cross-country amphibious motorcycle as claimed in claim 6 wherein the drive means comprises a fuel engine mounted on the underside of the mounting bracket, a generator and a variator, the input of the variator being connected to the output of the fuel engine, the output of the variator being connected to the rear wheel via a transmission, the input of the generator being connected to the output of the variator, the generator supplying electrical power to the rear pneumatic damper and the front damper.

8. A mountain and cross-country amphibious motorcycle as claimed in any one of claims 1 to 7 wherein the locking means comprises an actuator, a mounting cylinder mounted on the front frame, and a locking sleeve mounted slidably within the mounting cylinder and connected to the output of the actuator, the locking sleeve being slidable only in the direction of the axis of the mounting cylinder; the rear frame is rotationally connected with the front frame through a rotating shaft, the locking sleeve is movably sleeved on the rotating shaft, and the actuating mechanism can drive the locking sleeve to abut against the rotating shaft to lock the relative rotation of the rear frame and the front frame.

9. The mountain cross-country amphibious motorcycle of claim 8, wherein the actuator comprises a brake cable and a brake cable pipe, the brake cable is movably inserted into the brake cable pipe, one end of the brake cable is connected with the locking sleeve, one end of the brake cable close to the locking sleeve is sleeved with a return spring, one end of the return spring far away from the rear frame is fixedly mounted on the mounting cylinder, and the other end of the return spring abuts against the end face of the corresponding end of the locking sleeve; the other end of the brake cable penetrates out of the brake cable pipe and is connected with an operating handle; one end of the brake line pipe is fixed on the front frame, the other end of the brake line pipe is fixed on the mounting cylinder, and the reset spring can tightly push the locking sleeve on the rotating shaft.

10. A mountain and cross-country amphibious motorcycle as claimed in claim 8, wherein the locking sleeve has a plurality of protrusions or anti-slip grooves on its outer wall at one end of the shaft adjacent to the locking sleeve, and a plurality of recesses for engaging the protrusions or anti-slip grooves on its inner wall at the opposite end of the locking sleeve.