CN113581348B - Multi-link suspension mechanism and motorcycle - Google Patents

Multi-link suspension mechanism and motorcycle Download PDF

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Publication number
CN113581348B
CN113581348B CN202111046185.6A CN202111046185A CN113581348B CN 113581348 B CN113581348 B CN 113581348B CN 202111046185 A CN202111046185 A CN 202111046185A CN 113581348 B CN113581348 B CN 113581348B
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China
Prior art keywords
connecting rod
shock absorber
motorcycle
hinged
mounting
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CN113581348A (en
Inventor
冯云
何进
杨林
刘远平
高旭
孙敏
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Chongqing Longxin New Energy Technology Co ltd
Loncin Motor Co Ltd
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Chongqing Longxin New Energy Technology Co ltd
Loncin Motor Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K25/00—Axle suspensions
    • B62K25/04—Axle suspensions for mounting axles resiliently on cycle frame or fork
    • B62K25/12—Axle suspensions for mounting axles resiliently on cycle frame or fork with rocking arm pivoted on each fork leg
    • B62K25/14—Axle suspensions for mounting axles resiliently on cycle frame or fork with rocking arm pivoted on each fork leg with single arm on each fork leg
    • B62K25/20—Axle suspensions for mounting axles resiliently on cycle frame or fork with rocking arm pivoted on each fork leg with single arm on each fork leg for rear wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J9/00—Containers specially adapted for cycles, e.g. panniers or saddle bags
    • B62J9/20—Containers specially adapted for cycles, e.g. panniers or saddle bags attached to the cycle as accessories
    • B62J9/26—Containers specially adapted for cycles, e.g. panniers or saddle bags attached to the cycle as accessories to the saddle, e.g. saddle bags

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Axle Suspensions And Sidecars For Cycles (AREA)

Abstract

The invention discloses a multi-connecting-rod suspension mechanism and an electric motorcycle, which comprise a connecting rod assembly and a shock absorber, wherein the connecting rod assembly comprises a first connecting rod and a second connecting rod, the second connecting rod is hinged to a frame in a mode that two ends of the second connecting rod can swing around a hinge axis, a first end part of the first connecting rod is hinged to a rocker arm of the electric motorcycle backwards, a second end part of the first connecting rod is hinged to a first end part of the second connecting rod forwards, and two ends of the shock absorber are respectively hinged to a set position of the first connecting rod and a second end part of the second connecting rod; compared with a common suspension system, the shock absorber is not directly arranged between the frame and the rocker arm, so that the shock absorption effect is greatly improved, and the riding comfort and the control safety are improved; the installation position of the shock absorber is changed, the stress is decomposed to the horizontal direction, and the riding comfort and the control safety are further improved.

Description

Multi-link suspension mechanism and motorcycle
Technical Field
The invention relates to the field of electric motorcycle parts, in particular to a multi-connecting-rod suspension mechanism and a motorcycle.
Background
The suspension structure is a key part of the motorcycle, and the key of buffering uneven road surface and obstacles influences the riding comfort and the control safety.
In the prior art, a suspension structure mainly includes:
1. traditional double rocker arm double shock absorption suspension. The disadvantages are that:
a. the rocker arm and the shock absorber need to be arranged on two sides, and the structure is complicated;
b. the upper part of the shock absorber is arranged on the frame, the lower part of the shock absorber is arranged on the rocker arm, the impact of the rear wheel is directly transmitted to the frame, and the shock absorbing effect is not good;
c. the double-side shock absorption brings instability due to left-right difference;
2. a direct push type or multi-link type middle suspension. The disadvantages are that:
a. the middle space is occupied, and a large storage box cannot be arranged;
b. the upper part of the shock absorber is arranged on the frame, the lower part of the shock absorber is arranged on the rocker arm or the connecting rod mechanism, the impact of the rear wheel is directly transmitted to the frame, and the shock absorption effect is poor;
3. the single-side rear rocker arm and the direct-push type rear shock absorber. The disadvantages are that:
a. the upper part of the shock absorber is arranged on the frame, the lower part of the shock absorber is arranged on the rocker arm, the impact of the rear wheel is directly transmitted to the frame, and the shock absorption effect is poor;
b. if the frame mounting point and the rocker mounting point are greatly staggered, the mounting cannot be realized;
4. CN201820514067.0 multi-link shock absorbing assembly, the shock absorber below is installed on the rocker arm, the impact of the rear wheel can still be directly transmitted to the frame, the shock absorbing effect is still not ideal.
Therefore, in order to solve the above problems, a multi-link suspension mechanism is required, which can improve the shock absorbing effect, improve the riding comfort and control safety.
Disclosure of Invention
In view of the above, the present invention is directed to overcome the drawbacks of the prior art, and to provide a multi-link suspension mechanism, which can achieve shock absorption, ride comfort and control safety.
The invention relates to a multi-connecting-rod suspension mechanism, which comprises a rocker arm, a connecting rod assembly and a shock absorber, wherein the connecting rod assembly comprises a first connecting rod and a second connecting rod, the second connecting rod is hinged to a frame in a mode that two ends of the second connecting rod can swing around a hinge axis, the first end part of the first connecting rod is hinged to the rocker arm backwards, the second end part of the first connecting rod is hinged to the first end part of the second connecting rod forwards, the forwards and backwards correspond to the arrangement direction of a front wheel and a rear wheel of a front wheel of an electric motorcycle, the front wheel is forwards, the rear wheel is backwards, two ends of the shock absorber are respectively hinged to the set position of the first connecting rod and the second end part of the second connecting rod, the set position is obtained according to a design data result, the arrangement is selected according to an actual situation, and the description is omitted;
the rocker arm is the existing structure of a motorcycle (or an electric motorcycle), is connected between a frame and a rear wheel of the motorcycle to form a support structure capable of swinging, and when the rear wheel encounters road surface excitation impact, the rear wheel and the rocker arm swing up and down around a mounting point of the frame and the rocker arm, namely the rocker arm is hinged with the mounting point of the frame; the first end part of the first connecting rod is hinged to a rocker arm of the electric motorcycle backwards, the second end part of the first connecting rod is hinged to the first end part of the second connecting rod forwards, and when the rear wheel takes the length of the rocker arm as a radius and swings up/down around a mounting point of the frame and the rocker arm, the first connecting rod moves up/down simultaneously to push the second connecting rod; the two ends of the second connecting rod can swing around the hinge axis to be hinged to the frame, and the two ends of the second connecting rod can swing up/down around the connecting point of the second connecting rod and the frame; the two ends of the shock absorber are respectively hinged to the set position of the first connecting rod and the second end part of the second connecting rod, and the first end part of the second connecting rod is pushed by the force transmitted by the first connecting rod, so that the second end part of the second connecting rod pushes the shock absorber to be compressed on the first connecting rod; compare with common suspension system, this mechanism's bumper shock absorber is not installed between frame and rocking arm, but installs on link assembly and swings together with link assembly, and the bumper shock absorber develops compression and recovery work in link assembly's motion process, and the impact of rear wheel is not directly absorbed by the frame, promotes the effect of moving away to avoid possible earthquakes by a wide margin, has promoted and has ridden the travelling comfort and control the security.
Further, the included angle between the shock absorber and the horizontal plane is not more than 20 degrees; the arrangement angle of the shock absorber is adjusted to be low, the traditional shock absorption direction is changed, the stress is decomposed to the horizontal direction, most of acting force is absorbed by the multi-connecting-rod suspension mechanism, the service life of the shock absorber can be prolonged, the riding comfort and the control safety are further improved, the influence on drivers and passengers is reduced, compared with a common direct-pushing structure and a cradle system/triangle plate system, the rigidity characteristic is softer, a larger arrangement space is provided for the installation of other components of the electric motorcycle, and the space utilization rate is improved; the rigidity characteristic of the multi-link suspension mechanism is between 1.1 and 1.6, and compared with a common direct-pushing structure, a suspension system formed by the multi-link suspension mechanism can provide a more gradual rigidity characteristic (reaching 1.25 and the direct pushing is about 1.1) for the suspension system under a reasonable layout condition; compared with a common cradle system/triangle system, the mechanism provides a softer rigidity characteristic (the common structure is 1.6), each hard point is less stressed, and the rigidity characteristic is the ratio of the rigidity of the multi-link suspension mechanism when a shock absorber is compressed to the rigidity of the multi-link suspension mechanism in a balanced state.
Further, the first end of the second link is upper relative to the second end such that the first end of the second link is above the shock absorber; the mutual interference between the shock absorber and the first connecting rod can be reduced, so that the smoothness of the multi-connecting-rod suspension mechanism is improved, the effective transmission efficiency is high, and the shock absorption effect is good.
Furthermore, the second connecting rod is of an obtuse V-shaped structure and is hinged to the frame through a V-shaped inflection point, and the opening of the V shape faces the rear; the second connecting rod with the V-shaped structure can improve the structural strength of a hinge point of the second connecting rod and the frame, has excellent bending resistance effect, can bear larger load, greatly reduces the vibration of drivers and passengers during driving by combining the working direction of the shock absorber, and effectively improves the shock absorption effect; when the second connecting rod is pulled by the first connecting rod, the second connecting rod swings around a connecting point of the second connecting rod and the frame, meanwhile, the second connecting rod compresses a shock absorber hinged with the second connecting rod, a second connecting rod hinge lug is connected to the frame, the second connecting rod is hinged to the second connecting rod hinge lug through a V-shaped inflection point, the second connecting rod hinge lug is connected to the frame along the direction of the connecting line of the front wheel and the rear wheel of the electric motorcycle, and the obtuse angle structure enables two ends of the second connecting rod to have enough swing space when the second connecting rod swings, so that the second connecting rod hinge lug is simply connected with the second connecting rod, and abnormal sound of parts caused by vibration or collision of other parts caused by unreasonable spatial arrangement are reduced; the opening of "V" shape is towards the rear, and effective transmission length of second connecting rod and first connecting rod still can further be shortened to this type of structure, but reduce cost when guaranteeing transmission characteristic promotes suspension mechanism's smooth and easy nature, the second connecting rod still can be the straight-bar, and the middle part of straight-bar articulates on the frame, and the both ends of straight-bar articulate first connecting rod and bumper shock absorber respectively, no longer describe here.
Further, the first connecting rod extends backwards from the second end part and is bent downwards to form an approximate L-shaped structure, and the first end part of the first connecting rod is positioned at the downward bending section; the extension meaning of the approximately L-shaped structure is that structural adjustment deformation is allowed on the basis of the L-shaped structure, so that the structure of the first connecting rod in the scheme is more met, and no further description is given here, the first connecting rod extends backwards from the second end to form a backward extending section and bends downwards to form a downwards bending section, the backward extending section and the downwards bending section form an approximately L-shaped structure, and the first end of the first connecting rod is located at the downwards bending section. First connecting rod retroextension section is obtuse connection retroextension section and rocking arm, receive the shock that the wheel transmission was come earlier by become obtuse section atress of bending downwards with the retroextension section, then component to bumper shock absorber and retroextension section, then the retroextension section continues to disperse the power to the second connecting rod, pass through the bumper shock absorber by the second connecting rod again and transmit back first connecting rod, under the multiple shock attenuation effect, realize the effect of moving away to avoid possible earthquakes, it also can improve the smooth and easy nature of first connecting rod motion to become obtuse arrangement, it is obvious to effectively pass the power characteristic, the effect of moving away to avoid possible earthquakes is excellent.
Further, the first connecting rod backward extension section is longer than the section of bending downwards, can improve the effective working stroke of bumper shock absorber, improves the shock attenuation effect, just the bumper shock absorber articulates in the section of bending downwards and is close to in the department of bending downwards.
Further, the downward bending section of the first connecting rod is deviated outwards relative to the first end part, as shown in the figure, the downward bending section of the first connecting rod is hinged to the rocker arm through the first end part, and the downward bending section is deviated outwards relative to the hinged part (realized by direct bending deformation), so that the whole first connecting rod, the second connecting rod and the shock absorber (which are approximately positioned on the same plane) are deviated outwards; the structure can give up a larger middle space, is combined with the inclination angle of the shock absorber, is beneficial to arranging middle structures such as a storage box and the like, and can increase the capacity of the storage box; meanwhile, the offset structure forms a buffer structure, and the overall comfort and the buffer vibration damping performance of the suspension are further improved.
Further, the first link rearward extension is approximately parallel to a horizontal plane. The meaning of the approximately parallel extension is that errors caused by swinging, installation and the like are allowed on the basis of parallel, and the error is not repeated herein, and the arrangement height of the whole multi-link suspension mechanism can be effectively reduced by combining the arrangement mode of the shock absorber, so that an avoiding space is arranged for other components; the first connecting rod is connected with a shock absorber hinge lug, and one end of the shock absorber is hinged with the shock absorber hinge lug. The shock absorber hinge lug is directly formed on the downward bending section and is close to the downward bending part, the shock absorber is hinged to the hinge lug, the self rigidity of the first connecting rod can be guaranteed, and when the shock absorber moves towards the hinged position of the shock absorber and the first connecting rod, the shock absorber hinge lug is stressed and then is transmitted to the first connecting rod.
The invention also discloses an electric motorcycle which adopts the multi-connecting-rod suspension mechanism; the shock-proof effect is greatly improved, the riding comfort and the control safety are improved, and the use space of the vehicle is increased; the suspension structure changes the installation direction of the shock absorber, and decomposes stress to the horizontal direction, thereby further improving riding comfort and control safety; compared with the common direct-push structure and the cradle/triangle system, the rigidity characteristic is softer, and the riding comfort is improved.
Furthermore, the electric motorcycle is of a single rocker structure, and the multi-connecting-rod suspension mechanism is arranged corresponding to a rocker of the electric motorcycle. The multi-connecting-rod suspension mechanism is one, the single side is arranged on one side of the rear wheel of the electric motorcycle, the single side arrangement is adopted, the instability caused by the left-right difference of the shock absorption of the two sides is changed, meanwhile, the arrangement space is saved, the layout of the whole motorcycle is optimized, a large storage box can be placed in the middle of the motorcycle, and the satisfaction degree of a user is improved.
The beneficial effects of the invention are: compared with a common suspension system, the multi-connecting-rod suspension mechanism disclosed by the invention has the advantages that the shock absorber of the mechanism is not directly arranged between the frame and the rocker arm, so that the shock absorption effect is greatly improved, and the riding comfort and the control safety are improved; the installation direction of the shock absorber is changed, the stress is decomposed to the horizontal direction, and the riding comfort and the control safety are further improved; compared with a common direct-push structure and a cradle/triangle system, the rigidity characteristic is softer, and the riding comfort is improved; adopt unilateral to arrange, improved the instability that is brought by difference about the two sides shock attenuation, saved simultaneously and arranged the space, optimized whole car overall arrangement, place large-scale storage box in the middle part of the vehicle, promoted user's satisfaction.
Drawings
The invention is further described below with reference to the following figures and examples:
FIG. 1 is a view of the entire vehicle;
FIG. 2 is a full vehicle view with the cover removed;
FIG. 3 is a perspective view of FIG. 2;
FIG. 4 is a rear view of FIG. 2;
FIG. 5 is an exploded view of the gauge, steering assembly;
FIG. 6 is an exploded view of the instrument assembly of the present invention;
FIG. 7 is an exploded view of the installation of the meter assembly;
FIG. 8 is a schematic view of the structure of the flip drive mechanism of the meter;
FIG. 9 is a top view of a mounting structure of the mounting base;
FIG. 10 is a rear view of the mounting base;
FIG. 11 is a bottom view of the mounting base;
FIG. 12 is a left side view of the mounting base;
FIG. 13 is a perspective view of a mounting base (including mounting accessories);
FIG. 14 is a cross-sectional view of a charging device;
FIG. 15 is a vertical bottom view of FIG. 14;
FIG. 16 is an exploded view of a hardware installation of the circuit assembly;
FIG. 17 is a circuit diagram of a circuit assembly;
FIG. 18 is a cross-sectional view of the hub;
FIG. 19 is a plan view of the hub;
FIG. 20 is a rear fender assembly construction view;
fig. 21 is an exploded view of a tail light mounting structure;
FIG. 22 is a multi-link suspension mounting structure view;
FIG. 23 is a rear view of the multi-link suspension;
FIG. 24 is a multi-link suspension articulation configuration view;
fig. 25 is an exploded view of the drive motor and controller installation.
Detailed Description
As shown in fig. 2, 4, 22, 23, and 24, the multi-link suspension mechanism in this embodiment is also referred to as a suspension assembly 7, and includes a rocker 705, a link assembly and a shock absorber 703, where the link assembly includes a first link 701 and a second link 702, the second link 702 is hinged to the frame 2 in a manner that two ends can swing around a hinge axis, a first end of the first link 701 is hinged to the rocker 705 of the electric motorcycle backward, a second end of the first link 701 is hinged to a first end of the second link 702 forward, the forward and backward directions correspond to the arrangement direction of the rear wheel of the front wheel of the electric motorcycle, the front wheel is forward, the rear wheel is backward, and two ends of the shock absorber 703 are respectively hinged to a set position of the first link 701 and a second end of the second link 702, the set position is obtained according to design data, the arrangement is selected according to practical situations, and will not be repeated;
the rocker arm is the existing structure of a motorcycle (or an electric motorcycle), is connected between a frame and a rear wheel of the motorcycle to form a support structure capable of swinging, and when the rear wheel encounters road surface excitation impact, the rear wheel and the rocker arm swing up and down around a mounting point of the frame and the rocker arm, namely the rocker arm is hinged with the mounting point of the frame; the first end of the first connecting rod is hinged backwards to a rocker arm of the electric motorcycle, the second end of the first connecting rod is hinged forwards to the first end of the second connecting rod, and when the rear wheel takes the length of the rocker arm as a radius and swings up/down around a mounting point of a frame and the rocker arm, the first connecting rod 701 moves up/down simultaneously to push the second connecting rod 702; the second link 702 is hinged to the frame 2 in such a manner that both ends can swing about the hinge axis, and both ends of the second link 702 thus swing up/down about the connection point of the second link 702 with the frame 2; the two ends of the shock absorber 703 are respectively hinged to the set position of the first link 701 and the second end of the second link 702, and at this time, the force transmitted by the first link 701 pushes the first end of the second link 702, so that the second end of the second link 702 pushes the shock absorber 703 to be compressed on the first link 701; compared with a common suspension system, the shock absorber 703 of the suspension mechanism is not installed on the frame 2 and the rocker 705, but is installed on the connecting rod assembly and swings together with the connecting rod assembly, the shock absorber 703 expands compression and recovery work in the motion process of the connecting rod assembly, the impact of the rear wheel is not directly absorbed by the frame 2, the shock absorption effect is greatly improved, and the riding comfort and the control safety are improved.
In this embodiment, the included angle between the shock absorber 703 and the horizontal plane is not greater than 20 °, preferably 18 °, as shown in the figure, the front end of the shock absorber tilts upward to form an included angle within 20 °, the arrangement angle of the shock absorber 703 is adjusted to be low, the direction of large-angle tilt of the conventional shock absorber is changed, the stress is resolved to the horizontal direction, and most of the acting force is absorbed by the multi-link suspension mechanism, so that the service life of the shock absorber 703 can be prolonged, the riding comfort and the control safety are further improved, the influence on drivers and passengers is reduced, compared with a common direct-push structure and a cradle system/triangle system, the rigidity characteristic is softer, and in the installation of other components of the electric motorcycle, a larger arrangement space is provided, and the space utilization rate is improved; the rigidity characteristic of the multi-link suspension mechanism is between 1.1 and 1.6, and compared with a common direct-pushing structure, a suspension system formed by the multi-link suspension mechanism can provide a more gradual rigidity characteristic (reaching 1.25 and a direct pushing rate of about 1.1) for the suspension system under a reasonable layout condition; compared with a common cradle system/triangle system, the mechanism provides a softer rigidity characteristic (the common structure is 1.6), each hard point is less stressed, and the rigidity characteristic is the ratio of the rigidity of the multi-link suspension mechanism when the shock absorber 703 is compressed to the rigidity of the multi-link suspension mechanism under the balanced state of the shock absorber 703.
In this embodiment, the first end of the second link 702 is located above the second end, so that the first end of the second link 702 is located above the shock absorber 703. The mutual interference between the shock absorber 703 and the first link 701 can be reduced, so that the smoothness of the multi-link suspension mechanism is improved, the effective transmission efficiency is high, and the shock absorbing effect is good.
In this embodiment, the second connecting rod 702 is a "V" shaped structure with an approximate obtuse angle, the extension meaning of the "V" shaped structure is that structural adjustment is allowed on the basis of the "V" shaped structure, so as to better conform to the structure of the second connecting rod 702 in the present disclosure, which is not repeated herein, the second connecting rod 702 with the approximate "V" shaped structure can improve the structural strength of the hinge point between the second connecting rod 702 and the frame 2, has excellent bending resistance effect, and can bear a larger load, in combination with the working direction of the shock absorber 703, greatly reduce the tremble when a driver or a passenger travels, effectively improve the shock absorption effect, and the second connecting rod 702 is hinged to the frame 2 through the inflection point of the "V" shaped structure, the opening of the "V" shaped structure faces rearward, when the second connecting rod 702 is pulled by the first connecting rod 701, the second connecting rod 702 swings around the connection point of the second connecting rod 702 and the frame 2, and the shock absorber hinged to the second connecting rod 702 compresses the shock absorber, the second connecting rod 703 is connected to the second connecting rod 703, the second connecting rod 702 is connected to the space of the second connecting rod 702 through the hinge point, so that the shock absorber can swing along the direction of the second connecting rod 702, and the motorcycle frame 2, the shock absorber can be easily reduced, and the shock absorber can be caused by the shock of the motorcycle front wheel, and the motorcycle frame can be easily caused by the shock absorber, and the shock absorber 702; the opening of "V" shape is towards the rear, and this kind of structure still can further shorten the effective transmission length of second connecting rod 702 and first connecting rod 701, but reduce cost when guaranteeing transmission characteristic promotes suspension mechanism's smooth and easy nature, second connecting rod 702 still can be the straight-bar, and the middle part of straight-bar articulates on frame 2, and the both ends of straight-bar articulate first connecting rod 701 and bumper shock absorber 703 respectively, no longer describes here.
In this embodiment, the first connecting rod 701 extends backwards from the second end and is bent downwards to form an approximately "L" -shaped structure, the extension meaning of the approximately "L" -shaped structure is that structural adjustment deformation is allowed on the basis of the "L" -shaped structure, so as to better conform to the structure of the first connecting rod 701 in the present embodiment, which is not described herein again, the first connecting rod 701 extends backwards from the second end to form a backwards extending segment 7011 and is bent downwards to form a downwards bent segment 7012, the backwards extending segment 7011 and the downwards bent segment 7012 form an approximately "L" -shaped structure, and the first end of the first connecting rod 701 is located at the downwards bent segment 7012; the first connecting rod 701 bends downwards 7012 and is obtuse-angled and connected with a backward extension segment 7011 and a rocker arm 705, a first connecting rod hinge lug is connected to the rocker arm 705, the downward bending segment 7012 is hinged to the first connecting rod hinge lug, when the shock transmitted by the wheel is received, the downward bending segment 7012 which is obtuse-angled and formed with the backward extension segment 7011 is stressed, then the component force is distributed to the shock absorber 703 and the backward extension segment 7011, then the backward extension segment 7011 continuously disperses the force to the second connecting rod 702, and then the force is transmitted back to the first connecting rod 701 through the shock absorber 703 by the second connecting rod 702.
In this embodiment, the backward extending section 7011 of the first link 701 is longer than the downward bending section 7012, so as to increase the effective working stroke of the shock absorber 703 and improve the shock absorption effect, and the shock absorber 703 is hinged to the downward bending section 7012 and close to the downward bending position.
In this embodiment, the downward bent segment of the first connecting rod is shifted to the outside relative to the first end portion, as shown in the figure, the downward bent segment of the first connecting rod is hinged to the rocker arm through the first end portion, and the downward bent segment is shifted to the outside relative to the hinged portion (by direct bending deformation), so that the whole first connecting rod, the second connecting rod and the shock absorber (which are approximately located on the same plane) are all shifted to the outside; the structure can give up a larger middle space, is combined with the inclination angle of the shock absorber, is beneficial to arranging middle structures such as a storage box and the like, and can increase the capacity of the storage box; meanwhile, the offset structure forms a buffer structure, and the overall comfort and the buffer vibration damping performance of the suspension are further improved.
In this embodiment, the backward extension 7011 of the first link 701 is approximately parallel to the horizontal plane. The meaning of the approximately parallel extension is that errors caused by swinging, installation and the like are allowed on the basis of parallel, and are not repeated herein, and the arrangement height of the whole multi-link suspension mechanism can be effectively reduced by combining the arrangement mode of the shock absorber 703, so that an avoiding space is arranged for other components.
In this embodiment, the first connecting rod 701 is connected with a shock absorber hinge lug, and one end of the shock absorber 703 is hinged with the shock absorber hinge lug; the shock absorber hinge lug is directly formed on the downward bending section 7012 and close to the downward bending part, the shock absorber 703 is hinged to the hinge lug, the self rigidity of the first connecting rod 701 can be guaranteed, and when the shock absorber 703 moves towards the hinged position of the shock absorber 703 and the first connecting rod 701, the shock absorber hinge lug is stressed and then is transmitted to the first connecting rod 701.
In this embodiment, the hinge joint of the first link 701 and the second link 702, the hinge joint of the first link 701 and the rocker 705, the hinge joint of the shock absorber 703 and the first link 701, and the hinge joint of the shock absorber 703 and the second link 702 all adopt hinge structures of the same structure, and in this embodiment, the hinge structure 704 between the first link 701 and the second link 702 is taken as an example for description, as shown in the figure, the hinge structure 704 includes a hinge shaft 7041, a bearing bushing 7045 externally sleeved on the hinge shaft, a needle roller bearing 7042 externally sleeved on the bearing bushing, and retainer rings 7043 and 7044, which are respectively sleeved outside the bushing in the axial direction of the hinge shaft and located in a hinge groove formed by the second link 702 and located at two ends of a hinge part of the backward extending section 7011 in the axial direction, and are used for reducing wear of other components hinged on the hinge member.
The invention also discloses a motorcycle, which comprises a front structure 1, a frame (body) 2, a seat cushion 3, wheels and the like; the embodiment is an electric vehicle, and further comprises a battery pack 5 arranged on the frame; the motorcycle adopts the multi-connecting-rod suspension mechanism, can be used for two-wheeled motorcycles and three-wheeled motorcycles, greatly improves the shock absorption effect, and improves the riding comfort and the control safety; the direction of shock absorption is changed, the stress is decomposed to the horizontal direction, and the riding comfort and the control safety are further improved; compared with a common direct-push structure and a cradle/triangle system, the rigidity characteristic is softer, and the riding comfort is improved.
In this embodiment, the electric motorcycle is of a single-rocker structure, and therefore, in the single-cantilever structure, the multi-link suspension mechanism is only applicable to a two-wheeled motorcycle, and is arranged corresponding to the rocker 705 of the electric motorcycle; the multi-connecting-rod suspension mechanism is one, the single side is arranged on one side of the rear wheel of the electric motorcycle, the single side arrangement is adopted, the instability caused by the left-right difference of the shock absorption of the two sides is changed, meanwhile, the arrangement space is saved, the layout of the whole motorcycle is optimized, a large storage box can be placed in the middle of the motorcycle, and the satisfaction degree of a user is improved.
By adopting the suspension assembly with the structure, a storage box mounting position is arranged on the frame 2 (vehicle body), and a storage box 6 is mounted at the storage box mounting position; the storage box 6 is positioned below the seat cushion 3 and the transverse part of the storage box is positioned above the rocking 705 arm; by adopting the structure, the storage box transversely extends to the upper part of the rocker arm, the volume of the storage box can be increased, so that the storage box can be used for placing more articles, thereby meeting more user requirements, the meaning that the storage box is positioned below the seat cushion, extends forwards and backwards and is positioned above the single rocker arm assembly is that the storage box is positioned below the seat cushion and extends forwards and backwards respectively along the transverse direction, thereby increasing the volume of the storage box, further increasing the volume of the storage box, and the arrangement space of the storage box can be increased by arranging the single rocker arm assembly and arranging the storage box above the single rocker arm assembly, thereby further increasing the volume of the storage box and being convenient for the disassembly of the rear wheel of the motorcycle; in this embodiment, the motorcycle is of a single rocker structure, the single rocker is disposed on a side opposite to the controller 19 of the motorcycle, so that the stability of the motorcycle during operation can be increased, and the meaning of the side opposite to the controller 19 of the motorcycle is that the single rocker assembly is disposed on the other side where the controller of the motorcycle is located. The structure and function of the seat cushion are the prior art, and are not described in detail herein.
As shown in fig. 5, 6 and 7, the motorcycle is further provided with a flip-over type double-screen instrument assembly 101, which comprises a first display screen assembly 1011 and a second display screen assembly 1012, wherein the first display screen assembly 1011 can be driven to flip over relative to the second display screen assembly 1012 to form a flip structure, and the flip over can enable a set relative position to be formed between a first display screen 10111 of the first display screen assembly 1011 and a second display screen 10121 of the second display screen assembly 1012; the display screen assembly generally comprises a display screen, a frame or a shell for installing the display screen, a control assembly and necessary circuits, which are not described herein any more, and the invention only designs the structure of the double-screen display screen; in the invention, the first display screen assembly can be driven to turn over relative to the second display screen assembly, the turning over can be driven by a motor or can be manually carried out (damping is required), the first display screen assembly can be turned over to be in a use state when driving and riding, and can be turned over to be in a designed state when not in use, such as overlapping, the first display screen assembly and the second display screen assembly form a set angle or incline to the side surface, and the like, and the direction relation of the two display screen assemblies is designed, so that the turning over is not repeated; through the upset design for big screen instrument obtains better protection when not using, avoids artificial damage, and simultaneously, makes whole car structure aesthetic feeling better.
In this embodiment, the turning can make the first display 10111 of the first display element 1011 and the second display 10121 of the second display element 1012 form a state of relative folding at 0 ° and a state of relative opening at a certain angle; the first display screen and the second display screen are oppositely arranged and turned over at a certain angle, and the first display screen and the second display screen are opened and combined through turning over, so that the use and the storage are convenient; relatively placing behind the upset coincide, doing benefit to and guaranteeing display screen itself, simultaneously, the structure behind the coincide makes first display screen can form hidden state, does benefit to the protection display screen and has regular exterior structure, and it is also comparatively convenient to use the operation when just opening.
In this embodiment, the second display screen assembly 1012 is fixedly disposed, and the first display screen assembly 1011 drives the first display screen 10111 to form a state of being relatively overlapped at 0 degree and relatively opened at a certain angle with respect to the second display screen 10121 of the second display screen assembly 1012; in the in-use position, the second screen assembly is secured to the motorcycle mounting base 102, the second screen 10121 of the second screen assembly 1012 is positioned so that the rider can view the display, and the mounting base 102 is provided with a downwardly facing recessed channel 102a, the recessed channel 102a being sized laterally to accommodate the first screen assembly 1011 and the second screen assembly 1012 and being at least partially deep enough to accommodate the overall thickness of the first screen assembly 1011 superimposed over the second screen assembly 1012.
In this embodiment, the size of the first display 10111 of the first display element 1011 is larger than the size of the second display 10121 of the second display element 1012; when the two display screens are overlapped, the first display screen 10111 of the first display screen assembly 1011 can be completely covered, and the second display screen 10121 of the second display screen assembly 1012 is positioned at the lower part, so that the two display screens can be effectively protected, a good waterproof effect is achieved, and the whole hiding effect is good; meanwhile, the first display screen of the first display screen assembly is large, more and larger contents can be displayed conveniently, and safe use of a driver is guaranteed.
In this embodiment, the first display screen assembly 1011 includes a first display screen 10111 and a first display screen housing for fixedly mounting the first display screen 10111; the second display screen assembly 1012 comprises a second display screen 10121 and a second display screen housing for fixedly mounting the second display screen 10121;
as shown in the figure, the first display screen housing includes a first frame 10112 and a first rear cover 10113, which are fixedly connected to form an integral first display screen housing, the first display screen 10111 is mounted and fixed on the first display screen housing, and an existing mechanical fixing manner can be adopted, and in fact, the first display screen assembly is a display screen assembly capable of displaying set information, which belongs to the prior art and is not described herein again; similarly, the second display screen housing includes a second frame 10122 and a second rear cover 10123, which are fixedly connected to form an integral second display screen housing, the second display screen is mounted on and fixed to the second display screen housing, and the existing mechanical fixing manner can be adopted, and actually, the second display screen assembly is a display screen assembly capable of displaying set information, and belongs to the prior art; adopt frame cooperation back lid structure for the display screen has the installation basis, has protection architecture simultaneously.
The first display screen shell is hinged to the second display screen shell to form the turnover structure, as shown in the figure, the lower edge of the first display screen shell is hinged to the front edge of the second display screen shell to form a structure capable of driving the opening and closing, the hinge structure is integrally simple, and the turnover structure is the best structure.
In this embodiment, as shown in fig. 5, the meter assembly further includes a turnover driving mechanism 1013, where the turnover driving mechanism 1013 includes a driving motor 10134 and a driving shaft 10131 driven by the driving motor 10134, and the first display screen shell is disposed on the driving shaft 10131 in a transmission fit manner, and is hinged to the second display screen shell through the driving shaft 10131; the first display screen shell is limited relative to the second display screen shell in a turnover mode; in the invention, the driving motor 10134 outputs rotation power for driving the driving shaft 10131 to rotate, and the driving shaft 10131 drives the first display screen shell to turn over, so that the first display screen shell can turn over from the included angle of 0 degree to the set included angle; of course, this structure requires a transmission fit (generally, a mechanical transmission fit manner such as a spline) between the first display screen housing (the lower edge of the first frame 10112 in the use state) and the driving shaft, that is, a transmission fit in the circumferential direction; the driving shaft 10131 is in running fit with the second display screen shell (the front edge of the second frame 10122 in a use state) (the running fit is realized through a bearing 10135 arranged at each of two ends) so as to realize openable turnover; of course, the fact that the first display screen shell is limited relative to the second display screen shell when the first display screen shell is turned over to a set angle means that the first display screen shell is limited from continuing to turn over, and mechanical limiting blocking (limiting protrusions and the like) is adopted, and is not described herein again.
In this embodiment, the driving motor 10134 drives the driving shaft through a worm-and-gear pair, and the worm-and-gear pair transmission can ensure that the turning speed and the turning degree are both in a controllable range, so as to avoid the display screen assembly from being damaged by too fast turning; as shown, the driving motor 10134 drives the worm 10133, the worm 10133 drives the worm wheel 10132, and the worm wheel 10132 drives the driving shaft 10131, so that the first display screen assembly is turned over in a set angle range relative to the second display screen assembly.
In the embodiment, the display device further comprises a control unit, wherein the control unit is arranged on the second display screen shell and is respectively in signal connection with the first display screen and the second display screen for sending display instructions to the first display screen and the second display screen; the control unit generally includes a CPU and peripheral hardware, which are not described herein again; in this embodiment, the first display screen component and the second display screen component may share the control unit, and send the display instruction according to different needs, which is not described herein again;
of course, the following structures shown in the figures may be employed: the control unit for controlling the display of the first display screen assembly 1011 and the display of the second display screen assembly 1012 can be independent control units, namely, the control units can be divided into a first control unit 10114 and a second control unit 10124, and the first control unit and the second control unit are both installed on the second display screen shell and are respectively in signal connection with the first display screen and the second display screen correspondingly for sending display instructions to the first display screen and the second display screen; when the motorcycle is used, the first control unit and the second control unit receive signals from the ECU, display relevant reference parameters for motorcycle running, and are used for media playing or playing information required by other riders, and the details are not repeated;
of course, no matter one control unit or an independent control unit, the first display screen 10111 and the second display screen 10121 can display set data parameters finally, so that the purposes of safe driving and entertainment are achieved.
In this embodiment, the driving motor 10134 is fixed to the second display housing (the second frame 10122 fixed to the second display housing), and is structurally and azimuthally adaptable to the installation positions of the driving motor and the worm-and-gear pair;
the control unit sends a driving instruction to the driving motor; the control unit can send out instructions of power off, positive and negative rotation and the like to realize positive rotation, negative rotation and the like, so that the aims of folding and opening are fulfilled, and the control is simple and convenient
Of course, the above commands can be sent to the driving motor by one of the first control unit 10114 or the second control unit 10124, and the same as the driving command of one control unit, the final turning and turning degree is reached;
meanwhile, besides the two driving modes, the driving motor can be driven by a control system (ECU) of the motorcycle to send a driving instruction to the driving motor; although the hardware for receiving and issuing the command is different, the three methods all generate the same result, and are not described herein again.
In this embodiment, the motorcycle is powered on and started: after receiving an unlocking instruction and a power-on instruction in an unlocked state, a driving motor (the external dimension: 16mm in external diameter, 30mm in length and 4.0kg. Cm in rated torque) of the driving mechanism rotates forwards to execute an opening action, a first display screen assembly in 3S is completely opened, the locked-rotor current of the driving motor continuously reaches 3S after reaching a limiting position, the maximum angle (generally 126 degrees +/-1 degrees) of opening is detected, and after locked-rotor is carried out for 3S, the motor stops acting and is started.
Closing: the motorcycle is parked, the motor is driven to rotate reversely to execute closing action after a power-off command is received, the 3S inner central control screen is closed, the motor locked-rotor current at the arriving superposed position continuously reaches 3S, the angle (0-1 degree) is detected after the motor is closed, and the motor stops acting after the locked-rotor current reaches 3S, so that the closing is completed.
In the opening or closing process, if the locked-rotor current occurs, the duration time is more than or equal to 3S, and the angle does not reach the specified angle, the abnormal condition is considered; when the abnormality is detected, the driving motor stops the current action output. After pausing for 3S, the driving motor resumes to continue outputting, executes the current closing action, and stops the current action output if the locked-rotor current is still detected and the duration is more than or equal to 3S, and continuously performs three times of detection; in three continuous detections, locked-rotor current occurs, the duration time is more than or equal to 3S, and the angle is less than the specified angle, the driving motor reversely acts, the driving motor is restored to the initial state, and fault information is sent out; at the moment, the whole vehicle needs to be powered on and powered off again.
As shown in fig. 5, the double-panel instrument assembly 101 is mounted on a mounting base 102 fixed on the motorcycle; the mounting base 102 is provided with a meter mounting location 1021 for mounting a motorcycle meter and at least one functional mounting location for mounting other components which may be mounted in close proximity to the motorcycle meter; the parts which can be installed near the motorcycle instrument (front end of the vehicle) in the invention refer to the parts which can be positioned near the instrument in the process of assembling and using the motorcycle, and can comprise parts such as a steering handle, a headlight, a turn light, a brake handle, a brake oil cup and the like, and functional installation positions can be arranged on the installation base as long as the parts can be installed at the front end part, and the installation base can be correspondingly structurally designed according to different requirements of the installation positions, and are not described again;
as shown in fig. 5, the mounting base 102 is used as an intermediate connecting component of the steering assembly, that is, the steering assembly comprises a steering handle, a steering column and the mounting base 102 connected between the steering handle and the steering column, the mounting base 102 is at least provided with an instrument mounting position for mounting an instrument, and at least one functional mounting position for mounting other components which can be mounted near the instrument of the motorcycle; the parts which can be installed near the motorcycle instrument (front end of the vehicle) in the invention refer to the parts which can be positioned near the instrument in the process of assembling and using the motorcycle, and can comprise parts such as a steering handle, a headlight, a turn light, a brake handle, a brake oil cup and the like, and functional installation positions can be arranged on the installation base as long as the parts can be installed at the front end part, and the installation base can be correspondingly structurally designed according to different requirements of the installation positions, and are not described again;
in this embodiment, the handlebar includes a left handlebar and a right handlebar, and left handlebar mounting locations 1022 and right handlebar mounting locations 1023 are respectively disposed on the left and right sides of the mounting base 102 for mounting the left handlebar; namely, the functional mounting positions comprise a left handle mounting position 1022 for mounting a left handle and a right handle mounting position 1023 for mounting a right handle; as shown in the figure, the left handlebar mounting position 1022 and the right handlebar mounting position 1023 are respectively positioned at the left side and the right side of the column mounting base and are used for fixedly mounting the left handlebar and the right handlebar, namely the mounting base also has the function of bearing the steering driving of the handlebar, the structure that the instrument support in the prior art is mounted in the middle of the handlebar is changed, the length size of the handlebar can be reduced, the overlapping mounting of a plurality of parts is avoided, and the integral mounting structure is simplified;
as shown in the drawings, the left handlebar comprises a left handlebar tube 23 fixedly mounted at a left handlebar mounting position 1022 and a right handlebar tube 2301 fixedly mounted at a right handlebar mounting position 1023, wherein the left handlebar mounting direction and the right handlebar mounting direction refer to the extending directions of the left handlebar and the right handlebar at the positions, namely the directions of the axes; as shown in the figure, the left handle includes a left handle tube 23, a handle sleeve 14 and a switch combination 13, etc. arranged on the left handle tube, and the right handle includes a right handle tube 2301, an accelerator (current) control handle 12 and a switch combination 11 arranged on the right handle tube, of course, an accelerator (current) switch, a pull switch, etc. are also arranged, which are not described herein again; wherein, left direction handle pipe 23 penetrates left direction handle mounting hole 10221, and right direction handle pipe 2301 penetrates right direction handle mounting hole 10231, penetrates the tip and forms fixedly through current mechanical system such as screw or nut, and overall structure is simple, and the assembly operation is easy.
In this embodiment, the mounting base 102 further has a steering mounting position for fixedly connecting with the motorcycle steering column 9, that is, the functional mounting position further includes a steering mounting position 1024 for fixedly connecting the mounting base 102 with the motorcycle steering column 9; the connection mode between the mounting base 102 and the motorcycle steering column 9 can be various mechanical structures, can form fixed connection through an intermediate piece, can also be directly fixed connection, needs to be provided with fixed connection modes, such as bolt connection and the like, and can achieve the purpose of the invention; in the invention, the mounting base is used as a transmission structure between the steering handle (the left steering handle and the right steering handle) and the steering column, so that the traditional connecting mechanism between the steering handle and the steering column is omitted, the mounting mechanism at the front end of the motorcycle is greatly simplified, and the front end structure is more standard.
In this embodiment, the functional mounting positions further include a brake handle mounting position for mounting a brake handle, the brake handle mounting position corresponds to a specific brake mode of the motorcycle, for example, both the front brake and the rear brake may be hand brakes, and at this time, a right brake handle and a left brake handle are required, and the brake handle mounting positions on the mounting base are also a right brake handle mounting position and a left brake handle mounting position corresponding to corresponding positions (located on the front side of the handlebar) on the left and right sides, respectively; if only one front brake is in a manual or manual front-back linkage brake mode, only one brake handle mounting position is arranged, generally positioned on the left side, and is not described again; as shown in the figure, the technical scheme of the present invention is that the front brake and the rear brake are both manual, that is, the functional mounting locations further include a left brake handle mounting location 1028 (fixed to the left handle mounting location 1022) for mounting the left brake handle 22 and a right brake handle mounting location 1029 ((fixed to the left handle mounting location 1023)) for mounting the right brake handle 2201, and corresponding locations (located on the front side of the handle) on the left and right sides of the mounting base 102 are provided with a left brake handle mounting location 1028 and a right brake handle mounting location 1029, as shown in the figure, the right brake handle mounting location 1029 and the left brake handle mounting location 1028 are respectively projection supports (mounting lug structures with mounting holes, and the left brake handle 22 and the right brake handle 2201 are respectively provided with mounting lugs, and are not described herein again by the existing connection and disconnection connection manner), and the left brake handle 22 and the right brake handle 2201 are mounted on the corresponding projection supports by the existing mechanical means, and the number of the projection supports may be set as required, and may be multiple or may be connected as an integral structure.
In this embodiment, the meter mounting location 1021 is located in a sinking groove 102a formed by partial sinking of the mounting base, as shown in the figure, the middle part of the mounting base sinks to form the sinking groove 102a, the meter mounting location 1021 is used for mounting the meter 101, and due to the structure of the sinking groove 102a, the meter 101 can be partially or completely located in the sinking groove (the meter adopts a foldable structure) in the up-down direction, so that the whole is simple and the meter is effectively protected; meanwhile, in the process of opening the instrument for use, due to the existence of the sinking groove, the installation foundation of the instrument can be protected, and the instrument is prevented from being damaged by external force.
In this embodiment, the bottom of the sinking groove 102a is provided with a supporting portion protruding upwards for supporting the instrument, the supporting portion is a protruding portion 10211 for installing the instrument, as shown in the figure, the instrument installation position is located at the bottom of the sinking groove, the protruding portion can be integrated with the installation position, or can be formed by rear fixed connection, four portions are generally arranged in a rectangular distribution, a corresponding shock pad can be arranged on the surface contacting with the instrument 101, the instrument is fixed on the supporting portion by the existing mechanical means such as screws, so as to form stable installation, and meanwhile, because of the four-point support, the shock-proof effect is better, so as to be beneficial to ensuring the service life of the instrument; do benefit to and still be equipped with the via hole 1025 that is used for passing through the instrument line to the stable support of instrument formation and tank bottom, as shown in the figure, the quantity of bottom via hole can set up a plurality ofly as required, and this embodiment is two, and the via hole setting has guaranteed the rational arrangement of circuit to do not interfere with parts such as turning to.
In this embodiment, the left handle mounting portion 1022 and the right handle mounting portion 1023 are integrally formed with the mounting base 102 and respectively extend along the mounting direction of the left handle and the right handle; as shown in the figure, extension structure can effectively increase the left direction and install position and right direction installation position and left direction and right direction the joint strength between the handle to guarantee can guarantee that great turning bears and the accidental clash of the in-process of traveling.
The brake handle mounting position is positioned at the front side of the right handlebar mounting position or/and the left handlebar mounting position; if only one front brake is in a manual or manual front-back linkage brake mode, only one brake handle mounting position is arranged, generally positioned on the left side, and is not arranged on the right side; as shown in the drawings, for example, the front brake and the rear brake are both manual, and the right brake lever mounting location 1029 and the left brake lever mounting location 1028 are respectively and correspondingly located at the front sides of the right handlebar mounting location 1023 and the left handlebar mounting location 1022; this structure can adapt to traditional brake handle and the direction be connected the position between, simultaneously, brake handle does not have lug connection on the direction is, and its use strength is guaranteed to the load of reducible direction.
In this embodiment, the left handlebar mounting portion 1022 is provided with a left handlebar mounting hole 10221 in a left handlebar mounting direction, and the right handlebar mounting portion 1023 is provided with a right handlebar mounting hole 10231 in a right handlebar mounting direction; the left handlebar mounting hole 10221 is used for passing through and fixing the left handlebar tube 23 of the left handlebar, and the right handlebar mounting hole 10231 is used for passing through and fixing the right handlebar tube 2301 of the right handlebar;
in this embodiment, a steering connecting seat 8 is fixedly connected to the steering mounting position 1024, and the steering mounting position 1024 is fixedly connected to a steering column 9 through the steering connecting seat 8; the steering column 9 is connected through the steering connecting seat 8, so that the mounting base has strong adaptability, can be in standardized connection with the steering column 9 and a steering handle, and saves the assembly cost and the part cost; as shown in the figure, the steering mounting position 1024 is located on the lower surface of the mounting base 102, and is formed by two protruding mounting supports formed by the lower surface of the mounting base 102 facing downward, and the upper portion of the steering connecting base 8 is fixedly connected with the two protruding mounting supports through bolts (or screws); the part that turns to connecting seat 8 downwardly extending is the tubulose, and steering column 9 upwards penetrates to turn to connecting seat 8 and forms the transmission through the connecting pin of horizontal male and connect, belongs to general mechanical transmission connection structure, and overall structure is simple complete, and assembly easy operation practices thrift manufacturing and cost of maintenance greatly.
In this embodiment, the upper edges of the left and right side walls of the sinking groove 102a extend upward and transition to the left handlebar mounting position 1022 and the right handlebar mounting position 1023 in an outward inclined manner; as shown in the figure, the upper edges of the two side walls are inclined upwards and outwards at the same time, the structure tightly connects the left-direction handle mounting position and the right-direction handle mounting position with the sinking groove 102a, and adapts to the driving requirement in height, the structure is convenient to form, so that the whole structure is complete and standard, and the messy phenomenon in the prior art is avoided; the upper edges of the left and right side walls of the sinking groove 102a are used for gradually reducing the cross section of the mounting position towards the left direction and the right direction; the longitudinal central line of the sinking groove is taken as the center and the two directions of the sinking groove in the transverse direction are taken as the outer sides; the structure of diminishing transition gradually forms the structure that strengthens gradually to turning to the center according to the size of the moment that needs when turning to, can guarantee to turn to holistic neat simple to guarantee bulk strength, avoid the emergence accident, guarantee the security.
As shown in the figure, after the mounting base is used for a motorcycle, a steering handle (a left steering handle and a right steering handle), a brake handle (a left brake handle and a right brake handle) and a brake oil cup are fixedly connected and arranged on the mounting base; as shown in the figure, the left brake handle 22 and the right brake handle 2201 are respectively and correspondingly provided with a left brake oil cup 21 and a right brake oil cup 2101, which are directly installed at the installation positions on the installation base 102, and the left brake handle installation position 1022 and the right brake handle installation position 1023 are directly used for installing the left brake handle 22 and the right brake handle 2201, which are not described again;
as a harness for a meter and an electrical control, a restraint is required, the restraint passing through the mounting base 102 and the harness clip 1501, the mounting base 102 is used for mounting the meter and is provided with a harness passing hole 1025, and the harness clip 1501 is used for restraining the passing harness 15; as shown in fig. 9, 10 and 12, in use, the wiring harness 15 for controlling the motorcycle is bound by the wiring harness card 1501 through the wiring harness through hole 1025 to reach a specified position, and the wiring harness is regular as a whole, easy to find and beautiful in appearance.
In this embodiment, the wire harness passing hole 1025 is located at the bottom of the mounting base 102 and hidden under the meter, and since the mounting base 102 is used for mounting the meter at the same time, the wire harness 15 is led out from the bottom, so that the wire harness is hidden as a whole, and the aesthetic feeling of the appearance is ensured.
In this embodiment, the harness clip 1501 is installed on the lower portion of the installation base 102, and the harness clip further normalizes and constrains the led-out harness on the lower portion to form a regular harness flow.
In this embodiment, the harness clip 1501 is mounted on the steering component fixedly connected to the mounting base 102, and the structure is simple, and the structural feature that the steering component is located on the mounting base is fully utilized.
In this embodiment, the steering component is a steering connecting seat 8 connected between the mounting base 102 and the motorcycle steering column 9, and certainly, the wire harness clip may be disposed at other positions of the steering component, which is not described herein again.
Fig. 14 and 15 in the present embodiment, the motorcycle is further provided with a charging device, which includes a charging box and a charger 303 fixedly installed in the charging box, wherein the charging box is fixedly installed at a set position of the motorcycle; the shape of the charging box can be designed according to the needs, and the space for placing the mobile phone can be designed, so that the charging box is convenient and practical; the charging box integrated charger has integrity and can be arranged at a set position of the motorcycle, such as the periphery of a seat cushion and the like according to requirements.
In the embodiment, the charging box is fixedly arranged on the motorcycle seat cushion 3 and forms smooth transition with the surface of the seat cushion 3 at the installation position; of course, the seat cushion has a wide range, the installation position of the charging box can be installed on the side surface of the seat cushion under the condition that the use of the seat cushion is not influenced, and the charging box and the surface of the seat cushion are smoothly transited even become a part of the seat cushion after being installed, so that the integrity of the seat cushion is ensured, the installation of other parts of the motorcycle is not influenced, and the safe driving is not interfered.
In this embodiment, the box that charges is fixed to be set up in 3 front ends of motorcycle seatpad, and the box that charges is installed to the seatpad front end to do not influence safe driving, simultaneously, it is nearer apart from the human body, can open under the condition of not getting off and charge to it is nearer apart from the power, convenient wiring, it is comparatively convenient to operate.
In this embodiment, the charging box includes a box body 301 and a box cover 304, and the box cover can be opened and closed and is installed at an opening of the box body 301; an end plate 302 is fixed at the front end of the seat cushion 3, and the box body 301 is fixed on the end plate 302; the end plate structure can strengthen the fixed charging box while effectively supporting the seat cushion, the fixing mode can adopt the existing mechanical fixing technology, the whole structure is simple and compact, and the operation is convenient.
In this embodiment, the charger 303 is fixedly mounted at the bottom of the box 301, a set distance is provided between the bottom of the box 301 and the end plate 302, and a heat sink or/and a heat sink grid 308 is provided on the outer surface of the bottom of the box; as shown in the figure, the bottom of the charger 303 is generally used for heat dissipation, and the interval is set so that the heat dissipation of the charger is smooth and the service life is prolonged; simultaneously, still have the absorbing effect.
In this embodiment, the end plate 302 is provided with a sinking groove 3021, and the distance is formed between the bottom of the box body 301 and the bottom of the sinking groove 3021; the design of heavy groove can make the installation of charging box more firm and rationally utilize the space that is some front ends for the setting of charging box is not too much the length of influence seatpad, utilizes the bottom plate portion of sinking to form above-mentioned interval simultaneously, makes the charger support on the portion of sinking and the heat dissipation space of natural formation, makes overall structure compact nature.
In this embodiment, the charging box is installed behind the front end of the seat cushion 3, the box cover 304 is smoothly joined to the upper surface of the seat cushion 3, and the whole box cover 304 smoothly transitions to the front lower side to form a part of the seat cushion, so that the whole smoothness of the seat cushion is ensured, and the driving safety is further effectively ensured.
In this embodiment, the box cover 304 is hinged to the box body 301 to form an openable structure with a closing pretightening force, and the hinged structure is provided with a damper; the closing pretightening force refers to the elastic force for closing the box cover, and is generally applied by a spring; as shown in the figure, the box cover 304 is hinged to the box body 301 through a hinge shaft 305, the hinge shaft 305 is provided with a spring 306 (a torsion spring is generally provided, and in order to ensure uniform elasticity, two ends of the hinge shaft are respectively provided with one torsion spring, which is not described herein again), and the box cover 304 can automatically rebound to cover the box body 301 after being opened; the damper 307 can damp rebound, so that the box cover and the box body cannot be damaged in the rebound closing process; the damper 307 is a device for preventing the closing devices such as the box cover and the door from rebounding rapidly in the prior art, and belongs to the prior art, and the structure and the principle are not described herein again.
In this embodiment, the charger 303 is a wireless charger, which can conveniently charge the mobile phone, thereby avoiding adverse effects of wires on safe driving during charging; and, wireless charging structure makes the installation of the box that charges have better adaptability.
As shown in fig. 16 and 17, the control circuit assembly 13 provided by the present invention includes a circuit board 1302 and a control circuit, wherein the control circuit has a plurality of resistors and a plurality of function switches, the plurality of resistors are connected in series to form a series circuit, and a corresponding function switch is connected between the end of each resistor and the end of the circuit; the circuit board is provided with a circuit, and the circuit is connected with a plurality of resistors in series to form equal loops; the end of the loop refers to the end of the last resistor, and as shown in the figure, the beginning of the loop and the front end of the first resistor correspond to the end of the last resistor, and certainly, other electrical components such as a power supply access end and the like exist on the loop, and the circuit structure belongs to the circuit structure of the prior art and is not described herein again;
the beginning end and the end of the loop refer to the connection mode and structure of the resistor and the switch, namely the structure as shown in the figure; the function switch is a switch required for completing an expected driving information prompt, such as a headlight, a tail light, a double flash, a driving, a loudspeaker and the like, and expanding functions of entertainment and the like, has different names according to different functions, such as a headlight switch, a call receiving and calling switch and the like, and is not described again; in the structure, a plurality of resistors are connected in series with a circuit loop, the tail end of each resistor is respectively connected with a corresponding function switch in series between the loops, all the function switches are normally open switches, when a certain function switch needs to be closed, the circuit forms a closed loop, and a controller (such as an ECU) judges the resistance value of the connected resistor, so that the type of the function switch can be determined, and the corresponding function is realized; the whole circuit structure is a group of series circuits, so that all switch control functions can be realized, the structure is simple, and the cost is low.
In this embodiment, the number of resistors is, for example, six, and R is the number of resistors 1 、R 2 、R 3 、R 4 、R 5 、R 6 The function switch is also corresponding to S 1 、S 2 、S 3 、S 4 、S 5 、S 6 Forming a circuit structure as shown in the figure; such as S 5 Is closed, then R 5 、R 6 And S 5 Forming a closed loop, determining the resistance value (R) 5 +R 6 ) After according to S 5 The function of (2) issues related instructions, which are not described herein again.
In this embodiment, the resistances of the plurality of resistors are the same, and the same resistance can simplify the judgment logic calculation, and has a unified standard, thereby reducing the maintenance cost.
In this embodiment, the circuit board 1302 is a printed circuit board, and has a simple structure and a low failure rate.
In this embodiment, the circuit board 1302 is fixed on a circuit board support 1301, and the circuit board support 1301 is fixed at a position corresponding to the motorcycle handle pipe 23; because the switch assembly is generally installed at a position where fingers can operate inside the handle tube, the circuit board support 1301 and the circuit board 1302 are generally installed at positions corresponding to the switch assembly position, so as to reduce the arrangement of the wiring harness and simplify the overall structure; as shown in the figure, the handle tube is fixedly installed on the installation base 102, and the circuit board support 1301 is fixed on the handle tube to form an integral fixed structure, so that the integral structure is simple and compact; of course, the circuit board support 1301 may be fixed to the mounting base 102, and the fixing is not described herein.
In this embodiment, the electronic device further comprises a housing for accommodating the circuit board 1302 and the circuit board support 1301, the housing is formed by buckling a front half shell 1304 and a rear half shell 1305, the rear half shell 1305 is provided with a control position 13051 corresponding to the function switch, and the front half shell 1304 has a harness passing position 13041; as shown in the figure, the front half shell 1304 and the rear half shell 1305 are fastened to form an integral housing and fixed on the circuit board support 1301, of course, the front half shell or the rear half shell may be fixed on the mounting base, and the circuit board support is fixed on the front half shell or the rear half shell to form a fixing.
In this embodiment, a plurality of light emitting diodes 1306 for emitting indication information are further electrically connected to the circuit board 1302, and the number of the light emitting diodes 1306 is a plurality, and the setting position corresponds to a function switch that needs information indication, which is not described herein again.
In this embodiment, the front half shell 1305 has a key sliding rail at its operating position, and a key sliding block 1308 is disposed in cooperation with the reciprocating single degree of freedom of the key sliding rail, where the key sliding block 1308 is of a transparent structure, one end of the key sliding block 1308 is exposed out of the key sliding rail for pressing operation, and the other end of the key sliding block 1308 corresponds to the key switch to form an operating structure.
In this embodiment, the front half shell 1305 is sleeved with the transparent silica gel sleeve 1307, and the manner of sleeving the front half shell with the transparent silica gel sleeve is the prior art and is not described herein again; the silica gel cover can form the restraint to the button slider and avoid deviating from, simultaneously, still has better feeling.
The structure shown in fig. 16 and 17 is only the switch combination on the left handle as an example, and in practical use, the switch combination, the circuit board and the circuit with similar structures can be arranged on the right handle tube to expand the required functions, which is not described herein again.
The motorcycle of the present invention includes two-wheeled, three-wheeled and electric two-three-wheeled motorcycles driven by an engine, and will not be described in detail herein.
As shown in fig. 1 and 25, the motorcycle of the present invention further comprises a driving motor 17, a controller 19 and a motorcycle body, wherein the controller 19 is installed at one side of the motorcycle body, and the controller 19 is installed at one side of the electric motorcycle, so that the motorcycle can generate cooling air during the advancing process, and the heat dissipation effect is ensured; meanwhile, the installation of other parts cannot be influenced laterally, and the effective utilization of the space of the electric motorcycle is ensured;
in the embodiment, the controller 19 is integrated with the driving motor 17, and the driving motor is arranged behind the motorcycle body, the controller faces the advancing direction, the integrated structure simplifies the installation and maintenance, and meanwhile, the problems of multi-point and multi-time installation in the prior art are avoided; meanwhile, the motor is arranged behind the motorcycle, the controller can be directly exposed, and the heat dissipation effect is guaranteed.
In this embodiment, the controller 19 is mounted on a controller housing 1901, and the controller housing 1901 is fixed to the rear portion of the driving motor 17 so that the controller is integrated with the driving motor 17; the controller housing 1901 allows the controller to be mounted at a position with good adaptability, so that the controller can be exposed smoothly and can face the direction of the incoming wind.
In this embodiment, after the controller housing 1901 is fixed to the driving motor 17, the controller 19 protrudes from the driving motor 17 in the radial direction, so that the controller protrudes from the driving motor 17 in the structure, which is favorable for guiding the cooling wind.
In this embodiment, a controller cover 20 is further included, and the controller cover 20 covers and fixes the controller housing 1901 and the controller 19 from the rear (with respect to the driving motor), so that the overall structure is compact and has good integrity.
In this embodiment, the driving motor 17 is installed behind the motorcycle body, the controller 19 is located behind the right side of the electric motorcycle, as shown in the figure (the part indicated in fig. 1 is provided with the covering part, and the controller is located in the covering part), of course, the structure needs to install the motor at a set position to form transmission, as shown in fig. 2, the left side is provided with the transmission 18, the transmission is driven by the motor to output power, and the controller is located behind the right side (near the lower part of the seat cushion) and protrudes out of the motorcycle body properly, and faces the advancing direction, so that heat dissipation is facilitated, and meanwhile, the driving motor is effectively balanced after being installed, so that the whole motorcycle runs safely and attractively.
In this embodiment, the controller 19 is provided with an air inlet grid at least at a position facing the forward direction, as shown in the figure, the controller is provided with a shell, and the shell is provided with a plurality of air inlet grids; the controller cover is at least provided with a ventilation grid at the position of the controller, so that the air coming from the traveling crane is fully utilized, and the heat dissipation effect is ensured.
In this embodiment, the controller housing 1901 covers the entire rear portion of the driving motor and has a front-rear through interior, and the controller cover is provided with a ventilation grid; the controller shell increases the space at the tail part of the driving motor, is beneficial to the integral heat dissipation of the driving motor 17, and simultaneously, the heat is dissipated by the ventilation grid of the controller cover 20.
As shown in fig. 18 and 19, the motorcycle further includes a hub 4, the hub 4 including a rim 401, spokes 403 and a rim 402, a part of the spokes 403 projecting outward in the axial direction with respect to the rim 401 and the rim 402, and the highest point of the outward projection exceeding the outer edge of the rim; the hub is typically used for the rear wheel and will not be described in detail herein;
the outward convex structure is balanced with the transmission and support structure on the inner side visually, and the aesthetic feeling of the appearance is greatly improved; meanwhile, the convex structure exceeds the rim, so that better stress decomposition is realized in the process of receiving impact force, and the vertical bending moment borne by the highest convex point is increased, so that the bearing is met, the effective buffer is formed, and the walking comfort is improved; for torque, compared with a common hub, the structure prolongs a torque transmission path, reduces walking jerking and frustrating feeling and enhances the capacity of bearing large torque;
the inner and outer sides here refer to: one side of the hub for receiving transmission is the inner side, and the other side in the axial direction is the outer side; for a motorcycle with a single cantilever, one side of the support and transmission is the inner side, and the other side of the axial direction is the outer side, which is not described in detail herein.
In this embodiment, the transition from the highest point of the spoke 403 protruding outward to the rim is a smooth curve transition of the outer drum, so as to eliminate stress concentration, and improve the overall force transmission capability.
In this embodiment, the smooth curves include, from inside to outside, a first curve 4031, a second curve 4032, and a third curve 4033, and the second curve 4032 is used to smoothly connect the first curve 4031 and the third curve 4033; the multi-section curve connecting structure is formed, so that the aesthetic feeling of the appearance is ensured, and the bearing capacity is ensured.
The curve refers to the line shape of the radial section of the hub, and is not described in detail herein.
In this embodiment, the highest point of the spoke 403 protruding outward is transited to the hub wheel 402 by a fourth curve 4034, and the fourth curve 4034 is a straight line or a curve approximating a straight line; the approximate straight line means that the curve can be a straight line or a curve which is slightly convex; the fourth curve is similar to a straight line, so that the torque transmission is facilitated, and the transmission efficiency is improved.
In this embodiment, the axial dimension of the hub ring 402 is smaller than the linear dimension of the rim 401, and the outer edge of the hub ring 402 is recessed inward relative to the outer edge of the rim 401, as shown in the figure, the highest point protruding outward is located substantially in the middle between the hub ring and the rim in the radial direction.
In this embodiment, the spoke 403 is provided with a triangular hole 4036 which is large in diameter outside and small in diameter inside at a position close to the rim 401, each side of the triangular hole 4036 is in smooth transition, and the triangular holes 4036 are uniformly distributed in the circumferential direction; the spoke 403 is provided with trapezoidal holes 4035 which are large in radial direction and small in radial direction at the position close to the hub ring 402, the edges of the trapezoidal holes 4035 are in smooth transition, and the trapezoidal holes 4035 are uniformly distributed in the circumferential direction; the triangular holes and the trapezoidal holes can greatly reduce the overall weight of the hub, and meanwhile, a frame structure is formed, so that the torque resistance in the force transmission process is ensured; as shown, in the circumferential position, the trapezoidal holes 4035 are located between the two triangular holes 4036, and are integrally coordinated with each other to ensure the load-bearing capacity of the hub.
In this embodiment, the triangular hole 4036 is located between the highest protruding point and the rim 401, and the highest protruding point and the rim can be directly connected, which is not described herein again; the trapezoidal hole 4035 is located between the highest protruding point and the hub ring, and similarly, the highest protruding point and the hub ring can be directly connected, so that the overall distribution is attractive, and the bearing capacity is ensured.
In this embodiment, the first curve 4031 and the third curve 4033 are similar to straight lines, the second curve 4032 is an arc line of the outer drum, and the first curve similar to a straight line and the second curve similar to a straight line are arranged to form a structure of the outer drum and to be similar to a straight line at the same time, so that the capacity of transmitting torque is improved, and meanwhile, arc line transition is utilized to avoid stress concentration and keep better overall strength; the approximate straight line refers to a straight line or a curve which is slightly convex, and the description is omitted; as shown in the figure, the radial size of the first curve is larger than that of the third curve, so that the torque transmission and the impact force buffering are facilitated.
In this embodiment, the triangular holes 4036 are inclined in the radial direction from outside to inside in the forward direction, so that the rib structures between the triangular holes 4036 face the direction of the incoming force in the forward rotation process, thereby effectively carrying the load.
As shown in fig. 20 and 21, the motorcycle is further provided with a rear fender assembly 16 including a rear fender and a tail lamp (as shown, a left tail lamp 1602 and a right tail lamp 1603, which are referred to as the left tail lamp 1602 and the right tail lamp 1603 unless otherwise specified below), the tail lamp (the left tail lamp 1602 and the right tail lamp 1603) including a light-emitting portion (a light-emitting portion 16024 of the left tail lamp 1602 and a light-emitting portion 16034 of the right tail lamp 1603) and a mount portion which is mounted hidden from the rear fender; the mounting part is hidden and mounted, namely the mounting part is shielded on the inner side (lower part) of the mudguard after mounting, and is not exposed outside as a whole, so that the whole has better aesthetic feeling; meanwhile, the installation part is positioned at the lower part of the mudguard, and a plurality of installation points can be arranged as required for fastening installation, so that the installation tightness of the tail lamp is ensured.
In this embodiment, the bottom surfaces (the bottom surface 16023 of the light emitting part 16024 and the bottom surface 16033 of the light emitting part) of the light emitting parts (the light emitting part 16024 and the light emitting part 1603) of the tail lights (the left tail light 1602 and the right tail light 1603) are closely attached to the rear fender; the bottom end surface refers to a combination surface of the light emitting part and the mounting part of the tail lamp, namely a surface which is close to the inner side in the transverse direction (the transverse direction of the motorcycle), namely a right side end surface of the light emitting part of the left tail lamp and a left side end surface of the light emitting part of the right tail lamp; because the bottom end surface is tightly attached to the rear mudguard, the appearance is integrated, and the effect of tightly attaching and reinforcing is achieved.
In this embodiment, the edges of the two lateral sides of the rear fender form mounting end faces, and the mounting end faces are fitted with the bottom end face of the light emitting part of the tail lamp; the conformal close fitting means that the mounting end surface and the bottom end surface have basically the same shape on the outer contour, and have better appearance effect after being mounted in the same plane; one of the attachment end surfaces is provided on the left and right, and is in close contact with the bottom end surface 16023 of the light emitting part 16024 of the left tail lamp 1602 and the bottom end surface 16033 of the light emitting part 16034 of the right tail lamp 1603.
In this embodiment, a tail lamp mounting position (of course, a left tail lamp 1602 and a right tail lamp 1603 are correspondingly arranged) is arranged on the inner side of the rear fender, and the mounting part of the tail lamp extends into the inner side of the rear fender and is mounted on the tail lamp mounting position; this structure makes the installation department whole be located the fender inboard, and stealthy effect is better, simultaneously, can increase installation intensity as required to there is not adverse effect to the outward appearance.
In this embodiment, the rear fender includes an upper fender 1601 and a lower fender 1604, the tail light is installed on the upper fender 1601, and the upper fender is generally located at a position where the tail portion is located, and is connected with the vehicle (the vehicle body or the frame 2) more tightly, which is beneficial to ensuring the installation strength of the tail light; the lower mudguard is connected with the upper mudguard to form a whole body, and the description is omitted.
In the present embodiment, the tail lamp attachment site includes an upper attachment seat (an attachment seat 16011 corresponding to the left tail lamp 1602 and an attachment seat 16013 corresponding to the right tail lamp) and a lower attachment lug (an attachment lug 16012 corresponding to the left tail lamp 1602 and an attachment lug 16014 corresponding to the right tail lamp), the attachment seat includes a tail lamp lug (a tail lamp lug 16021 corresponding to the left tail lamp 1602 and a tail lamp lug 16031 corresponding to the right tail lamp 1603) fixedly attached to the attachment seat and a tail lamp mount (a tail lamp mount 16022 corresponding to the left tail lamp 1602 and a tail lamp mount 16032 corresponding to the right tail lamp 1603) fixedly attached to the attachment lug; the mounting seat is arranged on the base, so that stable mounting support is formed, and downward falling is avoided; the lower mounting lug assists the mounting base to form stable support, and stable mounting is formed from two directions; the up-down direction here means the up-down direction after the tail lamp is mounted, and it is possible to form an inclination, and the mount base and the mount stay are not strictly in the up-down relationship, and a relative inclination may be formed, but the up-down direction relationship is not affected.
In this embodiment, the tail light support lugs (the tail light support lug 16021 corresponding to the left tail light 1602 and the tail light support lug 16031 corresponding to the right tail light 1603) are fastened to the mounting seats (the mounting seat 16011 corresponding to the left tail light 1602 and the mounting seat 16013 corresponding to the right tail light) through screws, and are connected through screws to form stable mounting, so that the mounting operation is convenient; the tail lamp mount table (tail lamp mount table 16022 corresponding to left tail lamp 1602 and tail lamp mount table 16032 corresponding to right tail lamp 1603) is fixedly connected through a mounting screw rod passing through a mounting lug (mounting lug 16012 corresponding to left tail lamp 1602 and mounting lug 16014 corresponding to right tail lamp), as shown in the figure, the mounting screw rod is fixed or integrally formed on the tail lamp mount table, the screw rod passes through the mounting lug and is fastened by a nut, the fastening tail lamp mount table is abutted against the mounting lug, and a stable connection structure is formed.
Finally, the above embodiments are only for illustrating the technical solutions of the present invention and not for limiting, although the present invention has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that modifications or equivalent substitutions may be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all of them should be covered in the claims of the present invention.

Claims (8)

1. A kind of multi-link suspension mechanism, characterized by that: the shock absorber comprises a rocker arm, a connecting rod assembly and a shock absorber, wherein the connecting rod assembly comprises a first connecting rod and a second connecting rod, the second connecting rod is hinged to a frame in a mode that two ends of the second connecting rod can swing around a hinge axis, a first end part of the first connecting rod is hinged to the rocker arm backwards, a second end part of the first connecting rod is hinged to a first end part of the second connecting rod forwards, and the front end of the shock absorber is hinged to a set position of the first connecting rod and the rear end of the shock absorber is hinged to a second end part of the second connecting rod;
the included angle between the shock absorber and the horizontal plane is not more than 20 degrees; the first connecting rod extends backwards from the second end part and is bent downwards to form an approximate L-shaped structure, and the first end part of the first connecting rod is positioned at the downward bending section.
2. The multi-link suspension mechanism according to claim 1, characterized in that: the first end of the second link is upper relative to the second end such that the first end of the second link is above the shock absorber.
3. The multi-link suspension mechanism according to claim 2, characterized in that: the second connecting rod is of an obtuse-angle V-shaped structure, is hinged to the frame through a V-shaped inflection point, and the opening of the V shape faces the rear.
4. The multi-link suspension mechanism according to claim 1, characterized in that: the backward extending section of the first connecting rod is longer than the downward bending section, and the rear end of the shock absorber is hinged to the downward bending section and close to the downward bending part.
5. The multi-link suspension mechanism according to claim 1, characterized in that: the downward bending section of the first connecting rod is deviated towards the outside relative to the first end part.
6. The multi-link suspension mechanism according to claim 1, wherein: the first connecting rod backward extending section is approximately parallel to a horizontal plane; the first connecting rod is connected with a shock absorber hinge lug, and one end of the shock absorber is hinged with the shock absorber hinge lug.
7. A motorcycle characterized in that: the motorcycle employs the multi-link suspension mechanism described in any one of claims 1 to 6.
8. A motorcycle according to claim 7, wherein: the motorcycle is of a single rocker structure, and the multi-connecting-rod suspension mechanism is arranged corresponding to a rocker of the electric motorcycle.
CN202111046185.6A 2021-02-26 2021-09-07 Multi-link suspension mechanism and motorcycle Active CN113581348B (en)

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