CN115214832A - A shock-absorbing structure and motorcycle for motorcycle - Google Patents
A shock-absorbing structure and motorcycle for motorcycle Download PDFInfo
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- CN115214832A CN115214832A CN202110423301.5A CN202110423301A CN115214832A CN 115214832 A CN115214832 A CN 115214832A CN 202110423301 A CN202110423301 A CN 202110423301A CN 115214832 A CN115214832 A CN 115214832A
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- 229910052751 metal Inorganic materials 0.000 claims abstract description 92
- 239000002184 metal Substances 0.000 claims abstract description 92
- 230000000670 limiting effect Effects 0.000 claims abstract description 40
- 230000035939 shock Effects 0.000 claims abstract description 29
- 230000005489 elastic deformation Effects 0.000 claims abstract description 8
- 229910000639 Spring steel Inorganic materials 0.000 claims description 3
- 238000010521 absorption reaction Methods 0.000 abstract description 10
- 239000006096 absorbing agent Substances 0.000 description 7
- 238000013016 damping Methods 0.000 description 7
- 230000000694 effects Effects 0.000 description 7
- 230000009471 action Effects 0.000 description 6
- 238000005452 bending Methods 0.000 description 6
- 238000000034 method Methods 0.000 description 6
- 230000004888 barrier function Effects 0.000 description 5
- 230000003139 buffering effect Effects 0.000 description 5
- 230000008569 process Effects 0.000 description 5
- 230000008878 coupling Effects 0.000 description 3
- 238000010168 coupling process Methods 0.000 description 3
- 238000005859 coupling reaction Methods 0.000 description 3
- 230000008859 change Effects 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 230000009191 jumping Effects 0.000 description 2
- 238000005096 rolling process Methods 0.000 description 2
- 229910000838 Al alloy Inorganic materials 0.000 description 1
- 229910000640 Fe alloy Inorganic materials 0.000 description 1
- 230000006978 adaptation Effects 0.000 description 1
- 238000004026 adhesive bonding Methods 0.000 description 1
- 230000001174 ascending effect Effects 0.000 description 1
- 238000010009 beating Methods 0.000 description 1
- 230000000903 blocking effect Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- -1 for example Inorganic materials 0.000 description 1
- 230000003137 locomotive effect Effects 0.000 description 1
- 230000007774 longterm Effects 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
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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
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Axle Suspensions And Sidecars For Cycles (AREA)
Abstract
The invention discloses a shock absorption structure for a motorcycle and the motorcycle, wherein the shock absorption structure comprises a metal plate, one end of the metal plate is arranged on one of a body and a first wheel connecting rod of the motorcycle and can generate elastic deformation; and the limiting unit is arranged on the other one of the vehicle body and the first wheel connecting rod, and a first accommodating space which is used for extending out of the opposite end of the metal plate and is matched with the metal plate is arranged on the limiting unit. When the front wheel or the rear wheel connected with the first wheel connecting rod passes through the obstacle or runs to a plane from the obstacle, the first wheel connecting rod is driven to rotate around the first pivot shaft relative to the vehicle body, so that the metal plate is elastically deformed relative to the limiting unit, and the buffer is provided for the rotation of the first wheel connecting rod relative to the vehicle body.
Description
Technical Field
The invention relates to the field of motorcycles, in particular to a shock absorption structure for a motorcycle.
Background
In order to alleviate and attenuate the shock that the motorcycle received because of the road is rugged in the process of riding, all be provided with the bumper shock absorber on general motorcycle, the bumper shock absorber that sets up on the motorcycle at present is the cylinder bumper shock absorber mostly, when one of them wheel of motorcycle passed through bellied road surface, the wheel of passing through bellied barrier gave the cylinder bumper shock absorber ascending effort, after cylinder bumper shock absorber absorbed the upwards effort of part that the wheel of passing through the barrier gave, transmit remaining upwards effort to the automobile body of being connected with it for the motorcycle that has set up cylinder bumper shock absorber still can appear beating when passing through the barrier and lead to the unable smooth riding.
Disclosure of Invention
The inventor finds out through long-term experiments and researches that although a general motorcycle is provided with a shock absorber, the motorcycle cannot be guaranteed to smoothly pass through an uneven road surface. In order to solve the problem that a motorcycle cannot ride stably due to bouncing of a motorcycle body when passing through a rugged road surface, according to one aspect of the present invention, there is provided a shock absorption structure for a motorcycle, which can ensure that the motorcycle can smoothly pass through a rugged road surface while providing a shock absorption function to the motorcycle.
The shock absorption structure for the motorcycle comprises a metal plate, wherein one end of the metal plate is arranged on one of a motorcycle body and a first wheel connecting rod of the motorcycle and can generate elastic deformation; and the limiting unit is arranged on the other one of the vehicle body and the first wheel connecting rod, and a first accommodating space which is used for extending out of the opposite end of the metal plate and is matched with the metal plate is arranged on the limiting unit.
Therefore, when the front wheel or the rear wheel connected with the first wheel connecting rod passes through an obstacle, the front wheel or the rear wheel connected with the first wheel connecting rod drives the first wheel connecting rod to rotate around the first pivot shaft relative to the vehicle body and simultaneously drives the metal plate to swing relative to the limiting unit; when a front wheel or a rear wheel connected to the first wheel connecting rod runs on a plane, the front wheel or the rear wheel connected to the first wheel connecting rod drives the first wheel connecting rod to restore to the original position relative to the vehicle body around the first pivot shaft, and when the metal plate relative to the limiting unit is changed from a bending state to a straight state, the limiting unit provides buffering for the rotation of the first wheel connecting rod relative to the vehicle body; moreover, because the metal sheet takes place bending deformation towards the one side at automobile body place or towards the one side at first wheel connecting rod place, and the metal sheet takes place bending deformation towards the locomotive or the rear of a vehicle of motorcycle promptly for this shock-absorbing structure can not make the automobile body take place the vertical runout when providing the cushioning effect for the automobile body, thereby when front wheel or rear wheel pass through the barrier, the automobile body can keep steadily and can not produce and beat.
In some embodiments, the spacing unit includes a first roller and a second roller provided on the other of the vehicle body and the first wheel connecting rod; the first idler wheel and the second idler wheel are distributed along the arrangement direction of the first idler wheel connecting rod and the vehicle body, the axes of the first idler wheel and the second idler wheel are parallel to the first pivot shaft, and the distance between the first idler wheel and the second idler wheel is equal to the thickness of the metal plate so as to form a first accommodating space between the first idler wheel and the second idler wheel. Therefore, the metal plate is in contact with the outer diameters of the first roller and the second roller, and the contact surface is small, so that the resistance of the metal plate to move relative to the first roller and the second roller is reduced.
In some embodiments, the first and second rollers are pivotably disposed on the other of the vehicle body and the first wheel connecting link by second and third pivot axes, respectively, the second and third pivot axes being disposed parallel to the first pivot axis. Therefore, when the metal plate rotates relative to the first roller and the second roller, the first roller and the second roller can be driven to rotate, so that when the metal plate moves relative to the first roller and the second roller, the friction force between the metal plate and the first roller and the friction force between the metal plate and the second roller are rolling friction, and the resistance of the metal plate to move relative to the first roller and the second roller is further reduced.
In some embodiments, the first roller and the second roller are respectively provided on the other of the vehicle body and the first wheel connecting link through a second link bracket and a first link bracket, wherein the first roller and the second roller are respectively provided on the second link bracket and the first link bracket pivotably through a second pivot shaft and a third pivot shaft; the first link frame is provided on the other of the vehicle body and the first wheel connecting link through a second link frame, wherein the first link frame is pivotably connected to the second link frame through a pivot shaft parallel to the first pivot shaft.
Therefore, when the metal plate moves and bends relative to the first roller and the second roller, the metal plate can drive the first connecting frame to rotate relative to the second connecting frame around the first pivot shaft through the second roller, so that the distance between the first roller and the second roller can be changed due to the change of the thickness of the metal plate when the metal plate is elastically deformed, and the buffer effect of the metal plate, the first roller and the second roller on the rotation of the first wheel connecting rod relative to the vehicle body is further improved.
In some embodiments, the first link carriage is pivotally connected to the second link carriage by a second pivot axle. To simplify the coupling structure between the second coupling frame and the first coupling frame.
In some embodiments, the second link bracket is connected to both ends of the second pivot shaft; the first connecting frame is connected with two ends of the second pivot shaft and the third pivot shaft. Thereby, the stability of the connection of the second pivot shaft and the second link frame is improved, and the stability of the connection of the second pivot shaft and the third pivot shaft and the first link frame is improved.
In some embodiments, the metal plate is provided on the vehicle body, the second link is bridged on the first wheel link, and the second wheel is provided on a side of the first wheel facing the vehicle body.
In some embodiments, a lower end of the metal plate is fixed to one of the vehicle body and the first wheel connecting rod; the limiting unit is positioned above the fixed end of the metal plate. From this to when the first wheel connecting rod of connecting front wheel or rear wheel passes through the barrier, first wheel connecting rod swings around first pivotal axis towards the automobile body with spacing unit under the drive of front wheel or rear wheel together, and spacing unit drives the metal sheet rather than the adaptation at the wobbling in-process and bends towards one side at automobile body place, takes place elastic deformation through the metal sheet and absorbs the vibrations of the relative first wheel connecting rod of automobile body, reaches absorbing effect.
In some embodiments, the metal plate is a spring steel plate.
According to another aspect of the present invention, there is provided a motorcycle capable of smoothly passing over a rough road surface, the motorcycle including a vehicle body; a first wheel connecting link pivotably attached to the vehicle body about a first pivot axis and a second wheel connecting link pivotably attached to the vehicle body about a fourth pivot axis; rear and front wheels respectively pivotally connected to the first and second wheel connecting links about pivot axes parallel to the first pivot axis; and the shock absorption structure for the motorcycle is arranged on the vehicle body and the first wheel connecting rod.
Therefore, when the rear wheel passes through an obstacle, the rear wheel drives the first wheel connecting rod to rotate relative to the vehicle body around the first pivot shaft, and simultaneously drives the metal plate to swing relative to the limiting unit; when the motorcycle runs on a plane, the rear wheel drives the first wheel connecting rod to return to the original position relative to the motorcycle body around the first pivot shaft, and when the metal plate relative limiting unit changes from a bending state to a straight state, the limiting unit provides buffering for the rotation of the first wheel connecting rod relative to the motorcycle body, so that the vibration of the motorcycle body, which is generated by the movement of the first wheel connecting rod in the alternate process of passing through an obstacle and running on the plane, is absorbed by the metal plate which is elastically deformed, and the damping effect is achieved.
Drawings
Fig. 1 is a schematic structural view of a shock-absorbing structure for a motorcycle according to an embodiment of the present invention;
FIG. 2 is a structural view illustrating a disassembled state of the shock-absorbing structure for a motorcycle shown in FIG. 1;
FIG. 3 is a schematic structural view of the shock-absorbing structure for a motorcycle shown in FIG. 1, in which the shock-absorbing function is not exerted;
FIG. 4 is a schematic view of the shock-absorbing structure for a motorcycle shown in FIG. 1, showing a shock-absorbing function;
FIG. 5 is a schematic structural view of a motorcycle according to an embodiment of the present invention;
FIG. 6 is a schematic structural view of a shock absorbing linkage structure for a motorcycle according to an embodiment of the present invention;
FIG. 7 is a schematic structural view of a front wheel of the motorcycle provided with the shock-absorbing linkage structure shown in FIG. 6 encountering an obstacle during running;
fig. 8 is a schematic structural view of a motorcycle provided with the shock-absorbing linkage structure shown in fig. 6 during cornering.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings.
Fig. 1 to 4 schematically show a shock-absorbing structure for a motorcycle according to an embodiment of the present invention.
Referring to fig. 1, the shock-absorbing structure for a motorcycle includes a metal plate 20 and a stopper unit; wherein, one end of the metal plate 20 is arranged on one of the body 40 and the first wheel connecting rod 50 of the motorcycle, and the metal plate 20 is made of a material capable of generating elastic deformation, the body 40 and the first wheel connecting rod 50 are connected in a pivoting way around a first pivoting shaft 51, the first wheel connecting rod 50 is connected with the front wheel 61 or the rear wheel 62 in a pivoting way, the pivoting shaft is parallel to the first pivoting shaft 51, and the extending direction of the metal plate 20 is arranged perpendicular to the first pivoting shaft 51; the spacing unit is provided on the other one of the vehicle body 40 and the first wheel connecting rod 50, and it is provided with a first receiving space through which the opposite end of the metal plate 20 protrudes and is fitted with the metal plate 20.
Since the metal plate 20 is provided on one of the body 40 and the first wheel connecting rod 50 of the motorcycle and the stopper unit is provided on the other of the body 40 and the first wheel connecting rod 50, the following embodiments are each fixedly mounted with the metal plate 20 on the body 40 and the stopper unit is provided on the first wheel connecting rod 50 for the sake of simplicity of explanation (the stopper unit is provided on the body 40 similarly when the metal plate 20 is provided on the first wheel connecting rod 50).
As one example of the spacing unit, referring to fig. 1 and 2, the spacing unit includes a first roller 31 and a second roller 32 provided on a first wheel connecting rod 50; the first roller 31 and the second roller 32 are distributed along the arrangement direction of the first wheel connecting rod 50 and the vehicle body 40, the axes of the first roller 31 and the second roller 32 are arranged in parallel with the first pivot shaft 51, and the distance between the nearest peripheries of the first roller 31 and the second roller 32 is equal to the thickness of the metal plate 20, so that a first accommodating space is formed between the first roller 31 and the second roller 32. According to the names of the first roller 31 and the second roller 32, the outer shapes are cylindrical, the contact between the metal plate 20 and the outer peripheries of the first roller 31 and the second roller 32 is linear, and the contact surfaces between the metal plate 20 and the first roller 31 and the second roller 32 are reduced, so that the resistance of the metal plate 20 to move relative to the first roller 31 and the second roller 32 is reduced. In order to allow the metal plate 20 to elastically deform under the restriction of the position restricting unit, the position restricting unit is made of hard metal, for example, iron alloy, aluminum alloy, or other hard metal.
As an example of the metal plate 20 capable of elastic deformation, a spring steel plate may be used as the metal plate 20.
Therefore, when the front wheel 61 or the rear wheel 62 connected to the first wheel connecting rod 50 passes through an obstacle, the front wheel 61 or the rear wheel 62 connected to the first wheel connecting rod 50 drives the first wheel connecting rod 50 to rotate around the first pivot shaft 51 relative to the vehicle body 40, and simultaneously drives the metal plate 20 to swing relative to the limiting unit, and since the limiting unit is matched with the metal plate 20, when the metal plate 20 swings relative to the limiting unit, under the limiting action of the limiting unit, the metal plate 20 bends relative to the limiting unit (refer to fig. 4), so that the first wheel connecting rod 50 is buffered from rotating relative to the vehicle body 40; when the front wheel 61 or the rear wheel 62 connected to the first wheel connecting rod 50 travels on a plane, the front wheel 61 or the rear wheel 62 connected to the first wheel connecting rod 50 drives the first wheel connecting rod 50 to return to the original position (refer to fig. 3) relative to the vehicle body 40 around the first pivot shaft 51, and when the metal plate 20 changes from the bending state to the flat state relative to the limiting unit, the limiting unit provides buffering for the rotation of the first wheel connecting rod 50 relative to the vehicle body 40 again; moreover, since the metal plate 20 is bent toward the side of the vehicle body 40 or the side of the first wheel connecting rod 50, that is, the metal plate 20 is bent toward the front or rear of the motorcycle, the shock absorbing structure does not cause the vehicle body 40 to jump up or down when providing a shock absorbing effect to the vehicle body 40, so that the vehicle body 40 can be kept stable and does not generate a jump when the front wheel 61 or the rear wheel 62 passes an obstacle.
As a preferred embodiment of the limiting unit, as shown in fig. 1 and fig. 2, the limiting unit further includes a second pivot shaft 311, the first roller 31 is pivotally disposed on the first roller connecting rod 50 through the second pivot shaft 311, the second roller 32 is pivotally disposed on the first roller connecting rod 50 through a third pivot shaft 321, and the second pivot shaft 311 and the third pivot shaft 321 are disposed in parallel with the first pivot shaft 51, so that when the metal plate 20 moves relative to the first roller 31 and the second roller 32, a friction force between the metal plate 20 and the first roller 31 and the second roller 32 is a rolling friction, and a resistance of the metal plate 20 to move relative to the first roller 31 and the second roller 32 is further reduced.
Further, as shown in fig. 1 and fig. 2, the limiting unit further includes a first connecting frame 34, the second roller 32 is disposed on the first roller connecting rod 50 through the first connecting frame 34, specifically, the second roller 32 is disposed on the first connecting frame 34 through a third pivot 321, the first connecting frame 34 is pivotally connected to the first roller connecting rod 50 through a pivot parallel to the first pivot 51, when the metal plate 20 moves and bends relative to the first roller 31 and the second roller 32, the metal plate 20 can drive the first connecting frame 34 to rotate relative to the first roller 31 through the second roller 32, so that the distance between the first roller 31 and the second roller 32 can be changed due to the thickness change of the metal plate 20 when the metal plate 20 is elastically deformed. The manner in which the second roller 32 is pivotally provided at the first link bracket 34 by the third pivot shaft 321 may be implemented as follows: the second roller 32 is pivotally disposed on the third pivot shaft 321 with the third pivot shaft 321 as a rotating shaft, and/or the third pivot shaft 321 is pivotally disposed on the first connecting frame 34 with its own axis as a rotating shaft. Preferably, the first link bracket 34 is pivotably provided to the first wheel connecting link 50 by a second pivot shaft 311 to simplify the shock-absorbing structure.
Further, with continued reference to fig. 1 and 2, the limiting unit further includes a second connecting frame 30, the first roller 31 is disposed on the first roller connecting rod 50 through the second connecting frame 30, and the first roller 31 is pivotably disposed on the second connecting frame 30 through a second pivot shaft 311; the first roller 31 pivotably provided at the second link frame 30 by the second pivot shaft 311 may be implemented as follows: the first roller 31 is pivotally arranged on the second pivot shaft 311 by taking the second pivot shaft 311 as a rotating shaft, and/or the second pivot shaft 311 is pivotally arranged on the second connecting frame 30 by taking the axis of the second pivot shaft 311 as a rotating shaft; specifically, the second link frame 30 is fixedly mounted on the first wheel connecting link 50. The first link bracket 34 is provided on the first wheel connecting link 50 through the second link bracket 30, wherein the first link bracket 34 is pivotably connected to the second link bracket 30 through a pivot axis parallel to the first pivot axis 51; preferably, the first connecting frame 34 is pivotally disposed on the second connecting frame 30 through the second pivot shaft 311, and the implementation manner of the first connecting frame 34 being pivotally disposed on the second connecting frame 30 through the second pivot shaft 311 can be implemented as follows: the first connecting frame 34 is pivotally disposed on the second pivot shaft 311 by using the second pivot shaft 311 as a rotating shaft, and/or the second pivot shaft 311 is pivotally disposed on the second connecting frame 30 by using its own axis as a rotating shaft. More preferably, the second link 30 is connected to both ends of the second pivot shaft 311; the first link bracket 34 is connected to both ends of the second pivot shaft 311 and the third pivot shaft 321; no matter the second link 30 is fixedly connected to both ends of the second pivot shaft 311 or pivotally connected to both ends of the second pivot shaft 311, and no matter the first link 34 is fixedly connected to both ends of the second pivot shaft 311 and the third pivot shaft 321 or pivotally connected to both ends of the second pivot shaft 311 and the third pivot shaft 321, the stability of the connection between the second pivot shaft 311 and the second link 30 and the stability of the connection between the second pivot shaft 311 and the third pivot shaft 321 and the first link 34 can be improved. Further, at least one of the first link frame 34 and the second link frame 30 is configured in a "U" shape, two ends of the second pivot shaft 311 are connected to two sidewalls of the second link frame 30, and two ends of the second pivot shaft 311 and the third pivot shaft 321 are connected to a sidewall of the first link frame 34, so as to further improve the stability of the connection between the second pivot shaft 311 and the second link frame 30 and the stability of the connection between the second pivot shaft 311 and the third pivot shaft 321 and the first link frame 34. Further, the openings of the first and second connection frames 34 and 30 of the "U" shape are disposed toward each other so that the metal plate 20 passes between the first and second rollers 31 and 32 connected thereto, respectively, while making the structure of the stopper unit more compact.
With continued reference to fig. 1 and 2, in some embodiments, the second roller 32 is disposed on a side of the first roller 31 facing the vehicle body 40. In a preferred embodiment, the first roller 31 has a diameter larger than that of the second roller 32 so that the first roller 31 can act as a driver to press the metal plate 20 to elastically deform the metal plate 20 supported by the second roller 32 when the front wheel 61 or the rear wheel 62 connected to the first wheel connecting rod 50 passes an obstacle.
With continued reference to fig. 1 and 2, in the preferred embodiment, the lower end of the sheet metal 20 is fixedly mounted to the vehicle body 40; the limiting unit is located above the fixed end of the metal plate 20, so that when the first wheel connecting rod 50 connected with the front wheel 61 or the rear wheel 62 passes through an obstacle, the first wheel connecting rod 50 and the limiting unit swing towards the vehicle body 40 around the first pivot shaft 51 under the driving of the front wheel 61 or the rear wheel 62, the limiting unit drives the metal plate 20 matched with the limiting unit to bend towards one side of the vehicle body 40 in the swinging process, elastic deformation occurs, and the metal plate 20 generates elastic deformation to absorb the vibration of the vehicle body 40 relative to the first wheel connecting rod 50, so that a damping effect is achieved.
Fig. 5 schematically shows a motorcycle according to an embodiment of the present invention.
Referring to fig. 5, the motorcycle includes a body 40, a first wheel connecting rod 50 pivotably connected to the body 40 about a first pivot axis 51, a second wheel connecting rod 52 pivotably connected to the body 40 about a fourth pivot axis 521, a rear wheel 62 pivotably connected to the first wheel connecting rod 50 about a pivot axis parallel to the first pivot axis 51, a front wheel 61 pivotably connected to the second wheel connecting rod 52 about a pivot axis parallel to the first pivot axis 51, and a shock-absorbing structure for a motorcycle provided on the body 40 and the first wheel connecting rod 50; wherein, the shock-absorbing structure for the motorcycle is the shock-absorbing structure for the motorcycle; the rear wheel 62 coupled to the first wheel connecting rod 50 is placed in the second receiving space 501 on the first wheel connecting rod 50.
Referring to fig. 1, 2 and 5, in a preferred embodiment, the ends of the first wheel connecting rod 50 or the vehicle body 40 facing each other are provided with "U" -shaped grooves, taking the example that the end of the first wheel connecting rod 50 facing the vehicle body 40 is provided with "U" -shaped grooves, when the vehicle body 40 and the first wheel connecting rod 50 are pivotally connected by the first pivot shaft 51, the vehicle body 40 is placed in the "U" -shaped groove of the first wheel connecting rod 50, and the metal plate 20 connected to the vehicle body 40 is also located in the "U" -shaped groove of the first wheel connecting rod 50, so that the motorcycle provided with the shock absorbing structure is compact (when the end of the vehicle body 40 facing the first wheel connecting rod 50 is provided with "U" -shaped grooves, the specific embodiment of the relative positional relationship with the first wheel connecting rod 50 and the metal plate 20 is similar to the present embodiment, and will not be described herein again.
In some embodiments, the first wheel connecting rod 50, the second wheel connecting rod 52, the body 40, the first pivot shaft 51 and the fourth pivot shaft 521 are all made of hard metal to ensure the stability of the motorcycle structure.
Therefore, when the rear wheel 62 passes through an obstacle, the rear wheel drives the first wheel connecting rod 50 to rotate relative to the vehicle body 40 around the first pivot shaft 51, and simultaneously drives the metal plate 20 to swing relative to the limiting unit, and due to the fact that the limiting unit is matched with the metal plate 20, when the metal plate 20 swings relative to the limiting unit, under the limiting effect of the limiting unit, the metal plate 20 bends relative to the limiting unit, and therefore buffering is provided for rotation of the first wheel connecting rod 50 relative to the vehicle body 40; when the motorcycle runs on a plane, the rear wheel 62 drives the first wheel connecting rod 50 to return to the original position relative to the vehicle body 40 around the first pivot shaft 51, and when the metal plate 20 changes from a bending state to a straight state relative to the limiting unit, the limiting unit provides buffering for the rotation of the first wheel connecting rod 50 relative to the vehicle body 40, so that the vibration of the vehicle body 40, which is generated by the movement of the first wheel connecting rod 50 in the alternate process of passing through an obstacle and running on the plane, is absorbed by the metal plate 20 which is elastically deformed, and the damping effect is achieved.
Fig. 6 schematically shows a shock-absorbing linkage structure for a motorcycle according to an embodiment of the present invention.
Referring to fig. 6, the shock-absorbing linkage structure for a motorcycle includes a first damper 71 and a second damper 72; wherein one end of the first damper 71 is pivotably connected to the second wheel connecting rod 52 to which the front wheel 61 is connected, about a fifth pivot shaft 713; one end of the second damper 72 is pivotably connected to the opposite end of the fifth pivot shaft 713, and the opposite end of the second damper 72 is pivotably connected to the first wheel connecting rod 50 to which the rear wheel 62 is connected about a sixth pivot shaft 723; the fifth pivot shaft 713, the sixth pivot shaft 723, the pivot shaft of the second wheel connecting rod 52 that rotates with respect to the body 40 of the motorcycle, the pivot shaft of the first wheel connecting rod 50 that rotates with respect to the body 40, and the pivot shaft of the second damper 72 that rotates with respect to the first damper 71 are parallel to and non-coaxially arranged; the first damper 71 is provided so as to be able to give cushioning to the vehicle body 40 in a direction of a line connecting a pivot shaft thereof that rotates relative to the second damper 72 and the fifth pivot shaft 713; the second damper 72 is provided so as to be able to give cushioning to the vehicle body 40 in a direction of a line connecting a pivot shaft thereof that rotates relative to the first damper 71 and the sixth pivot shaft 723.
The pivot axis due to the pivotable connection of the front wheel 61 with the second wheel connecting link 52 and the pivot axis due to the pivotable connection of the rear wheel 62 with the first wheel connecting link 50 is parallel to the fifth pivot shaft 713; when the motorcycle provided with the shock-absorbing linkage structure passes through an obstacle on the road surface, taking the case that one wheel passes through the obstacle as an example, for example, when the front wheel 61 of the motorcycle passes through the obstacle, the front wheel 61 moves upward under the action of the obstacle, and the second wheel connecting rod 52 which is pivotally connected with the front wheel 61 swings upward around a pivot shaft which is pivotally connected with the vehicle body 40; thereby driving the first damper 71 to extend towards the front wheel 61; the first damper 71 extends toward the front wheel 61 and simultaneously drives the second damper 72 to extend toward the front wheel 61; causing the first wheel connecting link 50, which is pivotally connected to the second damper 72, to swing downwardly about its pivot axis with the vehicle body 40; the first wheel connecting link 50 moves the rear wheel 62 pivotally connected thereto downward (see fig. 7); the rear wheel 62 is prevented from jumping when the front wheel 61 passes through an obstacle, so that the shock absorption function can be provided for the motorcycle through the first damper 71 and the second damper 72, and the jumping of the motorcycle body 40 when the motorcycle passes through a rugged road section can be reduced through the linkage action of the first damper 71 and the second damper 72, so that the motorcycle can smoothly pass through a rugged road surface (when the rear wheel 62 passes through the obstacle, the front wheel 61 moves downwards under the linkage action of the shock absorption linkage structure, the movement mechanism is the same as that when the front wheel 61 passes through the obstacle, and the details are not repeated here). Moreover, when the motorcycle provided with the shock-absorbing link structure is turned, the first damper 71 is extended to the side where the front wheel 61 is located by the pulling action of the second wheel connecting rod 52; the second damper 72 is extended to the side where the rear wheel 62 is located by the pulling action of the first wheel connecting rod 50, so that the vehicle body 40 moves downward (refer to fig. 8), and at this time, the shock-absorbing linkage structure mainly exerts a shock-absorbing action.
With continued reference to FIG. 6, in the preferred embodiment, the first and second dampers 71 and 72 are positioned such that they are below the surface of the body 40 when they are connected to the second and first wheel connecting links 52 and 50. To reduce the interference of the first damper 71 and the second damper 72 with the riding of the driver during shock absorption and anti-shake.
With continued reference to FIG. 6, in the preferred embodiment, the shock absorbing linkage for a motorcycle further includes a connecting block 23 pivotably connected to the body 40 of the motorcycle about a seventh pivot axis 731; the first damper 71 is pivotally connected to the vehicle body 40 through the connecting block 23, and the first damper 71 is pivotally connected to the connecting block 23 through the eighth pivot shaft 714; the second damper 72 is pivotally connected to the first damper 71 through the connecting block 23, and the second damper 72 is pivotally connected to the connecting block 23 through a ninth pivot shaft 724; the fifth pivot shaft 713, the sixth pivot shaft 723, the seventh pivot shaft 731, the eighth pivot shaft 714 and the ninth pivot shaft 724 are arranged in parallel, and are mutually non-coaxial in pairs; the first damper 71 is provided so as to be able to give cushioning to the vehicle body 40 in the direction of the line connecting the fifth pivot shaft 713 and the eighth pivot shaft 714; the second damper 72 is provided to be able to give cushioning to the vehicle body 40 in the direction of the line connecting the sixth pivot shaft 723 and the ninth pivot shaft 724.
As shown in fig. 6, as one implementation of the first damper 71, the first damper 71 includes a first cylinder 711 pivotably connected to the second wheel connecting rod 52 about a fifth pivot shaft 713 and a first piston rod 712 pivotably connected to the connecting block 23 about an eighth pivot shaft 714, and the first piston rod 712 extends along a direction of a line connecting the fifth pivot shaft 713 and the eighth pivot shaft 714. As one of the implementation manners of the second damper 72, the second damper 72 includes a second cylinder 721 pivotably connected to the first wheel connecting link 50 about a sixth pivot shaft 723 and a second piston rod 722 pivotably connected to the connecting block 23 about a ninth pivot shaft 724, the second piston rod 722 extending in a direction of a line connecting the sixth pivot shaft 723 and the ninth pivot shaft 724. The damper with the structure does not need an external spring, avoids the spring from clamping a driver in the compression process, and ensures the driving safety of the driver. The first damper 71 and the second damper 72 may also be dampers of other structures commonly used in the prior art, as long as the first damper 71 can provide the vehicle body 40 with damping in the direction of the connecting line between the fifth pivot shaft 713 and the eighth pivot shaft 714, and the second damper 72 can provide the vehicle body 40 with damping in the direction of the connecting line between the sixth pivot shaft 723 and the ninth pivot shaft 724.
Regardless of the specific structure of the first damper 71 and the second damper 72, and with continued reference to FIG. 6, as a preferred embodiment, the fifth pivot 713, the seventh pivot 731, and the eighth pivot 714 are not co-planar. As a preferred embodiment, the sixth, seventh and ninth pivot shafts 723, 731 and 724 are not co-planar. As a preferred embodiment, the fifth pivot shaft 713, the eighth pivot shaft 714, and the second wheel connecting link 52 are disposed non-coplanar with the pivot axis of the body 40. As a preferred embodiment, the sixth pivot axle 723, the ninth pivot axle 724, and the first wheel connecting link 50 are disposed out of plane with the pivot axis of the body 40. No matter what kind of preferred embodiments are adopted, the damping linkage structure can realize the damping linkage function sensitively.
With continued reference to FIG. 6, as a preferred embodiment, the seventh pivot axle 731 is disposed above the line connecting the eighth pivot axle 714 and the ninth pivot axle 724; the connecting block 23 is a triangular structure, and the seventh pivot axle 731, the eighth pivot axle 714 and the ninth pivot axle 724 are respectively located at the corners of the triangular structure. Thus, when the link block 23 is rotated about the seventh pivot shaft 731 toward the side of the front wheel 61, or toward the side of the rear wheel 62, the link block 23 is less likely to collide with the rider. Preferably, the shock-absorbing linkage structure for a motorcycle further includes a footrest 41 attached to the body 40, the footrest 41 being disposed above a line connecting the seventh pivot shaft 731 and the eighth pivot shaft 714. The seventh pivot axle 731 is arranged above the connection line between the eighth pivot axle 714 and the ninth pivot axle 724, so that when the front wheel 61 or the rear wheel 62 passes through an obstacle, the upward-moving front wheel 61 can drive the first damper 71 and the connecting block 23 to sensitively rotate through the second wheel connecting rod 52, and further drive the second damper 72 and the first wheel connecting rod 50 to rotate, and finally, the rear wheel 62 connected to the first wheel connecting rod 50 moves downward; the upwardly moving rear wheel 62 can sensitively rotate the second damper 72 and the connecting block 23 through the first wheel connecting rod 50, and further rotate the first damper 71 and the second wheel connecting rod 52, finally, the front wheel 61 connected to the second wheel connecting rod 52 is moved downwardly; and the pedal 41 can be used as a limiting structure for the rotation of the connecting block 23, so that the connecting block 23 is prevented from colliding with a rider due to an overlarge rotation angle. Further, an included angle between a connecting line of the fifth pivot shaft 713 and the seventh pivot shaft 731 and a connecting line of the seventh pivot shaft 731 and the eighth pivot shaft 714 is set to be smaller than an included angle between a connecting line of the seventh pivot shaft 731 and the eighth pivot shaft 714 and a horizontal plane of the upper surface of the vehicle body 40, and an included angle between a connecting line of the sixth pivot shaft 723 and the seventh pivot shaft 731 and a connecting line of the seventh pivot shaft 731 and the ninth pivot shaft 724 is set to be smaller than an included angle between a connecting line of the seventh pivot shaft 731 and the ninth pivot shaft 724 and a horizontal plane of the upper surface of the vehicle body 40, so that the rotating block is prevented from protruding to the upper surface of the vehicle body 40 in the rotating process and blocking a driver from riding.
With continued reference to FIG. 6, as a preferred embodiment, at least one of the fifth pivot shaft 713 and the sixth pivot shaft 723 is disposed above the line connecting the eighth pivot shaft 714 and the ninth pivot shaft 724. Since the general vehicle body 40 is configured to have two ends higher and the middle lower so that the rider can place his feet on the middle of the vehicle body 40, at this time, at least one of the fifth pivot 713 and the sixth pivot 723 is disposed above the connection line of the eighth pivot 714 and the ninth pivot 724 so that the first damper 71 and the second damper 72 can be similar to the shape of the vehicle body 40, thereby making the motorcycle provided with the shock-absorbing linkage structure compact. As a preferred embodiment, the pivot axis about which the second wheel connecting link 52 rotates with respect to the vehicle body 40 is provided above the line connecting the fifth pivot shaft 713 with the eighth pivot shaft 714. So that the second wheel connecting rod 52 swings the first damper 71. As a preferred embodiment, the pivot axis about which the first wheel connecting link 50 rotates relative to the vehicle body 40 is disposed above the line connecting the sixth pivot axis 723 and the ninth pivot axis 724. So that the first wheel connecting link 50 swings the second damper 72.
As one of preferred embodiments of the motorcycle of the present invention, referring to fig. 7 and 8, the motorcycle further includes a shock-absorbing interlocking structure shown in fig. 6 to further improve shock-absorbing performance of the motorcycle.
In the invention, the fixed installation can be realized as detachable connection or as non-detachable connection; the detachable connection can be realized in a threaded connection, a key connection or a rivet connection and other connection modes commonly used in the prior art; the non-detachable connection can be realized by welding, gluing and other connection modes commonly used in the prior art, and the specific implementation mode of the fixed installation is not limited by the invention.
What has been described above are merely some of the embodiments of the present invention. It will be apparent to those skilled in the art that various changes and modifications can be made therein without departing from the spirit and scope of the invention.
Claims (10)
1. A shock-absorbing structure for a motorcycle, comprising:
the motorcycle comprises a body, a first wheel connecting rod, a metal plate, a second wheel connecting rod, a third wheel connecting rod and a fourth wheel connecting rod, wherein one end of the metal plate is arranged on one of the body and the first wheel connecting rod of the motorcycle and can generate elastic deformation;
and the limiting unit is arranged on the other one of the vehicle body and the first wheel connecting rod, and a first accommodating space which is used for extending out of the opposite end of the metal plate and is matched with the metal plate is arranged on the limiting unit.
2. The shock absorbing structure for a motorcycle according to claim 1, wherein the stopper unit includes a first roller and a second roller provided on the other of the vehicle body and a first wheel connecting rod;
the first roller and the second roller are distributed along the arrangement direction of the first wheel connecting rod and the vehicle body, the axes of the first roller and the second roller are parallel to the first pivot shaft, and the distance between the first roller and the second roller is equal to the thickness of the metal plate so as to form the first accommodating space between the first roller and the second roller.
3. The shock absorbing structure for a motorcycle according to claim 2, wherein the first roller and the second roller are pivotably provided on the other of the vehicle body and the first wheel connecting rod through a second pivot shaft and a third pivot shaft, respectively, which are provided in parallel to the first pivot shaft.
4. The shock-absorbing structure for a motorcycle according to claim 3, wherein said first roller and said second roller are respectively provided on the other of said vehicle body and said first wheel link via a second link bracket and a first link bracket, wherein said first roller and said second roller are respectively pivotally provided on said second link bracket and said first link bracket via a second pivot shaft and a third pivot shaft;
the first connecting frame is arranged on the other one of the vehicle body and the first wheel connecting rod through the second connecting frame, wherein the first connecting frame is connected to the second connecting frame in a pivoting mode through a pivoting shaft parallel to the first pivoting shaft.
5. The shock-absorbing structure for a motorcycle of claim 4, wherein the first link frame is pivotally connected to the second link frame by a second pivot shaft.
6. The shock-absorbing structure for a motorcycle according to claim 5, wherein the second link bracket is connected with both ends of the second pivot shaft;
the first connecting frame is connected with two ends of the second pivot shaft and the third pivot shaft.
7. The shock absorbing structure for a motorcycle according to claim 5, wherein said metal plate is provided on said vehicle body, said second link is bridged on said first wheel link, and said second roller is provided on a side of said first roller facing said vehicle body.
8. The shock absorbing structure for a motorcycle according to any one of claims 1 to 7, wherein a lower end of the metal plate is fixed to one of the vehicle body and a first wheel connecting rod;
the limiting unit is located above the fixed end of the metal plate.
9. The shock absorbing structure for a motorcycle of any one of claims 1 to 7, wherein the metal plate is a spring steel plate.
10. A motorcycle, characterized by comprising:
a vehicle body;
a first wheel connecting link pivotably connected to the body about a first pivot axis and a second wheel connecting link pivotably connected to the body about a fourth pivot axis;
rear and front wheels respectively pivotally connected to the first and second wheel connecting links about pivot axes parallel to the first pivot axis;
and the shock absorbing structure for a motorcycle of any one of claims 1 to 9 provided on the vehicle body and the first wheel connecting rod.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110423301.5A CN115214832B (en) | 2021-04-20 | 2021-04-20 | Shock absorption structure for motorcycle and motorcycle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110423301.5A CN115214832B (en) | 2021-04-20 | 2021-04-20 | Shock absorption structure for motorcycle and motorcycle |
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| Publication Number | Publication Date |
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| CN115214832A true CN115214832A (en) | 2022-10-21 |
| CN115214832B CN115214832B (en) | 2023-12-12 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110423301.5A Active CN115214832B (en) | 2021-04-20 | 2021-04-20 | Shock absorption structure for motorcycle and motorcycle |
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| CN (1) | CN115214832B (en) |
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| DE3942283A1 (en) * | 1989-12-21 | 1991-06-27 | Hubert Coenen | Bicycle with toothed belt drive - has rear axle frame mounting split for ease of belt fitting |
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Also Published As
| Publication number | Publication date |
|---|---|
| CN115214832B (en) | 2023-12-12 |
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