TWM586691U - Coupling mechanism of vehicle body - Google Patents

Abstract

A vehicle body coupling mechanism is used to solve the problem that the conventional vehicle body coupling mechanism is difficult to install and adjust. The system includes: a shaft and a rotating member are respectively fixed to the first and second frames which can be relatively pivoted, the rotating member is rotatably sleeved outside the shaft; a torsional resistance module has left-right symmetry Each of the two power amplifying mechanisms is connected to the first frame and the rotating member, and a buffer member is connected between the two power amplifying mechanisms so that the buffer member passes through the two after being pressed against The force amplification mechanism transmits and provides the relative torsional resistance of the first frame and the second frame, the torsional resistance and the relative rotation angle between the two frames change in a non-linear relationship, and the torsional resistance curve can be adjusted by adjusting the The preload of the buffer member is changed.

Description

Body coupling mechanism

The present invention relates to a vehicle component, in particular to a body coupling mechanism provided between a front frame and a rear frame that can be relatively pivoted.

The early three-wheeler's frame is integrated, so it is easy to cause the body to roll when cornering. When the roll angle is too large, it will cause the vehicle to overturn. For this reason, the prior industry has divided the tricycle's frame into a pivotable front frame and a rear frame, so that when the front frame turns and rolls, the rear frame does not roll with the front frame. In addition, the number of accidents involving vehicle overturning was reduced initially. In addition, in order to improve riding comfort and convenience, rear operators install a body coupling mechanism between the relatively pivotable front frame and the rear frame, and the body coupling mechanism provides the front frame and the The relative torsional resistance between the rear frames allows the rider to keep the front frame from tipping over without the vehicle's feet when the vehicle is driving or stopping at a low speed. When the vehicle is turning at a high speed, the rear frame is not easy to overturn due to centrifugal force. ; Even after the rider leaves the vehicle, the front frame can still be maintained without falling down; and after the frame is relatively pivoted after overcoming torsional resistance, the body coupling mechanism can also provide a reaction force when the roll force becomes smaller, resulting in Auxiliary roll-back frame for assistance. Several embodiments similar to the aforementioned body coupling mechanism have been disclosed in patent cases such as Republic of China Publication Nos. I549857 and I617483.

However, most of the known body coupling mechanisms include multiple links, sliders, and shock absorbers, so the overall weight is heavy and time-consuming to install. More importantly, the shock absorbers in the body-coupling mechanism are known to have one set on the left and one on the left to provide torsional resistance when the frame is tilted to the left or to the right; Torsion resistance is a highly difficult matter, so it is easy to vary the torsional resistance on both sides. In the parking state, the front frame still cannot stand upright relative to the rear frame, which affects riding comfort.

In view of this, the conventional body coupling mechanism does still need to be improved.

In order to solve the above problems, the purpose of this creation is to provide a body coupling mechanism with simple components that can greatly reduce the overall weight and improve the installation efficiency.

A secondary objective of this creation is to provide a body coupling mechanism in which the left and right power amplification mechanisms are commonly connected to the same cushioning member to compress the cushioning member by turning the difference in swing stroke of the two power amplification mechanisms when cornering The torsion resistance of the first frame and the second frame is transmitted and provided by the buffer member to the two power amplification mechanisms.

Another purpose of this creation is to provide a vehicle body coupling mechanism that enables the vehicle body coupling mechanism to provide a vehicle with better riding comfort through a better configuration relationship or ratio of related components.

This creation defines the Y direction as forward and backward directions, the X direction as left and right directions, and the Z direction as up (top) and down (bottom) directions according to the direction of the vehicle. In addition, the full text of this creation is described as "inside", Directional or similar terms such as "outside" and "side" are mainly referred to the direction of the attached drawings. Each directivity or its approximate terms are only used to help explain and understand the embodiments of this creation, not to limit this. creation.

The use of the quantifier "a" or "an" in the elements and components recorded in the entire text of this work is only for convenience and to provide the general meaning of the scope of the work; it should be interpreted as including one or at least one The concept of plural also includes the plural case, unless it obviously means otherwise.

The approximate terms such as "combination", "combination", or "assembly" described in the full text of this creation mainly include types that can still be separated without breaking the components after being connected, or that the components cannot be separated after being connected. They have common knowledge in the field. You can choose one according to the material or assembly needs of the components to be connected.

The approximate terms such as "connection" or "pivot joint" mentioned in the full text of this creation, in addition to the two components being directly connected or pivoted, also include the indirect connection or pivotal connection formed through another component. The knowledgeable person can choose according to the assembly requirements.

The body coupling mechanism of this creation is mainly used in vehicles having a first frame and a second frame that can be pivoted relatively, including: a shaft rod for fixing to the aforementioned first frame; a rotating part, It is used to be fixed to the aforementioned second frame, the rotating member is rotatably sleeved outside the shaft; and a torsional resistance module, which is driven by the shaft and the rotating member to rotate relative to each other, and the torsional resistance The module has two force amplifying mechanisms, each of which is connected to the first frame and the rotating member, and a buffer member is connected between the two force amplifying mechanisms, so that the buffer member passes through after the pressure is applied. The two force amplifying mechanisms transmit and provide the relative torsional resistance of the first frame and the second frame, and the torsional resistance changes in a non-linear relationship with the relative rotation angle between the first frame and the second frame. .

According to this, the body coupling mechanism of this creation has simple components, which can greatly reduce the overall weight, reduce costs and improve installation efficiency. In addition, the left and right power amplification mechanisms are commonly connected to the same cushioning member, so that when cornering, the cushioning member is compressed by the difference in the swing stroke of the two power amplification mechanisms, and the two members The magnifying mechanism transmits and provides the same torsional resistance, not only in the parking state, can ensure that the front and rear two frames are relatively straight; during the relative pivoting of the front and rear two frames, whether it is left or right tilt, the buffer The components can provide the same feedback road feel at the same tilt angle, allowing riders to properly adjust the amount of side pressure to improve driving safety, and avoid affecting riding comfort due to different control conditions on the left and right sides.

Each of the power amplifying mechanisms may have a rocker arm and a link member. A first end of the rocker arm may be pivotally connected to the first frame, and a second end of the rocker arm may be pivotally connected to the buffer member. One end of the lever member may be pivotally connected between the first end and the second end of the rocker arm, and the other end of the link member may be pivotally connected to the rotating member. In this way, the structure of each power amplification mechanism is simple, which helps reduce the weight of the overall power amplification mechanism, and has the effects of reducing manufacturing costs and improving installation efficiency.

Wherein, each of the rocker arms has a first pivot center at the pivotal connection to the first frame, and a second pivot center at the pivotal connection to the buffer member; each of the first pivot center and a corresponding link member There is a first shortest distance between them, a reference line passes through the second pivot joint centers of the two force amplifying mechanisms, and there is a second shortest distance between each first pivot joint center and the reference line; the second shortest distance The ratio to the first shortest distance may be 1 to 5, preferably 2 to 4.5. In this way, the vehicle body coupling mechanism can provide the vehicle with better riding comfort and other effects.

Wherein, the shaft has a rotation center, each link member has a fourth pivot center at the pivot member, and a first reference line passes through the rotation center and the fourth pivot center; each of the rocker arms There is a first pivot center at the pivotal connection to the first frame, and a second reference line passes through the first pivot center and the fourth pivot center; each rocker arm pivots to the link member has a first pivot center. Three pivoting centers, a third reference line passing through the third pivoting center and the fourth pivoting center, and the third reference line may be located between the first reference line and the second reference line. In this way, the vehicle body coupling mechanism can provide the vehicle with better riding comfort and other effects.

Wherein, each of the rocker arms pivotally connected to the buffer member has a second pivotal center, and the third pivotal center of each power amplification mechanism may be closer to the first pivotal center and farther away from the second pivotal center. In this way, the vehicle body coupling mechanism can provide the vehicle with better riding comfort and other effects.

The rocker arm may be arc-shaped and have a concave arc surface and a convex arc surface opposite to each other, and the concave arc surface faces the buffer member. In this way, interference between the rocker arm and the buffer member can be avoided, and the height of each force amplification mechanism can be reduced, and a better design ratio can be provided.

Wherein, the front side and the rear side of the rocker arm may each have a convex seat, and the link member may have two pivoting pieces that may be pivotally connected to the two convex seats, respectively. In this way, the two pivotal joints can jointly link the rocker arm from front to back, and have the effects of improving the motion stability of the power amplifying mechanism and the like.

Wherein, the torsional resistance module may further have an adjusting member, and the two power amplification mechanisms are pivotally connected to the adjusting member to be indirectly connected to the first frame. In this way, the adjusting member can adjust the preload of the two rocker arms on the buffer member to adjust according to different riding needs or habits, and has the effects of improving riding comfort and the like.

Wherein, the adjusting member may have a first positioning portion coupled to the first frame, a second positioning portion to be vertically displaceable coupled to the first positioning portion, a pivot joint seat connected to the second positioning portion, and the two rocker arms The first end is pivotally connected to the pivot base. In this way, the structure of the adjusting member is simple, and has the effects of reducing manufacturing costs and improving installation efficiency.

The second positioning portion may pass through the first positioning portion by at least one stud, and the at least one stud may be combined by a corresponding number of nuts. Adjusting the nut may adjust the first positioning portion and the second positioning. To adjust the preload of the two rocker arms on the buffer. In this way, the adjusting member can adjust the preload of the two rocker arms on the buffer member by a simple structure, which has the effects of reducing manufacturing costs and improving installation efficiency.

In order to make the above and other purposes, features, and advantages of this creation more obvious and easy to understand, the following describes the preferred embodiment of this creation in conjunction with the accompanying drawings, as follows:

Please refer to Figures 1 and 2. The body coupling mechanism of this creation can be installed in a vehicle with a first frame F1 and a second frame F2 that can pivot relative to the front and rear. However, this embodiment will be described below by taking as an example a tricycle having one front wheel T and two rear wheels R, but not limited to this.

In short, the body coupling mechanism of this creation mainly has a shaft 1 fixed to the first frame F1, a rotating member 2 fixed to the second frame F2 and rotatably sleeved on the shaft 1 A torsional resistance module 3 has two force amplifying mechanisms 31, each of which is connected to the first frame F1 and the rotating member 2, and the two force amplifying mechanisms 31 are commonly connected to the same buffer member 32. In this way, when the first frame F1 and the second frame F2 are tilted leftward or rightward, the rolling motion can be converted into a relative rotational motion of the rotating member 2 and the shaft 1, so that the two forces are amplified. The mechanism 31 oscillates relatively, and compresses the buffer member 32 by the difference in the swing stroke of the two power amplification mechanisms 31 to provide relative torsional resistance of the first frame F1 and the second frame F2; The resistance can change in a non-linear relationship with the relative rotation angle between the first frame F1 and the second frame F2 (please refer to Figure 7), and the working curve of the body coupling mechanism can be adjusted by adjusting the buffer The preload of the piece 32 varies.

Please refer to Figures 2 and 3, based on the above-mentioned technical concepts, one of the preferred embodiments is disclosed in the following, and the rear frame is the first frame F1, and the front frame is the second frame F2. Explain; however, the present invention is not limited thereto, and the body coupling mechanism of the present invention may also be installed in the opposite direction in other embodiments.

In this embodiment, the shaft 1 may be substantially fixed to a center position of the first frame F1, and the rotating member 2 is rotatably sleeved on the shaft 1 farther from the first frame F1. Outside the end. Among them, the shape and detailed structure of the shaft 1 and the rotating member 2 can be adjusted and changed according to the use requirements. This can be understood by those with ordinary knowledge in the art, and will not be described in detail one by one, and will not be described in detail. The types disclosed in the drawings of this embodiment are limited.

Please refer to FIGS. 3 and 4, the torsional resistance module 3 is driven when the shaft 1 and the rotating member 2 rotate relative to each other. The torsional resistance module 3 of this embodiment has two force amplifying mechanisms 31. The two force amplifying mechanisms 31 may be bilaterally symmetrical, and each of the force amplifying mechanisms 31 may be directly or indirectly connected (eg, pinned) to the first vehicle. Frame F1 and the rotating member 2. A buffer member 32 is connected (eg, pinned) between the two force amplifying mechanisms 31, so that the two force amplifying mechanisms 31 can jointly provide a preload to the buffer member 32; the buffer member 32 can be generated after being pressed against The output force is transmitted through the two force amplifying mechanisms 31 and provides the relative torsional resistance of the first frame F1 and the second frame F2, and the torsional resistances on both sides are the same.

The buffer member 32 may be, for example, a damper, a shock absorber, or a damping shock absorber, which is not limited in the present invention. Each of the power amplifying mechanisms 31 may have a rocker arm 33 and a link member 34. The first end 33a of the rocker arm 33 may be directly or indirectly pivoted to the first frame F1, and the second The end 33b may be pivotally connected to the buffer member 32; the first end 34a of the link member 34 may be pivoted between the first end 33a and the second end 33b of the rocker arm 33, and the second end of the link member 34 34b can be directly or indirectly pivoted to the rotating member 2.

In addition, the rocker arm 33 can be selected to be arc-shaped and have a concave arc surface 331 and a convex arc surface 332 opposite to each other, and the concave arc surface 331 faces the buffer member 32; thus, the rocker arm 33 and the The buffer member 32 generates interference, and at the same time, the height of each of the force amplifying mechanisms 31 in the Z direction can be reduced to provide a better design ratio. In addition, the front side and the rear side of the rocker arm 33 in the Y direction may each have a convex seat 333. The link member 34 of this embodiment may have two pivoting pieces 341, and the two pivoting pieces 341 The two pivoting pieces 333 are respectively pivoted, so that the two pivoting pieces 341 can jointly link the rocker arm 33 from front to back, so as to improve the motion stability of the power amplifying mechanism 31.

It is worth mentioning that, referring to FIG. 3 and FIG. 5, the torsional resistance module 3 of this embodiment may further include an adjusting member 35, and the two power amplification mechanisms 31 may be pivotally connected to the adjusting member 35 so that It is indirectly connected to the first frame F1. In detail, the adjusting member 35 may have a first positioning portion 351 coupled to the first frame F1, a second positioning portion 352 may be vertically displaceably coupled to the first positioning portion 351, and a pivot base 353 is connected to the first positioning portion 351. The two positioning portions 352 enable the first ends 33 a of the two swing arms 33 to be pivotally connected to the pivot base 353, respectively. Preferably, the second positioning portion 352 can pass through the first positioning portion 351 by at least one stud 354, and the at least one stud 354 is combined by a corresponding number of nuts 355.

In this way, the gap between the first positioning portion 351 and the second positioning portion 352 can be adjusted by rotating the nut 355, so that the pivot base 353 can simultaneously press down or lift the first of the two rocker arms 33. End 33a, so that the second ends 33b of the two swing arms 33 can be relatively close to or away from each other, and an adjustable distance D between the second ends 33b of the two swing arms 33 is changed to adjust the two swing arms 33 Pre-pressing the buffer member 32. That is, the larger the adjustable distance D, the smaller the preload of the two rocker arms 33 on the cushioning member 32, and the smaller the torsional resistance provided by the cushioning member 32, which can improve the steering flexibility of the vehicle but The positive torque is low; on the contrary, the smaller the adjustable distance D, the greater the preload of the two rocker arms 33 on the cushioning member 32, and the larger the torsional resistance provided by the cushioning member 32, the higher the returning torque. Therefore, the anti-rollover capability of the rear frame (in this embodiment, the aforementioned first frame F1) is improved. Therefore, it can be adjusted according to different riding needs or habits.

In other embodiments, the first ends 33a of the two rocker arms 33 can also be directly pivoted to the first frame F1, so that the preload of the two rocker arms 33 to the buffer member 32 is fixed and cannot be adjusted. However, the structure of the torsional resistance module 3 can be simplified, the manufacturing cost can be reduced, and the assembly efficiency can be improved. Therefore, whether to install the aforementioned adjusting member 35 and other components can be selected according to the needs. This can be understood by those with ordinary knowledge in the field. The forms disclosed in this creative scheme are limited.

Please refer to FIG. 2 and FIG. 4. According to the foregoing structure, a vehicle assembled with the original body coupling mechanism can limit the first frame F1 and the second vehicle by the torsional resistance provided by the cushioning member 32. The frame F2 will not easily pivot relative to each other, and because the torsional resistance to left or right tilt is provided by the same cushioning member 32, the vehicle does not need to support the front frame when it is parked (in this embodiment, this is the case) The second frame F2) can maintain the front frame standing without falling down relative to the rear frame (the first frame F1 in this embodiment), and the front frame can stand upright relative to the rear frame. Without skewed state. In addition, when the vehicle is running at a low speed or stopped, the rider's feet can be kept on the ground without tipping down; when the vehicle is turning at a high speed, the rear frame can also keep running smoothly and it is not easy to overturn due to centrifugal force.

On the other hand, referring to Figures 2 and 6, when a vehicle equipped with the body-coupling mechanism of the present invention intends to make a turn, the rider can apply the front frame (the second frame F2 in this embodiment). Give the amount of lateral pressure to make the front frame tilt left or right relative to the rear frame (the first frame F1 in this embodiment), and make the sideways movement by the shaft 1 and the rotating member 2 It can be converted into a local rotational movement between the first frame F1 and the second frame F2. Taking the second frame F2 tilting to the left as an example, after the amount of lateral pressure overcomes the torsional resistance of the cushioning member 32, the rotating member 2 can rotate relative to the shaft 1, and the rotating member 2 links the two The second end 34b of the link member 34 of each of the power amplifying mechanisms 31 is rotated clockwise (in terms of the direction shown in the figure) to respectively connect the two rocker arms 33 through the two link members 34; thus, the The two force amplifying mechanisms 31 can generate relative swings, and the cushioning member 32 is compressed by the difference in swing strokes of the two force amplifying mechanisms 31, so that the adjustable distance D between the two rocker arms 33 becomes smaller, The buffer member 32 is compressed to provide relative torsional resistance of the first frame F1 and the second frame F2, and reserve a force to assist the second frame F2 to return to a positive position. At the same time, the buffer member 32 can also filter the high-frequency vibration of the first frame F1 and slow down the speed of the second frame F2 tilting to the left to avoid the second frame F2 tilting too fast to the left and causing riding Discomfort. In contrast, when the second frame F2 is tilted to the right, the actions performed by the two power amplification mechanisms 31 are opposite to those described above.

In particular, during the roll of the second frame F2, the reaction force provided by the cushioning member 32 can provide the rider with a positive feedback feeling, so that the rider can obtain a proper road feel to As a reference for adjusting the amount of side pressure, improve driving safety. In addition, since the cushioning member 32 is pressed together by the two force amplifying mechanisms 31 and can provide the same torsional resistance when leaning to the left or to the right, the rider applies a left or right lean to the second frame F2. The amount of side pressure and the same inclination angle, the feedback experience is the same, which can avoid the problem of poor riding comfort caused by the different control conditions on the left and right sides.

In addition, please refer to FIG. 2 and FIG. 7. In order to further improve the handling and riding comfort of the vehicle, it is preferable to make the inclination angle of the first frame F1 and the second frame F2 relatively. (In this embodiment, it is the rotation angle of the shaft 1 and the rotating member 2 relative to each other), and the working curve formed by the aforementioned torsional resistance changes in a non-linear relationship. That is, when the tilt angle is still small (for example, less than 15 degrees), the torsional resistance is small and increases slowly, which can avoid being too sensitive to the tilt angle and causing poor riding comfort; when the tilt angle is large ( (For example, 15 degrees or more), the torsional resistance increases and increases quickly, so that the rider can smoothly turn and return to the right without having to lean very much, and avoid the rider overturning due to excessive leaning. It should be particularly noted that Figure 7 of this case is only used to illustrate the working curve trend of the body coupling mechanism and its non-linearity, not to limit the relative values of the tilt angle and the torsional resistance.

In order to enable the vehicle body coupling mechanism of this embodiment to provide better riding comfort, a better configuration relationship or ratio of related components is provided below. Among them, please refer to FIG. 4 and FIG. 8 at the same time, the shaft 1 has a rotation center P0; each of the rocker arms 33 is pivotally connected to the first frame F1 and has a first pivot center P1, which is pivotally connected to the buffer 32 There is a second pivoting center P2 at the center, and a third pivoting center P3 at the pivotal connection to the link member 34; each of the linking members 34 pivots to the rotating member 2 has a fourth pivoting center P4. A reference line L1 passes through the second pivot center P2 of the two power amplification mechanisms 31; each of the force amplification mechanisms 31 has a first reference line L2 through the rotation center P0 and the fourth pivot center P4, a second The reference line L3 passes the first pivot center P1 and the fourth pivot center P4, and a third reference line L4 passes the third pivot center P3 and the fourth pivot center P4.

For example, without limitation, there is a first shortest distance D1 between each of the first pivot centers P1 and the corresponding link members 34, and there is a second short distance between each of the first pivot centers P1 and the reference line L1. The shortest distance D2, and the ratio (D2 / D1) of the second shortest distance D2 to the first shortest distance D1 may be 1 to 5, preferably 2 to 4.5. In addition, the third reference line L4 is preferably located between the first reference line L2 and the second reference line L3; more preferably, the third pivot center P3 of each of the power amplifying mechanisms 31 is preferably closer to the first reference line L3. A pivoting center P1 is farther from the second pivoting center P2.

In summary, the body coupling mechanism of this creation has simple components, which can greatly reduce the overall weight, reduce costs, and improve installation efficiency. In addition, the left and right power amplification mechanisms are commonly connected to the same cushioning member, so that when cornering, the cushioning member is compressed by the difference in the swing stroke of the two power amplification mechanisms, and the two members The magnifying mechanism transmits and provides the same torsional resistance, not only in the parking state, can ensure that the front and rear two frames are relatively straight; during the relative pivoting of the front and rear two frames, whether it is left or right tilt, the buffer The components can provide the same feedback road feel at the same tilt angle, allowing riders to properly adjust the amount of side pressure to improve driving safety, and avoid affecting riding comfort due to different control conditions on the left and right sides.

Although this creation has been disclosed using the above-mentioned preferred embodiments, it is not intended to limit this creation. Anyone skilled in this art can make various changes and modifications to the above-mentioned embodiments without departing from the spirit and scope of this creation. The technical scope protected by the creation, so the scope of protection of this creation shall be determined by the scope of the attached patent application.

1‧‧‧ shaft

2‧‧‧Rotating parts

3‧‧‧ Torsion Resistance Module

31‧‧‧ Power Amplifier

32‧‧‧ buffer

33‧‧‧ rocker

33a‧‧‧first end

33b‧‧‧ second end

331‧‧‧Concave arc surface

332‧‧‧ convex arc

333‧‧‧ convex seat

34‧‧‧ connecting rod

34a‧‧‧first end

34b‧‧‧ second end

341‧‧‧ Pivot

35‧‧‧Adjustment

351‧‧‧First Positioning Department

352‧‧‧Second Positioning Department

353‧‧‧ Pivot

354‧‧‧Stud

355‧‧‧nut

D‧‧‧Adjustable pitch

D1‧‧‧First shortest distance

D2‧‧‧Second shortest distance

F1‧‧‧First frame

F2‧‧‧Second frame

L1‧‧‧Reference line

L2‧‧‧First Baseline

L3‧‧‧Second Baseline

L4‧‧‧ Third Baseline

P0‧‧‧rotation center

P1‧‧‧First Pivot Center

P2‧‧‧Second Pivot Center

P3‧‧‧ Third Pivot Center

P4‧‧‧ Fourth Hub

R‧‧‧ rear wheel

T‧‧‧ front wheel

[Figure 1] Schematic diagram of the body-coupling mechanism of this creation.
[Figure 2] A three-dimensional structural diagram of a preferred embodiment of the present invention installed in a vehicle.
[Figure 3] An exploded perspective view of a preferred embodiment of the present invention.
[Figure 4] A plan view of a preferred embodiment of the present invention.
[Figure 5] A preferred embodiment of the present invention is a plan view of the preload of the buffer member adjusted by the adjusting member.
[Figure 6] A plan view of a preferred embodiment of the present invention when the frame is tilted.
[Figure 7] A schematic diagram of the working curve of a preferred embodiment of the present invention.
[Figure 8] A schematic diagram of the component configuration relationship of a preferred embodiment of the present invention.

Claims (12)

A vehicle body coupling mechanism applied to a vehicle having a first frame and a second frame that can be relatively pivoted, including:
A shaft for fixing to the aforementioned first frame;
A rotating member for being fixedly connected to the aforementioned second frame, the rotating member is rotatably sleeved outside the shaft; and a torsional resistance module is driven by the shaft and the rotating member in relative rotation The torsional resistance module has two force amplifying mechanisms, each of which is connected to the first frame and the rotating member, and a buffer member is connected between the two force amplifying mechanisms so that the buffer member can receive After being pressed, the two torsional resistance mechanisms are used to transmit and provide the relative torsional resistance of the first frame and the second frame. The torsional resistance is relative to the relative rotation angle between the first frame and the second frame. Non-linear relationship changes. The vehicle body coupling mechanism according to item 1 of the scope of the patent application, wherein each of the force amplifying mechanisms has a rocker arm and a link member, and a first end of the rocker arm is pivotally connected to the first frame and the rocker arm The second end is pivotally connected to the buffer member, one end of the link member is pivotally connected between the first end and the second end of the rocker arm, and the other end of the link member is pivotally connected to the rotating member. The body coupling mechanism according to item 2 of the scope of patent application, wherein each of the rocker arms has a first pivot center at the pivotal connection to the first frame, and a second pivot center at the pivotal connection to the buffer member; There is a first shortest distance between each of the first pivoting centers and the corresponding link member, a reference line passes through the second pivoting center of the two power amplification mechanisms, and each of the first pivoting center and the reference line There is a second shortest distance between them, and a ratio of the second shortest distance to the first shortest distance is 1 to 5. The body coupling mechanism according to item 3 of the scope of patent application, wherein a ratio of the second shortest distance to the first shortest distance is 2 to 4.5. The vehicle body coupling mechanism according to item 2 of the scope of the patent application, wherein the shaft has a center of rotation, each link member has a fourth pivot center at the pivot member, and a first reference line passes through the center A rotation center and the fourth pivot center; each rocker arm has a first pivot center at the first frame, and a second reference line passes through the first pivot center and the fourth pivot center; A third pivot center is provided at each of the rocker arms pivotally connected to the link member, a third reference line passes through the third pivot center and the fourth pivot center, and the third reference line is located on the first reference line And the second reference line. The vehicle body coupling mechanism according to item 5 of the scope of patent application, wherein each of the rocker arms pivotally connected to the buffer member has a second pivot center, and the third pivot center of each power amplification mechanism is closer to the first pivot center. The pivot center is farther from the second pivot center. The vehicle body coupling mechanism according to item 2 of the scope of patent application, wherein the rocker arm is arc-shaped and has a concave arc surface and a convex arc surface opposite to each other, and the concave arc surface faces the buffer member. According to the vehicle body coupling mechanism described in item 2 of the patent application scope, the front side and the rear side of the rocker arm respectively have a convex seat, and the link member has two pivotal connecting pieces respectively pivoted to the two convex seats. The vehicle body coupling mechanism according to any one of claims 2 to 8, wherein the torsional resistance module further has an adjustment member, and the two power amplification mechanisms are pivotally connected to the adjustment member to indirectly communicate with the adjustment member. The first frame is connected. The body coupling mechanism according to item 9 of the scope of patent application, wherein the adjusting member has a first positioning portion combined with the first frame, a second positioning portion is vertically coupled with the first positioning portion, and a pivot The socket is connected to the second positioning portion, and the first ends of the two rocker arms are pivotally connected to the socket. The body coupling mechanism according to item 10 of the scope of patent application, wherein the second positioning portion penetrates the first positioning portion by at least one stud, and a corresponding number of nuts are combined with the at least one stud to adjust the screw. The cap can adjust the gap between the first positioning portion and the second positioning portion, so as to adjust the preload of the two rocker arms on the buffer. The body coupling mechanism according to item 1 of the patent application scope, wherein the torsional resistance module further has an adjustment member, and the two power amplification mechanisms are pivotally connected to the adjustment member to be indirectly connected to the first frame.