Flexible damping and transmission system of motorcycle
By designing flexible shock-absorbing supports and adaptive tensioning devices, the vibration and noise problems of motorcycle engines and transmission systems have been solved, resulting in higher comfort and reliability, extended service life of motorcycles, and reduced maintenance costs.
Patent Information
- Application Number
- CN202511524283.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-10-23
- Publication Date
- 2025-12-02
AI Technical Summary
Existing motorcycle engines and transmission systems suffer from large vibrations and strong mechanical resonance noise due to rigid connections, resulting in a poor riding experience. Furthermore, the transmission system is prone to wear at high speeds and requires frequent tension adjustments, affecting comfort and reliability.
The system employs flexible damping bearings and an adaptive tensioning device. Through the partially hollowed-out multi-hole design and movable hinge structure of the rubber damping bearings, combined with positioning bolts, tensioning springs, tensioning arms, and tensioning wheels that can constrain the movement direction, a flexible connection is formed to achieve adaptive tensioning and guiding correction.
It effectively isolates vibration, filters and reduces noise, extends the life of transmission system components, improves riding comfort, reduces the number of repairs, and lowers maintenance costs. It is suitable for various motorcycle models.
Smart Images
Figure CN121043985A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to a flexible shock absorption and transmission system for motorcycles, belonging to the field of motorcycle manufacturing. Background Technology
[0002] In the prior art, the engine mounting and transmission system of motorcycles, such as Figure 1 Because the frame 2' and engine 3' are rigidly connected by a front fixed bracket 12' and a rear fixed bracket 11', they are mostly simply fixed with through bolts. Although a few models use a thin layer of rubber sleeve at the through hole, its vibration absorption effect is minimal and negligible, so it still falls under the category of rigid fixing. Due to the structural design of the frame's movable hinge fulcrum 10' and the rear vehicle shock absorber 6' (a common design for all models), the movable swing arm (cantilever) 9', which is hinged to this fulcrum, and the rear wheel (drive wheel) 7' connected to its end, along with the driven pulley (sprocket) 8', will frequently and continuously move up and down with changes in vehicle load and road feedback during driving. Meanwhile, the drive pulley (sprocket) 4' at the rear of the engine will be in a relatively constant state due to the rigid fixing of the engine. Although the theoretical chord length change is negligible, in actual operating conditions, there are mechanical clearances in moving components that are relatively constant at one end and relatively changing at the other end, which cannot be completely avoided, especially at high speeds. In complex situations, to ensure the safety and reliability of the transmission system, the only existing solution is that the drive belt (chain) 5' must always maintain a considerable tension; otherwise, phenomena such as misalignment, tooth skipping, slippage, and abnormal noise will occur. Whenever a certain mileage is reached or the drive belt (chain) wears and stretches, its tension must be readjusted periodically or irregularly by moving radially backward through the axle of the rear wheel (drive wheel), thus increasing the number of maintenance times and costs. A greater drawback of the existing technology is mechanical resonance and mechanical echoing. Generally, motorcycles will produce significant vibrations above 4000 RPM, and high-end models will produce significant vibrations above 6000 RPM. Even imported or top-of-the-line high-end models with continuously upgraded and optimized engines and the addition of balance shafts will still experience vibrations above 7000 RPM. Motorcycle engines generally run at speeds above 10,000 RPM, and the higher the speed, the greater the vibration, especially during long rides, which has seriously affected the riding experience and comfort. In the current era of flexible, intelligent, and lean manufacturing, this has always been a problem that has plagued the industry. Summary of the Invention
[0003] In order to solve the above-mentioned problems in the prior art, the purpose of this invention is to provide a vibration reduction and noise reduction transmission system that is stable and reliable in transmission, has good vibration isolation effect, high cost performance, can effectively eliminate vibration noise, and greatly improves compliance.
[0004] To achieve the above objectives, the technical solution adopted by the present invention is as follows: a flexible shock absorption and transmission system for a motorcycle engine, including a frame, four independently set rubber shock absorber supports mounted on the frame at the lower end, an engine fixed on the upper end of the four rubber supports which are designed symmetrically on the left and right, an active pulley (sprocket) at the output end of the engine and a passive pulley (sprocket) fixed on the concentric circle of the rear wheel (drive wheel) at the other end, a belt (or chain) as the intermediate transmission device, and a through bolt type movable hinge structure at the bottom of the rear end of the frame where it connects with the movable swing arm (cantilever), and a linkage buffer tensioning device is set at the movable hinge part, which consists of a positioning bolt that can constrain the movement direction, a tensioning spring, a tensioning arm and a tensioning wheel (sprocket).
[0005] Furthermore, the rubber shock absorber has a partially hollowed-out multi-hole design, which is more conducive to buffering vibration, filtering and reducing noise; one end is fixed to the corresponding reserved bolt hole position on the vehicle frame, and the other end is connected to the corresponding engine foot.
[0006] Furthermore, the four independently installed rubber shock absorber mounts are arranged as follows: the first two mounts are installed symmetrically to the left and right of the engine along the vertical section at the front of the frame, while the latter two mounts are installed symmetrically to the left and right of the engine along the horizontal section at the bottom of the rear of the frame.
[0007] Furthermore, a tensioning device is installed at the hinge point of the frame, which is synchronized with the rear movable swing arm (cantilever), the rear wheel and the passive pulley (sprocket) and maintains adaptive control of the pretension. At the same time, its tensioning wheel (tensioning sprocket) is supported on the outside of the drive belt (chain) as an intermediate support point for a longer transmission distance, and has both guiding and correction functions.
[0008] The beneficial effects of this invention are as follows: This flexible shock absorption and transmission system adopts a rubber buffer shock absorption support with a partially hollowed-out multi-hole structure design, which is more conducive to isolating vibration, effectively filtering and reducing noise, and eliminating noise (mechanical resonance and resonance) other than engine running sound, thus completely solving the serious defects of large vibration and noise in existing motorcycles; In addition, the flexible connection design and belt (chain) tensioning device adopted by this system can compensate for the relative position changes of moving components, which also has a flexible buffering effect during power transmission, improving smoothness while protecting the belt (chain), main and driven pulleys (sprockets), keyways and other components in the transmission system, significantly reducing wear; This invention also completely solves the drawbacks of existing motorcycle engines with rigid fixed and rigid transmissions, such as poor ride smoothness, premature wear of the aforementioned system components, and high frequency of adjustment and maintenance. In addition to motorcycles with belt and chain drives, this invention is also applicable to shaft-driven motorcycles. Only a universal joint and telescopic fork need to be installed at the front of the drive shaft in its transmission system (the movable hinge point of the frame), and the other components are the same as described above. Compared with the prior art, it can effectively suppress vibration and noise, achieve comfort and smoothness comparable to passenger cars, reduce the number of maintenance times, save expenses, eliminate the need for adjustment and maintenance, extend service life, is applicable to all motorcycle models, has a wide range of uses, and is cost-effective. Attached Figure Description
[0009] The present invention will be further described below with reference to the accompanying drawings and embodiments.
[0010] Figure 1 This is a schematic diagram of the prior art structure of the present invention.
[0011] Figure 2 , Figure 3 This is a schematic diagram of the structure of the present invention.
[0012] Figure 2 Components: 1. Handlebars, 2. Frame, 3. Engine, 4. Drive pulley (sprocket), 5. Drive belt (chain), 6. Rear shock absorber, 7. Rear wheel (drive wheel), 8. Drive pulley (sprocket), 9. Swing arm (cantilever), 10. Tensioner (sprocket), 11. Tensioner arm, 12. Tensioner spring, 13. Tensioner arm positioning bolt, 14. Swing hinge fulcrum, 15. Rear shock absorber mounts (one symmetrically on each side), 16. Front shock absorber mounts (one symmetrically on each side), 17. Front shock absorber, 18. Front wheel (steering wheel).
[0013] Figure 1Components: 1' Handlebars, 2' Frame, 3' Engine, 4' Drive pulley (sprocket), 5' Drive belt (chain), 6' Rear shock absorber, 7' Rear wheel (drive wheel), 8' Drive pulley (sprocket), 9' Swing arm (cantilever), 10' Swing pivot, 11' Rear fixed bracket (rigid design), 12' Front fixed bracket (rigid design), 13' Front shock absorber, 14' Front wheel (steering wheel). Specific implementation methods
[0014] like Figure 2 The motorcycle flexible damping and transmission system shown includes a handlebar 1, a front shock absorber 17, and a front wheel (steering wheel) 18, forming a front load-bearing and steering control system; a frame 2, front shock absorber mounts 16 (one symmetrically on each side) and rear shock absorber mounts 15 (one symmetrically on each side) mounted on the frame, and an engine 3 fixed to the aforementioned four shock absorber mounts, forming an engine flexible damping system; a drive pulley (sprocket) 4 at the engine's rear output end, with power transmission via a drive belt (or chain) 5, and a passive component fixed to the rear wheel (drive wheel) 7 and its concentric circle on its axle. The pulley (sprocket) 8, the rear wheel and its pulley (sprocket), are hinged to the movable hinge fulcrum 14 via the movable swing arm (cantilever) 9 (which can only perform vertical reciprocating motion). An automatic control tensioning device is set at the movable hinge fulcrum and the transmission midpoint of the transmission belt (chain), including: tension arm positioning bolt 13, tension spring 12, tension arm 11, and tension wheel (sprocket) 10, which together with the engine and shock absorber support constitute a flexible shock absorption and transmission system. The rear wheel (drive wheel), movable swing arm (cantilever), movable hinge fulcrum, and rear vehicle shock absorber 6 constitute the rear load-bearing and drive system.
[0015] Furthermore, the lower ends of the rubber shock absorber supports 15 and 16 are connected to the frame 2, and the upper ends of the four completely independent rubber supports are respectively connected to the corresponding engine feet.
[0016] Furthermore, the rubber shock absorber supports 15 and 16 are both constructed with partially hollowed-out porous rubber structures; and the front shock absorber support 16 is installed symmetrically to the left and right of the engine along the vertical section of the front of the frame; the rear shock absorber support 15 is installed symmetrically to the left and right of the engine along the horizontal section of the rear of the frame.
[0017] Furthermore, the tensioning device includes: a tensioning arm positioning bolt 13, a tensioning spring 12, a tensioning arm 11, and a tensioning wheel (sprocket) 10; this component is located at the midpoint of the movable hinge fulcrum 14 and the transmission belt (chain) 5, and works together to adaptively adjust the tension of the transmission belt (chain) and also has guiding and correction functions.
[0018] like Figure 1 The simple, rigid mounting and transmission methods of current motorcycle engines result in drawbacks such as strong vibrations, loud mechanical resonance noise, and poor ride comfort. Especially during long rides, the vibrations cause various discomforts, including numbness in the hands, feet, and buttocks, as well as resonance and the resulting mechanical noise. Even with continuous engine optimization, these issues are only relatively mitigated and not fundamentally resolved, particularly at high RPMs. Aside from the noise, the vibration isolation is far inferior to that of passenger cars, whose engines are equipped with rubber shock absorbers (usually four, symmetrically or asymmetrically arranged), preventing numbness in the hands during long, continuous rides. Symptoms such as numbness in the feet and hips; especially in medium and large motorcycles, where the transmission distance between the drive pulley (sprocket) and driven pulley (sprocket) at the engine output end is relatively long. In the current technology, in order to adapt to the continuous up and down reciprocating motion of the rear drive wheel and its driven pulley (sprocket) caused by load changes and road feedback during driving, the transmission belt (chain) must always maintain a large tension. Otherwise, it will cause the belt (chain) to become misaligned, skip teeth, slip, and make abnormal noises. The uneven force caused by sudden loosening and tightening is also the reason why belts (chains) are prone to early damage and require frequent maintenance and adjustment.
[0019] like Figure 2 , Figure 3 As shown, the engine in this system adopts a flexible damping connection and flexible transmission, which can effectively isolate vibration and significantly improve ride comfort. This effectively eliminates various discomfort effects in existing technologies and has vibration suppression capabilities comparable to passenger cars, comprehensively enhancing the driving quality and changing the traditional perception of motorcycles as having high vibration and noise, greatly improving the driving pleasure. At the same time, the flexible buffer connection of the engine and the adaptive tensioning device at the frame hinge point provide buffer protection during sudden torque changes such as vehicle start-up, sudden stop, and rapid acceleration. The tensioning device that automatically controls the tension of the drive belt (chain) can synchronously control uniform tension at all times, eliminating the shortcomings of existing technologies that require constant high tension, achieving uniform and smooth power transmission throughout the entire process, and avoiding uneven force distribution. This reduces wear, extends service life, eliminates the need for adjustment and maintenance, saves expenses, and reduces the frequency of repairs.
[0020] The tensioning device, located at the hinge point of the frame and in the middle of the drive belt (chain), has a tensioning wheel (sprocket) that presses against (clamps) the outside of the belt (chain). Serving as an intermediate support for longer power transmission distances, it also provides guidance and correction, ensuring the drive belt (chain) follows a set trajectory. This effectively solves the problems of existing motorcycle belts (chains) being prone to skewing and rapid wear, resulting in greater safety and stability. This invention is compatible with all motorcycle models, has wide applications, and provides a cost-effective solution to the aforementioned industry problems, facilitating widespread adoption.
Claims
1. A flexible shock absorption and transmission system for a motorcycle, mainly comprising a frame 2, front shock absorber brackets 16 (one on each side symmetrically) mounted on the engine along the vertical section of the front of the frame, and rear shock absorber brackets 15 (one on each side symmetrically) mounted on the engine along the horizontal section of the rear of the frame, and an engine 3 flexibly connected to the frame through the above four rubber shock absorber brackets; an active pulley (sprocket) 4 mounted on the power output end of the engine 3, a passive pulley (sprocket) 8 at the other end, and a transmission belt (chain) 5 in the middle for power transmission, mounted on the movable hinge point 14 of the frame, and consisting of a tensioning wheel 10 providing a set thrust, a tensioning arm 11, a tensioning spring 12, and a tensioning arm positioning bolt 13 forming an adaptive tensioning device.
2. The flexible damping system according to claim 1, characterized in that: The connecting components between the frame 2 and the engine 3 are the rear shock absorber support 15 (one on each side symmetrically) and the front shock absorber support 16 (one on each side symmetrically), both of which are partially hollowed-out porous rubber structures.
3. The flexible transmission system according to claim 1, characterized in that: The added tensioning device consists of a tensioning arm 11 connected to a movable hinge fulcrum 14 via a tensioning arm positioning bolt 13. It automatically controls the tension of the tension wheel (sprocket) 10 using the pre-set value of its tensioning spring component 12, thereby adjusting the tension of the transmission belt (chain) 5 in real time. The synchronously adaptable swing arm (cantilever) 9, as well as the rear wheel (drive wheel) 7 and the passive pulley (sprocket) 8, undergo continuous up-and-down reciprocating motion due to changes in vehicle load and road surface feedback during driving.
4. The tensioning device according to claim 1 is located at the midpoint between the movable hinge fulcrum 14 and the transmission belt (chain) 5, characterized in that: The tension wheel (sprocket) 10 is held (clamped) on the outside of the transmission belt (chain) 5 and also serves as a guide and correction function to ensure that it runs safely and reliably along the set track.