A rear axle assembly for a tricycle

Abstract

A rear axle assembly of a tricycle, comprising a frame, a double swing arm structure arranged on the side of the frame, the double swing arm structure comprising a shock absorber arranged on the frame, a lower swing arm and an upper swing arm hingedly connected to the frame, a steering knuckle between the outer side of the lower swing arm and the outer side of the upper swing arm, and a camber adjusting assembly connected between the upper swing arm and the steering knuckle, the outer side of the lower swing arm being connected to the steering knuckle, the shock absorber being arranged horizontally, the outer end of the shock absorber being hingedly connected to the upper swing arm, and the inner end of the shock absorber being connected to the frame, the camber adjusting assembly comprising an adjusting seat, the first end of the adjusting seat being hingedly connected to the steering knuckle through a shaft body so that the adjusting seat can be adjusted in rotation relative to the steering knuckle with the shaft body as the center, the second end of the adjusting seat being locked and connected to the steering knuckle through a fastening element, and the third end of the adjusting seat being connected to the upper swing arm. The shock absorber is arranged horizontally, the vertical installation space of the rear axle assembly is small, and the camber of the wheel can be changed by adjusting the camber adjusting assembly.

Description

Technical Field

[0001] This invention belongs to the field of tricycle technology, specifically relating to a rear axle assembly for a tricycle. Background Technology

[0002] The car suspension system refers to the entire support system composed of springs and shock absorbers between the car body and the tires. The suspension system has the function of supporting the car body and improving the ride comfort. Different suspension settings will give the driver different driving experience. Vehicle suspension can be divided into two main categories: independent suspension and non-independent suspension. Independent suspension includes double wishbone suspension, multi-link suspension, MacPherson strut suspension, etc.

[0003] To reduce costs and lower prices, both gasoline-powered and electric tricycles typically employ a non-independent rear axle suspension. Current technology defines this structure as follows: a frame, a rear axle mounted at the bottom of the frame, springs and shock absorbers positioned between the frame and the rear axle, bearing discs on either side of the rear axle, and wheels mounted on these discs. The problem lies in the fact that in this non-independent suspension, the rear axle is a separate straight-link design, with the left and right wheels mounted at opposite ends. When the vehicle is in motion, the left and right wheels bounce together, reducing ride comfort and negatively impacting the user experience. This limitation necessitates further improvement.

[0004] To meet market demand for comfort, some manufacturers have launched tricycles with independent rear axle suspension, which improves ride comfort. The rear axle double wishbone independent suspension generally includes an upper control arm, a lower control arm, a vertically mounted shock absorber, a frame between the two wheels, and two steering knuckles fixed to the inside of the two wheels. One end of the upper control arm and one end of the lower control arm are connected to the steering knuckles, and the opposite ends of the upper control arm and the opposite ends of the lower control arm are connected to the side of the frame. One end of the shock absorber is connected to the frame, and the other end of the shock absorber is connected to the lower control arm or the steering knuckle.

[0005] The angle between the wheel center plane and the vertical line is called the camber angle. Errors in the manufacturing and assembly of vehicle parts can cause fluctuations in the wheel camber angle parameters, making them unsuitable for production requirements. The main components affecting the camber angle are the steering knuckle, upper control arm, lower control arm, and chassis. If a structure for adjusting the wheel camber angle can be added to the rear axle double wishbone independent suspension, it can compensate for the errors in the manufacturing and assembly of the rear axle double wishbone independent suspension and make the wheel camber angle parameters meet production requirements. Therefore, it is necessary to design a wheel camber angle adjustment mechanism for the rear axle double wishbone independent suspension.

[0006] On one hand, the shock absorber springs of this type of rear axle double wishbone independent suspension structure are arranged vertically, which increases the vertical installation space occupied by the rear axle independent suspension structure and is not conducive to the layout of other vehicle components. For example, in a tricycle with a rear bed, the rear bed is located above the rear axle independent suspension structure. The vertically arranged shock absorber springs encroach on the layout space of the rear bed and reduce the volume of the tricycle's rear bed, which has certain limitations. Therefore, further improvements are needed.

[0007] On the other hand, this type of rear axle double wishbone independent suspension structure lacks a mechanism for adjusting the initial chassis height and suspension stiffness. It cannot adjust the initial working angle of the upper control arm, and the initial ground clearance of the chassis cannot be adjusted. If the tricycle needs to travel on uneven, unpaved roads, the chassis is prone to bottoming out and scraping, which has certain limitations. If the tricycle needs to frequently travel on well-paved roads, the initial ground clearance of the chassis cannot be lowered either. Therefore, further improvements are needed. Summary of the Invention

[0008] The purpose of this invention is to overcome at least one of the shortcomings of the prior art and to provide a rear axle assembly for a tricycle, wherein the shock absorbers are arranged horizontally, the vertical installation space occupied by the rear axle assembly is small, and the camber angle of the wheels can be changed by adjusting the camber adjustment component.

[0009] To achieve the above objectives, the technical solution provided by the present invention is as follows:

[0010] A rear axle assembly for a tricycle includes a frame and a double rocker arm structure disposed on the side of the frame. The double rocker arm structure includes a shock absorber disposed on the frame, a lower rocker arm and an upper rocker arm hinged to the frame, a steering knuckle located between the outer sides of the lower rocker arm and the upper rocker arm, and a tilt adjustment assembly connected between the upper rocker arm and the steering knuckle for adjusting the relative position of the upper rocker arm and the steering knuckle. The outer side of the lower rocker arm is connected to the steering knuckle. The shock absorber is arranged transversely. The outer end of the shock absorber is hinged to the upper rocker arm, and the inner end of the shock absorber is connected to the frame.

[0011] The tilt adjustment assembly includes an adjustment seat. The first end of the adjustment seat is hinged to the steering knuckle via a shaft so that the adjustment seat can rotate relative to the steering knuckle with the shaft as the center. The second end of the adjustment seat is locked to the steering knuckle via a fastening element. The third end of the adjustment seat is connected to the upper control arm.

[0012] Furthermore, the tilt adjustment assembly includes a pin movably mounted on the adjustment seat, the pin being abutted against the steering knuckle and used to adjust the relative position of the steering knuckle and the adjustment seat.

[0013] Furthermore, the ejector pin is screwed onto the adjusting seat via a threaded connection;

[0014] The adjusting seat is provided with a corresponding ejector nut. The ejector is screwed onto the ejector nut via a threaded connection. The ejector is a bolt. The ejector rod is abutted against the steering knuckle. The head of the ejector is located inside the adjusting seat.

[0015] Furthermore, the adjusting seat includes a hinge ear and a connecting platform connected to the inner side of the hinge ear opposite to the upper swing arm. The hinge ear is provided with a receiving groove opposite to the steering knuckle, and the upper part of the steering knuckle is provided with a hinge plate that extends into the receiving groove and is connected to the hinge ear.

[0016] The first end of the adjusting seat is located at the upper part of the hinge ear, the second end of the adjusting seat is located at the lower part of the hinge ear, and the third end of the adjusting seat is located on the connecting platform. The shaft is set at the upper part of the hinge ear and passes through the hinge plate. The fastening element is set at the lower part of the hinge ear and passes through the hinge plate. The outer side of the upper swing arm is connected to the connecting platform. The ejector pin is located at the lower part of the connecting platform. The ejector pin extends into the receiving groove and abuts against the hinge plate. The connecting platform is located at the lower middle part of the inner side of the hinge ear.

[0017] Furthermore, the second end of the adjusting seat is provided with a strip-shaped hole, and the fastening element is inserted into the strip-shaped hole, which extends circumferentially with the shaft as the center;

[0018] The first end of the adjusting seat is located on the upper part of the outer side of the adjusting seat, the second end of the adjusting seat is located on the lower part of the outer side of the adjusting seat, and the third end of the adjusting seat is located on the inner side of the adjusting seat.

[0019] The third end of the adjustment seat is connected to the outer side of the upper control arm, and the outer side of the lower control arm is connected to the steering knuckle via ball joints.

[0020] Furthermore, the vehicle frame is provided with an adjustment mechanism that is connected to the inner end of the shock absorber and is used to adjust the distance between the inner end of the shock absorber and the upper control arm to adjust the height of the vehicle chassis.

[0021] The adjustment mechanism includes a first mounting seat mounted on the vehicle frame. The first mounting seat has an adjustment hole. The inner end of the shock absorber moves and adjusts along the trajectory of the adjustment hole and is locked to the adjustment hole by fasteners.

[0022] Furthermore, the adjustment mechanism includes a push rod movably mounted on the first mounting base, the push rod being abutted against and connected to the inner end of the shock absorber and used to adjust the mounting position of the inner end of the shock absorber on the adjustment hole;

[0023] The adjustment mechanism includes a push rod nut disposed on the first mounting base, and the push rod is threadedly connected to the push rod nut;

[0024] The adjustment mechanism includes a contact seat fitted on the inner end of the shock absorber, a push rod abutting against the contact seat, the contact seat being located between the shock absorber and the first mounting seat, the end of the contact seat abutting against the push rod being a vertical surface perpendicular to the horizontal plane, the horizontal cross section of the contact seat being U-shaped, and fasteners passing through the contact seat;

[0025] The top rod is a bolt, with the shank of the bolt abutting against the inner end of the shock absorber and the head of the bolt away from the inner end of the shock absorber. The inner end of the shock absorber is hinged to the adjustment hole of the first mounting base. The adjustment hole is strip-shaped and extends laterally. The top rod is arranged horizontally and is laterally movable on the first mounting base.

[0026] Furthermore, the frame is provided with a lateral telescopic device connecting the upper swing arms of the two sets of double rocker arm structures;

[0027] The lateral telescopic device includes a cylinder that is laterally mounted on the frame, an air pump and an exhaust valve connected to the cylinder via a pipe and used to drive the cylinder to telescopically extend and retract. The two ends of the cylinder are respectively connected to the upper swing arms of two sets of double rocker arm structures.

[0028] Furthermore, the upper swing arm is provided with a first connecting seat, and the two ends of the cylinder are respectively hinged to the corresponding first connecting seat;

[0029] The upper swing arm is U-shaped, and the open end of the U-shaped upper swing arm is hinged to the vehicle frame. The upper swing arm is provided with a connecting rod that spans both sides of the U-shaped upper swing arm, and the first connecting seat is set on the connecting rod.

[0030] The upper swing arm is provided with a second mounting seat. The outer end of the shock absorber is hinged to the second mounting seat. The second mounting seat is located on the upper part of the upper swing arm. The second mounting seat, the first connecting seat, and the connecting rod are staggered. The first connecting seat is centrally located on the connecting rod in the front-back direction.

[0031] The two sets of shock absorbers with double rocker arm structures are arranged at intervals in the front-to-back direction. The cylinder is located between the two sets of shock absorbers with double rocker arm structures. The air pump and exhaust valve are set on the frame and located outside the double rocker arm structure and the cylinder. The cylinder is located on the upper part of the frame. The exhaust valve is a solenoid valve and is connected to the pipeline between the air pump and the cylinder through a three-way connector.

[0032] Furthermore, the shock absorber is a spring shock absorber or a pneumatic shock absorber;

[0033] The lower and upper control arms are located on the sides of the frame, and the shock absorber is located on the upper part of the frame.

[0034] The steering knuckle is provided with a bearing plate on the outside, and a wheel is provided on the bearing plate. The frame is provided with a transmission device and two sets of half shafts respectively connected to the output ends on both sides of the transmission device. The outer ends of the half shafts pass through the corresponding steering knuckles and are connected to the bearing plate. The half shafts are located between the lower control arm and the upper control arm.

[0035] The lower control arm is Y-shaped, and the forked end of the Y-shaped lower control arm is hinged to the vehicle frame;

[0036] The frame is provided with a swing arm hinge seat corresponding to the lower swing arm, and the inner side of the lower swing arm is hinged to the swing arm hinge seat. The frame is provided with a hinge rod corresponding to the upper swing arm, and the upper swing arm is connected to the hinge rod. The hinge rod extends in the front-rear direction.

[0037] The beneficial effects of this invention are as follows:

[0038] 1. This invention can change the camber angle of the wheel by adjusting the camber adjustment component, thereby solving the problem of camber angle fluctuation caused by manufacturing and assembly errors of the double swingarm structure and frame, so that the wheel can be adjusted to a suitable camber angle according to production requirements.

[0039] 2. The rear axle assembly of the tricycle of this invention has a better shock absorption effect due to its double rocker arm structure than the traditional non-independent rear axle suspension structure. The two sets of double rocker arm structures operate independently without interfering with each other. Applying them to tricycles helps to improve the ride comfort of the vehicle. The shock absorbers are arranged horizontally, which reduces the vertical installation space occupied by the rear axle assembly. The installation space utilization rate of the rear axle assembly is higher, which helps to reserve more vertical installation space for the rear of the vehicle.

[0040] 3. The present invention adjusts the initial working angle of the upper swing arm by adjusting the mechanism, thereby changing the relative height of the vehicle body frame, chassis and wheels, and thus adjusting the initial ground clearance of the vehicle body chassis.

[0041] 4. The shock absorber and lateral telescopic device of the present invention serve as the support structure of the upper control arm, providing a composite support force to the upper control arm. By adjusting the extension and retraction of the lateral telescopic device, the shock absorber is driven to extend and retract synchronously, causing the composite support force to change and realizing the change of the initial position of the upper control arm. The lateral telescopic device can realize the adjustment of the vehicle chassis height and the suspension stiffness. Attached Figure Description

[0042] Figure 1 This is a schematic diagram of a structure according to an embodiment of the present invention.

[0043] Figure 2 This is a structural schematic diagram of an embodiment of the present invention, with the frame and wheels concealed.

[0044] Figure 3 This is an exploded view of the upper control arm, tilt adjustment assembly, and steering knuckle according to an embodiment of the present invention.

[0045] Figure 4 This is a schematic diagram of the steering knuckle tilt angle α according to an embodiment of the present invention.

[0046] Figure 5 for Figure 1Enlarged view of part A.

[0047] Figure 6 This is an exploded view of the adjustment mechanism according to an embodiment of the present invention.

[0048] Figure 7 This is a schematic diagram of the lateral telescopic device and the upper swing arm according to an embodiment of the present invention.

[0049] Figure 8 This is a schematic diagram of a structure for raising the frame height according to an embodiment of the present invention.

[0050] Figure 9 This is a schematic diagram of a vehicle frame height reduction according to an embodiment of the present invention.

[0051] 1-Frame; 2-Double swingarm structure; 21-Lower swingarm; 22-Upper swingarm; 23-Steering knuckle; 231-Hinge plate; 24-Shock absorber; 25-Ball joint; 26-Second mounting seat; 27-First mounting seat; 271-Adjusting hole; 31-Bearing disc; 32-Half shaft; 33-Swing arm hinge seat; 34-Hinge rod; 4-Wheel; 5-Adjusting mechanism; 51-Push rod; 52-Push rod nut; 53-Contact seat; 6-Lateral telescopic device; 61-Cylinder; 62-Air pump; 63-First connecting seat; 64-Connecting rod; 65-Exhaust valve; 66-T-connector; 71-Adjusting seat; 711-Hinge ear; 712-Connecting platform; 713-Strip hole; 72-Push pin; 73-Push pin nut. Detailed Implementation

[0052] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of the present invention. However, the present invention can be practiced in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0053] In the description of this invention, it should be understood that the terms "upper," "inner," "outer," "front," "rear," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0054] In the description of this invention, unless otherwise explicitly defined, terms such as "set," "install," "connect," and "hinged" should be interpreted broadly. For example, they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to a fixed connection, a detachable connection, or an integrally formed connection; they can refer to a mechanical connection; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0055] See Figure 1-9 The rear axle assembly of this tricycle, which can be applied to the rear suspension structure of straddle-type vehicles, such as three-wheeled motorcycles, includes a frame 1, a double swingarm structure 2 located on the side of the frame 1, the double swingarm structure 2 including a shock absorber 24 mounted on the frame 1, a lower swing arm 21 and an upper swing arm 22 hinged to the frame 1, a steering knuckle 23 located between the outer sides of the lower swing arm 21 and the upper swing arm 22, and a tilt adjustment assembly connected between the upper swing arm 22 and the steering knuckle 23 for adjusting the relative position of the upper swing arm 22 and the steering knuckle 23. The outer side of the lower swing arm 21 is connected to the steering knuckle 23. The shock absorber 24 is arranged transversely, and the outer end of the shock absorber 24 is hinged to the upper swing arm 22. Figure 8 As shown, when the upper swing arm 22 and the lower swing arm 21 swing downwards, the outer end of the shock absorber 24 extends outwards; as Figure 9 As shown, when the upper swing arm 22 and the lower swing arm 21 swing upward, the outer end of the shock absorber 24 retracts inward; the inner end of the shock absorber 24 is connected to the frame 1. The shock absorption effect of the double rocker arm structure 2 is better than that of the traditional rear axle non-independent suspension structure. Applying it to a tricycle is beneficial to improving the ride comfort when the vehicle is in motion. The shock absorber 24 adopts a transverse arrangement to reduce the vertical installation space occupied by the double rocker arm structure 2. The installation space utilization rate of the double rocker arm structure 2 is higher, which is also beneficial to reserve more vertical installation space for the rear of the vehicle.

[0056] The tilt adjustment assembly includes an adjustment seat 71. The first end of the adjustment seat 71 is hinged to the steering knuckle 23 via a shaft, allowing the adjustment seat 71 to rotate relative to the steering knuckle 23 with the shaft as the center. The shaft can be a combination of studs and nuts. The second end of the adjustment seat 71 is locked to the steering knuckle 23 by a fastening element, which can be a combination of bolts and nuts. The third end of the adjustment seat 71 is connected to the upper control arm 22. When adjusting the adjustment seat 71, it is necessary to first release the adjustment seat 71 by loosening or removing the fastening element. In actual operation, it is preferable to loosen the fastening element to release the adjusting seat 71, so that the second end of the adjusting seat 71 remains connected to the steering knuckle 23. Then, adjust the position of the adjusting seat 71 with the shaft as the center, change the relative position of the upper swing arm 22 and the steering knuckle 23, thereby changing the tilt angle α of the steering knuckle 23 (the angle between the outer side of the steering knuckle 23 and the vertical line is the tilt angle α of the steering knuckle 23). Finally, lock the second end of the adjusting seat 71 back onto the steering knuckle 23, and lock the adjusting seat 71 by tightening or reinstalling the fastening element.

[0057] In a further embodiment of the present invention, the first end of the adjusting seat 71 is located on the upper part of the outer side of the adjusting seat 71, the second end of the adjusting seat 71 is located on the lower part of the outer side of the adjusting seat 71, and the third end of the adjusting seat 71 is located on the inner side of the adjusting seat 71. When the second end of the adjusting seat 71 is rotated away from the steering knuckle 23, it is equivalent to increasing the distance between the upper swing arm 22 and the steering knuckle 23, causing the upper part of the steering knuckle 23 to swing outward. When the second end of the adjusting seat 71 is rotated closer to the steering knuckle 23, it is equivalent to decreasing the distance between the upper swing arm 22 and the steering knuckle 23, causing the upper part of the steering knuckle 23 to retract inward.

[0058] The steering knuckle 23 is equipped with a wheel 4. Specifically, a bearing disc 31 is provided on the outer side of the steering knuckle 23, and the wheel 4 is mounted on the bearing disc 31. Therefore, adjusting the position of the steering knuckle 23 is equivalent to adjusting the wheel 4. The angle between the center plane of the wheel and the vertical line is called the camber angle. The outer surface of the steering knuckle 23 is a plane parallel to the center plane of the wheel 4. The tilt angle α of the steering knuckle 23 is the same as the camber angle of the wheel. Therefore, the present invention can change the camber angle of the wheel 4 by adjusting the camber adjustment component, thereby solving the problem of wheel camber angle fluctuation caused by manufacturing and assembly errors of the double rocker arm structure 2 and the frame 1, so that the wheel 4 can be adjusted to a suitable camber angle according to production requirements.

[0059] In a further embodiment of the present invention, the tilt adjustment assembly includes a pin 72 movably disposed on the adjustment seat 71. The pin 72 is abutted against the steering knuckle 23 and is used to adjust the relative position of the steering knuckle 23 and the adjustment seat 71. After the adjustment seat 71 is released, the relative position of the steering knuckle 23 and the adjustment seat 71 can be changed by adjusting the pin 72, and the operator does not need to directly contact the adjustment seat 71.

[0060] In a further embodiment of the present invention, the ejector pin 72 is screwed onto the adjusting seat 71 via a threaded connection;

[0061] The adjusting seat 71 is provided with a corresponding ejector nut 73 for the ejector pin 72. The ejector pin 72 is screwed onto the ejector nut 73 by a threaded connection. The ejector pin 72 is a bolt. The rod of the ejector pin 72 is abutted against the steering knuckle 23. The head of the ejector pin 72 is located inside the adjusting seat 71. By rotating the ejector pin 72, the relative position of the steering knuckle 23 and the adjusting seat 71 can be changed, which is beneficial to the linear adjustment of the position of the steering knuckle 23.

[0062] In a further embodiment of the present invention, the adjusting seat 71 includes a hinge ear 711 and a connecting platform 712 connected to the inner side of the hinge ear 711 opposite to the upper swing arm 22. The connecting platform 712 is used to connect with the upper swing arm 22, and the hinge ear 711 is used to connect with the steering knuckle 23. The hinge ear 711 is provided with a receiving groove opposite to the steering knuckle 23. The upper part of the steering knuckle 23 is provided with a hinge plate 231 that extends into the receiving groove and is connected to the hinge ear 711.

[0063] The first end of the adjusting seat 71 is located on the upper part of the hinge ear 711, the second end of the adjusting seat 71 is located on the lower part of the hinge ear 711, and the third end of the adjusting seat 71 is located on the connecting platform 712. The shaft is set on the upper part of the hinge ear 711 and passes through the hinge plate 231. The fastening element is set on the lower part of the hinge ear 711 and passes through the hinge plate 231 to realize the installation of the hinge plate 231 and the hinge ear 711. The outer side of the upper swing arm 22 is connected to the connecting platform 712. The ejector pin 72 is located on the lower part of the connecting platform 712 to facilitate adjustment of the ejector pin 72 from below the frame 1. The ejector pin 72 extends into the receiving groove and abuts against the hinge plate 231. The connecting platform 712 is located in the lower middle part of the inner side of the hinge ear 711.

[0064] In a further embodiment of the present invention, a strip-shaped hole 713 is provided on the second end of the adjusting seat 71. The strip-shaped hole 713 is the adjustment range of the adjusting seat 71. The fastening element is installed on the strip-shaped hole 713, and the strip-shaped hole 713 extends circumferentially with the shaft as the center.

[0065] The third end of the adjusting seat 71 is connected to the outer side of the upper swing arm 22 and the outer side of the lower swing arm 21 is connected to the steering knuckle 23 by ball joints 25, so as to realize the transmission between the adjusting seat 71 and the upper swing arm 22, and between the lower swing arm 21 and the steering knuckle 23.

[0066] In a further embodiment of the present invention, the frame 1 is provided with an adjustment mechanism 5 that is connected to the inner end of the shock absorber 24 and is used to adjust the distance between the inner end of the shock absorber 24 and the upper swing arm 22 to adjust the height of the vehicle chassis.

[0067] Adjusting the installation position of the shock absorber 24 by adjusting the mechanism 5 reduces the distance between the inner end of the shock absorber 24 and the upper control arm 22, which is equivalent to compressing the shock absorber 24. The shock absorber 24 applies an outward force to the upper control arm 22, causing the upper control arm 22 to swing downward. The lower control arm 21, the upper control arm 22, the steering knuckle 23, and the wheel 4 swing downward synchronously relative to the frame 1, thereby increasing the initial ground clearance of the frame 1. Adjusting the installation position of the shock absorber 24 increases the distance between the inner end of the shock absorber 24 and the upper control arm 22, which is equivalent to stretching the shock absorber 24. The shock absorber 24 applies an inward force to the upper control arm 22, causing the upper control arm 22 to swing upward. The lower control arm 21, the upper control arm 22, the steering knuckle 23, and the wheel 4 swing upward synchronously relative to the frame 1, thereby decreasing the initial ground clearance of the frame 1.

[0068] This invention employs a suspension damping structure with a transverse shock absorber 24. The initial working angle of the upper swing arm 22 is adjusted up and down by the adjustment mechanism 5, thereby changing the relative height of the vehicle frame 1, chassis, and wheels 4, and adjusting the initial ground clearance of the vehicle chassis. When the initial ground clearance of the chassis is increased by adjusting the adjustment mechanism 5, the chassis is prevented from bottoming out and scraping when the tricycle is traveling on uneven unpaved roads, making it suitable for driving on rural unpaved roads. When the initial ground clearance of the chassis is decreased by adjusting the adjustment mechanism 5, it is suitable for driving on better paved roads.

[0069] The adjustment mechanism 5 includes a first mounting base 27 mounted on the frame 1. The first mounting base 27 has an adjustment hole 271. The length trajectory of the adjustment hole 271 is the adjustment range of the inner end of the shock absorber 24. The inner end of the shock absorber 24 moves and adjusts along the trajectory of the adjustment hole 271 and is locked to the adjustment hole 271 by fasteners. In this embodiment, the fasteners can be a combination of studs and nuts, so that the inner end of the shock absorber 24 is hinged to the adjustment hole 271 of the first mounting base 27. When adjusting the adjustment mechanism 5, the shock absorber 24 needs to be released first by loosening or removing the fasteners. In actual operation, it is preferred to release the shock absorber 24 by loosening the fasteners, so that the inner end of the shock absorber 24 remains connected to the adjustment hole 271. Then, the position of the shock absorber 24 is moved and adjusted. Finally, the inner end of the shock absorber 24 is fastened back to the first mounting base 27 to realize the adjustment of the installation position of the shock absorber 24. The shock absorber 24 is fixed by locking or reinstalling the fasteners.

[0070] In a further embodiment of the present invention, the adjustment mechanism 5 includes a push rod 51 movably disposed on the first mounting base 27. The push rod 51 is abutted and connected to the inner end of the shock absorber 24 and is used to adjust the installation position of the inner end of the shock absorber 24 on the adjustment hole 271. After the shock absorber 24 is released, the position of the shock absorber 24 can be adjusted by moving the push rod 51, and the operator does not need to directly contact the shock absorber 24.

[0071] The adjustment mechanism 5 includes a push rod nut 52 set on the first mounting base 27. The push rod 51 is threaded onto the push rod nut 52. The push rod 51 can be moved by rotating the push rod 51, which is beneficial for the linear adjustment of the installation position of the shock absorber 24.

[0072] The adjustment mechanism 5 includes a contact seat 53 fitted on the inner end of the shock absorber 24, a push rod 51 abutting against the contact seat 53, the contact seat 53 being located between the shock absorber 24 and the first mounting seat 27, the end of the contact seat 53 abutting against the push rod 51 being a vertical surface perpendicular to the horizontal plane, the horizontal cross section of the contact seat 53 being U-shaped, fasteners passing through the contact seat 53, the contact seat 53 maintaining abutting against the push rod 51, and the push rod 51 adjusting the shock absorber 24 through the contact seat 53;

[0073] The top rod 51 is a bolt. The shank of the bolt is abutted against the inner end of the shock absorber 24, and the head of the bolt is away from the inner end of the shock absorber 24. The bolt is convenient for adjusting the installation position of the shock absorber 24. The adjustment hole 271 is strip-shaped and extends laterally. The top rod 51 is arranged horizontally and is laterally movable on the first mounting base 27.

[0074] In a further embodiment of the present invention, the frame 1 is provided with a lateral telescopic device 6 connected between the upper swing arms 22 of the two sets of double rocker arm structures 2. When the lateral telescopic device 6 extends, it pushes the upper swing arms 22 outward, and the shock absorber 24 extends synchronously, driving the upper swing arms 22 to swing downward. The lower swing arms 21, upper swing arms 22, steering knuckles 23 and wheels 4 swing downward synchronously relative to the frame 1, thereby increasing the initial ground clearance of the frame 1. When the lateral telescopic device 6 retracts, it drives the upper swing arms 22 inward, and the shock absorber 24 retracts synchronously, driving the upper swing arms 21 to swing downward. 2. The upper and lower control arms 21, upper control arm 22, steering knuckle 23 and wheel 4 are synchronously raised relative to the frame 1, reducing the initial ground clearance of the frame 1. The shock absorber 24 and the lateral telescopic device 6 of this rear axle assembly serve as the support structure for the upper control arm 22, providing a composite support force to the upper control arm 22. By adjusting the extension and retraction of the lateral telescopic device 6, the shock absorber 24 is driven to extend and retract synchronously, causing the composite support force to change, thereby changing the initial position of the upper control arm 22 and adjusting the chassis height and suspension stiffness.

[0075] The lateral telescopic device 6 includes a cylinder 61 laterally mounted on the vehicle frame, an air pump 62 connected to the cylinder 61 via a pipe, and an exhaust valve 65 for driving the cylinder 61 to extend and retract. The cylinder 61 is connected at both ends to the upper swing arms 22 of the two sets of double rocker arm structures 2. The cylinder 61 provides support and cushioning, and also serves as a shock absorber for the double rocker arm structure 2. By pumping air into the cylinder 61 with the air pump 62 or releasing air from the cylinder 61 with the exhaust valve 65, the extension and retraction of the piston rod of the cylinder 61 can be changed. Changes in the internal air pressure of the cylinder 61 can alter its stiffness. Specifically, the stiffness of the cylinder 61 increases with increasing internal air pressure and decreases with decreasing internal air pressure. Increased stiffness results in a stiffer suspension, while decreased stiffness results in a softer suspension. Therefore, the inflation, deflation, and internal air pressure changes of the cylinder 61 in the lateral telescopic device 6 can achieve adjustments to the vehicle chassis height and suspension stiffness.

[0076] When the lateral telescopic device 6 is in use, the air pump 62 and the exhaust valve 65 are electrically connected to the vehicle's control device via wiring. The vehicle is equipped with a switch for controlling the operation of the air pump 62 and the exhaust valve 65 and electrically connected to the control device. The switch can be located on the handle or control panel at the front of the vehicle. The cylinder 61 is equipped with a pressure sensor, which is electrically connected to the vehicle's control device via wiring. When the cylinder 61 is adjusted, the adjustment status of the cylinder 61 can be fed back through the pressure sensor.

[0077] In a further embodiment of the present invention, the upper swing arm 22 is provided with a first connecting seat 63, and the two ends of the cylinder 61 are respectively hinged to the corresponding first connecting seat 63 to realize the transmission between the air pump 62 and the upper swing arm 22.

[0078] The upper swing arm 22 is U-shaped, and the open end of the U-shaped upper swing arm 22 is hinged to the frame 1. The upper swing arm 22 is provided with connecting rods 64 that span both sides of the U-shaped upper swing arm 22. The setting of connecting rods 64 helps to improve the strength of the upper swing arm 22. The first connecting seat 63 is set on the connecting rods 64.

[0079] The upper swing arm 22 is provided with a second mounting seat 26. The outer end of the shock absorber 24 is hinged to the second mounting seat 26. The second mounting seat 26 is located on the upper part of the upper swing arm 22 and on one side of the open end of the U-shaped upper swing arm 22. The second mounting seat 26 is staggered from the first connecting seat 63 and the connecting rod 64. Specifically, in this embodiment, the second mounting seat 26 is located inside the corresponding first connecting seat 63 and connecting rod 64. The first connecting seat 63 is centrally located on the connecting rod 64 in the front-back direction.

[0080] The shock absorbers 24 of the two sets of double swingarm structures 2 are arranged at intervals in the front-to-back direction, that is, the two sets of shock absorbers 24 are staggered in the front-to-back direction. This avoids the need to increase the lateral dimension of the frame 1 when the two sets of shock absorbers 24 are coaxially arranged, which also helps to improve the utilization rate of the installation space of the double swingarm structure 2. An area for installing cylinder 61 is reserved between the two sets of shock absorbers 24. Cylinder 61 is located between the shock absorbers 24 of the two sets of double swingarm structures 2. Air pump 62 and exhaust valve 65 are set on the frame 1 and located outside the double swingarm structure 2 and cylinder 61. The positions of air pump 62 and exhaust valve 65 in the attached figure are not necessarily the actual installation positions. Specifically, air pump 62 and exhaust valve 65 are located on the frame 1 and located outside the double swingarm structure 2 and cylinder 61. It can be set on both sides in front of the shock absorbers 24 of the two sets of double rocker arm structures 2. The cylinder 61 is located on the upper part of the frame 1. The exhaust valve 65 is a solenoid valve. The exhaust valve 65 is connected to the pipeline between the air pump 62 and the cylinder 61 through a three-way connector 66. Specifically, the solenoid valve is a two-position two-way solenoid valve. The first end of the three-way connector 66 is connected to the cylinder 61, the second end of the three-way connector 66 is connected to the air pump 62, and the third end of the three-way connector 66 is connected to the air inlet end of the exhaust valve 65 (specifically the air inlet end of the solenoid valve). The exhaust end of the exhaust valve 65 (specifically the exhaust end of the solenoid valve) is open to the atmosphere. The solenoid valve realizes the connection or disconnection of the air inlet end and the exhaust end by switching positions.

[0081] In a further embodiment of the present invention, the shock absorber 24 is a spring shock absorber or a pneumatic shock absorber. In this embodiment, the shock absorber 24 using a spring shock absorber has the advantages of low cost and long service life.

[0082] The lower control arm 21 and the upper control arm 22 are located on the side of the frame 1, and the shock absorber 24 is located on the upper part of the frame 1, thus realizing the arrangement of the lower control arm 21, the upper control arm 22 and the shock absorber 24 on the frame 1.

[0083] The frame 1 is equipped with a transmission device and two sets of half shafts 32 respectively connected to the output ends on both sides of the transmission device. The outer ends of the half shafts 32 pass through the corresponding steering knuckles 23 and are connected to the bearing discs 31. The half shafts 32 are located between the lower control arm 21 and the upper control arm 22. The transmission device can be a rear wheel drive shaft set on the frame 1 and located between the two sets of double rocker arm structures 2. The two ends of the rear wheel drive shaft are respectively connected to the inner ends of the corresponding half shafts 32 through couplings. Alternatively, the transmission device can be a reduction gearbox set on the frame 1 and located between the two sets of double rocker arm structures 2. The two ends of the reduction gearbox output shaft are respectively connected to the inner ends of the corresponding half shafts 32 through couplings. The couplings can be ball cage type couplings.

[0084] The lower control arm 21 is Y-shaped, and the forked end of the Y-shaped lower control arm 21 is hinged to the frame 1;

[0085] The frame 1 is provided with a swing arm hinge seat 33 corresponding to the lower swing arm 21. The inner side of the lower swing arm 21 is hinged to the swing arm hinge seat 33 to realize the transmission between the lower swing arm 21 and the frame 1. The frame 1 is provided with a hinge rod 34 corresponding to the upper swing arm 22. The upper swing arm 22 is connected to the hinge rod 34 to realize the transmission between the upper swing arm 22 and the frame 1. The hinge rod 34 extends in the front-rear direction.

[0086] The above describes the preferred embodiments of the present invention, illustrating and describing the basic principles, main features, and advantages of the invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as defined by the appended claims and their equivalents.

Claims

1. A rear axle assembly for a tricycle, characterized in that, The vehicle includes a frame (1) and a double rocker arm structure (2) located on the side of the frame (1). The double rocker arm structure (2) includes a shock absorber (24) located on the frame (1), a lower control arm (21) and an upper control arm (22) hinged on the frame (1), a steering knuckle (23) located between the outer side of the lower control arm (21) and the outer side of the upper control arm (22), and a tilt adjustment assembly connected between the upper control arm (22) and the steering knuckle (23) for adjusting the relative position of the upper control arm (22) and the steering knuckle (23). The outer side of the lower control arm (21) is connected to the steering knuckle (23). The shock absorber (24) is arranged horizontally. The outer end of the shock absorber (24) is hinged to the upper control arm (22), and the inner end of the shock absorber (24) is connected to the frame (1). The tilt adjustment assembly includes an adjustment seat (71). The first end of the adjustment seat (71) is hinged to the steering knuckle (23) via a shaft so that the adjustment seat (71) can rotate relative to the steering knuckle (23) with the shaft as the center. The second end of the adjustment seat (71) is locked to the steering knuckle (23) via a fastening element. The third end of the adjustment seat (71) is connected to the upper swing arm (22). The tilt adjustment assembly includes a push pin (72) movably mounted on the adjustment seat (71). The push pin (72) is abutted against the steering knuckle (23) and used to adjust the relative position of the steering knuckle (23) and the adjustment seat (71). The push pin (72) is screwed onto the adjustment seat (71) by a threaded connection. The adjustment seat (71) is provided with a push pin nut (73) corresponding to the push pin (72). The push pin (72) is screwed onto the push pin nut (73) by a threaded connection. The push pin (72) is a bolt. The rod of the push pin (72) is abutted against the steering knuckle (23). The head of the push pin (72) is located inside the adjustment seat (71). The adjusting seat (71) includes a hinge ear (711) and a connecting platform (712) connected to the inner side of the hinge ear (711) opposite to the upper swing arm (22). The hinge ear (711) is provided with a receiving groove opposite to the steering knuckle (23). The upper part of the steering knuckle (23) is provided with a hinge plate (231) that extends into the receiving groove and is connected to the hinge ear (711). The first end of the adjusting seat (71) is located on the upper part of the hinge ear (711), the second end of the adjusting seat (71) is located on the lower part of the hinge ear (711), the third end of the adjusting seat (71) is located on the connecting platform (712), the shaft is set on the upper part of the hinge ear (711) and is mounted on the hinge plate (231), the fastening element is set on the lower part of the hinge ear (711) and is mounted on the hinge plate (231), the outer side of the upper swing arm (22) is connected to the connecting platform (712), the ejector pin (72) is located on the lower part of the connecting platform (712), the ejector pin (72) extends into the receiving groove and abuts against the hinge plate (231), and the connecting platform (712) is located in the lower middle part of the inner side of the hinge ear (711). The second end of the adjusting seat (71) is provided with a strip-shaped hole (713), and the fastening element is installed on the strip-shaped hole (713). The strip-shaped hole (713) extends circumferentially with the shaft as the center. The first end of the adjusting seat (71) is located on the upper part of the outer side of the adjusting seat (71), the second end of the adjusting seat (71) is located on the lower part of the outer side of the adjusting seat (71), and the third end of the adjusting seat (71) is located on the inner side of the adjusting seat (71). The third end of the adjusting seat (71) is connected to the outer side of the upper swing arm (22), and the outer side of the lower swing arm (21) is connected to the steering knuckle (23) by ball joints (25); The frame (1) is provided with an adjustment mechanism (5) that is connected to the inner end of the shock absorber (24) and is used to adjust the distance between the inner end of the shock absorber (24) and the upper swing arm (22) to adjust the height of the vehicle chassis. The adjustment mechanism (5) includes a first mounting seat (27) provided on the frame (1). The first mounting seat (27) is provided with an adjustment hole (271). The inner end of the shock absorber (24) moves and adjusts along the trajectory of the adjustment hole (271) and is locked to the adjustment hole (271) by fasteners.

2. The rear axle assembly of the tricycle according to claim 1, characterized in that, The adjustment mechanism (5) includes a push rod (51) movably mounted on the first mounting base (27). The push rod (51) is abutted against the inner end of the shock absorber (24) and is used to adjust the installation position of the inner end of the shock absorber (24) on the adjustment hole (271). The adjustment mechanism (5) includes a push rod nut (52) provided on the first mounting base (27), and a push rod (51) is threaded onto the push rod nut (52); The adjustment mechanism (5) includes a contact seat (53) fitted on the inner end of the shock absorber (24), a push rod (51) abutting against the contact seat (53), the contact seat (53) being located between the shock absorber (24) and the first mounting seat (27), the end of the contact seat (53) abutting against the push rod (51) being a vertical surface perpendicular to the horizontal plane, the horizontal cross section of the contact seat (53) being U-shaped, and fasteners passing through the contact seat (53). The top rod (51) is a bolt. The shank of the bolt is abutted against the inner end of the shock absorber (24). The head of the bolt is away from the inner end of the shock absorber (24). The inner end of the shock absorber (24) is hinged to the adjustment hole (271) of the first mounting base (27). The adjustment hole (271) is strip-shaped and extends laterally. The top rod (51) is arranged horizontally and is laterally movable on the first mounting base (27).

3. The rear axle assembly of the tricycle according to claim 1, characterized in that, The frame (1) is provided with a lateral telescopic device (6) connecting the upper swing arms (22) of the two sets of double rocker arm structures (2). The lateral telescopic device (6) includes a cylinder (61) that is laterally mounted on the frame, an air pump (62) and an exhaust valve (65) that are connected to the cylinder (61) through a pipe and used to drive the cylinder (61) to telescopically operate. The two ends of the cylinder (61) are respectively connected to the upper swing arms (22) of the two sets of double rocker arm structures (2).

4. The rear axle assembly of the tricycle according to claim 3, characterized in that, The upper swing arm (22) is provided with a first connecting seat (63), and the two ends of the cylinder (61) are respectively hinged to the corresponding first connecting seat (63); The upper swing arm (22) is U-shaped, and the open end of the U-shaped upper swing arm (22) is hinged to the frame (1). The upper swing arm (22) is provided with connecting rods (64) that span both sides of the U-shaped upper swing arm (22), and the first connecting seat (63) is provided on the connecting rods (64). The upper swing arm (22) is provided with a second mounting seat (26), the outer end of the shock absorber (24) is hinged to the second mounting seat (26), the second mounting seat (26) is located on the upper part of the upper swing arm (22), the second mounting seat (26) is staggered from the first connecting seat (63) and the connecting rod (64), and the first connecting seat (63) is centrally located on the connecting rod (64) in the front-back direction; The shock absorbers (24) of the two sets of double rocker arm structures (2) are arranged at intervals in the front-to-back direction. The cylinder (61) is located between the shock absorbers (24) of the two sets of double rocker arm structures (2). The air pump (62) and the exhaust valve (65) are set on the frame and located outside the double rocker arm structure (2) and the cylinder (61). The cylinder (61) is located on the upper part of the frame (1). The exhaust valve (65) is a solenoid valve. The exhaust valve (65) is connected to the pipe between the air pump (62) and the cylinder (61) through a three-way connector (66).

5. The rear axle assembly of the tricycle according to claim 1, characterized in that, The shock absorber (24) is a spring shock absorber or a pneumatic shock absorber; The lower control arm (21) and the upper control arm (22) are located on the side of the frame (1), and the shock absorber (24) is located on the upper part of the frame (1); The steering knuckle (23) is provided with a bearing disc (31) on the outside, and a wheel (4) is provided on the bearing disc (31). The frame (1) is provided with a transmission device and two sets of half shafts (32) respectively connected to the output ends on both sides of the transmission device. The outer end of the half shaft (32) passes through the corresponding steering knuckle (23) and is connected to the bearing disc (31). The half shaft (32) is located between the lower swing arm (21) and the upper swing arm (22). The lower control arm (21) is Y-shaped, and the forked end of the Y-shaped lower control arm (21) is hinged to the frame (1); The frame (1) is provided with a swing arm hinge seat (33) corresponding to the lower swing arm (21), and the inner side of the lower swing arm (21) is hinged to the swing arm hinge seat (33). The frame (1) is provided with a hinge rod (34) corresponding to the upper swing arm (22), and the upper swing arm (22) is connected to the hinge rod (34). The hinge rod (34) extends in the front-rear direction.

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