Adjustable rear damping mechanism and locomotive

Abstract

The invention discloses an adjustable rear damping mechanism and a locomotive, and relates to the technical field of locomotives, in particular to the adjustable rear damping mechanism comprising an eccentric assembly, the eccentric assembly comprises a first crank arm and a second crank arm, the root of the first crank arm and the root of the second crank arm are hinged to a bottom fork of the locomotive, the rotation axis of the first crank arm is parallel to or overlapped with the rotation axis of the second crank arm, and the rotation axis of the first crank arm is parallel to or overlapped with the rotation axis of the second crank arm; a power transmission assembly is arranged between the first crank arm and the second crank arm; the length of the adjusting assembly is adjustable, one end of the adjusting assembly is hinged to the end of the first crank arm, and the other end of the adjusting assembly is hinged to a frame assembly of the locomotive; according to the adjustable rear damping mechanism and the locomotive, the adjusting assembly and the damper assembly are connected through the eccentric assembly, the length of the adjusting assembly is adjustable, and the included angle between the bottom fork and the ground and the included angle between the frame assembly and the ground can be changed by changing the length of the adjusting assembly, so that the purposes of reducing the mass center and the seat height of the whole locomotive are achieved, and the adjustable rear damping mechanism is suitable for small riders to drive; and the riding experience is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of locomotives, and more specifically, to an adjustable rear shock absorbing mechanism. In addition, the present invention also relates to a locomotive comprising the adjustable rear shock absorbing mechanism. Background Art

[0002] Motorcycles have always been one of the main means of transportation. With the changes in the environment, the awareness of energy conservation and emission reduction has been deeply rooted in people's minds. The low travel cost has made more and more people willing to choose this tool for commuting and traveling to deal with various congestion. In recent years, there has been a craze for playing with cars. Young men and women have become a major consumer group of motorcycles. The displacement of most motorcycles also determines its size, so many short and thin men and women can only stay away from medium and large displacement models.

[0003] The main reasons are:

[0004] 1. The seats of medium and large displacement motorcycles on the market are generally high due to the engine, which makes it difficult for smaller riders to control the motorcycle properly, and it is extremely difficult to get on and off the motorcycle and stop at the lights;

[0005] 2. Most of the medium and large-displacement motorcycles on the market (such as racing, rally, and sports cars) have centrally mounted rear shock absorbers. Due to the leverage ratio, the stiffness and compression damping of the rear shock absorbers are very large. Small riders have little impact on the entire vehicle, and there is little difference between the static and riding states. The ergonomic design of most motorcycles cannot be reflected, and the riding experience is very poor.

[0006] In summary, how to provide an adjustable rear shock absorber mechanism that can solve the problem that existing motorcycles are not suitable for small riders to control is an urgent problem to be solved by those skilled in the art. Summary of the invention

[0007] In view of this, an object of the present invention is to provide an adjustable rear shock absorber mechanism, in which an adjustment assembly and a shock absorber assembly are connected through an eccentric assembly, wherein the length of the adjustment assembly is adjustable, and the angle between the flat fork, the frame assembly and the ground can be changed by changing the length of the adjustment assembly, thereby achieving the purpose of lowering the center of gravity and seat height of the entire vehicle, making it suitable for small riders to control and improving the riding experience.

[0008] Another object of the present invention is to provide a locomotive including the above-mentioned adjustable rear shock absorbing mechanism, which has the same technical features and can achieve the same technical effects.

[0009] In order to achieve the above object, the present invention provides the following technical solutions:

[0010] An adjustable rear shock absorbing mechanism, comprising:

[0011] The eccentric assembly comprises a first crank arm and a second crank arm, the roots of the first crank arm and the second crank arm are respectively hinged to the horizontal fork of the locomotive, the rotation axes of the first crank arm and the second crank arm are parallel or overlapped, and a power transmission component is arranged between the first crank arm and the second crank arm;

[0012] an adjustment assembly, the length of which is adjustable, one end of which is hinged to the end of the first crank arm and the other end of which is hinged to the frame assembly of the locomotive;

[0013] A shock absorber assembly has one end hinged to the end of the second crank arm and the other end hinged to the frame assembly.

[0014] Preferably, the eccentric assembly further comprises a mounting seat fixedly connected to the flat fork, a connecting shaft is rotatably arranged in the mounting seat, and the roots of the first crank arm and the second crank arm are both vertically fixedly connected to the connecting shaft.

[0015] Preferably, the connecting shaft passes through the mounting seat, and the root of the first crank arm and the root of the second crank arm are fixedly connected to two ends of the connecting shaft respectively.

[0016] Preferably, the end of the first crank arm is provided with a plurality of hinge points with different rotation radii, and one of the hinge points is hinged to the end of the adjustment assembly.

[0017] Preferably, the end of the second crank arm is provided with a plurality of hinge points with different rotation radii, and one of the hinge points is hinged to the end of the shock absorber assembly.

[0018] Preferably, the adjustment assembly includes a first half-axle and a second half-axle with parallel or overlapping axes, the first half-axle is hinged to the first crank arm, the second half-axle is hinged to the frame assembly, and a support component with adjustable support spacing is arranged between the first half-axle and the second half-axle.

[0019] Preferably, the supporting assembly is a shell, the first half-shaft and the second half-shaft are respectively connected to two ends of the shell by threads, and the connecting threads between the first half-shaft and the second half-shaft and the shell have opposite rotation directions.

[0020] Preferably, a locker is provided at the end of the shell, the end of the locker abuts against the end of the shell, and the locker is connected to the first half-shaft or the second half-shaft through a threaded connection.

[0021] A locomotive, characterized by comprising any one of the above-mentioned adjustable rear shock absorbing mechanisms.

[0022] Compared with the prior art, the adjustable rear shock absorbing mechanism provided by the present invention has at least the following beneficial effects:

[0023] 1. The adjustment assembly and the shock absorber assembly are used to jointly realize the support between the frame assembly and the fork, and the adjustment assembly and the shock absorber assembly are linked through the eccentric assembly, that is, the adjustment assembly that cannot be compressed transmits the force to the shock absorber assembly through the eccentric assembly, that is, the force on the shock absorber assembly is increased, so that it can obtain greater deformation, so as to solve the problem of poor riding experience caused by its high stiffness and compression damping;

[0024] 2. At the same time, through the force transmission of the eccentric mechanism, the single shock absorber assembly can play the role of a double shock absorber assembly, thereby increasing the stability during riding and reducing the overall production cost of the motorcycle;

[0025] 3. Among them, the length of the adjusting assembly is adjustable. When the length of the adjusting assembly changes, it can drive the angle between the frame assembly and the flat fork and the ground to change, thereby changing the seat height of the motorcycle, making it suitable for small people to drive.

[0026] The locomotive provided by the present invention, including the above-mentioned adjustable rear shock absorbing mechanism, has the same beneficial effects. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0028] Figure 1 It is a structural schematic diagram of a specific adjustable rear shock absorbing mechanism provided by the present invention;

[0029] Figure 2 This is a structural schematic diagram of a specific eccentric assembly provided by the present invention;

[0030] Figure 3 A side view of a specific eccentric assembly provided by the present invention;

[0031] Figure 4 A schematic diagram of the structure of a specific adjustment assembly provided by the present invention;

[0032] Figure 5 A cross-sectional view of a specific adjustment assembly provided by the present invention;

[0033] Figure 6 It is a schematic diagram of the assembly of the specific adjustable rear shock absorbing mechanism, the frame assembly and the flat fork provided by the present invention;

[0034] Figure 7 The front view of the assembly structure of the specific adjustable rear shock absorbing mechanism, the frame assembly and the flat fork provided by the present invention.

[0035] Figure 1-Figure 7 middle:

[0036] 1. Adjustment assembly; 11. Housing; 12. First half shaft; 13. Second half shaft; 14. Locker;

[0037] 2. Eccentric assembly; 21. First crank arm; 22. Mounting seat; 23. Connecting shaft; 24. Second crank arm;

[0038] 3. Shock absorber assembly;

[0039] 4. Frame assembly;

[0040] 5. Flat fork. DETAILED DESCRIPTION

[0041] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0042] The core of the present invention is to provide an adjustable rear shock absorption mechanism, which connects the adjustment assembly and the shock absorber assembly through an eccentric assembly, wherein the length of the adjustment assembly is adjustable. By changing the length of the adjustment assembly, the angle between the flat fork, the frame assembly and the ground can be changed, thereby achieving the purpose of lowering the center of gravity and seat height of the entire vehicle, making it suitable for small riders to control and improving the riding experience.

[0043] Another core of the present invention is to provide a locomotive including the above-mentioned adjustable rear shock absorbing mechanism, which has the same technical features and can achieve the same technical effects.

[0044] Please refer to Figure 1-Figure 5 , an adjustable rear shock absorbing mechanism, comprising:

[0045] The eccentric assembly 2 includes a first crank arm 21 and a second crank arm 24. The roots of the first crank arm 21 and the second crank arm 24 are respectively hinged to the horizontal fork 5 of the locomotive. The rotation axes of the first crank arm 21 and the second crank arm 24 are parallel or overlapped, and a power transmission component is arranged between the first crank arm 21 and the second crank arm 24.

[0046] An adjustment assembly 1, which is adjustable in length, is hinged at one end to the end of the first crank arm 21 and at the other end to the frame assembly 4 of the locomotive;

[0047] The shock absorber assembly 3 has one end hinged to the end of the second crank arm 24 and the other end hinged to the frame assembly 4 .

[0048] like Figure 6 and Figure 7 As shown, in order to ensure the riding experience of the motorcycle, the rear shock absorbing mechanism is generally designed at the center of mass of the whole vehicle, so that the frame assembly 4, the rear shock absorbing mechanism and the flat fork 5 together form the rear suspension;

[0049] When the driver sits on the vehicle, the rear shock absorbing mechanism is compressed, the front end of the flat fork 5 moves downward, and the rear end of the frame assembly 4 moves downward, that is, the height of the seat is lowered;

[0050] The present application achieves the adjustment of the motorcycle seat height by changing the spacing between the connection points for installing the rear shock absorbing mechanism in the frame assembly 4 and the flat fork 5 instead of changing the length of the rear shock absorbing mechanism. Specifically, Figure 6 As shown, the frame assembly 4 and the flat fork 5 are simultaneously connected through the shock absorber assembly 3 and the adjustment assembly 1, and an eccentric assembly 2 for linkage is arranged between the shock absorber assembly 3 and the adjustment assembly 1, and the length of the adjustment assembly 1 is adjustable. When the length of the adjustment assembly 1 is changed, the eccentric assembly 2 is pushed to rotate, that is, the connection point position of the shock absorber assembly 3 at the flat fork 5 end is changed, and the shock absorber assembly 3 itself has a certain anti-deformation ability, that is, the change of the connection point position of the shock absorber assembly 3 at the flat fork 5 end will not drive the deformation of the shock absorber assembly 3, but drive the connection point position of the other end of the shock absorber assembly 3 to change synchronously, thereby causing the rear end of the frame assembly 4 and the front end of the flat fork 5 to move downward, that is, the seat height of the motorcycle is reduced, which is suitable for small riders to control;

[0051] At the same time, the frame assembly 4 and the flat fork 5 are supported synchronously by the adjustment assembly 1 and the shock absorber assembly 3, and the force of the adjustment assembly 1 can be transmitted to the shock absorber assembly 3 through the eccentric assembly 2, that is, the single shock absorber assembly 3 can have the effect of the double shock absorber assembly 3, thereby ensuring driving stability while reducing production costs;

[0052] Furthermore, the force of the adjustment assembly 1 is transmitted to the shock absorber assembly 3 through the eccentric assembly 2, which can effectively overcome the problems of high stiffness and damping of the shock absorber assembly 3, thereby improving the riding experience.

[0053] In some embodiments, the eccentric assembly 2 further includes a mounting seat 22 fixedly connected to the flat fork 5, a connecting shaft 23 is rotatably arranged in the mounting seat 22, and the roots of the first crank arm 21 and the second crank arm 24 are both vertically fixedly connected to the connecting shaft 23;

[0054] like Figure 1-Figure 2 As shown, the first crank arm 21 and the second crank arm 24 are connected by a connecting shaft 23, that is, the rotation axes of the first crank arm 21 and the second crank arm 24 overlap, and the first crank arm 21 and the second crank arm 24 can obtain the same rotation angle and rotation direction;

[0055] In some embodiments, the rotating axes of the first crank arm 21 and the second crank arm 24 are rotated through a gear pair to change the number and transmission ratio of intermediate transmission gears, so that the first crank arm 21 and the second crank arm 24 can obtain the same or different rotation angles and rotation directions, so that the adjustment assembly 1 can obtain seat height adjustment feedback of different heights or directions when changing equal lengths, and at the same time, different adjustment resistances can be obtained.

[0056] In some embodiments, the connecting shaft 23 passes through the mounting seat 22, and the root of the first crank arm 21 and the root of the second crank arm 24 are fixedly connected to both ends of the connecting shaft 23 respectively;

[0057] like Figure 1 and Figure 6 As shown, the roots of the first crank arm 21 and the second crank arm 24 are respectively connected to the ends of the connecting shaft 23, so that the middle surface of the connecting shaft 23 overlaps with the middle surface of the locomotive. Even if the center of mass of the locomotive is located in the middle position of the shock absorber assembly 3 and the adjustment assembly 1, the forces of the shock absorber assembly 3 and the adjustment assembly 1 are balanced, thereby simulating the shock absorption effect of the double shock absorber assembly 3, and further improving the driving experience.

[0058] In some embodiments, the first crank arm 21 is arranged in the middle of the connecting shaft 23, and the second crank arms 24 are respectively arranged at both ends of the connecting shaft 23, and two shock absorber assemblies 3 are correspondingly arranged, that is, there is a total of one adjustment assembly 1 and two shock absorber assemblies 3 supporting the frame assembly 4 and the fork 5, which also falls within the protection scope of the present application.

[0059] In some embodiments, the end of the first crank arm 21 is provided with a plurality of hinge points with different rotation radius, one of which is hinged to the end of the adjustment assembly 1;

[0060] The end of the second crank arm 24 is provided with a plurality of hinge points with different rotation radius, one of which is hinged to the end of the shock absorber assembly 3;

[0061] like Figure 3 As shown, when designing a locomotive, the angle α between the first crank arm 21 and the second crank arm 24 is determined based on the vehicle body posture to stabilize the vehicle body posture, and then the length L1 of the first crank arm 21 and the length L2 of the second crank arm 24 are set to change the ratio of the displacement of the first crank arm 21 and the second crank arm 24, thereby adjusting the adjustment resistance of the adjustment assembly 1;

[0062] In some embodiments, a plurality of hinge points with different gyration radii are provided in the first crank arm 21 and / or the second crank arm 24, and the ratio of the displacement of the ends of the adjusting assembly 1 and the shock absorber assembly 3 can be changed by replacing the hinge points with the adjusting assembly 1 or the shock absorber assembly 3;

[0063] Taking the 500cc model as an example, select L1:L2=9:1 and measure the following data:

[0064] Table 1. Comparison table of adjustable overall length and seat height

[0065]

[0066] It can be seen from Table 1 that when the length of the adjustment assembly 1 changes, the shock absorber assembly 3 is affected by its own preload, and its length does not change, while the seat height changes inversely;

[0067] Increasing the ratio of L1:L2, that is, increasing the ratio of the length change of the adjustment assembly 1 to the seat height adjustment, will reduce the adjustment resistance of the adjustment assembly 1, thereby making it suitable for use on different vehicle models.

[0068] In some embodiments, the adjustment assembly 1 includes a first half-shaft 12 and a second half-shaft 13 whose axes are parallel or overlapped, the first half-shaft 12 is hinged to the first crank arm 21, the second half-shaft 13 is hinged to the frame assembly 4, and a support assembly with adjustable support spacing is provided between the first half-shaft 12 and the second half-shaft 13;

[0069] like Figure 4 and Figure 5 As shown, during normal operation, the adjustment assembly 1 is a rigid part that cannot be stretched or compressed. However, when adjusting the seat height, the distance between the first semi-axle 12 and the second semi-axle 13 can be changed by changing the support distance of the support assembly, that is, the length of the adjustment assembly 1 can be changed.

[0070] In some embodiments, the support assembly is a housing 11, and the first half shaft 12 and the second half shaft 13 are respectively connected to both ends of the housing 11 by threads, and the connection threads between the first half shaft 12 and the second half shaft 13 and the housing 11 have opposite rotation directions;

[0071] like Figure 4 and Figure 5 As shown, the first half shaft 12 and the second half shaft 13 are connected by forward and reverse threads in the housing 11, so that when the housing 11 rotates, the first half shaft 12 and the second half shaft 13 can be synchronously extended outward or shortened inward, thereby achieving the length change of the adjustment assembly 1. At the same time, friction patterns and indication marks are provided on the outside of the housing 11 to facilitate the operation of the operator;

[0072] In some embodiments, nuts are rotatably set at both ends of the shell 11, and the nuts are threadedly connected to the half-shafts at the corresponding ends. When adjusting, the nuts are rotated, even if the half-shafts at the corresponding ends are extended or shortened. This technical feature also belongs to the protection scope of the present application.

[0073] In some embodiments, a locker 14 is disposed at the end of the housing 11, the end of the locker 14 abuts against the end of the housing 11, and the locker 14 is connected to the first half shaft 12 or the second half shaft 13 by threads;

[0074] A locker 14 is added to the end of the housing 11 and is also connected to the half shaft through a thread. When adjusting, first loosen the locker 14 to allow the housing 11 to be rotated. When the adjustment is completed, tighten the locker 14 so that the locker 14 abuts against the end of the housing 11. The self-locking principle of the double thread is used to achieve self-locking between the half shaft and the housing 11, thereby preventing the housing 11 and the half shaft from rotating relative to each other during riding.

[0075] like Figure 4 As shown, a plurality of groups of engaging holes are provided on the outer peripheral surface of the lock 14 so that the lock 14 can be engaged with a special tool to drive the lock 14 to rotate relative to the housing 11, that is, the end of the lock 14 is in contact with the end of the housing 11 to receive force.

[0076] In addition to the adjustable rear shock absorbing mechanism disclosed in the above embodiments, the present invention also provides a locomotive including the above adjustable rear shock absorbing mechanism. For the structures of other parts of the locomotive, please refer to the prior art and will not be described in detail herein.

[0077] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0078] The above is a detailed introduction to the adjustable rear shock absorbing mechanism and motorcycle provided by the present invention. This article uses specific examples to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method and core ideas of the present invention. It should be pointed out that for ordinary technicians in this technical field, without departing from the principles of the present invention, the present invention can also be improved and modified in a number of ways, and these improvements and modifications also fall within the scope of protection of the claims of the present invention.

Claims

1. An adjustable rear shock absorbing mechanism, characterized in that: include: An eccentric assembly (2) comprises a first crank arm (21) and a second crank arm (24), wherein the roots of the first crank arm (21) and the second crank arm (24) are respectively hinged to a fork (5) of a locomotive, the rotation axes of the first crank arm (21) and the second crank arm (24) are parallel or overlapped, and a power transmission component is provided between the first crank arm (21) and the second crank arm (24); An adjustment assembly (1) having an adjustable length, one end of which is hinged to the end of the first crank arm (21) and the other end of which is hinged to the frame assembly (4) of the locomotive; The shock absorber assembly (3) has one end hinged to the end of the second crank arm (24), and the other end hinged to the vehicle frame assembly (4).

2. The adjustable rear shock absorbing mechanism according to claim 1, characterized in that: The eccentric assembly (2) further comprises a mounting seat (22) fixedly connected to the flat fork (5), a connecting shaft (23) being rotatably arranged in the mounting seat (22), and the roots of the first crank arm (21) and the second crank arm (24) are both vertically fixedly connected to the connecting shaft (23).

3. The adjustable rear shock absorbing mechanism according to claim 2, characterized in that: The connecting shaft (23) passes through the mounting seat (22), and the root of the first crank arm (21) and the root of the second crank arm (24) are respectively fixedly connected to two ends of the connecting shaft (23).

4. The adjustable rear shock absorbing mechanism according to claim 1, characterized in that: The end of the first crank arm (21) is provided with a plurality of hinge points with different rotation radii, one of the hinge points being hinged to the end of the adjustment assembly (1).

5. The adjustable rear shock absorbing mechanism according to claim 1, characterized in that: The end of the second crank arm (24) is provided with a plurality of hinge points with different rotation radii, one of the hinge points being hinged to the end of the shock absorber assembly (3).

6. The adjustable rear shock absorbing mechanism according to any one of claims 1 to 5, characterized in that: The adjustment assembly (1) comprises a first half-axle (12) and a second half-axle (13) whose axes are parallel or overlapped, the first half-axle (12) being hinged to the first crank arm (21), the second half-axle (13) being hinged to the frame assembly (4), and a support assembly with an adjustable support spacing being provided between the first half-axle (12) and the second half-axle (13).

7. The adjustable rear shock absorbing mechanism according to claim 6, characterized in that: The support assembly is a shell (11), the first half-shaft (12) and the second half-shaft (13) are respectively connected to two ends of the shell (11) via threads, and the connecting threads between the first half-shaft (12) and the second half-shaft (13) and the shell (11) have opposite rotation directions.

8. The adjustable rear shock absorbing mechanism according to claim 7, characterized in that: A locker (14) is provided at the end of the housing (11), the end of the locker (14) abuts against the end of the housing (11), and the locker (14) is connected to the first half-shaft (12) or the second half-shaft (13) via threads.

9. A locomotive, characterized in that: The invention comprises the adjustable rear shock absorbing mechanism as described in any one of claims 1 to 8.

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