Tensioning type damping system of motorcycle

Abstract

The tensioning type shock absorption system comprises a front shock absorber assembly and a rear shock absorber, the rear shock absorber is a tensioning type rear shock absorber, the tensioning type rear shock absorber comprises a first four-connecting-rod assembly and a first shock absorption piece, and the first four-connecting-rod assembly is composed of four first connecting rods which are hinged end to end in a single-degree-of-freedom mode; the two ends of the first damping piece are connected between front and rear first connecting rods of the first four-connecting-rod assembly. During use, the upper end of the first four-bar linkage assembly is hinged to a motorcycle frame in a single-degree-of-freedom mode, and the lower end is hinged to a rear wheel axle in a single-degree Compared with the prior art, the tensioning type damping system of the motorcycle has the advantage that the damping effect is greatly improved.

Description

Technical Field

[0001] The present invention relates to the technical field of motorcycle shock absorption, and particularly to a tension shock absorption system for a motorcycle. Background Art

[0002] At present, the structure of using double rear shock absorbers on motorcycles is relatively common. The rear shock absorbers connect the swing arm and the frame. Generally, the rear shock absorbers are symmetrically distributed on the left and right sides of the motorcycle. During use, all buffering depends entirely on the rear shock absorbers, the buffering effect is limited, the comfort is average, the stroke of the shock absorption is restricted by the swing amplitude of the rear wheel, and the upper and lower connection points of the rear shock absorbers are subjected to relatively large forces.

[0003] Therefore, it is necessary to improve the structure of the shock absorption system of the motorcycle in the prior art, which can improve the shock absorption effect, thereby improving the riding comfort and handling safety. Summary of the Invention

[0004] In view of this, the purpose of the present invention is to provide a tension shock absorption system for a motorcycle, which can improve the shock absorption effect, thereby improving the riding comfort and handling safety.

[0005] The tension shock absorption system for a motorcycle of the present invention includes a front shock absorber assembly and a rear shock absorber. The rear shock absorber is a tension rear shock absorber. The tension rear shock absorber includes a first four-link assembly and a first shock absorber member. The first four-link assembly is composed of four first links that are single-degree-of-freedom hinged to each other end to end. The two ends of the first shock absorber member are respectively connected between the front and rear first links of the first four-link assembly. When in use, the upper end of the first four-link assembly is single-degree-of-freedom hinged to the motorcycle frame, and the lower end is single-degree-of-freedom hinged to the rear wheel axle.

[0006] Further, the front shock absorber assembly includes a tension front shock absorber and a support arm assembly. The tension front shock absorber includes a second four-link assembly and a second shock absorber member. The second four-link assembly is composed of four second links that are single-degree-of-freedom hinged to each other end to end. The two ends of the second shock absorber member are respectively connected between the front and rear second links of the second four-link assembly. When in use, the upper end of the second four-link assembly is single-degree-of-freedom hinged to the motorcycle steering column, and the lower end is single-degree-of-freedom hinged to the front wheel axle;

[0007] The support arm assembly includes a support arm and a swing rod. The upper end of the support arm is fixedly connected to the steering column. One end of the swing rod is hinged to the lower end of the support arm, and the other end is hinged to the front wheel axle.

[0008] Further, the two ends of the first shock absorber member are respectively single-degree-of-freedom hinged to the front and rear hinged positions of the first link of the first four-link assembly;

[0009] The two ends of the second shock absorber member are respectively single-degree-of-freedom hinged to the front and rear hinged positions of the second link of the second four-link assembly.

[0010] Furthermore, both the first link and the second link include a rod body and a hinge portion. The hinge portions of two adjacent first links are a hinge groove and a hinge head respectively, and the hinge portions of two adjacent second links are a hinge groove and a hinge head respectively;

[0011] The hinge head is inserted into the hinge groove to form a hinge.

[0012] Furthermore, the hinge head and the hinge groove have a set constraint area in the hinge rotation direction, and the rod body is tubular.

[0013] Furthermore, a shock-absorbing layer is provided between the side walls of the hinge head and the hinge groove;

[0014] The hinge head and the hinge groove are hinged by a hinge shaft, and a shock-absorbing bushing is sleeved outside the hinge shaft.

[0015] Furthermore, there are two front shock absorber assemblies and two rear shock absorbers respectively, and they are respectively arranged on the left and right sides of the motorcycle;

[0016] There are several reinforcing ribs provided between the support arm on the left side of the front wheel and the support arm on the right side of the front wheel, and the several reinforcing ribs are arranged at intervals.

[0017] Furthermore, both the first shock-absorbing member and the second shock-absorbing member include a damping member and a shock-absorbing spring sleeved outside the damping member. When the damping member is stretched, the shock-absorbing spring is compressed;

[0018] Or, when the damping member is stretched, the shock-absorbing spring is stretched.

[0019] Furthermore, a first damping member hinge seat is fixedly provided on the first link corresponding to both ends of the damping member, and both ends of the damping member are respectively hinged to the corresponding first damping member hinge seat;

[0020] A second damping member hinge seat is fixedly provided on the second link corresponding to both ends of the damping member, and both ends of the damping member are respectively hinged to the corresponding second damping member hinge seat.

[0021] Furthermore, the steering column is provided with a mounting seat, and the upper end of the second four-link assembly is hinged to the mounting seat.

[0022] Advantages of the present invention: The tension damping system of the motorcycle of the present invention includes a front shock absorber assembly and a rear shock absorber. Compared with the single shock absorber in the prior art, the damping effect is greatly improved. At the same time, the first damping member is installed on the frame through the first four-link assembly. Compared with the damping structure in the prior art, the impact of the wheel is not directly absorbed by the frame, which greatly improves the shock absorption effect. When the first damping member is working, the first four-link assembly decomposes the force, so that the first damping member receives the force from the axial direction, thereby reducing the force on the first damping member in other directions during operation, reducing the probability of damage to the first damping member, and extending the service life of the first damping member. When the first four-link assembly is working, it can also play a buffering role, further improving the damping effect and enhancing the riding experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The present invention will be further described below with reference to the drawings and embodiments:

[0024] Figure 1 It is a schematic structural view when the front shock absorber assembly of the present invention is installed at the front part of the motorcycle;

[0025] Figure 2 is Figure 1 structural sketch;

[0026] Figure 3 It is a schematic structural view of the cooperation between the first damping member and the first four-link assembly;

[0027] Figure 4 is Figure 1 right view;

[0028] Figure 5 It is a cross-sectional view of the connection between the second four-link assembly and the steering column;

[0029] Figure 6 It is a structural sketch of the cooperation between the first four-link assembly and the first damping member when there are three first damping members;

[0030] Figure 7 It is a schematic structural view of the second damping member;

[0031] Figure 8 It is a schematic structural view of the sleeve;

[0032] Figure 9 is Figure 8 cross-sectional view in the A-A direction of

[0033] Figure 10 It is a schematic structural view of the cylinder block;

[0034] Figure 11 It is a schematic structural view when the rear shock absorber of the present invention is installed at the rear part of the motorcycle;

[0035] Among them, the above-mentioned drawings include the following reference numerals:

[0036] 1. Second connecting rod; 2. Second shock absorber; 201. Sleeve; 202. Cylinder block; 203. Shock spring; 204. Chute; 205. Spring seat Ⅰ; 206. Fixed seat; 207. Locking member; 208. Fixed block; 209. Spring seat Ⅱ; 210. Mounting seat Ⅰ; 211. Mounting seat Ⅱ; 212. Piston rod; 3. First second connecting rod; 4. Second second connecting rod; 5. Third second connecting rod; 6. Fourth second connecting rod; 7. Steering column; 8. Support arm; 9. Swing rod; 10. Shock absorber bushing; 11. Nut 11; 12. Shock layer; 13. Hinge shaft; 14. Reinforcing rib; 15. First connecting rod; 16. First shock absorber; 17. Fourth first connecting rod; 18. Third first connecting rod; 19. Second first connecting rod; 20. First first connecting rod; 21. Hinge seat of second damping member; 22. Hinge portion. Detailed implementation manners

[0037] Figure 1 The structural schematic diagram when the front shock absorber assembly of the present invention is installed at the front part of the motorcycle, Figure 2 is Figure 1 the structural sketch of, Figure 3 the structural schematic diagram of the cooperation between the first shock absorber and the first four-link assembly, Figure 4 is Figure 1 the right view of, Figure 5 the sectional view of the connection between the second four-link assembly and the steering column, Figure 6 is the structural sketch of the cooperation between the first four-link assembly and the first shock absorber when there are three first shock absorbers, Figure 7 the structural schematic diagram of the second shock absorber, Figure 8 the structural schematic diagram of the sleeve, Figure 9 is Figure 8 the sectional view in the A-A direction of, Figure 10 the structural schematic diagram of the cylinder block, Figure 11 the structural schematic diagram when the rear shock absorber of the present invention is installed at the rear part of the motorcycle, as Figure 1-11 shown: The tensioning shock absorption system of the motorcycle in this embodiment includes a front shock absorber assembly and a rear shock absorber. The rear shock absorber is a tensioning rear shock absorber. The tensioning rear shock absorber includes a first four-link assembly and a first shock absorber 16. The first four-link assembly is composed of four first connecting rods 15 that are hinged to each other at the head and tail with a single degree of freedom. The two ends of the first shock absorber 16 are respectively connected between the front and rear first connecting rods 15 of the first four-link assembly. When in use, the upper end of the first four-link assembly is hinged to the motorcycle frame with a single degree of freedom, and the lower end is hinged to the rear wheel axle with a single degree of freedom.

[0038] Specifically, when the first four-bar linkage assembly is in use, its upper end is hinged to the motorcycle frame with a single degree of freedom, and its lower end is hinged to the rear wheel axle with a single degree of freedom; in this structure, up and down refer to the up and down direction relative to Figure 1 the up and down direction or the up and down direction of the motorcycle, and front and back refer to Figure 1 the left and right direction in

[0039] or the front and back direction of the motorcycle. The single degree of freedom means that it will only rotate around the hinge axis and will not shift; Figure 6 The first four-bar linkage assembly forms a rhombus structure. The rhombus structure has a diagonal line in the front and back direction and divides the rhombus structure into an upper triangle and a lower triangle. The number of the first shock absorbers 16 can be set to multiple according to the use requirements, such as three. As Figure 6 shown, at this time, one of the first shock absorbers 16 is located inside the upper triangle, and both ends of the first shock absorber 16 are respectively connected to the middle positions of the two first linkages 15 of the upper triangle. Another first shock absorber 16 can be located at the diagonal line in the front and back direction of the rhombus structure, and both ends of the first shock absorber 16 are respectively connected near the hinge points at the front and back diagonal lines. The last first shock absorber 16 can be located inside the lower triangle, and both ends of the first shock absorber 16 are respectively connected to the middle positions of the two first linkages 15 of the lower triangle. Preferably, one first shock absorber 16 is provided, that is, the first shock absorber 16 is arranged at the diagonal line in the front and back direction of the rhombus structure, so that the shock absorption effect is greatly improved compared with the prior art. The first shock absorber 16 is generally a spring-damper shock absorber, which generally includes a cylinder block 202, a piston assembly, a shock absorption spring 203 and other structures. This is the application of the prior art and will not be elaborated here. When the wheel is subjected to an external force and the wheel axle is lifted upward, at this time, the first four-bar linkage assembly is compressed and the force is decomposed, so that the first shock absorber 16 receives an axial force, which can improve the shock absorption effect. At the same time, when the piston assembly moves, the friction and collision with the inner wall of the cylinder block 202 can be greatly reduced, the probability of damage to the first shock absorber 16 is reduced, and the service life of the rear shock absorber is prolonged. During the shock absorption process, the first four-bar linkage assembly can also play a certain role in shock absorption and buffering, so as to further improve the shock absorption effect.

[0040] In this embodiment, the front shock absorber assembly includes a tension front shock absorber and a support arm assembly. The tension front shock absorber includes a second four-bar linkage assembly and a second shock absorber 2. The second four-bar linkage assembly is composed of four second linkages 1 that are hinged to each other with a single degree of freedom at the head and tail. Both ends of the second shock absorber 2 are respectively connected between the front and rear second linkages 1 of the second four-bar linkage assembly; when in use, the upper end of the second four-bar linkage assembly is hinged to the motorcycle steering column 7 with a single degree of freedom, and the lower end is hinged to the front wheel axle with a single degree of freedom.

[0041] Specifically, when the second four-bar linkage assembly is in use, its upper end is hinged to the motorcycle steering column 7 with a single degree of freedom, and its lower end is hinged to the front wheel axle. In this structure, up and down refer to the up and down direction relative toFigure 1 the vertical direction of the Figure 1 or the vertical direction of the motorcycle, with the front and rear being Figure 1 the left - right direction in Figure 1 or the front - rear direction of the motorcycle. The single - degree - of - freedom is that it only rotates around the hinge axis and does not shift, such as shifting relative to the left - right direction of the motorcycle; the second shock absorber 2 has a pre - tightening force to resist front - rear stretching; the connection method of the second shock absorber 2 and the second link 1 is the same as the connection arrangement of the first shock absorber 16 and the first link 15 described above. When in use, the number of the second shock absorbers 2 can also be set to three, and the connection method with the second link 1 can be referred to as Figure 6 shown.

[0042] The support arm assembly includes a support arm 8 and a swing rod 9. The upper end of the support arm 8 is fixedly connected to the steering column 7, one end of the swing rod 9 is hinged to the lower end of the support arm 8, and the other end is hinged to the front - wheel axle.

[0043] Specifically, the support arm 8 is an arc - shaped structure adapted to the outer contour of the wheel, which is convenient for supporting the second four - link assembly and also for installing the fender. One end of the support arm 8 can be fixed to the steering column 7 by welding or bolt - fixed connection. The cross - section of the support arm 8 is rectangular. The lower end of the support arm 8 is provided with a connection groove, and the connection groove is provided with a hinge hole for the hinge shaft 13 to pass through. The connection groove is an open groove. One end of the swing rod 9 is inserted into the connection groove and is fixed by the hinge shaft 13 (a bolt shaft) and a nut 11 to form a hinge. A shock - absorbing layer 12 is provided on the inner side wall of the connection groove and / or the outer side wall of one end of the swing rod 9 located in the connection groove. The material of the shock - absorbing layer 12 is polytetrafluoroethylene. Since polytetrafluoroethylene has good wear - resistance and self - lubrication performance, it can reduce the friction at the connection between the swing rod 9 and the support arm 8. A shock - absorbing bushing 10 can be sleeved outside the hinge shaft 13, so as to further improve the shock - absorbing effect.

[0044] In this embodiment, the two ends of the first shock absorber 16 are respectively hinged with a single degree of freedom at the front - rear hinge positions of the first link 15 of the first four - link assembly; in this structure, the assembly relationship between the first four - link assembly and the first shock absorber 16 can be referred to as Figure 3 shown, and the first shock absorber 16 is horizontally arranged (relative to Figure 3in the left - right direction) within the rhombus structure formed by the first four - link assembly. The first link Ⅰ20, the first link Ⅱ19, the first link Ⅲ18, and the first link Ⅳ17 are single - degree - of - freedom hinged end - to - end to form the first four - link assembly. The single - degree - of - freedom hinge makes the two ends of the first shock absorber 16 only rotate around the hinge axis and will not deflect, thus avoiding interference with other vehicle body components. The two ends of the first shock absorber 16 can be hinged at the front - and - rear hinge positions of the first link 15 of the first four - link assembly, that is, the two ends are respectively hinged near the hinge points of the first link Ⅰ20 and the first link Ⅱ19 and near the hinge points of the first link Ⅲ18 and the first link Ⅳ17. Or when the first shock absorber 16 is a damping spring, the two ends can be directly connected near the hinge points of the first link Ⅰ20 and the first link Ⅱ19 and near the hinge points of the first link Ⅲ18 and the first link Ⅳ17. Thus, the connection method of the first shock absorber 16 and the first four - link assembly can be set according to the structure of the first shock absorber 16.

[0045] The two ends of the second shock absorber 2 are respectively single - degree - of - freedom hinged at the front - and - rear hinge positions of the second link 1 of the second four - link assembly; the connection arrangement of the second shock absorber 2 and the second four - link assembly is as Figure 3 shown and with reference to the connection arrangement of the aforementioned first shock absorber 16 and the first four - link assembly, which will not be elaborated here.

[0046] In this embodiment, the first link 15 and the second link 1 both include a rod body and a hinge portion 22. The hinge portions 22 of two adjacent first links 15 are respectively a hinge groove and a hinge head, and the hinge portions 22 of two adjacent second links 1 are respectively a hinge groove and a hinge head;

[0047] The hinge head is inserted into the hinge groove to form a hinge;

[0048] The hinge groove is a U-shaped open groove. Both the first link 15 and the second link 1 are of a three-section structure. The hinge groove and the hinge head are provided with hinge holes for the hinge shaft to pass through. The hinge parts 22 are arranged at both ends of the rod body. Preferably, the hinge head of the first link I 20 is inserted into the hinge groove of the first link II 19 to form a hinge, the hinge head of the first link II 19 is inserted into the hinge groove of the first link III 18 to form a hinge, the hinge head of the first link III 18 is inserted into the hinge groove of the first link IV 17 to form a hinge, and the hinge head of the first link IV 17 is inserted into the hinge groove of the first link I 20 to form a hinge. The connection modes of the first link I 3, the first link II 4, the first link III 5, and the first link IV 6 of the second link 1 are the same as those of the first link I 20, the first link II 19, the first link III 18, and the first link IV 17 of the aforementioned first link 15. Thus, the overall structure is simple. Compared with the hinge parts 22 of two adjacent first links 15 and second links 1 being arranged side by side to form a hinge, the lateral (relative to the left-right direction of the motorcycle) dimension of the first four-link assembly and the second four-link assembly can be reduced, saving the installation space.

[0049] In this embodiment, the hinge head and the hinge groove have a set constraint area in the hinge rotation direction, and the rod body is tubular; the cross-section of the hinge part 22 is a quasi-droplet shape structure (the top of the droplet shape is truncated to form a quasi-droplet shape), and the width of the quasi-droplet shape gradually increases along the extension direction of the rod body, that is, the aforementioned constraint area. The hinge part 22 has set dimensions in the length and width directions, which can prevent the hinge part 22 from deflecting. Thus, when the first four-link assembly and the second four-link assembly are compressed or restored to their original states, it can form a left-right direction limit for the movement of the hinge part 22, so that when the first four-link assembly and the second four-link assembly are moving, the hinge part 22 will not shift when rotating, that is, it will not shift in other directions of the motorcycle, such as the left-right direction, avoiding interference with other parts of the motorcycle during the movement process.

[0050] In this embodiment, a shock-absorbing layer 12 is provided between the side walls of the hinge head and the hinge groove; in this structure, the shock-absorbing layer 12 is made of polytetrafluoroethylene material, which has the effects of wear resistance and self-lubrication, and can be directly vulcanized on the outer side wall of the hinge head or / and the inner side wall of the hinge groove, thereby playing a certain role in reducing friction.

[0051] The hinge head and the hinge groove are hinged through a hinge shaft 13, and a shock-absorbing bushing 10 is sleeved outside the hinge shaft 13; the shock-absorbing bushing 10 can be a metal bushing or a plastic bushing, which is an application of the prior art and will not be elaborated here. The hinge shaft 13 is a bolt shaft, and the bolts pass through the hinge holes on the hinge part 22 one by one and are fixed by lock nuts 11 to form a hinge. The shock-absorbing bushing 10 is located in the hinge hole. The hinge shaft 13 at the lower part of the four-link assembly is a wheel shaft. The cooperation relationship among the hinge shaft 13, the nut 11, and the hinge part 22 can be referred to as Figure 5as shown

[0052] In this embodiment, there are two front shock absorber assemblies and two rear shock absorbers respectively disposed on the left and right sides of the motorcycle; the left and right refer to the left and right directions of the motorcycle. In this structure, there are two front shock absorber assemblies and two rear shock absorbers respectively, so as to improve the shock absorption effect and the structure is stable.

[0053] There are several reinforcing ribs 14 between the support arm 8 disposed on the left side of the front wheel and the support arm 8 disposed on the right side of the front wheel, and the several reinforcing ribs 14 are spaced apart; both ends of the reinforcing ribs 14 are welded to the two support arms 8 respectively. The reinforcing ribs 14 are of plate-like structure. The reinforcing ribs 14 can be provided with three or set according to the usage requirements, so as to support the two support arms 8 and improve the load-bearing capacity of the support arm 8.

[0054] In this embodiment, both the first shock absorber 16 and the second shock absorber 2 include a damping member and a shock absorber spring 203 sleeved outside the damping member. When the damping member is stretched, the shock absorber spring 203 is compressed; in this structure, when both ends of the shock absorber spring 203 are installed on the damping member, when the damping member is stretched, the shock absorber spring 203 is compressed, that is, both ends of the damping member extend relative to Figure 1 the left and right directions, and both ends of the shock absorber spring 203 are compressed relative to Figure 1 the left and right directions, so as to achieve shock absorption; the structures of the first shock absorber 16 and the second shock absorber 2 are as Figure 7 shown

[0055] Alternatively, when the damping member is stretched, the shock absorber spring 203 is stretched; when both ends of the shock absorber spring 203 are installed on the first four-link assembly and when both ends of the shock absorber spring 203 are installed on the second four-link assembly, when the damping member is stretched, the shock absorber spring 203 is also stretched, so as to achieve vibration reduction.

[0056] In this embodiment, a first damping member hinge seat is fixedly provided on the first link 15 corresponding to both ends of the damping member, and both ends of the damping member are respectively hinged to the corresponding first damping member hinge seats; both ends of the damping member are provided with a mounting seat Ⅰ210 and a mounting seat Ⅱ211 for corresponding hinge connection with the first damping member hinge seats respectively. The first damping member hinge seat can be integrally formed with the first link 15. An articulation groove can be provided on the first damping member hinge seat, and an articulation hole is provided on the articulation groove. Both ends of the damping member are respectively inserted into the articulation groove and fixed by bolts and nuts 11 to form an articulation; or the first damping member hinge seat is a plate-like structure, an articulation hole is provided on the plate-like structure, and both ends of the damping member are articulated through the articulation hole. Of course, the articulation shaft 13 is a bolt shaft and is fixed by a nut 11.

[0057] A second damping member hinge seat 21 is fixedly provided at both ends of the second link 1 corresponding to both ends of the damping member. Both ends of the damping member are respectively hinged to the corresponding second damping member hinge seats 21. The connection and cooperation relationship between the damping member and the second damping member hinge seat 21 is the same as the cooperation relationship between the damping member and the first damping member described above, and will not be elaborated here.

[0058] In this embodiment, the steering column 7 is provided with a mounting seat, and the upper end of the second four-link assembly is hinged to the mounting seat; the connection structure is as Figure 6 shown. An opening groove is provided on the mounting seat, and a hinge hole is provided in the opening groove. The upper end of the second four-link assembly is inserted into the opening groove to form a hinge. Of course, it is formed by inserting a bolt into the hinge hole and fixing it with a nut 11, so that the overall structure is compact.

[0059] In this embodiment, the damping member includes a sleeve 201, a cylinder block 202 and a piston assembly. When the damping member is installed on the first four-link assembly, one end of the sleeve 201 and one end of the cylinder block 202 are respectively hinged to the corresponding first damping member hinge seats. When the damping member is installed on the second four-link assembly, one end of the sleeve 201 and one end of the cylinder block 202 are respectively hinged to the corresponding second damping member hinge seats 21. One end of the cylinder block 202 is slidably arranged in the sleeve 201. The piston assembly is located in the sleeve 201. The piston assembly includes a piston rod 212 and a piston connected to one end of the piston rod 212. The other end of the piston rod 212 is connected to the sleeve 201. The piston assembly is hermetically connected to the cylinder block 202. The piston is located in the cylinder block 202. One end of the piston rod 212 extends into the cylinder block 202 to be connected to the piston. The cooperation structure and method between the piston assembly and the cylinder block 202 are the application of the prior art, and will not be elaborated here. One end of the sleeve 201 is open, and one end of the cylinder block 202 is located in the sleeve 201. The structure of the first damping member hinge seat can be referred to as the structure of the second damping member hinge seat 21 shown in Figure 7 shown in.

[0060] The sleeve 201 is provided with a plurality of sliding grooves 204. The outer wall of one end of the cylinder block 202 located in the sleeve 201 is provided with a plurality of sliding components that cooperate with the plurality of sliding grooves 204. The plurality of sliding components respectively extend out of the plurality of sliding grooves 204 and can be driven to slide along the sliding grooves 204. The sliding grooves 204 are axially opened along the sleeve 201 and are arranged at intervals in the circumferential direction of the sleeve 201. A sliding component is arranged on the outer wall of one end of the cylinder block 202 located in the sleeve 201. The sliding component extends out of the sleeve 201 through the sliding groove 204. When the damping member extends, the sliding component is driven to slide along the sliding groove 204.

[0061] In this embodiment, an installation component is threadedly connected to the outer wall of the rear end of the sleeve 201. The installation component includes a spring seat I 205 and a fixed seat 206. The sliding component is close to the front end of the sleeve 201 and is disposed opposite to the installation component. The sliding component includes a fixed block 208 and a spring seat II 209 disposed on the fixed block 208. One end of the shock-absorbing spring 203 is connected to the spring seat II 209 of one of the sliding components, and the other end of the shock-absorbing spring 203 is connected to the spring seat I 205. One end of the shock-absorbing spring 203 is connected to the spring seat I 205, and the other end of the shock-absorbing spring 203 is installed on the spring seat II 209. Thus, when the damper extends, the end of the shock-absorbing spring 203 connected to the spring seat II 209 moves to the right along with the cylinder block 202, and the end of the shock-absorbing spring 203 connected to the spring seat I 205 moves to the left along with the piston rod 212. Thus, when the damper extends, the shock-absorbing spring 203 is compressed. The installation component further includes a locking member 207, which can be a structure similar to the nut 11. The spring seat I 205, the fixed seat 206, and the locking member 207 are arranged in sequence (the spring seat I 205, the fixed seat 206, and the locking member 207 are all annular structures and are threadedly connected to the threads provided on the outer wall of the sleeve 201). The spring seat I 205 and the spring seat II 209 are disposed opposite to each other. A plurality of sliding components are arranged at intervals along the circumferential direction of the sleeve 201, and the number is the same as that of the sliding grooves 204.

[0062] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit them. Although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that the technical solutions of the present invention can be modified or equivalently replaced without departing from the spirit and scope of the technical solutions of the present invention, and they should all be covered by the scope of the claims of the present invention.

Claims

1. A tensioning shock absorption system for a motorcycle, characterized in that: It includes a front shock absorber assembly and a rear shock absorber. The rear shock absorber is a tension-type rear shock absorber, which includes a first four-link assembly and a first shock absorber member. The first four-link assembly is composed of four first links that are hinged to each other at their ends with single degrees of freedom. The two ends of the first shock absorber member are respectively connected between the front and rear first links of the first four-link assembly. During use, the upper end of the first four-link assembly is hinged to the motorcycle frame with a single degree of freedom, and the lower end is hinged to the rear wheel axle with a single degree of freedom.

2. The tensioning shock absorption system for a motorcycle according to claim 1, wherein: The front shock absorber assembly includes a tension-type front shock absorber and a support arm assembly. The tension-type front shock absorber includes a second four-link assembly and a second shock absorber member. The second four-link assembly is composed of four second links that are hinged to each other at their ends with single degrees of freedom. The two ends of the second shock absorber member are respectively connected between the front and rear second links of the second four-link assembly. During use, the upper end of the second four-link assembly is hinged to the motorcycle steering column with a single degree of freedom, and the lower end is hinged to the front wheel axle with a single degree of freedom. The support arm assembly includes a support arm and a swing rod. The upper end of the support arm is fixedly connected to the steering column. One end of the swing rod is hinged to the lower end of the support arm, and the other end is hinged to the front wheel axle.

3. The tensioning shock absorption system for a motorcycle according to claim 2, characterized in that: The two ends of the first shock absorber member are respectively hinged to the front and rear hinge positions of the first link of the first four-link assembly with single degrees of freedom. The two ends of the second shock absorber member are respectively hinged to the front and rear hinge positions of the second link of the second four-link assembly with single degrees of freedom.

4. The tensioning shock absorption system of a motorcycle according to claim 3, characterized in that: Both the first link and the second link include a rod body and a hinge portion. The hinge portions of adjacent two first links are respectively a hinge groove and a hinge head, and the hinge portions of adjacent two second links are respectively a hinge groove and a hinge head. The hinge head is inserted into the hinge groove to form a hinge.

5. The tensioned shock absorption system for a motorcycle according to claim 4, characterized in that: The hinge head and the hinge groove have a set constraint area in the hinge rotation direction, and the rod body is tubular.

6. The tensioning shock absorption system for a motorcycle according to claim 5, characterized in that: A shock-absorbing layer is provided between the side walls of the hinge head and the hinge groove. The hinge head and the hinge groove are hinged through a hinge shaft, and a shock-absorbing bushing is sleeved outside the hinge shaft.

7. The tensioning shock absorption system for a motorcycle according to claim 2, characterized in that: There are two front shock absorber assemblies and two rear shock absorbers respectively, and they are respectively arranged on the left and right sides of the motorcycle. Several reinforcing ribs are provided between the support arm on the left side of the front wheel and the support arm on the right side of the front wheel, and the several reinforcing ribs are arranged at intervals.

8. The tensioned shock absorption system of a motorcycle according to claim 2, characterized in that: Both the first shock absorber member and the second shock absorber member include a damping member and a shock-absorbing spring sleeved outside the damping member. When the damping member is stretched, the shock-absorbing spring is compressed. Or, when the damping member is stretched, the shock-absorbing spring is stretched.

9. The tensioning shock-absorbing system for a motorcycle according to claim 8, characterized in that: First damping member hinge seats are fixedly provided on the first links corresponding to the two ends of the damping member, and the two ends of the damping member are respectively hinged to the corresponding first damping member hinge seats. Second damping member hinge seats are fixedly provided on the second links corresponding to the two ends of the damping member, and the two ends of the damping member are respectively hinged to the corresponding second damping member hinge seats.

10. The tensioning shock absorption system for a motorcycle according to claim 5, characterized in that: An installation seat is provided on the steering column, and the upper end of the second four-link assembly is hinged to the installation seat.

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