Motorcycle and front suspension system thereof

Abstract

The invention relates to a front suspension system of a motorcycle. The front suspension system comprises a first shock absorber, a second shock absorber, an upper yoke plate, a lower yoke plate and a rocker, the lower end of the first shock absorber is connected with a front wheel of a vehicle, the upper end of the first shock absorber is installed on a frame through an upper connecting plate, the upper end of the first shock absorber is hinged to the upper connecting plate, and the rocker comprises a first connecting rod, a second connecting rod and a third connecting rod. The first connecting rod and the third connecting rod are arranged in a Z shape; the rocker swings to drive the second damper to stretch. The invention further relates to a motorcycle comprising the front suspension system. And the second shock absorber is matched with the rocker, so that force received when the first shock absorber absorbs braking can be shared and absorbed, and the stability of the vehicle in the running process is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle shock absorption, and particularly to a motorcycle and its front suspension system. Background Art

[0002] In the field of motorcycles, it is known that the front wheel is connected through a front suspension system on the front side of the motorcycle frame. The front suspension system in the prior art generally includes a connecting plate, a steering rod, and a shock absorber. The upper end of the shock absorber is fixed on the connecting plate, the connecting plate is fixed to the steering rod, and the bottom of the shock absorber is fixed to the axle of the front wheel. When the motorcycle bumps or brakes emergently, the up-and-down vibration of the front wheel is transmitted to the shock absorber, and the stretching of the spring and the common action of the damper in the shock absorber ensure the vehicle's grip and shock absorption effect. The front suspension system in the prior art has the following defects: 1. When the vehicle brakes emergently, the front shock absorber of the vehicle will produce a large stroke compression. At the moment of compression, the vehicle's heavy mass shifts forward, which will cause a risk of falling. 2. When driving on a bumpy road or braking emergently with a conventional suspension structure, the vehicle will produce a strong "nodding" phenomenon, bringing a strong discomfort to the rider. 3. Limited by the suspension structure, when the vehicle passes over a speed bump or a step, the shock absorber cannot perfectly convert the positive collision force into the compression deformation of the shock absorber, so the rider will feel a strong impact.

[0003] For the motorcycle swing-arm type front suspension disclosed in the publication number CN113226907A, a swing arm is hinged at the lower end of the shock absorber group, and the swing arm is connected to the front wheel through a rotating pin. In this solution, by setting the swing arm to extend the stroke of the up-and-down movement of the front wheel, the compression stroke of the shock absorber can be compensated by the swing arm after the large stroke compression of the shock absorber, reducing the "nodding" phenomenon of the vehicle. Therefore, this solution can solve some of the above defects, but cannot effectively solve all of the above defects. Summary of the Invention

[0004] In order to solve the above problems, the purpose of the present invention is to provide a motorcycle and its front suspension system. Compared with the front suspension structure in the prior art, in addition to the conventional first shock absorber arranged between the front wheel and the steering shaft, a set of second shock absorbers is also arranged. The second shock absorbers cooperate with the rocker to share and absorb the force received by the first shock absorber during braking, improving the stability of the vehicle during driving.

[0005] One of the purposes of the present invention is to provide a front suspension system of a motorcycle, including a first shock absorber, a second shock absorber, an upper connecting plate, a lower connecting plate, and a rocker; The lower end of the first shock absorber is connected to the vehicle front wheel, the upper end of the first shock absorber is installed on the frame through the upper connecting plate, and the upper end of the first shock absorber is hinged to the upper connecting plate, so that the first shock absorber can rotate relative to the upper connecting plate in a direction approaching or away from the rear wheel; The rocker includes a first connecting rod, a second connecting rod and a third connecting rod. The first connecting rod is in a horizontal "L" shape. One end thereof serves as a hinge point for connecting to the second shock absorber, and the other end is hinged to one end of the third connecting rod. The other end of the third connecting rod is hinged to the vehicle frame. The first connecting rod and the third connecting rod are arranged in a "Z" shape. The second connecting rod is hinged to the corner of the first connecting rod to provide a rotation fulcrum for the first connecting rod. The upper end of the second shock absorber is hinged to the vehicle frame, and the lower end of the second shock absorber is connected to the first connecting rod. The swing of the rocker drives the telescopic movement of the second shock absorber. The lower link plate is fixed on the first shock absorber, and the lower link plate is connected to the second connecting rod.

[0006] Preferably, the second connecting rod is hinged to the lower link plate. The rotation axis of the second connecting rod relative to the lower link plate is the first axis, and the first axis is parallel to the first shock absorber. The rotation axis of the second connecting rod relative to the first connecting rod is the second axis, and the first axis is perpendicular to the second axis.

[0007] Preferably, the vehicle frame includes a vertically arranged steering shaft and an extension frame fixed on the steering shaft and extending towards the rear side of the vehicle. The hinged portion of the third connecting rod and the vehicle frame is located on the extension frame.

[0008] Preferably, a first U-shaped connecting groove extending towards the front side of the vehicle body is provided on the front side of the steering shaft. The first U-shaped connecting groove opens downward, and the upper end of the second shock absorber is rotatably arranged in the first U-shaped connecting groove.

[0009] Preferably, an upper link plate is fixed at the upper end of the steering shaft. A second U-shaped connecting groove is provided on the upper link plate. The second U-shaped connecting groove opens downward, and the upper end of the first shock absorber is rotatably arranged in the second U-shaped connecting groove.

[0010] Preferably, it includes a group of first shock absorbers arranged in parallel. The group of first shock absorbers and the lower link plate are integrally in an "H" shape, and the second shock absorber is located between the group of first shock absorbers arranged in parallel.

[0011] Preferably, it includes a pair of symmetrically arranged third connecting rods. The pair of symmetrically arranged third connecting rods are respectively connected to the first connecting rod. The second connecting rod is in a "V" shape, and the V-shaped open end of the second connecting rod is connected to the corner of the first connecting rod.

[0012] The second object of the present invention is to provide a motorcycle, including the front suspension system of the motorcycle as described above.

[0013] Due to the adoption of the above solutions, the present invention has the following beneficial effects: 1. When the vehicle passes through a bumpy road surface or makes an emergency brake, in addition to the first shock absorber playing a buffering role in the conventional front suspension system, the force received by the first shock absorber is transferred to the second shock absorber through a large swing of the rocker, thereby reducing the compression amount of the first shock absorber and greatly reducing the up and down swing amplitude of the front wheels, maintaining the stability of the vehicle body.

[0014] 2. The first shock absorber can rotate relative to the upper link plate towards or away from the rear wheels, so that the entire front suspension has a certain front and rear swing space. This design effectively decomposes the impact force received when the vehicle passes over a speed bump or a step into the front and rear swing and shock absorption compression movement of the front suspension, greatly reducing the sense of impact. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 is a schematic structural diagram of the front suspension system; Figure 2 is an exploded view of the front suspension system; Figure 3 is a schematic structural diagram of the connection between the second connecting rod and the lower link plate; Figure 4 is one of the force application movement examples of the front suspension; Figure 5 is a process diagram of the second force application movement example of the front suspension; Figure 6 is another process diagram of the second force application movement example of the front suspension.

[0016] REFERENCE SIGNS: The first shock absorber 1, the second shock absorber 2, the upper link plate 3, the second U-shaped connection groove 31, the lower link plate 4, the rocker 5, the first connecting rod 51, the second connecting rod 52, the third connecting rod 53, the vehicle frame 6, the steering shaft 61, the first U-shaped connection groove 611, the extension bracket 62. DETAILED DESCRIPTION OF THE INVENTION

[0017] The embodiments of the present invention will be described in detail below.

[0018] Embodiment 1: This embodiment provides a front suspension system, as Figure 1 - Figure 2 shown, the system includes a first shock absorber 1, a second shock absorber 2, an upper link plate 3, a lower link plate 4 and a rocker 5.

[0019] The lower end of the first shock absorber 1 is connected to the front wheel of the vehicle, and the upper end of the first shock absorber 1 is installed on the vehicle frame 6 through the upper coupling plate 3. The first shock absorber 1 in this embodiment includes an inner and outer tube and a shock absorption structure provided therein. The connection manner of the inner and outer tubes, the specific shock absorption structure, and the specific connection manner between the shock absorption structure and the inner and outer tubes are prior art and will not be described in detail herein. When the vehicle passes through bumps or sudden braking, the up and down vibrations of the front wheel are transmitted to the first shock absorber 1. The spring of the first shock absorber 1 extends or compresses and acts together with the damper to achieve the first-stage shock absorption effect.

[0020] The main improvement point of the first shock absorber 1 in this embodiment lies in the installation structure between the first shock absorber 1 and the upper coupling plate 3. In this embodiment, the upper end of the first shock absorber 1 is hinged to the upper coupling plate 3, so that the first shock absorber 1 can rotate relative to the upper coupling plate 3 in the direction of approaching or moving away from the rear wheel. With such a setting, when the front wheel receives a backward impact force, for example, when passing over a speed bump or a step, the first shock absorber 1 can drive the front wheel to swing backward relative to the vehicle frame 6, effectively decomposing the received impact force into the front and rear swings of the front suspension and the compression movement of the shock absorber, and effectively reducing the sense of impact. In a specific embodiment, as Figure 1 shown, the upper coupling plate 3 is provided with a second U-shaped connection groove 31 that opens downward, and the upper end of the first shock absorber 1 is rotatably arranged in the second U-shaped connection groove 31, so as to realize the front and rear rotation of the first shock absorber 1 relative to the upper coupling plate 3.

[0021] The rocker 5 is linked with the second shock absorber 2. The upper end of the second shock absorber 2 is hinged to the vehicle frame 6, and the lower end of the second shock absorber 2 is connected to the first connecting rod 51. The swing of the swing rod drives the second shock absorber 2 to expand and contract. By setting the second shock absorber 2, when passing over a bumpy road surface or during emergency braking, the Z-shaped rocker 5 starts to work, and transfers the force received by the first shock absorber group to the second shock absorber 2 through the large swing of the rocker 5, thereby reducing the compression amount of the first shock absorber 1 and greatly reducing the up and down swing amplitude of the front wheel, maintaining the stability of the vehicle body.

[0022] The rocker 5 includes a first connecting rod 51, a second connecting rod 52, and a third connecting rod 53. The first connecting rod 51 is in a horizontal "L" shape, one end of which is used as the hinge point for connecting to the second shock absorber 2, and the other end is hinged to one end of the third connecting rod 53. The other end of the third connecting rod 53 is hinged to the vehicle frame 6; the first connecting rod 51 and the third connecting rod 53 are arranged in a "Z" shape; the second connecting rod 52 is hinged to the corner of the first connecting rod 51 to provide a rotation fulcrum for the first connecting rod 51. The front and rear positions and the up and down positions of the second connecting rod 52 relative to the first shock absorber 1 are fixed. With the rocker 5 arranged in the above structure, the third connecting rod 53 can drive the first connecting rod 51 to rotate around its rotation fulcrum, and then the first connecting rod 51 can drive the second shock absorber 2 to expand and contract, so that the second shock absorber 2 can participate in the shock absorption work.

[0023] The lower link plate 4 is fixed on the first shock absorber 1, and the lower link plate 4 is connected to the second connecting rod 52, so that the lower link plate 4 can provide support for the rocker 5. In this embodiment, as Figure 3 shown, the second connecting rod 52 is hinged to the lower link plate 4, and the arrow in the figure indicates the rotation direction of the second connecting rod 52 relative to the lower link plate 4. The rotation axis of the second connecting rod 52 relative to the lower link plate 4 is the first axis, and the first axis is parallel to the first shock absorber 1; the rotation axis of the second connecting rod 52 relative to the first connecting rod is the second axis, and the first axis is perpendicular to the second axis. Thus, when the handlebar drives the front wheel to turn, the fixed structure of the second connecting rod 52 and the lower link plate 4 can be avoided from hindering the turning.

[0024] Preferably, it includes a pair of symmetrically arranged third connecting rods 53, and the pair of symmetrically arranged third connecting rods 53 are respectively connected to the first connecting rod 51; the second connecting rod 52 is in a "V" shape, and the V-shaped opening end of the second connecting rod 52 is connected to the corner of the first connecting rod 51. Thus, the swing of the swing rod is more stable.

[0025] In the embodiment, the frame 6 includes a vertically arranged steering shaft 61 and an extension frame 62 fixed on the steering shaft 61 and extending towards the rear side of the vehicle; the hinged part of the third connecting rod 53 and the frame 6 is located on the extension frame 62. A first U-shaped connecting groove 611 extending towards the front side of the vehicle body is provided on the front side of the steering shaft 61, and the first U-shaped connecting groove 611 opens downward, and the upper end of the second shock absorber 2 is rotatably arranged in the first U-shaped connecting groove 611. With such a setting, the position and direction of the second shock absorber 2 and the swing rod are limited, and the compression direction of the second shock absorber 2 by the swing rod is limited. And the upper link plate 3 is fixed on the upper end of the steering shaft 61, and a second U-shaped connecting groove 31 is provided on the upper link plate 3, and the second U-shaped connecting groove 31 opens downward, and the upper end of the first shock absorber 1 is rotatably arranged in the second U-shaped connecting groove 31. With such a setting, the structure of the front suspension system is simple and compact.

[0026] Preferably, in this embodiment, it includes a group of parallel first shock absorbers 1, and the group of first shock absorbers 1 and the lower link plate 4 are integrally in an "H" shape, and the second shock absorber 2 is located between the group of parallel first shock absorbers 1. By providing a group of first shock absorbers 1, with the front wheel arranged between the two first shock absorbers 1, the front wheel driving the two first shock absorbers 1 to move synchronously can provide better shock absorption effect. The second shock absorber 2 is located between the group of parallel first shock absorbers 1, and the overall structure of the front suspension is compact, and the installation space of the front suspension will not be greatly increased due to the addition of the second shock absorber 2.

[0027] The front suspension system is further described below in combination with specific motion scenarios.

[0028] Scenario 1: When the vehicle passes over a speed bump or a step, the front wheel will be subjected to a backward impact force, and the direction of the force is as shown by the leftmost arrow in Figure 4 . This force is applied to the front suspension. The force is decomposed into one force that goes upward to the first shock absorber and another force that goes horizontally backward as indicated by the arrows. In the conventional front suspension system in the prior art, when encountering an impact force in this direction, the front wheel can only float up and down along the fixed direction of the shock absorber, and the rider will clearly feel the impact force. As shown in Figure 4 , in the front suspension system in this embodiment, when receiving a backward impact force, the first shock absorber group will generate a slight swing with the rotation axis point A of the upper link plate 3 as the center of gravity, converting a part of the backward impact force into the swing movement of the first shock absorber group, thereby reducing the impact force received by the rider. Among them, the rotation axis point A refers to the hinge point of the first shock absorber 1 and the upper link plate 3. The upward impact force is converted into the telescopic movement of the first shock absorber 1.

[0029] Scenario 2: When the vehicle brakes suddenly or travels on a bumpy road surface, the conventional suspension structure will produce a large stroke compression during shock absorption, resulting in the "nodding" phenomenon, which endangers the riding safety. As shown in Figure 5 - Figure 6 , Figure 5 and Figure 6 indicate the movement directions of each component by arrows. In the front suspension system of this embodiment, when the vehicle brakes suddenly or travels on a bumpy road surface, the first shock absorber 1 compresses, and the Z-shaped swing rod structure intervenes in the work. Specifically, the lower link plate 4 transmits the force to the second link 52, and the second link 52 drives the third link 53 to swing in the direction indicated by the arrow in Figure 5 . The third link 53 drives the first link 51 to compress the second shock absorber 2 upward. The overall swing direction of the swing rod is as indicated by the horizontal arrow in Figure 6 , and as shown in Figure 6 , the compression of the second shock absorber 2 drives the center of the vehicle to move forward and the front of the vehicle to press down. In this application scenario, in the front suspension system of this embodiment, most of the force received by the first shock absorber 1 is transmitted to the second shock absorber 2, and the second shock absorber 2 absorbs this part of the force through shock absorption compression, so that the tire will not have a large up and down movement when braking suddenly or traveling on a bumpy road surface.

[0030] And in combination with Figure 6 , since the second shock absorber 2 greatly compresses to absorb the force generated during braking, the force received by the first shock absorber 1 decreases, resulting in a small compression, and it swings slightly under the influence of the front suspension structure. During this process, the wheelbase of the front and rear wheels does not change significantly, improving the driving stability of the vehicle and the riding safety.

[0031] Embodiment 2: This embodiment provides a motorcycle, which includes the front suspension system shown in Embodiment 1. This motorcycle also has the beneficial effects brought by this front suspension system.

[0032] Although embodiments of the present invention have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present invention. The scope of the present invention is defined by the claims and their equivalents.

Claims

1. The front suspension system of a motorcycle, characterized in that, It includes a first shock absorber, a second shock absorber, an upper link plate, a lower link plate and a rocker; The lower end of the first shock absorber is connected to the front wheel of the vehicle. The upper end of the first shock absorber is mounted on the vehicle frame through the upper link plate, and the upper end of the first shock absorber is hinged to the upper link plate, so that the first shock absorber can rotate relative to the upper link plate in a direction close to or away from the rear wheel; The rocker includes a first link, a second link and a third link. The first link is in a horizontal "L" shape. One end of it is used as a hinge point for connecting to the second shock absorber, and the other end is hinged to one end of the third link. The other end of the third link is hinged to the vehicle frame; the first link and the third link are arranged in a "Z" shape; the second link is hinged to the corner of the first link to provide a rotation fulcrum for the first link; The upper end of the second shock absorber is hinged to the vehicle frame, and the lower end of the second shock absorber is connected to the first link. The swing of the rocker drives the second shock absorber to expand and contract; The lower link plate is fixed on the first shock absorber, and the lower link plate is connected to the second link.

2. The front suspension system of a motorcycle according to claim 1, characterized in that, The second link is hinged to the lower link plate. The rotation axis of the second link relative to the lower link plate is the first axis, and the first axis is parallel to the first shock absorber; the rotation axis of the second link relative to the first link is the second axis, and the first axis is perpendicular to the second axis.

3. The front suspension system of a motorcycle according to claim 1, characterized in that, The vehicle frame includes a vertically arranged steering shaft and an extension frame fixed on the steering shaft and extending towards the rear side of the vehicle; the hinge point of the third link and the vehicle frame is located on the extension frame.

4. The front suspension system of a motorcycle according to claim 3, characterized in that, In front of the steering shaft, there is a first U-shaped connecting groove extending towards the front side of the vehicle body. The first U-shaped connecting groove opens downward, and the upper end of the second shock absorber is rotatably arranged in the first U-shaped connecting groove.

5. The front suspension system of a motorcycle according to claim 3, wherein, The upper link plate is fixed at the upper end of the steering shaft. There is a second U-shaped connecting groove on the upper link plate. The second U-shaped connecting groove opens downward, and the upper end of the first shock absorber is rotatably arranged in the second U-shaped connecting groove.

6. The front suspension system of a motorcycle according to claim 1, characterized in that, It includes a group of first shock absorbers arranged in parallel. The group of first shock absorbers and the lower link plate are integrally in an "H" shape, and the second shock absorber is located between the group of first shock absorbers arranged in parallel.

7. The front suspension system of a motorcycle according to claim 1, characterized in that, It includes a pair of symmetrically arranged third links. The pair of symmetrically arranged third links are respectively connected to the first link; the second link is in a "V" shape, and the open end of the "V" shape of the second link is connected to the corner of the first link.

8. A motorcycle, characterized in that, It includes the front suspension system of a motorcycle according to any one of claims 1-7.

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