Multi-connecting-rod type suspension for two-wheeled vehicle

Abstract

The utility model relates to the technical field of two-wheeled vehicle suspensions, in particular to a multi-connecting-rod type suspension for a two-wheeled vehicle, which comprises a frame main beam. The two bottom forks are arranged on the right side of the frame main beam, and the left ends of the two bottom forks are rotationally connected to the two sides of the lower end of the frame main beam respectively; the two ends of the bottom fork connecting rod are fixed to the middles of the two bottom forks respectively. The first cradle is arranged above the bottom fork, and the lower end of the first cradle is rotatably connected to the upper end of the middle of the bottom fork connecting rod; the second cradle is arranged on the left side of the first cradle, the right end of the second cradle is rotatably connected to the upper end of the first cradle, and the left end of the second cradle is rotatably connected to the lower end of the frame main beam. According to the technical scheme, the multi-connecting-rod type suspension for the two-wheeled vehicle is mainly provided, the front section is soft, the rear section is hard, and meanwhile the service life of the suspension is prolonged.

Description

Technical Field

[0001] The utility model relates to the technical field of two-wheeler suspensions, and particularly relates to a multi-link type suspension for two-wheelers. Background Art

[0002] The existing rear shock absorbers of motorcycles are divided into two types: direct connection type and multi-link type. The direct connection type rear shock absorber results in poor shock absorption effect of the rear wheel, being too hard at the front section and weak and powerless at the rear section. Therefore, a special spring structure is required for the direct connection type rear shock absorber to achieve relatively comfortable shock absorption, which increases the manufacturing cost.

[0003] The multi-link type rear shock absorber can achieve the purpose of being soft at the front section and hard at the rear section, without the need to use a special spring as the shock absorber spring, reducing the cost. However, the installation position of this multi-link type shock absorber is too low, mostly installed below the swing arm, which greatly reduces the off-road performance of the vehicle and is very likely to be damaged by obstacles during off-road driving, resulting in suspension damage. Summary of the Invention

[0004] The purpose of the utility model is to provide a multi-link type suspension for two-wheelers, which improves the off-road performance of the vehicle, reduces the chance of suspension damage caused by collision with obstacles during off-road driving, and increases the service life of the suspension.

[0005] The above technical purpose of the utility model is achieved through the following technical solutions: A multi-link type suspension for two-wheelers includes a main frame beam; two swing arms are arranged on the right side of the main frame beam, and the left ends of the two swing arms are respectively rotatably connected to both sides of the lower end of the main frame beam; a swing arm link, and both ends of the swing arm link are respectively fixed to the middle parts of the two swing arms; a first rocker, the first rocker is arranged above the swing arm, and the lower end of the first rocker is rotatably connected to the upper middle part of the swing arm link; a second rocker, the second rocker is arranged on the left side of the first rocker, the right end of the second rocker is rotatably connected to the upper end of the first rocker, and the left end of the second rocker is rotatably connected to the lower end of the main frame beam; a shock absorber, the shock absorber is arranged above the main frame beam, the upper end of the shock absorber is rotatably connected to the upper middle part of the main frame beam, and the lower end of the shock absorber is rotatably connected to the middle parts on both sides of the second rocker.

[0006] The utility model is further arranged such that two first fixing seats are formed by extending the upper middle part of the main frame beam to the right, and the upper end of the shock absorber is hinged to the two first fixing seats, and the upper end of the shock absorber is located between the two first fixing seats.

[0007] The present utility model is further configured such that the first rocker is in an H shape, and the first rocker includes two side tie rods and a connecting rod, and the middle parts of the two side tie rods are fixedly connected by the connecting rod.

[0008] The present utility model is further configured such that the upper middle part of the flat fork connecting rod extends upward to form a second fixing seat, the upper end of the second fixing seat is located between the two side tie rods, and the lower ends of the two side tie rods are hinged to the second fixing seat.

[0009] The present utility model is further configured such that the second rocker is in an inverted U shape, and the lower ends of both sides of the second rocker are rotatably connected to the lower ends of both sides of the main frame beam of the vehicle frame.

[0010] The present utility model is further configured such that the upper end of the second rocker extends upward to form a third fixing seat, and the upper end of the third fixing seat is hinged to the upper end of the first rocker.

[0011] The effects of the above technical solutions:

[0012] Using a multi-link type suspension reduces the process requirements for spring shock absorption and lowers the cost; moving the multi-link type suspension above the flat fork avoids collisions and damages caused by complex road surfaces, improves the off-road performance of the vehicle, reduces the chance of suspension damage caused by collisions with obstacles during off-road driving, and increases the service life of the suspension; the multi-link suspension structures are hinged to each other, and the hinge has good adaptability and flexibility. Description of the Drawings

[0013] In order to more clearly illustrate the technical solutions in the embodiments of the present utility model or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present utility model. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0014] Figure 1 is a perspective view of the front view angle of the embodiment;

[0015] Figure 2 is a perspective view of the right view angle of the embodiment.

[0016] In the figure: main frame beam 1 of the vehicle frame, first fixing seat 11, flat fork 2, first rocker 3, side tie rod 31, connecting rod 32, second rocker 4, third fixing seat 41, shock absorber 5, flat fork connecting rod 6, second fixing seat 61. Detailed Embodiment

[0017] The following will further describe the present utility model in detail with reference to the drawings.

[0018] A multi-link suspension for a two-wheeled vehicle, as Figure 1-2 shown, includes a main frame girder 1. A handlebar riser is provided at the left front end of the main frame girder and extends downward from left to right. Two swing arms 2 are provided on the right side of the main frame girder 1. The left ends of the two swing arms 2 are respectively rotatably connected to both sides of the lower end of the main frame girder 1. A swing arm link 6 has its two ends respectively fixed to the middle parts of the two swing arms 2. A first rocker 3 is provided above the swing arms 2. The lower end of the first rocker 3 is rotatably connected to the upper middle part of the swing arm link 6. A second rocker 4 is provided on the left side of the first rocker 3. The right end of the second rocker 4 is rotatably connected to the upper end of the first rocker 3, and the left end of the second rocker 4 is rotatably connected to the lower end of the main frame girder 1. A shock absorber 5 is provided above the main frame girder 1. The upper end of the shock absorber 5 is rotatably connected to the upper middle part of the main frame girder 1, and the lower end of the shock absorber 5 is rotatably connected to the middle parts on both sides of the second rocker 4. Two first fixing seats 11 extend rightward from the upper middle part of the main frame girder 1. The two first fixing seats 11 are hinged to the upper end of the shock absorber 5. The upper end of the shock absorber 5 is located between the two first fixing seats 11. The first rocker 3 is in an H shape and includes two side tie rods 31 and a connecting rod 32. The middle parts of the two side tie rods 31 are fixedly connected through the connecting rod 32. The upper middle part of the swing arm link 6 extends upward to form a second fixing seat 61. The upper end of the second fixing seat 61 is located between the two side tie rods 31. The lower ends of the two side tie rods 31 are hinged to the second fixing seat 61. The second rocker 4 is in an inverted U shape. The lower ends on both sides of the second rocker 4 are rotatably connected to the lower ends on both sides of the main frame girder 1. The upper end of the second rocker 4 extends upward to form a third fixing seat 41. The upper end of the third fixing seat 41 is hinged to the upper end of the first rocker 3.

[0019] During the process of bearing the riding load, especially when an off-road vehicle falls from a height, the force on the rear wheel of the vehicle is significantly lifted upward, thereby driving the swing arm 2 to push the first rocker 3 to swing upward. While the first rocker 3 swings upward, it pushes the second rocker 4. The second rocker 4 rotates around the rotation point of the main frame girder 1. During the rotation, it pushes the shock absorber 5, and the shock absorber 5 compresses, playing a role in unloading force and shock absorption. Compared with the direct connection type, the multi-link suspension greatly increases the stroke of the rear wheel swing amplitude, and at the same time also improves the comfort of the whole vehicle. And setting the suspension above the swing arm 2 can avoid collisions and damages caused by complex road surfaces, improve the off-road performance of the vehicle, reduce the chance of suspension damage caused by collisions with obstacles during off-road, and improve the service life of the suspension.

[0020] It should be noted that the words indicating directions in this article, such as up and down, etc., are all based onFigure 1 The setting made in the [[direction]] is only for the convenience of description and has no other specific meaning.

[0021] It should also be noted that in this text, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that an article or device comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such article or device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the article or device comprising the above elements.

[0022] This specific embodiment is only an interpretation of the present utility model and does not limit the present utility model. After reading this specification, those skilled in the art can make modifications to this embodiment that do not contribute creatively, but as long as they are within the scope of the claims of the present utility model, they are protected by the patent law.

Claims

1. A multi-link suspension for a two-wheeled vehicle, characterized in that: include The frame main beam; the left front end of the frame main beam is provided with a handlebar riser, extending downward from left to right; A flat fork, wherein the two flat forks are arranged on the right side of the frame main beam, and the left ends of the two flat forks are rotatably connected to both sides of the lower end of the frame main beam; A flat fork connecting rod, the two ends of which are respectively fixed to the middle parts of the two flat forks; A first cradle, the first cradle is arranged above the flat fork, and the lower end of the first cradle is rotatably connected to the middle upper end of the flat fork connecting rod; a second cradle, the second cradle being arranged on the left side of the first cradle, the right end of the second cradle being rotatably connected to the upper end of the first cradle, and the left end of the second cradle being rotatably connected to the lower end of the main beam of the frame; A shock absorber is arranged above the main beam of the frame, the upper end of the shock absorber is rotatably connected to the upper end of the middle part of the main beam of the frame, and the lower end of the shock absorber is rotatably connected to the middle part of both sides of the second cradle.

2. A multi-link suspension for a two-wheeled vehicle as claimed in claim 1, characterized in that: The middle upper end of the frame main beam extends rightward to form two first fixing seats, the two first fixing seats are hinged to the upper end of the shock absorber, and the upper end of the shock absorber is located between the two first fixing seats.

3. A multi-link suspension for a two-wheeled vehicle as claimed in claim 1, characterized in that: The first cradle is H-shaped and comprises two side tie rods and a connecting rod, and the middle parts of the two side tie rods are fixedly connected by the connecting rod.

4. A multi-link suspension for a two-wheeled vehicle as claimed in claim 3, characterized in that: The middle upper end of the flat fork connecting rod extends upward to form a second fixing seat, the upper end of the second fixing seat is located between the two side tie rods, and the lower ends of the two side tie rods are hinged to the second fixing seat.

5. A multi-link suspension for a two-wheeled vehicle as claimed in claim 1, characterized in that: The second cradle is in an inverted U shape, and the lower ends of both sides of the second cradle are rotatably connected to the lower ends of both sides of the frame main beam.

6. A multi-link suspension for a two-wheeled vehicle as claimed in claim 5, characterized in that: The upper end of the second cradle extends upward to form a third fixing seat, and the upper end of the third fixing seat is hinged to the upper end of the first cradle.

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