Labor-saving steering mechanism of inverted three-wheel motorcycle and inverted three-wheel motorcycle comprising same

Abstract

The utility model discloses an inverted three-wheeled motorcycle labor-saving steering mechanism and an inverted three-wheeled motorcycle comprising the same, and belongs to the technical field of inverted tricycles. The front suspension main body is mounted at the lower end of the frame; the first end of the steering driving arm is connected with the front fork shaft fixing position; the steering driven arm is rotatably mounted on the front suspension main body; the first end of the steering driving arm adjusting rod is hinged to the second end of the steering driving arm, and the second end of the steering driving arm adjusting rod is hinged to the steering driven arm; an included angle is formed between the steering driving arm and the steering driving arm adjusting rod. By arranging the steering driving arm, the steering driven arm and the steering driving arm adjusting rod, a steering force arm is increased, and steering is more labor-saving; and meanwhile, the steering stability is also improved.

Description

Technical Field

[0001] This utility model belongs to the technical field of reverse tricycles, specifically relating to a labor-saving steering mechanism for a reverse tricycle and a reverse tricycle including the mechanism. Background Technology

[0002] Three-wheeled motorcycles have two front wheels and one rear wheel. The two front wheels have steering function, while the rear wheel has driving function. In complex terrain environments, they have better stability and safety than two-wheeled vehicles. Their structure is relatively simple and the cost is low, so they are very popular with consumers.

[0003] However, the existing front wheel steering mechanism of three-wheeled motorcycles directly drives the left and right front wheel assemblies for steering through the front fork shaft. When steering, the small steering arm makes it difficult to operate and results in poor flexibility. Utility Model Content

[0004] To solve the above problems, the present invention adopts the following technical solution:

[0005] A force-saving steering mechanism for a three-wheeled motorcycle, comprising:

[0006] A fork shaft, which is rotatably mounted on the frame;

[0007] A front suspension body, which is mounted on the lower end of the vehicle frame;

[0008] Steering drive arm, the first end of which is fixedly connected to the front fork shaft;

[0009] A steering follower arm, which is rotatably mounted on the front suspension body;

[0010] A steering drive arm adjusting rod, wherein a first end of the steering drive arm adjusting rod is hinged to a second end of the steering drive arm, and the second end of the steering drive arm adjusting rod is hinged to the steering driven arm; an angle is set between the steering drive arm and the steering drive arm adjusting rod;

[0011] When turning, the front fork shaft is rotated, which drives the steering drive arm to swing synchronously. The steering drive arm drives the steering driven arm to swing through the steering drive arm adjusting rod, thereby changing the relative angle between the steering driven arm and the front suspension body. In turn, the steering driven arm drives the left front wheel assembly and the right front wheel assembly to deflect synchronously in the same direction, thereby changing the direction of travel.

[0012] Furthermore, the steering drive arm and the steering drive arm adjusting rod are located on the same side of the front suspension body.

[0013] Furthermore, the steering driven arm has a T-shaped structure. One end of the lateral arm of the steering driven arm is hinged to the front suspension body, and the other end is hinged to the second end of the steering drive arm adjusting rod. A steering connecting seat is provided at the end of the vertical arm of the steering driven arm away from the lateral arm. The steering connecting seat is driven to the left front wheel assembly and the right front wheel assembly through the steering drive assembly, so as to drive the left front wheel assembly and the right front wheel assembly to rotate synchronously and in the same direction. A clearance space is provided at the connection between the vertical arm and the lateral arm of the steering driven arm to avoid the front suspension body.

[0014] Furthermore, a steering follower arm support rod is provided on the front suspension body, and the steering follower arm support rod is hinged to the cross arm of the steering follower arm.

[0015] Furthermore, the steering drive assembly includes a left steering tie rod and a right steering tie rod. The first end of both the left and right steering tie rods is hinged to the steering connector. The second end of the left steering tie rod is connected to the left front wheel knuckle assembly via a left universal joint, and a left front wheel hub assembly is mounted on the left front wheel knuckle assembly. The second end of the right steering tie rod is connected to the right front wheel knuckle assembly via a right universal joint, and a right front wheel hub assembly is mounted on the right front wheel knuckle assembly.

[0016] Furthermore, the angle between the vertical axis of the left front wheel steering knuckle assembly and the right front wheel steering knuckle assembly and the normal to the ground tire landing point is 10°-12°.

[0017] Furthermore, the rotation plane of the steering drive arm adjusting rod is parallel to the rotation plane of the steering connecting seat.

[0018] Furthermore, the first end of the steering drive arm adjusting rod and the second end of the steering drive arm, as well as the second end of the steering drive arm adjusting rod and the steering driven arm, are all connected by ball joint hinges.

[0019] A reverse three-wheeled motorcycle, comprising the labor-saving steering mechanism of any of the above-mentioned reverse three-wheeled motorcycles.

[0020] Beneficial effects:

[0021] This invention increases the steering arm by setting a steering drive arm, a steering driven arm, and a steering drive arm adjusting rod, making steering easier and also increasing steering stability.

[0022] This invention reduces the lever arm required for steering and improves operational stability by setting a special angle between the vertical axes of the left and right front wheel steering assemblies and the normal to the ground tire landing point. Attached Figure Description

[0023] Figure 1 A schematic diagram of the overall structure of the labor-saving steering mechanism for a three-wheeled motorcycle provided by this utility model;

[0024] Figure 2 Other perspective schematic diagrams of the overall structure of the three-wheeled motorcycle steering mechanism provided by this utility model;

[0025] Figure 3 Other perspective schematic diagrams of the overall structure of the three-wheeled motorcycle steering mechanism provided by this utility model;

[0026] Figure 4 for Figure 3 Enlarged view of part I in the middle;

[0027] Figure 5 for Figure 3 Enlarged view of part II;

[0028] Figure 6 for Figure 3 Enlarged view of part III;

[0029] The components are as follows: 1. Steering handle; 2. Front fork shaft; 3. Steering drive arm; 4. Steering drive arm adjusting rod; 5. Steering driven arm; 6. Right front wheel assembly; 7. Steering connector; 8. Right universal joint; 9. Right steering tie rod; 10. Hinge bolt; 11. Left steering tie rod; 12. Left universal joint; 13. Left front wheel assembly; 14. Front suspension body; 15. Ball joint; 16. Left front wheel knuckle assembly; 17. Steering driven arm support rod; 18. Right front wheel knuckle assembly. Detailed Implementation

[0030] Example 1

[0031] refer to Figures 1-6 A force-saving steering mechanism for a three-wheeled motorcycle, comprising:

[0032] Front fork shaft 2, which is rotatably mounted on the frame;

[0033] The front suspension body 14 is mounted on the lower end of the vehicle frame;

[0034] Steering drive arm 3, the first end of steering drive arm 3 is fixedly connected to front fork shaft 2;

[0035] Steering driven boom 5 is rotatably mounted on the front suspension body 14;

[0036] Steering drive arm adjusting rod 4, the first end of steering drive arm adjusting rod 4 is hinged to the second end of steering drive arm 3, and the second end of steering drive arm adjusting rod 4 is hinged to steering driven arm 5; the included angle between steering drive arm 3 and steering drive arm adjusting rod 4 is set;

[0037] When turning, the front fork shaft 2 is rotated, and the front fork shaft 2 drives the steering drive arm 3 to swing synchronously. The steering drive arm 3 drives the steering driven arm 5 to swing through the steering drive arm adjusting rod 4, so as to change the relative angle between the steering driven arm 5 and the front suspension body 14. Then, the steering driven arm 5 drives the left front wheel assembly 13 and the right front wheel assembly 6 to deflect synchronously in the same direction, so as to change the direction of travel.

[0038] In this embodiment, the steering drive arm 3 and the steering drive arm adjusting rod 4 are located on the same side of the front suspension body 14.

[0039] When performing a steering operation, the angle between the steering drive arm 3 and the steering drive arm adjusting rod 4 will change accordingly. The larger the steering angle, the greater the steering force required, which can achieve high-speed steering stability.

[0040] In this embodiment, a handlebar 1 is provided at the end of the front fork shaft 2 away from the front suspension body 14 to facilitate the steering rotation of the front fork shaft 2.

[0041] In this embodiment, the steering driven arm 5 has a T-shaped structure. One end of the horizontal arm of the steering driven arm 5 is hinged to the front suspension body 14, and the other end is hinged to the second end of the steering drive arm adjusting rod 4. The vertical arm of the steering driven arm 5 is provided with a steering connecting seat 7 at the end away from the horizontal arm. The steering connecting seat 7 is driven to the left front wheel assembly 13 and the right front wheel assembly 6 through the steering drive assembly, so as to drive the left front wheel assembly 13 and the right front wheel assembly 6 to rotate synchronously in the same direction. A clearance space is provided at the connection between the vertical arm and the horizontal arm of the steering driven arm 5 to avoid the front suspension body 14.

[0042] Specifically, a steering driven arm support rod 17 is provided on the front suspension body 14. The steering driven arm support rod 17 is hinged to the cross arm of the steering driven arm 5. The front suspension body 14 is hinged to the cross arm of the steering driven arm 5 through the steering driven arm support rod 17.

[0043] In this embodiment, the steering drive assembly includes a left steering tie rod 11 and a right steering tie rod 9. The first end of the left steering tie rod 11 and the first end of the right steering tie rod 9 are both hinged to the steering connector 7. The second end of the left steering tie rod 11 is connected to the left front wheel knuckle assembly via a left universal joint 12, and the left front wheel hub assembly is mounted on the left front wheel knuckle assembly. The second end of the right steering tie rod 9 is connected to the right front wheel knuckle assembly via a right universal joint 8, and the right front wheel hub assembly is mounted on the right front wheel knuckle assembly.

[0044] The steering connector 7 is hinged to the first end of the left steering tie rod 11 and the first end of the right steering tie rod 9 by a hinge bolt 10.

[0045] In this embodiment, the angle between the vertical axis of the left front wheel steering knuckle assembly and the right front wheel steering knuckle assembly and the normal to the ground tire landing point is 10°-12°, preferably 11°-12°, and more preferably 11.7°.

[0046] Specifically, by reducing the angle between the vertical axes of the left and right front wheel steering knuckle assemblies and the normal to the tire's landing point on the ground, the distance to the tire's landing point is shortened, thus reducing the lever arm. Since the driving force required for steering is constant, a shorter lever arm results in a smaller required torque.

[0047] In this embodiment, the rotation plane of the steering drive arm adjusting rod 4 is parallel to the rotation plane of the steering connecting seat 7.

[0048] In this embodiment, the first end of the steering drive arm adjusting rod 4 and the second end of the steering drive arm 3, as well as the second end of the steering drive arm adjusting rod 4 and the steering driven arm 5, are all hinged together by ball joint 15.

[0049] This embodiment increases the steering arm by setting a steering drive arm, a steering driven arm, and a steering drive arm adjusting rod, making steering easier and also increasing steering stability.

[0050] Example 2

[0051] A reverse three-wheeled motorcycle includes the labor-saving steering mechanism for the reverse three-wheeled motorcycle provided in Embodiment 1.

[0052] The above description is merely a preferred embodiment of the present utility model and does not constitute any limitation on the technical scope of the present utility model. Therefore, any minor modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present utility model shall still fall within the scope of the technical solution of the present utility model.

Claims

1. A labor-saving steering mechanism for a three-wheeled motorcycle, characterized in that, include: A fork shaft, which is rotatably mounted on the frame; A front suspension body, which is mounted on the lower end of the vehicle frame; Steering drive arm, the first end of which is fixedly connected to the front fork shaft; A steering follower arm, which is rotatably mounted on the front suspension body; A steering drive arm adjusting rod, wherein a first end of the steering drive arm adjusting rod is hinged to a second end of the steering drive arm, and the second end of the steering drive arm adjusting rod is hinged to the steering driven arm; an angle is set between the steering drive arm and the steering drive arm adjusting rod; When turning, the front fork shaft is rotated, which drives the steering drive arm to swing synchronously. The steering drive arm drives the steering driven arm to swing through the steering drive arm adjusting rod, thereby changing the relative angle between the steering driven arm and the front suspension body. In turn, the steering driven arm drives the left front wheel assembly and the right front wheel assembly to deflect synchronously in the same direction, thereby changing the direction of travel.

2. The three-wheeled motorcycle steering mechanism according to claim 1, characterized in that, The steering drive arm and the steering drive arm adjusting rod are located on the same side of the front suspension body.

3. The three-wheeled motorcycle steering mechanism according to claim 1, characterized in that, The steering driven arm has a T-shaped structure. One end of the lateral arm of the steering driven arm is hinged to the front suspension body, and the other end is hinged to the second end of the steering drive arm adjusting rod. A steering connecting seat is provided at the end of the vertical arm of the steering driven arm away from the lateral arm. The steering connecting seat is driven to the left front wheel assembly and the right front wheel assembly through the steering drive assembly, so as to drive the left front wheel assembly and the right front wheel assembly to rotate synchronously and in the same direction. A clearance space is provided at the connection between the vertical arm and the lateral arm of the steering driven arm to avoid the front suspension body.

4. The three-wheeled motorcycle steering mechanism according to claim 3, characterized in that, The front suspension body is provided with a steering driven arm support rod, which is hinged to the cross arm of the steering driven arm.

5. The three-wheeled motorcycle steering mechanism according to claim 3, characterized in that, The steering drive assembly includes a left steering tie rod and a right steering tie rod. The first end of both the left and right steering tie rods is hinged to the steering connector. The second end of the left steering tie rod is connected to the left front wheel steering knuckle assembly via a left universal joint, and a left front wheel hub assembly is mounted on the left front wheel steering knuckle assembly. The second end of the right steering tie rod is connected to the right front wheel steering knuckle assembly via a right universal joint, and a right front wheel hub assembly is mounted on the right front wheel steering knuckle assembly.

6. The three-wheeled motorcycle steering mechanism according to claim 5, characterized in that, The angle between the vertical axis of the left front wheel steering knuckle assembly and the right front wheel steering knuckle assembly and the normal to the point where the tires land on the ground is 10°-12°.

7. The three-wheeled motorcycle steering mechanism according to claim 3, characterized in that, The rotation plane of the steering drive arm adjusting rod is parallel to the rotation plane of the steering connecting seat.

8. The three-wheeled motorcycle steering mechanism according to claim 1, characterized in that, The first end of the steering drive arm adjusting rod and the second end of the steering drive arm, as well as the second end of the steering drive arm adjusting rod and the steering driven arm, are all connected by ball joint hinges.

9. A reverse three-wheeled motorcycle, characterized in that, Includes the three-wheeled motorcycle steering mechanism described in any one of items 1-8.

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