Steering transmission structure and vehicle

Abstract

The utility model provides a steering transmission structure and a vehicle, the steering transmission structure is applied to a steering system of a bestriding type vehicle and comprises a steering knuckle arranged at the top of a front fork sleeve and a steering pull rod connected between the steering knuckle and a handlebar. The steering knuckle comprises a steering knuckle base connected to the top of the front fork sleeve and a steering arm located at the front end of the steering knuckle base. In addition, the steering arm extends towards the rear upper portion of the vehicle, the steering pull rod is connected between the steering arm and the handlebar, and the length of the steering pull rod is adjustable. According to the steering transmission structure, the steering arm extends towards the rear upper portion of the vehicle, the transmission direction of force can be changed, external force and the like can be effectively buffered and converted, the force can be effectively prevented from directly acting on a handlebar, and riding comfort can be improved. Moreover, the length of the steering pull rod is adjustable, so that a rider can adjust the steering force according to own habits and the riding environment, and the riding comfort and the quality of the whole vehicle can be further improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to vehicle accessory technical field, especially a steering transmission structure, and the utility model relates to a vehicle with the steering transmission structure. BACKGROUND

[0002] The steering system of traditional straddle-type vehicles (such as fuel motorcycles or electric motorcycles) usually adopts a relatively simple and direct mechanical connection mode, which greatly reduces the riding comfort and steering stability because the hands of the rider are frequently subjected to vibration impact during riding. In addition, the existing steering device lacks flexibility in the control of the turning angle and is difficult to quickly adjust according to the actual riding state, resulting in poor steering reliability and low vehicle quality.

[0003] In addition, most traditional straddle-type vehicles only provide a single fixed steering force mode, without fully considering the habit differences between individual riders. Due to the lack of structures to adjust the steering force, riders cannot personalize the vehicle according to their habits, further reducing the riding comfort and overall vehicle quality. SUMMARY

[0004] Therefore, the utility model aims to provide a steering transmission structure to adjust the steering force and improve the riding comfort.

[0005] To achieve the above-mentioned purpose, the technical solution of the utility model is as follows:

[0006] A steering transmission structure applied to the steering system of a straddle-type vehicle, comprising a steering knuckle arranged at the top of a front fork sleeve, and a steering tie rod connected between the steering knuckle and a handlebar.

[0007] The steering knuckle comprises a steering knuckle base connected to the top of the front fork sleeve, and a steering arm located at the front end of the steering knuckle base.

[0008] The steering arm extends upward and rearward of the vehicle, the steering tie rod is connected between the steering arm and the handlebar, and the length of the steering tie rod is adjustable.

[0009] Further, the two steering knuckles are arranged on the same side of the front fork sleeve, and the steering tie rod is connected between each steering knuckle and the handlebar.

[0010] Further, the two steering knuckle bases are connected by a connecting arm, and the two steering knuckles and the connecting arm are integrally formed; and / or,

[0011] The upper connecting plate is connected between the top of the front fork sleeve of the two sides, and the two knuckle joints are integrally formed on the upper connecting plate.

[0012] Further, the angle between the extension direction of the steering arm and the axial direction of the front fork sleeve is between 40°-50°.

[0013] Further, the steering pull rod comprises a middle rod body and connecting rod bodies respectively arranged at two ends of the middle rod body.

[0014] The connecting rod bodies at two ends each have a screw rod part and a protective cover sleeved outside the screw rod part.

[0015] The screw rod part is screwed with the middle rod body, the protective cover forms a cover for at least part of the middle rod body, and the rotation directions of the screw rod parts at two ends are opposite.

[0016] Further, the steering pull rod further comprises locking nuts respectively arranged on the screw rod parts at two ends.

[0017] The locking nuts at two ends are located in the protective covers at the corresponding ends and can abut against the middle rod body.

[0018] Further, the connecting rod bodies at two ends each have a radially outwardly protruding fixing flange.

[0019] One end of each protective cover is sleeved on the fixing flange at the corresponding end and is fixed on the fixing flange through a threaded fastener.

[0020] Further, the middle rod body has a radially outwardly protruding operation block.

[0021] The operation block is used for receiving external force to drive the rotation of the middle rod body.

[0022] Further, the connecting rod bodies at two ends each have a ball pin seat, a ball pin located in the ball pin seat at one end, and a sealing cover arranged between the ball pin and the ball pin seat.

[0023] The steering pull rod is connected with the knuckle joints and the handlebar through the ball pins at two ends.

[0024] Compared with the prior art, the utility model has the following advantages:

[0025] The utility model discloses steering transmission structure, through the steering knuckle base is connected in the front fork sleeve top, directly receives the force from the wheel and the road surface produces, and it is transmitted to the top, and the steering arm extends to the vehicle rear upper side, can change the transmission direction of force, so that the vehicle in the running process, can more effectively buffer and convert external force, can effectively avoid these forces direct action on the handlebar, benefit to improve the riding comfort. Moreover, through the length of steering drag link adjustable, can make the rider adjust steering force according to own habit and riding environment, can further improve the riding comfort and whole vehicle quality.

[0026] Secondly, compared with single steering knuckle and steering drag link, by setting two steering knuckles and two steering drag links, the load bearing of single steering knuckle and steering drag link is effectively reduced, the steering failure caused by the damage of steering knuckle and steering drag link can be prevented, so that the driving safety can be ensured. By connecting the two steering knuckle bases through the connecting arm, and integrally forming the two steering knuckles and the connecting arm, a more stable overall structure can be formed, the damage risk caused by weak structure points can be reduced, the structural strength and rigidity of the steering transmission structure can be effectively improved, so that the steering control reliability can be improved.

[0027] By making the included angle between the extension direction of the steering arm and the axial direction of the front fork sleeve between 40°-50°, the steering angle of the handlebar can be effectively converted into the steering angle of the wheel, which will not cause too slow steering due to too small angle, and will not cause too sensitive steering and difficult to control due to too large angle. In addition, during steering, the steering arm can more evenly distribute the force from the handlebar and the front fork on the steering arm and the related connecting components, reduce local stress concentration, reduce the risk of component damage, and prolong the service life of the steering system.

[0028] By making the steering drag link include a middle rod body, connecting rod bodies arranged at both ends of the middle rod body, and screw portions arranged on both end connecting rod bodies, and making the rotation directions of both end screw portions opposite, when it is necessary to change the steering characteristics of the vehicle, only need to rotate the drag link, utilize the screw motion of the screw portion to make the both end connecting rod bodies do telescopic motion relative to the middle rod body, and then the effective length of the steering drag link can be changed, which is simple in structure and convenient to operate. Moreover, the protective cover sleeved outside the screw portion can effectively protect the screw portion and at least part of the middle rod body, prevent the screw portion from rusting and wearing, avoid affecting the adjustment function of the steering drag link due to thread damage, thereby prolonging the service life of the steering drag link and improving the reliability and durability of the whole steering system.

[0029] In addition, by arranging the ball pin seat, the ball pin and the sealing cover at both ends of the steering pull rod, and connecting the ball pin with the steering knuckle and the handlebar, the cooperation of the ball pin and the ball pin seat allows the ball pin to rotate freely in multiple directions, which provides high flexibility for the steering pull rod, ensures that the steering pull rod can effectively transmit the steering force, and enables the steering action of the handlebar to be accurately converted into the steering of the wheels, thereby improving the handling performance of the vehicle.

[0030] In addition, another purpose of the utility model is to provide a vehicle, which is a straddle type vehicle, and the vehicle is provided with the steering transmission structure as described above.

[0031] The vehicle of the utility model can provide the rider with a steering feeling that is more in line with the rider's requirements by adjusting the steering force and the steering damping, and the riding comfort and the overall quality of the vehicle are improved. BRIEF DESCRIPTION OF DRAWINGS

[0032] The accompanying drawings, which form a part of the present application, are included to provide a further understanding of the application, and are incorporated herein for purposes of illustration. These drawings, which are not intended to limit the application in any way, illustrate the principles of the application and the specific application to which it is applicable. In the drawings:

[0033] Figure 1 An application state diagram of the steering transmission structure according to the embodiment of the utility model;

[0034] Figure 2 An application state diagram of the steering transmission structure according to the embodiment of the utility model from another perspective;

[0035] Figure 3 An application state diagram of the steering transmission structure according to the embodiment of the utility model from still another perspective;

[0036] Figure 4 A structure schematic diagram of the steering knuckle according to the embodiment of the utility model;

[0037] Figure 5 A structure schematic diagram of the steering knuckle according to the embodiment of the utility model from another perspective;

[0038] Figure 6 A structure schematic diagram of the steering pull rod according to the embodiment of the utility model;

[0039] Figure 7 A structure schematic diagram of the steering pull rod according to the embodiment of the utility model from another perspective;

[0040] Figure 8The structure schematic view of the connecting rod body is shown in the embodiment of the utility model.

[0041] Figure 9 The structure schematic view of the connecting rod body is shown in the embodiment of the utility model.

[0042] Figure 10 For Figure 9 The sectional view of the middle A-A line is shown in the embodiment of the utility model.

[0043] Figure 11 The structure schematic view of the connecting rod body is shown in the embodiment of the utility model.

[0044] Figure 12 The structure schematic view of the connecting rod body is shown in the embodiment of the utility model.

[0045] Figure 13 The structure schematic view of the connecting rod body is shown in the embodiment of the utility model.

[0046] Figure 14 The structure schematic view of the connecting rod body is shown in the embodiment of the utility model.

[0047] Mark explanation:

[0048] 1, knuckle; 2, steering rod; 3, front fork sleeve; 4, upper connecting plate; 5, lower connecting plate; 6, handlebar; 7, front fork sleeve;

[0049] 101, steering arm; 102, knuckle base; 1021, notch; 103, connecting arm;

[0050] 201, connecting rod body; 2011, screw part; 20111, fixed flange; 2012, ball pin seat;

[0051] 202, middle rod body; 2021, operation block;

[0052] 203, protective cover; 2031, first cylinder; 2032, second cylinder;

[0053] 204, ball pin; 205, sealing cover; 206, screw; 207, locking nut; 208, end cover; 209, ball bowl. Specific implementation

[0054] It should be noted that the embodiments in the utility model and the features in the embodiments can be combined with each other without conflict.

[0055] In the description of the utility model, it needs to be explained that if the terms indicating the orientation or position relationship such as ''up'', ''down'', ''inside'', ''back'' appear, it is based on the orientation or position relationship shown in the drawing, and it is only for the convenience of describing the utility model and simplifying the description, and it is not indicated or implied that the indicated device or element must have a specific orientation, a specific orientation and operation, so it cannot be understood as a limitation on the utility model. In addition, if the terms ''first'', ''second'' appear, they are only used for description purposes and cannot be understood as indicating or implying relative importance.

[0056] In addition, in the description of the utility model, unless otherwise explicitly limited, the terms ''installation'', ''connection'', ''connection'', ''connector'' should be broadly understood. For example, it can be fixedly connected, or it can be detachably connected, or it can be integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium, or it can be connected inside two elements. For ordinary skilled in the art, the specific meaning of the above terms in the utility model can be understood in combination with the specific situation.

[0057] The utility model will be described in detail below with reference to the drawings and in combination with embodiments.

[0058] The steering system of traditional straddle-type vehicles (such as fuel motorcycles or electric power-assisted motorcycles) usually adopts a relatively simple and direct mechanical connection mode. During the driving process of the vehicle, various bumps and vibrations from the road will be directly transmitted to the handlebar 6 through the suspension system, greatly reducing the riding comfort. In addition, the existing steering device lacks flexibility in the control of the turning angle. Different riding scenarios, such as narrow bends on urban streets, winding roads in mountainous areas or high-speed turns on a race track, have huge differences in the demand for vehicle turning angles. However, the traditional steering system is difficult to quickly adjust according to the actual riding state, and cannot meet the reliability requirements of control in diversified road conditions, limiting the adaptability of the vehicle.

[0059] Furthermore, regarding the setting of steering force, most traditional straddle-type vehicles only provide a single fixed steering force mode, without fully considering the habit differences between individual riders. Due to the lack of structures to adjust the size of the steering force, riders cannot personalize the vehicle according to their own habits, further affecting the riding comfort and making the overall vehicle quality poor.

[0060] To this end, the embodiment proposes a novel steering transmission structure applied to the steering system of a straddle-type vehicle, and comprising a steering knuckle 1 arranged at the top of a front fork sleeve 3, and a steering tie rod 2 connected between the steering knuckle 1 and a handlebar 6. The steering knuckle 1 comprises a steering knuckle base 102 connected at the top of the front fork sleeve 3, and a steering arm 101 located at the front end of the steering knuckle base 102. The steering arm 101 extends upward and rearward of the vehicle, the steering tie rod 2 is connected between the steering arm 101 and the handlebar 6, and the length of the steering tie rod 2 is adjustable.

[0061] The steering transmission structure of the embodiment directly receives the force generated from the wheel and the road surface by connecting the steering knuckle base 102 at the top of the front fork sleeve 3, so as to ensure that the steering force can be reliably transmitted to the front fork sleeve 3. When the rider turns the handlebar 6, the steering force can be transmitted to the front fork sleeve 3 along the steering arm 101 and the steering knuckle base 102, so as to drive the front wheel to steer, avoiding the dispersion or delay of the force in the transmission process, and facilitating to ensure the steering sensitivity and directness. The steering arm 101 extends upward and rearward of the vehicle, which can change the transmission direction of the force, so that the vehicle can effectively avoid the external force directly acting on the handlebar 6 during driving, and facilitate to improve the riding comfort. Moreover, the length of the steering tie rod 2 is adjustable, which can enable the rider to adjust the steering force according to his own habits and riding environment, and further improve the riding comfort and overall quality of the vehicle.

[0062] Based on the overall design, an exemplary embodiment of the steering transmission structure of the embodiment is shown in Figures 1 to 3 The front fork sleeve 3 of the embodiment is arranged in two left and right opposite positions, and the two front fork sleeves 3 are connected together by an upper connecting plate 4 and a lower connecting plate 5 arranged in an upper and lower spaced manner. The bottom of the front fork sleeve 3 is connected with the front wheel through a support. In addition, the upper connecting plate 4 is connected between the tops of the two front fork sleeves 3, and a front fork support pipe is connected between the upper connecting plate 4 and the lower connecting plate 5. In addition to the steering knuckle 1 and the steering tie rod 2, the steering system usually comprises a handlebar 6, a front fork sleeve 7 rotatably sleeved outside the front fork support pipe, and a rocker mechanism connecting the front fork sleeve 7 with the frame. The specific structure of the rocker mechanism can refer to the prior art, which will not be described here. In addition, the rocker mechanism usually comprises an upper rocker and a lower rocker hingedly connected between the front fork sleeve 7 and the frame.

[0063] In addition, the front fork support pipe is specifically located at the rear side of the two front fork sleeves 3, and the overall structure of the two front fork sleeves 3 and the front fork support pipe is triangular. Such arrangement makes the front fork sleeve 7 and the two front fork sleeves 3 form a relatively stable mechanical support structure, which can greatly enhance the overall rigidity and stability of the front suspension system, reduce the risk of component deformation, and ensure the reliable operation of the vehicle. When the vehicle runs on a bumpy road or is subjected to a lateral force during high-speed driving, the front suspension structure can stably support the front wheel and inhibit unnecessary shaking of the front wheel, thereby ensuring the vehicle control stability.

[0064] As a further embodiment, with reference to Figure 1 and Figure 2 shown, the knuckle 1 of the present embodiment is arranged in two, each knuckle 1 is arranged on the same side of the front fork sleeve 3, and a steering pull rod 2 is connected between the two knuckles 1 and the handlebar 6 respectively. Here, by arranging the knuckle 1 and the steering pull rod 2 as two respectively, compared with a single knuckle 1 and a steering pull rod 2, the load bearing of the components on one side can be effectively reduced, the probability of the knuckle 1 and the steering pull rod 2 breaking due to long-term stress fatigue can be reduced, and the service life of the entire steering system can be prolonged.

[0065] As a preferred embodiment, with reference to Figure 4 and Figure 5 shown, the two knuckle bases 102 are connected by a connecting arm 103, and the two knuckles 1 and the connecting arm 103 are integrally formed. In this structure, the two knuckle bases 102 are connected by the connecting arm 103, which can greatly improve the rigidity of the entire knuckle 1, effectively resist external forces from all directions, ensure the smoothness and accuracy of steering, and enable the rider to more sensitively control the vehicle, thereby improving the driving experience. Moreover, the knuckle 1 and the connecting arm 103 are integrally formed, avoiding the stress concentration points and weak links that may be caused by traditional connection methods such as welding and bolt connection. In addition, the integrally formed structure makes the stress distribution more uniform, reduces the risk of damage to components due to long-term stress fatigue, significantly improves the durability of the front suspension system, reduces the frequency of maintenance, and ensures the long-term stable operation of the vehicle.

[0066] Specifically, with reference to Figure 1 and Figure 2 shown, each knuckle base 102 is located below the upper connecting plate 4 and extends to the front side, thereby making full use of the front space of the front suspension structure and effectively avoiding interference between the knuckle 1 and the upper connecting plate 4 and other components. Moreover, each knuckle base 102 extends to the front side of the vehicle, which can change the transmission path and angle of the steering force of the traditional knuckle 1 structure, so that the steering force can more effectively act on the front fork sleeve 3, thereby improving the steering sensitivity and facilitating the improvement of the steering control reliability of the vehicle.

[0067] In addition, as a specific embodiment, as shown in Figure 4 , each knuckle base 102 is provided with a mounting hole, a gap 1021 communicating with the mounting hole, and a through hole and a threaded hole located on both sides of the gap 1021. Thus, each knuckle base 102 can be connected to the front fork sleeve 3 by screwing the bolt passing through the through hole and the gap 1021 with the threaded hole. As shown in Figure 3As a preferred embodiment, the angle a between the extending direction of the steering arm 101 and the axial direction of the front fork sleeve 3 is between 40°-50°, as shown in FIG. 1. For example, the angle a can be set to 40°, 42°, 45°, 47°, 50° or other values.

[0068] In this embodiment, by setting the angle a between the extending direction of the steering arm 101 and the axial direction of the front fork sleeve 3 within the range of 40°-50°, the length of the steering pull rod 2 can be reduced, the swing angle of the ball pin 204 can be reduced, the service life of the ball pin 204 can be increased, and the steering stability can be improved. Moreover, the decomposition and transmission of the steering force are also reasonable, neither too sensitive to cause the vehicle to be difficult to control (this may occur when the angle is too small), nor too slow to affect the handling (this may occur when the angle is too large).

[0069] As a further embodiment, refer to Figure 5 As shown in FIG. 1, in the vehicle left-right direction, the thickness of the steering arm 101 gradually decreases in the direction away from the steering knuckle base 102. Because the end of the steering arm 101 close to the steering knuckle base 102 usually bears a larger steering force and impact force, higher structural strength is required to ensure stability. As it moves away from the base, the force gradually disperses, and the strength requirement also decreases accordingly. Therefore, by designing the steering arm 101 to gradually decrease in thickness in the direction away from the base, the material distribution and stress condition can be better matched, avoiding waste of materials, while ensuring that the key stress parts have sufficient strength to resist external forces, which helps to improve the carrying capacity of the entire steering arm 101 and ensure the reliable operation of the steering system.

[0070] Moreover, the gradually thickening steering arm 101 presents a smooth and natural line, which helps to improve the overall aesthetics of the vehicle. At the same time, the thinner end can reduce air resistance when the vehicle is running at high speed, guiding the airflow to flow more smoothly around the steering arm 101, reducing the possibility of turbulence, and helping to improve the riding quality.

[0071] In addition, as a preferred embodiment, refer to Figures 6 to 8 As shown in FIG. 1, the steering pull rod 2 of this embodiment includes a middle rod body 202, and two end connecting rod bodies 201 arranged at both ends of the middle rod body 202. Each of the two end connecting rod bodies 201 has a screw portion 2011, and a protective cover 203 arranged outside the screw portion 2011. The screw portion 2011 is screwed with the middle rod body 202, the protective cover 203 forms a cover for at least part of the middle rod body 202, and the rotation directions of the two end screw portions 2011 are opposite. As a specific embodiment, refer to Figures 6 to 8 As shown in FIG. 1, the protective cover 203 of this embodiment only forms a cover for part of the middle rod body 202.

[0072] The steering tie rod 2 of the present embodiment can conveniently adjust its overall length by rotating the steering tie rod 2, by screwing the screw rod portions 2011 at both ends with the middle rod body 202, and the screw rod portions 2011 being opposite in rotation direction. When it is necessary to change the steering characteristics of the vehicle, such as adjusting the steering damping, it is only necessary to rotate the middle rod body 202, and use the screwing movement of the screw rod to make the connecting rod bodies 201 at both ends extend and retract relative to the middle rod body 202, thereby changing the effective length of the steering tie rod 2. Due to the opposite rotation directions, the two ends will move synchronously and in opposite directions during rotation, which is beneficial to ensuring the symmetry and stability of the adjustment, and can quickly realize the adjustment of the steering system to adapt to different driving requirements and road conditions.

[0073] In addition, the protective cover 203 sleeved outside the screw rod portions 2011 can effectively protect the screw rod portions 2011 and the middle rod body 202, and can block foreign matter from the outside, prevent the screw rod portions 2011 from rusting and wearing, and avoid affecting the adjustment function and connection strength of the steering tie rod 2 due to damage to the threads, thereby prolonging the service life of the steering tie rod 2. In addition, the protective cover 203 can wrap the exposed structural components such as the screw rod portions 2011, making the appearance of the steering tie rod 2 more neat and beautiful, and also reducing the safety hazards that may be caused by exposed components.

[0074] As a further embodiment, in combination with Figure 1 and Figure 6 The connecting rod bodies 201 are each provided with a ball pin seat 2012, a ball pin 204 located in the ball pin seat 2012 at one end, and a sealing cover 205 provided between the ball pin 204 and the ball pin seat 2012. The steering tie rod 2 is connected to the steering knuckle 1 and the handlebar 6 through the ball pins 204 at both ends. By providing the ball pin seat 2012, the ball pin 204 and the sealing cover 205 on the connecting rod body 201, the cooperation of the ball pin 204 and the ball pin seat 2012 allows the ball pin 204 to rotate freely in multiple directions, and this universal joint type connection can provide better flexibility for the steering tie rod 2, so that the steering action of the handlebar 6 can be accurately converted into steering of the wheels, which is beneficial to ensuring smooth operation of the steering system.

[0075] During steering operation, the steering force is transmitted through the rotation of the ball pin 204 in the ball pin seat 2012, which can more smoothly act on the steering knuckle 1 and the handlebar 6, reduce the sudden change and impact of the force, optimize the mechanical properties of the steering system, and make the steering operation more stable and smooth, which can improve the control feeling and riding comfort of the vehicle. In addition, by arranging the sealing cover 205 between the ball pin 204 and the ball pin seat 2012, foreign matter can be effectively prevented from entering the connection part, which can prolong the service life of the ball pin 204 and the ball pin seat 2012, reduce the frequency of maintenance and replacement, and improve the reliability and durability of the entire steering transmission structure.

[0076] Specifically, as shown in Figure 9 and Figure 10 , the ball pin 204 has one end of a ball head set in the ball pin seat 2012 through the ball bowl 209, and both ends of the ball pin seat 2012 are open, and an end cover 208 is arranged at one end of the ball pin seat 2012. And the protective cover 203 is connected between the ball pin seat 2012 and the other end of the ball pin 204 through the snap spring. Wherein, the cooperation structure of the ball pin 204, the ball pin seat 2012, the ball bowl 209, the end cover 208 and the protective cover 203 here is the same as the prior art, and reference is made to the prior art, which will not be described in detail here.

[0077] In addition, as shown in Figure 11 , the ball pin seat 2012 and the screw portion 2011 are arranged at both ends of the connecting rod body 201 respectively, and the axis of the screw portion 2011 coincides with the center of the ball pin seat 2012. In addition, as shown in Figure 12 , the middle rod body 202 of the embodiment is a long strip coaxially arranged with the screw portion 2011, and a threaded hole is arranged at both ends of the middle rod body 202 respectively. Correspondingly, an external thread is arranged on the outer peripheral wall of the screw portion 2011. Moreover, the rotation directions of the external threads of the two screw portions 2011 are opposite, so that the relative moving apart or approaching between the two connecting rod bodies 201 can be realized only by rotating the middle rod body 202, so as to adjust the length of the whole steering pull rod 2, and further realize the adjustment of the steering damping.

[0078] Here, in order to facilitate adjustment, as a further embodiment, the middle rod body 202 is provided with a radially outward convex operating block 2021. The operating block 2021 is used to bear external force and drive the middle rod body 202 to rotate. Wherein, as a specific embodiment, as shown in Figure 12 , the operating block 2021 of the embodiment is hexagonal, so as to be adapted to the external tools such as wrenches, sleeves and the like, so as to facilitate the rotation of the middle rod body by means of external tools or directly, and further facilitate the adjustment of the length of the steering pull rod 2.

[0079] In addition, since the rotation directions of the screw portions 2011 at both ends of the steering pull rod 2 are opposite, the synchronous extension and contraction of the two connecting rod bodies 201 can be realized by rotating the middle rod body 202, so as to adjust the overall length of the steering pull rod 2. Moreover, the operating block 2021 provides a larger surface for the tool to apply force, so that the maintenance personnel or users can more easily apply torque, and quickly complete the adjustment of the length of the steering pull rod 2 to adapt to different driving requirements or vehicle state adjustment. In addition, compared with the case without the operating block 2021, it is very difficult to operate the smooth middle rod body 202 directly, and it is difficult to ensure the adjustment efficiency.

[0080] Here, as a further embodiment, as shown in Figure 6 andFigure 7 As shown in the figure, the steering tie rod 2 further comprises locking nuts 207 arranged on the screw portions 2011 at both ends respectively. And, the locking nuts 207 at both ends are located in the protective covers 203 at the corresponding ends and can abut against the middle rod body 202. In this embodiment, the locking nuts 207 are arranged on the screw portions 2011 and located in the protective covers 203, and can abut against the middle rod body 202. In this way, the relative rotation between the screw portions 2011 and the middle rod body 202 due to vibration can be effectively prevented, and the length of the steering tie rod 2 can be ensured to remain stable during driving, so as to ensure the reliability and stability of the steering system and improve the safety of riding.

[0081] In addition, the locking nuts 207 are located in the protective covers 203, which not only plays a role in preventing loosening, but also further enhances the protection performance of the steering tie rod 2. The protective covers 203 can block foreign matters from entering the contact position between the locking nuts 207 and the middle rod body 202, prevent the nuts from rusting, corroding and the threads from being damaged, prolong the service life of the locking nuts 207 and the entire steering tie rod 2, and reduce the frequency of maintenance and replacement. Moreover, the locking nuts 207 are arranged in the protective covers 203, so that the overall structure of the steering tie rod 2 is more compact, the problem of appearance disorder caused by the exposure of the locking nuts 207 can be effectively avoided, and the appearance of the steering tie rod 2 is more simple and beautiful.

[0082] At this time, based on the arrangement of the protective cover 203, in order to facilitate the adjustment of the locking nut 207 so that it abuts against the middle rod body 202, as a further embodiment, as shown in the figure, Figure 11 As shown in the figure, the connecting rod bodies 201 at both ends are respectively provided with radially outwardly protruding fixing flanges 20111. And, one end of each protective cover 203 is sleeved on the fixing flange 20111 at the corresponding end and is fixed on the fixing flange 20111 by a threaded fastener. The threaded fastener can be a screw 206.

[0083] Here, by arranging the radially outwardly protruding fixing flanges 20111 on the connecting rod bodies 201 and sleeving one end of the protective cover 203 on the fixing flange 20111, and then using the threaded fastener to fix, the threaded fastener can provide sufficient pre-tightening force to ensure that the protective cover 203 is tightly fixed on the connecting rod body 201. Moreover, the way of fixing the protective cover 203 by the threaded fastener facilitates the disassembly of the protective cover 203, so as to facilitate the rotation of the locking nut 207 inside. At the same time, the maintenance personnel only need to use the corresponding tool to unscrew the threaded fastener, and the protective cover 203 can be easily removed, which is convenient for the maintenance operation of the screw portions 2011 and the middle rod body 202 inside.

[0084] In combination with Figure 13 and Figure 14As shown in the drawings, as a specific embodiment, the protective cover 203 of the embodiment is in a whole cylindrical shape, and comprises a first cylinder 2031 connected with the fixing flange 20111, and a second cylinder 2032 sleeved on the middle rod body 202, and the outer diameter of the second cylinder 2032 is larger than that of the first cylinder 2031. In addition, in order to further improve the protection effect, the protective cover 203 of the embodiment can be made of metal.

[0085] In addition, as a further embodiment, the protective cover 203 is provided with a sealing groove at the end away from the first cylinder 2031, and a sealing ring is arranged in the sealing groove. Figure 12 As shown in the drawings, the second cylinder 2032 is provided with a sealing groove at the end away from the first cylinder 2031, and a sealing ring is arranged in the sealing groove. Thus, the sealing ring can seal the gap between the protective cover 203 and the middle rod body 202, so as to form a closed space between the protective cover 203 and the connecting rod body 201 and the middle rod body 202, thereby protecting the connecting part between the connecting rod body 201 and the middle rod body 202.

[0086] Based on the above description, when the length of the steering pull rod 2 is adjusted, first, the screw 206 fastening the protective cover 203 is loosened, then the protective cover 203 is pulled onto the middle rod body 202 to expose the locking nut 207. Second, the locking nut 207 is loosened, and then the operation block 2021 on the middle rod body 202 is rotated to realize the mutual moving away or approaching of the two connecting rod bodies 201, so as to realize the adjustment of the length of the steering pull rod 2 to increase or decrease the steering damping. Thus, the rider can adjust the steering force according to the riding habit to have better riding quality.

[0087] The steering transmission structure of the embodiment can adjust the length of the steering pull rod 2 and the steering damping according to the riding state and the riding habit, so that the handlebar 6 can be better kept stable when subjected to vibration, unnecessary rotation or shaking caused by vibration can be avoided, the steering control reliability and the riding comfort can be improved, and thus the whole vehicle quality can be improved.

[0088] In addition, the embodiment also provides a vehicle, which is a straddle type vehicle, and the vehicle is provided with the above-mentioned steering transmission structure.

[0089] The vehicle of the embodiment can provide the rider with a steering feeling more in line with the demand of the rider by adjusting the steering force and the steering damping, so as to improve the riding comfort and the whole vehicle quality.

[0090] The above description is only the preferred embodiment of the utility model, and is not used to limit the utility model, any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model shall be included in the protection scope of the utility model.

Claims

1. A steering transmission structure applied to a steering system of a straddle-type vehicle, characterized in that: a steering knuckle (1) is arranged on the top of a front fork tube (3), and a steering tie rod (2) is connected between the steering knuckle (1) and a handlebar (6) ; the steering knuckle (1) comprises a steering knuckle base (102) connected to the top of the front fork tube (3), and a steering arm (101) arranged at the front end of the steering knuckle base (102) ; the steering arm (101) extends upward and rearward of the vehicle, the steering tie rod (2) is connected between the steering arm (101) and the handlebar (6), and the length of the steering tie rod (2) is adjustable. 2.The steering transmission structure according to claim 1, characterized in that: two steering knuckles (1) are oppositely arranged, each of the steering knuckles (1) is arranged on the same side of the front fork tube (3), and the steering tie rod (2) is connected between each of the steering knuckles (1) and the handlebar (6). 3.The steering transmission structure according to claim 2, characterized in that: the steering knuckle bases (102) are connected by a connecting arm (103), and the steering knuckles (1) and the connecting arm (103) are integrally formed. 4.The steering transmission structure according to claim 1, characterized in that: the angle between the extending direction of the steering arm (101) and the axial direction of the front fork tube (3) is between 40° and 50°. 5.The steering transmission structure according to any one of claims 1 to 4, characterized in that: the steering tie rod (2) comprises a middle rod body (202), and connecting rod bodies (201) arranged at both ends of the middle rod body (202) ; each of the connecting rod bodies (201) has a screw portion (2011), and a protective cover (203) arranged outside the screw portion (2011) ; the screw portion (2011) is screwed with the middle rod body (202), the protective cover (203) covers at least part of the middle rod body (202), and the rotation directions of the screw portions (2011) at both ends are opposite. 6.The steering transmission structure according to claim 5, characterized in that: the steering tie rod (2) further comprises locking nuts (207) arranged at both ends of the screw portions (2011) respectively; each of the locking nuts (207) is located in the protective cover (203) at the corresponding end, and can abut against the middle rod body (202). 7.The steering transmission structure according to claim 5, characterized in that: each of the connecting rod bodies (201) is provided with a radially outwardly protruding fixing flange (20111) ; one end of each of the protective covers (203) is arranged on the fixing flange (20111) at the corresponding end, and is fixed on the fixing flange (20111) by a threaded fastener. 8.The steering transmission structure according to claim 5, characterized in that: the middle rod body (202) is provided with a radially outwardly protruding operation block (2021). ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ The operation block (2021) is used to receive external force to drive the middle rod body (202) to rotate.

9. The steering transmission structure according to claim 5, characterized in that: Both ends of the connecting rod body (201) are provided with a ball pin seat (2012), a ball pin (204) located in the ball pin seat (2012), and a sealing cover (205) arranged between the ball pin (204) and the ball pin seat (2012); The steering pull rod (2) is connected with the steering knuckle (1) and the handlebar (6) through the ball pin (204) at both ends.

10. A vehicle, which is a straddle-type vehicle, characterized in that: The vehicle is provided with the steering transmission structure according to any one of claims 1 to 9.

Images