Motorcycle suspension structure based on six-connecting-rod buffer arm

Abstract

The utility model discloses a motorcycle suspension structure based on a six-connecting-rod buffer arm, a motorcycle is provided with a motorcycle body and a rear swing arm, the motorcycle body comprises a frame and an engine, one end of the rear swing arm is pivoted on the motorcycle body, and the other end of the rear swing arm is connected with a rear wheel; the device further comprises a connecting rod assembly and a shock-proof rod. The connecting rod assembly comprises a first rod piece and a second rod piece which are pivoted with each other, one end, deviating from the second rod piece, of the first rod piece is pivoted with the vehicle body, and one end, deviating from the first rod piece, of the second rod piece is pivoted with the rear swing arm; and one end of the shock-proof rod is connected with the frame, and the other end of the shock-proof rod is pivoted with one of the first rod piece and the second rod piece, so that the shock-proof rod is elastically stretched after the rear swing arm drives the second rod piece to pivot. Therefore, the shock-absorbing rod has a larger telescopic space, the hard impact is reduced, and the shock-absorbing effect is improved.

Description

Technical Field

[0001] This utility model relates to the field of motorcycle technology, and in particular to a motorcycle suspension structure based on a six-link buffer arm. Background Technology

[0002] The rear suspension system of a motorcycle is an important component of the motorcycle structure and directly affects the vehicle's dynamic performance. With the development of the motorcycle industry, especially the application of ADV models in high-intensity off-roading, the demand for riding comfort is increasing. Therefore, how to effectively reduce the impact of rough roads on riders and improve riding comfort has become an important research topic for major companies.

[0003] In traditional adventure motorcycles, the motorcycle consists of a main frame, which includes the chassis and the engine. Figure 1 The rear suspension system shown includes a frame 1', a single shock absorber 2', and an engine 3'. The single shock absorber is directly connected to the frame and engine, resulting in a simple structure and compact space layout. When encountering bumpy roads, the impact of the road surface is quickly transmitted to the shock absorber, which can respond quickly and reduce the impact on the rider. However, under high-intensity off-road conditions, the cushioning effect of the rear shock absorber is difficult to achieve the ideal state, and the vibration is still obvious. Moreover, with this setting, the impact force of the ground is also directly transmitted to the engine. Riding on rough roads for a long time may lead to wear and damage to the engine.

[0004] Therefore, the rear suspension system of the motorcycle needs to be optimized to improve shock absorption and riding comfort, which led to this case. Utility Model Content

[0005] The purpose of this invention is to provide a motorcycle suspension structure based on a six-link buffer arm. The technical problem to be solved is to delay the rapid transmission of ground impact to the shock absorber and reduce the hard impact on the shock absorber.

[0006] To achieve the above objectives, the solution of this utility model is: a motorcycle suspension structure based on a six-link buffer arm, wherein the motorcycle has a body body and a rear swing arm, the body body includes a frame and an engine, one end of the rear swing arm is pivotally connected to the body body, and the other end is connected to the rear wheel; it also includes a linkage assembly and a shock absorber rod;

[0007] The linkage assembly includes a first link and a second link that are pivotally connected to each other. The first link is pivotally connected to the vehicle body at the end opposite to the second link, and the second link is pivotally connected to the rear control arm at the end opposite to the first link.

[0008] The shock absorber rod is elastic and can extend and retract. One end of the shock absorber rod is connected to the frame, and the other end is pivotally connected to one of the first and second rods, so that the shock absorber rod can extend and retract elastically after the rear control arm drives the second rod to pivot.

[0009] Furthermore, the shock absorber rod and the second rod are pivotally connected to different positions of the first rod.

[0010] Furthermore, the engine is located under the frame near the front wheel. The first link is pivotally connected to the engine, the second link is pivotally connected to the first link near the engine, and the shock absorber is pivotally connected to the first link away from the engine. The second link and the shock absorber are arranged alternately.

[0011] Furthermore, the first rod has an L-shaped structure, forming a bend, which is close to the engine, and the second rod is pivotally connected to the bend.

[0012] Furthermore, there are two second links, which are pivotally connected to the left and right sides of the first link respectively. A first pivot seat is formed on the bottom side of the rear swing arm, and the two second links are located on the left and right sides of the first pivot seat respectively at the ends away from the first link.

[0013] Furthermore, a support section is formed on the frame. The support section has an inverted triangular structure. The support section is located above the rear control arm, and the linkage assembly is located below the rear control arm. The top of the shock absorber rod is connected to the bottom of the support section, and the bottom of the shock absorber rod is pivotally connected to the linkage assembly.

[0014] Furthermore, the shock absorber rod extends longitudinally.

[0015] Furthermore, it also includes bushings, with multiple bushings installed at each pivot joint. Each pivot joint has a pivot hole and a pivot shaft. The bushings have a cylindrical structure and are detachably fitted around the outer circumference of the pivot shaft. After the pivot shaft passes through the pivot hole, the bushing is located between the pivot hole and the pivot shaft and can pivot relative to the pivot hole with the pivot shaft.

[0016] Furthermore, the second member is detachably mounted on the pivot shaft so that, after the second member is mounted on the pivot shaft, the sidewall of the second member abuts against the end of the bushing.

[0017] Furthermore, the bushing is made of alloy structural steel.

[0018] After adopting the above solution, the beneficial effects of this utility model are as follows:

[0019] (1) The linkage assembly includes a first link and a second link that are pivotally connected to each other to form a movable linkage mechanism. The two ends of the linkage assembly are pivotally connected to the main body of the vehicle body and the rear swing arm, respectively. One end of the shock absorber rod is connected to the frame and the other end is pivotally connected to the linkage assembly. The end of the second link that is away from the first link is pivotally connected to the rear swing arm. When the motorcycle vibrates, the rear swing arm is impacted and pivots, which drives the linkage assembly to pivot. After the second link and the subsequent swing arm pivot to a certain angle, the shock absorber rod will be driven to extend and retract, which delays the impact on the shock absorber rod and gives the shock absorber rod a certain buffer space. This reduces the hard impact in the early stage of the compression stroke and allows the shock absorber rod to bear a larger load in the later stage of the compression stroke, thus improving the shock absorption effect.

[0020] (2) Each pivot joint is provided with a bushing. The bushing is located between the pivot hole and the pivot seat to reduce the friction between the pivot hole and the pivot seat and to provide axial support for the connection of each pivot joint, thus playing a buffering and protection role.

[0021] (3) The frame has a support section with an inverted triangular structure. The top of the shock absorber rod is directly connected to the bottom of the support section, which provides better support. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the connection structure of the shock absorber rod in the existing technology.

[0023] Figure 2 This is a schematic diagram of the elevation structure of the motorcycle suspension structure of this utility model.

[0024] Figure 3 This is a bottom view schematic diagram of the motorcycle suspension structure of this utility model.

[0025] Figure 4 This is an exploded structural diagram of the connecting rod assembly structure of this utility model.

[0026] Label Explanation:

[0027] 100-Body body, 200-Rear control arm, 300-Frame, 400-Engine, 500-Support part, 201-First pivot seat, Mounting part 401, 1-Linkage assembly, 2-Shock absorber rod, 3-First rod, 4-Second rod, 5-Bushing, 6-Pivot hole, 7-Pivot shaft, 31-Bending part, 32-Second pivot seat, 33-Third pivot seat, 34-Fourth pivot seat, 41-First buffer plate, 42-Second buffer plate, 51-First bushing, 52-Second bushing, 53-Third bushing, 54-Fourth bushing. Detailed Implementation

[0028] The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0029] Unless otherwise expressly defined, the use of directional terms such as "center," "lateral," "longitudinal," "horizontal," "vertical," "top," "bottom," "inner," "outer," "upper," "lower," "front," "rear," "left," "right," "clockwise," and "counterclockwise" in the claims, description, and accompanying drawings of this invention is merely for the convenience of describing the invention and simplifying the description, and is not intended to indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as limiting the specific scope of protection of this invention.

[0030] like Figures 2 to 4As shown, this utility model provides a motorcycle suspension structure based on a six-link buffer arm, including a link assembly 1 and a shock absorber rod 2. The motorcycle has a body body 100 and a rear swing arm 200. The body body 100 includes a frame 300 and an engine 400. The engine 400 is mounted on the frame 300 and located below the frame 300 near the front wheel. One end of the rear swing arm 200 is pivotally connected to the body body 100, and the other end is connected to the rear wheel. The motorcycle is ridden in a forward-backward direction, with the front and rear wheels in the forward-backward direction. The link assembly 1 includes a first link 3 and a second link 4 pivotally connected to each other, forming a movable link mechanism. Both ends of the link assembly 1 are pivotally connected to the body body 100 and the rear swing arm 200, respectively. Specifically, the end of the first link 3 facing away from the second link 4 is pivotally connected to the body body 100, and the end of the second link 4 facing away from the first link 3 is pivotally connected to the rear swing arm 200. One end of the shock absorber rod 2 is connected to the frame 300, and the other end is pivotally connected to one of the first rod 3 and the second rod 4. After the rear swing arm 200 drives the second rod 4 to pivot, the shock absorber rod 2 can elastically extend and retract. Specifically, when the motorcycle is impacted by the ground, the rear swing arm 200 pivots and moves. The rear swing arm 200 first drives the connecting rod assembly 1 to pivot. When the connecting rod assembly 1 pivots to a certain extent, the connecting rod assembly 1 drives the shock absorber rod 2 to elastically extend and retract, which can slow down the transmission speed of the impact force, delay the force on the shock absorber rod 2, and buffer the compression stroke of the shock absorber rod 2 itself. Since the connecting rod mechanism has a certain amount of room for movement, one end of the shock absorber rod 2 has a certain buffer space, which can reduce the hard impact at the beginning of the compression stroke. The shock absorber rod 2 is any existing shock absorber that can elastically extend and retract, including a damper and a spring passing through the damper. It is existing technology and will not be described in detail.

[0031] Preferably, the shock absorber rod 2 is pivotally connected to the first rod 3, and the shock absorber rod 2 and the second rod 4 are pivotally connected to different positions of the first rod 3. Of course, in other embodiments, the shock absorber rod 2 and the second rod 4 can both be pivotally connected to the same position of the first rod 3. There is no specific limitation. After the motorcycle is impacted by the ground, the rear swing arm 200 pivots upwards behind the rear wheel, causing the second rod 4 to pivot upwards to a certain extent. Then, the second rod 4 pulls the first rod 3 to pivot upwards, compressing the shock absorber rod 2. This can slow down the rapid transmission of the impact force to the shock absorber rod, effectively delaying the impact on the shock absorber rod 2. In addition, the linkage mechanism itself can pivot, achieving a buffering effect and effectively reducing the hard impact force.

[0032] In this specific embodiment, there are two second rods 4. The two second rods 4 are pivotally connected to the left and right sides of the first rod 3 respectively. A first pivot seat 201 is formed on the bottom side of the rear swing arm 200. The two second rods 4 are pivotally connected to the left and right sides of the first pivot seat 201 respectively at the ends away from the first rod 3, so that the force is more evenly distributed.

[0033] To improve the damping effect of the shock absorber 2, the second rod 4 is pivotally connected to the side of the first rod 3 closest to the engine 400, and the shock absorber 2 is pivotally connected to the side of the first rod 3 away from the engine 400, so that the second rod 4 and the shock absorber 2 are staggered. Using the engine 400 as a reference, the distances of different positions on the first rod 3 from the engine 400 are compared. The second rod 4 is pivotally connected to the near end of the first rod 3, and the shock absorber 2 is pivotally connected to the far end of the first rod 3. Specifically, the first rod 3 is arranged sequentially from the engine 400 towards the rear wheel. The second pivot 32, the third pivot 33, and the fourth pivot 34 are used to pivot with the engine 400, the third pivot 33 to pivot with the second rod 4, and the fourth pivot 34 to pivot with the shock absorber 2. When the rear control arm 200 drives the second rod 4 to pivot to a certain angle, the second rod 4 drives the first rod 3 to pivot. Since the distance between the fourth pivot 34 and the second pivot 32 is greater than the distance between the third pivot 33 and the second pivot 32, the impact force on the shock absorber 2 can be reduced.

[0034] Preferably, the first rod 3 has an L-shaped structure and forms a bent portion 31. The bent portion 31 is close to the engine 400, and the second rod 4 is pivotally connected to the bent portion 31, that is, the second pivot seat 32 is formed on the bent portion 31.

[0035] Key points combined Figure 3-4 As shown, it also includes bushings 5, and there are multiple bushings 5. Multiple bushings 5 ​​are provided at each pivot joint. Each pivot joint has a pivot hole 6 and a pivot shaft 7. The bushing 5 has a cylindrical structure and is detachably fitted around the outer circumference of the pivot shaft 7. After the pivot shaft 7 passes through the pivot hole 6, the bushing 5 is located between the pivot hole 6 and the pivot shaft 7, and can pivot with the pivot shaft 7 relative to the pivot hole 6, reducing friction between the pivot hole 6 and the pivot shaft 7. The second rod 4 is detachably installed on the pivot shaft 7. After the second rod 4 is installed on the pivot shaft 7, the sidewall of the second rod 4 abuts against the end of the bushing 5. The bushing 5 provides axial support for the second rod 4, playing a buffering and protective role. Similarly, bushings 5 ​​are installed at other pivot joints. Similar to the installation method of the second rod 4, the bushing 5 can provide axial support for each pivot connection. In addition, the pivot shaft 7 is detachably installed on the pivot hole 6 and pivots relative to the pivot hole 6. The pivot shaft 7 is specifically made of bolts, including a screw 71 and a nut 72. Different bolts can be selected according to the size of the pivot hole 6. One end of the screw 71 forms a stop, the outer diameter of which is larger than the inner diameter of the pivot hole 6. The outer diameter of the screw 71 is smaller than the inner diameter of the pivot hole 6. The outer diameter of the nut 72 is larger than the inner diameter of the pivot hole 6. After the other end of the screw 71 passes through the pivot hole 6, the stop abuts against the outer end face of the pivot hole 6. When the nut 72 is tightened on the screw 71, the screw 71 can be installed on the pivot hole 6 and pivot relative to the pivot hole 6.

[0036] In this specific embodiment, there are four bushings 5, namely a first bushing 51, a second bushing 52, a third bushing 53, and a fourth bushing 54. The first pivot seat 201, the second pivot seat 32, the third pivot seat 33, and the fourth pivot seat 34 all have pivot holes 6 extending through them in the left-right direction. The first bushing 51 is disposed on the first pivot seat 201, the second bushing 52 is disposed on the second pivot seat 32, the third bushing 53 is disposed on the third pivot seat 33, and the fourth bushing 54 is disposed on the fourth pivot seat 34. The second rod 4 has a first end and a second end. The first end is used for pivotal connection with the first rod 3, and the second end is used for pivotal connection with the rear swing arm 200. The second rod 4 is plate-shaped, and the two second rods 4 are respectively a first buffer plate 41 and a second buffer plate 42. The specific connection structure is as follows: Figure 3 As shown, the first end of the first buffer plate 41 and the first end of the second buffer plate 42 are respectively pivotally connected to the third pivot seat 33, the second end of the first buffer plate 41 and the second end of the second buffer plate 42 are respectively pivotally connected to the first pivot seat 201, the engine 400 has a mounting part 401, the first rod 3 is pivotally connected to the second pivot seat 32 of the mounting part 401, and the bottom end of the shock absorber rod 2 is pivotally connected to the fourth pivot seat 34.

[0037] In this specific embodiment, the bushing 5 is made of alloy structural steel, which has strong strength, toughness and wear resistance.

[0038] Key points combined Figure 2 As shown, a support portion 500 is formed on the frame 300. The support portion 500 is used to provide support when a person is riding in the vehicle. The support portion 500 has an inverted triangular structure, which makes the structure more robust. The support portion 500 is located above the rear swing arm 200, and the linkage assembly 1 is located below the rear swing arm 200. The bottom end of the shock absorber 2 is pivotally connected to the linkage assembly 1, and the top end is connected to the bottom end of the support portion 500. By directly connecting the top end of the shock absorber 2 to the bottom end of the inverted triangle, better support can be provided for the support portion 500, and the support performance can be better. Preferably, the shock absorber 2 extends longitudinally. Of course, in other embodiments, the shock absorber 2 can also be inclined. There is no specific limitation.

[0039] The above description is only a preferred embodiment of this utility model and is not intended to limit the design of this case. All equivalent changes made based on the key design of this case shall fall within the protection scope of this case.

Claims

1. A motorcycle suspension structure based on a six-link buffer arm, the motorcycle having a frame body (100) and a rear swing arm (200), the frame body (100) including a frame (300) and an engine (400), one end of the rear swing arm (200) being pivotally connected to the frame body (100), and the other end being connected to the rear wheel; characterized in that: It also includes a connecting rod assembly (1) and a shock absorber rod (2); The linkage assembly (1) includes a first link (3) and a second link (4) that are pivotally connected to each other. The first link (3) is pivotally connected to the body body (100) at one end away from the second link (4), and the second link (4) is pivotally connected to the rear swing arm (200) at one end away from the first link (3). The shock absorber rod (2) is elastically telescopic. One end of the shock absorber rod (2) is connected to the frame (300), and the other end is pivotally connected to one of the first rod (3) and the second rod (4) so ​​that the shock absorber rod (2) can elastically telescopic after the rear swing arm (200) drives the second rod (4) to pivot.

2. The six-bar link based motorcycle suspension structure of claim 1, wherein: The shock absorber (2) and the second member (4) are respectively pivotally connected to different positions of the first member (3).

3. The six-bar link based motorcycle suspension structure of claim 2, wherein: The engine (400) is located below the frame (300) near the front wheel. The first rod (3) is pivotally connected to the engine (400), and the second rod (4) is pivotally connected to the first rod (3) near the engine (400). The shock absorber rod (2) is pivotally connected to the first rod (3) away from the engine (400). The second rod (4) and the shock absorber rod (2) are staggered.

4. The six-bar link based motorcycle suspension structure of claim 3, wherein: The first rod (3) has an L-shaped structure, forming a bent portion (31), which is close to the engine (400), and the second rod (4) is pivotally connected to the bent portion (31).

5. The six-bar link based motorcycle suspension structure of claim 1, wherein: There are two second rods (4), which are pivotally connected to the left and right sides of the first rod (3) respectively. A first pivot seat (201) is formed on the bottom side of the rear swing arm (200). The two second rods (4) are located on the left and right sides of the first pivot seat (201) respectively, away from the first rod (3).

6. The six-bar link-based motorcycle suspension structure of claim 1, wherein: A support portion (500) is formed on the frame (300). The support portion (500) has an inverted triangular structure. The support portion (500) is located above the rear swing arm (200). The linkage assembly (1) is located below the rear swing arm (200). The top end of the shock absorber rod (2) is connected to the bottom end of the support portion (500), and the bottom end is pivotally connected to the linkage assembly (1).

7. The six-bar link based motorcycle suspension structure of claim 6, wherein: The shock absorber rod (2) extends longitudinally.

8. The six-bar link-based motorcycle suspension structure of claim 1, wherein: It also includes bushings (5), and there are multiple bushings (5). Multiple bushings (5) are set at each pivot joint. Each pivot joint is provided with a pivot hole (6) and a pivot shaft (7). The bushing (5) has a cylindrical structure and is detachably sleeved on the outer periphery of the pivot shaft (7). After the pivot shaft (7) passes through the pivot hole (6), the bushing (5) is located between the pivot hole (6) and the pivot shaft (7) and can pivot relative to the pivot hole (6) with the pivot shaft (7).

9. The six-bar link-based motorcycle suspension structure of claim 8, wherein: The second rod (4) is detachably mounted on the pivot shaft (7) so that after the second rod (4) is mounted on the pivot shaft (7), the side wall of the second rod (4) abuts against the end of the bushing (5).

10. The six-bar link based motorcycle suspension structure of claim 8, wherein: The bushing (5) is made of alloy structural steel.

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