A single cantilever motorcycle suspension mechanism

Abstract

This utility model discloses a single-cantilever motorcycle suspension mechanism, including a single-arm motorcycle suspension assembly. The outer side of the single-arm motorcycle suspension assembly includes a front wheel disc, and the inner side of the front wheel disc is fixedly connected to a front axle. The other end of the front axle is fixedly connected to a front swing arm, and the other end of the front swing arm is equipped with a connecting pipe. The other end of the connecting pipe is equipped with a steering knuckle. This utility model achieves steering function through a steering mechanism. The connecting pipe and steering knuckle not only provide support and connection but also provide steering limit function. While achieving steering, the steering mechanism can also absorb the vertical impact force of the front wheel, ensuring the stability of the handlebars. In addition, the single-sided steering arm and front swing arm place higher demands on the steering mechanism. By separating the steering function from the support and shock absorption functions, the impact force of the road surface on the front wheel can be absorbed and released to the greatest extent, thereby reducing handlebar and vehicle noise vibration and improving vehicle driving comfort and handling.

Description

Technical Field

[0001] This utility model relates to the field of motorcycle suspension technology, and in particular to a single cantilever motorcycle suspension mechanism. Background Technology

[0002] The suspension system is the collective term for all force-transmitting connection devices between the motorcycle frame and the axle or wheels. Its function is to transmit the forces and torques acting between the wheels and the frame, and to buffer the impact forces transmitted from uneven road surfaces to the frame or body, and dampen the resulting vibrations to ensure a smooth ride for the motorcycle.

[0003] While existing motorcycle suspension systems can reduce instability caused by excessive compression of the front shock absorber springs during braking, they also suffer from insufficient road feel and low handling performance. The disadvantages of existing suspension systems are high friction, noticeable vibrations transmitted from the ground to the hands, and poor riding comfort when the frequency and amplitude of front wheel vibration are high. Utility Model Content

[0004] The purpose of this invention is to provide a single cantilever motorcycle suspension mechanism to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a single cantilever motorcycle suspension mechanism, comprising a motorcycle single-arm suspension assembly, the outer side of which includes a front wheel disc, a front axle fixedly connected to the inner side of the front wheel disc, a front swing arm fixedly connected to the other end of the front axle, a connecting pipe installed at the other end of the front swing arm, a steering knuckle installed at the other end of the connecting pipe, the steering knuckle being connected to a steering mechanism, a steering knuckle vertical shaft connected to the end of the connecting pipe connected to the steering knuckle, the steering knuckle vertical shaft being installed inside the steering knuckle, and a limiting block being sleeved inside the steering knuckle vertical shaft, a swing arm flange installed on the outer side of the steering mechanism, a steering arm installed at the other end of the steering mechanism, a connecting seat provided at the other end of the steering arm, a steering tie rod installed on the steering arm through the connecting seat, a pivot shaft connected to the other end of the steering tie rod, a universal joint connected to the other end of the pivot shaft, the universal joint being a cross universal joint, and a steering column installed on the outer side of the universal joint.

[0006] An mounting plate is installed at the connection between the connecting pipe and the front control arm. A pin is provided at one end of the connecting pipe inside the front control arm. A plane bearing is installed between the steering knuckle vertical shaft and the limiting block, and a connecting cap is installed at the other end of the limiting block. A steering shaft is installed at the left end of the steering knuckle vertical shaft, and a set screw is provided at the top of the steering shaft. The set screw is located in the cavity inside the steering knuckle. A shaft is installed at the bottom end of the control arm flange. A control arm bracket is installed on the outer side of the shaft. A bearing is sleeved on the outer side of the control arm bracket, and the bearing is in contact with the steering shaft.

[0007] As a preferred embodiment of this utility model, the steering arm has a curved structure, the front end of the steering arm is horizontally and movably connected to the steering mechanism, and the rear end of the steering arm is movably connected to the bottom end of the steering tie rod through a connecting seat.

[0008] As a preferred embodiment of this utility model, the front axle is composed of a frame and a frame connection port. The two ends of the frame are fixedly connected to the front wheel disc and the front swing arm, respectively. The frame connection port is installed in the middle of the frame, and the front axle is fixedly connected to the motorcycle frame through the frame connection port.

[0009] As a preferred technical solution of this utility model, the right end of the limiting block is provided with a spring on the right side of the steering knuckle vertical shaft. The spring is installed inside the steering knuckle, and the steering knuckle vertical shaft and the limiting block are movably connected. The swing amplitude of the steering knuckle vertical shaft relative to the limiting block is -30° to 30°.

[0010] As a preferred embodiment of this utility model, the steering tie rod, pivot, and universal joint all have the ability to swing in both directions.

[0011] As a preferred embodiment of this utility model, the swing arm flange is divided into a front flange and a rear flange, the diameter of the rear flange is larger than that of the front flange, and a brake disc is installed between the rear flange and the steering knuckle.

[0012] Compared with the prior art, the beneficial effects of this utility model are:

[0013] This utility model achieves steering function through a steering mechanism. The connecting pipe and steering knuckle not only provide support and connection but also provide steering limit function. While steering, the steering mechanism can also absorb the vertical impact force of the front wheel, ensuring the stability of the steering handle. In addition, the single-sided steering arm and front swingarm place higher demands on the steering mechanism. By separating the steering function from the support and shock absorption functions, the impact force of the road surface on the front wheel can be absorbed and released to the greatest extent, thereby reducing steering handle and vehicle noise vibration and improving vehicle driving comfort and handling. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the motorcycle suspension mechanism of this utility model;

[0015] Figure 2 This is a top view of the motorcycle suspension mechanism structure of this utility model;

[0016] Figure 3 This is a schematic diagram of the motorcycle suspension swing arm structure of this utility model;

[0017] Figure 4 This is a three-dimensional schematic diagram of the motorcycle suspension mechanism of this utility model;

[0018] Figure 5 This is a schematic diagram of the motorcycle suspension steering mechanism of this utility model;

[0019] Figure 6 This is an internal view of the motorcycle suspension and steering mechanism structure of this utility model.

[0020] In the diagram: 1. Motorcycle single-arm suspension assembly; 2. Front wheel disc; 3. Front axle; 4. Front control arm; 5. Control arm flange; 6. Connecting pipe; 7. Steering arm; 8. Connecting seat; 9. Steering tie rod; 10. Shaft; 11. Universal joint; 12. Steering column; 13. Steering knuckle; 14. Steering mechanism; 15. Steering knuckle vertical shaft; 16. Limiting block; 17. Frame; 18. Frame connection port; 19. Front flange; 20. Rear flange; 21. Brake disc; 22. Mounting disc; 23. Pin; 24. Surface bearing; 25. Connecting cap; 26. Steering shaft; 27. Axle; 28. Control arm bracket; 29. ​​Bearing; 30. Set screw. Detailed Implementation

[0021] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0022] Please see Figure 1-6 This utility model provides a technical solution for a single cantilever motorcycle suspension mechanism:

[0023] like Figure 1-6As shown, a single-cantilever motorcycle suspension mechanism includes a single-cantilever motorcycle suspension assembly 1. The outer side of the single-cantilever motorcycle suspension assembly 1 includes a front wheel disc 2. A front axle 3 is fixedly connected to the inner side of the front wheel disc 2. A front swing arm 4 is fixedly connected to the other end of the front axle 3. The front axle 3 is composed of a frame 17 and a frame connection port 18. Both ends of the frame 17 are fixedly connected to the front wheel disc 2 and the front swing arm 4, respectively. The frame connection port 18 is installed in the middle of the frame 17, and the front axle 3 is fixedly connected to the motorcycle frame through the frame connection port 18. A connecting pipe 6 is installed at one end of the front control arm 4, and a steering knuckle 13 is installed at the other end of the connecting pipe 6. The steering knuckle 13 is connected to the steering mechanism 14. One end of the connecting pipe 6 connected to the steering knuckle 13 is connected to a steering knuckle vertical shaft 15. The steering knuckle vertical shaft 15 is installed inside the steering knuckle 13, and a limiting block 16 is sleeved inside the steering knuckle vertical shaft 15. A spring is provided on the right end of the limiting block 16, located on the right side of the steering knuckle vertical shaft 15. The spring is installed inside the steering knuckle 13, and the steering knuckle vertical shaft 15 is also installed inside the steering knuckle 13. Shaft 15 and limit block 16 are movably connected. The swing range of steering knuckle vertical shaft 15 relative to limit block 16 is -30° to 30°. A swing arm flange 5 is installed on the outer side of steering mechanism 14. The swing arm flange 5 is divided into a front flange 19 and a rear flange 20. The diameter of the rear flange 20 is larger than that of the front flange 19. A brake disc 21 is installed between the rear flange 20 and steering knuckle 13. A steering arm 7 is installed at the other end of steering mechanism 14. A connecting seat 8 is provided at the other end of steering arm 7. Steering arm 7 is... The steering arm 7 has a curved structure. The front end of the steering arm 7 is horizontally and movably connected to the steering mechanism 14, and the rear end of the steering arm 7 is movably connected to the bottom end of the steering tie rod 9 through the connecting seat 8. The steering tie rod 9 is mounted on the steering arm 7 through the connecting seat 8. The other end of the steering tie rod 9 is connected to the rotating shaft 10, and the other end of the rotating shaft 10 is connected to the universal joint 11. The universal joint 11 is a cross universal joint. The steering column 12 is mounted on the outer side of the universal joint 11. The steering tie rod 9, the rotating shaft 10 and the universal joint 11 all have the ability to swing in both directions.

[0024] A mounting plate 22 is installed at the connection between the connecting pipe 6 and the front control arm 4. A pin 23 is provided at one end of the connecting pipe 6 inside the front control arm 4. A plane bearing 24 is installed between the steering knuckle vertical shaft 15 and the limiting block 16, and a connecting cap 25 is installed at the other end of the limiting block 16. A steering shaft 26 is installed at the left end of the steering knuckle vertical shaft 15, and a set screw 30 is provided at the top of the steering shaft 26. The set screw 30 is located in the cavity inside the steering knuckle 13. A shaft 27 is installed at the bottom end of the control arm flange 5. A control arm bracket 28 is installed on the outer side of the shaft 27. A bearing 29 is sleeved on the outer side of the control arm bracket 28. The bearing 29 is in contact with the steering shaft 26.

[0025] The motion is transmitted to the steering knuckle mechanism, which concentrates most of the vibration on the horizontal component, reducing the vibration of the operating system and the driver. This can prevent the steering mechanism from contracting too much during emergency braking and causing the front of the vehicle to become unstable. The horizontal structure converts the vertical vibration of the wheels into horizontal vibration, which can significantly improve riding comfort and enhance driving comfort and safety.

[0026] The steering tie rod 9 drives the steering arm 7, the pivot shaft 10, the universal joint 11 and the steering column 12 to rotate, thereby completing the steering action. The steering limit is achieved by the limit block 16 in the steering knuckle 13 and the limit plane of the connecting pipe 6. Due to the setting of the limit block 16 and the limit plane, the relative rotation angle between the steering knuckle 13 and the connecting pipe 6 can only be limited to a certain range, which can be limited to ±30°. When the front wheel swings up and down, the steering tie rod 9 rotates relative to the universal joint 11 via the pivot 10, and the universal joint 11 can extend and retract slightly. The steering tie rod 9 is set with an arc, so the travel in the up and down direction is converted into the back and forth swing of the steering tie rod 9. Most of the impact force is absorbed by the universal joint 11 and the steering tie rod 9, and the impact force transmitted to the steering column 12 is negligible. This can effectively ensure the stability of the steering handlebar area and improve the vibration of the steering handlebar area. The universal joint 11 can effectively adjust the welding and processing errors of the frame itself, ensuring that the steering column 12 and the front wheel always remain coplanar, avoiding the discomfort caused by the center of the steering column 12 and the center of the front wheel not being coplanar, and improving the overall handling performance of the vehicle.

[0027] This utility model achieves steering function through steering mechanism 14. The connecting pipe 6 and steering knuckle 13 not only realize the supporting connection function, but also realize the steering limit function. While realizing steering, steering mechanism 14 can also absorb the vertical impact force of the front wheel, ensuring the stability of the steering handle. In addition, the single-sided steering arm 7 and front rocker arm 4 also put forward higher requirements for steering mechanism 14. By separating the steering function from the support and shock absorption functions, the impact force of the road surface on the front wheel can be absorbed and released to the maximum extent, thereby reducing the vibration of the steering handle and vehicle noise, and improving the driving comfort and handling of the vehicle.

[0028] In the description of this utility model, it should be understood that the indicated orientation or positional relationship is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this utility model 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 a limitation of this utility model.

[0029] In this utility model, unless otherwise explicitly specified and limited, for example, it can be a fixed connection, a detachable connection, or an integral part; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components or an interaction between two components. Unless otherwise explicitly limited, those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0030] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A mono-cantilever motorcycle suspension mechanism comprising a motorcycle mono-arm suspension assembly (1), characterized in that: The outer side of the motorcycle single-arm suspension assembly (1) includes a front wheel disc (2). A front axle (3) is fixedly connected to the inner side of the front wheel disc (2). A front control arm (4) is fixedly connected to the other end of the front axle (3). A connecting pipe (6) is installed at the other end of the front control arm (4). A steering knuckle (13) is installed at the other end of the connecting pipe (6). The steering knuckle (13) is connected to the steering mechanism (14). A steering knuckle vertical shaft (15) is connected to the end of the connecting pipe (6) that is connected to the steering knuckle (13). The steering knuckle vertical shaft (15) is installed inside the steering knuckle (13). A limiting block (16) is fitted inside the vertical shaft (15). A swing arm flange (5) is installed on the outer side of the steering mechanism (14). A steering arm (7) is installed at the other end of the steering mechanism (14). A connecting seat (8) is provided at the other end of the steering arm (7). A steering tie rod (9) is installed on the steering arm (7) through the connecting seat (8). A rotating shaft (10) is connected to the other end of the steering tie rod (9). A universal joint (11) is connected to the other end of the rotating shaft (10). The universal joint (11) is a cross universal joint. A steering column (12) is installed on the outer side of the universal joint (11). An installation plate (22) is installed at the connection between the connecting pipe (6) and the front swing arm (4). A pin (23) is provided at one end of the connecting pipe (6) inside the front swing arm (4). A plane bearing (24) is installed between the steering knuckle vertical shaft (15) and the limiting block (16). A connecting cap (25) is installed at the other end of the limiting block (16). A steering shaft (26) is installed at the left end of the steering knuckle vertical shaft (15). A set screw (30) is provided at the top end of the steering shaft (26). The set screw (30) is located in the cavity inside the steering knuckle (13). A shaft (27) is installed at the bottom end of the swing arm flange (5). A swing arm bracket (28) is installed on the outer side of the shaft (27). A bearing (29) is sleeved on the outer side of the swing arm bracket (28). The bearing (29) is in contact with the steering shaft (26).

2. A single swingarm motorcycle suspension mechanism according to claim 1 wherein: The steering arm (7) has a curved structure. The front end of the steering arm (7) is horizontally connected to the steering mechanism (14), and the rear end of the steering arm (7) is connected to the bottom end of the steering tie rod (9) through the connecting seat (8).

3. A single A-arm motorcycle suspension mechanism according to claim 1, characterized in that: The front axle (3) is composed of a frame (17) and a frame connection port (18). The two ends of the frame (17) are fixedly connected to the front wheel disc (2) and the front swing arm (4) respectively. The frame connection port (18) is installed in the middle of the frame (17), and the front axle (3) is fixedly connected to the motorcycle frame through the frame connection port (18).

4. A single A-arm motorcycle suspension mechanism according to claim 1, characterized in that: The right end of the limiting block (16) is provided with a spring on the right side of the steering knuckle vertical shaft (15). The spring is installed inside the steering knuckle (13), and the steering knuckle vertical shaft (15) and the limiting block (16) are movably connected. The swing amplitude of the steering knuckle vertical shaft (15) relative to the limiting block (16) is -30° to 30°.

5. A single A-arm motorcycle suspension mechanism according to claim 1, characterized in that: The turning pull rod (9), the rotating shaft (10) and the universal joint (11) all have forward and reverse amplitude swing.

6. A single A-arm motorcycle suspension mechanism according to claim 1, characterized in that: The swing arm flange (5) is divided into a front flange (19) and a rear flange (20), the diameter value of the rear flange (20) is greater than that of the front flange (19), and a brake disc (21) is installed between the rear flange (20) and the steering knuckle (13).

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