Rear suspension rocker structure for motorcycle

Abstract

The application relates to the technical field of motorcycle rear suspension, in particular to a rear suspension rocker structure for a motorcycle, which comprises a tripod, the middle section of the tripod is rotationally connected with a vehicle frame, a rotating groove is arranged at the right end of the tripod, a rear wheel is rotationally connected in the rotating groove, a supporting base is rotationally connected at the left end of the tripod, a sleeve shaft is rotationally connected at the upper end of the supporting base, internal threads are arranged in the sleeve shaft, a first threaded rod is threadedly connected with the internal threads, an installation plate is fixedly installed at the upper end of the first threaded rod, a shock absorber is fixedly connected with the upper end of the installation plate, the upper end of the shock absorber is rotationally connected with the vehicle frame, a first nut is rotated through a wrench, the sleeve shaft is driven to rotate by the first nut, and the first threaded rod is driven to stretch and shrink by the rotation of the sleeve shaft. When the first threaded rod stretches out, the tripod is pushed downward at the left end, the tripod is rotationally connected with the vehicle body through the middle section, therefore the rear wheel at the right end is driven upward, so that the gravity center of the whole vehicle body is lowered, and the vehicle is more stable and safe during high-speed driving.

Description

Technical Field

[0001] This utility model relates to the field of motorcycle rear suspension technology, specifically a rear suspension rocker arm structure for motorcycles. Background Technology

[0002] The rear suspension rocker arm of a motorcycle is a mechanism that elastically connects the wheel to the motorcycle body. Its function is to suppress the vibration and impact caused by uneven road surfaces from being transmitted to the motorcycle body, improve riding comfort, keep the tire and the road surface in optimal contact at all times, and ensure that the driving force, braking force, and lateral force of the motorcycle are generated between the tire and the road surface, thus ensuring the normal operation and driving stability of the motorcycle.

[0003] However, existing motorcycle rear suspension rocker arm structures can only provide shock absorption while the motorcycle is in motion, and cannot adjust the overall center of gravity of the motorcycle according to road conditions. For example, on smooth roads, the center of gravity needs to be lowered to ensure strong resistance to crosswinds at high speeds, prevent the motorcycle from drifting, and reduce the risk of rollover during high-speed cornering. However, when riding on rough roads, a high center of gravity can prevent the chassis from scraping against protruding obstacles (such as rocks and potholes), and when facing soft surfaces (such as sand and mud), the motorcycle is less likely to get stuck, and the wheel contact pressure is more evenly distributed. Therefore, this application provides a motorcycle rear suspension rocker arm structure to solve the problems mentioned in the background art. Summary of the Invention

[0004] The purpose of this utility model is to provide a rear suspension rocker arm structure for motorcycles to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a rear suspension rocker arm structure for a motorcycle, including a triangular frame, the middle section of which is rotatably connected to the frame, a rotating groove on the right end of the triangular frame, a rear wheel rotatably connected inside the rotating groove, a support base rotatably connected to the left end of the triangular frame, a sleeve shaft rotatably connected to the upper end of the support base, an internal thread on the sleeve shaft, and a first threaded rod threadedly connected thereto, a mounting plate fixedly mounted on the upper end of the first threaded rod, a shock absorber fixedly connected to the upper end of the mounting plate, and the upper end of the shock absorber rotatably connected to the frame.

[0006] As a further embodiment of this utility model: the upper end of the support base is fixedly connected to a protective shell, the protective shell is sleeved on the sleeve shaft and rotatably connected to it, the inside of the protective shell is provided with a sliding groove, the inside of the sliding groove is rotatably connected to a slider, and the slider is fixedly connected to the sleeve shaft.

[0007] As a further improvement of this utility model, a first nut is fixedly installed on the upper end of the sleeve shaft.

[0008] As a further solution of the utility model: wherein, the protective shell is made of low alloy ultra-high strength steel, which has good tensile strength, can withstand extreme impact and alternating loads, and has both fatigue resistance and fracture resistance.

[0009] As a further solution of the utility model: wherein, an adjustment groove is opened at the upper end of the tripod, a moving block is slidably connected inside the adjustment groove, both the moving block and the adjustment groove are in the shape of "middle", a fixing plate is fixedly installed at the upper end of the moving block, the fixing plate is rotatably connected with the support base, and a second threaded rod is rotatably connected inside the adjustment groove, and the second threaded rod penetrates through the moving block and is threadedly connected with it.

[0010] As a further solution of the utility model: wherein, the left end of the second threaded rod penetrates through the outside of the tripod and is rotatably connected with it, and a second nut is fixedly installed at the left end of the tripod. [[ID=)7]]

[0011] Compared with the prior art, the beneficial effects of the utility model are:

[0012] By turning the first nut with a wrench, the first nut drives the sleeve shaft to rotate, and the sleeve shaft drives the first threaded rod to extend and retract through rotation. When the first threaded rod extends, it pushes the tripod downward at the left end. The tripod is rotatably connected to the vehicle body through the middle section. Therefore, the rear wheel at the right end is lifted upward, so that the overall center of gravity of the vehicle body moves downward, making it more stable and safe when driving at high speed.

[0013] In addition, when the second nut is rotated, the second nut drives the second threaded rod to rotate. The second threaded rod drives the moving block to move inside the adjustment groove through rotation. When the moving block drives the longitudinal adjustment mechanism and the shock absorber to approach the middle section of the tripod, the distance between the longitudinal adjustment mechanism and the middle section of the tripod is reduced. At this time, a slight adjustment of the longitudinal adjustment mechanism can cause the tripod to rotate greatly, so that the height position of the rear wheel changes, and the overall center of the vehicle body is quickly adjusted. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a schematic diagram of the overall structure of the suspension rocker arm in the utility model;

[0015] Figure 2 It is a schematic diagram of the structure of the longitudinal adjustment device in the utility model; [[ID=)27]]

[0016] Figure 3 It is a schematic diagram of the structure of the transverse adjustment device in the utility model;

[0017] Figure 4 It is a schematic diagram of the connection relationship between the adjustment groove and the moving block in the utility model;

[0018] The corresponding relationship between the labels and the component names in the figure is as follows:

[0019] 1. Tripod; 11. Rotating groove; 12. Rear wheel; 2. Support base; 21. Sleeve shaft; 22. First threaded rod; 23. First nut; 24. Mounting plate; 25. Shock absorber; 27. Protective shell; 28. Slide groove; 29. ​​Sliding block; 3. Adjusting groove; 31. Moving block; 32. Fixing plate; 33. Second threaded rod; 34. Second nut; Detailed Implementation

[0020] In the following description, only certain exemplary embodiments are briefly described. As those skilled in the art will recognize, the described embodiments can be modified in various ways without departing from the spirit or scope of this invention. Therefore, the drawings and description are considered exemplary in nature and not restrictive.

[0021] refer to Figure 1 This is a schematic diagram of the overall structure of the suspension rocker arm. The middle section of the triangular frame 1 is rotatably connected to the vehicle frame body via a pivot. A rotating groove 11 is provided on the upper right side of the triangular frame 1. Figure 3 As shown), a rear wheel 12 is rotatably connected to the right side of the rotating slot 11. Figure 1 and Figure 2 As shown, a longitudinal adjustment device is provided on the upper left side of the tripod 1. The longitudinal adjustment device includes a support base 2 rotatably connected to the upper left side of the tripod 1. A sleeve shaft 21 is rotatably connected to the upper end of the support base 2, and a first nut 23 is fixedly installed on the upper end of the sleeve shaft 21. A threaded groove is opened inside the sleeve shaft 21, and a first threaded rod 22 is connected to it through the threaded groove. A mounting plate 24 is fixedly installed on the upper end of the first threaded rod 22, and a shock absorber 25 is fixedly installed on the upper end of the mounting plate 24. The upper end of the shock absorber 25 is rotatably connected to the vehicle frame. By turning the first nut 23 with a wrench, the first nut 23 drives the sleeve shaft 21 to rotate, and the rotation of the sleeve shaft 21 causes the first threaded rod 22 to extend or retract. When the first threaded rod 22 extends, it pushes the left end of the tripod 1 downward, and since the middle section of the tripod 1 is rotatably connected to the vehicle body, the right end of the tripod 1 can move upward, which simultaneously drives the rear wheel 12 upward. Furthermore, the entire motorcycle's weight is borne by the front and rear wheels. When the rear wheel 12 moves upward, the overall height of the motorcycle decreases because the lower end of the wheel remains in contact with the ground. This lowers the motorcycle's center of gravity, making it more stable at high speeds. Conversely, the opposite operation raises the motorcycle's center of gravity, allowing it to better handle rough terrain.

[0022] When the rear wheel 12 passes over a raised road surface, the rear wheel 12 makes a circular motion through the middle section of the tripod 1. The rear wheel 12 drives the rear end of the tripod 1 to move upward, thereby causing the left end of the tripod 1 to move downward. The left end of the tripod 1 pulls the shock absorber 25 downward, so that the shock absorber 25 cushions the entire vehicle body. And the upper end of the shock absorber 25 is rotatably connected to the vehicle frame, and the lower end is rotatably connected to the tripod 1. Therefore, when the tripod 1 drives the shock absorber 25 to cushion, it is a circular motion, and the rotational connection at the upper and lower ends of the shock absorber 25 can make way for it.

[0023] Preferably, a protective shell 27 is fixedly installed at the upper end of the support base 2. The protective shell 27 is made of low-alloy ultra-high-strength steel, which has good tensile strength, can withstand extreme impacts and alternating loads, and has both anti-fatigue and anti-fracture capabilities. The protective shell 27 is sleeved on the sleeve shaft 21 and is rotatably connected to it. A sliding groove 28 is opened inside the protective shell 27, and a sliding block 29 is rotatably connected inside the sliding groove 28. The sliding block 29 is fixedly connected to the sleeve shaft 21. The strength of the sleeve shaft 21 is strengthened by the protective shell 27, and at the same time, the connection strength between the sleeve shaft 21 and the support base 2 is strengthened by the sliding groove 28 and the sliding block 29. Since the shock absorber 25 is in a working state most of the time during the driving of the motorcycle, it is prevented that the connection part between the first threaded rod 22 and the sleeve shaft 21 is too weak, causing the sleeve shaft 21 to explode.

[0024] As Figure 3 and Figure 4 shown, a lateral adjustment mechanism is provided at the upper end of the tripod 1. The lateral adjustment mechanism includes an adjustment groove 3 opened on the right side of the upper end of the tripod 1. The adjustment groove 3 is in the shape of a Chinese character 'zhong'. A moving block 31 is slidably connected inside the adjustment groove 3. The moving block 31 is also in the shape of a Chinese character 'zhong'. A fixing plate 32 is fixedly installed at the upper end of the moving block 31, and is hinged to the support base 2 through the fixing plate 32. A second threaded rod 33 is rotatably connected inside the adjustment groove 3. The second threaded rod 33 passes through the moving block 31 and is threadedly connected to it. The left end of the second threaded rod 33 passes through the outside of the tripod 1 and is rotatably connected. A second nut 34 is fixedly installed at the left end of the second threaded rod 33. By turning the second nut 34 with a wrench, the second threaded rod 33 rotates. The second threaded rod 33 rotates to make the moving block 31 move left and right inside the adjustment groove 3. When the moving block 31 moves to the right, it带动 the lower end of the shock absorber 25 to move synchronously, making it closer to the middle section of the tripod 1. Thus, the distance between the longitudinal adjustment mechanism and the middle section of the tripod 1 is reduced. At this time, because the longitudinal adjustment mechanism is close to the middle section of the tripod 1, a slight adjustment of the longitudinal adjustment mechanism can make the tripod 1 rotate greatly, so that the height position of the rear wheel 12 changes, and the overall center of the vehicle body is quickly adjusted.

[0025] Preferably, both the first threaded rod 22 and the third threaded rod 33 are made of 40CrNiMoA. 40CrNiMoA has extremely high toughness, strength and fatigue resistance, which prevents the first threaded rod 22 and the third threaded rod 33 from breaking due to impact.

[0026] Working principle: When the rear wheel 12 passes over a raised surface, the rear wheel 12 moves in a left circular motion through the middle section of the tripod 1. The rear wheel 12 drives the rear end of the tripod 1 to move upward, thereby causing the left end of the tripod 1 to move downward. The left end of the tripod 1 pulls the shock absorber 25 downward, thus allowing the shock absorber 25 to absorb shocks from the entire vehicle body. Furthermore, the upper end of the shock absorber 25 is rotatably connected to the vehicle frame, and the lower end is rotatably connected to the tripod 1. Therefore, when the tripod 1 drives the shock absorber 25 to absorb shocks, it is in a circular motion. The rotational connection between the upper and lower ends of the shock absorber 25 allows for proper movement.

[0027] By turning the first nut 23 with a wrench, the first nut 23 drives the sleeve 21 to rotate, and the sleeve 21 drives the first threaded rod 22 to extend and retract. When the first threaded rod 22 extends, it pushes the left end of the triangular frame 1 downward. The triangular frame 1 is rotatably connected to the vehicle body through the middle section, thus driving the right rear wheel 12 upward, thereby lowering the overall center of gravity of the vehicle body, making it more stable and safer when driving at high speed.

[0028] Furthermore, when the second nut 34 is rotated, the second nut 34 drives the second threaded rod 33 to rotate. The second threaded rod 33 drives the moving block 31 to move inside the adjusting groove 3 through rotation. When the moving block 31 drives the longitudinal adjustment mechanism and the shock absorber 25 to move closer to the middle section of the triangular frame 1, the distance between the longitudinal adjustment mechanism and the middle section of the triangular frame 1 is reduced. At this time, a slight adjustment to the longitudinal adjustment mechanism can cause the triangular frame 1 to rotate significantly, thereby changing the height position of the rear wheel 12 and quickly adjusting the overall center of the vehicle body.

[0029] The above are merely preferred embodiments of this utility model, but the scope of protection of this utility model is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in this utility model, based on the technical solution and inventive concept of this utility model, should be included within the scope of protection of this utility model.

Claims

1. A rear suspension rocker arm structure for a motorcycle, comprising a tripod (1), characterized in that, The middle section of the tripod (1) is rotatably connected to the vehicle frame. A rotating groove (11) is provided at the right end of the tripod (1), and a rear wheel (12) is rotatably connected inside the rotating groove (11). The left end of the tripod (1) is rotatably connected to a support base (2). The upper end of the support base (2) is rotatably connected to a sleeve shaft (21). An internal thread is provided inside the sleeve shaft (21), and a first threaded rod (22) is threadedly connected thereto. The upper end of the first threaded rod (22) is fixedly installed with a mounting plate (24). The upper end of the mounting plate (24) is fixedly connected to a shock absorber (25), and the upper end of the shock absorber (25) is rotatably connected to the vehicle frame.

2. The motorcycle rear suspension rocker arm structure according to claim 1, characterized in that, The upper end of the support base (2) is fixedly connected with a protective shell (27). The protective shell (27) is sleeved on the sleeve shaft (21) and is rotatably connected thereto. A sliding groove (28) is provided inside the protective shell (27), and a sliding block (29) is rotatably connected inside the sliding groove (28). The sliding block (29) is fixedly connected to the sleeve shaft (21).

3. The motorcycle rear suspension rocker arm structure according to claim 2, characterized in that, A first nut (23) is fixedly installed at the upper end of the sleeve shaft (21).

4. The motorcycle rear suspension rocker arm structure according to claim 2, characterized in that, The protective shell (27) is made of low-alloy ultra-high-strength steel, which has good tensile strength, can withstand extreme impacts and alternating loads, and has both anti-fatigue and anti-fracture capabilities.

5. The rear suspension rocker arm structure for motorcycles according to claim 1, characterized in that, An adjustment groove (3) is provided at the upper end of the tripod (1). A moving block (31) is slidably connected inside the adjustment groove (3). Both the moving block (31) and the adjustment groove (3) are "middle" - shaped. The upper end of the moving block (31) is fixedly installed with a fixing plate (32). The fixing plate (32) is rotatably connected to the support base (2). A second threaded rod (33) is rotatably connected inside the adjustment groove (3). The second threaded rod (33) penetrates through the moving block (31) and is threadedly connected thereto.

6. The motorcycle rear suspension rocker arm structure according to claim 5, characterized in that, The left end of the second threaded rod (33) penetrates through the outside of the tripod (1) and is rotatably connected thereto. A second nut (34) is fixedly installed at the left end of the tripod (1).

Images