A shock-absorbing rocker arm device

Abstract

This utility model relates to the field of shock absorption mechanism technology, specifically a shock absorption rocker arm device, including a rocker arm body. A connecting rod component is connected to one side of the lower part of the rocker arm body, and a shock absorption component is connected to one side of the upper part of the rocker arm body. One end of the connecting rod component is connected to the vehicle frame, and the upper end of the shock absorption component is hinged to the seat support of the vehicle body. The other side of the upper part of the rocker arm body is connected to the vehicle frame. The rocker arm body is made of titanium alloy, possessing rigidity and toughness, and can withstand the forces caused by vibration and impact.

Description

Technical Field

[0001] This utility model relates to the field of shock absorption mechanism technology, specifically to a shock absorption rocker arm device. Background Technology

[0002] In the field of shock absorption technology, the shock absorption performance of light vehicles such as electric bicycles and motorcycles is a core indicator for measuring riding experience and safety. Due to structural design limitations, traditional shock absorbers struggle to meet the dynamic buffering needs under complex road conditions, becoming a key bottleneck restricting the improvement of vehicle performance.

[0003] In the prior art, the invention patent with application number 201810665111.2 discloses a high-efficiency motorcycle rear shock absorber. The device achieves shock absorption through a combination structure of a damping frame, a buffer chamber, and metal pellets. Its core relies on the extension and contraction of the damping spring and the vibration resistance of the metal pellets to consume energy. However, this technology has significant drawbacks: First, the shock absorber is rigidly connected to the frame at both ends via fixed plates, allowing only linear axial buffering. When the vehicle encounters a lateral impact (such as a bumpy curve), over 90% of the lateral force is directly transmitted to the vehicle body, resulting in a body roll of 8-10°, far exceeding the safe range (≤5°). Furthermore, the concentration of lateral stress exacerbates fatigue at the weld between the damping frame and the fixed plate (shortening the service life to 2000 hours). Second, the device lacks a dynamic adjustment structure. When the load changes (such as single / tandem riding) or road conditions switch (asphalt / gravel), the damping coefficient cannot be adjusted, leading to excessive shock absorption response when unloaded (bouncing amplitude 12-15mm) and insufficient shock absorption when fully loaded (vibration transmission rate exceeding 60%), making it difficult to balance riding comfort and handling stability. Third, the disorderly collision of metal pellets within the buffer chamber generates additional noise (65-70dB), and long-term use is prone to wear and tear, resulting in a decrease in shock absorption efficiency (performance decreases by 25% after 3 months).

[0004] Furthermore, the adaptability limitations of traditional fixed-connection shock absorbers are particularly prominent. For example, when a vehicle is traveling on continuously undulating roads, the damping feedback lag time of this device reaches 0.4-0.6 seconds, which can easily cause vehicle body resonance. In emergency braking scenarios, the braking distance increases by 15%-20% due to the untimely shock absorption response, posing a safety hazard. At the same time, the rigid connection structure fixes the stress concentration point between the shock absorber and the frame, and after long-term vibration, the crack incidence rate at the frame connection end is as high as 40%, significantly increasing maintenance costs. Utility Model Content

[0005] The purpose of this utility model is to provide a shock-absorbing rocker arm device to solve the problem in the background art where the shock-absorbing device is rigidly connected to the vehicle frame at both ends by a fixed plate, and can only perform linear buffering along the axial direction. When the vehicle encounters a lateral impact, more than 90% of the lateral force is directly transmitted to the vehicle body, resulting in a body roll of 8-10°, which is far beyond the safe range. Furthermore, the lateral stress concentration will exacerbate the fatigue problem at the weld between the damping frame and the fixed plate.

[0006] To achieve the above objectives, this utility model provides a shock-absorbing rocker arm device, including a rocker arm body. A connecting rod component is connected to one lower side of the rocker arm body, and a shock-absorbing component is connected to one upper side of the rocker arm body. One end of the connecting rod component is connected to the vehicle frame, and the upper end of the shock-absorbing component is hinged to the seat support of the vehicle body. The other upper side of the rocker arm body is connected to the vehicle frame. The rocker arm body is made of titanium alloy material, which has rigidity and toughness and can withstand the forces brought by vibration and impact.

[0007] This design uses the rocker arm itself as the core load-bearing structure, forming a multi-node mechanical transmission system through connecting rod components on one side at the bottom and shock absorbers on the other side at the top. The properties of titanium alloy ensure that it can withstand vibration and impact forces. The connection between the connecting rod components and the frame, the hinged connection between the shock absorbers and the seat support, and the connection between the other side of the rocker arm itself and the frame create a dynamically adjustable support structure.

[0008] Preferably, a first connecting end is provided on the upper side of the rocker arm body, and the first connecting end is hinged to the lower end of the shock-absorbing component.

[0009] This feature allows the first connecting end of the rocker arm body to be hinged to the lower end of the damping component, enabling the damping component to flexibly adjust its angle as the rocker arm body rotates, thus achieving dynamic matching between the damping direction and the vibration direction.

[0010] Preferably, a second connecting end is provided on the other side of the upper part of the rocker arm body, and a first mounting end is hinged to the second connecting end, which is fixed to the vehicle frame.

[0011] This configuration involves hinged second connection end of the rocker arm body to the first mounting end, with the first mounting end fixed to the frame, forming a rotatable connection point between the rocker arm body and the frame. This provides stable support for the rocker arm body while preserving rotational freedom.

[0012] Preferably, the lower end of the rocker arm body is provided with a third connecting end, and one end of the connecting rod component is provided with a first transmission end. The first transmission end is hinged to the third connecting end, so that the rocker arm body can rotate around the end of the connecting rod component, changing the fixed state of the traditional shock absorber.

[0013] This feature allows the third connecting end of the rocker arm body to be hinged to the first transmission end of the connecting rod component, enabling the rocker arm body to rotate around the end of the connecting rod component. This converts the force generated by vibration into the rotational kinetic energy of the rocker arm, changing the fixed force transmission path of traditional shock absorbers.

[0014] Preferably, the other end of the connecting rod component is provided with a second transmission end, the second transmission end is hinged to a second mounting end, and the second mounting end is fixed to the vehicle frame.

[0015] This configuration involves hinged connection between the second transmission end and the second mounting end of the linkage component, with the second mounting end fixed to the frame. This allows the linkage component to adjust its angle synchronously as the rocker arm body rotates, forming a linked force transmission and buffer structure.

[0016] Preferably, the shock-absorbing component uses a combination of spring and damper to play a shock-absorbing and buffering role during the rotation of the rocker arm body, absorbing vibration energy.

[0017] The spring in this shock-absorbing component absorbs vibration energy through deformation, while the damper attenuates vibration by suppressing the reciprocating motion of the spring. When the rocker arm rotates, the two components work together according to the vibration intensity and frequency to achieve a combination of buffering and energy dissipation.

[0018] Preferably, an angle sensor is also included. The angle sensor is installed at the connection between the rocker arm body and the connecting rod component to monitor the rotation angle of the rocker arm body in real time, providing data for adjusting the damping parameters.

[0019] This feature involves installing an angle sensor at the connection between the rocker arm body and the connecting rod assembly. This sensor captures the rotation angle data of the rocker arm body in real time, providing a basis for judging vibration intensity and adjusting the damping parameters of the shock absorption components, thus forming a closed-loop adjustment mechanism.

[0020] Preferably, the connecting rod assembly includes two parallel connecting rods, which are connected and fixed together by a reinforcing rod.

[0021] This design connects the two parallel links of the linkage component with a reinforcing rod, forming a frame structure that enhances the overall rigidity and torsional resistance of the linkage component, ensuring that the force is not easily deformed during transmission.

[0022] Compared with the prior art, the beneficial effects of this utility model are as follows: This shock-absorbing rocker arm device employs a hinged structure between the rocker arm body and the connecting rod component, combined with a rotatable connection method, breaking the limitation of traditional shock-absorbing devices that can only provide linear axial buffering. When the vehicle encounters a lateral impact, the rocker arm body can flexibly rotate around the end of the connecting rod component, dispersing lateral forces through multi-angle attitude adjustments and effectively controlling the vehicle's roll. Simultaneously, the hinged design between the shock-absorbing component and the vehicle's seat support allows for synchronized adjustment of the force direction as the rocker arm rotates, significantly reducing vibration transmission rate under both vertical and lateral impacts, thus addressing the pain point of "lack of lateral shock absorption" in traditional devices. The rotational characteristics of the rocker arm and the spring-damper combination of the shock-absorbing components form a synergistic adjustment mechanism, which can adaptively adjust the damping force according to changes in load and road conditions. An angle sensor monitors the rocker arm rotation angle in real time, providing data support for dynamic optimization of damping parameters. This effectively improves the problems of excessive bounce when unloaded and insufficient damping when fully loaded, achieving a balance between riding comfort and handling stability, and overcoming the shortcomings of traditional devices with "poor adaptability of fixed damping coefficients". The rocker arm body is made of titanium alloy, combining high rigidity and toughness. Combined with the double-link + reinforcing rod design of the connecting rod components, stress distribution is more uniform, avoiding the stress concentration at a single connection point problem found in traditional fixed structures. This significantly reduces the cracking rate at the frame connection points, and the hinged structure between the rocker arm and other components reduces rigid wear, greatly extending the overall service life of the device and reducing maintenance costs. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is one of the partial structural schematic diagrams of this utility model; Figure 3 This is a second schematic diagram of a partial structure of this utility model; The meanings of the labels in the diagram are as follows: 1. Rocker arm body; 11. First connecting end; 12. Second connecting end; 13. Third connecting end; 2. Connecting rod assembly; 21. First transmission end; 22. Second transmission end; 3. Shock absorption assembly; 4. First mounting end; 5. Second mounting end. Detailed Implementation

[0024] 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.

[0025] This utility model provides a shock-absorbing rocker arm device, such as Figure 1 , Figure 3 As shown, the device includes a rocker arm body 1, a connecting rod component 2 connected to the lower side of the rocker arm body 1, a shock absorber component 3 connected to the upper side of the rocker arm body 1, one end of the connecting rod component 2 connected to the vehicle frame, the upper end of the shock absorber component 3 hinged to the seat support of the vehicle body, and the other upper side of the rocker arm body 1 connected to the vehicle frame.

[0026] The rocker arm body 1, as the core load-bearing structure, forms a multi-node mechanical transmission system through a connecting rod component 2 on one side at the bottom and a shock-absorbing component 3 on the other side at the top. The properties of titanium alloy ensure that the rocker arm body 1 can withstand vibration and impact forces. The connection between the connecting rod component 2 and the vehicle frame, the hinged connection between the shock-absorbing component 3 and the vehicle seat support, and the connection between the other side of the upper part of the rocker arm body 1 and the vehicle frame create a dynamically adjustable support structure. This multi-node connection breaks away from the fixed pattern of traditional shock absorbers, giving the device multi-angle buffering capabilities. The titanium alloy material ensures that the rocker arm body 1 is not easily deformed or damaged when subjected to impacts, providing fundamental support for overall shock absorption performance and enhancing the device's adaptability to complex vibrations.

[0027] In this embodiment, as Figure 2 As shown, the rocker arm body 1 is made of titanium alloy material, which has rigidity and toughness and can withstand the force brought by vibration and impact. A first connecting end 11 is provided on the upper side of the rocker arm body 1, and the first connecting end 11 is hinged to the lower end of the shock absorption component 3.

[0028] The first connecting end 11 of the rocker arm body 1 is hinged to the lower end of the shock absorber 3, allowing the shock absorber 3 to flexibly adjust its angle as the rocker arm body 1 rotates, achieving dynamic matching between the shock absorption direction and the vibration direction. The hinged structure eliminates the angle limitation of the shock absorber 3, enabling it to more accurately cope with impacts from different directions, improving the energy absorption efficiency of the shock absorber 3, and enhancing the buffering effect.

[0029] Specifically, such as Figure 2 As shown, a second connecting end 12 is provided on the other side of the upper part of the rocker arm body 1. The second connecting end 12 is hinged to a first mounting end 4, which is fixed on the frame.

[0030] The second connecting end 12 of the rocker arm body 1 is hinged to the first mounting end 4, and the first mounting end 4 is fixed to the frame, forming a rotatable connection point between the rocker arm body 1 and the frame. This provides stable support for the rocker arm body 1 while retaining rotational freedom. This hinged structure allows the rocker arm body 1 to rotate flexibly around the second connecting end 12 as a fulcrum, dispersing the vibration stress on the frame, avoiding frame damage caused by stress concentration, and ensuring the stability of the rocker arm body 1's movement.

[0031] Furthermore, such as Figure 2As shown, the lower end of the rocker arm body 1 is provided with a third connecting end 13, and one end of the connecting rod component 2 is provided with a first transmission end 21. The first transmission end 21 is hinged to the third connecting end 13, so that the rocker arm body 1 can rotate around the end of the connecting rod component 2, changing the fixed state of the traditional shock absorber.

[0032] The third connecting end 13 of the rocker arm body 1 is hinged to the first transmission end 21 of the connecting rod component 2, allowing the rocker arm body 1 to rotate around the end of the connecting rod component 2. This converts the force generated by vibration into the rotational kinetic energy of the rocker arm body 1, changing the fixed force transmission path of traditional shock absorbers. The rotational characteristics allow the device to adjust the posture of the rocker arm body 1 to absorb vibrations in different directions, avoiding direct rigid transmission of vibration, reducing the impact on the vehicle body, and solving the problem of limited damping range in traditional fixed structures.

[0033] Furthermore, such as Figure 2 As shown, the other end of the connecting rod component 2 is provided with a second transmission end 22, and the second transmission end 22 is hinged to a second mounting end 5, which is fixed on the frame.

[0034] The second transmission end 22 of the connecting rod component 2 is hinged to the second mounting end 5, and the second mounting end 5 is fixed to the frame, so that the connecting rod component 2 can adjust its angle synchronously when the rocker arm body 1 rotates, forming a linked force transmission and buffer structure. The hinged design allows the connecting rod component 2 to adaptively adjust its position with the movement of the rocker arm body 1, avoiding stress damage to the connecting rod component 2 caused by rigid connection, while enhancing the coordination of the overall structure and improving the stability of the device during vibration transmission.

[0035] Furthermore, such as Figure 1 As shown, the shock-absorbing component 3 uses a combination of spring and damper to play a shock-absorbing and buffering role during the rotation of the rocker arm body 1, absorbing vibration energy.

[0036] The spring in the shock-absorbing component 3 absorbs vibration energy through deformation, while the damper attenuates vibration by suppressing the reciprocating motion of the spring. When the rocker arm body 1 rotates, the combination of these two components works synergistically based on the vibration intensity and frequency to achieve a combination of buffering and energy dissipation. The cooperation between the spring and the damper effectively absorbs and dissipates vibration energy, reducing the transmission of vibration to the vehicle body. It continuously provides stable shock absorption during the rotation of the rocker arm body 1, improving riding stability.

[0037] Furthermore, it also includes an angle sensor, which is installed at the connection between the rocker arm body 1 and the connecting rod component 2, to monitor the rotation angle of the rocker arm body 1 in real time and provide data for adjusting the damping parameters.

[0038] An angle sensor is installed at the connection between the rocker arm body 1 and the connecting rod component 2 to capture the rotation angle data of the rocker arm body 1 in real time. This provides a basis for judging the vibration intensity and adjusting the damping parameters of the shock absorber component 3, forming a closed-loop adjustment mechanism. Data support enables the damping parameters of the shock absorber component 3 to be dynamically optimized according to the actual vibration conditions, avoiding the problem of insufficient or excessive damping under fixed parameters, and improving the adaptability of the device to different road conditions and loads.

[0039] Furthermore, the connecting rod component 2 includes two parallel connecting rods, which are connected and fixed together by a reinforcing rod.

[0040] The two parallel connecting rods of connecting rod component 2 are connected and fixed by reinforcing rods to form a frame structure, which enhances the overall rigidity and torsional resistance of connecting rod component 2 and ensures that the force is not easily deformed during transmission. This structure improves the load-bearing capacity and stability of connecting rod component 2, avoids bending or breakage of connecting rod component 2 due to vibration, extends the service life of the device, and ensures the accuracy and reliability of force transmission.

[0041] When the shock-absorbing rocker arm device of this utility model is used, before the vehicle is started, all components of the device are in the initial state: the rocker arm body 1 is hinged to the first mounting end 4 fixed on the frame through the second connecting end 12, maintaining a stable initial posture; the second transmission end 22 of the connecting rod component 2 is hinged to the second mounting end 5 fixed on the frame, and the two parallel connecting rods are firmly connected by a reinforcing rod to ensure the stability of force transmission; the upper end of the shock-absorbing component 3 is hinged to the seat support of the vehicle body, and the lower end is connected to the rocker arm body 1 through the first connecting end 11, and is in a slightly pre-compression state. When the vehicle is traveling on a flat road, the device experiences minimal vibration. The rocker arm body 1 hardly rotates, and the shock absorber 3 only cushions minor road bumps through slight extension and contraction. The spring and damper work together to absorb a small amount of vibration energy, ensuring a smooth ride. When encountering bumpy roads or obstacles, vibrations are transmitted through the frame to the connecting rod assembly 2 and the first mounting end 4. The connecting rod assembly 2 transmits the vibrational force to the third connecting end 13 of the rocker arm body 1, causing the rocker arm body 1 to rotate around the second connecting end 12 as a fulcrum. At this time, the rotation of the rocker arm body 1 drives the first connecting end 11 to move, causing the damping component 3 to be stretched or compressed: the spring deforms, absorbing a large amount of kinetic energy generated by the vibration; the damper suppresses the rapid reciprocating motion of the spring, converting the kinetic energy into heat energy for dissipation, and preventing vibration rebound. If a lateral impact occurs, such as a road bump when the vehicle is tilted in a curve, the rocker arm body 1, the connecting rod component 2, and the frame have multiple degrees of freedom of rotation. The rocker arm body 1 can deflect in the direction of impact, causing the shock absorber component 3 to adjust its angle accordingly, so that the shock absorber direction is consistent with the direction of the lateral impact force, effectively dispersing lateral stress and reducing vehicle body roll. An angle sensor monitors the rotation angle at the connection between the rocker arm body 1 and the connecting rod component 2 in real time and feeds the data back to the control system. The system judges the vibration intensity based on the angle size: when the angle is large and the vibration is strong, the damper parameters of the shock absorption component 3 are adjusted to increase the damping force to quickly attenuate the vibration; when the angle is small and the vibration is weak, the damping force is reduced to ensure riding comfort. Once the vehicle resumes stable driving and the vibration disappears, the rocker arm body 1 gradually rotates back to its initial position under the rebound force of the spring in the shock absorber component 3. The connecting rod component 2 then resets accordingly, and the device returns to its initial state, ready to withstand the next vibration impact. Throughout the entire process, the titanium alloy rocker arm body 1 and the reinforcing connecting rod component 2 maintain structural stability, ensuring effective force transmission and long-term reliable operation of the device.

[0042] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely preferred examples and are not intended to limit the utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A damping rocker arm device comprising a rocker arm body (1), characterized in that: The lower side of the rocker arm body (1) is connected to a connecting rod component (2), and the upper side of the rocker arm body (1) is connected to a shock absorber component (3). One end of the connecting rod component (2) is connected to the vehicle frame, and the upper end of the shock absorber component (3) is hinged to the seat support of the vehicle body. The other upper side of the rocker arm body (1) is connected to the vehicle frame. The rocker arm body (1) is made of titanium alloy material, which has rigidity and toughness and can withstand the force brought by vibration and impact.

2. The shock-absorbing rocker arm device according to claim 1, characterized in that: The upper side of the rocker arm body (1) is provided with a first connecting end (11), which is hinged to the lower end of the shock-absorbing component (3).

3. The shock-absorbing rocker arm device according to claim 2, characterized in that: The rocker arm body (1) has a second connecting end (12) on the other side of its upper part. The second connecting end (12) is hinged to a first mounting end (4), which is fixed to the frame.

4. The shock-absorbing rocker arm device according to claim 3, characterized in that: The lower end of the rocker arm body (1) is provided with a third connecting end (13), and one end of the connecting rod component (2) is provided with a first transmission end (21). The first transmission end (21) is hinged to the third connecting end (13), so that the rocker arm body (1) can rotate around the end of the connecting rod component (2), changing the fixed state of the traditional shock absorber.

5. The shock-absorbing rocker arm device according to claim 4, characterized in that: The other end of the connecting rod component (2) is provided with a second transmission end (22), and the second transmission end (22) is hinged to a second mounting end (5), which is fixed on the frame.

6. The shock-absorbing rocker arm device according to claim 1, characterized in that: The shock-absorbing component (3) adopts a combination of spring and damper, which plays a shock-absorbing and buffering role during the rotation of the rocker arm body (1) and absorbs vibration energy.

7. The shock-absorbing rocker arm device according to claim 1, characterized in that: It also includes an angle sensor, which is installed at the connection between the rocker arm body (1) and the connecting rod component (2) to monitor the rotation angle of the rocker arm body (1) in real time and provide data for adjusting the damping parameters.

8. The shock-absorbing rocker arm device according to claim 1, characterized in that: The connecting rod component (2) includes two parallel connecting rods, which are connected and fixed by a reinforcing rod.

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