Reverse Trike Jackshaft and Rear Suspension for Chain Tension and Traction
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Solution Overview
Problem
The existing reverse trike vehicles face challenges in properly tensioning their drivetrain systems due to the complexity of managing multiple chains, leading to noise and premature chain failure, and they struggle to maintain optimal contact patch with the rear tire during cornering due to the use of swingarm designs, resulting in reduced traction.
Innovation Solution
A two-chain drivetrain system with a novel jackshaft design and a double control arm suspension, where the jackshaft allows for independent tensioning of each chain and the rear tire is attached via upper and lower control arms, enabling better traction by allowing the tire to move independently of the frame during cornering.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Power
If a multi-chain drivetrain system is used to transmit power from the motor to the rear wheel, then power transmission capability is improved, but the complexity of chain tensioning increases and leads to noise and premature chain failure
Solution Approach 1:
The drivetrain is segmented into multiple independent chain systems (first drive chain C4 and second drive chain C5), each with its own tensioning mechanism. This allows each chain to be tensioned independently, reducing the complexity of managing multiple chains while maintaining power transmission capability.
Solution Approach 2:
A tensioning device is introduced as an intermediary component between the motor and the rear wheel drive sprocket. This device independently tensions each drive chain, simplifying the overall tensioning system and preventing the complexity and noise associated with traditional multi-chain systems.
2Device complexity
If a swingarm design is used to attach the rear wheel to the frame, then structural simplicity is improved, but the ability to maintain optimal contact patch during cornering deteriorates
Solution Approach 1:
The rear wheel attachment system transitions from a static swingarm design to a dynamic double control arm suspension system. The control arms (upper control arm 132 and lower control arm 134) allow the rear wheel to move independently, dynamically adjusting the contact patch during cornering to maintain optimal traction.
Solution Approach 2:
The rear wheel attachment is extended from a single-plane swingarm design to a three-dimensional double control arm suspension system. This adds vertical and angular movement dimensions, allowing the rear wheel to independently adjust its position and orientation during cornering, thereby maintaining the contact patch.
3Stability of the object's composition
If the rear wheel is rigidly attached to the frame, then structural stability is improved, but the ability to maintain consistent contact patch during dynamic maneuvers deteriorates
Solution Approach 1:
The rigid attachment is replaced with a dynamic double control arm suspension system that allows controlled movement. The control arms maintain structural stability while enabling the rear wheel to dynamically adjust its position during cornering and other maneuvers, ensuring consistent contact patch.
Data Source
AI summary
A rear suspension for a three-wheeled reverse trike includes a front lever arm pivotably affixed to a frame pivotable about a front lever arm pivot axis. A slider is translatably attached to the front lever arm. A first pushrod is pivotably connected at a first end to the slider and pivotably connected at a second end to at least one of a front upper or lower control arms for the front wheels. A rear lever arm is pivotably affixed to the frame and pivotable about a rear lever arm pivot axis, the rear lever arm extending to a rear lever arm distal end. A rod pivotably connects the front and lever arms. A first pivotable end of the rear upper control arm is pivotably connected to the rear lever arm distal end, and a second pivotable end of the rear upper control arm is pivotably connected to a rear spindle.