CN208021631U - Multi-connecting-rod mechanism - Google Patents

Abstract

The utility model relates to a multi-link mechanism, which is arranged on a locomotive. The locomotive includes a vehicle frame, an engine assembly, a power transmission mechanism and a rear wheel. The multi-link mechanism includes: a rear rocker arm assembly Into, a first connecting seat and a multi-link shock absorber assembly. The rear rocker arm assembly is pivotally arranged on the engine assembly, the rear wheel is pivotally arranged on the rear rocker arm assembly, the first connection seat is arranged on the rear rocker arm assembly, and the multi-link shock absorber assembly includes a first rod member, a second rod and a shock-absorbing rod, the first end of the first rod is pivotally connected to the shock-absorbing rod and/or the second rod, and the second end of the first rod is pivotally connected to the vehicle frame or the engine Assembly, the first end of the second rod is pivotally connected to the shock-absorbing rod and/or the first rod, the second end of the second rod is pivotally connected to the first connecting seat, and the shock-absorbing rod is far away from the first rod and One end of the second rod is pivotally connected to the rear rocker arm assembly adjacent to the axle center of the rear wheel. The utility model can improve the motion performance of the locomotive and improve riding comfort and control stability.

Description

multi-link mechanism

technical field

The utility model relates to a multi-link mechanism, in particular to a multi-link mechanism provided with a first connecting seat.

Background technique

Today’s commonly used personal vehicles generally include automobiles and locomotives. The vehicle in the form of a locomotive is a vehicle driven by an engine or a motor and mainly uses a handle to control the direction of two, three or four wheels. The characteristics of convenient movement and low price have become the most commonly used means of transportation at present.

Generally speaking, the engine assembly on the locomotive can be divided into swing type and fixed type. The swing type engine assembly is to connect the engine assembly to the frame so that the engine assembly can swing freely relative to the pivot joint. The fixed type The engine assembly is to fix the engine assembly on the frame, and independently set the rear rocker arm, the rear rocker arm is pivotally connected to the engine assembly, and the rear rocker arm can swing freely relative to the pivot joint of the engine assembly , can greatly reduce the load of the shock absorber, make the shock absorber respond more sensitively, and greatly improve the sports performance.

However, the shock absorber structure used on the general fixed engine assembly is a one-piece shock absorber, which cannot provide the best riding comfort and handling stability. To improve riding comfort and handling stability, but in the prior art, the multi-link structure is arranged at the connecting pivot between the engine assembly and the rear rocker arm, and the multi-link structure is located below the shock absorber, because here The space is narrow, the angle and length that can be set by the multi-link structure are limited, and the advantages of the multi-link structure cannot be fully utilized, and when the rear rocker arm assembly presents a Y-shaped structure design, the multi-link structure is not easy to use. Installing at the best configuration angle prevents the multi-link structure from performing its best function.

Therefore, based on the spirit of active invention, the present inventor conceived a multi-link structure, using the structural design of the first connecting seat, so that the rods of the multi-link shock absorber assembly can be parallel to the centerline of the vehicle body , so that the multi-link shock absorber assembly can exert the maximum shock absorber effect, improve the locomotive performance and improve the riding comfort and control stability. After several researches and experiments, the utility model is finally completed.

Utility model content

The main purpose of this utility model is to provide a multi-link mechanism, which uses the setting of the first connecting seat to improve the shock-absorbing effect of the multi-link shock-absorbing assembly. The inventors contemplate the following methods.

In order to achieve the above object, the multi-link mechanism of the present utility model is arranged on a locomotive. The locomotive includes a vehicle frame, an engine assembly, a power transmission mechanism and a rear wheel. The engine assembly has a pivot shaft for outputting power. The multi-link mechanism includes: a rear rocker arm assembly, a first connecting seat and a multi-link shock absorber assembly. The rear rocker arm assembly is pivoted on the engine assembly and can rotate freely relative to the axis of the pivot shaft. The power transmission mechanism is arranged on the rear rocker arm assembly and is driven by the pivot shaft. The rear wheels are pivotally mounted on the rear rocker The arm assembly is driven by the power transmission mechanism to rotate. The first connection seat is arranged on the rear rocker arm assembly. The multi-link shock absorber assembly includes a first rod, a second rod and a shock absorber. The shock rod, the first end of the first rod is pivotally connected to the shock absorber rod and/or the second rod, the second end of the first rod is pivotally connected to the vehicle frame or the engine assembly, and the first end of the second rod One end of the shock-absorbing rod is pivotally connected to the first rod and/or the first rod, the second end of the second rod is pivotally connected to the first connecting seat, and one end of the shock-absorbing rod away from the first rod and the second rod is pivotally connected to the adjacent On the rear rocker arm assembly at the center of the rear wheel axle.

The utility model can further include a second connecting seat adjacent to the axle center of the rear wheel, and the shock-absorbing rod can be pivotally arranged on the second connecting seat.

The orthographic projection of the above-mentioned first rod on the ground forms a first projection line, the first connecting seat enables the second rod to be orthographically projected on the ground to form a second projection line, and the shock-absorbing rod is orthographically projected on the ground to form a third projection line , the first projection line, the second projection line and the third projection line may be parallel to each other.

The locomotive forms a body centerline, and the projection line formed by the orthographic projection of the body centerline on the ground can be parallel to the third projection line.

The above-mentioned rear rocker arm assembly can be a similar Y-shaped rear rocker arm assembly.

The above-mentioned first connecting seat may further include a first locking portion, and the second rod may be pivotally connected to the first locking portion.

The above-mentioned first connection seat may further include a plurality of second locking parts, and the first connection seat is fixed on the rear rocker arm assembly through the plurality of second locking parts.

The front end of the rear rocker arm assembly may further include a mounting portion, the rear rocker arm assembly is pivotally mounted on the engine assembly through the mounting portion, and the central axis of the mounting portion and the central axis of the pivot shaft may be located on the same axis .

The above-mentioned shock-absorbing rod may include a damper and a spring part, and the damper passes through the spring part.

The above vehicle frame or engine assembly and: the rear rocker arm assembly, the first rod, the second rod, the damper and the spring part can form a six-link structure.

The multi-link mechanism provided by the utility model utilizes the structural design of the first connecting seat, so that the rods of the multi-link shock absorber assembly can be parallel to the center line of the vehicle body, so that the multi-link shock absorber assembly can play The maximum shock absorption effect improves the sports performance of the motorcycle and improves the riding comfort and handling stability.

The above overview and the following detailed description are exemplary in nature, and are intended to further illustrate the patent scope of the present utility model, and other purposes and advantages of the present utility model will be described in the subsequent description and accompanying drawings.

Description of drawings

Fig. 1 is a schematic structural view of the first embodiment of the multi-link mechanism of the present invention.

Fig. 2 is another structural schematic diagram of the first embodiment of the multi-link mechanism of the present invention.

Fig. 3 is a structural schematic diagram of the multi-link shock absorber assembly of the first embodiment of the multi-link mechanism of the present invention.

Fig. 4 is a schematic top view of the first embodiment of the multi-link mechanism of the present invention.

Fig. 5 is a schematic structural view of the second embodiment of the multi-link mechanism of the present invention.

Fig. 6 is a structural schematic diagram of the multi-link shock absorber assembly of the second embodiment of the multi-link mechanism of the present invention.

Description of main component symbols:

11 frame

12 Engine assembly 121 Crankshaft

122 Belt drive mechanism 1221 Drive pulley

1222 Driven pulley 1223 Belt

123 gear train 1231 pivot

1232 Drive shaft 1233 Drive gear

1234 Reduction gear 1235 Driven gear

124 piston

13 Rear rocker arm assembly 131 Left rocker arm

132 Right rocker arm 133 Mounting part

134 connection part

14 Power Transmission 141 Drive Sprocket

142 Driven sprocket 143 Chain

15 rear wheels

16,16A Multi-link shock absorber assembly 161 The first rod

162,162a Second rod 1621 Pivot joint

163 Shock absorber rod 1631 Damper

1632 Spring Department

17 front wheel

18 The first connecting seat 181 The first locking part

182 Second locking part

19 Second connector

20 storage boxes

C1,C2 axis

L1 Axle connection line L2 Body center line

Detailed ways

Referring to FIG. 1 to FIG. 4 , they are respectively a structural schematic diagram of the first embodiment of the multi-link mechanism of the present invention, another structural schematic diagram, a structural schematic diagram and a top view schematic diagram of the multi-link shock absorber assembly. The first embodiment of the multi-link mechanism of the present utility model is arranged on a locomotive, and the locomotive includes a vehicle frame 11, an engine assembly 12, a power transmission mechanism 14, a rear wheel 15, a front wheel 17 and a storage Case 20, engine assembly 12 has a pivot 1231 for outputting power, and multi-link mechanism includes: a rear rocker arm assembly 13, a multi-link shock absorber assembly 16, a first connecting seat 18 and a first Two connecting seats 19.

As shown in Figure 1, the axis C1 of the pivot 1231 and the axis C2 of the rear wheel 15 form an axis connection line L, the multi-link shock absorber assembly 16 is located above the axis connection line L1, and the multi-link The shock absorber assembly 16 is arranged above the rear rocker arm assembly 13 and on the outer side of the rear wheel 15 and the glove box 20, so that the multi-link shock absorber assembly 16 will not interfere with the space of the glove box 20 under the seat cushion. Conflicting with each other, the space configuration of the whole vehicle can be more compact, so as to reduce the structure of the vehicle body, increase the longitudinal space of the storage box 20, improve the assembly workability and the convenience of maintenance.

The engine assembly 12 is fixed on the vehicle frame 11 and includes a crankshaft 121, a belt transmission mechanism 122, a gear transmission mechanism 123 and two pistons 124. The crankshaft 121 is driven by the two pistons 124 to rotate, and the belt transmission mechanism 122 Driven by the crankshaft 121 , it includes a driving pulley 1221 , a driven pulley 1222 and a belt 1223 . The driving pulley 1221 is driven by the crankshaft 121 to rotate and drives the belt 1223 to rotate the driven pulley 1222 .

The gear transmission mechanism 123 is a reduction gear set, which includes a pivot 1231, a drive shaft 1232, a drive gear 1233, a reduction gear 1234 and a driven gear 1235, and the drive shaft 1232 is driven by the driven pulley 1222 to drive The gear 1233 rotates, the reduction gear 1234 is driven by the driving gear 1233 and drives the driven gear 1235 to rotate, causing the pivot 1231 to rotate.

The rear rocker arm assembly 13 is a rear rocker arm assembly 13 that presents a Y-shaped structure, is pivotally arranged on the engine assembly 12, and can freely rotate relative to the axis of the pivot shaft 1231, including a left rocker arm 131, a The right rocker arm 132, a mounting portion 133 and a connecting portion 134, the power transmission mechanism 14 is arranged adjacent to the left rocker arm 131, and is driven by the pivot 1231, and the rear wheel 15 is pivotally arranged on the left rocker arm 131 and the right rocker arm 132 between, and driven by the power transmission mechanism 14 to rotate.

As shown in Figure 2, the rear rocker arm assembly 13 is pivoted on the engine assembly 12 through the mounting part 133, and the central axis of the mounting part 133 and the central axis of the pivot 1231 are located on the same axis line, and the connecting part 134 is connected The left rocker arm 131 and the right rocker arm 132, the parts of the left rocker arm 131 and the right rocker arm 132 adjacent to the connecting portion 134 form a gradually expanding oblique structure, and the left rocker arm 131 and the The right rocker arm 132 forms a structure approximately parallel to each other, so that the rear rocker arm assembly 13 forms a similar Y-shaped structure, and the rear wheel 15 can thus be sandwiched between the left rocker arm 131 and the right rocker arm 132 smoothly.

The power transmission mechanism 14 is arranged adjacent to the left rocker arm 131, and is driven by the pivot 1231. The power transmission mechanism 14 is a chain transmission mechanism, which includes a driving sprocket 141, a driven sprocket 142 and a chain 143. The chain 143 is driven by the driving sprocket 141 and drives the driven sprocket 142 to rotate.

As shown in Figure 1, the multi-link shock absorber assembly 16 includes a first rod 161, a second rod 162 and a shock absorber 163, the first end of the first rod 161 is pivotally connected to the vehicle frame 11 , the second end of the first rod 161 is pivotally connected to the shock-absorbing rod 163 and the second rod 162, the first end of the second rod 162 is pivotally connected to the shock-absorbing rod 163 and the first rod 161, and the second rod The second end of the member 162 is pivotally connected to the first connecting seat 18, and the end of the shock-absorbing rod member 163 away from the first rod member 161 and the second rod member 162 is pivotally connected to the left rocker arm 131 adjacent to the axis of the rear wheel 15, The shock-absorbing rod 163 includes a damper 1631 and a spring portion 1632 , the damper 1631 passes through the spring portion 1632 , and the front wheel 17 and the storage box 20 are connected to the vehicle frame 11 .

As shown in FIG. 3 , the first connecting seat 18 is disposed on the left rocker arm 131 and includes a first locking portion 181 and three second locking portions 182 , and the second rod 162 is pivotally connected to the first locking portion 181 , and the first connection seat 18 is fixed on the left rocker arm 131 through three second locking parts 182, and the second connection seat 19 is arranged adjacent to the axis of the rear wheel 15, so that the shock absorber rod 163 is pivoted on the second On the two connecting seats 19, thus, the vehicle frame 11, the left rocker arm 131, the first rod 161, the second rod 162, the damper 1631 and the spring part 1632 form a six-link structure, and the multi-link shock absorber Cheng 16 can play the best shock absorbing effect and improve riding comfort.

Next, as shown in Figure 4, it can be seen that the first rod 161 and the second rod 162 form a vehicle body center line L2 parallel to each other. In detail, the first rod 161 is projected on the ground to form a A first projection line, the first connecting seat 18 makes the second rod 162 orthographically projected on the ground to form a second projection line, and the shock absorber rod 163 is orthographically projected on the ground to form a third projection line, the first projection line, the second The second projection line and the third projection line are parallel to each other, and the projection line formed by the orthographic projection of the vehicle body centerline L2 on the ground is parallel to the third projection line.

Continuing from the above, the projection lines formed by the first projection line, the second projection line, the third projection line and the centerline L2 of the vehicle body on the ground are parallel to each other. The two rods 162 (not shown in FIG. 4 ), the shock absorbing rod 163 and the center line L2 of the vehicle body are also parallel to each other, that is to say, the first connection seat 18 makes the rear rocker arm assembly 13 similar to the Y-type The multi-link shock-absorbing assembly 16 can obtain an optimal structural configuration angle (the first rod 161 , the second rod 162 and the shock-absorbing rod 163 are parallel to each other) to exert the maximum shock-absorbing effect.

Referring to FIG. 5 and FIG. 6 , they are respectively a structural schematic diagram of the second embodiment of the multi-link mechanism and a structural schematic diagram of the multi-link shock absorber assembly of the present invention. The structure of the second embodiment of the utility model is roughly the same as that of the first embodiment, the main difference is that the structural connection of the multi-link shock absorber assembly is different, in detail, as shown in Figure 5 and Figure 6, the multi-link Rod shock absorber assembly 16A comprises a first rod 161, a second rod 162a and a shock absorber 163, the first end of the first rod 161 is pivotally connected to the second rod 162a, the first rod The second end is pivotally connected to the vehicle frame 11, the first end of the second rod 162a is pivotally connected to the first rod 161, the second end of the second rod is pivotally connected to the first connecting seat 18 of the left rocker arm 131, and the shock absorber rod One end of the member 163 is pivotally connected to the pivot joint 1621 of the second rod member 162a, and the end of the shock-absorbing rod member 163 away from the first rod member 161 and the second rod member 162 is pivotally connected to the left rocker near the axis of the rear wheel 15. On the second connection seat 19 of the arm 131. By adjusting the pivotal positions of the first rod 161 , the second rod 162 a and the shock-absorbing rod 163 , the riding comfort and control stability of the motorcycle can be adjusted more flexibly.

In addition, in the first embodiment and the second embodiment of the multi-link mechanism of the present utility model, although the rear rocker arm assembly 13 is a double rocker arm structure including the left rocker arm 131 and the right rocker arm 132, the multi-link The rod shock absorber assemblies 16, 16A are all arranged on the left rocker arm 131, but the utility model is not limited thereto, and the multi-link shock absorber assembly 16, 16A of the utility model can be applied to a structure with only a single rocker arm It is obvious on the locomotive, or on the left rocker arm 131 and the right rocker arm 132, the multi-link shock absorber assembly 16, 16A is also a simple variation application of the present utility model.

It can be seen from the above that the utility model utilizes the first connection seat 18 to improve the structural arrangement of the multi-link shock absorber assembly 16 arranged on a Y-shaped rear rocker arm assembly 13, and while improving the shock absorber performance, It also maximizes the space of the storage box 18, improves the sports performance of the motorcycle, and improves the riding comfort and handling stability.

The above-mentioned embodiments are only examples for convenience of description, and the scope of rights claimed by the utility model should be determined by the claims, rather than limited to the above-mentioned embodiments.

Claims (10)

1. a kind of multi-connecting-rod mechanism is disposed on a locomotive, which is characterized in that the locomotive includes that a vehicle frame, an engine are total At a, power drive mechanism and a trailing wheel, which there is the pivot of an output power, the multi-connecting-rod mechanism to include：

One rear arm assembly is to be hubbed on the engine assembly, and the axis relative to the pivot is free to rotate, which passes Motivation structure is set on the rear arm assembly, and is driven by the pivot, which is hubbed on the rear arm assembly, and by this Power drive mechanism drives and rotates；

One first connecting seat is disposed on the rear arm assembly；And

One multi link shock-absorbing assembly, including one first rod piece, one second rod piece and a shock-absorbing rod piece, the first end of first rod piece It is pivotally connected the shock-absorbing rod piece and/or second rod piece, the second end of the first rod piece is pivotally connected the vehicle frame or the engine assembly, second bar The first end of part is pivotally connected the shock-absorbing rod piece and/or first rod piece, and the second end of the second rod piece is pivotally connected first connecting seat, this is kept away The one end of shake rod piece far from first rod piece and second rod piece is the rear arm assembly being articulated at the neighbouring rear axis On.

2. multi-connecting-rod mechanism as described in claim 1, which is characterized in that further include one and neighbouring be set at the rear axis Second connecting seat, the shock-absorbing rod piece are hubbed on second connecting seat.

3. multi-connecting-rod mechanism as described in claim 1, which is characterized in that the first rod piece orthographic projection forms one first in ground Projection line, first connecting seat make the second rod piece orthographic projection form one second projection line, the shock-absorbing rod piece orthographic projection in ground A third projection line is formed in ground, first projection line, second projection line and the third projection line are mutually parallel.

4. multi-connecting-rod mechanism as claimed in claim 3, which is characterized in that the locomotive forms a body center line, in the vehicle body The projection line that the orthographic projection of heart line is formed in ground is parallel with the third projection line.

5. multi-connecting-rod mechanism as described in claim 1, which is characterized in that the rear arm assembly is one total similar to Y type rear arms At.

6. multi-connecting-rod mechanism as described in claim 1, which is characterized in that first connecting seat further includes one first locking section, Second rod piece is pivotally connected with first locking section.

7. multi-connecting-rod mechanism as described in claim 1, which is characterized in that first connecting seat further includes multiple second and locks Portion, first connecting seat are fixedly arranged on by multiple second locking section on the rear arm assembly.

8. multi-connecting-rod mechanism as described in claim 1, which is characterized in that the front end of the rear arm assembly further includes an installation Portion, the rear arm assembly are hubbed at by the mounting portion on the engine assembly, and the central axis of the mounting portion and the pivot Central axis is located on identical axial line.

9. multi-connecting-rod mechanism as described in claim 1, which is characterized in that the shock-absorbing rod piece includes a damper and a spring Portion, the damper wear the spring portion.

10. multi-connecting-rod mechanism as claimed in claim 9, which is characterized in that the vehicle frame or the engine assembly and the rear arm are total At, first rod piece, second rod piece, the damper and the spring portion form a six-bar linkage structure.