A motorcycle

Abstract

The application relates to the technical field of motorcycles, in particular to a motorcycle. The motorcycle comprises a front shock absorber, a rear shock absorber and a shock absorption control system, the shock absorption control system comprises a camera and a shock absorption controller, the front shock absorber and the rear shock absorber are in communication connection with the shock absorption controller, the camera is used for shooting front road surface information of the motorcycle and can transmit the front road surface information to the shock absorption controller, and the shock absorption controller can control the front shock absorber and the rear shock absorber to adjust their respective shock absorption dampings according to the front road surface information. The motorcycle provided by the application can automatically adjust the shock absorption damping according to the road surface condition, and the driving comfort and stability are improved.

Description

Technical Field

[0001] This application relates to the field of motorcycle technology, and more particularly to a motorcycle. Background Technology

[0002] Motorcycles, as a convenient and fast means of transportation, are widely used in passenger and freight transport, sports competitions, and more. A motorcycle includes a suspension system, which absorbs vibrations from uneven terrain, making the ride more comfortable while maintaining tire contact with the ground and ensuring power output. The suspension system consists of springs and shock absorbers. Springs absorb impacts from the ground through tension, ensuring tire contact with the ground, while shock absorbers suppress the rebound oscillations after the springs absorb the shocks and further impacts from the road surface.

[0003] In existing motorcycle technology, the shock absorbers cannot automatically adjust the damping according to road conditions. For example, when riding on a relatively smooth road, the damping of the shock absorber is small. When the motorcycle travels from a relatively smooth road to an uneven road, because the damping of the shock absorber cannot be adjusted automatically, the motorcycle will bounce up and down due to the small damping of the shock absorber, which will affect the riding comfort and stability. Summary of the Invention

[0004] This application provides a motorcycle that can automatically adjust shock absorber damping according to road conditions, thereby improving driving comfort and stability.

[0005] This application provides a motorcycle, including:

[0006] The vehicle body, including the frame;

[0007] The suspension system includes the front suspension and the rear suspension;

[0008] The wheels include front wheels and rear wheels, the front wheels being connected to the frame via the front suspension, and the rear wheels being connected to the frame via the rear suspension;

[0009] A power system, at least partially disposed on the vehicle frame, wherein at least one of the front wheel and the rear wheel is drive-connected to the power system;

[0010] A vehicle seat, disposed on the vehicle frame, the vehicle seat including at least one driver's seat;

[0011] Control device, mounted on the vehicle frame;

[0012] The front suspension includes a front shock absorber, one end of which is connected to the vehicle frame and the other end of which is connected to the front wheel. The rear suspension includes a rear swing arm and a rear shock absorber, one end of which is connected to the vehicle frame and the other end of which is connected to the rear wheel. One end of which is connected to the vehicle frame and the other end of which is connected to the rear swing arm.

[0013] The motorcycle also includes a shock absorption control system, which includes a camera and a shock absorber controller mounted on the vehicle body. The front shock absorber and the rear shock absorber are both communicatively connected to the shock absorber controller. The camera is used to capture information about the road surface in front of the motorcycle and can transmit the information to the shock absorber controller. The shock absorber controller can control the front shock absorber and the rear shock absorber to adjust their respective damping based on the information about the road surface in front.

[0014] In one possible design, the front shock absorber includes a first piston valve, a first piston rod, and a first working cylinder. The first working cylinder has a first receiving cavity, and the first piston valve is disposed within the first receiving cavity, dividing the first receiving cavity into a first chamber and a second chamber. One end of the first piston rod is connected to the first piston valve, and the other end extends out of the first receiving cavity. The first piston valve includes a first housing and a first adjusting assembly. The first housing has a first valve port and a second valve port. The first chamber can communicate with the second chamber through the first valve port or the second valve port. When the first piston valve moves within the first receiving cavity, the first adjusting assembly can adjust the opening of the second valve port while blocking the first valve port, or adjust the opening of the first valve port while blocking the second valve port, according to the command of the shock absorber controller.

[0015] The rear shock absorber includes a second piston valve, a second piston rod, and a second working cylinder. The second working cylinder has a second receiving cavity. The second piston valve is disposed in the second receiving cavity and divides the second receiving cavity into a third chamber and a fourth chamber. One end of the second piston rod is connected to the second piston valve, and the other end extends out of the second receiving cavity. The second piston valve includes a second housing and a second adjusting assembly. The second housing has a third valve port and a fourth valve port. The third chamber can communicate with the fourth chamber through the third valve port or the fourth valve port. When the second piston valve moves within the second receiving cavity, the second adjusting assembly can adjust the opening of the fourth valve port while blocking the third valve port, or adjust the opening of the third valve port while blocking the fourth valve port, according to the command of the shock absorber controller.

[0016] In one possible design, the first housing is provided with a first mounting cavity and a second mounting cavity arranged sequentially along a first direction. The end of the second mounting cavity away from the first mounting cavity is connected to the first chamber. One end of the first valve hole is connected to the second mounting cavity, and the other end is connected to the second chamber. The second valve hole includes a first channel and a second channel. One end of the first channel is connected to the first chamber, and the other end is connected to the second mounting cavity. One end of the second channel is connected to the second mounting cavity, and the other end is connected to the second chamber. The first adjustment assembly includes a first adjustment piston and a first driving member connected to each other. The first adjustment piston cooperates with the inner wall of the second mounting cavity. The first driving member is installed in the first mounting cavity. The first driving member can drive the first adjustment piston to move in the second mounting cavity according to the command of the shock absorber controller. During the movement of the first adjustment piston along the first direction, the first adjustment piston can block the first valve hole and gradually open the first channel and the second channel. During the movement of the first adjustment piston in the opposite direction to the first direction, the first adjustment piston can block the first channel and the second channel and gradually open the first valve hole. When the first piston valve moves along the first direction, it can reduce the volume of the first chamber.

[0017] The second housing is provided with a third mounting cavity and a fourth mounting cavity arranged sequentially along a second direction. One end of the fourth mounting cavity away from the third mounting cavity communicates with the third chamber. One end of the third valve orifice communicates with the fourth mounting cavity, and the other end communicates with the fourth chamber. The fourth valve orifice includes a third channel and a fourth channel. One end of the third channel communicates with the third chamber, and the other end communicates with the fourth mounting cavity. One end of the fourth channel communicates with the fourth mounting cavity, and the other end communicates with the third chamber. The second adjusting assembly includes a second adjusting piston and a second driving member connected to each other. The second adjusting piston is connected to the inner wall of the fourth mounting cavity. In conjunction with the second driving component, which is installed in the third mounting cavity, the second driving component can drive the second adjusting piston to move in the fourth mounting cavity according to the command of the shock absorber controller. During the movement of the second adjusting piston along the second direction, the second adjusting piston can block the third valve hole and gradually open the third channel and the fourth channel. During the movement of the second adjusting piston in the opposite direction to the second direction, the second adjusting piston can block the third channel and the fourth channel and gradually open the third valve hole. When the second piston valve moves along the second direction, it can reduce the volume of the third chamber.

[0018] In one possible design, along the radial direction of the first piston valve, both the first valve hole and the second channel penetrate the sidewall of the second mounting cavity, and the first valve hole, the first channel, and the second channel are all evenly distributed circumferentially along the second mounting cavity.

[0019] Along the radial direction of the second piston valve, the third valve hole and the fourth channel both penetrate the side wall of the fourth mounting cavity, and the third valve hole, the third channel and the fourth channel are all evenly distributed circumferentially along the fourth mounting cavity.

[0020] In one possible design, the sidewall of the first housing extends inward to form a first partition, which is located between the first mounting cavity and the second mounting cavity. The first partition has a first through hole. The first driving member includes a first sensing part and a first sensing coil. The first sensing coil is installed in the first mounting cavity and electrically connected to a power source. The first sensing coil surrounds the first sensing part. One end of the first sensing part is connected to a first connecting rod. The first connecting rod passes through the first through hole and is connected to the first adjusting piston. When the first sensing coil is energized, it can drive the first sensing part to move along the first direction.

[0021] The sidewall of the second housing extends inward to form a second partition, which is located between the third mounting cavity and the fourth mounting cavity. The second partition has a second through hole. The second driving member includes a second sensing part and a second induction coil. The second induction coil is installed in the third mounting cavity and electrically connected to a power source. The second induction coil surrounds the second sensing part. One end of the second sensing part is connected to a second connecting rod. The second connecting rod passes through the second through hole and is connected to the second adjusting piston. When the second induction coil is energized, it can drive the second sensing part to move in the second direction.

[0022] In one possible design, the rear suspension further includes a connector, a moving part, and a drive mechanism, wherein the connector is sleeved outside the second piston rod and connected to the second piston rod, and the moving part is sleeved outside the second working cylinder;

[0023] The rear suspension also includes a rear shock absorber spring, which is sleeved outside the second working cylinder. One end of the rear shock absorber spring is connected to the connecting member, and the other end is connected to the moving member. The drive mechanism is connected to the moving member and can drive the moving member to move closer to or away from the connecting member according to the command of the shock absorber controller, so as to compress or extend the rear shock absorber spring.

[0024] In one possible design, the drive mechanism includes a drive assembly, a cylinder, a moving piston, and a moving piston rod. The cylinder includes a mating part and a receiving part. The mating part is connected to the outer wall of the second working cylinder and is sleeved on the moving part. An oil storage space is provided between the mating part and the moving part.

[0025] The receiving component is provided with a working chamber, and the moving piston is disposed in the working chamber, dividing the working chamber into a first working chamber and a second working chamber. The first working chamber or the second working chamber is connected to the oil storage space through an oil passage. One end of the moving piston rod is connected to the moving piston, and the other end extends out of the working chamber and is connected to the driving assembly. The driving assembly can drive the moving piston rod to move relative to the receiving component, so as to drive the moving piston to move in the working chamber.

[0026] In one possible design, the drive mechanism further includes a protective cover and a mounting cover, the mounting cover being installed at the open end of the protective cover, one end of the receiving member being connected to the mounting cover, and the drive assembly being installed inside the protective cover.

[0027] In one possible design, the front shock absorber further includes a first dividing piston disposed within the first receiving cavity. The first dividing piston and the first piston valve divide the first receiving cavity into a first high-pressure air chamber, the first chamber, and the second chamber. The side of the first dividing piston away from the first piston valve faces the first high-pressure air chamber.

[0028] The rear shock absorber also includes a second dividing piston disposed in the second receiving cavity. The second dividing piston and the second piston valve divide the second receiving cavity into a second high-pressure air chamber, the third chamber and the fourth chamber. The side of the second dividing piston away from the second piston valve faces the second high-pressure air chamber.

[0029] In one possible design, the shock absorption control system further includes an acceleration sensor, a power system controller, and an angle sensor mounted on the vehicle body, as well as wheel speed sensors mounted on the wheels;

[0030] The wheel speed sensor is used to acquire the speed information of the motorcycle;

[0031] The acceleration sensor is used to acquire the acceleration information of the motorcycle;

[0032] The angle sensor is used to acquire the swing angle information of the rear rocker arm;

[0033] The power system controller is used to acquire the operating information of the power system;

[0034] The shock absorber controller can integrate at least one of the vehicle speed information, the acceleration information, the sway angle information, and the operation information with the road surface information ahead to form integrated information, and control the front shock absorber and the rear shock absorber to adjust their respective damping according to the integrated information.

[0035] The beneficial effects of this application include:

[0036] The motorcycle provided in this application can predict the road surface information ahead by capturing it with a camera. The shock absorber controller controls the front and rear shock absorbers to adjust their respective damping values ​​according to the road surface information, so as to achieve the best shock absorption effect, improve riding comfort and vehicle stability.

[0037] It should be understood that the above general description and the following detailed description are merely exemplary and do not limit this application. Attached Figure Description

[0038] Figure 1 This is a schematic diagram of the structure of the motorcycle provided in the embodiments of this application;

[0039] Figure 2 for Figure 1 The left view;

[0040] Figure 3 for Figure 2 Cross-sectional view of the front shock absorber;

[0041] Figure 4 for Figure 3 Cross-sectional view of the first piston valve during front shock absorber compression;

[0042] Figure 5 for Figure 3 Cross-sectional view of the first piston valve in the front shock absorber when it is extended;

[0043] Figure 6 for Figure 2 Cross-sectional view of the middle and rear shock absorbers;

[0044] Figure 7 for Figure 6 Cross-sectional view of the second piston valve during rear shock absorber compression;

[0045] Figure 8 for Figure 6 Cross-sectional view of the second piston valve in the rear shock absorber when it extends;

[0046] Figure 9 for Figure 6 Schematic diagram of the moving parts and drive mechanism;

[0047] Figure 10 for Figure 9 A sectional view.

[0048] Figure label:

[0049] 100-Motorcycle;

[0050] 10-Car body;

[0051] 10A-frame;

[0052] 10B - Enclosure;

[0053] 20 - Suspension system;

[0054] 201 - Front suspension;

[0055] 21 - Front shock absorber;

[0056] 1-First piston valve;

[0057] 11-First shell;

[0058] 111 - First valve hole;

[0059] 111A - First opening;

[0060] 112 - Second valve hole;

[0061] 112A - First Channel;

[0062] 112Aa - Second opening;

[0063] 112B - Second Channel;

[0064] 112Ba - Third opening;

[0065] 113 - First mounting cavity;

[0066] 114 - Second mounting cavity;

[0067] 115 - First dividing section;

[0068] 12-First Adjustment Component;

[0069] 121 - First adjusting piston;

[0070] 122 - First driving component;

[0071] 122A - First sensing unit;

[0072] 122B - First induction coil;

[0073] 122C - First Linkage;

[0074] 2-First piston rod

[0075] 3-First working cylinder;

[0076] 311 - First receiving cavity;

[0077] 311A - First Chamber;

[0078] 311B - Second Chamber;

[0079] 311C - First High-Pressure Chamber;

[0080] 4-End cap;

[0081] 5-outer cylinder;

[0082] 6-First dividing piston;

[0083] 22-Front shock absorber spring;

[0084] 202 - Rear suspension;

[0085] 23- Rear swingarm;

[0086] 24- Rear shock absorber;

[0087] 7-Second piston valve;

[0088] 71-Second shell;

[0089] 711 - Third valve hole;

[0090] 711A - Fourth opening;

[0091] 712 - Fourth valve hole;

[0092] 712A - Third Channel;

[0093] 712Aa - Fifth opening;

[0094] 712B - Fourth Channel;

[0095] 712Ba - Sixth opening;

[0096] 713 - Third mounting cavity;

[0097] 714 - Fourth mounting cavity;

[0098] 715 - Second partition;

[0099] 72-Second Adjustment Component;

[0100] 721 - Second adjusting piston;

[0101] 722 - Second drive unit;

[0102] 722A - Second sensor unit;

[0103] 722B - Second induction coil;

[0104] 722C - Second Link;

[0105] 8-Second piston rod;

[0106] 9-Second working cylinder;

[0107] 91 - Second receiving cavity;

[0108] 911 - Third Chamber;

[0109] 912 - Fourth Chamber;

[0110] 913 - Second high-pressure chamber;

[0111] 101-Guide seat;

[0112] 102 - Second seal;

[0113] 103 - Second dividing piston;

[0114] 25 - Rear shock absorber spring;

[0115] 26-Connector;

[0116] 27-Moving parts;

[0117] 28-Drive mechanism;

[0118] 281-Driver Components;

[0119] 281A - Motor;

[0120] 281B - Gear;

[0121] 281C-Rack;

[0122] 282 - Cylinder block;

[0123] 282A - Mating Part;

[0124] 282Aa - Oil passage hole;

[0125] 282B - Reception component;

[0126] 282Ba - Working chamber;

[0127] 282Bb - Studio One;

[0128] 282Bc - Studio Two;

[0129] 283 - Moving piston;

[0130] 284 - Moving piston rod;

[0131] 29 - Oil storage space;

[0132] 301 - Protective Cover;

[0133] 302 - Mounting cover;

[0134] 30 - Wheels;

[0135] 31 - Front wheel;

[0136] 32 - Rear wheel;

[0137] 40 - Power System;

[0138] 50-seat;

[0139] 51 - Driver's seat;

[0140] 60 - Control device;

[0141] 61 - Steering control components;

[0142] 70 - Vibration damping control system;

[0143] 701 - Camera;

[0144] 702 - Vibration Damping Controller;

[0145] 703 - Accelerometer;

[0146] 704 - Power System Cabinet Controller;

[0147] 705 - Angle Sensor;

[0148] 706 - Wheel speed sensor;

[0149] 707 - Anti-lock Braking System.

[0150] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. Detailed Implementation

[0151] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0152] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0153] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0154] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0155] It should be noted that the directional terms such as "upper," "lower," "left," and "right" described in the embodiments of this application are used to describe the angles shown in the accompanying drawings and should not be construed as limiting the embodiments of this application. Furthermore, in the context, it should be understood that when it is mentioned that an element is connected "upper" or "lower" to another element, it can be directly connected to the other element "upper" or "lower," or indirectly connected to the other element "upper" or "lower" through an intermediate element.

[0156] This application provides a motorcycle 100, which is a convenient and fast means of transportation and is widely used in passenger and freight transportation, sports competitions, etc.

[0157] like Figure 1 As shown, the motorcycle 100 includes multiple components, specifically: a body 10, a suspension system 20, wheels 30, a power system 40, a seat 50, and a control device 60. The motorcycle 100 can be divided into a front end and a rear end according to the direction of travel. To clearly illustrate the technical solution of this application, the following definitions are provided: Figure 1 The diagram shows the front, rear, left, right, top, and bottom. Wheel 30 includes a front wheel 31 and a rear wheel 32.

[0158] The vehicle body 10 includes a frame 10A and a cover 10B, with the cover 10B covering at least a portion of the frame 10A.

[0159] The suspension system 20 absorbs vibrations from uneven surfaces, making the ride more comfortable while maintaining tire contact with the ground and ensuring power output from the tires to the ground. The suspension system 20 includes a front suspension 201 and a rear suspension 202. The front wheel 31 is connected to the frame 10A via the front suspension 201, and the rear wheel 32 is connected to the frame 10A via the rear suspension 202.

[0160] The power system 40 is at least partially mounted on the frame 10A and provides power for the operation of the motorcycle 100. The power system 40 may consist of components such as an engine, or it may consist of components such as a power battery and a motor. At least one of the front wheel 31 and the rear wheel 32 is drive-connected to the power system 40.

[0161] A seat 50 is mounted on the frame 10A, and the seat 50 includes at least one driver's seat 51. A control device 60 is used to control the operation of the motorcycle 100. Optionally, all or some components of the control device 60 are electrically connected to the power system 40. The control device 60 includes a steering control assembly 61. As shown, the steering control assembly 61 is located, for example, above the front wheel 31 and in front of the driver's seat 51.

[0162] It should be noted that the motorcycle 100 mentioned in the embodiments of this application can be any type of motorcycle.

[0163] Based on the classification of motorcycle wheels, wheel 30 includes the front wheel 31 and the rear wheel 32, which can be one of the following:

[0164] The wheels consist of only one front wheel and one rear wheel. Understandably, traditional motorcycle models typically consist of only one front wheel and one rear wheel, such as street bikes, sport bikes, cruisers, touring bikes, rally bikes, off-road bikes, supermoto bikes, scooters, underbone bikes, and so on.

[0165] The wheels consist of one front wheel and two rear wheels. Motorcycles equipped with this type of wheel are usually a type of special motorcycle, such as a three-wheeled motorcycle. These motorcycles are mostly used as production tools, although some high-end imported motorcycle brands also adopt this three-wheeled form.

[0166] The wheels consist of two front wheels and one rear wheel. Similarly, motorcycles equipped with this type of wheel are usually special motorcycles, such as three-wheeled motorcycles. These motorcycles are relatively rare, with the most well-known example being the Bombardier three-wheeled motorcycle.

[0167] The wheels consist of a front wheel, a rear wheel, and a side wheel. Motorcycles equipped with these types of wheels can be called sidecar motorcycles, or more commonly, "sidecars".

[0168] The wheels consist of two front wheels and two rear wheels, i.e., a four-wheeled motorcycle. Common four-wheeled motorcycles include ATVs (All-Terrain Vehicles), UTVs (Utility Vehicles), and SSVs (Side-by-Side Vehicles), all of which can utilize the technical solutions provided in this application. It should be noted that there are currently multiple ways to classify all-terrain vehicles and motorcycles. Some classification methods group all-terrain vehicles and motorcycles together, considering all-terrain vehicles not to be general motorcycles, while other classification methods consider all-terrain vehicles to be a special type of motorcycle. This mainly considers whether the concept of a motorcycle is interpreted narrowly or broadly. The motorcycle 100 mentioned in the embodiments of this application mainly belongs to the latter classification method, that is, the technical solution of this application can be applied to all-terrain vehicles.

[0169] like Figure 2-4 As shown, in this embodiment, the front suspension 201 includes a front shock absorber 21 and a front shock absorber spring 22. One end of the front shock absorber 21 is connected to the vehicle frame 10A, and the other end is connected to the front wheel 31. The front shock absorber spring 22 is located inside the front shock absorber 21. The rear suspension 202 includes a rear rocker arm 23, a rear shock absorber 24, and a rear shock absorber spring 25. One end of the rear rocker arm 23 is connected to the vehicle frame 10A, and the other end is connected to the rear wheel 32. One end of the rear shock absorber 24 is connected to the vehicle frame 10A, and the other end is connected to the rear rocker arm 23. The rear shock absorber spring 25 is sleeved outside the rear shock absorber 24. Specifically, the control device 60 also includes an upper connecting plate. The control assembly 61 can be connected to the vehicle frame 10A through the upper connecting plate, and one end of the front shock absorber 21 can be connected to the upper connecting plate.

[0170] Both the front shock absorber spring 22 and the rear shock absorber spring 25 can absorb the impact force of the ground by adjusting their tension, while ensuring the contact between the tire of the wheel 30 and the ground; the front shock absorber 21 can suppress the oscillation of the front shock absorber spring 22 after absorbing the shock and the impact from the road surface, and the rear shock absorber 24 can suppress the oscillation of the rear shock absorber spring 25 after absorbing the shock and the impact from the road surface.

[0171] For example, when the motorcycle 100 is traveling on a smooth road such as a highway, the damping of the front shock absorber 21 and the rear shock absorber 24 can be adjusted to a smaller value; when the motorcycle 100 is traveling on an uneven road such as a gravel road, the damping of the front shock absorber 21 and the rear shock absorber 24 can be adjusted to a larger value to prevent the motorcycle from bouncing up and down and to improve driving stability.

[0172] The motorcycle 100 provided in this embodiment also includes a shock absorption control system 70. The shock absorption control system 70 includes a camera 701 and a shock absorption controller 702 mounted on the vehicle body 10. The front shock absorber 21 and the rear shock absorber 24 are both communicatively connected to the shock absorption controller 702, that is, the control signals issued by the shock absorption controller 702 can be transmitted to the front shock absorber 21 and the rear shock absorber 24 to make corresponding actions. The camera 701 is used to capture information about the road surface in front of the motorcycle 100 and can transmit the information to the shock absorption controller 702. The shock absorption controller 702 can control the front shock absorber 21 and the rear shock absorber 24 to adjust their respective damping according to the information about the road surface in front. Specifically, the camera 701 can be mounted on the frame 10A or the cover 10B, and the shock absorption controller 702 can be mounted on the frame 10A or the cover 10B.

[0173] For example, when the motorcycle 100 is traveling on a smooth road such as a highway, the damping of the front shock absorber 21 and the rear shock absorber 24 is relatively small. When the motorcycle 100 is about to travel from a smooth road to an uneven road, the camera 701 can obtain road information in advance and feed it back to the shock absorber controller 702. The shock absorber controller 702 transmits the corresponding signal to the front shock absorber 21 and the rear shock absorber 24. The front shock absorber 21 and the rear shock absorber 24 adjust their respective damping to a larger value to adapt to the road conditions.

[0174] In this embodiment, the motorcycle 100 can make advance predictions based on the road information captured by the camera 701. The shock absorber controller 702 controls the front shock absorber 21 and the rear shock absorber 24 to adjust their respective damping values ​​according to the road information, so that the motorcycle 100 can achieve the best shock absorption effect, improve riding comfort and vehicle stability.

[0175] Specifically, the motorcycle 100 also includes a headlight mounted on the housing 10B and located above the front wheel 31, and the camera 701 can be located below the headlight and above the front wheel 31.

[0176] In one specific embodiment, the shock absorption control system 70 further includes an acceleration sensor 703, a power system controller 704, and an angle sensor 705 mounted on the vehicle body 10, and a wheel speed sensor 706 mounted on the wheel 30. The acceleration sensor 703, the power system controller 704, and the angle sensor 705 can be mounted on the frame 10A or on the cover 10B.

[0177] When the motorcycle 100 is in motion, the wheel speed sensor 706 acquires vehicle speed information and communicates with the shock absorber controller 702, transmitting the vehicle speed information to the shock absorber controller 702; the acceleration sensor 703 acquires acceleration information and transmits the acceleration information to the shock absorber controller 702; the angle sensor 705 acquires the swing angle information of the rear rocker arm 23 and transmits the swing angle information to the shock absorber controller 702, which converts the swing angle information into the compression and rebound length information of the rear shock absorber spring 25; the power system controller 704 acquires the operating information of the power system, such as engine speed, torque, gear, etc., and transmits the operating information to the shock absorber controller 702; the shock absorber controller 702 can integrate at least one of the vehicle speed information, acceleration information, swing angle information, and operating information with the road surface information in front to form integrated information, so as to predict the vibration of the vehicle in advance and control the front shock absorber 21 and the rear shock absorber 24 to adjust their respective damping in real time, thereby achieving the best damping effect and improving damping efficiency.

[0178] The motorcycle also includes an anti-lock brake 707 mounted on the frame. The vehicle speed information obtained by the wheel speed sensor 706 can be transmitted to the anti-lock brake 707, which in turn transmits the vehicle speed information to the shock absorber controller 702.

[0179] The wheel speed sensor 706 can be installed only on the front wheel 31, only on the rear wheel 32, or on both the front wheel 31 and the rear wheel 32.

[0180] In one specific embodiment, such as Figure 3-5 As shown, the front shock absorber 21 includes a first piston valve 1, a first piston rod 2, and a first working cylinder 3. The first working cylinder 3 is provided with a first receiving cavity 311. The first piston valve 1 is disposed in the first receiving cavity 311 and divides the first receiving cavity 311 into a first chamber 311A ​​and a second chamber 311B. One end of the first piston rod 2 is connected to the first piston valve 1, and the other end extends out of the first receiving cavity 311. The first piston valve 1 includes a first housing 11 and a first adjusting assembly 12. The first housing 11 is provided with a first valve hole 111 and a second valve hole 112. The first chamber 311A ​​can communicate with the second chamber 311B through the first valve hole 111 or the second valve hole 112.

[0181] Both the first chamber 311A ​​and the second chamber 311B contain damping fluid, which can specifically be oil. When the shock absorber 21 is compressed, the first piston valve 1 moves along the first direction X in the first mounting cavity 113, the volume of the first chamber 311A ​​decreases, and the oil pressure increases. At this time, the first adjusting component 12 blocks the first valve hole 111 and opens the second valve hole 112, allowing oil to flow into the second chamber 311B from the second valve hole 112. When the shock absorber 21 extends, the first piston valve 1 moves in the first mounting cavity 113 in a direction opposite to the first direction X, the volume of the second chamber 311B decreases, and the oil pressure increases. At this time, the first adjusting component 12 blocks the second valve hole 112 and opens the first valve hole 111, allowing oil to flow into the first chamber 311A ​​from the first valve hole 111. During this process, the friction between the hole wall and the oil and the internal friction between oil molecules generate damping force on the vibration, thereby suppressing the oscillation of the front shock absorber spring 22 after absorbing the shock and the impact from the road surface.

[0182] When it is necessary to adjust the damping of the front shock absorber 21, for example, when it is necessary to adjust the damping of the front shock absorber 21 to a larger value, when the front shock absorber 21 is compressed, the damping controller 702 controls the first adjustment component 12 to reduce the opening of the first valve orifice 111 while blocking the second valve orifice 112. When the front shock absorber 21 extends, the damping controller 702 controls the first adjustment component 12 to reduce the opening of the second valve orifice 112 while blocking the first valve orifice 111.

[0183] Specifically, such as Figure 3 As shown, the front shock absorber 21 also includes a first seal and end caps 4 disposed at opposite ends of the first working cylinder 3. The first seal is fitted onto the outer peripheral wall of the end cap 4 and engages with the inner wall of the first working cylinder 3 to keep the first receiving cavity 311 closed. The front shock absorber spring 22 can be disposed inside the first working cylinder 3 and fitted onto the outside of the first piston rod 2. One end of the front shock absorber spring 22 is connected to the first piston valve 1, and the other end is connected to the end cap 4. The first seal can specifically be a sealing ring, etc.

[0184] The front shock absorber 21 may also include an outer cylinder 5, which is sleeved outside the first working cylinder 3, and the first piston rod 2 is located inside the outer cylinder 5 and connected to one end of the outer cylinder 5.

[0185] In addition, the specific installation method of the front shock absorber 21 can be that one end of the first working cylinder 3 is connected to the front wheel 31 and one end of the outer cylinder 5 is connected to the upper connecting plate; the installation method can also be that one end of the first working cylinder 3 is connected to the upper connecting plate and one end of the outer cylinder 5 is connected to the front wheel 31.

[0186] like Figure 6-8As shown, the rear shock absorber 24 includes a second piston valve 7, a second piston rod 8, and a second working cylinder 9. The second working cylinder 9 is provided with a second receiving cavity 91. The second piston valve 7 is disposed in the second receiving cavity 91 and divides the second receiving cavity 91 into a third chamber 911 and a fourth chamber 912. One end of the second piston rod 8 is connected to the second piston valve 7, and the other end extends out of the second receiving cavity 91. The second piston valve 7 includes a second housing 71 and a second adjusting assembly 72. The second housing 71 is provided with a third valve hole 711 and a fourth valve hole 712. The third chamber 911 can communicate with the fourth chamber 912 through the third valve hole 711 or the fourth valve hole 712.

[0187] Both the third chamber 911 and the fourth chamber 912 contain damping fluid, which can specifically be oil. When the rear shock absorber 24 is compressed, the second piston valve 7 moves along the second direction Y within the second mounting cavity 114, reducing the volume of the third chamber 911 and increasing the oil pressure. At this time, the second adjusting component 72 blocks the third valve hole 711 and opens the fourth valve hole 712, allowing oil to flow into the fourth chamber 912 from the fourth valve hole 712. When the rear shock absorber 24 extends, the second piston valve 7 moves in the opposite direction to the second direction Y within the second mounting cavity 114, reducing the volume of the fourth chamber 912 and increasing the oil pressure. At this time, the second adjusting component 72 blocks the fourth valve hole 712 and opens the third valve hole 711, allowing oil to flow into the third chamber 911 from the third valve hole 711. During this process, the friction between the hole wall and the oil, as well as the internal friction between oil molecules, creates a damping force on the vibration, thereby suppressing the oscillation of the rear shock absorber spring 25 after absorbing the shock and the impact from the road surface.

[0188] When it is necessary to adjust the damping of the rear shock absorber 24 to a larger value, when the rear shock absorber 24 is compressed, the damping controller 702 controls the second adjustment component 72 to reduce the opening of the fourth valve orifice 712 while blocking the third valve orifice 711. When the rear shock absorber 24 extends, the damping controller 702 controls the second adjustment component 72 to reduce the opening of the third valve orifice 711 while blocking the fourth valve orifice 712.

[0189] Specifically, the rear shock absorber 24 also includes a guide seat 101 and a second seal 102. One end of the second working cylinder 9 has an opening. The guide seat 101 extends into the second receiving cavity 91 from the opening and engages with the inner wall of the second receiving cavity 91. The second seal 102 is fitted onto the outer peripheral wall of the guide seat 101 and engages with the inner wall of the second receiving cavity 91, so that the second receiving cavity 91 is in a closed state. The second seal 102 may specifically be a sealing ring, etc.

[0190] The specific installation method of the rear shock absorber 24 can be that one end of the second working cylinder 9 is connected to the frame 10A and one end of the second piston rod 8 is connected to the rear rocker arm 23; the installation method can also be that one end of the second working cylinder 9 is connected to the rear rocker arm 23 and one end of the second piston rod 8 is connected to the frame 10A.

[0191] In one specific embodiment, such as Figure 3 As shown, the front shock absorber 21 also includes a first separating piston 6, which is disposed in the first receiving cavity 311. The side of the first separating piston 6 away from the first piston valve 1 faces the first high-pressure gas chamber 311C, and the side closer to the first piston valve 1 faces the first chamber 311A. The first high-pressure gas chamber 311C may be filled with high-pressure nitrogen.

[0192] When the shock absorber 21 is under pressure, the first piston valve 1 moves in the first mounting cavity 113 along the first direction X, the volume of the first chamber 311A ​​decreases, and the oil pressure increases. At this time, the first valve hole 111 closes and the second valve hole 112 opens, and the oil flows into the second chamber 311B from the second valve hole 112. Due to the presence of the first piston rod 2, the increased volume of the second chamber 311B is less than the decreased volume of the first chamber 311A. The oil pressure pushes the first separating piston 6 to move along the first direction X, compressing nitrogen gas, thereby forming a compression damping force. When the shock absorber 21 extends, the first piston valve 1 moves in the opposite direction to the first direction X, the volume of the second chamber 311B decreases, and the oil pressure increases. At this time, the first valve orifice 111 opens and the second valve orifice 112 closes. Oil flows from the first valve orifice 111 into the first chamber 311A. Due to the presence of the first piston rod 2, a certain degree of vacuum is generated in the first chamber 311A. At this time, high-pressure nitrogen pushes the first separating piston 6 to move in the opposite direction to the first direction X, so that the pressure in the first chamber 311A ​​is balanced with the pressure in the first high-pressure gas chamber 311C.

[0193] like Figure 6 As shown, the rear shock absorber 24 also includes a second separating piston 103, which is disposed in the second receiving cavity 91. The side of the second separating piston 103 away from the second piston valve 7 faces the second high-pressure gas chamber 913, and the side closer to the second piston valve 7 faces the third chamber 911. The second high-pressure gas chamber 913 may be filled with high-pressure nitrogen.

[0194] When the rear shock absorber 24 is equipped with the second separating piston 103, its working process is similar to that of the front shock absorber 21 equipped with the first separating piston 6, and will not be described in detail here.

[0195] In one specific embodiment, such as Figure 4-5As shown, the first housing 11 has a first mounting cavity 113 and a second mounting cavity 114 arranged sequentially along the first direction X. The end of the second mounting cavity 114 away from the first mounting cavity 113 is connected to the first chamber 311A. One end of the first valve hole 111 is connected to the second mounting cavity 114, and the other end is connected to the second chamber 311B. The second valve hole 112 includes a first channel 112A and a second channel 112B. One end of the first channel 112A is connected to the first chamber 311A, and the other end is connected to the second mounting cavity 114. One end of the second channel 112B is connected to the second mounting cavity 114, and the other end is connected to the second chamber 311B. The first adjustment assembly 12 includes a first adjustment piston 121 and a first driving member 122 connected to each other. The first adjustment piston 121 is engaged with the inner wall of the second mounting cavity 114, and the first driving member 122 is installed in the first mounting cavity 113.

[0196] When it is necessary to adjust the damping of the front shock absorber 21, when the front shock absorber 21 is compressed, the damping controller 702 controls the first drive member 122 to drive the first adjusting piston 121 to move in the opposite direction to the first direction X. The first adjusting piston 121 blocks the first channel 112A and the second channel 112B and gradually opens the first valve hole 111. The oil in the first chamber 311A ​​flows into the first mounting chamber 113 and then into the second chamber 311B through the first valve hole 111. As the opening degree of the first valve hole 111 gradually increases, the compression damping of the front shock absorber 21 gradually decreases. When the corresponding compression damping value is reached, the first drive member 122 stops moving, causing the first adjusting piston 121 to stop moving. When the front shock absorber 21 extends, the shock absorber controller 702 controls the first drive member 122 to drive the first adjusting piston 121 to move along the first direction X. The first adjusting piston 121 blocks the first valve hole 111 and gradually opens the first channel 112A and the second channel 112B. The oil in the second chamber 311B flows into the first mounting cavity 113 through the second channel 112B, and then flows into the first chamber 311A ​​through the first channel 112A. As the opening degree of the first channel 112A and the second channel 112B gradually increases, the extension damping of the front shock absorber 21 gradually decreases. When the corresponding extension damping value is reached, the first drive member 122 stops moving, causing the first adjusting piston 121 to stop moving.

[0197] like Figure 7-8As shown, the second housing 71 is provided with a third mounting cavity 713 and a fourth mounting cavity 714 arranged sequentially along the second direction Y. The end of the fourth mounting cavity 714 away from the third mounting cavity 713 is connected to the third chamber 911. One end of the third valve hole 711 is connected to the fourth mounting cavity 714, and the other end is connected to the fourth chamber 912. The fourth valve hole 712 includes a third channel 712A and a fourth channel 712B. One end of the third channel 712A is connected to the third chamber 911, and the other end is connected to the fourth mounting cavity 714. One end of the fourth channel 712B is connected to the fourth mounting cavity 714, and the other end is connected to the third chamber 911. The second adjustment assembly 72 includes a second adjustment piston 721 and a second driving member 722 connected to each other. The second adjustment piston 721 is engaged with the inner wall of the fourth mounting cavity 714, and the second driving member 722 is installed in the third mounting cavity 713.

[0198] When it is necessary to adjust the damping of the rear shock absorber 24, when the rear shock absorber 24 is compressed, the damping controller 702 controls the second drive member 722 to drive the second adjusting piston 721 to move in the opposite direction to the second direction Y. The second adjusting piston 721 blocks the third channel 712A and the fourth channel 712B and gradually opens the third valve hole 711. The oil in the third chamber 911 flows into the fourth mounting chamber 714 and then into the fourth chamber 912 through the third valve hole 711. As the opening degree of the third valve hole 711 gradually increases, the compression damping of the rear shock absorber 24 gradually decreases. When the corresponding compression damping value is reached, the second drive member 722 stops moving, causing the second adjusting piston 721 to stop moving. When the rear shock absorber 24 extends, the shock absorber controller 702 controls the second drive member 722 to drive the second adjusting piston 721 to move along the second direction Y. The second adjusting piston 721 blocks the third valve hole 711 and gradually opens the third channel 712A and the fourth channel 712B. The oil in the fourth chamber 912 flows into the fourth mounting cavity 714 through the fourth channel 712B, and then flows into the third chamber 911 through the third channel 712A. As the opening degree of the third channel 712A and the fourth channel 712B gradually increases, the extension damping of the rear shock absorber 24 gradually decreases. When the corresponding extension damping value is reached, the second drive member 722 stops moving, causing the second adjusting piston 721 to stop moving.

[0199] In this embodiment, the first piston valve 1 can adjust the opening of the first valve hole 111 or the second valve hole 112 by moving the first adjusting piston 121 in the first mounting cavity 113, thereby adjusting the damping of the front shock absorber 21; the second piston valve 7 can adjust the opening of the third valve hole 711 or the fourth valve hole 712 by moving the second adjusting piston 721 in the fourth mounting cavity 714, thereby adjusting the damping of the rear shock absorber 24; the piston valve configured in this way has a simple structure and is easy to manufacture.

[0200] In one specific embodiment, such as Figure 4-5 and Figure 7-8 As shown, along the radial direction of the first piston valve 1, the first valve hole 111 and the second channel 112B both penetrate the side wall of the first mounting cavity 113, and the first valve hole 111, the first channel 112A and the second channel 112B are all evenly distributed along the circumference of the second mounting cavity 114; along the radial direction of the second piston valve 7, the third valve hole 711 and the fourth channel 712B both penetrate the side wall of the fourth mounting cavity 714, and the third valve hole 711, the third channel 712A and the fourth channel 712B are all evenly distributed along the circumference of the fourth mounting cavity 714.

[0201] In this embodiment, the valve holes inside the first piston valve 1 and the second piston valve 7 are both uniformly distributed and symmetrically structured, which facilitates manufacturing.

[0202] In one specific embodiment, such as Figure 5 As shown, the sidewall of the first housing 11 extends inward to form a first partition 115. The first partition 115 is located between the first mounting cavity 113 and the second mounting cavity 114. The first partition 115 is provided with a first through hole. The first driving member 122 includes a first sensing part 122A and a first sensing coil 122B. The first sensing coil 122B is installed in the first mounting cavity 113 and is electrically connected to the power supply. The first sensing coil 122B surrounds the first sensing part 122A. One end of the first sensing part 122A is connected to a first connecting rod 122C. The first connecting rod 122C passes through the first through hole and is connected to the first adjusting piston 121. When the first induction coil 122B is energized in the forward direction, it drives the first sensing part 122A to move along the first direction X, and the first sensing part 122A drives the first adjusting piston 121 to move along the first direction X. When the first induction coil 122B is energized in the reverse direction, it drives the first sensing part 122A to move in the opposite direction to the first direction X, and the first sensing part 122A drives the first adjusting piston 121 to move in the opposite direction to the first direction X.

[0203] like Figure 8As shown, the sidewall of the second housing 71 extends inward to form a second partition 715. The second partition 715 is located between the third mounting cavity 713 and the fourth mounting cavity 714. The second partition 715 is provided with a second through hole. The second driving member 722 includes a second sensing part 722A and a second sensing coil 722B. The second sensing coil 722B is installed in the third mounting cavity 713 and is electrically connected to the power supply. The second sensing coil 722B surrounds the second sensing part 722A. One end of the second sensing part 722A is connected to a second connecting rod 722C. The second connecting rod 722C passes through the second through hole and is connected to the second adjusting piston 721. When the second induction coil 722B is energized in the forward direction, it drives the second sensing part 722A to move along the second direction Y, and the second sensing part 722A drives the second adjusting piston 721 to move along the second direction Y. When the second induction coil 722B is energized in the reverse direction, it drives the second sensing part 722A to move in the opposite direction to the second direction Y, and the second sensing part 722A drives the second adjusting piston 721 to move in the opposite direction to the second direction Y.

[0204] The first sensing unit 122A and the second sensing unit 722A can specifically be iron cores.

[0205] When the front shock absorber 21 and the rear shock absorber 24 are compressed or extended, the oil needs to pass through the second mounting cavity 114 or the fourth mounting cavity 714. In order to prevent the oil from flowing from the second mounting cavity 114 into the first mounting cavity 113 and thus affecting the first drive member 122, a sealing ring is provided between the first connecting rod 122C and the first through hole so that both the first mounting cavity 113 and the second mounting cavity 114 are in a closed state. In order to prevent the oil from flowing from the fourth mounting cavity 714 into the third mounting cavity 713 and thus affecting the second drive member 722, a sealing ring is provided between the second connecting rod 722C and the second through hole so that both the third mounting cavity 713 and the fourth mounting cavity 714 are in a closed state.

[0206] In one specific embodiment, such as Figure 4-5As shown, one end of the first valve hole 111 is provided with a first opening 111A, one end of the first channel 112A is provided with a second opening 112Aa, and one end of the second channel 112B is provided with a third opening 112Ba. The first opening 111A, the second opening 112Aa, and the third opening 112Ba are all located on the inner wall of the second mounting cavity 114. The second opening 112Aa and the third opening 112Ba are arranged opposite to each other. The first opening 111A is farther away from the first mounting cavity 113 relative to the second opening 112Aa. When the first adjusting piston 121 abuts against the first partition 115, the first partition 115 restricts the first adjusting piston 121. 21 moves within the first housing 11. At this time, the first adjusting piston 121 blocks the second opening 112Aa and the third opening 112Ba and releases the blockage of the first opening 111A, that is, the first opening 111A is in a fully open state. When the first sensing part 122A abuts against the first partition part 115, the first partition part 115 restricts the movement of the first sensing part 122A within the first housing 11. At this time, the first adjusting piston 121 blocks the first opening 111A and releases the blockage of the second opening 112Aa and the third opening 112Ba, that is, the second opening 112Aa and the third opening 112Ba are in a fully open state.

[0207] like Figure 7-8 As shown, one end of the third valve hole 711 is provided with a fourth opening 711A, one end of the third channel 712A is provided with a fifth opening 712Aa, and one end of the fourth channel 712B is provided with a sixth opening 712Ba. The fourth opening 711A, the fifth opening 712Aa, and the sixth opening 712Ba are all located on the inner wall of the fourth mounting cavity 714. The fifth opening 712Aa and the sixth opening 712Ba are opposite to each other. The fourth opening 711A is farther away from the third mounting cavity 713 relative to the fifth opening 712Aa. When the second adjusting piston 721 abuts against the second partition 715, the second partition 715 restricts the second adjusting piston 721. 21 moves within the second housing 71. At this time, the second adjusting piston 721 blocks the fifth opening 712Aa and the sixth opening 712Ba and releases the blockage of the fourth opening 711A, that is, the fifth opening 712Aa is in a fully open state. When the second sensing part 722A abuts against the second partition part 715, the second partition part 715 restricts the movement of the second sensing part 722A within the second housing 71. At this time, the second adjusting piston 721 blocks the fourth opening 711A and releases the blockage of the fifth opening 712Aa and the sixth opening 712Ba, that is, the fifth opening 712Aa and the sixth opening 712Ba are in a fully open state.

[0208] In this embodiment, by limiting the first partition 115 and setting the positions of the first valve hole 111 and the second valve hole 112, it is possible to prevent the first adjusting piston 121 from opening the first valve hole 111 and the second valve hole 112 simultaneously when it moves inside the first housing 11, thereby preventing any impact on the oil flow in the first working cylinder 3 of the front shock absorber 21; by limiting the second partition 715 and setting the positions of the third valve hole 711 and the fourth valve hole 712, it is possible to prevent the second adjusting piston 721 from opening the third valve hole 711 and the fourth valve hole 712 simultaneously when it moves inside the second housing 71, thereby preventing any impact on the oil flow in the second working cylinder 9 of the rear shock absorber 24.

[0209] In the above description, the structure of the first piston valve 1 of the front shock absorber 21 is the same as that of the second piston valve 7 of the rear shock absorber 24. The names of the components in the first piston valve 1 are different from those in the second piston valve 7 to avoid confusion in the structural description. The specific structure of the second piston valve 7 can be found in the accompanying drawings of the specification for easier understanding.

[0210] In one specific embodiment, such as Figure 6 As shown, the rear suspension 202 also includes a connecting member 26, a moving member 27, and a drive mechanism 28. The connecting member 26 is sleeved on the outside of the second piston rod 8 and connected to the second piston rod 8. The moving member 27 is sleeved on the outside of the second working cylinder 9. The rear suspension 202 also includes a rear shock absorber spring 25, which is sleeved on the outside of the second working cylinder 9. One end of the rear shock absorber spring 25 is connected to the connecting member 26, and the other end is connected to the moving member 27. The drive mechanism 28 is connected to the moving member 27 and can drive the moving member 27 to move closer to or away from the connecting member 26 according to the command of the shock absorber controller 702, so that the rear shock absorber spring 25 is compressed or extended.

[0211] The motorcycle 100 in this embodiment can automatically adjust the load mode of the rear shock absorber 24 according to the load weight to improve riding comfort. That is, the shock absorber controller 702 controls the drive mechanism 28 to drive the moving part 27 to move closer to or away from the connecting part 26 so that the rear shock absorber elastic element is compressed or extended.

[0212] The greater the compression of the rear shock absorber spring 25, the greater its stiffness; conversely, the less compressed the rear shock absorber spring 25, the less stiff it is. For example, when one driver is riding the motorcycle 100, the stiffness of the rear shock absorber spring 25 can be adjusted to a larger value; when one driver and one passenger are riding the motorcycle 100 together, the stiffness of the rear shock absorber spring 25 can be adjusted to a smaller value.

[0213] The moving part 27 can specifically be a moving shaft sleeve.

[0214] Specifically, such as Figure 9-10 As shown, the drive mechanism 28 includes a drive assembly 281, a cylinder 282, a moving piston 283, and a moving piston rod 284. The cylinder 282 includes a mating part 282A and a receiving part 282B. The mating part 282A is connected to the outer wall of the second working cylinder 9 and is sleeved on the moving part 27. An oil storage space 29 is provided between the mating part 282A and the moving part 27. The receiving part 282B is provided with a working chamber 282Ba. The moving piston 283 is disposed in the working chamber 282Ba and covers the working chamber 282B. 2Ba is divided into a first working chamber 282Bb and a second working chamber 282Bc. The first working chamber 282Bb or the second working chamber 282Bc is connected to the oil storage space 29 through an oil passage 282Aa. One end of the moving piston rod 284 is connected to the moving piston 283, and the other end extends out of the working chamber 282Ba and is connected to the drive assembly 281. The drive assembly 281 can drive the moving piston rod 284 to move relative to the receiving member 282B, so as to drive the moving piston 283 to move in the working chamber 282Ba.

[0215] by Figure 10 For example, the side of the moving piston 283 away from the moving piston rod 284 faces the first working chamber 282Bb, which is connected to the oil storage space 29 through an oil passage 282Aa. Both the oil storage space 29 and the first working chamber 282Bb contain oil. When the drive assembly 281 drives the moving piston rod 284 to move relative to the receiving member 282B, causing the moving piston 283 to move along the third direction Z, the volume of the first working chamber 282Bb decreases and the oil pressure increases. At this time, the oil in the first working chamber 282Bb flows into the oil storage space 29 through the oil passage 282Aa, increasing the pressure in the oil storage space 29, which in turn causes the moving member 27 to move closer to the first working chamber 282Bb. When the connecting member 26 moves in the direction of the movement, the moving member 27 and the connecting member 26 together compress the rear shock absorber spring 25, causing the rear shock absorber spring 25 to compress. When the drive assembly 281 drives the moving piston rod 284 to move relative to the receiving member 282B, so that the moving piston 283 moves in the opposite direction to the third direction Z, the volume of the first working chamber 282Bb increases and the oil pressure decreases. At this time, the oil in the oil storage space 29 flows into the first working chamber 282Bb through the oil passage 282Aa, which reduces the pressure in the oil storage space 29. Under the action of the elastic restoring force of the rear shock absorber spring 25, the moving member 27 moves away from the connecting member 26, thereby causing the rear shock absorber spring 25 to extend.

[0216] Specifically, the drive assembly 281 may include a motor 281A and a meshing gear 281B and rack 281C. One end of the rack 281C is connected to the rod of the moving piston 283. The gear 281B can rotate under the action of the motor 281A so that the rack 281C can make linear motion.

[0217] In addition, the drive mechanism 28 also includes a protective cover 301 and a mounting cover 302. The mounting cover 302 is installed at the open end of the protective cover 301, and one end of the receiving member 282B is connected to the mounting cover 302. The drive assembly 281 is installed inside the protective cover 301. The protective cover 301 and the mounting cover 302 can provide protection for the drive assembly 281, preventing external foreign objects from squeezing or bumping the drive assembly 281, which helps to extend the service life of the drive assembly 281.

[0218] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A motorcycle, comprising: The vehicle body (10) includes the frame (10A); The suspension system (20) includes a front suspension (201) and a rear suspension (202). The wheel (30) includes a front wheel (31) and a rear wheel (32), the front wheel (31) being connected to the frame (10A) via the front suspension (201), and the rear wheel (32) being connected to the frame (10A) via the rear suspension (202). A power system (40) is at least partially disposed on the frame (10A), and at least one of the front wheel (31) and the rear wheel (32) is drively connected to the power system (40). A seat (50) is disposed on the vehicle frame (10A), and the seat (50) includes at least one driver's seat (51); A control device (60) is disposed on the vehicle frame (10A); The front suspension (201) is characterized by comprising a front shock absorber (21), one end of which is connected to the vehicle frame (10A) and the other end of which is connected to the front wheel (31); the rear suspension (202) comprises a rear swing arm (23) and a rear shock absorber (24), one end of which is connected to the vehicle frame (10A) and the other end of which is connected to the rear wheel (32); and one end of which is connected to the vehicle frame (10A) and the other end of which is connected to the rear swing arm (23). The motorcycle (100) also includes a shock absorption control system (70), which includes a camera (701) and a shock absorber controller (702) mounted on the vehicle body (10). The front shock absorber (21) and the rear shock absorber (24) are both connected to the shock absorber controller (702). The camera (701) is used to capture information about the road surface in front of the motorcycle (100) and can transmit the information about the road surface in front to the shock absorber controller (702). The shock absorber controller (702) can control the front shock absorber (21) and the rear shock absorber (24) to adjust their respective shock absorption damping according to the information about the road surface in front. The front shock absorber (21) includes a first piston valve (1), a first piston rod (2) and a first working cylinder (3). The first working cylinder (3) is provided with a first receiving cavity (311). The first piston valve (1) is located in the first receiving cavity (311) and divides the first receiving cavity (311) into a first chamber (311A) and a second chamber (311B). One end of the first piston rod (2) is connected to the first piston valve (1), and the other end extends out of the first receiving cavity (311). The first piston valve (1) includes a first housing (11) and a first adjusting component (12). The first housing (11) is provided with a first valve hole (111) and a second valve hole (112). The first chamber (311A) can communicate with the second chamber (311B) through the first valve hole (111) or the second valve hole (112). The first housing (11) is provided with a first mounting cavity (113) and a second mounting cavity (114) arranged sequentially along a first direction (X). One end of the second mounting cavity (114) away from the first mounting cavity (113) communicates with the first chamber (311A). One end of the first valve hole (111) communicates with the second mounting cavity (114) and the other end communicates with the second chamber (311B). The second valve hole (112) includes a first channel (112A) and a second channel (112B). One end of the first channel (112A) communicates with the first chamber (311A) and the other end communicates with the second mounting cavity (114). 14) Connected, one end of the second channel (112B) is connected to the second mounting cavity (114), and the other end is connected to the second chamber (311B). The first adjustment assembly (12) includes a first adjustment piston (121) and a first drive member (122) connected to each other. The first adjustment piston (121) is engaged with the inner wall of the second mounting cavity (114). The first drive member (122) is installed in the first mounting cavity (113). The first drive member (122) can drive the first adjustment piston (121) to move in the second mounting cavity (114) according to the command of the shock absorber controller (702).

2. The motorcycle according to claim 1, characterized in that, During the movement of the first piston valve (1) within the first receiving cavity (311), the first adjusting component (12) can adjust the opening of the second valve orifice (112) while blocking the first valve orifice (111) according to the instruction of the damping controller (702), or adjust the opening of the first valve orifice (111) while blocking the second valve orifice (112). The rear shock absorber (24) includes a second piston valve (7), a second piston rod (8), and a second working cylinder (9). The second working cylinder (9) is provided with a second receiving cavity (91). The second piston valve (7) is disposed in the second receiving cavity (91) and divides the second receiving cavity (91) into a third chamber (911) and a fourth chamber (912). One end of the second piston rod (8) is connected to the second piston valve (7), and the other end extends out of the second receiving cavity (91). The second piston valve (7) includes a second housing (71) and a second adjusting assembly (72). 1) A third valve hole (711) and a fourth valve hole (712) are provided. The third chamber (911) can communicate with the fourth chamber (912) through the third valve hole (711) or the fourth valve hole (712). When the second piston valve (7) moves in the second receiving chamber (91), the second adjusting component (72) can adjust the opening of the fourth valve hole (712) while blocking the third valve hole (711) according to the instruction of the shock absorber controller (702), or adjust the opening of the third valve hole (711) while blocking the fourth valve hole (712).

3. The motorcycle according to claim 2, characterized in that, The first driving member (122) can drive the first adjusting piston (121) to move in the second mounting cavity (114) according to the command of the shock absorber controller (702). During the movement of the first adjusting piston (121) along the first direction (X), the first adjusting piston (121) can block the first valve hole (111) and gradually open the first channel (112A) and the second channel (112B). During the movement of the first adjusting piston (121) in the opposite direction to the first direction (X), the first adjusting piston (121) can block the first channel (112A) and the second channel (112B) and gradually open the first valve hole (111). When the first piston valve (1) moves along the first direction (X), it can reduce the volume of the first chamber (311A). The second housing (71) is provided with a third mounting cavity (713) and a fourth mounting cavity (714) arranged sequentially along the second direction (Y). The end of the fourth mounting cavity (714) away from the third mounting cavity (713) is connected to the third chamber (911). One end of the third valve hole (711) is connected to the fourth mounting cavity (714), and the other end is connected to the fourth chamber (912). The fourth valve hole (712) includes a third channel (712A) and a fourth channel (712B). One end of the third channel (712A) is connected to the third chamber (911), and the other end is connected to the fourth mounting cavity (714). One end of the fourth channel (712B) is connected to the fourth mounting cavity (714), and the other end is connected to the third chamber (911). The second adjusting assembly (72) includes a second adjusting piston (721) and a second driving member (722) connected to each other. The second adjusting piston (721) and the fourth mounting cavity (714) are connected to each other. The inner wall of the mounting cavity (714) is fitted, and the second driving member (722) is installed in the third mounting cavity (713). The second driving member (722) can drive the second adjusting piston (721) to move in the fourth mounting cavity (714) according to the command of the shock absorber controller (702). During the movement of the second adjusting piston (721) along the second direction (Y), the second adjusting piston (721) can block the third valve hole (711) and gradually open the third channel (712A) and the fourth channel (712B). During the movement of the second adjusting piston (721) in the opposite direction to the second direction (Y), the second adjusting piston (721) can block the third channel (712A) and the fourth channel (712B) and gradually open the third valve hole (711). When the second piston valve (7) moves along the second direction (Y), it can reduce the volume of the third chamber (911).

4. The motorcycle according to claim 3, characterized in that, Along the radial direction of the first piston valve (1), the first valve hole (111) and the second channel (112B) both penetrate the side wall of the second mounting cavity (114), and the first valve hole (111), the first channel (112A) and the second channel (112B) are all evenly distributed along the circumference of the second mounting cavity (114); Along the radial direction of the second piston valve (7), the third valve hole (711) and the fourth channel (712B) both penetrate the side wall of the fourth mounting cavity (714), and the third valve hole (711), the third channel (712A) and the fourth channel (712B) are all evenly distributed along the circumference of the fourth mounting cavity (714).

5. The motorcycle according to claim 3, characterized in that, The sidewall of the first housing (11) extends inward to form a first partition (115). The first partition (115) is located between the first mounting cavity (113) and the second mounting cavity (114). The first partition (115) is provided with a first through hole. The first driving member (122) includes a first sensing part (122A) and a first sensing coil (122B). The first sensing coil (122B) is installed in the first mounting cavity (113) and electrically connected to the power supply. The first sensing coil (122B) surrounds the first sensing part (122A). One end of the first sensing part (122A) is connected to a first connecting rod (122C). The first connecting rod (122C) passes through the first through hole and is connected to the first adjusting piston (121). When the first sensing coil (122B) is energized, it can drive the first sensing part (122A) to move along the first direction (X). The sidewall of the second housing (71) extends inward to form a second partition (715). The second partition (715) is located between the third mounting cavity (713) and the fourth mounting cavity (714). The second partition (715) is provided with a second through hole. The second driving member (722) includes a second sensing part (722A) and a second sensing coil (722B). The second sensing coil (722B) is installed in the third mounting cavity (713) and electrically connected to the power supply. The second sensing coil (722B) surrounds the second sensing part (722A). One end of the second sensing part (722A) is connected to a second connecting rod (722C). The second connecting rod (722C) passes through the second through hole and is connected to the second adjusting piston (721). When the second sensing coil (722B) is energized, it can drive the second sensing part (722A) to move along the second direction (Y).

6. The motorcycle according to claim 2, characterized in that, The rear suspension (202) also includes a connector (26), a moving part (27) and a drive mechanism (28). The connector (26) is sleeved on the outside of the second piston rod (8) and connected to the second piston rod (8). The moving part (27) is sleeved on the outside of the second working cylinder (9). The rear suspension (202) also includes a rear shock absorber spring (25), which is sleeved on the second working cylinder (9). One end of the rear shock absorber spring (25) is connected to the connecting member (26), and the other end is connected to the moving member (27). The drive mechanism (28) is connected to the moving member (27) and can drive the moving member (27) to move closer to or away from the connecting member (26) according to the command of the shock absorber controller (702) so that the rear shock absorber spring (25) is compressed or extended.

7. The motorcycle according to claim 6, characterized in that, The drive mechanism (28) includes a drive assembly (281), a cylinder (282), a moving piston (283), and a moving piston rod (284). The cylinder (282) includes a mating part (282A) and a receiving part (282B). The mating part (282A) is connected to the outer wall of the second working cylinder (9). The mating part (282A) is sleeved on the moving part (27). An oil storage space (29) is provided between the mating part (282A) and the moving part (27). The receiving member (282B) is provided with a working chamber (282Ba). The moving piston (283) is disposed in the working chamber (282Ba) and divides the working chamber (282Ba) into a first working chamber (282Bb) and a second working chamber (282Bc). The first working chamber (282Bb) or the second working chamber (282Bc) is connected to the oil storage space (29) through an oil passage (282Aa). One end of the moving piston rod (284) is connected to the moving piston (283), and the other end extends out of the working chamber (282Ba) and is connected to the drive assembly (281). The drive assembly (281) can drive the moving piston rod (284) to move relative to the receiving member (282B) so as to drive the moving piston (283) to move in the working chamber (282Ba).

8. The motorcycle according to claim 7, characterized in that, The drive mechanism (28) further includes a protective cover (301) and a mounting cover (302), the mounting cover (302) being installed at the opening end of the protective cover (301), one end of the receiving member (282B) being connected to the mounting cover (302), and the drive assembly (281) being installed inside the protective cover (301).

9. The motorcycle according to claim 2, characterized in that, The front shock absorber (21) further includes a first dividing piston (6), which is disposed in the first receiving cavity (311). The first dividing piston (6) and the first piston valve (1) divide the first receiving cavity (311) into a first high-pressure air chamber (311C), a first chamber (311A) and a second chamber (311B). The side of the first dividing piston (6) away from the first piston valve (1) faces the first high-pressure air chamber (311C). The rear shock absorber (24) further includes a second dividing piston (103), which is disposed in the second receiving cavity (91). The second dividing piston (103) and the second piston valve (7) divide the second receiving cavity (91) into a second high-pressure air chamber (913), the third chamber (911) and the fourth chamber (912). The side of the second dividing piston (103) away from the second piston valve (7) faces the second high-pressure air chamber (913).

10. The motorcycle according to any one of claims 1-9, characterized in that, The shock absorption control system (70) also includes an acceleration sensor (703), a power system controller (704) and an angle sensor (705) installed on the vehicle body (10), and a wheel speed sensor (706) installed on the wheel (30). The wheel speed sensor (706) is used to acquire the speed information of the motorcycle (100); The acceleration sensor (703) is used to acquire the acceleration information of the motorcycle (100); The angle sensor (705) is used to acquire the swing angle information of the rear rocker arm (23); The power system controller (704) is used to acquire the operating information of the power system (40); The shock absorber controller (702) can integrate at least one of the vehicle speed information, the acceleration information, the sway angle information and the operation information with the road surface information ahead to form integrated information, and control the front shock absorber (21) and the rear shock absorber (24) to adjust their respective damping according to the integrated information.

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