Motorcycle

Abstract

The present application relates to the field of vehicle technology, in particular to a motorcycle. The motorcycle comprises a frame assembly, a power source and a suspension assembly. The suspension assembly comprises a rear fork, the rear fork comprising a first sleeve, a second sleeve, a fork shaft arranged in the first sleeve and the second sleeve, an adjusting structure and a positioning structure. The adjusting structure is sleeved on the fork shaft and located in the first sleeve, and at least part of the adjusting structure can slide relative to the fork shaft. The positioning structure is sleeved on the fork shaft and located in the second sleeve. The adjusting structure comprises a first gap, the positioning structure comprises a second gap, and the length of the first gap is greater than the length of the second gap along the axial direction of the fork shaft. In this way, at least part of the adjusting structure has a greater adjustment amount when sliding relative to the fork shaft, thereby absorbing the axial cumulative tolerance of the motorcycle to meet the assembly precision requirement, ensuring that the rear fork does not deform and prolonging the service life.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a motorcycle. Background Technology

[0002] Motorcycles, as a convenient and fast means of transportation, provide great convenience for people's travel. In existing structures, motorcycles typically include a frame assembly, a suspension assembly, and a wheel assembly. The suspension assembly is connected to the frame assembly, and the wheel assembly is connected to the suspension assembly via the wheel assembly. The suspension assembly includes a rear swingarm, which comprises a first sleeve, a second sleeve, and a swingarm axle housed within the first and second sleeves.

[0003] The existing first and second sleeves each contain a bushing, two bearings fitted onto the bushing, and an end cap unit. A gap exists between the bearing in the end cap unit and the inner wall of the sleeve. The installation of the rear swingarm will be difficult to meet assembly requirements due to the accumulated axial tolerances of the entire vehicle. Summary of the Invention

[0004] To address the shortcomings of the prior art, this application provides a motorcycle that reduces the adverse effects of its axial cumulative tolerance on the rear swingarm assembly.

[0005] To achieve the above objectives, this application adopts the following technical solution: A motorcycle, comprising: a frame assembly; a body panel connected to the frame assembly; a power source supported by the frame assembly; a suspension assembly connected to the frame assembly, the suspension assembly including a rear swingarm, the rear swingarm including a first sleeve, a second sleeve, and a swingarm axle disposed within the first sleeve and the second sleeve, the first sleeve and the second sleeve being located on opposite sides of the power source, and the swingarm axle passing through the power source and the frame assembly; a wheel assembly connected to the frame assembly via the suspension assembly; the rear swingarm further comprising: an adjustment structure sleeved on the swingarm axle and located within the first sleeve, and at least a portion of the adjustment structure being slidable relative to the swingarm axle; a positioning structure sleeved on the swingarm axle and located within the second sleeve; wherein, the adjustment structure includes a first gap, the positioning structure includes a second gap, and along the axial direction of the swingarm axle, the length of the first gap is greater than the length of the second gap.

[0006] Furthermore, the adjustment structure includes: a first bushing, which is slidably sleeved on the fork shaft; a first bearing, which is sleeved on the first bushing; a first end cap unit, which is slidably sleeved on the fork shaft and abuts against the end of the first bushing; and a first oil seal unit, which is sleeved on the first end cap unit and seals the inside of the first sleeve.

[0007] Furthermore, the first gap is distributed at both ends of the first bearing, and the ratio of the length of the first gap to the length of the first bearing is greater than or equal to 0.55 and less than or equal to 0.75.

[0008] Further, the first end cap unit includes: a first end cap, which is sleeved on the swingarm shaft and abuts against the end of the first shaft sleeve away from the power source; and a second end cap, which is sleeved on the swingarm shaft and whose two ends abut against the end of the first shaft sleeve near the power source and the frame assembly, respectively; wherein, the first gap includes a first adjustment space and a second adjustment space located at the two ends of the first bearing; along the axial direction of the swingarm shaft, the distance from the first end cap to the inner wall of the first sleeve is the length of the first adjustment space X1, the distance from the second end cap to the inner wall of the first sleeve is the length of the second adjustment space X2, and the length of the first gap is X1+X2.

[0009] Furthermore, the positioning structure includes: a second bushing, which is sleeved on the horizontal fork shaft; a second bearing, which is sleeved on the second bushing; a second end cap unit, which is sleeved on the horizontal fork shaft and abuts against the end of the second bushing; a second oil seal unit, which is sleeved on the second end cap unit and seals the inside of the second sleeve; and an inner gasket, which is installed between the second sleeve and the second oil seal unit, with one side of the inner gasket abutting against the second sleeve and the other side of the inner gasket abutting against the second end cap unit and the second oil seal unit; wherein a second gap is formed between the second sleeve and the second end cap unit.

[0010] Furthermore, the ratio of the length of the second gap to the length of the first gap is greater than or equal to 0.05 and less than or equal to 0.07.

[0011] Furthermore, there is one first bearing and one second bearing.

[0012] Furthermore, the length of the first end cap unit is greater than the length of the second end cap unit.

[0013] Furthermore, the first oil seal unit includes: a first oil seal, which is sleeved on the first end cap and seals one end of the first sleeve; and a second oil seal, which is sleeved on the second end cap and seals the other end of the first sleeve.

[0014] Furthermore, the adjustment amount of the first oil seal is P2, and the ratio of P2 to the cumulative tolerance of the motorcycle in the axial direction of the swingarm shaft is greater than or equal to 1.05 and less than or equal to 1.2.

[0015] Compared with the prior art, the motorcycle provided in this application sets the positioning structure and the adjustment structure to an asymmetrical structure, and the length of the first gap is greater than the length of the second gap, so that at least part of the adjustment structure has a larger adjustment range when sliding relative to the swingarm shaft, thereby absorbing the axial cumulative tolerance of the motorcycle, meeting the assembly accuracy requirements, ensuring that the rear swingarm does not deform, and extending its service life. Attached Figure Description

[0016] Figure 1 A side view of the motorcycle provided for this application.

[0017] Figure 2 A partial structural schematic diagram of the chassis assembly, power source, and suspension assembly provided in this application.

[0018] Figure 3 A cross-sectional view of the rear swingarm and frame assembly provided in this application.

[0019] Figure 4 A cross-sectional view of the rear swingarm and frame assembly provided in this application when the axial cumulative tolerance is positive.

[0020] Figure 5 A cross-sectional view of the rear swingarm and frame assembly provided in this application when the cumulative axial tolerance is negative.

[0021] Figure 6 This is a cross-sectional view of a portion of the structure of the rear swingarm and frame assembly provided in this application.

[0022] Figure 7 for Figure 6 A magnified view of the area at point W in the middle.

[0023] In the diagram, 10 is a motorcycle; 200 is a frame assembly; 300 is a body panel; 400 is a power source; 500 is a suspension assembly; 520 is a rear swingarm; 525 is a first sleeve; 526 is a second sleeve; 527 is a swingarm axle; 540 is an adjustment structure; 541 is a first clearance; 5411 is a first adjustment space; 5412 is a second adjustment space; 542 is a first bushing; 543 is a first bearing; 544 is a first end cap unit; and 5441 is a second end cap unit. First end cap; 5442, Second end cap; 545, First oil seal unit; 5451, First oil seal; 5452, Second oil seal; 550, Positioning structure; 551, Second clearance; 552, Second bushing; 553, Second bearing; 554, Second end cap unit; 5541, Third end cap; 5542, Fourth end cap; 555, Second oil seal unit; 556, Inner gasket; 560, Threaded part; 570, Intermediate part; 600, Wheel assembly. Detailed Implementation

[0024] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0025] It should be noted that when a component is said to be "mounted on" another component, it can be directly mounted on the other component or may be interspersed with a component. When a component is said to be "set on" another component, it can be directly set on the other component or may be interspersed with a component. When a component is said to be "fixed to" another component, it can be directly fixed to the other component or may be interspersed with a component.

[0026] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "or / and" as used herein includes any and all combinations of one or more of the associated listed items.

[0027] Please see Figures 1 to 3 This application provides a motorcycle 10, which includes a frame assembly 200, a body panel 300, a power source 400, a suspension assembly 500, and a wheel assembly 600. The body panel 300 is connected to the frame assembly 200, the power source 400 is supported by the frame assembly 200, the suspension assembly 500 is connected to the frame assembly 200, and the wheel assembly 600 is connected to the frame assembly 200 via the suspension assembly 500. The suspension assembly 500 includes a rear swingarm 520, which includes a first sleeve 525, a second sleeve 526, and a swingarm axle 527 disposed within the first sleeve 525 and the second sleeve 526. The first sleeve 525 and the second sleeve 526 are located on opposite sides of the power source 400, and the swingarm axle 527 passes through the power source 400 and the frame assembly 200.

[0028] Please see Figure 3The rear swingarm 520 also includes an adjustment structure 540 and a positioning structure 550. The adjustment structure 540 is sleeved on the swingarm shaft 527 and located within the first sleeve 525, and at least a portion of the adjustment structure 540 can slide relative to the swingarm shaft 527. The positioning structure 550 is sleeved on the swingarm shaft 527 and located within the second sleeve 526. The positioning structure 550 and the adjustment structure 540 are asymmetrically arranged. The adjustment structure 540 includes a first gap 541, and the positioning structure 550 includes a second gap 551. Along the axial direction of the swingarm shaft 527, the length of the first gap 541 is greater than the length of the second gap 551.

[0029] This application sets the positioning structure 550 and the adjustment structure 540 as an asymmetrical structure, and the length of the first gap 541 is greater than the length of the second gap 551, so that at least part of the adjustment structure 540 has a larger adjustment range when sliding relative to the flat fork shaft 527, thereby absorbing the axial cumulative tolerance of the motorcycle 10, meeting the assembly accuracy requirements, ensuring that the rear flat fork 520 does not deform, and extending its service life.

[0030] It should be noted that the axial cumulative tolerance of motorcycle 10 refers to the accumulation of the axial tolerances of the frame assembly 200, rear swingarm 520, and power source 400 on the swingarm shaft 527. That is, the axial cumulative tolerance of motorcycle 10 refers to the sum of the assembly tolerances of all parts installed in the axial direction of the swingarm shaft 527. The tolerance of each part should be the calibration tolerance coefficient corresponding to the sheet metal of that part multiplied by the length of that part in the axial direction of the swingarm shaft 527.

[0031] Please continue reading. Figure 3 The adjusting structure 540 includes a first bushing 542, a first bearing 543, a first end cap unit 544, and a first oil seal unit 545. The first bushing 542 is slidably sleeved on the horizontal fork shaft 527, the first bearing 543 is sleeved on the first bushing 542, the first end cap unit 544 is slidably sleeved on the horizontal fork shaft 527 and abuts against the end of the first bushing 542; the first oil seal unit 545 is sleeved on the first end cap unit 544 and seals the inside of the first sleeve 525.

[0032] A first gap 541 is formed between the first bearing 543 and the first end cap unit 544. Specifically, the inner wall of the first sleeve 525 and the first end cap unit 544 form the first gap 541.

[0033] Due to the presence of the first clearance 541, the first bushing 542 and the first end cap unit 544 of the adjusting structure 540 can slide synchronously relative to the swingarm shaft 527 to absorb the axial cumulative tolerance of the motorcycle 10, meet the assembly requirements, and ensure that the rear swingarm 520 does not deform. At the same time, since the first bearing 543 is surrounded by lubricating oil, the first bearing 543 needs to be in a sealed state. Therefore, a first oil seal unit 545 is provided to seal it, prevent the lubricating oil from being contaminated, and ensure that the lubricating oil can work normally.

[0034] In one embodiment, the first gap 541 is distributed at both ends of the first bearing 543, and the ratio of the length of the first gap 541 to the length of the first bearing 543 is greater than or equal to 0.55 and less than or equal to 0.75. This provides more space for the sliding of the first end cap unit 544 and the first bushing 542, increasing the adjustment range. This allows for the absorption of the axial cumulative tolerance of the motorcycle 10 through the first gap 541, while also preventing the first oil seal unit 545 from disengaging. Specifically, the length of the first gap 541 is X, and the length of the first bearing 543 is Y. If the ratio of X to Y is less than 0.55, the sliding adjustment range of the first end cap unit 544 and the first bushing 542 is too small; if the ratio of X to Y is greater than 0.75, it results in wasted space.

[0035] In one embodiment, the ratio of the length of the first gap 541 to the length of the first bearing 543 is greater than or equal to 0.6 and less than or equal to 0.7. In another embodiment, the ratio of the length of the first gap 541 to the length of the first bearing 543 is greater than or equal to 0.62 and less than or equal to 0.65. This provides more space for the sliding of the first end cap unit 544 and the first bushing 542, increasing the adjustment range, while preventing the first oil seal unit 545 from disengaging. This allows the adjustment structure 540 to absorb the axial cumulative tolerance of the motorcycle 10, meeting assembly requirements; simultaneously, it reduces costs and saves space.

[0036] Please see Figure 4 and Figure 5 The first end cap unit 544 includes a first end cap 5441 and a second end cap 5442. The first end cap 5441 is sleeved on the swingarm shaft 527 and abuts against the end of the first bushing 542 away from the power source 400. The second end cap 5442 is sleeved on the swingarm shaft 527, and its two ends abut against the end of the first bushing 542 near the power source 400 and the frame assembly 200, respectively. The first gap 541 includes a first adjustment space 5411 and a second adjustment space 5412 located at both ends of the first bearing 543. Specifically, the first adjustment space 5411 is located between the first end cap 5441 and the first bearing, and the second adjustment space 5412 is located between the second end cap 5442 and the first bearing 543.

[0037] Please see Figure 7 Along the axial direction of the flat fork shaft 527, the distance from the first end cap 5441 to the inner wall of the first sleeve 525 is the length X1 of the first adjustment space 5411, the distance from the second end cap 5442 to the inner wall of the first sleeve 525 is the length X2 of the second adjustment space 5412, and the length of the first gap 541 is X1+X2.

[0038] The rear swingarm 520 also includes a threaded component 560, which is sleeved on the swingarm shaft 527 and abuts against the end of the first end cap 5441 away from the first bushing 542. During the adjustment of the adjustment structure 540, by loosening or tightening the threaded component 560, the first end cap 5441, the first bushing 542, and the second end cap 5442 can be moved, at which time the lengths of the first adjustment space 5411 and the second adjustment space 5412 change.

[0039] Please see Figure 4 When the axial cumulative tolerance of the motorcycle 10 is positive, the adjustment structure 540 needs to move away from the power source 400 along the axial direction of the fork shaft 527. At this time, by rotating the threaded part 560, the first bushing 542 slides away from the power source 400, the first end cover 5441 slides away from the first bearing 543, and the second end cover 5442 slides closer to the first bearing 543. During this process, the length of the first adjustment space 5411 gradually increases, and the length of the second adjustment space 5412 gradually decreases.

[0040] Please see Figure 5 When the axial cumulative tolerance of the motorcycle 10 is negative, the adjustment structure 540 needs to move along the axial direction of the fork shaft 527 towards the power source 400. At this time, by rotating the threaded part 560, the first bushing 542 slides towards the power source 400, the first end cover 5441 slides towards the first bearing 543, and the second end cover 5442 slides away from the first bearing 543. During this process, the length of the first adjustment space 5411 gradually decreases, and the length of the second adjustment space 5412 gradually increases.

[0041] In this way, the adjustment structure 540 can achieve a larger adjustment range, allowing it to absorb the axial cumulative tolerance of the motorcycle 10, thereby meeting the assembly accuracy requirements, ensuring that the rear swingarm 520 does not deform, and extending its service life.

[0042] The positioning structure 550 includes a second bushing 552, a second bearing 553, a second end cap unit 554, a second oil seal unit 555, and an inner gasket 556. The second bushing 552 is fitted onto the horizontal fork shaft 527, the second bearing 553 is fitted onto the second bushing 552, and the second end cap unit 554 is fitted onto the horizontal fork shaft 527 and abuts against the end of the second bushing 552. The second oil seal unit 555 is fitted onto the second end cap unit 554 and seals the inner part of the second sleeve 526. The inner gasket 556 is installed between the second sleeve 526 and the second oil seal unit 555, with one side of the inner gasket 556 abutting against the second sleeve 526 and the other side abutting against the second end cap unit 554 and the second oil seal unit 555. A second gap 551 is formed between the second sleeve 526 and the second end cap unit 554. Thus, by setting the inner pad 556, and with the abutting of both sides of the inner pad 556, the positioning structure 550 achieves the positioning effect.

[0043] The rear swingarm 520 also includes an intermediate member 570, which is sleeved on the swingarm axle 527. One end of the intermediate member 570 abuts against the frame assembly 200, and the other end abuts against the second end cap unit 554. The second end cap unit 554 includes a third end cap 5541 and a fourth end cap 5542. The third end cap 5541 is sleeved on the swingarm axle 527, and its two ends abut against the end of the intermediate member 570 away from the frame assembly 200 and the second axle sleeve 552, respectively. The fourth end cap 5542 is sleeved on the swingarm axle 527, and its two ends abut against the end of the second axle sleeve 552 away from the intermediate member 570 and the swingarm axle 527, respectively.

[0044] It should be noted that the length of the second gap 551 is similar to the length of the first gap 541, that is, the length of the second gap 551 is also the sum of the lengths of the two spaces at both ends of the second bearing 553; specifically, the length of one of the spaces at the end of the second bearing 553 is the distance from the third end cap 5541 to the inner wall of the second sleeve 526 along the axial direction of the flat fork shaft 527; the length of the other space at the end of the second bearing 553 is the distance from the fourth end cap 5542 to the inner wall of the second sleeve 526 along the axial direction of the flat fork shaft 527.

[0045] In one embodiment, the ratio of the length of the second gap 551 to the length of the first gap 541 is greater than or equal to 0.05 and less than or equal to 0.07. This allows the positioning structure 550 to be more compact and the adjustment structure 540 to have a larger clearance range, thus reserving space to absorb tolerances.

[0046] Of course, in another embodiment, the ratio of the length of the second gap 551 to the length of the first gap 541 can also be greater than or equal to 0.055 and less than or equal to 0.065. In other embodiments, the ratio of the length of the second gap 551 to the length of the first gap 541 can also be greater than or equal to 0.058 and less than or equal to 0.06. In this way, the positioning structure 550 can be made more compact, and the clearance movement of the adjusting structure 540 can be greater, thereby reserving space to absorb tolerances.

[0047] Please see Figure 6 The number of first bearings 543 and second bearings 553 is one. This significantly reduces costs. In one embodiment, the thickness of both the first bearing 543 and the second bearing 553 is K1, and the diameter of the flat fork shaft 527 is K2, wherein the ratio of K1 to K2 is greater than or equal to 0.2 and less than or equal to 0.4. Since the number of first bearings 543 and second bearings 553 is one, to meet working strength requirements and ensure service life, the first bearing 543 and the second bearing 553 are widened, so that the single bearing not only provides clearance adjustment space but also meets working strength requirements. If the ratio of K1 to K2 is less than 0.2, the bearing strength is insufficient; if the ratio of K1 to K2 is greater than 0.4, the cost is too high, resulting in waste.

[0048] In one embodiment, the ratio of K1 to K2 can be greater than or equal to 0.25 and less than or equal to 0.35; in another embodiment, the ratio of K1 to K2 can be greater than or equal to 0.3 and less than or equal to 0.32. This allows the bearing to meet light load requirements while providing a certain clearance adjustment space, facilitating the sliding of the adjustment structure 540 relative to the flat fork shaft 527 to absorb the axial cumulative tolerance of the motorcycle 10; simultaneously, it also reduces costs.

[0049] Please see Figure 4 and Figure 5 The length of the first end cap unit 544 is greater than the length of the second end cap unit 554. This increases the adjustment range, facilitating the sliding of the adjustment structure 540 to absorb the axial cumulative tolerance of the motorcycle 10, thereby meeting assembly requirements. Simultaneously, by lengthening the first end cap unit 544, the first oil seal unit 545 remains in a sealed engagement state during sliding, preventing lubricant contamination of the first bearing 543 and extending the service life of the first bearing 543.

[0050] It should be noted that the length of the first end cap unit 544 refers to the length of the first end cap unit 544 in the axial direction of the flat fork shaft 527.

[0051] In one embodiment, the ratio of the length of the second end cap unit 554 to the length of the first end cap unit 544 is greater than or equal to 0.2 and less than 1. This not only reduces costs but also increases the adjustment range. In another embodiment, the ratio of the length of the second end cap unit 554 to the length of the first end cap unit 544 is greater than or equal to 0.4 and less than or equal to 0.7. Setting the two end cap units to appropriate lengths not only reduces costs but also increases the adjustment range, ensuring the sealing fit of the first oil seal unit 545. In other embodiments, the ratio of the length of the second end cap unit 554 to the length of the first end cap unit 544 can also be greater than or equal to 0.5 and less than or equal to 0.6.

[0052] Please see Figure 3 The length of the first end cap 5441 is greater than the lengths of the third end cap 5541 and the fourth end cap 5542, respectively, and the length of the second end cap 5442 is greater than the lengths of the third end cap 5541 and the fourth end cap 5542, respectively. Thus, lengthening the first end cap 5441 and the second end cap 5442 increases the adjustment range, ensuring the sealing fit of the first oil seal unit 545 and facilitating the absorption of axial cumulative tolerances in the motorcycle 10. It should be noted that the length of the first end cap unit 544 refers to the sum of the lengths of the first end cap 5441 and the second end cap 5442. The length of the second end cap unit 554 is similarly determined. Specifically, since the first end cap 5441 and the second end cap 5442 have the same length, and the third end cap 5541 and the fourth end cap 5542 have the same length, the ratio range of the lengths of the third end cap 5541 and the first end cap 5441, and the ratio range of the lengths of the fourth end cap 5542 and the second end cap 5442 are the same as the ratio range of the lengths of the second end cap unit 554 and the first end cap unit 544. This will not be elaborated further here.

[0053] It should be noted that the length of the first end cap 5441 refers to the length of the first end cap 5441 along the axial direction of the flat fork shaft 527. The length of the second end cap 5442 is similar.

[0054] The first oil seal unit 545 includes a first oil seal 5451 and a second oil seal 5452. The first oil seal 5451 is fitted onto the first end cap 5441 and seals one end of the first sleeve 525; the second oil seal 5452 is fitted onto the second end cap 5442 and seals the other end of the first sleeve 525. This ensures that the first bearing 543 is in a sealed state, preventing contamination of the lubricating oil, ensuring normal operation of the lubricating oil, and increasing its service life.

[0055] Please see Figure 6The length of the first adjustment space 5411 is P1, and the adjustment amount of the first oil seal 5451 is P2, wherein P2 is greater than or equal to P1, and P1 is greater than the axial cumulative tolerance of the motorcycle 10. This allows the first bushing 542 and the first end cover unit 544 to absorb the axial cumulative tolerance of the motorcycle 10 during sliding adjustment, thus meeting assembly requirements. Simultaneously, it ensures that the first oil seal 5451 and the second oil seal 5452 are always in a sealed fit, thereby extending the service life of the first bearing 543. Furthermore, it prevents the first oil seal 5451 from detaching and causing oil leakage.

[0056] It should be noted that the adjustment amount of the first oil seal 5451 refers to the distance that the first oil seal 5451 and the first end cover 5441 can move relative to each other.

[0057] In one embodiment, the adjustment amount of the first oil seal 5451 is P2, and the ratio of P2 to the cumulative tolerance of the motorcycle 10 in the axial direction of the swingarm shaft 527 is greater than or equal to 1.05 and less than or equal to 1.2. This allows the cumulative axial tolerance of the motorcycle 10 to be within the range of the adjustment amount of the first oil seal 5451, absorbing the tolerance and thus eliminating assembly tolerances, improving service life; furthermore, it prevents the first oil seal 5451 from detaching and causing oil leakage. If the ratio is less than 1.05, the threaded part 560 may compress the first oil seal 5451 during the tightening process, causing the first oil seal 5451 to fail; if the ratio is greater than 1.2, it will result in wasted space.

[0058] In one embodiment, the ratio of P2 to the cumulative tolerance of the motorcycle 10 in the axial direction of the swingarm shaft 527 is greater than or equal to 1.1 and less than or equal to 1.18. In another embodiment, the ratio of P2 to the cumulative tolerance of the motorcycle 10 in the axial direction of the swingarm shaft 527 is greater than or equal to 1.12 and less than or equal to 1.14. This reduces costs, ensures the sealing performance of the first oil seal 5451, and allows the cumulative axial tolerance of the motorcycle 10 to be within the range of the adjustment amount of the first oil seal 5451, absorbing tolerances and thus eliminating assembly tolerances and improving service life. Furthermore, it prevents the first oil seal 5451 from detaching and causing oil leakage.

[0059] This application asymmetrically arranges the positioning structure 550 and the adjustment structure 540, with the length of the first gap 541 greater than the length of the second gap 551. Furthermore, the length of the first end cap unit 544 is set to be greater than the length of the second end cap unit 554, thereby allowing at least a portion of the adjustment structure 540 to have a larger adjustment range when sliding relative to the swingarm shaft 527, absorbing the axial cumulative tolerances of the motorcycle 10 and meeting assembly requirements. Specifically, by calculating the machining tolerances of the frame assembly 200, power source 400, and rear swingarm 520, and then considering the range of the lips of the first oil seal 5451 and the second oil seal 5452, the sliding distance is set to satisfy both the machining tolerances of the frame assembly 200, power source 400, and rear swingarm 520, as well as the range of the oil seals. This ensures that at least a portion of the adjustment structure 540 has a suitable adjustment range when sliding relative to the swingarm shaft 527, absorbing the axial cumulative tolerances of the motorcycle 10, thereby meeting assembly requirements and ensuring that the rear swingarm 520 does not deform. Furthermore, it can prevent the first oil seal 5451 from coming loose and causing oil leakage.

[0060] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this invention.

[0061] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0062] Those skilled in the art should recognize that the above embodiments are merely illustrative of the present invention and are not intended to limit the present invention. Any appropriate changes and variations made to the above embodiments within the essential spirit of the present invention fall within the scope of protection claimed by the present invention.

Claims

1. A motorcycle, comprising: Chassis components; A body panel, the body panel being attached to the frame assembly; The power source is supported by the frame assembly; A suspension assembly connected to the frame assembly, the suspension assembly including a rear swingarm, the rear swingarm including a first sleeve, a second sleeve and a swingarm shaft disposed inside the first sleeve and the second sleeve, the first sleeve and the second sleeve being arranged on both sides of the power source, and the swingarm shaft passing through the power source and the frame assembly; A wheel assembly connected to the frame assembly via the suspension assembly; The rear horizontal fork is characterized in that it further includes: An adjustment structure is sleeved on the flat fork shaft and located inside the first sleeve, and at least a portion of the adjustment structure is slidable relative to the flat fork shaft; A positioning structure is sleeved on the flat fork shaft and located inside the second sleeve; The adjusting structure includes a first bearing, a first bushing, a first end cap unit, and a first gap. The first bearing is sleeved on the first bushing. The first bushing is slidably sleeved on the fork shaft. The first end cap unit is slidably sleeved on the fork shaft and abuts against the end of the first bushing. The first gap is formed between the first bearing and the first end cap unit. The positioning structure includes a second bushing, a second end cap unit, and a second gap. The second bushing is sleeved on the fork shaft. The second end cap unit is sleeved on the fork shaft and abuts against the end of the second bushing. The second gap is formed between the second sleeve and the second end cap unit. Along the axial direction of the fork shaft, the length of the first gap is greater than the length of the second gap.

2. The motorcycle according to claim 1, characterized in that, The adjustment structure includes: The first oil seal unit is sleeved on the first end cap unit and seals the inside of the first sleeve.

3. The motorcycle according to claim 2, characterized in that, The first gap is distributed at both ends of the first bearing, and the ratio of the length of the first gap to the length of the first bearing is greater than or equal to 0.55 and less than or equal to 0.

75.

4. The motorcycle according to claim 2, characterized in that, The first end cap unit includes: A first end cap is sleeved on the flat fork shaft, and the first end cap abuts against the end of the first shaft sleeve away from the power source; The second end cap is sleeved on the horizontal fork shaft, and the two ends of the second end cap respectively abut against the end of the first shaft sleeve near the power source and the frame assembly; The first gap includes a first adjustment space and a second adjustment space located at both ends of the first bearing; along the axial direction of the flat fork shaft, the distance from the first end cap to the inner wall of the first sleeve is the length of the first adjustment space X1, the distance from the second end cap to the inner wall of the first sleeve is the length of the second adjustment space X2, and the length of the first gap is X1+X2.

5. The motorcycle according to claim 2, characterized in that, The positioning structure includes: The second bearing is sleeved on the second bushing; The second oil seal unit is sleeved on the second end cap unit and seals the inside of the second sleeve. An inner gasket is installed between the second sleeve and the second oil seal unit, with one side of the inner gasket abutting against the second sleeve and the other side of the inner gasket abutting against the second end cap unit and the second oil seal unit.

6. The motorcycle according to claim 5, characterized in that, The ratio of the length of the second gap to the length of the first gap is greater than or equal to 0.05 and less than or equal to 0.

07.

7. The motorcycle according to claim 5, characterized in that, The number of the first bearing and the second bearing is one.

8. The motorcycle according to claim 5, characterized in that, The length of the first end cap unit is greater than the length of the second end cap unit.

9. The motorcycle according to claim 4, characterized in that, The first oil seal unit includes: The first oil seal is sleeved on the first end cap and seals one end of the first sleeve; The second oil seal is fitted onto the second end cap and seals the other end of the first sleeve.

10. The motorcycle according to claim 9, characterized in that, The adjustment amount of the first oil seal is P2, and the ratio of P2 to the cumulative tolerance of the motorcycle in the axial direction of the flat fork shaft is greater than or equal to 1.05 and less than or equal to 1.2.

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