Lightweight electric motorcycle

Abstract

The invention relates to the technical field of motorcycles, and particularly discloses a light-weight electric motorcycle which comprises a frame, a battery, a transmission system, a walking system and a suspension system, the battery, the transmission system, the walking system and the suspension system are installed on the frame, the transmission system comprises a motor and a speed reduction assembly, the motor is fixed to the frame, and the speed reduction assembly is located outside the motor. The speed reduction assembly comprises a driving speed reduction wheel and a driven speed reduction wheel which are in transmission connection, the diameter of the driven speed reduction wheel is larger than that of the driving speed reduction wheel, the driving speed reduction wheel is fixed to an output shaft of the motor, and the driven speed reduction wheel is rotationally connected to the frame and used for driving wheels of the walking system to rotate. According to the scheme, the problem that a transmission part of an existing motorcycle with a speed reduction structure is large in weight is solved.

Description

Technical Field

[0001] The invention relates to the technical field of motorcycles, and in particular to a lightweight electric motorcycle. Background Art

[0002] Existing electric motorcycles, for occasions where the output speed requirements are not high and the output torque requirements are low, mostly use a relatively small electric motor as a driver. A small sprocket is fixed on the motor output shaft, and a large sprocket is fixed on one of the motorcycle's tires. The motor drives the large sprocket to rotate to achieve the movement of the motorcycle, such as the electric vehicle motor transmission structure with a patent announcement number of CN220363433U with an application date of August 2023.

[0003] However, for electric motorcycles that have higher speed requirements and greater torque requirements, such as off-road motorcycles, they often need to be equipped with larger motors. In addition, they also need to be equipped with reducers. For example, CN219420393U, which was applied for in December 2022, is a continuously variable DC brushless reduction motor used on electric motorcycles. The reduction structure is added to improve the power performance of the motorcycle. However, after the transmission part of the current motorcycle is equipped with a reducer, the same motor housing has both the motor body and the reduction structure, which increases the overall weight of the power part of the motorcycle a lot. The current motor is powered by a battery. After the transmission part gains weight, the energy consumption of the whole vehicle increases. Although existing motorcycles have used lightweight aluminum alloys to replace traditional steel structures in many parts for lightweight purposes, the weight of the transmission part cannot be underestimated, especially the motor of the transmission part. Due to the protection requirements of the internal structure of the motor, the motor housing is still made of steel with higher strength and density. Therefore, the weight of the transmission part is difficult to reduce in current motorcycles. Summary of the invention

[0004] The present invention is intended to provide a lightweight electric motorcycle to solve the problem of heavy weight of the transmission part of the current motorcycle with a reduction structure.

[0005] In order to achieve the above object, the present invention adopts the following technical scheme:

[0006] A lightweight electric motorcycle comprises a frame and a battery mounted on the frame, a transmission system and a travel system, wherein the transmission system comprises a motor and a reduction assembly, wherein the motor is fixed on the frame, the reduction assembly is located outside the motor, the reduction assembly comprises a main reduction wheel and a secondary reduction wheel which are transmission-connected, the secondary reduction wheel has a larger diameter than the main reduction wheel, the main reduction wheel is fixed on the output shaft of the motor, the secondary reduction wheel is rotationally connected to the frame, and the secondary reduction wheel is used to drive the wheels of the travel system to rotate.

[0007] The principle and advantage of this solution are: when adopting this solution, by setting the reduction assembly outside the motor, the motor housing of the motor only needs to accommodate the motor itself, and the reduction assembly is completely exposed outside the motor. Therefore, under the condition of having the same reduction level, the motor housing can be set smaller, thereby reducing the weight of the transmission system on the electric motorcycle, which helps to improve the lightweight of the electric motorcycle.

[0008] In addition, because the reduction assembly is placed outside the motor, the heat generated inside the motor is only the heat of the motor itself, and the heat brought by the reduction assembly due to transmission can be directly exchanged with the air, so that the motor temperature of the transmission system of this solution is lower when working, which helps to extend the life of the motor.

[0009] Preferably, as an improvement, the transmission system also includes a transmission shaft rotatably connected to the frame, a reduction wheel is fixed on the transmission shaft, a main transmission wheel is also fixed on the transmission shaft, a reduction wheel is coaxially fixed on the wheel, the main transmission wheel is transmission-connected to the reduction wheel, the diameter of the reduction wheel is larger than the diameter of the main transmission wheel, so that the transmission system completes the drive from the motor to the motorcycle wheel and adds a first stage of reduction.

[0010] Preferably, as an improvement, the frame includes a left half frame and a right half frame, a battery supporting rod is detachably connected between the left half frame and the right half frame, the left half frame and the right half frame each include an upper main beam and a lower supporting member, the two upper main beams are detachably connected at the front of the vehicle, and the upper main beam and the lower supporting member on the same side are detachably connected.

[0011] Preferably, as an improvement, the lower supporting member is of a frame-shaped structure, the lower supporting member is detachably connected to the upper main beam at multiple locations, and the battery supporting rod is detachably connected between the two lower supporting members.

[0012] Preferably, as an improvement, the upper main beam is made of aluminum alloy or magnesium alloy, and the lower support is made of carbon fiber. This material selection ensures both the lightweight of the frame and the strength of the load-bearing part of the frame. In addition, it also facilitates the production of various parts on the frame by machining or die-casting, thereby improving the precision of the parts.

[0013] Preferably, as an improvement, a side limiter is detachably connected to the inner side wall of the upper main beam, and the side limiter is used to clamp the left and right outer sides of the battery. The frame also includes a front limiter and a rear limiter detachably connected between the left half frame and the right half frame, and the front limiter and the rear limiter are used to clamp the front and rear side surfaces of the battery to form a restriction on the front, rear, left and right positions of the battery.

[0014] Preferably, as an improvement, each limiting member includes a protrusion protruding toward the side wall of the battery, and the protrusion is opposite to the recessed area provided on the side wall of the battery, so as to further increase the front, rear, left and right limiting of the battery to prevent the battery from shaking; in addition, because the protrusion is arranged on the inner side of the upper main beam, the existence of the limiting member and the protrusion cannot be seen from the outside of the motorcycle. When a thief wants to open the battery cover and directly take out the battery in a conventional manner, the protrusion will be restricted in the recessed area of ​​the side wall of the battery, thereby preventing the thief from directly taking the battery away. If the thief wants to steal the battery, he will inevitably need to disassemble the half frame to complete it, which greatly increases the difficulty of theft, thereby improving safety.

[0015] The protrusion is a protrusion with an internal hollow structure, so that when the frame is impacted, the protrusion with the hollow structure can form a buffer for the impact, reduce the impact on the battery, and thus improve the shock absorption performance.

[0016] The left and right side limiters match the inner structural contour of the upper main beam. On the one hand, it is convenient for the accurate positioning and installation of the side limiters. On the other hand, the left and right side limiters are completely covered by the upper main beam after the installation of the upper main beam is completed, ensuring that the appearance is not affected. The hidden left and right side limiters can improve the safety of the motorcycle and increase the difficulty of the battery being stolen.

[0017] The rear limit member is a plate-shaped structure, and the plate-shaped structure of the rear limit member extends downward from the rear side of the battery to the side of the motor below. The extended plate-shaped rear limit member is used to guide the airflow, thereby improving the cooling effect on the motor.

[0018] Preferably, as an improvement, the rear limit member is fixed between the left and right upper main beams via a rear baffle.

[0019] Preferably, as an improvement, the suspension system includes a rear suspension system, which includes a cradle, a connecting rod, a rear shock absorber and a flat fork. The cradle is rotatably connected to the connecting rod, and the other end of the connecting rod is rotatably connected to the frame. The cradle is provided with a connecting portion and a fork portion formed in one piece, and the flat fork is rotatably connected to the connecting portion of the cradle, and the two forks of the fork portion are provided with connecting holes for connecting the bottom of the rear shock absorber between the two forks, and the top of the rear shock absorber is rotatably connected to the rear fender.

[0020] Beneficial effect: This solution designs the cradle to be an integrally formed connection portion and fork portion, so that the cradle can clamp the rear shock absorber between the two forks of the fork portion through the fork portion, to ensure that the bottom connection structure of the rear shock absorber can be a seat structure rather than an insertion rod structure, thereby ensuring the strength of the bottom connection structure at the connection between the rear shock absorber and the cradle; at the same time, the cradle is designed to be an integral connection portion and fork portion, which ensures that the cradle does not need to be designed as a two-piece type, thereby ensuring that the overall strength of the cradle meets the requirements and avoiding the problem of an increase in the number of rear suspension structural parts due to the two-piece cradle.

[0021] In addition, when the present solution is adopted, the rear baffle is also used to connect with the top of the rear shock absorber, so that when vibration occurs, the shock absorber can quickly take effect. Compared with the prior art in which the top of the rear shock absorber is installed under the seat cushion, the path for the vibration to be transmitted to the seat cushion can be extended, thereby helping to improve the comfort of the rider.

[0022] Preferably, as an improvement, a seat cushion and a battery cover are also installed on the frame, the seat cushion is detachably connected to the frame, one end of the battery cover is rotatably connected to the frame, and a first lock structure is provided between the other end and the frame, the seat cushion extends forward along the length direction of the frame to above the battery cover and cooperates with the battery cover, and an elastic pressing block is fixed to the bottom of the battery cover.

[0023] Beneficial effect: When this solution is adopted, the battery is pressed by the battery cover through the elastic pressing block, so that the battery is fixed from the top; in addition, the seat cushion of this solution extends to the battery cover plate and cooperates with the convex and concave of the battery cover plate, so that after a rider sits on the seat cushion, the rider's weight is transferred to the battery cover plate through the seat cushion, and then transferred to the elastic pressing block through the battery cover plate, ensuring that the elastic pressing block is always pressed during the driving of the motorcycle, so that the battery has better integrity with the frame when the motorcycle is driving, which can further reduce the shaking of the battery during driving and help reduce the impact of vibration on the battery.

[0024] In addition, when the present solution is adopted, the battery is pressed by the elastic pressing block in the battery cover that can be rotated to open, and the battery cover is often designed to be protruding to the outside of the battery in order to ensure a better appearance. When the battery is fixed by the conventional frame structure, there is a certain distance between the frame itself and the protruding structure of the battery cover in height. Therefore, after the battery is pressed and limited from the top of the battery by the frame structure in the conventional manner, there is still a long distance between the top of the battery and the battery compartment cover (similar to the battery cover). In the present solution, the top of the battery is The elastic pressing block fixed in the battery cover is pressed, so the height position of the elastic pressing block is much higher than the existing limit structure set on the frame. Therefore, on the basis of keeping the battery space in the frame unchanged, the battery used can be as high as possible, so as to achieve a larger battery capacity. That is, on the basis of not changing the frame size and not increasing the frame weight, a battery with a larger capacity can be used, and the stability of the battery on the motorcycle is guaranteed. The shock absorbing performance of the battery is ensured while taking into account the endurance of the motorcycle, which is equivalent to achieving the lightweight of the motorcycle with the same endurance.

[0025] Preferably, as an improvement, the first lock structure includes a lock hook and a lock buckle, the lock hook includes a fixedly installed base body, a driving bolt rotatably connected to the base body, a buckle hand is rotatably connected to the driving bolt, a buckle part for buckling with the buckle hand is fixed on the base body, the buckle hand includes a buckling part and a pushing plate formed in one body and located on both sides of the rotation center, the buckling part is used to buckle with the buckle part, a torsion spring is sleeved on the rotation center of the buckle hand, one end of the torsion spring is pressed against the bottom of the pushing plate, and the other end of the torsion spring is pressed against the driving bolt, the driving bolt is located above the pushing plate and can bear against the pushing plate; the driving bolt is also rotatably connected to a hook body, the hook body and the lock buckle can be buckled, one of the lock hook and the lock buckle is installed on the frame and the other is installed on the battery cover plate (in a specific embodiment, the lock buckle is fixed on the tailgate, and the base of the lock hook is fixed on the battery cover plate) The rotation center of the hook body is located between the rotation center of the buckle hand and the rotation center of the driving bolt, so that when the first lock structure needs to be unlocked, it is only necessary to rotate the driving bolt. When the driving bolt is rotated, the driving bolt presses the pushing plate of the buckle hand, so that the buckle hand overcomes the elastic force of the torsion spring and rotates. After the buckle hand rotates, the fastening part is separated from the fastening connection with the buckle part on the seat body, so that the driving bolt can rotate freely around the rotation center. Under free rotation, the hook body can be disengaged from the lock buckle, thereby contacting the fastening of the first lock structure, facilitating the opening of the battery cover. When the battery cover is pressed down and closed, it is only necessary to hook the hook body on the lock buckle first, and then rotate the driving bolt to let the driving bolt drive the fastening part of the buckle hand to fasten with the buckle part of the seat body again. After the fastening is completed, the hook body will no longer be detached from the lock buckle; the entire unlocking and locking process is simple and convenient to operate.

[0026] Preferably, as an improvement, a second lock structure and a fastening assembly are provided between the seat cushion and the frame, and the second lock structure and the fastening assembly are located at a middle section of the seat cushion, and the other is located at a rear section of the seat cushion; the second lock structure includes a lock seat and a lock core, and one of the lock seat and the lock core is fixed to the frame and the other is fixed to the seat cushion; the fastening assembly includes a wedge block and a fastening door matched with a wedge surface, and one of the wedge block and the fastening door is fixed to the frame and the other is fixed to the seat cushion, and the fastening door is provided with a wedge surface, and the wedge block and the fastening door are matched through the wedge surface, and after the seat cushion slides along the frame, the wedge block can be inserted into the fastening door to achieve the up and down fastening of the wedge block and the fastening door, thereby improving the stability of the seat cushion on the frame. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 It is a schematic diagram of the three-dimensional structure of the first embodiment of the present invention.

[0028] Figure 2 This is a schematic diagram showing the positional relationship among the vehicle frame, battery, motor, wheel hub, and suspension system according to the first embodiment of the present invention.

[0029] Figure 3 The first embodiment is a schematic diagram showing the connection relationship between the frame, the motor and the reduction assembly.

[0030] Figure 4 for Figure 3 Schematic diagram of the three-dimensional structure after removing the front and rear protective covers.

[0031] Figure 5 for Figure 4 Schematic diagram of the three-dimensional structure after rotation angle.

[0032] Figure 6 An axial section view showing the connection between the connecting shaft, transmission shaft, fork, frame, reduction wheel and main transmission wheel.

[0033] Figure 7 It is a schematic diagram of the three-dimensional structure of the frame in the second embodiment of the present invention.

[0034] Figure 8 for Figure 1 Top view of the .

[0035] Fig. 9 for Figure 7 Schematic diagram showing that the middle right half of the frame and the motor have not exploded while the remaining parts are in an exploded state.

[0036] Fig.10 for Figure 7 Schematic diagram of the three-dimensional structure after the battery and motor are installed on the midframe.

[0037] Fig.11 for Fig.10 main view.

[0038] Fig.12 for Fig.10 Top view of the .

[0039] Fig.13 for Fig.11 AA section view in.

[0040] Fig.14 for Fig.12 BB cross-section view in (it can be seen that the rear baffle extends to the rear side of the motor).

[0041] Fig.15 The second embodiment is a schematic diagram of the three-dimensional structure of the display battery, surrounding limiters (front limiter, side limiter and rear limiter), and elastic pressing block.

[0042] Fig.16 for Fig.15 Schematic diagram of the three-dimensional structure after rotation angle.

[0043] Fig.17 It is a three-dimensional structural schematic diagram showing only the front limiter, side limiter, battery support rod and connecting buckle.

[0044] Fig.18 The second embodiment is a three-dimensional structural diagram showing the relationship between the seat cushion and the frame.

[0045] Fig.19 for Fig.18 Rear section view of .

[0046] Fig. 20 for Fig.19 An enlarged schematic diagram of part I in FIG.

[0047] Fig.21 for Fig.18 The three-dimensional structural diagram after the seat cushion is removed and flipped over at a certain angle (to show the hanging bushing, second lock structure, and fastening assembly on the seat cushion).

[0048] Fig. 22 The third embodiment is a schematic diagram showing the three-dimensional structure of the first lock structure.

[0049] Fig.23 for Fig. 22 main view.

[0050] Fig.24 for Fig.23 CC cross-sectional view.

[0051] Fig.25 for Fig. 22 Exploded view of the center lock hook.

[0052] Fig.26This is a three-dimensional schematic diagram of the rear suspension assembly of the third embodiment, which only shows the connection relationship between the cradle, the upper cross tube of the flat fork, the rear shock absorber, and the connecting rod.

[0053] Fig. 27 for Fig.26 main view.

[0054] Fig.28 for Fig.26 Schematic diagram of the three-dimensional structure of the middle cradle. DETAILED DESCRIPTION

[0055] The following is further described in detail through specific implementation methods:

[0056] The reference numerals in the drawings of the specification include: frame 1, left half frame 11, upper main beam 111, through hole 1111, threaded hole 1112, lower support 112, right half frame 12, battery support rod 13, connecting buckle 131, guide part 1311, side limiter 14, front limiter 15, rear limiter 16, front baffle 17, rear baffle 18, protrusion 141, battery 2, recessed area 21, handle 20, motor 3, main reduction wheel 31, secondary reduction wheel 32, main transmission wheel 33, connecting shaft 34, transmission shaft 35, secondary transmission wheel 36, front protective cover 37, rear protective cover 38, wheel 4, wheel hub 40. front suspension system 50. rear shock absorber 51. flat fork 52. cradle 53. connecting part 531. fork part 532. connecting rod 54. cross tube 521. support ear 522. seat cushion 6. hanging bushing 61. second lock structure 62. lock seat 621. lock cylinder 622. fastening assembly 63. wedge surface part 631. fastening door 632. battery cover 7. socket 71. gas spring 72. elastic pressing block 73. first lock structure 8. lock hook 81. seat body 811. drive bolt 812. buckle hand 813. fastening part 8131. push plate 8132. torsion spring 8133. hook body 814. lock buckle 82.

[0057] Embodiment 1

[0058] Combination Figures 1 to 6 A lightweight electric motorcycle includes a frame 1 and a battery 2 mounted on the frame 1, a transmission system, a travel system, a suspension system and a seat 6. The battery 2 is used to provide electric energy to the motor 3 of the transmission system. The motor 3 of the transmission system drives the front and rear wheels 4 of the travel system to rotate through the reduction assembly it carries. The suspension system includes a front suspension system 50 and a rear suspension system. The front suspension system 50 includes a front fork and a front shock absorber. The front suspension system 50 is a prior art. The front suspension system 50 is used to connect the front wheel 4 and the frame 1; the rear suspension system includes a rear shock absorber 51 and a flat fork 52. The rear shock absorber 51 is connected to the frame 1, and the flat fork 52 is rotatably connected to the frame 1. At the same time, the rear wheel 4 is rotatably mounted on the flat fork 52. The seat 6 is fixed to the frame 1 to improve the riding comfort.

[0059] The transmission system includes a motor 3 and a reduction assembly. The motor 3 is fixed on the frame 1. The battery 2 provides electrical energy for the motor 3. The reduction assembly is located outside the motor 3. The reduction assembly includes a main reduction wheel 31 and a secondary reduction wheel 32 that are transmission-connected. The diameter of the secondary reduction wheel 32 is larger than that of the main reduction wheel 31. The main reduction wheel 31 is fixed on the output shaft of the motor 3, and the secondary reduction wheel 32 is rotationally connected to the frame 1. The secondary reduction wheel 32 is used to drive the wheels 4 of the walking system to rotate.

[0060] The motor 3 is fixedly mounted on the vehicle frame 1, and the reduction assembly includes a main reduction wheel 31 and a secondary reduction wheel 32 connected by a toothed synchronous belt transmission. The secondary reduction wheel 32 has a larger diameter than the main reduction wheel 31, and the main reduction wheel 31 is fixed on the output shaft of the motor 3. The secondary reduction wheel 32 is rotatably connected to the vehicle frame 1. Specifically, a connecting shaft 34 is fixed on the vehicle frame 1, and a transmission shaft 35 is rotatably connected to the connecting shaft 34 through a bearing. The secondary reduction wheel 32 is fixed to one end of the transmission shaft 35 by bolts, and the main transmission wheel 33 is fixed to the other end of the transmission shaft 35 by bolts.

[0061] A slave transmission wheel 36 is coaxially fixed to the rear wheel 4 of the walking system (the tire of the rear wheel 4 is not shown in the figure, but the wheel hub 40 of the rear wheel 4 is shown), the slave transmission wheel 36 is rotatably connected to the flat fork 52, the main transmission wheel 33 and the slave transmission wheel 36 are sprockets, the main transmission wheel 33 and the slave transmission wheel 36 are connected by chain transmission, the diameter of the slave transmission wheel 36 is larger than the diameter of the main transmission wheel 33, so that the transmission system completes the drive from the motor 3 to the rear wheel 4 of the motorcycle. The slave reduction wheel 32 and the main transmission wheel 33 are located on both sides of the wheel 4.

[0062] In this embodiment, the fork 52 is rotatably connected to the connecting shaft 34 fixed on the frame 1 through a bearing, and the rotation center line of the fork 52 coincides with the transmission shaft 35. The space between the forks 52 is used to achieve another level of deceleration of the motorcycle, and the utilization rate of the space between the forks 52 is improved. The secondary reduction wheel 32 and the main transmission wheel 33 are arranged at both ends of the transmission shaft 35, which helps to balance the weight of the left and right sides of the motorcycle.

[0063] In order to protect the main reduction wheel 31 and the secondary reduction wheel 32, a front protective cover 37 and a rear protective cover 38 are provided. The front protective cover 37 is fixedly mounted on the housing of the motor 3 and covers the main reduction wheel 31, and the rear protective cover 38 is fixed on the flat fork 52 and covers the secondary reduction wheel 32 and the main transmission wheel 33 at the same time.

[0064] When this embodiment is adopted, the power output by the motor 3 is first decelerated by the main reduction wheel 31 and the secondary reduction wheel 32, and then decelerated by the main transmission wheel 33 and the secondary transmission wheel 36, so as to ensure the output torque required by the motorcycle.

[0065] In this embodiment, the reduction gear assembly with the main reduction gear and the secondary reduction gear is arranged outside the motor 3, so that the motor 3 housing of the motor 3 only needs to accommodate the motor 3 itself, and the reduction gear assembly is completely exposed outside the motor 3. Therefore, under the condition of having the same reduction gear level, the motor 3 housing can be arranged smaller, thereby reducing the weight of the transmission system.

[0066] In addition, because the reduction assembly is placed outside the motor 3, the heat generated in the motor 3 is only the heat of the motor 3 itself, and the heat brought by the reduction assembly due to transmission can be directly exchanged with the air, so that the temperature of the motor 3 of the transmission system of this solution is lower when working, which helps to extend the life of the motor 3.

[0067] In addition, in the present embodiment, both the reduction wheel 32 and the main transmission wheel 33 are mounted on a transmission shaft 35 which coincides with the rotation center line of the fork 52. On the one hand, this improves the utilization rate of the remaining space on the motorcycle; on the other hand, by arranging the transmission shaft 35 here, the distance between the main transmission wheel 33 and the secondary transmission wheel 367 is reduced, thereby reducing the problem in the prior art that the chain of the chain drive is easy to become loose when the chain is too long.

[0068] Embodiment 2

[0069] Combination Figures 7 to 25 , this second embodiment optimizes the frame on the basis of the first embodiment, and optimizes the placement and fixation of the battery, so as to promote the lightweight of the motorcycle while improving the anti-theft of the battery.

[0070] The details are as follows:

[0071] Combination Figures 7 to 9 The frame 1 includes a left half frame 11 and a right half frame 12 connected by bolts, and a battery supporting rod 13 connected between the left half frame 11 and the right half frame 12.

[0072] The left half frame 11 and the right half frame 12 both include an upper main beam 111 and a lower supporting member 112 . The two upper main beams 111 are bolted together at the front of the vehicle. The upper main beam 111 and the lower supporting member 112 on the same half frame are bolted together. The lower supporting member 112 is fixed to the outer side of the upper main beam 111 .

[0073] Furthermore, the upper main beam 111 is integrally formed with a half-ring at the portion close to the front of the vehicle, and the two half-rings form a vertical tube structure. A through hole 1111 and a threaded hole 1112 are formed on each half-ring, and the through hole 1111 and the threaded hole 1112 are located on both sides of the vertical tube structure. The through hole 1111 on one half-ring faces the threaded hole 1112 on the other half-ring, so that when the upper main beams 111 of the left and right half frames 12 are connected, the connection of the left and right half frames 12 is achieved by inserting bolts into the facing threaded holes 1112 and through holes 1111. Since the through holes 1111 and the threaded holes 1112 on the same half-ring are located on both sides of the vertical tube structure, the bolts are tightened on both sides of the vertical tube and in different directions, so as to improve the centering and stability when the half frames are connected.

[0074] Furthermore, the lower supporting member 112 is of a frame-shaped structure, and the lower supporting member 112 is bolted to the upper main beam 111 at multiple locations, specifically, at three locations, and the connecting line of the three bolt connection points is a triangle, so as to improve the accuracy and stability of the connection.

[0075] Furthermore, two mounting holes are processed at the bottom of each lower support member 112, each mounting hole corresponds to a battery support rod 13, and the threaded section of the battery support rod 13 is directly opposite to the mounting hole, so as to facilitate the battery support rod 13 to form a fixed connection with the lower support members 112 on both sides, and the battery support rod 13 is used to install the battery 2. The frame-shaped lower support member 112 not only plays an aesthetic role, but also provides side protection for the battery 2 and improves the strength of the overall frame. In addition, the frame-shaped structure is also used to facilitate heat dissipation on the side of the battery 2.

[0076] Furthermore, the upper main beam 111 is made of aluminum alloy, and the lower support 112 is made of carbon fiber with higher tensile strength and yield strength, which not only ensures the lightweight of the frame, but also ensures the strength of the load-bearing part of the frame. In addition, it is convenient to produce various parts on the frame by machining or die-casting, thereby improving the precision of the parts.

[0077] Furthermore, in order to ensure the stability of the battery 2 placed on the motorcycle frame 1, it is not enough to simply rely on the battery support rod 13 to support the battery 2. Figure 7 , Fig. 9 , Figure 13-Figure 17, and also includes a side limiter 14, a front limiter 15 and a rear limiter 16 for limiting the shaking of the battery 2 in the motorcycle frame 1. The side limiter 14 includes a left limiter 14 and a right limiter 14. The limiters 14 on the left and right sides are respectively fixed to the inner sides of the corresponding upper main beams 111 by bolts. The front limiter 15 is fixed between the left and right upper main beams 111 through a front baffle 17 (the front baffle 17 is bolted to the left and right upper main beams 111, and the front limiter 15 is bolted to the front baffle 17). The rear limiter 16 is fixed between the left and right upper main beams 111 through a rear baffle 18 (the rear baffle 18 is bolted to the left and right upper main beams 111, and the rear limiter 16 is bolted to the rear baffle 18). The left limiter 14 and the right limiter 14 are used to limit the side of the battery 2 placed on the battery supporting rod 13, and the left limiter 14 and the right limiter 14 are in contact with the left and right outer side walls of the battery 2; the front limiter 15 and the rear limiter 16 are located on the outside of the front and rear sides of the battery 2 and are in contact with the front / rear sides of the battery 2 respectively, so as to limit the battery 2 by the left, right, front and rear limiters to prevent the battery 2 from shaking in the frame 1.

[0078] The left stopper 14, the right stopper 14, the front stopper 15, and the rear stopper 16 all include a protrusion 141 protruding toward the side wall of the battery 2, and the protrusion 141 is directly opposite to the recessed area 21 provided on the side wall of the battery 2. In order to enhance the protection of the internal battery 2 body and improve the heat dissipation performance of the battery 2, the outer shell of the battery 2 of the motorcycle of this embodiment is processed with recessed areas 21 on the surrounding side walls, and the recessed areas 21 are strip-shaped to further increase the front, rear, left, and right limits of the battery 2 to prevent the battery 2 from shaking. In addition, the protrusions 141 are all arranged close to one side of the battery 2, and the upper main beam 111 / front baffle 111 is provided outside the protrusion 141. 7 / The rear fender 18 obstructs the existence of the surrounding limit members and the protrusion 141 from the outside of the motorcycle. When a thief wants to open the battery 2 compartment cover in a conventional manner and directly take out the battery 2, the protrusion 141 will be located in the recessed area 21, thereby preventing the thief from directly taking out the battery 2. If a thief wants to steal the battery 2, without understanding the structure of the motorcycle, in order to avoid damage to the circuit or the battery 2, he will certainly not use brute force to overcome the obstruction of the protrusion 141, but will have to disassemble the half frame to complete the removal of the battery 2, which greatly increases the difficulty of theft, thereby improving safety.

[0079] In addition, in order to further reduce the impact of vibration on the battery 2 during driving, a connecting buckle 131 is buckled on the battery 2 receiving rod, and the battery 2 directly acts on the connecting buckle 131. The connecting buckle 131 has at least two support areas with a spacing in the length direction. The supporting area is used to support the battery 2 only in the support area, reducing the contact area between the bottom of the battery 2 and the connecting buckle 131, thereby further reducing the transmission of vibration to the battery 2; in addition, the connecting buckle 131 is made of plastic material, preferably, PP material with good toughness. In addition, guide parts 1311 facing the direction of the battery 2 are integrally formed at both ends of the connecting buckle 131. The guiding part 1311 makes the entire connecting buckle 131 fit the battery 2 in a U-shaped structure, which not only forms a guide for the battery 2 when it is placed downward on the battery supporting rod 13, but also forms a limit for the left and right sides of the battery 2.

[0080] Further, combined with Fig.17 The battery support rod 13 is made of stainless steel and has a hollow rod structure. The hollow ends of the battery support rod 13 are processed with threaded sections so that the battery support rod 13 is bolted to the left half frame 11 and the right half frame 12. In order to improve the supporting strength of the battery support rod 13, the outer contour section of the battery support rod 13 is set to a square structure.

[0081] Furthermore, there are two front limit members 15, which are vertically arranged and parallel to each other, so that when the motorcycle is running, the airflow can have a larger contact area with the front side of the battery 2, and the front baffle 17 is provided with heat dissipation holes for convenient air flow, and the heat dissipation holes are located between the two front limit members 15.

[0082] Furthermore, the left and right side limiters 14 and the rear limiter 16 are each provided with at least two protrusions 141 to increase the limiting force on the battery 2. The protrusions 141 are all facing the side wall of the battery 2, and the protrusions 141 are directly opposite to the recessed area 21 provided on the side wall of the battery 2. The surrounding limiters (including the side limiters 14, the front limiters 15 and the rear limiters 16) are all made of elastic limiters or tough plastic materials (such as PP materials) to facilitate the improvement of shock absorption performance after vibration or extrusion occurs. At the same time, it is also convenient to lift the battery 2 upward after the battery cover is opened. It only needs to provide a greater force to overcome, and the battery 2 can be lifted out without removing the surrounding limiters, which helps to improve the anti-theft performance and takes into account the convenience of disassembly and assembly of the battery 2.

[0083] The left and right side limiters 14 match the inner structural contour of the upper main beam 111. On the one hand, it is convenient for the accurate positioning and installation of the side limiters 14. On the other hand, the left and right side limiters 14 are completely covered by the upper main beam 111 after the installation of the upper main beam 111 is completed, ensuring that the appearance is not affected. The hidden left and right side limiters 14 can improve the safety of the motorcycle and increase the difficulty of the battery 2 being stolen.

[0084] In addition, in order to take into account the anti-theft performance of the battery 2, reduce the impact of vibration on the battery 2 during the motorcycle's driving, the difficulty of taking and placing the battery 2, and the appearance of the motorcycle, the Figures 18 to 21 A battery cover 7 that can be flipped open is provided above the battery 2, and the seat cushion 6 is designed to be integral, and the seat cushion 6 extends forward to above the battery cover 7, so that the seat cushion 6 needs to be removed as a whole before the battery cover 7 is flipped open.

[0085] The left end of the battery cover 7 is rotatably connected to the motorcycle frame 1, and a first locking structure 8 is provided between the right end and the frame 1. In this embodiment, there are two first locking structures 8. The first locking structure 8 is used to lock the battery cover 7 with the frame 1.

[0086] Combination Figure 22 to Figure 25 The first lock structure 8 specifically includes a lock hook 81 and a lock buckle 82. The lock hook 81 includes a fixedly mounted seat 811, a driving bolt 812 rotatably connected to the seat 811, a buckle hand 813 rotatably connected to the driving bolt 812, a buckle portion for buckling with the buckle hand 813 is fixed on the seat 811, and the buckle hand 813 includes a buckling portion 8131 and a push plate 8132 formed in one body and located on both sides of the rotation center, the buckling portion 8131 is used to buckle with the buckle portion, and the buckle hand 813 A torsion spring 8133 is sleeved on the rotation center, one end of the torsion spring 8133 is pressed tightly against the bottom of the pushing plate 8132, and the other end of the torsion spring 8133 is pressed against the driving bolt 812, and the driving bolt 812 is located above the pushing plate 8132 and can press against the pushing plate 8132; a hook body 814 is also rotatably connected to the driving bolt 812, and the hook body 814 can be buckled with the lock buckle 82. In this embodiment, the base 811 of the lock hook 81 is fixed on the battery cover 7, and the lock buckle 82 is fixed on the frame 1.

[0087] Combination Fig. 20 A gas spring 72 is rotatably connected to the frame 1. The gas spring 72 is also called a hydraulic strut. One of the pressure cylinder and the piston rod of the gas spring 72 is rotatably connected to the frame 1, and the other is rotatably connected to the bottom of the battery cover 7. In this embodiment, the pressure cylinder of the gas spring 72 is rotatably connected to the frame 1, and the free end of the piston rod of the gas spring 72 is rotatably connected to the bottom of the battery cover 7.

[0088] An elastic pressing block 73 is fixed below the battery cover 7. The elastic pressing block 73 is used to press against the top of the battery 2 after the battery cover 7 is restricted by the first lock structure 8. In this embodiment, the elastic pressing block 73 is an elastic rubber block. The elastic pressing block 73 of this embodiment presses on the hard handle 20 of the battery 2. The hard handle 20 is arched and arches upward. The hard handle 20 is provided to facilitate the use of the hard handle 20 to press the battery 2 from the top of the battery 2, and to facilitate the direct lifting of the battery 2 when it is taken out upward.

[0089] In this embodiment, the design of the elastic pressing block 73 is combined with the seat cushion 6 in the first embodiment against the battery cover 7, so that after the rider sits on the seat cushion, the rider's weight will be transferred to the elastic pressing block 73 through the seat cushion 6 and the battery cover 7, so that the elastic pressing block 73 presses the battery 2 tightly to ensure that during driving, even on bumpy roads, the battery 2 can be firmly pressed to reduce the amplitude of vibration. Compared with the prior art that only relies on the form of limiters, this embodiment utilizes the rider's weight to ensure the stability of the battery 2, reduce the impact on the battery 2, and improve the riding experience.

[0090] In addition, the battery 2 should be able to be directly pressed by the elastic pressing block 73 under the battery cover 7, so that the top of the battery 2 can be closer to the battery cover 7. Therefore, in the same plane space, the height of the battery 2 of this embodiment can be designed to be higher, thereby increasing the capacity of the battery 2 and increasing the endurance of the motorcycle without increasing its size.

[0091] In addition, the existence of the first lock structure 8 means that after the seat cushion 6 is removed, the first lock structure 8 needs to be unlocked before the battery 2 can be taken out, thereby improving the anti-theft performance of the battery 2.

[0092] Further, combined with Figures 19 to 21 In order to improve the stable installation of the seat cushion 6, a hanging bushing 61 is fixedly installed on the seat cushion 6, and a plug hole 71 is provided on the battery cover 7. The hanging bushing 61 can be inserted into the plug hole 71 to achieve concave-convex matching. A second lock structure 62 and a fastening assembly 63 are provided between the seat cushion 6 and the frame 1. The second lock structure 62 and the fastening assembly 63 are located in a middle section of the seat cushion 6 and a rear section of the seat cushion. In this embodiment, the second lock structure 62 is located in the rear section of the seat cushion 6, and the fastening assembly 63 is located in the middle section of the seat cushion 6; the second lock structure 62 includes a lock seat 621 and a lock core 622. One of the lock seat 621 and the lock core 622 is fixed on the frame 1 and the other is fixed on the seat cushion. In this embodiment, the lock seat 621 is fixed on the frame 1, and the lock core 622 is fixed on the bottom of the seat cushion. The second lock structure 62 is a conventional mechanical lock structure that is unlocked by a cable. After the key is inserted into the mechanical lock structure and the key is turned, the second lock structure 62 is unlocked.

[0093] The fastening assembly 63 includes a wedge-shaped member 631 and a fastening door 632 that cooperate with each other by a wedge surface. One of the wedge-shaped member 631 and the fastening door 632 is fixed to the frame 1 and the other is fixed to the seat 6. The fastening door 632 is provided with a wedge surface. The wedge-shaped member 631 and the fastening door 632 cooperate with each other by the wedge surface. After the seat slides along the frame 1, the wedge-shaped member 631 can be inserted into the fastening door 632 to achieve the up-and-down fastening of the wedge-shaped member 631 and the fastening door 632, thereby improving the stability of the seat on the frame 1. In this embodiment, the wedge-shaped member 631 is integrally formed at the lower part of the shell of the seat 6, and the fastening door 632 is fixed to the frame 1.

[0094] In this embodiment, the front, middle and rear positions of the seat cushion 6 are limited by the second locking structure 62, the fastening assembly 63 and the concave-convex cooperation between the seat cushion 6 and the battery cover 7, thereby improving the stability of the seat cushion 6 on the motorcycle.

[0095] Based on the above content, it can be known that in the second embodiment, the battery 2 is supported by the battery supporting rod 13 below and is pressed by the elastic pressing block 73 above. At the same time, the battery 2 is restricted from being removed in a concealed manner by the side limiting members 14, the front limiting member 15 and the rear limiting member 16 that are sunk into the recessed area 21 of the battery 2 on all sides. When the motorcycle is running, the battery 2 is limited by the limiting components in the upper, lower, left, right, front and back directions to ensure the stability of the battery 2. The weight of the rider can also be transferred to the elastic pressing block 73 to ensure that the battery 2 will not shake even on bumpy roads, thereby ensuring stability. At the same time, when the battery 2 is impacted or vibrated around, the limiting members with toughness and protrusions 141 on all sides can be used for buffering, thereby ensuring the stability of the battery 2 under vibration and improving the riding experience.

[0096] When the battery 2 is disassembled, whether the battery 2 is taken upward or downward, the middle recessed area 21 is always defined by the protrusion 141 protruding toward the battery 2. When the conventional battery 2 is directly taken out from the upper battery 2 compartment cover, the battery 2 is difficult to be taken out.

[0097] If the battery 2 is to be removed, simply disassembling the battery 2 support in order to remove the battery 2 from below the battery 2 will make it impossible to remove the battery 2 due to the insufficient vertical distance between the motor 3 and the frame. In addition, the protrusion 141 is still sunken into the recessed area 21, which further limits the difficulty of removing the battery 2, thereby improving the safety of the battery 2 and the anti-theft function.

[0098] Only by splitting the entire left and right half frames 12, for example, completely disassembling the left half frame 11 from the right half frame 12, and this requires disassembling the upper main beams 111, the lower support 112 and the battery support rod 13 (for thieves, this operation greatly increases the difficulty of theft and also improves the anti-theft performance of the motorcycle). After one side of the half frame is disassembled, the battery 2 can be conveniently and directly removed horizontally, and it is convenient to inspect and repair other parts on the motorcycle frame, such as the motor 3, the reduction structure, the controller, etc. If the battery 2 is removed horizontally, it provides a larger operating space for the inspection and repair of other parts, improving the convenience of inspection and repair.

[0099] The battery 2 is taken out in a translational manner, so there is no need to lift the battery 2 upward as in the prior art, which greatly reduces the labor intensity of taking out the battery 2.

[0100] In addition, in this embodiment, the entire frame is configured as left and right half frames 12. After being split into left and right half frames, each of them occupies a small space when stored separately, which greatly facilitates the storage and transportation of motorcycle frame components.

[0101] Embodiment 3

[0102] Based on the second embodiment, the third embodiment optimizes the rear suspension system as follows:

[0103] Combination Figure 26 to Figure 28 The rear suspension system specifically includes a cradle 53, a connecting rod 54, a rear shock absorber 51 and a flat fork 52. The cradle 53 is rotatably connected to the connecting rod 54. The other end of the connecting rod 54 is used to be rotatably connected to a support ear fixed on the frame 1. The cradle 53 is in an upwardly arched V-shaped structure when in use.

[0104] The cradle 53 includes a connecting portion 531 and a fork portion 532 formed in one piece. Three connecting holes are processed on the cradle 53. The connecting line of the three connecting holes is a triangle. One of the connecting holes is located at the connecting portion 531, and the remaining two connecting holes are located on the fork portion 532. One of the connecting holes is located at the arched position of the cradle 53, and the connecting hole at the arched position is used to connect with the bottom connecting seat of the rear shock absorber 51 (the top of the rear shock absorber 51 is rotatably connected to the rear fender 18), and the other connecting hole near the free end of the fork portion 532 is used to connect with the connecting rod 54. Both the connecting rod 54 and the bottom connecting seat are provided with mounting holes. By inserting a shaft into the mounting hole and the opposite connecting hole, the cradle 53 is rotatably connected to the connecting rod 54, and the cradle 53 is rotatably connected to the bottom connecting seat of the rear shock absorber 51.

[0105] A step is formed on the inner side surface of the fork portion 532 after the rear shock absorber 51 and the connecting rod 54 are installed. The step is set so that the distance between the two forks of the fork portion 532 at the free ends is larger than the distance in the middle, so that there is more space when the rear shock absorber 51 is inserted into the fork portion 532, which facilitates the installation of the bottom connecting seat of the shock absorber.

[0106] A transverse tube 521 is fixed on the horizontal fork 52 , and a support ear 522 is provided on the horizontal tube 521 . The support ear 522 of the horizontal fork 52 is rotatably connected to the connecting portion 531 of the cradle 53 .

[0107] In this embodiment, the cradle 53 is designed to be formed with a connecting portion 531 and a fork portion 532 that are integrally formed, so that the cradle 53 can clamp the bottom connecting seat of the rear shock absorber 51 between the two forks of the fork portion 532 through the fork portion 532, so as to ensure that the bottom connecting structure of the shock absorber used can be a seat body 811 structure instead of an insertion rod structure, thereby ensuring the strength of the bottom connecting seat at the connection between the rear shock absorber 51 and the cradle 53; at the same time, the cradle 53 is designed to be an integral connecting portion 531 and a fork portion 532, so that it is ensured that the cradle 53 does not need to be designed as a two-piece type, thereby ensuring that the overall strength of the cradle 53 meets the requirements and avoiding the problem of an increase in the number of rear suspension structure parts caused by the two-piece cradle 53.

[0108] In addition, in the present embodiment, the rear fender 18 is connected to the top of the rear shock absorber 51, so that when vibration occurs, the shock absorber can quickly take effect, and the vibration caused by the ups and downs of the wheel 4 needs to pass through the flat fork 52-cradle 53-shock absorber-rear fender 18-frame 1, and finally transmitted to the seat cushion 6, which greatly extends the path for the vibration to be transmitted to the seat cushion 6, thereby helping to improve the comfort of the rider.

[0109] Implementation Four

[0110] The fourth embodiment provides a method for stabilizing a motorcycle battery 2, including a side fixing method and an upper pressing method. The side fixing method is to use surrounding limiting members to limit the battery 2 on all sides, and the surrounding limiting members include the side limiting members 14, the front limiting members 15 and the rear limiting members 16 of any one of the second to third embodiments; the upper pressing method uses an elastic pressing block 73 fixed under the battery cover 7 to press the battery 2 onto the frame 1 from the top of the battery 2 downward.

[0111] The battery 2 stabilization method of this embodiment can ensure that the battery 2 is always stable during the running of the motorcycle, ensuring the riding experience.

[0112] Embodiment 5

[0113] The fifth embodiment provides a method for assembling a motorcycle body, comprising the following steps:

[0114] S1. First, fix the position of the motor 3 and the battery 2 using a supporting fixture.

[0115] S2, assemble the left half frame 11 and the right half frame 12 on both sides of the battery 2 and the motor 3, connect the front parts of the left half frame 11 and the right half frame 12, and then use the battery supporting rod 13 to connect the left half frame 11 and the right half frame 12.

[0116] Before the operation of step S2, the side limiting member 14 is first fixedly installed on the inner side of the left half frame 11 and the right half frame 12. The side limiting member 14 is the side limiting member 14 described in any one of the second embodiment and the third embodiment.

[0117] S3, installing the front stopper 15 of the second or third embodiment on the front baffle 17, and then fixing the front baffle 17 between the left half frame 11 and the right half frame 12.

[0118] S4. Install the rear stopper 16 of the second or third embodiment on the rear baffle 18, and then fix the rear baffle 18 between the left half frame 11 and the right half frame 12.

[0119] The vehicle body assembly method of this embodiment allows the heavy battery 2 and motor 3 to be supported first, without the need to install the battery 2 into the vehicle frame 1 by hanging and lowering during the assembly process.

[0120] Furthermore, the installed battery 2 has excellent stability even when the motorcycle is in motion.

[0121] Embodiment 6

[0122] The present embodiment provides a motorcycle battery 2 anti-theft system, including a primary anti-theft module and a secondary anti-theft module. The primary anti-theft module includes the seat cushion 6 and the battery cover 7 of the second embodiment / the third embodiment. The battery cover 7 is rotated on the frame 1, and the battery cover 7 is connected to the frame 1 through a first lock structure 8. The secondary anti-theft module includes the detachably connected left half frame 11 and the right half frame 12 of the second embodiment / the third embodiment, and the battery supporting rod 13 detachably connected between the left half frame 11 and the right half frame 12, and also includes the surrounding limiting parts of the second embodiment / the third embodiment.

[0123] In this embodiment, when the battery 2 is stolen, the thief needs to first find a way to disassemble the seat cushion 6 of the primary anti-theft module. After the primary anti-theft module is released, the limiting parts around the secondary anti-theft module still hinder the removal of the battery 2, thereby enhancing the anti-theft effect of the battery 2.

[0124] The above is only an embodiment of the present invention, and the common knowledge such as the known specific technical solutions and / or characteristics in the solution is not described in detail here. It should be pointed out that for those skilled in the art, without departing from the technical solution of the present invention, several modifications and improvements can be made, which should also be regarded as the protection scope of the present invention, and these will not affect the effect of the implementation of the present invention and the practicality of the patent. The scope of protection required by this application shall be based on the content of its claims, and the specific implementation methods and other records in the specification can be used to interpret the content of the claims.

Claims

1. A lightweight electric motorcycle, comprising a frame and a battery mounted on the frame, a transmission system, a running system and a suspension system, wherein the transmission system comprises a motor and a reduction assembly, and the motor is fixed on the frame, and is characterized in that: The reduction assembly is located outside the motor, and includes a main reduction wheel and a slave reduction wheel that are transmission-connected. The diameter of the slave reduction wheel is larger than that of the main reduction wheel. The main reduction wheel is fixed on the output shaft of the motor, and the slave reduction wheel is rotationally connected to the frame. The slave reduction wheel is used to drive the wheels of the walking system to rotate.

2. A lightweight electric motorcycle according to claim 1, characterized in that: The transmission system also includes a transmission shaft rotatably connected to the frame, a secondary reduction wheel is fixed on the transmission shaft, a main transmission wheel is also fixed on the transmission shaft, a secondary transmission wheel is coaxially fixed on the wheel, the main transmission wheel is transmission-connected to the secondary transmission wheel, and the diameter of the secondary transmission wheel is greater than the diameter of the main transmission wheel.

3. A lightweight electric motorcycle according to claim 1, characterized in that: The frame comprises a left half frame and a right half frame, a battery supporting rod is detachably connected between the left half frame and the right half frame, the left half frame and the right half frame both comprise an upper main beam and a lower supporting member, the two upper main beams are detachably connected at the front of the vehicle, and the upper main beam and the lower supporting member on the same side are detachably connected.

4. A lightweight electric motorcycle according to claim 3, characterized in that: The lower supporting member is of a frame-shaped structure, and is detachably connected to the upper main beam at multiple locations, and the battery supporting rod is detachably connected between the two lower supporting members.

5. A lightweight electric motorcycle according to claim 4, characterized in that: The upper main beam is made of aluminum alloy or magnesium alloy, and the lower supporting piece is made of carbon fiber.

6. A lightweight electric motorcycle according to claim 3, characterized in that: The inner wall of the upper main beam is detachably connected with a side limiter, which is used to clamp the left and right outer sides of the battery. The frame also includes a front limiter and a rear limiter detachably connected between the left half frame and the right half frame, and the front limiter and the rear limiter are used to clamp the front and rear sides of the battery.

7. A lightweight electric motorcycle according to claim 6, characterized in that: Each limiting member includes a protrusion protruding toward the battery side wall, and the protrusion is opposite to the recessed area provided on the battery side wall.

8. A lightweight electric motorcycle according to claim 6, characterized in that: The rear limiter is fixed between the left and right upper main beams through a rear baffle.

9. A lightweight electric motorcycle according to claim 8, characterized in that: The suspension system includes a rear suspension system, which includes a cradle, a connecting rod, a rear shock absorber and a flat fork. The cradle is rotatably connected to the connecting rod, and the other end of the connecting rod is rotatably connected to the frame. The cradle is provided with a connecting portion and a fork portion formed in one piece. The flat fork is rotatably connected to the connecting portion of the cradle, and two forks of the fork portion are provided with connecting holes for connecting the bottom of the rear shock absorber between the two forks. The top of the rear shock absorber is rotatably connected to the rear fender.

10. A lightweight electric motorcycle according to any one of claims 1 to 9, characterized in that: A seat cushion and a battery cover are also installed on the frame. The seat cushion is detachably connected to the frame. One end of the battery cover is rotatably connected to the frame, and a first lock structure is provided between the other end and the frame. The seat cushion extends forward along the length direction of the frame to above the battery cover and cooperates with the concave and convex of the battery cover. An elastic pressing block is fixed to the bottom of the battery cover.

Images