Motorcycle rear squat corner adjustable structure

Abstract

The invention relates to the technical field of motorcycles, and discloses a motorcycle rear squat corner adjustable structure which is characterized in that a bottom fork bushing is fixedly mounted at the front end of a bottom fork frame, a bearing is embedded in the bottom fork bushing, oil seal covers are clamped at the two ends of the bearing, a bottom fork shaft is fixedly mounted on an inner ring of the bearing, and the bottom fork shaft is fixedly connected with the bottom fork bushing; one end of the bottom fork shaft is fixedly provided with a limiting cap, the other end of the bottom fork shaft is in threaded connection with a locking nut, and the two ends of the bottom fork shaft are sleeved with adjusting seats. During use, the left adjusting seat and the right adjusting seat are taken out according to needs and are respectively replaced by an adjusting seat which is 2 mm higher than the left adjusting seat and then assembled into a motorcycle frame, rear squat angle adjustment is achieved, meanwhile, the machining offset distance of the adjusting seats can be changed as needed according to the adjusting amount, and it is guaranteed that a user can adjust the height of a point P according to the using requirement of a vehicle to achieve the effect of adjusting the size of the rear squat angle; therefore, the motorcycle not only can meet the requirement of driving on the lower racing track limit, but also can meet the requirement of comfort during long-distance riding.

Description

Technical Field

[0001] The invention relates to the technical field of motorcycles, in particular to a motorcycle rear squat angle adjustable structure. Background Art

[0002] The squat angle is a key parameter in the geometric design of motorcycles, which directly affects the vehicle's handling, stability and acceleration characteristics. Specifically: Figure 1 As shown, the front rotation point P of the rear fork is connected to the frame, and the rear end is connected to the center of the rear wheel O. Figure 1 Point B in the figure is the intersection of the extension line of the upper part of the chain and the line from the rear wheel center 0 to the rear swing arm point P. The line from the rear wheel ground contact point C to point B is called the squat line; the angle between the squat line and the horizontal plane is called the squat angle, also known as the load transfer angle. The spring length of the suspension system will change according to the relationship between the squat angle and the load transfer angle, which can be divided into the following three situations:

[0003] When σ<τ, such as Figure 2 As shown, point B is below the load transfer line. Compared with the static load, the torque generated by the combined force F of the load transfer force and the driving force (along the load transfer line) on the rotation point P will shorten the spring length; at this time, there is a tendency to increase the back squat;

[0004] When σ<τ, such as Figure 3 As shown, point B is on the load transfer line. Compared with the static load, the resultant force F of the load transfer force and the driving force (along the load transfer line) does not change the length of the spring. There is no tendency to increase the back squat, nor to reduce the back squat;

[0005] When σ>τ, such as Figure 4 As shown, point B is below the load transfer line. Compared with the static load, the torque generated by the combined force F of the load transfer force and the driving force (along the direction of the load transfer line) on the rotation point P will lengthen the spring, and there is a tendency to weaken the squat.

[0006] Among them, the impact of the size of the rear squat angle on various aspects of vehicle performance includes:

[0007] If the squat angle is small (the rear suspension is soft / compressed a lot), then: the rear wheel sinks during acceleration, the contact area between the tire and the ground increases, traction is improved, and power output is beneficial, especially during straight-line acceleration (such as racing or drag racing); if it is too large, it may cause the front wheel to lift slightly, affecting control, or even causing a "head-up" phenomenon; the body stability is reduced during cornering, and the sinking of the rear end may affect the feedback of the rear wheel to the road, causing instability in the corners; it may aggravate the push head, making it easy for the front wheel to lose grip; due to the large compression of the rear wheel, the body may tilt forward (dive) excessively during braking, affecting the grip of the front wheel, and due to the large compression of the rear wheel, the body may tilt forward (dive) excessively during braking, affecting the grip of the front wheel, and in emergency braking, the possibility of the rear wheel leaving the ground may increase (head-up phenomenon); the body has a strong ability to absorb vibrations, which improves comfort and is suitable for cruisers, long-distance touring cars, etc. It may cause the suspension travel to be too long, causing the body to shake more when driving at high speeds, affecting stability;

[0008] If the squat angle is large (rear suspension is stiff / less compression), then: the suspension is stiffer and not easy to sink, which reduces the rearward shift of the center of gravity, makes the front wheel grip more stable, and improves cornering performance; the rear wheel grip may be reduced, causing slipping at the start, especially on large-displacement and high-torque models; maintaining a good body geometry structure makes the frame angle more stable, improves cornering handling performance, provides better front and rear wheel weight distribution, and makes the vehicle perform more precisely in corners; the body posture is more stable during braking, and the braking force of the front and rear wheels is more balanced, reducing the downward pressure on the front of the vehicle and improving braking efficiency, but if it is too stiff, it may cause the rear wheel grip to decrease when braking on bumpy roads, making it easy to slip; the vehicle has a clearer road feel, which is suitable for sports motorcycles, especially when driving on the track, but the vibration is larger, and long-term riding may reduce comfort.

[0009] In the prior art, due to the limitation of the motorcycle structure, the rotation center point P is set at the factory, and the height of the P point cannot be adjusted to change the size of the squat angle, which will bring many disadvantages: the whole vehicle is only suitable for specific riding environments, but when encountering different road conditions (such as rugged, slippery, and track), the performance is limited. For example, the rear shock absorber set for the street may be too soft at high speed, affecting stability, while the rear shock absorber set for the track may be too hard on bumpy roads, causing riding discomfort; affecting the dynamic performance of the vehicle, when accelerating, if the squat angle is too large, it will cause the front wheel to lift slightly, affecting steering stability. When braking, if the suspension setting is too soft, it may cause the rear wheel to be too lightly loaded, increasing the risk of rear wheel slippage; it is not conducive to track adjustment. When on the track or in intense driving, the fixed squat angle setting may not provide the best frame geometry, affecting steering flexibility and cornering limit. Summary of the invention

[0010] In view of the deficiencies in the prior art, an object of the present invention is to provide a motorcycle rear squat angle adjustable structure, which at least has the advantage of quickly adjusting the rear squat angle.

[0011] To achieve the above-mentioned purpose, the present invention adopts the following technical scheme: a motorcycle rear squat angle adjustable structure, comprising a motorcycle frame and a flat fork frame, a flat fork bushing is fixedly installed at the front end of the flat fork frame, a bearing is embedded in the interior of the flat fork bushing, oil seals are clamped at both ends of the bearing, a flat fork shaft is fixedly installed on the inner ring of the bearing, a limiting cap is fixedly installed at one end of the flat fork shaft, a locking nut is threadedly connected to the other end of the flat fork shaft, and adjustment seats are mounted on both ends of the flat fork shaft, and bolts are threadedly connected to the surface of the adjustment seat.

[0012] As a preferred solution, the flat fork shaft is detachably connected to the adjustment seat via a locking nut.

[0013] As a preferred solution, the inner circle axes of the two frame holes are on the same straight line, the frame hole axis is coaxial with the outer circle axis of the adjustment seat, and the inner circle of the adjustment seat and the outer circle axis of the adjustment seat have an offset of 2 mm.

[0014] As a more preferred solution, the adjustment seat is initially set 2 mm downward; when adjusting the squat angle, the adjustment seat that is 2 mm downward is replaced with an adjustment seat that is 2 mm upward.

[0015] As a preferred solution, a frame hole is opened on the surface of the motorcycle frame, and the adjustment seat is embedded in the frame hole and detachably connected to the motorcycle frame by bolts.

[0016] In the present invention, when the seat is adjusted to deflect downward by 2 mm (initial state), the relationship between the rear squat angle of the whole vehicle and the load transfer angle is: σ-τ≈29°-27.8°=1.2°; when the seat is adjusted to deflect upward by 2 mm, the relationship between the rear squat angle of the whole vehicle and the load transfer angle is: σ-τ≈32.9°-27.9°=5°.

[0017] Compared with the prior art, the present invention has the following beneficial effects: the present invention creatively provides a new structural scheme for adjustable rear squat angle of motorcycles (the rear squat angle of motorcycles in the prior art cannot be adjusted), and the left and right coaxial holes of the frame are made coaxial (coaxial with the outer circle of the adjustment seat), and the inner circle hole of the adjustment seat and the outer circle axis of the adjustment seat are processed to set an offset of 2mm, and there are two states of upward and downward deviation, and the initial state is set to be 2mm downward deviation; when in use, the user can take out the left and right adjustment seats as needed and replace them with adjustment seats with an offset of 2mm, and then assemble them into the motorcycle frame, so as to quickly achieve a large adjustment of the rear squat angle size, and at the same time, the processing offset of the adjustment seat can be changed as needed according to the adjustment amount, thereby ensuring that the user can adjust the height of point P according to the vehicle use requirements to achieve the effect of adjusting the size of the rear squat angle, which can not only meet the requirements of extreme driving on the track, but also meet the comfort of long-distance riding on motorcycle tours, and meet the requirements of one vehicle to bring different driving experiences and driving pleasure. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a schematic diagram of the squat angle and squat line in the prior art;

[0019] Figure 2 It is a schematic diagram of lowering the back squat line in the prior art;

[0020] Figure 3 It is a schematic diagram of the squat line in the prior art without change;

[0021] Figure 4 This is a schematic diagram of the back squat line moving up in the prior art;

[0022] Figure 5 It is a schematic structural diagram of a motorcycle frame, a flat fork frame and a flat fork shaft in an embodiment of the present invention;

[0023] Figure 6 It is a schematic diagram of the exploded structure of a motorcycle frame, a flat fork frame and a flat fork shaft in an embodiment of the present invention;

[0024] Figure 7 It is a schematic diagram of the structure of the bearing, the flat fork shaft and the adjustment seat in the embodiment of the present invention;

[0025] Figure 8 It is a schematic diagram of the structure of the flat fork shaft, the limiting cap and the locking nut in the embodiment of the present invention;

[0026] Fig. 9 This is a diagram showing a state in which the inner circular hole of the adjusting seat is deviated 2 mm downward in the embodiment of the present invention;

[0027] Fig.10 This is a diagram showing a state in which the inner circular hole of the adjusting seat is 2 mm upwardly deviated in the embodiment of the present invention;

[0028] Fig.11 This is a schematic diagram of the squat angle when the inner circular hole of the adjustment seat is 2mm downward in the embodiment of the present invention;

[0029] Fig.12 This is a schematic diagram of the squat angle of 2mm upwardly biased by the inner circular hole of the adjustment seat in an embodiment of the present invention.

[0030] In the figure: 1. motorcycle frame; 2. frame hole; 3. fork frame; 4. fork bushing; 5. bearing; 6. oil seal cover; 7. fork shaft; 8. limit cap; 9. locking nut; 10. adjustment seat; 11. bolt. DETAILED DESCRIPTION

[0031] The technical solution of the present invention is described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0032] Example

[0033] See also Figure 5-8 A motorcycle rear squat angle adjustable structure includes a motorcycle frame 1 and a flat fork frame 3, a flat fork bushing 4 is fixedly installed at the front end of the flat fork frame 3, a bearing 5 is embedded in the interior of the flat fork bushing 4, oil seals 6 are clamped at both ends of the bearing 5, and a flat fork shaft 7 is fixedly installed on the inner ring of the bearing 5; a limit cap 8 is fixedly installed at one end of the flat fork shaft 7, a locking nut 9 is threadedly connected to the other end of the flat fork shaft 7, and an adjustment seat 10 is sleeved at both ends of the flat fork shaft 7, and the flat fork shaft 7 is detachably connected to the adjustment seat 10 through the locking nut 9. Among them, a bolt 11 is threadedly connected to the surface of the adjustment seat 10. A frame hole 2 is opened on the surface of the motorcycle frame 1, and the adjustment seat 10 is embedded in the frame hole 2 and detachably connected to the motorcycle frame 1 through the bolt 11.

[0034] See also Figure 9-10 The inner circle axes of the two frame holes 2 are on the same axis, and the axis of the frame hole 2 is coaxial with the outer circle axis of the adjustment seat 10. The inner circle of the adjustment seat 10 and the outer circle axis of the adjustment seat 10 are processed to set an offset of 2mm. The adjustment seat 10 is initially set to be 2mm lower; when adjusting the squat angle, the adjustment seat 10 that is 2mm lower is replaced with the adjustment seat 10 that is 2mm higher.

[0035] See also Fig.11 , when the adjustment seat 10 is deflected 2 mm downward (initial state), the relationship between the rear squat angle of the whole vehicle and the load transfer angle is: σ-τ≈29°-27.8°=1.2°;

[0036] See also Fig.12 , when the adjustment seat is 2mm upward, the relationship between the rear squat angle and the load transfer angle of the whole vehicle is:

[0037] σ-τ≈32.9°-27.9°=5°.

[0038] When in use, the frame hole 2 is coaxial on the left and right (coaxial with the outer circle of the adjustment seat 10), and the inner circle hole of the adjustment seat 10 and the outer circle axis of the adjustment seat 10 are processed to set an offset of 2mm, and there are two states of upward and downward deviation, and the initial state is set to be 2mm downward deviation; the user can take out the left and right adjustment seats 10 as needed and replace them with adjustment seats 10 with a 2mm offset and then install them into the motorcycle frame, thereby realizing a large adjustment of the rear squat angle size. At the same time, the processing offset of the adjustment seat can be changed as needed according to the adjustment amount, ensuring that the user can adjust the height of point P according to the vehicle use requirements to achieve the effect of quickly adjusting the size of the rear squat angle. The single adjustment time of the rear squat angle is only 30 to 40 minutes, which can meet both the extreme driving on the track and the comfort during long-distance riding on a motorcycle tour, and one car can bring different driving experiences and driving pleasure.

[0039] Advantages of the improved motorcycle include:

[0040] It can adapt to different road conditions and riding styles. When riding on the street, the rear squat angle can be adjusted to be smaller to improve comfort and absorb road bumps; when riding on the track, the rear squat angle can be adjusted to be larger to improve steering flexibility, cornering stability and anti-wheeling during acceleration; when riding off-road, the rear suspension travel can be increased to improve vibration absorption and improve passability;

[0041] Improve the acceleration stability of the motorcycle. Proper adjustment of the rear squat angle can prevent the front wheel from slightly lifting (warping) when the vehicle accelerates, improve the front wheel's grip, and make the vehicle more stable. In situations where greater traction is required (such as drag racing, starting acceleration), the rear squat angle can be increased to improve the rear wheel's grip and reduce slipping.

[0042] Optimize the braking performance of the motorcycle. In emergency braking, properly adjust the rear squat angle to reduce the downward pressure (dive) of the front of the vehicle, maintain the balance of braking force between the front and rear wheels, avoid rear wheel drift or loss of grip, make the rear wheel load more evenly, improve braking stability, and reduce the risk of rollover;

[0043] Improve the motorcycle's cornering performance, increase the squat angle appropriately, reduce the sinking of the rear end, avoid the front wheel from lifting, make the front wheel have more grip, improve steering accuracy, and fine-tune according to the needs of different tracks to make the vehicle enter and exit corners more naturally;

[0044] To accommodate different rider weights and loads, lightweight riders can reduce the squat angle appropriately to avoid reduced comfort or grip due to too stiff suspension, while heavyweight riders or two-person riding can increase the squat angle to maintain a reasonable riding posture and avoid affecting handling due to too soft rear shock.

[0045] Improve the comfort of the motorcycle and adjust the squat angle appropriately to reduce the impact caused by road bumps and improve the comfort of long-distance riding. When riding on bumpy or uneven roads, adjust the squat angle setting to make the body more stable and reduce riding fatigue.

[0046] In summary, the present invention is beneficial in providing motorcycles with greater adaptability and controllability, enabling the motorcycle to optimize performance in different environments, with different rider weights, and with different riding styles. For track riding, off-road driving, and long-distance motorcycle travel, the adjustable rear squat angle is a major advantage and can greatly enhance the riding experience.

Claims

1. A motorcycle rear squat angle adjustable structure, comprising a motorcycle frame (1) and a flat fork frame (3), characterized in that: A flat fork bushing (4) is fixedly mounted on the front end of the flat fork frame (3), a bearing (5) is embedded inside the flat fork bushing (4), oil seals (6) are clamped on both ends of the bearing (5), a flat fork shaft (7) is fixedly mounted on the inner ring of the bearing (5), a limit cap (8) is fixedly mounted on one end of the flat fork shaft (7), a locking nut (9) is threadedly connected to the other end of the flat fork shaft (7), and adjustment seats (10) are sleeved on both ends of the flat fork shaft (7), and bolts (11) are threadedly connected to the surface of the adjustment seat (10).

2. The motorcycle rear squat angle adjustable structure according to claim 1, characterized in that: The flat fork shaft (7) is detachably connected to the adjustment seat (10) via a locking nut (9).

3. The motorcycle rear squat angle adjustable structure according to claim 1, characterized in that: The inner circle axes of the two frame holes (2) are on the same straight line, and the axis of the frame hole (2) is coaxial with the outer circle axis of the adjustment seat (10); the inner circle of the adjustment seat (10) and the outer circle axis of the adjustment seat (10) have an offset of 2 mm.

4. The motorcycle rear squat angle adjustable structure according to claim 1, characterized in that: The adjustment seat (10) is initially set to be 2 mm downward; when adjusting the squat angle, the adjustment seat (10) that is 2 mm downward is replaced with an adjustment seat (10) that is 2 mm upward.

5. The motorcycle rear squat angle adjustable structure according to claim 1, characterized in that: A frame hole (2) is provided on the surface of the motorcycle frame (1); the adjustment seat (10) is embedded in the frame hole (2) and is detachably connected to the motorcycle frame (1) via bolts (11).

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