Motorcycle front magneto-rheological shock absorber and motorcycle

Abstract

The front magneto-rheological shock absorber comprises a working cylinder, a guider assembly, a piston assembly, a floating piston assembly, magneto-rheological fluid, an outer cylinder support assembly, an ECU (Electronic Control Unit) and a sensor, and the guider assembly, the piston assembly and the floating piston assembly are arranged in the working cylinder; the piston assembly comprises a built-in electromagnetic coil and a damping channel, the damping channel penetrates through the upper end and the lower end of the piston assembly, and a working cavity between the guider assembly and the floating piston assembly is filled with the magnetorheological fluid; moreover, the outer cylinder support assembly at least partially wraps the working cylinder and is connected with the guider assembly, and the ECU control unit is electrically connected with the electromagnetic coil and used for adjusting the current input to the electromagnetic coil according to the signal of the sensor, so that the ECU control unit can adjust the magnetic field intensity in real time through the combination of the electromagnetic coil and the magnetorheological fluid. And the viscosity of the magnetorheological fluid is changed, so that the damping force is dynamically controlled.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle vibration damping, and particularly to a front magnetorheological shock absorber for a motorcycle and a motorcycle. Background Art

[0002] The structure of a general motorcycle passive front shock absorber assembly includes an outer cylinder, an inner cylinder, a piston and a piston rod, a spring, hydraulic oil, a damping valve, seals and other accessories. The shock absorber is divided into a working area and a guiding area inside. The working area contains internal structures that provide damping force, while the guiding area does not contain internal structures and is only responsible for guiding. The working process of the working area is briefly described below.

[0003] Working Process: The reciprocating motion includes a compression stroke and a return stroke.

[0004] Compression Stroke: When the motorcycle encounters road impacts, such as bumps or potholes, the wheel moves upward, pushing the inner cylinder and the outer cylinder to compress relatively, and the spring on the shock absorber compresses. The piston moves downward, compressing the hydraulic oil. The hydraulic oil flows through the damping holes or the damping valve on the piston, generating a damping force to slow down the compression speed. The magnitude of the damping force depends on the size of the damping holes and the viscosity of the hydraulic oil. The greater the damping force, the harder the shock absorber;

[0005] Return Stroke: When the impact ends, the spring on the shock absorber releases the stored energy, pushing the inner cylinder and the outer cylinder to rebound. When the piston moves upward, the hydraulic oil flows reversely through the damping holes or the damping valve, generating a damping force to slow down the rebound speed. The design of the damping valve ensures that the rebound speed will not be too fast to avoid the wheel losing contact with the road surface.

[0006] Defects:

[0007] 1. The structure is relatively complex. The front shock absorber internally contains multiple precision components such as a spring, a piston, hydraulic oil, and a damping valve;

[0008] 2. The performance is affected by the environment. The viscosity of the hydraulic oil changes with temperature, and extremely high or low temperatures may affect the damping performance of the shock absorber;

[0009] 3. The adjustment is difficult, the adjustment range is limited, the response is slow, and it cannot dynamically adapt to different loads or road conditions. Summary of the Invention

[0010] The purpose of the present invention is to provide a front magnetorheological shock absorber for a motorcycle and a motorcycle that can be continuously adjusted steplessly and has good shock absorption performance.

[0011] To achieve the above purpose, the present invention adopts the following technical solution: A front magnetorheological shock absorber for a motorcycle, characterized in that it includes:

[0012] A working cylinder, internally provided with a guide assembly, a piston assembly, and a floating piston assembly;

[0013] A piston assembly, with an electromagnetic coil and a damping channel built in, and the damping channel runs through the upper and lower ends of the piston assembly;

[0014] Magnetorheological fluid, filling the working chamber between the guide assembly and the floating piston assembly;

[0015] An outer cylinder bracket assembly, covering the working cylinder and connecting with the guide assembly;

[0016] An ECU control unit, electrically connected to the electromagnetic coil, for adjusting the current input to the electromagnetic coil according to the sensor signals.

[0017] In one embodiment, the floating piston assembly includes an air chamber and a floating piston body, the air chamber is filled with compressed gas, and the air chamber and the working chamber are isolated by the floating piston body.

[0018] In one embodiment, the cross-sectional area of the damping channel accounts for 5% - 15% of the cross-sectional area of the piston assembly, and the path of the damping channel is spiral or zigzag.

[0019] In one embodiment, a nylon retaining ring is provided between the guide assembly and the working cylinder, and the thickness of the nylon retaining ring is 3mm - 5mm.

[0020] In one embodiment, the ECU control unit is integrated with an acceleration sensor and a vehicle body attitude sensor, and the ECU control unit adjusts the input current of the electromagnetic coil in real time by using a PID algorithm according to the feedback signals of the acceleration sensor and the vehicle body attitude sensor.

[0021] In one embodiment, the outer cylinder bracket assembly includes an outer cylinder body and a connecting rod bracket, the connecting rod bracket is fixedly connected to the motorcycle front fork by bolts, and a rubber buffer pad is provided between the outer cylinder body and the working cylinder.

[0022] In one embodiment, the mass fraction of magnetic particles in the magnetorheological fluid is 20% - 40%, and the particle size of the magnetic particles is 1μm - 10μm.

[0023] In one embodiment, the wire of the electromagnetic coil is copper-clad aluminum wire, and the number of turns of the electromagnetic coil is 200 - 500 turns.

[0024] The present invention also discloses a motorcycle, characterized in that it includes a front fork and the motorcycle front magnetorheological shock absorber according to any one of claims 1 to 8, and the motorcycle front magnetorheological shock absorber is symmetrically installed on both sides of the front fork.

[0025] In one embodiment, the motorcycle is configured with a driving mode switch, which is signal - connected to the ECU control unit and used to switch between a sports mode, a comfort mode, or an adaptive mode.

[0026] After adopting the above - mentioned technical solution, the present invention has the following advantages:

[0027] 1. Through the combination of the electromagnetic coil and the magnetorheological fluid, the ECU control unit can adjust the magnetic field intensity in real - time, change the viscosity of the magnetorheological fluid, and thus dynamically control the damping force. Compared with traditional hydraulic shock absorbers that rely on fixed damping holes or valve structures, this solution realizes stepless and continuous adjustment of the damping force, with a response speed reaching the millisecond level, significantly improving the adaptability of the shock absorber to complex road conditions. In addition, the physical properties of the magnetorheological fluid are not significantly affected by temperature, avoiding the performance attenuation of traditional hydraulic oil caused by temperature changes and enhancing durability.

[0028] 2. The floating piston assembly balances the pressure in the working chamber through the compressed gas in the air chamber, avoiding the vacuum or over - pressure phenomenon in the working chamber caused by piston movement. The compressed gas in the air chamber absorbs energy during the compression stroke and releases energy during the recovery stroke to assist in buffering shocks. This design reduces the risk of internal stress concentration in the shock absorber, improves structural stability, and further optimizes the linear response characteristics of the damping force through the synergistic effect of the air chamber and the magnetorheological fluid.

[0029] 3. The spiral or zigzag damping channels extend the flow path of the magnetorheological fluid, increasing the fluid shear area at the same magnetic field intensity, thereby improving the adjustment sensitivity of the damping force. The cross - sectional area is limited to 5% - 15%, which not only ensures the fluidity of the magnetorheological fluid in the low - viscosity state but also ensures sufficient resistance generation efficiency in the high - viscosity state, avoiding the risk of blockage due to too small channels or insufficient damping force due to too large channels.

[0030] 4. The nylon retaining ring prevents the piston assembly from colliding rigidly with the guide assembly in the extremely compressed or stretched state through mechanical limitation, reducing the risk of component wear. And, setting the thickness in the range of 3 mm to 5 mm reserves a safety travel space, ensuring that the pressure in the air chamber does not exceed the critical value of 3 MPa, avoiding the air chamber from bursting due to over - pressure and maintaining the structural integrity of the shock absorber under extreme working conditions.

[0031] 5. Through multi - dimensional data acquisition by the acceleration sensor and the vehicle body attitude sensor, the ECU control unit can accurately identify the road surface impact intensity, the vehicle body roll angle, and the vibration frequency. Combining the closed - loop control strategy of the PID algorithm, it realizes precise adjustment of the current of the electromagnetic coil, ensuring that the damping force highly matches the real - time road conditions. This design significantly improves the adaptive ability of the shock absorber. For example, it enhances the damping to suppress roll during sharp turns and reduces the damping to improve comfort on straight roads.

[0032] 6. The bolt fixing method of the connecting rod bracket simplifies the installation process of the shock absorber and the motorcycle front fork, improving the assembly efficiency. The rubber buffer pad further absorbs high-frequency vibration energy, reduces the resonance phenomenon between the outer cylinder bracket assembly and the working cylinder, and extends the service life of the shock absorber. In addition, the rigid design of the outer cylinder body enhances the torsional resistance of the overall structure, ensuring the stability of the shock absorber under complex stress conditions.

[0033] 7. Limiting the mass fraction of magnetic particles to 20% - 40% not only ensures the low-viscosity characteristics of the magnetorheological fluid in the absence of a magnetic field but also ensures that a chain-like structure can be quickly formed under the action of a magnetic field to generate high damping force. Moreover, the particle size range of 1μm - 10μm avoids the interference of Brownian motion caused by too small particles or the problem of sedimentation and stratification caused by too large particles, thus maintaining the long-term stability and response consistency of the magnetorheological fluid.

[0034] 8. The copper-clad aluminum wire reduces the coil weight while ensuring the electrical conductivity, meeting the lightweight requirements of the motorcycle. Moreover, the number of turns in the range of 200 - 500 ensures that a magnetic field with sufficient intensity can be generated at low current, reducing the system power consumption. In addition, this design optimizes the heat distribution of the electromagnetic coil, avoiding the problem of overheating failure caused by long-term power-on and improving the reliability of the shock absorber.

[0035] 9. By symmetrically installing the double shock absorber structure, the uniform distribution of the front-wheel load of the motorcycle is achieved, enhancing the driving stability of the vehicle. The coordinated operation of the double shock absorbers can offset the torque effect of unilateral impact on the vehicle body, further suppressing the roll and pitch of the vehicle body. This design is especially suitable for high-speed cornering or rough road conditions, significantly improving the driving safety and controllability.

[0036] 10. The driving mode switch allows users to select different damping characteristics according to their needs. In the sport mode, the ECU control unit preferentially enhances the damping to improve the controllability; in the comfort mode, the damping force is reduced to optimize the vibration filtering effect; in the adaptive mode, the system dynamically adjusts the damping according to real-time sensor data. This function expands the application scenarios of the shock absorber, taking into account both performance and user experience, and meeting diverse driving needs. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The present invention will be further described below with reference to the accompanying drawings:

[0038] Figure 1 is the three-dimensional structure of the front magnetorheological shock absorber of the motorcycle according to the present invention Figure 1 .

[0039] Figure 2 is the three-dimensional structure of the front magnetorheological shock absorber of the motorcycle according to the present invention Figure 2 .

[0040] Figure 3 This is a cross-sectional view of the front magnetorheological shock absorber for a motorcycle according to the present invention.

[0041] Figure 4 is Figure 3 an enlarged view of A in

[0042] Figure 5 This is a block diagram of the control principle of the front magnetorheological shock absorber for a motorcycle according to the present invention.

[0043] The names of the components marked in the figure are as follows:

[0044] 1. Working cylinder; 11. Working chamber; 2. Guide assembly; 3. Piston assembly; 31. Electromagnetic coil; 32. Damping channel; 4. Floating piston assembly; 41. Air chamber; 42. Floating piston body; 43. Gas; 5. Magnetorheological fluid; 6. Outer cylinder support assembly; 61. Outer cylinder body; 62. Connecting rod support; 7. Nylon retaining ring; 8. ECU control unit; 91. Acceleration sensor; 92. Body attitude sensor. Specific embodiments

[0045] In order to more clearly illustrate the overall concept of the present invention, the following will be further described in detail by way of examples in combination with the accompanying drawings of the specification.

[0046] It should be noted that many specific details are set forth in the following description in order to fully understand the present invention. However, the present invention may also be implemented in other ways different from those described herein. Therefore, the protection scope of the present invention is not limited by the specific embodiments disclosed below.

[0047] In addition, in the description of the present invention, it should be understood that the orientation or positional relationships indicated by the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc. are based on the orientation or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present invention.

[0048] In the present invention, unless otherwise clearly specified or limited, terms such as "installed", "connected", "joined", "fixed", etc. shall be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be directly connected or indirectly connected through an intermediate medium, and it may be the communication inside two components or the interaction relationship between two components. However, indicating a direct connection means that there is no connection relationship constructed through an excessive structure between the two connected main bodies, and they are only connected through the connection structure to form a whole. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0049] In the present invention, unless otherwise clearly specified or limited, the first feature being "on" or "under" the second feature may be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples", etc. means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.

[0050] As Figures 1 to 5 shown, the present invention provides a front magnetorheological shock absorber for a motorcycle, which includes a working cylinder 1, a guide assembly 2, a piston assembly 3, a floating piston assembly 4, magnetorheological fluid 5, an outer cylinder bracket assembly 6, an ECU control unit 8 and sensors. The guide assembly 2, the piston assembly 3 and the floating piston assembly 4 are arranged inside the working cylinder 1. The piston assembly 3 includes an internally installed electromagnetic coil 31 and a damping channel 32. The damping channel 32 penetrates the upper and lower ends of the piston assembly 3, and the magnetorheological fluid 5 is filled in the working chamber 11 between the guide assembly 2 and the floating piston assembly 4; moreover, the outer cylinder bracket assembly 6 at least partially covers the outside of the working cylinder 1 and is connected to the guide assembly 2, and the ECU control unit 8 is electrically connected to the electromagnetic coil 31 and is used to adjust the current input to the electromagnetic coil 31 according to the signal of the sensor. In this way, through the combination of the electromagnetic coil and the magnetorheological fluid, the ECU control unit can adjust the magnetic field strength in real time, change the viscosity of the magnetorheological fluid, and thus dynamically control the damping force. Compared with the traditional hydraulic shock absorber that relies on a fixed damping hole or valve structure, this solution realizes stepless continuous adjustment of the damping force, and the response speed reaches the millisecond level, significantly improving the adaptability of the shock absorber to complex road conditions. In addition, the physical properties of the magnetorheological fluid are not significantly affected by temperature, avoiding the performance attenuation of traditional hydraulic oil caused by temperature changes and enhancing the durability.

[0051] In some embodiments, the floating piston assembly 4 includes an air chamber 41 and a floating piston body 42. The air chamber 41 is filled with compressed gas 43, and the air chamber 41 is isolated from the working chamber 11 by the floating piston body 42. In this way, the floating piston assembly balances the pressure in the working chamber through the compressed gas in the air chamber, avoiding the vacuum or overpressure phenomenon in the working chamber caused by piston movement. The compressed gas in the air chamber absorbs energy during the compression stroke and releases energy during the return stroke to assist in buffering the impact. This design reduces the risk of stress concentration inside the shock absorber, improves the structural stability, and at the same time, through the synergistic effect of the air chamber and the magnetorheological fluid, further optimizes the linear response characteristics of the damping force.

[0052] In some embodiments, the cross-sectional area of the damping channel 32 can account for 5% - 15% of the cross-sectional area of the piston assembly 3, preferably 10%. Of course, it can also be 5%, 6%, 7%, 8%, 9%, 11%, 12%, 13%, 14% or 15%. And the path of the damping channel 32 is spiral or zigzag. In this way, the spiral or zigzag damping channel extends the flow path of the magnetorheological fluid and increases the fluid shear area under the same magnetic field strength, thereby improving the adjustment sensitivity of the damping force. The cross-sectional area is limited to 5% - 15%, which not only ensures the fluidity of the magnetorheological fluid in the low-viscosity state but also ensures sufficient resistance generation efficiency in the high-viscosity state, avoiding the risk of blockage due to too small a channel or insufficient damping force due to too large a channel.

[0053] In some embodiments, to improve the front magnetorheological shock absorber of a motorcycle, a nylon retaining ring 7 can be provided between the guide assembly 2 and the working cylinder 1, and the thickness of the nylon retaining ring 7 is set within the range of 3 mm - 5 mm, preferably 4 mm. Of course, the thickness can also be 3 mm, 3.5 mm, 4.5 mm, 5 mm, etc. In this way, the nylon retaining ring prevents the piston assembly from making a hard collision with the guide assembly in the extreme compression or stretching state through mechanical limitation, reducing the risk of component wear. And setting the thickness within the range of 3 mm to 5 mm reserves a safety travel space, ensuring that the pressure in the air chamber does not exceed the critical value of 3 MPa, avoiding the rupture of the air chamber due to overpressure, and at the same time maintaining the structural integrity of the shock absorber under extreme working conditions.

[0054] In some embodiments, the ECU control unit 8 is integrated with an acceleration sensor 91 and a body attitude sensor 92. The ECU control unit 8 uses the PID algorithm to adjust the input current of the electromagnetic coil in real time according to the feedback signals of the acceleration sensor 91 and the body attitude sensor 92. In this way, through the multi-dimensional data acquisition of the acceleration sensor and the body attitude sensor, the ECU control unit can accurately identify the road surface impact intensity, the body roll angle, and the vibration frequency. Combining the closed-loop control strategy of the PID algorithm, it realizes the precise adjustment of the electromagnetic coil current, ensuring that the damping force highly matches the real-time road conditions. This design significantly improves the adaptive ability of the shock absorber. For example, it enhances the damping during sharp turns to suppress roll, and reduces the damping on straight roads to improve comfort.

[0055] In some embodiments, the outer cylinder support assembly 6 includes an outer cylinder body 61 and a connecting rod support 62. The connecting rod support 62 is fixedly connected to the motorcycle front fork by bolts, and a rubber buffer pad is provided between the outer cylinder body 61 and the working cylinder 1. The bolt fixing method of the connecting rod support simplifies the installation process of the shock absorber and the motorcycle front fork, improving the assembly efficiency. The rubber buffer pad further absorbs the high-frequency vibration energy, reduces the resonance phenomenon between the outer cylinder support assembly and the working cylinder, and extends the service life of the shock absorber. In addition, the rigid design of the outer cylinder body enhances the torsional resistance of the overall structure, ensuring the stability of the shock absorber under complex loading conditions.

[0056] In some embodiments, the mass fraction of magnetic particles in the magnetorheological fluid 5 is 20% - 40%, preferably 30%. Of course, it can also be 20%, 25%, 35%, 40%, etc.; and the particle size of the magnetic particles is 1μm - 10μm, preferably 5μm. Of course, it can also be 1μm, 2μm, 3μm, 4μm, 6μm, 7μm, 8μm, 9μm, 10μm, etc. By limiting the mass fraction of magnetic particles to 20% - 40%, it not only ensures the low-viscosity characteristics of the magnetorheological fluid in the absence of a magnetic field, but also ensures that a chain-like structure can be quickly formed under the action of a magnetic field to generate a high damping force. Moreover, the particle size range of 1μm - 10μm avoids the Brownian motion interference caused by too small particles or the sedimentation and stratification problems caused by too large particles, thus maintaining the long-term stability and response consistency of the magnetorheological fluid.

[0057] In some embodiments, the wire of the electromagnetic coil 31 is copper-clad aluminum wire, and the number of turns of the electromagnetic coil 31 is 200 to 500 turns, preferably 350 turns. Of course, it can also be 200 turns, 250 turns, 300 turns, 400 turns, 450 turns, 500 turns, etc. In this way, the copper-clad aluminum wire reduces the coil weight while ensuring the electrical conductivity, meeting the lightweight requirements of the motorcycle. Moreover, the number of turns in the range of 200 to 500 turns ensures that a magnetic field with sufficient intensity can be generated at low current, reducing the system power consumption. In addition, this design optimizes the heat distribution of the electromagnetic coil, avoiding the problem of overheating failure caused by long-term power-on and improving the reliability of the shock absorber.

[0058] The present invention also discloses a motorcycle, which includes a front fork and the motorcycle front magnetorheological shock absorber in any of the above embodiments, and the motorcycle front magnetorheological shock absorber is symmetrically installed on both sides of the front fork. In this way, by the symmetric installation of the double shock absorber structure, the uniform distribution of the front wheel load of the motorcycle is realized, enhancing the driving stability of the vehicle. The coordinated work of the double shock absorbers can offset the torque influence of the single-sided impact on the vehicle body, further suppressing the roll and pitch of the vehicle body. This design is especially suitable for high-speed cornering or rough road conditions, significantly improving the driving safety and controllability.

[0059] Moreover, the motorcycle is equipped with a driving mode switch, which is signal-connected to the ECU control unit and is used to switch between the sport mode, the comfort mode, or the adaptive mode. The driving mode switch allows the user to select different damping characteristics according to the needs. In the sport mode, the ECU control unit preferentially enhances the damping to improve the controllability; in the comfort mode, the damping force is reduced to optimize the vibration filtering effect; in the adaptive mode, the system dynamically adjusts the damping according to the real-time sensor data. This function expands the application scenarios of the shock absorber, taking into account both performance and user experience, and meeting the diverse driving needs.

[0060] Except for the above preferred embodiments, the technical solutions protected by the present invention are not limited to the above embodiments. It should be noted that the combination of the technical solutions of any one embodiment with the technical solutions of one or more other embodiments is within the protection scope of the present invention. Although the present invention has been described in detail with general descriptions and specific embodiments above, based on the present invention, some modifications or improvements can be made, which are obvious to those skilled in the art. Therefore, these modifications or improvements made without departing from the spirit of the present invention all belong to the scope of protection required by the present invention.

Claims

1. A front magnetorheological shock absorber for a motorcycle, characterized in that, Comprising: A working cylinder, internally provided with a guide assembly, a piston assembly, and a floating piston assembly; The piston assembly, internally provided with an electromagnetic coil and a damping channel, the damping channel penetrating through the upper and lower ends of the piston assembly; Magnetorheological fluid, filled in the working chamber between the guide assembly and the floating piston assembly; An outer cylinder support assembly, covering the working cylinder and connected to the guide assembly; An ECU control unit, electrically connected to the electromagnetic coil, for adjusting the current input to the electromagnetic coil according to sensor signals.

2. The front magnetorheological shock absorber for motorcycle according to claim 1, wherein The floating piston assembly includes an air chamber and a floating piston body, the air chamber is filled with compressed gas, and the air chamber and the working chamber are isolated by the floating piston body.

3. The front magnetorheological shock absorber for motorcycle according to claim 1, characterized in that, The cross-sectional area of the damping channel accounts for 5% - 15% of the cross-sectional area of the piston assembly, and the path of the damping channel is spiral or zigzag.

4. The front magnetorheological shock absorber for a motorcycle according to claim 1, characterized in that, A nylon retaining ring is provided between the guide assembly and the working cylinder, and the thickness of the nylon retaining ring is 3mm - 5mm.

5. The front magnetorheological shock absorber for a motorcycle according to claim 1, characterized in that The ECU control unit is integrated with an acceleration sensor and a vehicle body attitude sensor, and the ECU control unit adjusts the input current of the electromagnetic coil in real time by using a PID algorithm according to the feedback signals of the acceleration sensor and the vehicle body attitude sensor.

6. The front magnetorheological shock absorber for a motorcycle according to claim 1, characterized in that, The outer cylinder support assembly includes an outer cylinder body and a connecting rod support, the connecting rod support is fixedly connected to the motorcycle front fork by bolts, and a rubber buffer pad is provided between the outer cylinder body and the working cylinder.

7. The front magnetorheological shock absorber for motorcycle according to claim 1, characterized in that, The mass fraction of magnetic particles in the magnetorheological fluid is 20% - 40%, and the particle size of the magnetic particles is 1μm - 10μm.

8. The front magnetorheological shock absorber for motorcycle according to claim 1, characterized in that, The wire of the electromagnetic coil is copper-clad aluminum wire, and the number of turns of the electromagnetic coil is 200 - 500 turns.

9. A motorcycle, characterized in that, Including a front fork and the motorcycle front magnetorheological shock absorber according to any one of claims 1 to 8, and the motorcycle front magnetorheological shock absorber is symmetrically installed on both sides of the front fork.

10. The motorcycle according to claim 9, characterized in that, The motorcycle is configured with a driving mode switching switch, and the driving mode switching switch is signal-connected to the ECU control unit for switching between a sports mode, a comfort mode, or an adaptive mode.

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