Suspension damping support for lithium battery of electric motorcycle

Abstract

The invention relates to the technical field of lithium battery supports, in particular to an electric motorcycle lithium battery suspension damping support which comprises an outer-layer rigid frame, an inner-layer containing frame arranged in the outer-layer rigid frame and a telescopic guide connecting mechanism connecting the outer-layer rigid frame and the inner-layer containing frame. The telescopic guide connecting mechanism comprises a shell fixed to the outer-layer rigid frame and a piston rod inserted into the shell in a sliding mode. The shell and the piston rod are matched to define a variable-capacity cavity, a through flow channel is formed in the piston rod in the axial direction, one end of the through flow channel is communicated with the variable-capacity cavity, and a flow guide outlet extending towards the interior of the inner-layer containing frame is formed in the other end of the through flow channel. The relative displacement between the inner frame and the outer frame is used for driving the volume change of the variable-volume cavity, a medium is guided to enter the accommodating space through the through flow channel by virtue of the mechanical structure gap, and the structural flow channel is used for maintaining the air circulation in the box body while the flexible positioning and protection of the battery pack are realized.

Description

Technical Field

[0001] This invention relates to the field of lithium battery bracket technology, specifically to a lithium battery suspension shock absorber bracket for electric motorcycles. Background Technology

[0002] In the wave of electrification of two-wheeled vehicles, the reconstruction of chassis dynamics has become a core technological challenge. Unlike traditional gasoline motorcycles, the energy storage system (battery pack) of electric motorcycles is a huge static mass block, typically accounting for 25% to 40% of the total vehicle weight. Therefore, the battery suspension bracket is not just a simple physical connector, but a key subsystem concerning the vehicle's handling response and the safety of core components. In conventional designs, to ensure the vehicle's torsional stiffness and battery stability, the bracket is usually designed as a cage or frame structure, such as the battery frame disclosed in Chinese patent CN223296965U, which forms a rigid housing space by splicing multiple plates, firmly locking the battery pack inside the frame.

[0003] However, while rigidly coupling the heavy battery pack directly to the vehicle frame improves handling, it also transmits high-frequency vibrations and transient impacts from the road surface to the fragile battery cells and battery management system without attenuation. Long-term use can lead to busbar fatigue fracture or tab detachment. To address this contradiction, existing technologies generally employ an "elastic isolation" strategy, adding a damping medium between the rigid bracket and the battery. For example, Chinese patent CN118554101A discloses a power battery damping bracket that absorbs vibration by embedding rubber damping sleeves in the mounting holes; another example is the connecting buckle and support strip structure used in CN213184470U, which also relies on the elastic deformation of the material itself for cushioning. This "passive constant stiffness" solution, utilizing elastomers such as natural rubber or polyurethane, can indeed effectively balance installation stability and basic vibration damping requirements in urban paved roads or low-load commuting scenarios.

[0004] However, high-performance electric off-road motorcycles often experience violent jumps and landings when traveling on continuous rugged terrain. The measured peak vertical impact often exceeds 20g, even reaching a destructive load of 50g. Simultaneously, the high-current discharge of the high-power motor generates significant thermal radiation. Under these specific conditions of coupled high-temperature thermal radiation and extreme mechanical impact, existing technologies face an insurmountable single technical challenge: the physical failure of the elastomer material. Specifically, on the one hand, natural rubber ages rapidly in the high-temperature region of the motor, leading to irreversible drift in stiffness characteristics and loss of shock absorption performance. On the other hand, even when using high-temperature resistant silicone rubber, its low tear strength and linear stiffness curve make it prone to compression to its limit and "bottoming out" when encountering large impacts during off-road landings. This results in a hard collision between the battery pack and the frame, potentially causing battery casing deformation or even seal failure. This structural defect, limited by material properties, which prevents the simultaneous achievement of high-temperature resistance, high-impact resistance, and bottoming-out prevention, has become a key bottleneck restricting the development of high-performance electric off-road motorcycles.

[0005] To address this, a shock-absorbing bracket for the lithium battery suspension of an electric motorcycle is proposed. Summary of the Invention

[0006] The purpose of this invention is to provide a suspension shock absorber bracket for lithium batteries in electric motorcycles, which solves the problem of traditional rubber shock absorbers aging and failing under high-temperature off-road conditions. By using a telescopic mechanism to convert road bumps into pumped airflow, and by using the misalignment of the ball joint channel to generate throttling damping, active cooling of "vibration is heat dissipation" is achieved. In the event of severe impact, a high-rigidity air chamber is instantly formed, which effectively prevents the battery pack from tipping over and the shock absorber from hitting the bottom.

[0007] To achieve the above objectives, the present invention provides the following technical solution: An electric motorcycle lithium battery suspension shock absorber bracket includes an outer rigid frame and an inner accommodating frame. The inner accommodating frame is disposed within the internal space of the outer rigid frame and is used to accommodate and fix the lithium battery pack. It also includes... A telescopic guide connection mechanism is provided between the outer rigid frame and the inner accommodating frame to suspend and support the inner accommodating frame on the outer rigid frame. The telescopic guide connection mechanism includes a housing mounted on an outer rigid frame and a piston rod slidably inserted into the housing; The housing and piston rod define a variable-volume chamber. The piston rod is configured as a hollow structure. One end of the piston rod is open and communicates with the variable-volume chamber, and the other end of the piston rod is open and has a frame facing the inner layer. The relative mechanical displacement between the outer rigid frame and the inner accommodating frame reduces vibration, and at the same time, the vibration reduction drives the volume change of the variable volume chamber, so that the medium in the variable volume chamber enters the interior of the inner accommodating frame through the piston rod. This converts the useless mechanical energy generated by road bumps into fluid kinetic energy, achieving a self-driven cooling effect of "vibration equals heat dissipation," effectively solving the problem of heat accumulation caused by high current discharge of batteries in enclosed spaces. Moreover, the more intense the vibration, the higher the heat dissipation efficiency.

[0008] Preferably, in order to allow external airflow to flow into the lithium battery pack, the housing is equipped with a first flow control unit at one end of the outer rigid frame, and a second flow control unit is equipped at the end of the piston rod connected to the inner accommodating frame. The first flow control unit only maintains a single flow direction for the medium to flow from the outside into the variable capacity chamber, and the second flow control unit only maintains a single flow direction for the medium to flow from the inside of the piston rod to the outside. This forms a unidirectional airflow circulation system, which forces the cooling medium to flow continuously and directionally across the battery surface, avoiding the heat island effect caused by hot gas recirculation and significantly improving heat exchange efficiency.

[0009] Preferably, in order to buffer the process of the inner accommodating frame moving away from the outer rigid frame, a flow limiting plate is installed inside the shell. The flow limiting plate is located between the first flow control unit and the outer rigid frame. The external medium first passes through the flow limiting plate and then through the first flow control unit. Utilizing the microporous air-permeable damping characteristics of the flow restrictor, it forms an air damping buffer under severe impact conditions, helping to absorb high-frequency vibrations; at the same time, it acts as a primary filter, preventing sand and dust in the off-road environment from entering the precisely fitted variable-volume chamber, ensuring the sealing life of the mechanism.

[0010] Preferably, in order to release the degrees of freedom of the inner accommodating frame in each direction relative to the outer rigid frame to fully reduce vibration, the piston rod includes a push plate and a gas rod. The push plate is slidably connected inside the housing, and the gas rod is connected between the push plate and the inner accommodating frame, and the gas rod and the push plate are kept in a ball joint connection. This allows for the release of rotational freedom when the frame undergoes torsional deformation due to off-road jumps, preventing the piston rod from bending or jamming due to lateral forces caused by rigid connections, and ensuring the smoothness and reliability of vibration damping under complex stress.

[0011] Preferably, there are multiple telescopic guide connection mechanisms, and at most one telescopic guide connection mechanism has its air rod fixedly connected to the inner accommodating frame, while the air rods of the other telescopic guide connection mechanisms are slidably connected to the inner accommodating frame. This eliminates over-positioning interference caused by multi-point rigid constraints, allowing the inner accommodating frame to tilt in all directions during vibration, thereby improving the damping effect.

[0012] Preferably, to enhance the shock absorption capability of the support under strong earthquake conditions, the connection end between the air rod and the push plate is provided with a spherical protrusion, and a spherical concave is opened on the push plate to match the spherical protrusion. A first channel is opened inside the spherical concave to connect to the variable volume chamber, and a second channel is opened inside the air rod. When the air rod is vertical, the port of the first channel on the surface of the spherical concave is aligned with the port of the second channel on the surface of the spherical protrusion. The above scheme enables the shock absorption capacity of the bracket to adapt to the driving environment of the electric motorcycle; when the vehicle is in a straight and stable state (with the air column vertical), the maximum air cooling channel is opened; when the air column tilts due to a side tilt or severe bumps, the first and second channels are misaligned and cut off, and the air spring stiffness is increased instantly by using the closed air chamber to provide strong support and prevent the bracket from tipping over or hitting the bottom.

[0013] Preferably, in order to lock the axial degree of freedom of the push plate, the ball concave is set at the center of the push plate, so that the force application center of the gas rod is always located at the center of the push plate, thereby avoiding the generation of torque during the axial sliding of the push plate, thus making the axial sliding of the push plate more stable.

[0014] Preferably, in order to reduce the impact at the end of the shock absorber, the pusher is provided with an expansion block at one end of the variable volume chamber. The expansion block is a conical structure with the small end facing the variable volume chamber, and the shell is provided with a constriction that matches the expansion block. In the above scheme, the gradually decreasing flow cross-section of the conical structure generates a sharp increase in fluid resistance and mechanical friction, thereby achieving soft landing buffer and eliminating impact and hard damage caused by ultimate compression.

[0015] Preferably, in order to maintain the natural position of the inner accommodating frame, there are horizontal springs and vertical springs between the outer rigid frame and the inner accommodating frame. The horizontal springs are installed in pairs so as to cancel each other's forces in the natural state, and the spring constant of the horizontal springs is smaller than that of the vertical springs. This ensures strong vertical support for heavy battery packs while allowing high-frequency, low-amplitude horizontal vibrations to be flexibly absorbed, thus isolating horizontal shear forces from causing fatigue damage to the battery tabs and busbars.

[0016] Preferably, to promote heat dissipation of the lithium battery pack, a groove is formed on the inner surface of the inner accommodating frame, and the piston rod communicates with the groove.

[0017] Compared with the prior art, the beneficial effects of the present invention are as follows: 1. This invention overcomes the shortcomings of traditional rubber shock absorber sleeves, which are susceptible to aging due to motor heat radiation and stiffness drift. It adopts a rigid shell in conjunction with a telescopic guide connection mechanism, and uses road bumps to drive changes in the volume of the variable-capacity chamber, converting the originally harmful vibration energy into beneficial cooling airflow. This not only achieves reliable mechanical shock absorption under high impact loads, but also solves the problem of heat accumulation in the closed battery pack, making it particularly suitable for high-intensity off-road conditions.

[0018] 2. This invention achieves a balance between heat dissipation and support through the coordinated design of the gas spring ball joint and the push plate ball joint. When the vehicle is traveling smoothly (gas spring is vertical), the channels are aligned, airflow is smooth, and heat dissipation is emphasized. When the vehicle encounters a severe impact or a large angle of tilt (gas spring is tilted), the channels are misaligned and closed, and the variable capacity chamber instantly forms a closed air chamber, which greatly improves the stiffness of the air spring and effectively prevents the lithium battery pack from tipping over and bottoming out under extreme motorcycle actions.

[0019] 3. This invention forms a full-stroke graded protection system from micro-vibration to extreme impact by using the pneumatic damping of the flow restrictor, the mechanical locking at the end of the expansion block, and the anisotropic stiffness configuration of the spring system. The flow restrictor also has the function of filtering sand and dust, protecting the internal precision mechanism; the expansion block eliminates hard collisions at the end of the stroke; and the sliding connection releases the torsional stress of the frame. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the overall isometric structure of the present invention; Figure 2 This is a top view of the overall structure of the present invention; Figure 3 This is a schematic diagram of the internal structure of the telescopic guide connection mechanism of the present invention; Figure 4 For the present invention Figure 3 An enlarged schematic diagram of part A in the middle; Figure 5 This is a schematic diagram of the inner layer accommodating frame under extreme compression state according to the present invention; Figure 6 This is a schematic diagram of the natural state of the present invention; Figure 7 This is a schematic diagram of the vibration reduction state of the present invention.

[0021] In the diagram: 1. Outer rigid frame; 2. Inner accommodating frame; 21. Groove; 22. Baffle; 3. Telescopic guide connecting mechanism; 31. Housing; 311. Variable volume chamber; 312. First flow control unit; 313. Flow limiting plate; 314. Narrowing; 32. Piston rod; 321. Second flow control unit; 322. Push plate; 323. Gas rod; 324. Ball convex; 325. Ball concave; 326. Expanding block; 327. First channel; 328. Second channel; 4. Horizontal spring; 5. Vertical spring. Detailed Implementation

[0022] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0023] Please see Figures 1 to 7 This invention provides a lithium battery suspension shock absorber bracket for electric motorcycles, the technical solution of which is as follows: An electric motorcycle lithium battery suspension shock absorber bracket includes an outer rigid frame 1 and an inner accommodating frame 2. The outer rigid frame 1 is fixed to the frame of the electric motorcycle, which can be achieved by bolt connection or other methods. The inner accommodating frame 2 is disposed within the internal space of the outer rigid frame 1 and is used to accommodate and fix the lithium battery pack. The lithium battery pack is inserted through an opening at the top of the inner accommodating frame 2. After installation, the lithium battery pack is fixed within the inner accommodating frame 2 from the top. The bracket also includes a telescopic guide connection mechanism 3 disposed between the outer rigid frame 1 and the inner accommodating frame 2 to suspend and support the inner accommodating frame 2. On the outer rigid frame 1; the telescopic guide connection mechanism 3 includes a housing 31 mounted on the outer rigid frame 1 and a piston rod 32 slidably inserted into the housing 31; the housing 31 and the piston rod 32 define a variable displacement chamber 311, the piston rod 32 is configured as a hollow structure, one end of the piston rod 32 is open to communicate with the variable displacement chamber 311, and the other end of the piston rod 32 is open to face the inner accommodating frame 2; the relative mechanical displacement between the outer rigid frame 1 and the inner accommodating frame 2 reduces vibration, and the vibration reduction simultaneously drives the volume change of the variable displacement chamber 311 so that the medium in the variable displacement chamber 311 enters the interior of the inner accommodating frame 2 through the piston rod 32; In the actual manufacturing process, the inner walls of both the outer rigid frame 1 and the inner accommodating frame 2 are coated with a polyurethane elastic damping coating with a thickness of 0.5mm to 2mm to absorb high-frequency noise and prevent metal fatigue. In addition, after the lithium battery pack is installed, the inner accommodating frame 2 needs to be fitted with a sealing cover plate (not shown in the figure) on top, and an exhaust grille is opened on the cover plate.

[0024] As one embodiment of the present invention, refer to Figures 1-4 The housing 31 has a first flow control unit 312 installed at one end of the outer rigid frame 1, and a second flow control unit 321 installed at the end of the piston rod 32 connected to the inner accommodating frame 2. The first flow control unit 312 only maintains the single flow direction of the medium from the outside to the variable volume chamber 311, and the second flow control unit 321 only maintains the single flow direction of the medium from the inside of the piston rod 32 to the outside. Specifically, both the outer rigid frame 1 and the inner accommodating frame 2 can be made of high-strength aluminum alloy (such as 7075 series) through CNC integral molding or welding to meet the torsional stiffness requirements under off-road conditions; the first flow control unit 312 and the second flow control unit 321 can be specifically designed as a plate-type check valve or a spring-loaded ball valve; the opening pressure threshold of the first flow control unit 312 is set to be lower than that of the second flow control unit 321 to ensure that during the extension (rebound) stroke of the piston rod 32, the variable displacement chamber 311 preferentially draws air from the outside; during the compression stroke, the compressed air in the chamber preferentially enters the inner accommodating frame 2 through the second flow control unit 321, thereby forming a defined airflow pumping cycle; Furthermore, to ensure the pump's air response sensitivity under minor vibrations, the valve plates in the first flow control unit 312 and the second flow control unit 321 are made of beryllium bronze sheets or PEEK material with high fatigue life. At the same time, at least two O-rings or Y-shaped lip seals are provided between the sliding contact surfaces of the housing 31 and the piston rod 32. The seals are made of high-temperature resistant fluororubber and are coated with perfluoropolyether grease during assembly to ensure that the airtightness of the variable displacement chamber 311 can be maintained and the frictional resistance can be controlled within the design range under ambient temperatures ranging from -20℃ to 150℃.

[0025] As one embodiment of the present invention, refer to Figure 4 A flow limiting plate 313 is installed inside the housing 31. The flow limiting plate 313 is located between the first flow control unit 312 and the outer rigid frame 1. The external medium first passes through the flow limiting plate 313 and then through the first flow control unit 312. The flow restrictor 313 is preferably made of porous copper-nickel alloy sintered plate or stainless steel powder metallurgy sintered plate. This material not only acts as a primary air filter, but also utilizes the fluid resistance (pressure loss) generated by its microporous structure to form basic aerodynamic damping. When the piston rod 32 moves at high speed, the air generates turbulence through the sintered micropores, converting some of the mechanical vibration energy into heat energy for dissipation, and assisting the spring system in suppressing high-frequency micro-amplitude vibrations. In practical selection, the aperture of the flow restrictor 313 needs to be matched according to the preset damping coefficient. If the electric motorcycle is set to off-road racing mode, a sintered plate with a smaller aperture (e.g., 20-30μm) is selected to increase intake resistance, thereby improving the air spring stiffness during the compression stroke; if set to long-distance touring mode, a sintered plate with a larger aperture (e.g., 40-50μm) is selected to reduce intake resistance and increase the cooling airflow. The flow restrictor 313 is fixed to the bottom of the housing 31 by a threaded pressure ring, facilitating periodic disassembly for cleaning or replacement.

[0026] As one embodiment of the present invention, refer to Figure 4The piston rod 32 includes a push plate 322 and a gas rod 323. The push plate 322 is slidably connected inside the housing 31, and the gas rod 323 is connected between the push plate 322 and the inner accommodating frame 2, and the gas rod 323 and the push plate 322 are connected by a ball joint. In terms of manufacturing process, the outer circumferential surface of the push plate 322 is provided with a wear-resistant sealing ring (such as a piston ring filled with PTFE material) to ensure its airtightness when sliding in the housing 31; and in order to install the ball protrusion 324 inside the ball concave 325, the push plate 322 adopts a split structure to lock the ball protrusion 324 by means of threaded cap or split bolt connection; the mating surfaces of the ball protrusion 324 and the ball concave 325 need to be treated with hard chrome plating or diamond-like coating to reduce the coefficient of friction and prevent sealing failure under long-term high-frequency fretting wear, so as to ensure the smoothness and airtightness when the two rotate relative to each other; To achieve precise control of channel alignment when the gas spring 323 is vertical and the flow cross-section is reduced when tilted, the outer diameter tolerance zone of the ball joint 324 is controlled at h7 grade, and the inner diameter tolerance zone of the ball concave 325 is controlled at H7 grade. The mating clearance between the ball joint 324 and the ball concave 325 must be strictly controlled between 0.01mm and 0.03mm. This clearance allows the ball joint to rotate flexibly and seals with the oil film formed by the lubricating grease, while also preventing a large amount of high-pressure gas from leaking from the ball joint mating surface, ensuring that most of the gas flows through the first channel 327 and the second channel 328.

[0027] As one embodiment of the present invention, refer to Figure 3 and Figure 5 The number of telescopic guide connection mechanisms 3 is multiple, and at most one telescopic guide connection mechanism 3 has its air rod 323 fixedly connected to the inner layer receiving frame 2, while the air rods 323 of the other telescopic guide connection mechanisms 3 are slidably connected to the inner layer receiving frame 2. The specific implementation methods of "fixed connection" and "sliding connection" are as follows: A removable baffle 22 is constructed on the lower side of the inner accommodating frame 2. The inner accommodating frame 2 has a connecting groove inside to accommodate the end of the air rod 323. The upper surface of the end of the air rod 323 is fitted against the inner wall of the connecting groove, and the lower surface of the end of the air rod 323 is aligned with the opening of the connecting groove. The inner diameter of one of the connecting grooves is consistent with the outer diameter of the end of the air rod 323 (e.g., ...). Figure 5 (As shown on the left), thus restricting the sliding of the end of the air rod 323, i.e., "fixed connection", the inner diameter of the remaining connecting grooves is larger than the outer diameter of the end of the air rod 323 (as shown on the left). Figure 5 As shown on the right), while using multiple telescopic guide connection mechanisms 3 to stably support the inner layer housing frame 2, the inner layer housing frame 2 can still be guaranteed to have the degree of freedom in all directions, thereby improving the shock absorption effect.

[0028] As one embodiment of the present invention, refer to Figure 4The connection end between the air rod 323 and the push plate 322 is provided with a spherical protrusion 324. The push plate 322 has a spherical concave 325 that matches the spherical protrusion 324. A first channel 327 is provided inside the spherical concave 325 to connect to the variable volume chamber 311. A second channel 328 is provided inside the air rod 323. When the air rod 323 is vertical, the port of the first channel 327 on the surface of the spherical concave 325 is aligned with the port of the second channel 328 on the surface of the spherical protrusion 324. The spherical concave 325 is located at the center of the push plate 322. In terms of geometric design, to avoid the "airlock" phenomenon caused by the complete closure of the air passage, the port diameter D1 of the first channel 327 (inside the ball concave 325) is designed to be slightly larger than the port diameter D2 of the second channel 328 (inside the ball convex 324) (e.g., D1=1.2×D2). When the tilt angle of the air rod 323 relative to the push plate 322 reaches the maximum design threshold α (e.g., 15°), the relative displacement of the ball convex 324 and the ball concave 325 causes the ports of the first channel 327 and the second channel 328 to not completely separate, but to maintain a small overlapping area (e.g., the overlapping area is 5% to 10% of the original flow area). This small overlapping area constitutes a high-resistance throttling orifice. With this design, when the vehicle tilts or is subjected to a severe impact that causes the air strut 323 to tilt, the wide airflow channel instantly becomes a narrow throttling gap. At this time, although the air in the variable volume chamber 311 can still be discharged, the flow rate is greatly restricted, thereby generating a strong aerodynamic damping force. This provides strong support similar to a high-stiffness spring to prevent rollover, while also ensuring that the piston rod 32 can continue to descend at a low speed under extreme loads to avoid hard collisions.

[0029] As one embodiment of the present invention, refer to Figure 5 The pusher plate 322 is provided with an expansion block 326 at one end of the variable volume chamber 311. The expansion block 326 is a tapered structure with the small end facing the variable volume chamber 311. The shell 31 is provided with a constriction 314 that matches the expansion block 326. The expansion block 326 is preferably made of an engineering plastic with a certain degree of elasticity (such as modified nylon PA66 or polyoxymethylene POM), whose Vickers hardness is slightly lower than that of the metal material of the shell 31. When the expansion block 326 is forcibly inserted into the constriction 314, it uses the slight elastic deformation of the material itself to generate high-intensity frictional damping to absorb the impact kinetic energy. At the same time, the cone angle of the expansion block 326 should be designed to be greater than the self-locking angle of the material (preferably 15° to 20°) to ensure that after the impact, the expansion block 326 can be smoothly pulled out of the constriction 314 by the rebound force of the vertical spring 5, avoiding mechanical jamming.

[0030] As one embodiment of the present invention, refer to Figure 6 and Figure 7Between the outer rigid frame 1 and the inner accommodating frame 2, there are horizontal springs 4 and vertical springs 5. The horizontal springs 4 are installed in pairs so that they cancel each other out in their natural state, and the spring constant of the horizontal springs 4 is smaller than that of the vertical springs 5. Specifically, the stiffness coefficient of the vertical spring 5 is set to be 5 to 10 times that of the stiffness coefficient of the horizontal spring 4. The high stiffness in the vertical direction is used to bear the static weight of the lithium battery pack and the vertical impact during off-road jumps; while the low stiffness in the horizontal direction forms a "soft connection" to effectively isolate the horizontal shear vibration generated by the high-frequency operation of the electric motorcycle motor and the high-frequency vibration caused by road gravel, preventing the busbar inside the battery module from fatigue and breaking due to long-term high-frequency micro-vibration. In terms of installation structure, both ends of the horizontal spring 4 and the vertical spring 5 are provided with spring seats made of nylon or polyurethane. A guide post is provided in the center of the spring seat to prevent the spring from buckling laterally under ultimate compression. In addition, all horizontal springs 4 are in a pre-compressed state in their natural state (the pre-compression amount is 10% to 15% of the free length) to ensure that the inner accommodating frame 2 is always clamped and centered by the paired horizontal springs 4.

[0031] As one embodiment of the present invention, refer to Figure 5 A groove 21 is provided on the inner surface of the inner accommodating frame 2, and the inside of the piston rod 32 is connected to the groove 21; Specifically, the groove 21 is not a simple straight groove, but is designed as a serpentine flow channel or a grid-like flow channel covering the inner wall of the inner accommodating frame 2. The depth of the groove 21 is 2mm to 5mm and the width is 5mm to 10mm. When the lithium battery pack is placed into the inner accommodating frame 2, the outer wall of the lithium battery pack and the groove 21 together form a closed air circulation network. To construct a complete heat dissipation circuit, an air inlet is provided at the bottom of the inner housing frame 2 corresponding to the position of each piston rod 32, and the air inlet is connected to the starting end of the groove 21; at the same time, several exhaust holes (not shown in the figure) are provided at the top edge of the inner housing frame 2, and the exhaust holes are connected to the end of the groove 21. When the high-pressure air pumped in by the piston rod 32 enters the groove 21, the airflow will be forced to flow along a serpentine path through the entire side of the battery pack casing, forming a turbulent boundary layer. Finally, the hot air carrying heat is discharged from the top exhaust hole, thereby avoiding the accumulation of heat at the bottom of the frame.

[0032] Working principle: First, in order to utilize the energy of road bumps for active forced air cooling, the specific method is: when the vehicle vibrates while driving, the outer rigid frame 1 and the inner accommodating frame 2 will have relative displacement. 1) During the compression stroke, the piston rod 32 moves downward, the volume of the variable volume chamber 311 decreases, and the compressed air inside forces the first flow control unit 312 (inlet one-way valve) to close and opens the second flow control unit 321 (outlet one-way valve). The high-pressure airflow enters the serpentine flow guide groove 21 on the inner wall of the inner layer housing frame 2 through the hollow cavity of the piston rod 32 and the ball joint channel. The airflow is restricted by the groove 21, forms a high-speed turbulent flow close to the surface of the battery pack shell, peels off the thermal boundary layer, and finally carries the heat out from the top exhaust port. 2) During the rebound stroke, the variable volume chamber 311 generates negative pressure, the first flow control unit 312 opens, and the outside cold air is drawn into the chamber after being filtered by sand and dust through the porous sintered flow limiting plate 313, thus completing the air intake process. 3) This cycle continues, and the bumpier the road surface, the higher the pumping frequency and the stronger the cooling efficiency, thus achieving an adaptive match between heat dissipation capacity and operating load. Secondly, in order to prevent the battery pack from tipping over under extreme conditions and to take into account deep stroke buffering, the specific method is to use the channel misalignment mechanism at the ball joint to achieve "variable damping" characteristics. 1) When the vehicle is driving smoothly, the air strut 323 remains vertical, and the first channel 327 and the second channel 328 inside the ball joint are completely aligned, resulting in the maximum airflow cross section and the minimum flow resistance. The system focuses on rapid heat dissipation and flexible shock absorption. 2) When the vehicle encounters a severe lateral impact or a high-angle jump and landing, causing the air strut 323 to tilt relative to the push plate 322 beyond a preset threshold (such as 15°), the first channel 327 and the second channel 328 are misaligned. The originally wide air passage instantly becomes an extremely narrow throttling gap. At this time, the air in the variable volume chamber 311 must overcome huge fluid resistance to be discharged, instantly generating extremely high aerodynamic damping force. This provides strong support similar to a high-stiffness spring to resist lateral tilting, and allows the mechanism to slowly descend with high resistance under extreme impact, avoiding the rigid impact of "air lock" caused by the complete closure of the air passage. Furthermore, to eliminate hard impacts at the end of the stroke and protect precision mechanisms, the specific method is as follows: 1) When the shock absorber is compressed to its limit position, the tapered expansion block 326 at the end of the piston rod 32 is forcibly embedded into the constriction 314 of the housing 31, and the remaining impact kinetic energy is consumed by the mechanical friction force and annular throttling effect generated by the micro deformation of the material. 2) The flow restrictor 313 of the air inlet uses its microporous structure to generate air intake damping, which helps to dissipate high-frequency vibration energy. At the same time, it acts as a precision filter to block external particles from entering the variable volume chamber 311, thus ensuring the life of the piston sealing assembly. Finally, to achieve multi-dimensional vibration isolation and stress relief, the specific methods are as follows: 1) Decoupling is achieved using a spring system with differentiated stiffness: the vertical spring 5 has high stiffness to bear the weight of the battery and vertical impact; the horizontal spring 4 has low stiffness and is preloaded to form a "flexible suspension", which effectively isolates the horizontal shear vibration generated by the high-frequency operation of the motor and prevents fatigue fracture of the battery busbar. 2) Utilizing the "one fixed, multiple sliding" connection strategy: Only one set of telescopic guide connection mechanism 3 is fixedly connected to the inner accommodating frame 2 at the bottom, while the remaining telescopic guide connection mechanisms 3 are slidably connected. When the frame undergoes torsional deformation due to off-road action, the connection point can slide freely in the horizontal direction to release torsional stress and prevent the piston rod 32 from jamming due to lateral force, ensuring that the telescopic guide connection mechanism 3 always works in the optimal linear zone.

[0033] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A lithium battery suspension shock absorber bracket for an electric motorcycle, comprising an outer rigid frame and an inner accommodating frame, wherein the inner accommodating frame is disposed within the internal space of the outer rigid frame and is used to accommodate and fix a lithium battery pack, characterized in that: Also includes A telescopic guide connection mechanism is provided between the outer rigid frame and the inner accommodating frame to suspend and support the inner accommodating frame on the outer rigid frame. The telescopic guide connection mechanism includes a housing mounted on an outer rigid frame and a piston rod slidably inserted into the housing; The housing and piston rod define a variable-volume chamber. The piston rod is configured as a hollow structure. One end of the piston rod is open and communicates with the variable-volume chamber, and the other end of the piston rod is open and has a frame facing the inner layer. The relative mechanical displacement between the outer rigid frame and the inner accommodating frame reduces vibration, and at the same time, the vibration reduction drives the volume change of the variable volume chamber, so that the medium in the variable volume chamber enters the interior of the inner accommodating frame through the piston rod.

2. The electric motorcycle lithium battery suspension shock absorber bracket according to claim 1, characterized in that: To allow external airflow to reach the lithium battery pack, the housing has a first flow control unit installed at one end of the outer rigid frame, and a second flow control unit installed at the end of the piston rod connected to the inner accommodating frame. The first flow control unit maintains a single flow direction for the medium to flow from the outside into the variable capacity chamber, and the second flow control unit maintains a single flow direction for the medium to flow from the inside of the piston rod to the outside.

3. The electric motorcycle lithium battery suspension shock absorber bracket according to claim 2, characterized in that: To enhance the buffering effect during the process of the inner accommodating frame moving away from the outer rigid frame, a flow limiting plate is installed inside the housing. The flow limiting plate is located between the first flow control unit and the outer rigid frame, and the external medium first passes through the flow limiting plate and then through the first flow control unit.

4. The electric motorcycle lithium battery suspension shock absorber bracket according to claim 1, characterized in that: To fully reduce vibration by releasing the degrees of freedom of the inner accommodating frame in all directions relative to the outer rigid frame, the piston rod includes a push plate and a gas rod. The push plate is slidably connected inside the housing, and the gas rod is connected between the push plate and the inner accommodating frame, with the gas rod and the push plate maintaining a ball joint connection.

5. The electric motorcycle lithium battery suspension shock absorber bracket according to claim 4, characterized in that: To provide multi-point support for the inner accommodating frame and improve shock absorption stability, the telescopic guide connection mechanism is multiplied, with at most one telescopic guide connection mechanism having its air rod fixedly connected to the inner accommodating frame, while the air rods of the remaining telescopic guide connection mechanisms are slidably connected to the inner accommodating frame.

6. The electric motorcycle lithium battery suspension shock absorber bracket according to claim 4, characterized in that: To enhance the shock absorption capability of the support under strong earthquake conditions, a spherical protrusion is provided at the connection end between the air rod and the push plate, and a spherical concave is opened on the push plate to match the spherical protrusion. A first channel is opened inside the spherical concave to connect to the variable volume chamber, and a second channel is opened inside the air rod. When the air rod is vertical, the port of the first channel on the surface of the spherical concave is aligned with the port of the second channel on the surface of the spherical protrusion.

7. The electric motorcycle lithium battery suspension shock absorber bracket according to claim 6, characterized in that: To lock the axial degree of freedom of the push plate, the ball recess is located at the center of the push plate.

8. The electric motorcycle lithium battery suspension shock absorber bracket according to claim 4, characterized in that: To reduce the impact at the end of the shock absorber, the pusher plate is provided with an expansion block at one end of the variable volume chamber. The expansion block is a conical structure with the small end facing the variable volume chamber, and the shell is provided with a constriction that matches the expansion block.

9. The electric motorcycle lithium battery suspension shock absorber bracket according to claim 1, characterized in that: To maintain the natural position of the inner accommodating frame, there are horizontal and vertical springs between the outer rigid frame and the inner accommodating frame. The horizontal springs are installed in pairs to cancel each other out in the natural state, and the spring constant of the horizontal springs is smaller than that of the vertical springs.

10. The electric motorcycle lithium battery suspension shock absorber bracket according to claim 1, characterized in that: To facilitate heat dissipation of the lithium battery pack, a groove is formed on the inner surface of the inner accommodating frame, and the piston rod communicates with the groove.

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