Aluminum-carbon composite high-rigidity anti-fatigue motorcycle frame

Abstract

The application discloses an aluminum-carbon composite high-rigidity anti-fatigue motorcycle frame and belongs to the technical field of motorcycle frame structures. The application adopts a split composite structure of an aluminum alloy main frame and a carbon fiber auxiliary frame, a rear suspension system is rigidly connected with the aluminum alloy main frame through a rocker arm only, and the carbon fiber auxiliary frame does not bear impact load of the rear suspension. The left and right carbon fiber auxiliary frames are fixed with the main frame in a mode of positioning cooperation through butterfly tenons and riveting of aluminum alloy cover plates. A polyurethane buffer separation layer is arranged in a connecting gap, so that vibration can be buffered, electrochemical corrosion can be insulated, and shear stress of a carbon fiber connecting part can be eliminated. A modular aluminum alloy cross bar is additionally arranged in the middle of the carbon fiber auxiliary frame, and an aluminum alloy rear handrail or a rear cargo rack is integrated at the tail, and both adopt an assembly form of an aluminum alloy cover plate cooperating with a polyurethane separation layer, so that the overall transverse rigidity and torsional rigidity of the auxiliary frame are improved. The application has clear stress paths, excellent light weight effect, strong anti-fatigue and corrosion resistance, and is suitable for various motorcycles and electric motorcycles.

Description

Technical Field

[0001] This invention relates to the field of motorcycle structure, specifically to an aluminum-carbon composite high-rigidity fatigue-resistant motorcycle frame. Background Technology

[0002] The motorcycle frame is the core load-bearing skeleton of the entire vehicle, directly determining the vehicle's handling stability, structural strength, shock absorption performance, and service life. With the development of lightweight and high-end motorcycles, traditional single steel frames are heavy and have poor damping, single carbon fiber frames are costly, lack impact resistance and toughness, and are difficult to form large components, while single aluminum alloy frames have limited torsional stiffness and obvious high-frequency vibration fatigue defects. Therefore, aluminum-carbon composite frames have become the mainstream upgrade direction in the industry.

[0003] Currently, existing aluminum-carbon composite motorcycle frames generally suffer from numerous technical defects:

[0004] First, the stress distribution is unreasonable. The carbon fiber subframe often indirectly bears the impact load of the rear suspension. The carbon fiber material has weak shear resistance and instantaneous impact resistance. Under long-term stress, it is prone to delamination, cracking, and delamination damage.

[0005] Secondly, the connection structure is rudimentary, often using bolts for direct locking. The metal and carbon fiber are in hard contact, and the vibration during driving generates continuous shear force, which easily wears down the carbon fiber structure. At the same time, the contact between the metal and carbon fiber is prone to electrochemical corrosion, accelerating the aging of the structure.

[0006] Third, the overall rigidity is insufficient. The left and right carbon fiber subframes lack lateral reinforcement structures, and the torsional rigidity of the rear overhang position is poor. When driving at high speeds or cornering, the frame is prone to deformation and body swaying, resulting in poor handling stability.

[0007] Fourth, there is a lack of buffer protection and no dedicated buffer layer structure. The vibration of the whole vehicle is directly transmitted to the connection parts. The riveted and bolted connections are prone to loosening. After long-term use, the probability of structural noise and fatigue failure is high.

[0008] In view of the many shortcomings of existing technologies, there is an urgent need to design an aluminum-carbon composite motorcycle frame with clear stress zones, stable connection structure, buffering, corrosion resistance and shear resistance, and excellent overall rigidity. Summary of the Invention

[0009] To address the shortcomings of the existing technology, this invention provides an aluminum-carbon composite high-rigidity fatigue-resistant motorcycle frame. This addresses the technical problems of chaotic stress distribution, easy damage to carbon fiber, insufficient rigidity, corrosion and wear, and vibration fatigue in the aluminum-carbon composite frame, achieving a comprehensive performance upgrade in terms of lightweight, high rigidity, high stability, and long lifespan.

[0010] To achieve the above objectives, the present invention adopts the following technical solution:

[0011] A high-rigidity, fatigue-resistant aluminum-carbon composite motorcycle frame, characterized in that it includes an aluminum alloy main frame, a symmetrically arranged carbon fiber left subframe, a carbon fiber right subframe, modular aluminum alloy crossbars, aluminum alloy rear-mounted accessories, and a polyurethane buffer layer.

[0012] The aluminum alloy main frame is the main load-bearing structure of the entire vehicle. The motorcycle's rear swingarm is assembled and connected to the aluminum alloy main frame through a shock absorber, or a multi-link mechanism plus a shock absorber. This ensures that the suspension impact load and the core load of the entire vehicle are all borne by the aluminum alloy main frame, completely isolating the impact stress risk of the carbon fiber subframe.

[0013] The ends of the carbon fiber left subframe and carbon fiber right subframe connected to the aluminum alloy main frame are all equipped with butterfly tenon structures. The butterfly tenon structures are positioned and inserted into the pre-set tenon grooves on the aluminum alloy main frame. The outer side of the insertion position is covered by a first aluminum alloy cover plate, and the assembly and fixation are completed by bolts or rivets. This achieves a dual connection structure of tenon and mortise positioning and riveting fastening, with high connection accuracy, firm positioning and strong anti-disengagement ability.

[0014] The polyurethane buffer layer is provided in all the fitting gaps between the carbon fiber left subframe, the carbon fiber right subframe and the aluminum alloy main frame and the aluminum alloy cover plate; the polyurethane buffer layer can completely isolate the metal from direct contact with the carbon fiber, eliminating electrochemical corrosion; at the same time, it can buffer high-frequency vibration during driving, absorb stress at the connection points, significantly reduce the shear stress at the carbon fiber connection points, and avoid carbon fiber delamination, cracking and wear.

[0015] The modular aluminum alloy crossbar is installed between the main body of the carbon fiber left subframe and the carbon fiber right subframe. The two ends of the modular aluminum alloy crossbar are respectively locked and assembled with the carbon fiber left subframe and the carbon fiber right subframe on both sides through a second aluminum alloy cover plate and a polyurethane buffer layer; forming a middle transverse reinforcement frame, which greatly improves the torsional and deformation resistance of the middle section of the subframe.

[0016] The rear of the carbon fiber left and right subframes are fitted with aluminum alloy rear grab handles or aluminum alloy rear racks. The bottom of the aluminum alloy rear rack has connecting grooves corresponding to the carbon fiber left and right subframes. These connecting grooves are locked to the carbon fiber left and right subframes via a third aluminum alloy cover plate and a polyurethane buffer layer. Modular metal fittings further enclose and reinforce the suspended structure at the rear of the subframes, completely solving the problems of insufficient rigidity and excessive sway at the rear of the subframes, and comprehensively improving the overall structural rigidity and driving stability of the entire vehicle frame.

[0017] Furthermore, the butterfly tenon structure is a one-piece molded carbon fiber structure, with the tenon and mortise having an interference fit and a tolerance controlled within 0.1-0.3mm, achieving axial and radial bidirectional limiting between the carbon fiber subframe and the aluminum alloy mainframe.

[0018] Furthermore, the thickness of the polyurethane buffer layer is 2-3mm, and the polyurethane buffer layer fully covers the butterfly tenon connection area, the first aluminum alloy cover plate pressing area, the modular aluminum alloy crossbar end assembly area, the second aluminum alloy cover plate pressing area, the aluminum alloy rear shelf connection groove area, and the third aluminum alloy cover plate pressing area.

[0019] Furthermore, the thickness of the polyurethane buffer layer is 2.5 mm.

[0020] Furthermore, the first aluminum alloy cover plate, the second aluminum alloy cover plate, and the third aluminum alloy cover plate are high-strength forged aluminum alloy structural components. The surfaces of the first aluminum alloy cover plate, the second aluminum alloy cover plate, and the third aluminum alloy cover plate are provided with contoured arc surfaces that correspond to the carbon fiber left subframe, the carbon fiber right subframe, and the aluminum alloy main frame. The four corners of the first aluminum alloy cover plate, the second aluminum alloy cover plate, and the third aluminum alloy cover plate are provided with countersunk riveting holes, which are riveted with anti-loosening rivets or assembled and fixed with bolts.

[0021] Furthermore, the modular aluminum alloy crossbar is an I-shaped high-strength forged aluminum alloy structural component with flat assembly joints at both ends. The flat assembly joints are T-shaped, and the shape of the second aluminum alloy cover plate corresponds to the structure of the flat assembly joints.

[0022] Furthermore, the aluminum alloy rear grab handle, aluminum alloy rear rack, and carbon fiber subframe rear end adopt a modular integrated assembly structure, which can be quickly disassembled and replaced according to vehicle model requirements.

[0023] Furthermore, the aluminum alloy main frame is integrally welded from 6061-T6 aluminum alloy, and the carbon fiber left subframe and carbon fiber right subframe are integrally molded from high-modulus carbon fiber composite material.

[0024] The beneficial effects of this invention include: First, scientific stress zoning protects the carbon fiber structure. This invention innovatively separates the stress on the main and subframes. The impact force and dynamic load of the rear suspension are all borne by the high-strength aluminum alloy main frame, while the carbon fiber subframe does not bear the impact load. This fundamentally avoids cracking and delamination damage caused by the carbon fiber's weakness in shear and impact resistance, and significantly extends the service life of carbon fiber components.

[0025] Secondly, the mortise and tenon riveting composite connection offers extremely high stability. Utilizing a composite connection method with precise butterfly tenon positioning and aluminum alloy cover plate riveting locking, compared to traditional bolt connections, it boasts higher positioning accuracy, better overall structural integrity, no gaps or wobbling, and significantly improved resistance to deformation and separation, making it suitable for the complex and bumpy driving conditions of motorcycles.

[0026] Third, the polyurethane interlayer provides multiple layers of protection, resisting corrosion, vibration, and shear. The built-in polyurethane buffer interlayer serves several purposes: first, it isolates aluminum and carbon materials from each other, preventing electrochemical corrosion; second, it buffers high-frequency vibrations, reducing abnormal noises from the frame during driving; third, it disperses connection stress, eliminating local shear forces on the carbon fiber and perfectly matching the mechanical properties of the carbon fiber material; and fourth, through its own flexibility, it absorbs the displacement difference caused by the thermal expansion and contraction of dissimilar materials, releasing interfacial thermal stress and preventing adhesive cracking and structural delamination.

[0027] Fourth, the split subframe structure features double-layer modular reinforcement, significantly improving overall vehicle rigidity and increasing subframe production efficiency. Through a dual-modular reinforcement structure consisting of a central aluminum alloy transverse crossbar and rear aluminum alloy after-assembly components, a complete rigid frame for the carbon fiber subframe is constructed. This completely resolves the shortcomings of traditional carbon fiber subframes, such as weak lateral movement, poor torsional stability, and rear-end sway, significantly improving vehicle cornering stability and high-speed handling. Compared to a one-piece subframe structure, this design is simpler and improves production efficiency.

[0028] Fifth, it balances lightweight design with high strength, offering strong practicality. The main frame ensures load-bearing strength, while the subframe achieves extreme lightweighting. The overall frame weight is reduced by 15%-20% compared to an all-aluminum frame, while the overall torsional stiffness is increased by more than 25%. The modular disassembly and assembly structure facilitates production, assembly, maintenance, and replacement, making it compatible with various fuel-powered and electric motorcycle models. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the structure of the present invention;

[0030] Figure 2 This is an exploded view of the structural schematic diagram of the present invention. Detailed Implementation

[0031] The present invention will be further described in detail below with reference to specific embodiments and accompanying drawings.

[0032] One such Figure 1-2 The aluminum-carbon composite high-rigidity fatigue-resistant motorcycle frame shown includes an aluminum alloy main frame 1, a symmetrically arranged carbon fiber left subframe 2, a carbon fiber right subframe 3, a modular aluminum alloy crossbar 4, aluminum alloy rear-mounted accessories 5, and a polyurethane buffer layer 6.

[0033] The aluminum alloy main frame is the main load-bearing structure of the entire vehicle. The motorcycle's rear swingarm is connected to the aluminum alloy main frame through a shock absorber or a multi-link mechanism plus a shock absorber. The motorcycle's rear suspension swingarm is only connected to the aluminum alloy main frame, so that the suspension impact load and the core load of the entire vehicle are all borne by the aluminum alloy main frame, completely isolating the impact stress risk of the carbon fiber subframe.

[0034] Both the left and right carbon fiber subframes 2 and 3 are equipped with butterfly tenon structures 8 at their ends connecting to the aluminum alloy main frame 1. The butterfly tenon structures 8 are positioned and interlocked with pre-set mortises on the aluminum alloy main frame 1. The butterfly tenon structure 8 is a one-piece molded carbon fiber structure, with the tenon and mortise having an interference fit, and the tolerance controlled within 0.1-0.3mm, achieving bidirectional circumferential and radial positioning of the carbon fiber subframe and the aluminum alloy main frame 1. A first aluminum alloy cover plate 9 covers the outer side of the interlocking position and is assembled and fixed using bolts or rivets. Through precise interlocking and positioning of the butterfly tenon with the mortises of the aluminum alloy main frame, combined with full coverage pressing of the aluminum alloy cover plate and rivet locking, a dual connection structure of tenon positioning and riveting fastening is achieved, resulting in high connection accuracy, firm positioning, and strong resistance to separation.

[0035] Polyurethane buffer layers 6 are sandwiched in all the fitting gaps between the carbon fiber left subframe 2, the carbon fiber right subframe 3, the aluminum alloy main frame 1, and the first aluminum alloy cover plate 9.

[0036] To address the insufficient lateral and torsional stiffness of the carbon fiber subframe, a modular aluminum alloy crossbar 4 is installed between the main bodies of the left and right carbon fiber subframes 2 and 3. The two ends of the modular aluminum alloy crossbar 4 are respectively locked to the left and right carbon fiber subframes 2 and 3 via a second aluminum alloy cover plate 10 and a polyurethane buffer layer 6. The modular aluminum alloy crossbar 4 is an I-beam-shaped high-strength forged aluminum alloy structural component with flat assembly joints at both ends. The flat assembly joints are T-shaped, and the shape of the second aluminum alloy cover plate 10 corresponds to the structure of the flat assembly joints. This forms a central lateral reinforcement frame, significantly improving the torsional and deformation resistance of the middle section of the subframe.

[0037] The rear of the carbon fiber left subframe 2 and carbon fiber right subframe 3 are fitted with aluminum alloy rear-mounted accessories 5. These accessories 5 can be either an aluminum alloy rear grab handle or an aluminum alloy rear rack. The bottom of the accessories 5 has corresponding connecting slots for the carbon fiber left subframe 2 and carbon fiber right subframe 3. These slots are locked to the carbon fiber left subframe 2 and carbon fiber right subframe 3 via a third aluminum alloy cover plate 12 and a polyurethane buffer layer 6. By further enclosing and reinforcing the suspended structure at the rear of the subframe using modular metal accessories, the problems of insufficient rigidity and excessive sway at the rear of the subframe are completely solved, comprehensively improving the overall structural rigidity and driving stability of the entire vehicle frame.

[0038] The polyurethane buffer layer 6 has a thickness of 2-3mm and fully covers the butterfly tenon connection area, the first aluminum alloy cover plate pressing area, the assembly areas at both ends of the modular aluminum alloy crossbar, the second aluminum alloy cover plate 10 pressing area, the aluminum alloy rear accessory 5 connecting groove area, and the third aluminum alloy cover plate 12 pressing area. The optimal thickness of the polyurethane buffer layer is 2.5mm. The polyurethane layer can completely isolate the metal from direct contact with the carbon fiber, eliminating electrochemical corrosion; at the same time, it can buffer high-frequency vibrations during driving, absorb stress at the connection points, and significantly reduce shear stress at the carbon fiber connection points, preventing carbon fiber delamination, cracking, and wear. The aluminum alloy rear grab handle, aluminum alloy rear rack, and carbon fiber subframe rear end adopt a modular integrated assembly structure, which can be quickly disassembled and replaced according to vehicle model requirements.

[0039] The first aluminum alloy cover plate 9, the second aluminum alloy cover plate 10, and the third aluminum alloy cover plate 12 are high-strength stamped aluminum alloy plates. The surfaces of the first aluminum alloy cover plate 9, the second aluminum alloy cover plate 10, and the third aluminum alloy cover plate 12 are provided with contoured arc surfaces that correspond to the carbon fiber left subframe 2, the carbon fiber right subframe 3, and the aluminum alloy main frame 1. The four corners of the first aluminum alloy cover plate 9, the second aluminum alloy cover plate 10, and the third aluminum alloy cover plate 12 are provided with countersunk riveting holes, which are riveted with anti-loosening rivets or assembled and fixed with bolts.

[0040] Example 1

[0041] This embodiment provides an aluminum-carbon composite high-rigidity, fatigue-resistant motorcycle frame suitable for medium-sized street bikes:

[0042] Main materials: The main frame is made of 6061-T6 aluminum alloy welded in one piece to ensure core load-bearing strength; the left and right subframes are made of T700 high modulus carbon fiber composite material molded in one piece with a thickness of 4-6mm, which has excellent lightweight effect.

[0043] Connection structure: The ends connecting the carbon fiber subframe and the aluminum alloy main frame are equipped with butterfly tenon structure, which fits with the 0.2mm tenon groove of the main frame. The outer side is equipped with a thick aluminum alloy cover plate, which is fixed by riveting with stainless steel anti-loosening rivets or bolts.

[0044] Buffer structure: All aluminum-carbon bonding surfaces and cover plate bonding surfaces are covered with a 2.5mm thick high-density polyurethane buffer layer, which fully covers the connection area and has no exposed hard contact.

[0045] Strengthening rigidity: Hollow aluminum alloy transverse reinforcing crossbars are installed in the middle of the left and right subframes, and an integrated aluminum alloy rear rack is modularly installed at the rear. Both ends are locked and fixed by an assembly method of cover plates and polyurethane partitions.

[0046] Force layout: The rear suspension rocker arm is only connected to the lower mounting bracket of the aluminum alloy main frame through a shock absorber, and the carbon fiber subframe does not bear the suspension impact load at all.

[0047] Example 2

[0048] This embodiment provides an aluminum-carbon composite high-rigidity, fatigue-resistant motorcycle frame adapted for ADV off-road motorcycles:

[0049] Main materials: The main frame is formed by welding thickened tubular walls to improve its impact resistance under off-road conditions; the carbon fiber subframe is formed using T800 high-strength carbon fiber to improve the structural fatigue resistance.

[0050] Buffer structure: A uniform 3mm thick wear-resistant polyurethane interlayer is used to improve the buffering, shock absorption and wear resistance under complex road conditions;

[0051] Enhanced rigidity: The central aluminum alloy crossbar is made of I-shaped high-strength forged aluminum alloy structural components, and the rear is equipped with a reinforced aluminum alloy grab handle to enhance the structural torsional resistance under off-road bumpy conditions.

[0052] Assembly process: All riveted joints are sealed with sealant and polyurethane interlayer, which greatly improves corrosion resistance and waterproof performance in muddy and wet conditions.

[0053] This invention achieves a comprehensive upgrade in frame performance through four core designs: stress zoning, composite connection, buffer protection, and stiffness reinforcement.

[0054] Stress zoning principle: The dynamic impact load and suspension load of the whole vehicle are concentrated on the high-strength aluminum alloy main frame. The excellent impact resistance and plastic deformation resistance of aluminum alloy are used to bear the stress, avoiding the defects of carbon fiber materials in terms of weak resistance to instantaneous impact and shear resistance.

[0055] The principle of mortise and tenon riveting connection: The butterfly tenon structure achieves precise positioning and bidirectional limiting, eliminating lateral and longitudinal displacement. Combined with the large-area pressing and riveting of the aluminum alloy cover plate, the dispersed connection stress is evenly diffused, improving the overall integrity and stability of the connection structure.

[0056] Polyurethane interlayer protection principle: Utilizing the high elasticity, insulation and flexibility of polyurethane material, it isolates aluminum-carbon electrochemical corrosion, buffers high-frequency vibration during driving, offsets shear stress at the connection points, and protects the structural integrity of carbon fiber composite materials.

[0057] Modular stiffness reinforcement principle: The middle transverse crossbar and the rear after-assembly parts form a closed-loop rigid frame, which constrains the deformation and displacement of the left and right carbon fiber subframes, greatly improving the subframe's lateral bending resistance and longitudinal torsional resistance, and enhancing the overall vehicle handling stability.

[0058] The technical solutions provided by the embodiments of the present invention have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of the embodiments of the present invention. The descriptions of the embodiments above are only for helping to understand the principles of the embodiments of the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the embodiments of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. An aluminum-carbon composite high-rigidity fatigue-resistant motorcycle frame, characterized in that: It includes an aluminum alloy main frame (1), a symmetrically arranged carbon fiber left subframe (2), a carbon fiber right subframe (3), a modular aluminum alloy crossbar (4), aluminum alloy rear accessories (5), and a polyurethane buffer layer (6). The aluminum alloy main frame is the main load-bearing base of the whole vehicle. The motorcycle rear swingarm (7) is connected to the aluminum alloy main frame (1) through a shock absorber or a multi-link mechanism + shock absorber. The ends of the carbon fiber left subframe (2) and carbon fiber right subframe (3) connected to the aluminum alloy main frame (1) are all provided with butterfly tenon structure (8). The butterfly tenon structure (8) is positioned and inserted into the pre-set tenon groove on the aluminum alloy main frame (1). The outside of the insertion position is covered by the first aluminum alloy cover plate (9), and the assembly and fixation are completed by bolts or rivets. The polyurethane buffer layer (6) is sandwiched in all the fitting gaps between the carbon fiber left subframe (2), the carbon fiber right subframe (3) and the aluminum alloy main frame (1) and the first aluminum alloy cover plate (9). The modular aluminum alloy crossbar (4) is installed between the main body of the carbon fiber left subframe (2) and the carbon fiber right subframe (3). The two ends of the modular aluminum alloy crossbar (4) are locked and assembled with the carbon fiber left subframe (2) and the carbon fiber right subframe (3) on both sides through the second aluminum alloy cover plate (10) and the polyurethane buffer layer (6). The rear of the carbon fiber left subframe (2) and carbon fiber right subframe (3) are fitted with the aluminum alloy rear accessory (5). The aluminum alloy rear accessory (5) is an aluminum alloy rear armrest or an aluminum alloy rear rack. The bottom of the aluminum alloy rear accessory (5) has a connecting groove corresponding to the carbon fiber left subframe (2) and carbon fiber right subframe (3). The connecting groove is locked and assembled with the carbon fiber left subframe (2) and carbon fiber right subframe (3) through a third aluminum alloy cover plate (12) and a polyurethane buffer layer (6).

2. The aluminum-carbon composite high-rigidity fatigue-resistant motorcycle frame according to claim 1, characterized in that: The butterfly tenon structure (8) is an integrally formed carbon fiber structure. The tenon and the mortise are interference fit, and the fit tolerance is controlled within 0.1-0.3mm, so as to realize the axial and radial bidirectional limit of the carbon fiber subframe and the aluminum alloy main frame (1).

3. The aluminum-carbon composite high-rigidity fatigue-resistant motorcycle frame according to claim 1, characterized in that: The thickness of the polyurethane buffer layer (6) is 2-3mm. The polyurethane buffer layer (6) fully covers the butterfly tenon connection area, the first aluminum alloy cover plate pressing area, the modular aluminum alloy crossbar end assembly area, the second aluminum alloy cover plate (10) pressing area, the aluminum alloy rear fitting (5) connection groove area and the third aluminum alloy cover plate (12) pressing area.

4. The aluminum-carbon composite high-rigidity fatigue-resistant motorcycle frame according to claim 1, characterized in that: The thickness of the polyurethane buffer layer is 2.5 mm.

5. The aluminum-carbon composite high-rigidity fatigue-resistant motorcycle frame according to claim 1, characterized in that: The first aluminum alloy cover plate (9), the second aluminum alloy cover plate (10), and the third aluminum alloy cover plate (12) are high-strength forged aluminum alloy structural parts. The first aluminum alloy cover plate (9), the second aluminum alloy cover plate (10), and the third aluminum alloy cover plate (12) are provided with contoured arc surfaces that fit the carbon fiber left subframe (2), the carbon fiber right subframe (3), and the aluminum alloy main frame (1). The first aluminum alloy cover plate (9), the second aluminum alloy cover plate (10), and the third aluminum alloy cover plate (12) are provided with countersunk riveting holes at the four corners, and are riveted with anti-loosening rivets or assembled and fixed with bolts.

6. The aluminum-carbon composite high-rigidity fatigue-resistant motorcycle frame according to claim 1, characterized in that: The modular aluminum alloy crossbar (4) is an I-shaped high-strength forged aluminum alloy structural component with flat assembly joints at both ends. The flat assembly joints are T-shaped, and the shape of the second aluminum alloy cover plate (10) corresponds to the structure of the flat assembly joints.

7. The aluminum-carbon composite high-rigidity fatigue-resistant motorcycle frame according to claim 1, characterized in that: The aluminum alloy rear grab handle, aluminum alloy rear rack, and carbon fiber subframe rear end adopt a modular integrated assembly structure, which can be quickly disassembled and replaced according to vehicle model requirements.

8. The aluminum-carbon composite high-rigidity fatigue-resistant motorcycle frame according to claim 1, characterized in that: The aluminum alloy main frame (1) is integrally welded from 6061-T6 aluminum alloy, and the carbon fiber left subframe (2) and carbon fiber right subframe (3) are integrally molded from high modulus carbon fiber composite material.

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