Motorcycle frame and motorcycle

Abstract

The utility model provides a motorcycle frame and a motorcycle, and belongs to the technical field of motor vehicles, the motorcycle frame comprises a frame front section, a frame middle section, a frame rear section, an auxiliary frame and a rear mudguard support which are sequentially connected from front to back; the two frame middle sections are connected between the frame front section and the frame rear section in a bilateral symmetry mode to form a front closed-loop frame. The two auxiliary frames are connected between the rear frame section and the rear fender support in a bilateral symmetry mode to form a rear closed-loop frame. The frame rear section is provided with a closed-loop hollow cavity. According to the motorcycle frame, all parts are high in integrity and small in number, so that welding seams are small, the overall structural strength of the motorcycle frame is improved, the dead weight of the motorcycle frame is reduced, and the control stability and the dynamic property of the whole motorcycle are improved; the whole frame is composed of three closed-loop frames from front to back, the torsional strength and rigidity of the whole frame are greatly improved, and therefore the dynamic property of the whole vehicle and the driving comfort are improved.

Description

Technical Field

[0001] The utility model belongs to the technical field of motor vehicles, and particularly relates to a double-wing beam type motorcycle frame and a motorcycle equipped with the motorcycle frame. Background Art

[0002] As a basic component of a motorcycle, most important parts need to be carried by the motorcycle frame to keep the whole machine in a relatively stable position. At the same time, the frame needs to bear the mass of parts such as the engine and the impact load generated during driving, which requires the motorcycle frame to have sufficient strength and stiffness. Moreover, the handling performance of the whole vehicle is closely related to the vehicle body weight. Reducing the frame weight and thus the vehicle self-weight can greatly improve the handling stability and power performance of the whole vehicle.

[0003] Most domestic motorcycle models are medium and small displacement models, and there are few large displacement motorcycle products with in-line engines in China. For large displacement motorcycles, the weight of the engine increases significantly, and the mass of corresponding parts, such as fuel tanks, air filters, electrical components, etc., also increases significantly, and thus the weight of the whole vehicle increases significantly. The requirements for the frame become higher. As an important part for carrying most parts, the frame is more important for large displacement motorcycles.

[0004] At present, there have always been technical barriers for large displacement models, and there are technical bottlenecks in the design of the frame. Most of the existing frames are made of welded steel pipes, with large weight, poor vibration absorption ability and poor stability. With the increasing development of the large displacement motorcycle industry, the requirements for the frame are getting higher and higher. The existing frames can no longer meet the needs of motorcycle riders for motorcycles, and all frames need to be updated and the frame structure needs to be optimized. Summary of the Utility Model

[0005] The embodiment of the utility model provides a motorcycle frame and a motorcycle, aiming to provide a double-wing beam type motorcycle frame with fewer welds, light weight, high torsional strength and stiffness, and meeting the installation requirements of large displacement motorcycles.

[0006] To achieve the above object, the technical solution adopted by the utility model is: to provide a motorcycle frame, which includes a front frame section, a middle frame section, a rear frame section, a sub-frame and a rear mudguard bracket connected in sequence from front to back; the number of the middle frame sections is two, and the two middle frame sections are symmetrically connected left and right between the front frame section and the rear frame section to form a front closed-loop frame; the number of the sub-frames is two, and the two sub-frames are symmetrically connected left and right between the rear frame section and the rear mudguard bracket to form a rear closed-loop frame; the rear frame section has a closed-loop hollow cavity.

[0007] In combination with the first aspect, in an implementable manner, an L-shaped lapping surface is provided at the connection position between the front section of the frame and the middle section of the frame, and the front section of the frame is welded to the front end of the middle section of the frame through the L-shaped lapping surface.

[0008] In combination with the first aspect, in an implementable manner, a first convex plugging portion is provided at the rear end of the middle section of the frame, and a first concave groove for inserting the first convex plugging portion is provided at the front end of the rear section of the frame. After the middle section of the frame and the rear section of the frame are plugged and then welded together.

[0009] In combination with the first aspect, in an implementable manner, a second convex plugging portion is provided at the front end of the sub-frame, and a second concave groove for inserting the second convex plugging portion is provided at the rear part of the rear section of the frame. After the sub-frame and the rear section of the frame are plugged and then welded together.

[0010] In combination with the first aspect, in an implementable manner, a handlebar rotation shaft is connected to the front section of the frame, and a front fork is connected to the front end of the middle section of the frame. The steering axis of the handlebar rotation shaft is parallel to the steering axis of the front fork.

[0011] In combination with the first aspect, in an implementable manner, the front fork is connected to the middle section of the frame through an upper swing arm and a lower swing arm to form a four-link structure; wherein, the installation point of the lower swing arm on the middle section of the frame is located in front of the installation point of the upper swing arm on the middle section of the frame.

[0012] In combination with the first aspect, in an implementable manner, a triangular weight-reducing hole is provided at the front part of the middle section of the frame. Among them, the extreme upward swing position of the upper swing arm tends to be parallel to the first side line of the weight-reducing hole, the extreme downward swing position of the lower swing arm tends to be parallel to the second side line of the weight-reducing hole, and the connection line between the installation point of the upper swing arm and the installation point of the lower swing arm tends to be parallel to the third side line of the weight-reducing hole.

[0013] In combination with the first aspect, in an implementable manner, frame lower connecting plates are symmetrically arranged on the left and right sides of the lower part of the rear section of the frame. Engine mounting holes are provided on both the middle section of the frame and the frame lower connecting plates. The mounting holes on the same side are connected to form a triangular structure; the middle section of the frame, the rear section of the frame and the frame lower connecting plates semi-surround the engine.

[0014] In combination with the first aspect, in an implementable manner, a handlebar steering limit structure is provided on the front section of the frame, and an anti-rotation protrusion restricted by the handlebar steering limit structure is provided on the handlebar connecting plate connected to the handlebar rotation shaft.

[0015] The motorcycle frame provided by the present utility model has the following beneficial effects compared with the prior art: (1) Each component has strong integrity. By abandoning the production of components with steel pipes and reducing the number of components, the number of welding seams is reduced, which is beneficial to improving the overall structural strength of the frame, reducing the self-weight of the frame, and thus improving the handling stability and power performance of the whole vehicle; (2) The middle sections of the left and right frames form the double wing beams of the frame. Compared with the traditional steel pipe braided frame with a hanging beam structure, the overall torsional resistance performance is effectively improved when the vehicle is turning and cornering, thereby improving the stiffness and handling performance of the whole vehicle; (3) The front part of the frame forms a front closed-loop frame, the rear section of the frame in the middle of the frame itself is a closed-loop frame, and the rear part of the frame forms a rear closed-loop frame. Therefore, the whole frame is composed of three closed-loop frames from front to back and is connected together by the rear section of the frame, greatly improving the overall torsional strength and stiffness of the frame, thereby improving the power performance and riding comfort of the whole vehicle.

[0016] In the second aspect, the embodiment of the present utility model also provides a motorcycle, including the motorcycle frame described above.

[0017] The motorcycle provided by the embodiment of the present utility model can improve the torsional strength and stiffness of the whole vehicle due to the adoption of a frame with strong integrity, low self-weight and few welding seams, thereby improving the handling stability, power performance and comfort of the whole vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a front view structural schematic diagram of the motorcycle frame provided by the embodiment of the present utility model;

[0019] Figure 2 is Figure 1 a top view structural schematic diagram of the motorcycle frame provided;

[0020] Figure 3 is Figure 1 a rear view structural schematic diagram of the motorcycle frame provided;

[0021] Figure 4 is Figure 3 a partial enlarged structural schematic diagram at A in (showing the welding position between the front section and the middle section of the frame);

[0022] Figure 5 It is a structural schematic diagram of the connection between the front section and the rear section of the frame provided by the embodiment of the present utility model (showing the steering limit structure);

[0023] Figure 6 is Figure 5 a partial enlarged structural schematic diagram at B in;

[0024] Figure 7 It is a three-dimensional structural schematic diagram of the motorcycle frame provided by the embodiment of the present utility model (showing the engine installation position);

[0025] Figure 8 For Figure 7 Partial enlarged structural schematic diagram at position C in (showing the brake pedal limit surface);

[0026] Figure 9 Structural schematic diagram of the middle section of the frame provided by the embodiment of the present utility model;

[0027] Figure 10 Structural schematic diagram of the extreme position of the upper rocker arm provided by the embodiment of the present utility model;

[0028] Figure 11 Structural schematic diagram of the extreme position of the lower rocker arm provided by the embodiment of the present utility model;

[0029] Figure 12 Along Figure 9 Cross-sectional structure diagram along line D-D in;

[0030] Figure 13 Front view structural schematic diagram of the rear section of the frame provided by the embodiment of the present utility model;

[0031] Figure 14 Along Figure 13 Cross-sectional structure diagram along line E-E in;

[0032] Figure 15 Front view structural schematic diagram of the sub-frame provided by the embodiment of the present utility model;

[0033] Figure 16 For Figure 15 Top view structural schematic diagram of the sub-frame shown;

[0034] Figure 17 For Figure 15 Rear view structural schematic diagram of the sub-frame shown;

[0035] Figure 18 Along Figure 15 Cross-sectional structure diagram along line F-F in;

[0036] Figure 19 Structural schematic diagram of the frame of a double-seat motorcycle provided by the embodiment of the present utility model;

[0037] Figure 20 Structural schematic diagram of the frame of a single-seat motorcycle provided by the embodiment of the present utility model;

[0038] Explanation of reference numerals:

[0039] 1. Front section of the frame; 11. Steering limit structure of the handlebar; 12. L-shaped overlapping surface; 2. Middle section of the frame; 21. Weight reduction hole; 211. First border line; 212. Second border line; 213. Third border line; 22. Lower swing arm mounting hole; 23. First convex plug-in part; 24. Connecting line between the upper swing arm mounting point and the lower swing arm mounting point; 3. Rear section of the frame; 31. First concave groove; 32. Second concave groove; 33. Upper beam; 34. Pivot lower beam; 4. Sub-frame; 41. Second convex plug-in part; 42. Seat support structure; 5. Rear fender bracket; 51. Seat locking structure; 6. Lower frame connecting plate; 61. Brake pedal limit surface; 62. Brake pedal mounting hole; 7. Handlebar connecting plate; 71. Anti-rotation protrusion; 8. Upper swing arm; 9. Lower swing arm; 10. Side stand. Detailed implementation mode

[0040] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present utility model clearer and more understandable, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present utility model and are not used to limit the present utility model.

[0041] In the description of the present utility model, it should be noted that if the "front" and "rear" orientations are consistent with the front and rear orientations of the motorcycle, the "left" and "right" orientations are consistent with the front and rear orientations of the motorcycle, and the "upper" and "lower" orientations are consistent with the front and rear orientations of the motorcycle. It is based on the orientation or position relationship shown in the drawings, and is only for the convenience of describing the present utility model 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 therefore cannot be understood as a limitation to the present utility model.

[0042] Appendix Figure 1 、 Figure 2 、 Figure 3 、 Figure 5 、 Figure 7 In the figures, a indicates the weld between the front section of the frame and the middle section of the frame; b indicates the weld between the middle section of the frame and the rear section of the frame; c indicates the weld between the rear section of the frame and the sub-frame; d indicates the weld between the sub-frame and the rear fender bracket; e indicates the bolt connection between the lower frame connecting plate and the rear section of the frame, which is convenient for adjusting the pedal position of the modified vehicle; f indicates the parallelogram structure formed by the upper swing arm and the lower swing arm; m indicates the rotation axis of the handlebar pivot; n indicates the steering axis of the front fork (i.e., the tire rotation axis); o indicates the side stand mounting point; p indicates the engine mounting hole.

[0043] Please refer to Figures 1 to 3, the motorcycle frame provided by the present utility model will be described hereinafter. The motorcycle frame includes a front frame section 1, a middle frame section 2, a rear frame section 3, a sub-frame 4, and a rear mudguard bracket 5 that are connected in sequence from front to rear; two middle frame sections 2 are symmetrically connected to the left and right between the front frame section 1 and the rear frame section 3 to form a front closed-loop frame; two sub-frames 4 are symmetrically connected to the left and right between the rear frame section 3 and the rear mudguard bracket 5 to form a rear closed-loop frame; the rear frame section 3 has a closed-loop hollow cavity.

[0044] Compared with the prior art, the beneficial effects of the motorcycle frame provided by the present utility model are as follows: (1) The integrity of each component is strong. By abandoning the use of steel pipes to make components and reducing the number of components, the number of welding seams is reduced, which is beneficial to improving the overall structural strength of the frame, reducing the weight of the frame, and thus improving the handling stability and power performance of the whole vehicle; (2) The two middle frame sections 2 on the left and right form the double wing beams of the frame. Compared with the traditional steel pipe braided frame with a hanging beam structure, the overall torsional resistance performance is effectively improved during vehicle cornering, thereby improving the stiffness and handling performance of the whole vehicle; (3) The front closed-loop frame formed by the front part of the frame, the rear frame section 3 in the middle of the frame itself is a closed-loop frame, and the rear closed-loop frame formed by the rear part of the frame. Therefore, the whole frame is three closed-loop frames from front to rear and is connected together through the rear frame section 3, greatly improving the overall torsional strength and stiffness of the frame, thereby improving the power performance and riding comfort of the whole vehicle.

[0045] Specifically, each component provided in this embodiment is a sheet-type thin-walled hollow structure, which can improve the strength and stiffness of the frame, reduce the weight of the frame, greatly improve the overall torsional strength and stiffness of the frame, and improve the power performance and riding comfort of the whole vehicle.

[0046] In some embodiments, as shown in Figures 3 to 5 , an L-shaped overlapping surface 12 is provided at the connection position between the front frame section 1 and the middle frame section 2, and the front frame section 1 is welded and connected to the front end of the middle frame section 2 through the L-shaped overlapping surface 12. The L-shaped overlap is adopted at the welding joint between the front frame section 1 and the middle frame section 2, which is convenient for positioning during welding, and at the same time increases the weld length and improves the welding strength.

[0047] The front frame section 1 is connected to the frame main body through a welding process, and a handlebar rotating shaft and a front shock absorber mounting hole are designed thereon. At the same time, the weld position between the front frame section 1 and the middle frame section 2 is moved up as much as possible, which is convenient for modifying the handlebar rotating shaft angle or the front shock absorber type in the subsequent vehicle model development, so that the platformization of the frame main body can be realized by replacing this part. The frame main body includes two middle frame sections 2, a rear frame section 3, and two sub-frames 4.

[0048] In some embodiments, as shown in Figure 9 and Figure 13As shown in the figure, a first convex plugging portion 23 is provided at the rear end of the middle section 2 of the vehicle frame, and a first concave groove 31 for inserting the first convex plugging portion 23 is provided at the front end of the rear section 3 of the vehicle frame. After the middle section 2 and the rear section 3 of the vehicle frame are plugged and welded together. The welding of the middle section 2 and the rear section 3 of the vehicle frame adopts this plug-in lap joint with a convex structure and a concave structure, which increases the lap length between the two, improves the welding positioning accuracy, distributes the stress of the weld seam to the lap joint structure, can improve the stress structure, and improves the welding quality.

[0049] Optionally, a concave structure, that is, a first concave groove 31, is provided on the middle section 2 of the vehicle frame, and a convex structure, that is, a first convex plugging portion 23, is provided on the rear section of this part, and the same effect can be achieved.

[0050] Preferably, the middle section 2 of the vehicle frame adopts a thin-walled hollow scheme in terms of structure, forming a closed box-shaped cavity structure, which improves the strength and stiffness of the vehicle frame and reduces the weight of the vehicle frame.

[0051] Preferably, refer to Figure 13 and Figure 14 As shown in the figure, the rear section 3 of the vehicle frame has a closed-loop hollow cavity and forms a closed-loop frame structure. It adopts a thin-walled hollow scheme with a controllable material thickness. The upper beam 33 of the rear section 3 of the vehicle frame protrudes upward and is oval. Such a structure can better bear the load from the rear shock absorber and improve the strength of the vehicle frame; the pivot lower beam 34 on the left and right sides of the rear section 3 of the vehicle frame is concave inward, avoiding the exhaust pipe while further improving the strength of the vehicle frame.

[0052] In some embodiments, refer to Figure 13 、 Figures 15 to 17 As shown in the figure, a second convex plugging portion 41 is provided at the front end of the sub-frame 4, and a second concave groove 32 for inserting the second convex plugging portion 41 is provided at the rear part of the rear section 3 of the vehicle frame. After the sub-frame 4 and the rear section 3 of the vehicle frame are plugged and welded together. The sub-frame 4 and the rear section 3 of the vehicle frame also adopt this lap joint structure with convex and concave matching, which also increases the lap length between the two, improves the welding positioning accuracy, distributes the stress of the weld seam to the lap joint structure, can improve the stress structure, and improves the welding quality.

[0053] At the same time, as Figure 18 As shown in the figure, the sub-frame 4 adopts a design of thin walls and reinforcing ribs in terms of structure, with a small cross-sectional size and a lightweight design, saving layout space and being relatively easy to meet the styling requirements.

[0054] As Figures 15 to 16 As shown in the figure, the sub-frame 4 is designed as an integrated structure similar to a "zigzag" shape. When designing, the seat support structure 42 and the rear footrest mounting structure are both designed on the sub-frame 4 (refer to Figure 19 and Figure 20) It can reduce welds, improve part precision, and enhance the stiffness and strength of the frame. When the seat is installed on the seat support structure 42, the seat can be locked by the seat locking structure 51 on the rear fender bracket 5.

[0055] Optionally, the seat support structure 42 is a support boss protruding above the subframe 4; the seat locking structure 51 is a limit plate installed on the rear fender bracket 5 (as Figure 20 shown).

[0056] In some embodiments, referring to Figure 5 shown, a handlebar pivot shaft is connected to the front section 1 of the frame, and a front fork is connected to the front end of the middle section 2 of the frame. The rotation axis of the handlebar pivot shaft is parallel to the steering axis of the front fork. When designing the whole vehicle, separating the front fork axis from the handlebar pivot shaft axis can further absorb the vibrations of the road surface and prevent them from being directly transmitted to the driver's hands, thereby enhancing driving comfort. Specifically, the axis of the handlebar pivot shaft and the axis of the front fork do not coincide and do not cross, which can prevent road vibrations from being transmitted to the handlebar.

[0057] In some embodiments, referring to Figure 5 、 Figure 10 and Figure 11 shown, the front fork is connected to the middle section 2 of the frame through the upper swing arm 8 and the lower swing arm 9 to form a four-link structure; among them, the mounting point of the lower swing arm 9 on the middle section 2 of the frame is located in front of the mounting point of the upper swing arm 8 on the middle section 2 of the frame. Further, the formed four-link structure is a parallelogram structure.

[0058] Specifically, an upper swing arm 8 mounting hole and a lower swing arm mounting hole 22 are designed at the front end of the middle section 2 of the frame. When designing the mounting holes, the lower swing arm mounting hole 22 is in front of the upper swing arm 8 mounting hole. This design can shorten the lengths of the upper swing arm 8 and the lower swing arm 9 on the basis of ensuring the strength of the frame, thereby reducing the overall weight of the frame and facilitating the operability and power performance of the whole vehicle.

[0059] It should be noted that the shock absorber of a traditional motorcycle is directly connected to the front wheel and the frame. In the motorcycle provided by this application, the wheel is connected to the front fork, the front fork is connected to the upper swing arm 8 and the lower swing arm 9, and then connected to the frame. The vibrations when passing through uneven ground at high speed are absorbed by the up-and-down swing of the upper swing arm 8 and the lower swing arm 9 and the shock absorption performance of the shock absorber itself. Compared with the previous connection of the frame and the front wheel through the shock absorber, this application separates the handlebar steering axis and the tire steering axis, which can better filter vibrations and enhance the riding comfort.

[0060] In some embodiments, referring to Figures 9 to 11As shown in the figure, a triangular weight reduction hole 21 is provided at the front of the middle section 2 of the frame. Among them, the extreme upward swing position of the upper swing arm 8 is approximately parallel to the first side line 211 of the weight reduction hole 21, the extreme downward swing position of the lower swing arm 9 is approximately parallel to the second side line 212 of the weight reduction hole 21, and the connecting line 24 between the mounting points of the upper swing arm 8 and the lower swing arm is approximately parallel to the third side line 213 of the weight reduction hole 21. Among them, the first side line 211, the second side line 212, and the third side line 213 of the weight reduction hole 21 are sequentially connected to form a triangle.

[0061] Specifically, the middle section 2 of the frame has multiple structural features. For example, the middle section 2 of the frame adopts a thin-walled hollow solution in structure, forming a closed box-shaped cavity structure (see Figure 12 ), which can improve the strength and stiffness of the frame and reduce the weight of the frame; the middle section 2 of the frame is approximately "A"-shaped in appearance, with a weight reduction hole 21 opened in the middle. The design of the weight reduction hole 21 is based on the load-bearing form of the front suspension. The boundary lines of the weight reduction hole 21 are respectively similar (parallel or slightly crossed) to the trend of the extreme position of the upper swing arm 8, similar (parallel or slightly crossed) to the trend of the extreme position of the lower swing arm 9, and similar (parallel or slightly crossed) to the trend of the connecting line between the mounting holes of the upper swing arm 8 and the lower swing arm mounting hole 22. Such a design further reduces the weight of the frame on the basis of ensuring the strength and stiffness of the frame. The boundary lines of the weight reduction hole 21 are also the three side lines that form a triangle.

[0062] In some embodiments, as shown in Figure 1 and Figure 7 , frame lower connecting plates 6 are symmetrically arranged on the left and right sides of the lower part of the rear section 3 of the frame. Engine mounting holes are provided on both the middle section 2 of the frame and the frame lower connecting plates 6, and the mounting holes on the same side are connected to form a triangular structure; the middle section 2 of the frame, the rear section 3 of the frame, and the frame lower connecting plates 6 semi-surround the engine.

[0063] Specifically, each middle section 2 of the frame is designed with 2 engine hoisting mounting holes, a total of four. The frame lower connecting plates 6 are designed with a total of 4 engine mounting points, which lift the engine upward, forming an upward-pulling and downward-supporting force structure for the engine, forming a triangular positioning and mounting form. The whole frame forms a semi-surrounding layout structure for the engine, which can avoid the ignition mechanism of the engine, enable the engine to be stably connected to the frame, facilitate bearing the self-weight of the engine and the impact load during bumps, and improve the bearing capacity, handling stability and comfort of the whole vehicle.

[0064] Among them, the frame lower connecting plates 6 are connected to the rear section 3 of the frame by bolts, which is convenient for disassembly and replacement, adjusting the position of the footrest when there are different models of vehicles, and is conducive to platform design.

[0065] Furthermore, see Figure 7 and Figure 8As shown, braking pedal limiting surfaces 61 are designed on both lower connecting plates 6 of the vehicle frame to limit the rebound of the braking pedal. Their positions are diagonally rearward and upward of the installation point of the braking pedal. Such a design can prevent excessive rebound of the braking pedal. Braking pedal mounting holes 62 are also provided on the lower connecting plates 6 of the vehicle frame, and the braking pedal mounting holes 62 are located diagonally downward of the braking pedal limiting surfaces 61.

[0066] Further, as shown in Figure 3 two side support mounting holes are also designed on the rear section 3 of the vehicle frame. The positions are diagonally above the installation point of the pivot rear shock absorber arm. The mounting bolts are screwed in from the outside, and the side support brackets extend from the inside. Such a design makes the side support 10 hidden when the side support 10 is retracted, improves the integrity of the vehicle body, and meets the styling requirements.

[0067] In some embodiments, as shown in Figure 3 、 Figure 5 (at B), Figure 6 、 Figure 10 and Figure 11 a handlebar steering limiting structure 11 is provided on the front section 1 of the vehicle frame. An anti-rotation protrusion 71 restricted by the handlebar steering limiting structure 11 is provided on the handlebar connecting plate 7 connected to the handlebar rotating shaft. By restricting the rotation angle of the handlebar connecting plate 7, excessive rotation of the handlebar is prevented.

[0068] Exemplarily, the handlebar steering limiting structure 11 includes a counterclockwise rotation limit protrusion for preventing the handlebar from rotating counterclockwise and a clockwise rotation limit protrusion for preventing the handlebar from rotating clockwise. The counterclockwise rotation limit protrusion and the clockwise rotation limit protrusion form a certain angle in the circumferential direction of the handlebar rotation. The anti-rotation protrusion 71 is located between the counterclockwise rotation limit protrusion and the clockwise rotation limit protrusion and forms an interference, thereby realizing the restriction of the rotation angle of the anti-rotation protrusion 71.

[0069] Optionally, as shown in Figure 19 and Figure 20 the vehicle frame provided in this embodiment further includes a mudguard bracket connected to the rear ends of two sub-frames 4. The mudguard bracket is connected to the vehicle frame main body by welding. During manufacturing, the mudguard bracket and the sub-frame 4 are of a split structure. The rear mudguard bracket 5 is designed with two options: a single-seat version and a double-seat version. When designing the weld seam, the subsequent single-seat models are considered. By only replacing this part, other single-seat models can be matched, improving the adaptability of the vehicle frame welding assembly and reducing the mold and development costs. Specifically, when it is necessary to replace the double-seat version of the rear mudguard bracket 5, the single-seat version of the rear mudguard bracket 5 is disassembled, and the double-seat version of the rear mudguard bracket 5 is welded to the sub-frame 4 to achieve the replacement.

[0070] Combining the multiple features of the above frame, the frame provided by the present utility model is characterized in that: (1) When designing the upward movement of the weld of the front section 1 of the frame and the weld position of the rear fender bracket 5, the subsequent vehicle model platformization is fully considered. In the development of subsequent vehicles, if the front shock absorber type or the number of passengers is changed, other vehicle models can be adapted by only replacing this part; (2) The middle section 2 of the frame adopts a hollow thin-walled structure with controllable material thickness, and is designed with weight-reducing holes 21 to further reduce the weight on the basis of ensuring the strength; (3) When designing, to adapt to the in-line eight-cylinder engine type with large displacement, the middle section 2 of the frame, the rear section 3 of the frame and the lower connecting plate 6 of the frame adopt a semi-surrounding form to fully reserve space for the intake, ignition, exhaust, cooling and other systems of the engine; (4) To improve the driving comfort, the main body of the frame forms a curve structure that expands outward at the front end, converges inward in the middle, and expands outward at the rear end, and further improves the torsional stiffness of the frame; (5) The rear section 3 of the frame also adopts a thin-walled hollow and overall elliptical frame structure, which can better bear the load from the rear shock absorber and improve the ride comfort; (6) The sub-frame 4 adopts an integral structure, reducing the welds and improving the overall strength.

[0071] Therefore, the frame provided in this embodiment has few welds, high structural adaptability, high strength, and reasonable modal performance; through the optimized design of each detail, the strength of the frame is improved, the weight is reduced, and the power performance and ride comfort are enhanced.

[0072] In the above embodiments, the descriptions of each embodiment have their own emphases. For the parts not detailed or recorded in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0073] Based on the same inventive concept, the embodiments of the present application also provide a motorcycle, including the motorcycle frame described above.

[0074] The motorcycle provided by the embodiments of the present utility model, due to adopting this frame with strong integrity, low self-weight and few welds, can improve the anti-torsion strength and stiffness of the whole vehicle, thereby improving the handling stability, power performance and comfort of the whole vehicle.

[0075] The above are only the preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present utility model shall be included in the protection scope of the present utility model.

Claims

1. A motorcycle frame, characterized in that, It includes a front frame section (1), a middle frame section (2), a rear frame section (3), a sub-frame (4) and a rear fender bracket (5) connected in sequence from front to rear; the number of the middle frame sections (2) is two, and the two middle frame sections (2) are symmetrically connected left and right between the front frame section (1) and the rear frame section (3) to form a front closed-loop frame; the number of the sub-frames (4) is two, and the two sub-frames (4) are symmetrically connected left and right between the rear frame section (3) and the rear fender bracket (5) to form a rear closed-loop frame; the rear frame section (3) has a closed-loop hollow cavity.

2. The motorcycle frame according to claim 1, characterized in that, An L-shaped lapping surface (12) is provided at the connection position between the front frame section (1) and the middle frame section (2), and the front frame section (1) is welded and connected to the front end of the middle frame section (2) through the L-shaped lapping surface (12).

3. The motorcycle frame according to claim 1, characterized in that, A first convex plug-in portion (23) is provided at the rear end of the middle frame section (2), and a first concave groove (31) for inserting the first convex plug-in portion (23) is provided at the front end of the rear frame section (3). After the middle frame section (2) and the rear frame section (3) are plugged in, they are welded and connected.

4. The motorcycle frame according to claim 1, characterized in that, A second convex plug-in portion (41) is provided at the front end of the sub-frame (4), and a second concave groove (32) for inserting the second convex plug-in portion (41) is provided at the rear part of the rear frame section (3). After the sub-frame (4) and the rear frame section (3) are plugged in, they are welded and connected.

5. The motorcycle frame according to claim 1, characterized in that, A handlebar rotating shaft is connected to the front frame section (1), and a front fork is connected to the front end of the middle frame section (2). The steering axis of the handlebar rotating shaft is parallel to the steering axis of the front fork.

6. The motorcycle frame according to claim 5, characterized in that, The front fork and the middle frame section (2) are connected through an upper swing arm (8) and a lower swing arm (9) to form a four-link structure; wherein, the installation point of the lower swing arm (9) and the middle frame section (2) is located in front of the installation point of the upper swing arm (8) and the middle frame section (2).

7. The motorcycle frame according to claim 6, characterized in that, A triangular weight-reducing hole (21) is provided at the front part of the middle frame section (2). Among them, the extreme upward swing position of the upper swing arm (8) tends to be parallel to the first side line (211) of the weight-reducing hole (21), the extreme downward swing position of the lower swing arm (9) tends to be parallel to the second side line (212) of the weight-reducing hole (21), and the connecting line between the installation point of the upper swing arm (8) and the installation point of the lower swing arm (9) tends to be parallel to the third side line (213) of the weight-reducing hole (21).

8. The motorcycle frame according to claim 1, wherein Frame lower connecting plates (6) are symmetrically arranged on the left and right sides of the lower part of the rear frame section (3). Engine mounting holes are provided on both the middle frame section (2) and the frame lower connecting plates (6). The mounting holes on the same side are connected to form a triangular structure; the middle frame section (2), the rear frame section (3) and the frame lower connecting plates (6) semi-surround the engine.

9. The motorcycle frame according to claim 5, characterized in that, A handlebar steering limit structure (11) is provided on the front frame section (1), and an anti-rotation protrusion (71) restricted by the handlebar steering limit structure (11) is provided on a handlebar connecting plate (7) connected to the handlebar rotating shaft.

10. A motorcycle, characterized in that, Comprising a motorcycle frame as described in any one of claims 1-9.

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