Rear suspension structure of electric motorcycle

Abstract

The utility model discloses a rear suspension structure of an electric motorcycle, which relates to the field of rear suspenders, and comprises a first support structure, the first support structure comprises a first support arm and a second support arm which are symmetrical to each other, and the first support arm is fixedly connected with the second support arm; one end of the first supporting arm and one end of the second supporting arm are respectively and fixedly provided with a first connecting piece, and one end, far away from the first connecting piece, of the first supporting arm and one end, far away from the first connecting piece, of the second supporting arm are respectively provided with a connecting block. The control button of the motor is connected with the control panel of the motorcycle, the working state can be changed even in the running process, the better driving experience is achieved, the motorcycle can cope with various different scenes, and the advantages of center rear shock absorption, double-cylinder rear shock absorption, inclined rear shock absorption and vertical rear shock absorption can be obtained at the same time.

Description

Technical Field

[0001] The utility model relates to the field of rear suspension devices, in particular to a rear suspension structure of an electric motorcycle. Background Art

[0002] The rear suspension of a motorcycle refers to the device that connects the rear wheel of the motorcycle to the frame. It is mainly responsible for supporting the weight of the rear of the motorcycle and absorbing the impact on the rear wheel. The rear suspension of a motorcycle is an important component connecting the rear wheel and the frame of the motorcycle. It allows the wheel to move up and down in the vertical direction relative to the frame while providing damping and support. Its main function is to absorb and reduce the impact and vibration caused by uneven road surface, ensure that the tire maintains good contact with the ground, provide stable handling performance, and ensure the comfort of passengers. It is often also called a shock absorber.

[0003] The main rear shock absorber structures used in motorcycles are double-tube rear shock absorbers and central rear shock absorbers. The installation methods mainly adopt inclined rear shock absorbers and tilted rear shock absorbers. As the name implies, double-tube rear shock absorbers use two dampers and springs to clamp the wheels to complete the shock absorption function. Double-tube rear shock absorbers can achieve variable shock absorption effects and adjust according to different road conditions. The structural design of double-tube rear shock absorbers helps to improve heat dissipation and reduce performance degradation caused by high temperature. The central rear shock absorber has only one damper and spring, and the damper and spring are located in the middle of the vehicle body. The design of the center rear shock absorber helps to maintain balance when turning and reduce the problem of deviation between the left and right double shock absorbers. It is especially suitable for vehicles that emphasize sportiness. Since the center of gravity is located in the center, the central rear shock absorber can provide better left-right balance when turning, thereby enhancing the vehicle's handling.

[0004] The inclined rear shock absorber can absorb vibrations more delicately and improve the vehicle's shock absorption performance. The inclined rear shock absorber has a lower connection point, which can increase the contact between the wheel and the ground and improve the stability of the vehicle. The inclined shock absorber can save space inside the vehicle and make the design more compact. The inclined shock absorber design can provide stronger lateral support, making the vehicle more stable during driving. The inclined shock absorber design can make the support more linear and smooth, improve the vehicle's handling and comfort, and is mostly used in racing cars; the design of the vertical shock absorber is relatively simple, easy to manufacture and maintain, and the vertical shock absorber is suitable for a variety of models and scenarios, with high versatility. The vertical shock absorber can maintain stable contact between the wheel and the ground, provide good driving stability, and the vertical shock absorber has better load-bearing capacity, so vertical shock absorbers are mostly used on household motorcycles.

[0005] Most traditional shock absorber structures are fixed installations with a single structure. The shock absorber layout cannot be changed, which limits the use of motorcycles. Racing cars are often difficult to adapt to home use. Of course, home motorcycles cannot adapt to complex off-road environments. They have poor practicality and cannot adapt to various common conditions.

[0006] Therefore, it is necessary to propose an electric motorcycle rear suspension structure to solve the above problems. Utility Model Content

[0007] The purpose of the utility model is to provide a rear suspension structure for an electric motorcycle to solve the problem that the above structure is single and the layout of the shock absorber cannot be changed.

[0008] To achieve the above-mentioned purpose, the present invention provides the following technical solutions: a rear suspension structure of an electric motorcycle, comprising a first supporting structure, wherein the first supporting structure comprises a first supporting arm and a second supporting arm symmetrical to each other, the first supporting arm and the second supporting arm are fixedly connected, one end of the first supporting arm and the second supporting arm are fixedly installed with a first connecting member, the first supporting arm and the second supporting arm are installed with a connecting block at one end away from the first connecting member, a second supporting structure is provided above the first supporting structure, the end of the second supporting structure is rotatably installed on the top of the connecting block, a shock-absorbing component is rotatably installed between the two first connecting members, and the first supporting structure, the second supporting structure and the shock-absorbing component are combined to form a triangular frame; and an adjustment component is also included, which is arranged between the second supporting structure and the shock-absorbing component.

[0009] Preferably, the second supporting structure includes a third supporting arm, a first supporting rod is fixedly installed at one inner end of the third supporting arm, two symmetrical second supporting rods are fixedly installed at one end of the third supporting arm away from the first supporting rod, a second connecting rod is fixedly installed between the two second supporting rods, and connecting steel bones are fixedly installed between the first supporting rod and the two second supporting rods, a sliding groove is provided in the middle of the connecting steel bones, and the connecting block is fixedly installed on the outside of the second connecting rod.

[0010] Preferably, the shock-absorbing component includes a rotating block, sliding rods are fixedly installed on both sides of the rotating block, and the sliding rods are slidably clamped in the corresponding sliding grooves, and a first damper is fixedly installed on the lower surface of the rotating block, a first hexagonal plate is provided below the first damper, and a supporting circular plate is provided below the first hexagonal plate, and bent arms are fixedly installed on both sides of the supporting circular plate, and a second hexagonal plate is fixedly installed on one end of the bent arm away from the supporting circular plate, and a second damper is provided below the second hexagonal plate, and a second connecting piece is fixedly installed on the bottom end of the second damper, and the second connecting piece is rotatably installed on the inner surface of the first connecting piece.

[0011] Preferably, the adjusting assembly includes a slider, a screw rod and a motor, sliders are provided on both sides of the rotating block, the supporting circular plate is fixedly mounted on the slider, screw rods are provided on the sides of the two connecting steel frames away from each other, the screw rods are clamped in the middle of the corresponding slider through the threaded holes, the end of the screw rod away from the slider is rotatably mounted on the corresponding second support rod, the end of the screw rod away from the slider passes through the second support rod and is fixedly mounted with a second gear, a support frame is fixedly mounted on the connecting block, a motor is fixedly mounted on the upper surface of the support frame, a first gear is fixedly mounted on the driving end of the motor, and the first gear is meshed with the two second gears.

[0012] Preferably, a first threaded sleeve is fixedly installed in the middle of the lower surface of the first hexagonal plate, a first threaded groove corresponding to the first threaded sleeve is opened in the middle of the upper surface of the supporting circular plate, the end of the first damper passes through the first hexagonal plate and the first threaded sleeve and is fixedly installed on the inner bottom surface of the supporting circular plate, a second threaded sleeve is fixedly installed on the end of the bent arm away from the supporting circular plate, a second threaded groove is opened in the middle of the second hexagonal plate, and the upper end of the second damper passes through the second threaded groove and is fixedly installed inside the second threaded sleeve.

[0013] Preferably, the outer surface of the first damper is sleeved with a first spring, and the outer surface of the second damper is sleeved with a second spring, the top end of the first spring is fixedly mounted on the lower surface of the rotating block, and the lower surface of the first spring is fitted with the upper surface of the first hexagonal plate, and the bottom end of the second spring is fixedly mounted on the upper surface of the second connecting member, and the top end of the second spring is fitted with the lower surface of the second hexagonal plate.

[0014] Preferably, a wheel is rotatably mounted between the two first connecting members.

[0015] The technical effects and advantages of this utility model are:

[0016] By setting an adjustment component, the device can control the angle state of the shock-absorbing component, thereby changing the layout of the shock-absorbing component, so that the motorcycle can cope with various scenarios and can simultaneously obtain the advantages of central rear shock absorbers, double-tube rear shock absorbers, inclined rear shock absorbers, and vertical rear shock absorbers;

[0017] By setting up a motor for the adjustment component, the angle state of the shock absorber can be controlled by simply controlling the forward and reverse rotation of the motor. The control button of the motor can be connected to the control panel of the motorcycle, so the working state can be changed even while driving, providing a better driving experience.

[0018] By providing a shock-absorbing component, the device enables the shock absorber to adjust the elastic force of the first spring and the second spring, thereby facilitating adaptation to different drivers and driving environments, giving the driver a better and more tailored driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a schematic structural diagram of the rear suspension structure of an electric motorcycle according to the present invention.

[0020] Figure 2 This is a structural diagram of the first supporting structure in the present utility model.

[0021] Figure 3 This is a schematic structural diagram of the second supporting structure in the present invention.

[0022] Figure 4 This is a structural diagram of the slider and the screw rod in the utility model.

[0023] Figure 5 It is a structural diagram of the shock-absorbing component in the utility model.

[0024] Figure 6 It is a structural schematic diagram of the supporting circular plate, curved arm and second hexagonal plate in the present invention.

[0025] In the figure: 1. first supporting structure; 2. second supporting structure; 3. shock absorbing component; 4. supporting frame; 5. slider; 6. screw; 7. wheel; 11. first supporting arm; 12. second supporting arm; 13. first connecting member; 14. connecting block; 21. third supporting arm; 22. first supporting rod; 23. second supporting rod; 24. second connecting rod; 25. connecting steel frame; 26. slide; 31. rotating block; 32. slide rod; 33. first damper; 34. first hexagonal plate; 35. supporting circular plate; 36. bent arm; 37. second hexagonal plate; 38. second damper; 39. second connecting member; 41. motor; 42. first gear; 61. second gear; 331. first spring; 341. first threaded sleeve; 351. first thread groove; 361. second threaded sleeve; 371. second thread groove; 381. second spring. DETAILED DESCRIPTION

[0026] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0027] The utility model provides Figures 1-6The rear suspension structure of an electric motorcycle shown in FIG. 1 includes a first support structure 1, which includes a first support arm 11 and a second support arm 12, which are symmetrical and fixedly connected. A first connector 13 is fixedly mounted on one end of each of the first and second support arms 11, 12. A connecting block 14 is mounted on the ends of the first and second support arms 11, 12 away from the first connector 13. A second support structure 2 is disposed above the first support structure 1, with the end of the second support structure 2 rotatably mounted on the top of the connecting block 14. A shock-absorbing component 3 is rotatably mounted between the two first connectors 13. The first support structure 1, the second support structure 2, and the shock-absorbing component 3 are combined to form a triangular frame, and a wheel 7 is rotatably mounted between the two first connectors 13. The rear suspension structure also includes an adjustment assembly, which is disposed between the second support structure 2 and the shock-absorbing component 3 to adjust the angle between the second support structure 2 and the shock-absorbing component 3.

[0028] The first support structure 1 is mainly used to connect the wheel 7. The vibration experienced by the wheel 7 during driving can be eliminated by the shock-absorbing component 3. The second support structure 2 is fixedly connected to the body frame of the electric motorcycle. When the wheel 7 is vibrated, the wheel 7 will drive the first support structure 1 to rotate around the connecting block 14. The triangle has strong stability and can support the vehicle body more stably.

[0029] The second supporting structure 2 includes a third supporting arm 21, and a first supporting rod 22 is fixedly installed at one end inside the third supporting arm 21. Two symmetrical second supporting rods 23 are fixedly installed at one end of the third supporting arm 21 away from the first supporting rod 22. A second connecting rod 24 is fixedly installed between the two second supporting rods 23. A connecting steel frame 25 is fixedly installed between the first support rod 22 and the two second support rods 23. A sliding groove 26 is opened in the middle of the connecting steel frame 25, and the connecting block 14 is fixedly installed on the outside of the second connecting rod 24.

[0030] The shock absorbing component 3 includes a rotating block 31, and sliding rods 32 are fixedly installed on both sides of the rotating block 31. The sliding rods 32 are slidably clamped in the corresponding sliding grooves 26. A first damper 33 is fixedly installed on the lower surface of the rotating block 31, and a first hexagonal plate 34 is provided below the first damper 33. A supporting circular plate 35 is provided below the first hexagonal plate 34. A bent arm 36 is fixedly installed on both sides of the supporting circular plate 35, and a second hexagonal plate 37 is fixedly installed on one end of the bent arm 36 away from the supporting circular plate 35. A second damper 38 is provided below the second hexagonal plate 37, and a second connecting member 39 is fixedly installed at the bottom end of the second damper 38. The second connecting member 39 is rotatably installed on the inner surface of the first connecting member 13.

[0031] The adjusting assembly includes a slider 5, a screw rod 6 and a motor 41. Sliders 5 are provided on both sides of the rotating block 31. The supporting circular plate 35 is fixedly installed on the slider 5. The two connecting steel frames 25 are provided with a screw rod 6 on the side away from each other. The screw rod 6 is clamped in the middle of the corresponding slider 5 through the threaded hole. The end of the screw rod 6 away from the slider 5 is rotatably installed on the corresponding second support rod 23. The end of the screw rod 6 away from the slider 5 passes through the second support rod 23 and is fixedly installed with a second gear 61. The support frame 4 is fixedly installed on the connecting block 14. The upper surface of the support frame 4 is fixedly installed with a motor 41. The driving end of the motor 41 is fixedly installed with a first gear 42, and the first gear 42 is engaged with the two second gears 61.

[0032] The structure of the shock-absorbing component 3 is fork-shaped, which can be used to install the wheel 7. When the wheel 7 is vibrated, the wheel 7 will push the second connecting member 39, and the second connecting member 39 will push the second damper 38 and the second spring 381. The second spring 381 can prevent the second spring 381 from rebounding too quickly, so that it has a better shock-absorbing effect. The second damper 38 and the second spring 381 are compressed to offset the thrust caused by the vibration. At the same time, the first hexagonal plate 34 is pushed to compress the first damper 33 and the first spring 331, further relieving the vibration force.

[0033] The main rear shock absorber structures used in motorcycles are double-tube rear shock absorbers and central rear shock absorbers. The installation methods mainly adopt inclined rear shock absorbers and tilted rear shock absorbers. As the name implies, double-tube rear shock absorbers use two dampers and springs to clamp the wheels to complete the shock absorption function. Double-tube rear shock absorbers can achieve variable shock absorption effects and adjust according to different road conditions. The structural design of double-tube rear shock absorbers helps to improve heat dissipation and reduce performance degradation caused by high temperature. The central rear shock absorber has only one damper and spring, and the damper and spring are located in the middle of the vehicle body. The design of the center rear shock absorber helps to maintain balance when turning and reduce the problem of deviation between the left and right double shock absorbers. It is especially suitable for vehicles that emphasize sportiness. Since the center of gravity is located in the center, the central rear shock absorber can provide better left-right balance when turning, thereby enhancing the vehicle's handling.

[0034] The inclined rear shock absorber can absorb vibrations more delicately and improve the vehicle's shock absorption performance. The inclined rear shock absorber has a lower connection point, which can increase the contact between the wheel and the ground and improve the stability of the vehicle. The inclined shock absorber can save space inside the vehicle and make the design more compact. The inclined shock absorber design can provide stronger lateral support, making the vehicle more stable during driving. The inclined shock absorber design can make the support more linear and smooth, improve the vehicle's handling and comfort, and is mostly used in racing cars; the design of the vertical shock absorber is relatively simple, easy to manufacture and maintain, and the vertical shock absorber is suitable for a variety of models and scenarios, with high versatility. The vertical shock absorber can maintain stable contact between the wheel and the ground, provide good driving stability, and the vertical shock absorber has better load-bearing capacity, so vertical shock absorbers are mostly used on household motorcycles.

[0035] Most traditional shock absorber structures are fixed and cannot change the layout of the shock absorber, which limits the scope of use of motorcycles. Racing cars are often difficult to adapt to home use. Of course, home motorcycles cannot adapt to complex off-road environments. Therefore, the device sets a motor 41. At the initialization of the device, the shock absorbing component 3 is perpendicular to the first supporting structure 1. At this time, the first supporting structure 1, the second supporting structure 2, and the shock absorbing component 3 form a right triangle. Because the shock absorbing component 3 is in a vertical state, the shock absorbing component 3 is used as a vertical shock absorber. At this time, the vehicle has higher stability and carrying capacity, and is more suitable for home use. When facing a complex road surface, the motor 41 can be controlled to rotate. The rotation of the motor 41 drives the first gear 42 to rotate. The rotation of the first gear 42 drives the two second gears 61 to rotate. The rotation of the second gear 61 drives the two sliders 5 to move along the slide groove 26. The slide rod 32 moves inside the slide groove 26. At this time, the rotating block 31 is driven by the slide rod 32 drives the movement along the connecting steel frame 25, thereby changing the triangular shape formed by the first supporting structure 1, the second supporting structure 2, and the shock absorbing component 3, so that the shock absorbing component 3 becomes inclined, and then the shock absorbing component 3 becomes an inclined rear shock absorber, which can adapt to the application of many off-road scenes. When the shock absorbing component 3 acts as a vertical shock absorber, the two second dampers 38 and the second spring 381 play the main shock absorbing role, similar to the double-tube rear shock absorber. When the shock absorbing component 3 acts as an inclined rear shock absorber, the first damper 33 plays the main shock absorbing role, similar to the central rear shock absorber. It is only necessary to control the forward and reverse rotation of the motor 41 to control the state of the shock absorbing component 3. The control button of the motor 41 is connected to the motorcycle control panel, and the working state can be changed even when driving, so that it has a better driving experience, so that the motorcycle can face various different scenes, and can simultaneously obtain the advantages of central rear shock absorbers, double-tube rear shock absorbers, inclined rear shock absorbers, and vertical rear shock absorbers.

[0036] It should be noted that the diameter and number of teeth of the second gear 61 are greater than those of the first gear 42, so that the support frame 4 can generate greater torque and adjust the working state even during riding.

[0037] A first threaded sleeve 341 is fixedly installed in the middle of the lower surface of the first hexagonal plate 34, and a first threaded groove 351 corresponding to the first threaded sleeve 341 is opened in the middle of the upper surface of the supporting circular plate 35. The end of the first damper 33 passes through the first hexagonal plate 34 and the first threaded sleeve 341 and is fixedly installed on the inner bottom surface of the supporting circular plate 35. A second threaded sleeve 361 is fixedly installed at the end of the bent arm 36 away from the supporting circular plate 35. A second threaded groove 371 is opened in the middle of the second hexagonal plate 37, and the upper end of the second damper 38 passes through the first hexagonal plate 34 and the first threaded sleeve 341. The first damper 33 passes through the second threaded groove 371 and is fixedly installed inside the second threaded sleeve 361. The outer surface of the first damper 33 is sleeved with a first spring 331, and the outer surface of the second damper 38 is sleeved with a second spring 381. The top end of the first spring 331 is fixedly installed on the lower surface of the rotating block 31, and the lower surface of the first spring 331 is in contact with the upper surface of the first hexagonal plate 34. The bottom end of the second spring 381 is fixedly installed on the upper surface of the second connecting member 39, and the top end of the second spring 381 is in contact with the lower surface of the second hexagonal plate 37.

[0038] In actual use, due to different physical sensations and weights of users, the damping degree of the shock absorber needs to be adjusted differently in order to achieve the best driving experience. Therefore, before riding, the first hexagonal plate 34 and the second hexagonal plate 37 can be screwed with a wrench, and the first hexagonal plate 34 can rise and fall. The rise of the first hexagonal plate 34 can squeeze the first spring 331, thereby making the first spring 331 have a stronger initial elastic force. If the first hexagonal plate 34 is lowered, the first spring 331 is released. At this time, the first spring 331 has a smaller initial elastic force and can respond to the shock absorber faster. The second hexagonal plate 37 is rotated in the same way. When the spring force is larger, the driver feels that the car is more stable and has a better driving experience. When the spring force is smaller, the shock absorber can respond faster. It is suitable for locations with more complex road conditions, can reduce the vibration, and make driving more stable.

[0039] Working principle: The first support structure 1 is mainly used to connect the wheel 7. The vibration of the wheel 7 during driving can be eliminated by the shock-absorbing component 3. The second support structure 2 is fixedly connected to the body frame of the electric motorcycle. When the wheel 7 is vibrated, the wheel 7 will drive the first support structure 1 to rotate around the connecting block 14. The triangle has strong stability and can relatively stably support the vehicle body.

[0040] The shock absorbing component 3 is structured in a fork shape and can be mounted on the wheel 7. When the wheel 7 is vibrated, the wheel 7 pushes the second connecting member 39, which pushes the second damper 38 and the second spring 381. The second spring 381 can prevent the second spring 381 from rebounding too quickly, thereby achieving a better shock absorption effect. The second damper 38 and the second spring 381 are compressed to offset the thrust caused by the vibration. At the same time, the first hexagonal plate 34 is pushed to compress the first damper 33 and the first spring 331, further relieving the vibration force.

[0041] At the initial stage of the device, the shock absorbing component 3 is perpendicular to the first supporting structure 1. At this time, the first supporting structure 1, the second supporting structure 2, and the shock absorbing component 3 form a right triangle. Because the shock absorbing component 3 is in a vertical state, the shock absorbing component 3 is used as a vertical shock absorber. At this time, the vehicle has higher stability and load-bearing capacity, and is more suitable for home use. When facing a complex road surface, the motor 41 can be controlled to rotate. The rotation of the motor 41 drives the first gear 42 to rotate. The rotation of the first gear 42 drives the two second gears 61 to rotate. The rotation of the second gear 61 drives the two sliders 5 to move along the slide groove 26. The slide rod 32 moves inside the slide groove 26. At this time, the rotating block 31 is driven by the slide rod 32 to move along the connecting steel frame 25, thereby changing the triangular shape formed by the first supporting structure 1, the second supporting structure 2, and the shock absorbing component 3, so that the shock absorbing component 3 becomes inclined, and then the shock absorbing component 3 becomes inclined rear shock absorber;

[0042] Before riding, the first hexagonal plate 34 and the second hexagonal plate 37 can be screwed with a wrench, and the first hexagonal plate 34 can rise and fall. The rise of the first hexagonal plate 34 can squeeze the first spring 331, thereby making the first spring 331 have a stronger initial elastic force. If the first hexagonal plate 34 is lowered, the first spring 331 is released. At this time, the first spring 331 has a smaller initial elastic force and can respond to the shock absorber more quickly. The same is true for rotating the second hexagonal plate 37.

[0043] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A rear suspension structure for an electric motorcycle, comprising a first support structure, characterized in that: The first supporting structure includes a first supporting arm and a second supporting arm that are symmetrical to each other, the first supporting arm and the second supporting arm are fixedly connected, one end of the first supporting arm and the second supporting arm are fixedly mounted with a first connecting piece, and the ends of the first supporting arm and the second supporting arm away from the first connecting piece are mounted with a connecting block, a second supporting structure is provided above the first supporting structure, an end of the second supporting structure is fixedly mounted on the top of the connecting block, a shock absorbing component is rotatably mounted between the two first connecting pieces, and the first supporting structure, the second supporting structure, and the shock absorbing component are combined to form a triangular frame; It also includes an adjustment component, which is arranged between the second supporting structure and the shock absorbing component.

2. The rear suspension structure of an electric motorcycle according to claim 1, characterized in that: The second supporting structure includes a third supporting arm, a first supporting rod is fixedly installed at one inner end of the third supporting arm, two symmetrical second supporting rods are fixedly installed at one end of the third supporting arm away from the first supporting rod, a second connecting rod is fixedly installed between the two second supporting rods, and connecting steel bones are fixedly installed between the first supporting rod and the two second supporting rods, a sliding groove is opened in the middle of the connecting steel bones, and the connecting block is fixedly installed on the outside of the second connecting rod.

3. The rear suspension structure of an electric motorcycle according to claim 2, characterized in that: The shock absorbing component includes a rotating block, wherein sliding rods are fixedly installed on both sides of the rotating block, and the sliding rods are slidably clamped in the corresponding sliding grooves. A first damper is fixedly installed on the lower surface of the rotating block, a first hexagonal plate is provided below the first damper, and a supporting circular plate is provided below the first hexagonal plate. Bend arms are fixedly installed on both sides of the supporting circular plate, and a second hexagonal plate is fixedly installed on one end of the bent arm away from the supporting circular plate. A second damper is provided below the second hexagonal plate, and a second connecting piece is fixedly installed on the bottom end of the second damper, and the second connecting piece is rotatably mounted on the inner surface of the first connecting piece.

4. The rear suspension structure of an electric motorcycle according to claim 3, characterized in that: The adjusting assembly includes a slider, a screw rod and a motor, sliders are provided on both sides of the rotating block, the supporting circular plate is fixedly mounted on the slider, screw rods are provided on the sides of the two connecting steel frames away from each other, the screw rods are clamped in the middle of the corresponding slider through screw holes, and the end of the screw rod away from the slider is rotatably mounted on the corresponding second support rod, the end of the screw rod away from the slider passes through the second support rod and is fixedly mounted with a second gear, a support frame is fixedly mounted on the connecting block, a motor is fixedly mounted on the upper surface of the support frame, and a first gear is fixedly mounted on the driving end of the motor, and the first gear is meshed with the two second gears.

5. The rear suspension structure of an electric motorcycle according to claim 4, characterized in that: A first threaded sleeve is fixedly installed in the middle of the lower surface of the first hexagonal plate, and a first threaded groove corresponding to the first threaded sleeve is opened in the middle of the upper surface of the supporting circular plate. The end of the first damper passes through the first hexagonal plate and the first threaded sleeve and is fixedly installed on the inner bottom surface of the supporting circular plate. A second threaded sleeve is fixedly installed on the end of the bent arm away from the supporting circular plate. A second threaded groove is opened in the middle of the second hexagonal plate, and the upper end of the second damper passes through the second threaded groove and is fixedly installed inside the second threaded sleeve.

6. The rear suspension structure of an electric motorcycle according to claim 5, characterized in that: The outer surface of the first damper is sleeved with a first spring, and the outer surface of the second damper is sleeved with a second spring. The top end of the first spring is fixedly mounted on the lower surface of the rotating block, and the lower surface of the first spring is in contact with the upper surface of the first hexagonal plate. The bottom end of the second spring is fixedly mounted on the upper surface of the second connecting member, and the top end of the second spring is in contact with the lower surface of the second hexagonal plate.

7. The rear suspension structure of an electric motorcycle according to claim 6, characterized in that: A wheel is rotatably mounted between the two first connecting members.

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