Damping structure of motorcycle frame

Abstract

The utility model discloses a motorcycle frame damping structure which comprises a main frame and a rear bottom fork, the rear bottom fork is provided with a front fork opening and a rear fork opening, the two side walls of the front fork opening are rotationally connected to the main frame, a first damper with the upper end hinged to the top of the main frame is arranged in the front fork opening, and a buffer frame is arranged at the bottom of the rear bottom fork. The buffer frame is provided with three non-collinear hinge joints, the first hinge joint is hinged to the rear fork, the second hinge joint is hinged to the lower end of the first shock absorber, the third hinge joint is lower than the first hinge joint and the second hinge joint and hinged to a connecting arm, and the end, away from the buffer frame, of the connecting arm is hinged to the main frame. A second damper is arranged between the main frame and the buffer frame, one end of the second damper and the lower end of the first damper are coaxially hinged to the second hinge joint, and the other end of the second damper is hinged to the lower side of the main frame. Compared with the prior art, the shock absorption device has the advantages that double shock absorption is cooperated, graded absorption and high-frequency vibration filtering of impact force are achieved, and the shock absorption effect and riding comfort of a motorcycle are remarkably improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to motorcycle technical field especially relates to motorcycle frame damping structure. BACKGROUND

[0002] The shock absorber of a motorcycle is a core component of the motorcycle, and the performance of the shock absorber directly affects the comfort, stability and durability of the motorcycle. Off-road motorcycles need to maintain maneuverability and comfort under rough terrain, jumping and continuous impact, so the damping effect of off-road motorcycles is a concern of the entire industry.

[0003] For example, the patent announcement number CN217835923U Chinese utility model patent "a rear damping connection structure of motorcycle", it is through setting up the buffer frame and the connecting rod in the rear fork bottom, realizes the two section buffer between the main frame and the rear fork. Specifically, the rear shock absorber front end connects the main frame, the rear end connects the third connecting end of the buffer frame, and the buffer frame is linked with the main frame through the connecting rod.

[0004] The above-mentioned scheme improves the damping effect to a certain extent, but the damping level is single: only relying on a single rear shock absorber, when the spring is compressed to the limit, it cannot further absorb the impact, resulting in insufficient damping effect under complex road conditions. UTILITY MODEL CONTENTS

[0005] The utility model discloses a motorcycle frame damping structure to solve the above-mentioned problems.

[0006] The utility model discloses a motorcycle frame damping structure to solve the above-mentioned problems.

[0007] The utility model further has the prior scheme that the two sides of the main frame end are fixedly connected with connecting seats, the connecting seats are provided with hinged ears, the two side wall ends of the front fork mouth are provided with sleeves, one rotating shaft is arranged in the two sleeves and is inserted into the two hinged ears to make the rear fork rotate relative to the main frame, and a bearing is arranged between the rotating shaft and the sleeve.

[0008] The utility model further has the prior scheme that the rear end of the main frame is provided with a fixed ear, the fixed ear is located below the hinged ear, and the second shock absorber and the connecting arm are coaxially hinged on the fixed ear.

[0009] The utility model further has the prior scheme that the lower end of the first shock absorber is a U-shaped hinge seat, the second hinge joint is inserted into the U-shaped hinge seat, the second hinge joint has a U-shaped notch in the middle, and the hinged end of the second shock absorber away from the main frame is inserted into the notch and is coaxially hinged with the second hinge joint and the U-shaped hinge seat.

[0010] The utility model further has the prior scheme that the connecting arm has two, the two connecting arms are coaxially hinged on the two sides of the buffer frame and the second shock absorber respectively, an installation space is formed between the two connecting arms, the second hinge joint is located in the installation space and can move up and down in the installation space under the action of the rear fork with the third hinge joint as a fulcrum.

[0011] The utility model further has the prior scheme that the buffer frame is an inverted triangular plate, and the three hinge joints are located at the three corners of the triangular plate.

[0012] The utility model further has the prior scheme that the buffer frame is a V-shaped plate, and the three hinge joints are located at the three end points of the V-shaped plate.

[0013] The utility model further has the prior scheme that the two side edges of the buffer frame have protruding reinforcing ribs.

[0014] The utility model further has the prior scheme that the rear fork comprises a left fork, a right fork and a cross beam integrally formed with the left fork and the right fork, the thickness of the left fork and the right fork gradually increases from the two ends to the connection with the cross beam, and the cross beam bottom forms an insertion slot for the first hinge joint of the buffer frame, the two side walls of the insertion slot are provided with shaft holes penetrating the slot walls, and the first hinge joint of the buffer frame is hinged in the insertion slot through the shaft.

[0015] The utility model further has the prior scheme that the slot width of the insertion slot is equal to the width of the second hinge joint.

[0016] Compared with the prior art, the utility model has the advantages that second shock absorber is equipped between main frame and buffer frame, one end of second shock absorber is coaxially hinged on second hinge joint with lower end of first shock absorber, the other end is hinged on the lower side of main frame, second shock absorber and first shock absorber form double shock absorption parallel structure, wherein first shock absorber bears main vertical impact (such as jumping landing, big pit jolt), through long stroke compression absorption main impact energy, second shock absorber is aimed at high frequency vibration (such as broken stone road, continuous jolt), through short stroke quick response, filters fine impact. Double shock absorption cooperation realizes the classification absorption of impact force and high frequency vibration filtration, significantly improves the shock absorption effect and riding comfort of motorcycle. BRIEF DESCRIPTION OF DRAWINGS

[0017] The utility model will be further described in detail below in combination with the drawings and preferred embodiments, but the person skilled in the art will appreciate that these drawings are only drawn for the purpose of explaining the preferred embodiments and therefore should not be regarded as the limitation to the scope of the utility model, in addition, the drawings only schematically show the composition or structure of the described object conceptually and can contain exaggerated display, and the drawings are not necessarily drawn to scale, unless specifically indicated.

[0018] Figure 1 It is one of the preferred embodiment of the utility model three-dimensional structure schematic diagram;

[0019] Figure 2 It is the preferred embodiment of the utility model Figure 1 The partial close-up view of A in the preferred embodiment of the utility model;

[0020] Figure 3 It is the second three-dimensional structure schematic diagram of the preferred embodiment of the utility model;

[0021] Figure 4 It is the preferred embodiment of the utility model Figure 3 The partial close-up view of B in the preferred embodiment of the utility model;

[0022] Figure 5 It is one of the preferred embodiment of the utility model explosion map;

[0023] Figure 6 It is the second preferred embodiment of the utility model explosion map;

[0024] Figure 7 It is the three-dimensional structure schematic diagram of the rear flat fork of the preferred embodiment of the utility model.

[0025] In the figure: 1, main frame; 11, connecting seat; 12, hinged lug; 13, fixed lug; 2, rear fork; 21, left fork; 22, right fork; 23, crossbeam; 24, front fork mouth; 241, sleeve; 25, rear fork mouth; 26, insertion slot; 27, insertion hole; 3, first shock absorber; 31, U-shaped hinged seat; 4, buffer frame; 41, first hinged joint; 42, second hinged joint; 421, U-shaped notch; 43, third hinged joint; 44, reinforcing rib; 5, connecting arm; 6, second shock absorber; 7, rotating shaft. DETAILED DESCRIPTION

[0026] Preferred embodiments of the present application will be described in detail below with reference to the attached drawings, which are provided by way of example and should not be construed as limiting the scope of the present application.

[0027] It should be noted that like numbers refer to like items throughout the drawings, and once an item is defined in one drawing, it should not be further defined and explained in subsequent drawings.

[0028] The present embodiment mainly describes the shock absorbing structure of the motorcycle frame, and specifically as follows:

[0029] As Figures 1 to 7As shown, including the main frame 1 and the rear fork 2, the main frame 1 is the main body of the car, mainly to support the connection, the rear fork 2 is used to connect the rear wheel with the main frame 1, the rear fork 2 has a front fork mouth 24 and a rear fork mouth 25, the two side walls of the front fork mouth 24 are rotatably connected to the rear end of the main frame 1, the first shock absorber 3 is arranged in the front fork mouth 24 and hinged to the top of the main frame 1, the bottom of the rear fork 2 is provided with a buffer frame 4, the buffer frame 4 has three non-collinear hinge joints, the first hinge joint 41 is hinged to the rear fork 2, the second hinge joint 42 is hinged to the lower end of the first shock absorber 3, the third hinge joint 43 is lower than the first hinge joint 41 and the second hinge joint 42, and the third hinge joint 43 is hinged to the connecting arm 5, one end of the connecting arm 5 away from the buffer frame 4 is hinged to the main frame 1, the second shock absorber 6 is arranged between the main frame 1 and the buffer frame 4, one end of the second shock absorber 6 is coaxially hinged to the second hinge joint 42, and the other end is hinged to the lower side of the main frame 1. The coaxial design of the two shock absorbers 3 and 6 ensures that the force line is consistent, avoiding the wear of the components caused by lateral force. When the motorcycle rear wheel is impacted, the rear fork 2 swings upward around the rotating shaft 7 at the rear end of the main frame 1, driving the buffer frame 4 to rotate around the first hinge joint 41, as the rear fork 2 rotates clockwise upward, the buffer frame 4 moves upward and rotates, causing the lower end of the first shock absorber 3 to be compressed, the first shock absorber 3 is compressed and shortened along its axis direction, absorbing the main vertical impact energy (such as jumping off the ground, big pit bumping); at the same time, the rotation of the buffer frame 4 drives the second hinge joint 42 to move, the lower end of the second shock absorber 6 is stretched accordingly, forming a parallel damping with the first shock absorber 3, absorbing high-frequency vibration (such as gravel road, continuous bumping), dispersing the remaining impact force, realizing multi-stage buffering, and significantly improving the riding comfort on rough road. In the above, the connecting arm 5 takes the axis of the rotating shaft 7 as the center, to limit the rotation amplitude of the buffer frame 4, to prevent excessive compression or stretching, at the same time, the connecting arm 5 transmits the movement of the buffer frame 4 to the main frame 1, enhancing the stability of the overall structure.

[0030] As Figure 2 shown, to provide a stable rotating fulcrum for the rear fork 2 and ensure that the rear fork 2 swings freely around the main frame 1, the two side walls of the end of the main frame 1 are welded or bolted with a connecting seat 11, the connecting seat 11 is provided with a hinge ear 12, the two side walls of the end of the front fork mouth 24 are provided with a sleeve 241, and a rotating shaft 7 is arranged in the two sleeves 241, the two ends of the rotating shaft 7 extend into the two hinge ears 12 to rotate the rear fork 2 relative to the main frame 1, a bearing is arranged on the rotating shaft 7 between the shaft sleeve and the inside of the sleeve 241, the bearing is used to reduce the friction resistance between the sleeve 241 and the rotating shaft 7, and prolong the service life.

[0031] As Figure 2 , Figure 3 , Figure 4 and Figure 5As shown, a fixing lug 13 is provided on the rear end of the main frame 1. The fixing lug 13 is located below the hinge lug 12, and the second shock absorber 6 and the connecting arm 5 are coaxially hinged to the fixing lug 13. The position design of the fixing lug 13 optimizes the installation space of the second shock absorber 6 and the connecting arm 5, while avoiding interference between the connecting arm 5 and the second shock absorber 6 and other components of the main frame 1. Preferably, there are two fixing lugs 13, symmetrically welded to both sides of the rear end of the main frame 1, and the connecting arm 5 and the second shock absorber 6 are coaxially hinged between the two fixing lugs 13.

[0032] like Figure 5 As shown, the lower end of the first shock absorber 3 is a U-shaped hinge seat 31, and the second hinge joint 42 is inserted into the U-shaped hinge seat 31. The second hinge joint 42 has a U-shaped slot 421 in the middle. The hinge end of the second shock absorber 6 away from the main frame 1 is inserted into the slot 421 and coaxially hinged with the second hinge joint 42 and the U-shaped hinge seat 31. The design of the U-shaped hinge seat 31 and the slot 421 provides a coaxial fixing interface for the first shock absorber 3, the second shock absorber 6 and the second hinge joint 42, ensuring that the two shock absorbers 3 and 6 rotate coaxially, thereby eliminating lateral force and reducing stress concentration.

[0033] Specifically, the connecting arm 5 has two arms, which are coaxially hinged to both sides of the buffer frame 4 and the second shock absorber 6, forming a parallel four-bar structure. The symmetrical design balances the forces on both sides, avoiding deformation or fatigue fracture caused by unilateral overload. An installation space is formed between the two connecting arms 5. The second hinge joint 42 is located in the installation space and can move up and down in the installation space under the action of the rear horizontal fork 2 with the third hinge joint 43 as the fulcrum. The installation space provides the second hinge joint 42 with a directional range of motion, restricting its movement to vertical direction only, preventing lateral displacement or torsion.

[0034] Specifically, to improve the stability and deformation resistance of the buffer frame 4, the buffer frame 4 is an inverted triangular plate, with the three hinge joints located at the three corners of the triangular plate. Utilizing the stability of the triangle, the force transmission path is optimized, and torsional stiffness is improved. The three corners are respectively connected to the rear horizontal fork 2, the shock absorber 3, and the connecting arm 5, forming a highly efficient force transmission network. The buffer frame 4 can also be a V-shaped plate, with the three hinge joints located at the three ends of the V-shaped plate.

[0035] Specifically, in order to further increase the bending and torsional resistance of the buffer frame 4, prevent fatigue cracking caused by high-frequency vibration, and extend the service life of the buffer frame 4, the buffer frame 4 has raised reinforcing ribs 44 on both sides of its edges.

[0036] like Figure 5 and Figure 6As shown, the rear fork 2 comprises a left fork 21, a right fork 22 and a cross beam 23 arranged between the left fork 21 and the right fork 22, which enhances the overall strength of the rear fork 2, the cross beam 23 is integrally formed with the left fork 21 and the right fork 22, the thickness of the left fork 21 and the right fork 22 gradually increases from both ends to the connection with the cross beam 23, and the bottom of the cross beam 23 forms a slot 26 for inserting a first hinge joint 41 of a buffer bracket 4, the slot 26 is provided with an axle hole 27 penetrating the slot wall on both side walls, the first hinge joint 41 of the buffer bracket 4 is hinged in the fork slot 26 through the axle, and the slot width of the slot 26 is equal to the width of the second hinge joint 42. The design of the slot 26 realizes accurate positioning of the buffer bracket 4, the cooperation of the slot 26 and the axle hole 27 reduces assembly error, and improves the connection reliability of the rear fork 2 and the buffer bracket 4.

[0037] In the description of the utility model, it needs to be explained that the terms "upper", "lower", "front", "rear", "inner", "outer" and the like indicate the orientation or positional relationship shown in the drawings, or the orientation or positional relationship commonly used when the utility model product is used, which is only for the convenience of describing the utility model and simplifying the description, and does not indicate or imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation, therefore it cannot be understood as a limitation on the utility model.

[0038] The motorcycle frame damping structure provided by the utility model is described in detail above, the principle and implementation mode of the utility model are described in this paper by applying specific examples, the description of the above examples is only used to help understand the utility model and core idea, it should be pointed out that for ordinary skilled persons in the technical field, the utility model can be improved and modified in several ways without departing from the principle of the utility model, and these improvements and modifications also fall within the protection scope of the utility model claims.

Claims

1. A motorcycle frame shock absorption structure, comprising a main frame and a rear swingarm, wherein the rear swingarm has a front fork opening and a rear fork opening, the two side walls of the front fork opening are rotatably connected to the rear end of the main frame, a first shock absorber is provided in the front fork opening with its upper end hinged to the top of the main frame, a buffer frame is provided at the bottom of the rear swingarm, the buffer frame has three non-collinear hinge joints, the first hinge joint is hinged to the rear swingarm, the second hinge joint is hinged to the lower end of the first shock absorber, and the third hinge joint is lower than the first and second hinge joints and has a connecting arm hinged thereto, the end of the connecting arm away from the buffer frame is hinged to the main frame, characterized in that: A second shock absorber is provided between the main frame and the buffer frame. One end of the second shock absorber is coaxially hinged to the lower end of the first shock absorber on the second hinge joint, and the other end is hinged to the lower side of the main frame.

2. The motorcycle frame shock absorption structure according to claim 1, characterized in that: Connecting seats are fixedly connected to both sides of the main frame end, and each connecting seat is provided with a hinge lug. Each side of the front fork end has a sleeve, and a rotating shaft is provided inside the two sleeves, with its two ends extending into the two hinge lugs respectively, so that the rear flat fork rotates relative to the main frame. A bearing is sleeved on the rotating shaft between the rotating shaft and the bushing inside the sleeve.

3. The motorcycle frame shock absorption structure according to claim 2, characterized in that: The main frame is provided with a fixing ear at the rear end. The fixing ear is located below the hinge ear, and the second shock absorber and the connecting arm are coaxially hinged to the fixing ear.

4. The motorcycle frame shock absorption structure according to claim 1, characterized in that: The lower end of the first shock absorber is a U-shaped hinge seat, and the second hinge joint is inserted into the U-shaped hinge seat. The second hinge joint has a U-shaped groove in the middle. The hinge end of the second shock absorber away from the main frame is inserted into the groove and coaxially hinged with the second hinge joint and the U-shaped hinge seat.

5. The motorcycle frame shock absorption structure according to claim 1, characterized in that: The connecting arm has two arms, which are coaxially hinged to the sides of the buffer frame and the second shock absorber, respectively. An installation space is formed between the two connecting arms. The second hinge joint is located in the installation space and can move up and down in the installation space under the action of the rear horizontal fork with the third hinge joint as the fulcrum.

6. The motorcycle frame shock absorption structure according to claim 1, characterized in that: The buffer frame is an inverted triangular plate, with three hinge joints located at the three corners of the triangular plate.

7. The motorcycle frame shock absorption structure according to claim 1, characterized in that: The buffer frame is a V-shaped plate, with three hinge joints located at the three ends of the V-shaped plate.

8. The motorcycle frame shock absorption structure according to claim 6 or 7, characterized in that: The buffer frame has raised reinforcing ribs on both sides of its edge.

9. The motorcycle frame shock absorption structure according to claim 1, characterized in that: The rear horizontal fork includes a left horizontal fork, a right horizontal fork, and a crossbeam integrally formed with the left and right horizontal forks. The thickness of the left and right horizontal forks gradually increases from both ends to the connection point with the crossbeam, forming a slot with the bottom of the crossbeam for the insertion of the first hinge joint of the buffer frame. The slot has shaft holes that penetrate the slot wall on both sides, and the first hinge joint of the buffer frame is hinged in the slot by the shaft.

10. The motorcycle frame shock absorption structure according to claim 9, characterized in that: The slot width is equal to the width of the second hinge joint.

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