Split type flow guide baffle and motorcycle

Abstract

A rear water baffle is fixedly installed on the top of a motorcycle radiator, a flow guide plate is located on the front portion of a front water baffle, the flow guide plate and the front water baffle are combined into a whole and installed on a motorcycle steering column, the front water baffle is located on the front portion of the rear water baffle, the front water baffle and the rear water baffle are partially overlapped, and a two-stage staggered layer structure is formed. Structural gaps among the front wheel, the steering column and the radiator of the motorcycle are blocked, the probability that muddy water splashes to key parts of the motorcycle and a helmet of a rider is reduced, and the riding comfort and safety are improved; the rear edge of the front water baffle and the front edge close to the rear water baffle are bent downwards to form the water diversion flanges, the transverse reinforcing ribs and the vertical reinforcing ribs are integrally formed and distributed, and meanwhile, the notches are formed in the water diversion flanges of the inclined sections, so that directional water flow gathering is achieved, and secondary upward splashing of water drops dripping from the edges of the water baffles is avoided.

Description

Technical Field

[0001] This utility model relates to the field of motorcycle technology, and in particular to a split-type air deflector and a motorcycle. Background Technology

[0002] When motorcycles are driven in the rain or on muddy roads, the spatial layout between the front wheel, steering column, and radiator often creates large structural gaps, making it easy for mud and water to splash upwards through these gaps, causing damage to components and reducing the riding experience. This has driven the development of motorcycle fender structure technology.

[0003] Existing motorcycle mudguards generally employ a single planar structure, offering some water-blocking functionality and being easy and inexpensive to manufacture. However, they also have several shortcomings. For instance, they struggle to provide comprehensive protection in complex, three-dimensional water-spraying environments. During motorcycle turns, blind spots appear between the planar mudguard and moving parts, allowing mud and water to leak through these gaps, significantly reducing their water-blocking effectiveness. Furthermore, these planar mudguards lack consideration for fluid dynamics in their design. Water droplets at the mudguard's edge are easily splashed upwards by airflow, causing secondary pollution and further expanding the area affected by mud and water. Simultaneously, the water flow, after spreading across the mudguard surface, lacks effective directional guidance, easily sliding along the edges to unprotected areas, continuing to damage components on the motorcycle and splashing onto the rider's helmet. While some airflow-guiding structures attempt to improve water-blocking performance, they neglect proper airflow management. Large-area obstruction hinders airflow into the motorcycle radiator, leading to decreased engine cooling efficiency, increased risk of engine overheating, and a shortened engine lifespan.

[0004] Therefore, it is necessary to improve the existing motorcycle baffle technology by designing a staggered baffle structure to form a three-dimensional water barrier, blocking the structural gap between the motorcycle's front wheel, steering column, and radiator, and reducing the probability of mud and water splashing onto the motorcycle's critical components and the rider's helmet; combined with fluid mechanics, it can achieve directional water flow and prevent water droplets dripping from the edge of the baffle from splashing upwards again; it can also accelerate the airflow speed, improve the radiator's heat dissipation efficiency, and take into account both waterproof and heat dissipation performance. Utility Model Content

[0005] In view of the shortcomings of current motorcycle baffle structures, the purpose of this utility model is to provide a split-type baffle and motorcycle, and to design a staggered baffle structure to form a three-dimensional water barrier, blocking the structural gap between the motorcycle's front wheel, steering column and radiator, reducing the probability of mud and water splashing onto the motorcycle's key components and the rider's helmet; combined with fluid mechanics, it achieves directional water flow and avoids water droplets dripping from the edge of the baffle from splashing upwards again; it can also accelerate the airflow speed, improve the radiator's heat dissipation efficiency, and take into account both waterproof and heat dissipation performance.

[0006] To achieve the purpose of this utility model, this utility model provides a split-type deflector, including a front deflector, a rear deflector and a deflector. The rear deflector is fixedly installed on a set position on the motorcycle body, and the deflector is located in front of the front deflector and is integrated and installed on the motorcycle steering column.

[0007] The front baffle is located in front of the rear baffle and partially overlaps with the rear baffle.

[0008] Furthermore, the deflector is located in front of the front baffle and partially overlaps with the front baffle.

[0009] Furthermore, a water channel is formed on the rear baffle near the front edge, and is respectively arranged on both sides of the rear baffle.

[0010] Furthermore, the rear water inlet flanges are provided on both sides of the rear water baffle and near the front edge, and the rear water inlet flanges are inclined forward and inward.

[0011] Furthermore, the rear edge of the front water deflector is bent downward to form a front water inlet flange.

[0012] Furthermore, the rear edge of the front baffle includes a straight section in the middle and inclined sections on both sides of the straight section, the inclined sections being inclined forward relative to the straight section;

[0013] The front water intake flange includes a straight front water intake flange and inclined water intake flanges on both sides, and the inclined water intake flanges have several notches.

[0014] Furthermore, the front edge of the front baffle is bent upward and forward to form a front connecting part, and the front connecting part covers the rear part of the guide plate to form the partial overlap;

[0015] The two sides of the deflector extend to the sides to form wing plates, and the wing plates are located in front of the corresponding steering column.

[0016] The upper surface of the guide plate is integrally formed with vertical reinforcing ribs III.

[0017] Furthermore, the lower surface of the rear baffle is integrally formed with transverse reinforcing ribs I and vertical reinforcing ribs I;

[0018] The upper surface of the front baffle is integrally formed with transverse reinforcing ribs II and vertical reinforcing ribs II;

[0019] The lower surface of the front baffle is integrally formed with arc-shaped ribs, and the arc shape of the arc-shaped ribs protrudes to both sides.

[0020] The motorcycle of this utility model includes the aforementioned split-type air deflector.

[0021] Furthermore, the rear end of the rear water deflector is fixedly installed on the top of the motorcycle radiator, and the front water deflector is fixedly installed on the motorcycle steering column.

[0022] The beneficial effects of this utility model are as follows: This utility model discloses a split-type baffle and a motorcycle. The rear baffle is fixedly installed on the top of the motorcycle radiator. The baffle is located in front of the front baffle and is integrated and installed on the motorcycle steering column. The front baffle is located in front of the rear baffle and partially overlaps with the rear baffle, forming a double-layered structure. This blocks the structural gap between the motorcycle's front wheel, steering column, and radiator, reducing the probability of mud and water splashing onto key motorcycle components and the rider's helmet, thus improving riding comfort and safety. Water-guiding flanges are formed by bending downwards at the rear edge of the front baffle and the front edge near the rear baffle, and are integrally formed with horizontal and vertical reinforcing ribs. At the same time, notches are opened on the inclined section of the water-guiding flange to achieve directional water flow and prevent water droplets dripping from the edge of the baffle from splashing upwards again. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the structure of the split-type flow guide baffle of this utility model;

[0024] Figure 2 This is a schematic diagram of the front water baffle.

[0025] Figure 3 This is a bottom view of the front floodgate;

[0026] Figure 4 This is a structural schematic diagram of the rear water baffle.

[0027] Figure 5 This is a bottom view of the rear floodgate;

[0028] Figure 6 This is a schematic diagram showing the installation of a split-type air deflector on a motorcycle.

[0029] Explanation of reference numerals in the attached drawings: 1. Front baffle; 101. Front water inlet flange; 102. Straight section; 103. Inclined section; 104. Notch; 105. Front connecting part; 106. Lateral reinforcing rib II; 107. Vertical reinforcing rib II; 108. Arc-shaped rib; 2. Rear baffle; 201. Water inlet channel; 202. Rear water inlet flange; 203. Lateral reinforcing rib I; 204. Vertical reinforcing rib I; 205. Rear connecting part; 3. Deflector; 301. Mounting base; 302. Flanges on both sides of the deflector; 303. Vertical reinforcing rib III; 4. Motorcycle radiator; 5. Motorcycle steering column. Detailed Implementation

[0030] The following is in conjunction with the appendix Figure 1-6 The present invention will be described in further detail below.

[0031] This utility model discloses a split-type deflector, including a front deflector 1, a rear deflector 2, and a deflector 3. The rear deflector 2 is fixedly installed at a designated position on the motorcycle body. The deflector 3 is located in front of the front deflector 1 and is integrally mounted on the motorcycle steering column 5. The front deflector 1 and the deflector 3 are combined and fixedly connected to the motorcycle steering column 5, rotating synchronously during steering, always covering the outer area of ​​the motorcycle's front wheel. This avoids the side gaps exposed by the wheel deflection of the existing integrated deflector during steering, which would cause mud, water, or gravel to splash directly onto the rider's legs or critical parts of the motorcycle body. This double-layered design can block mud and water splashing behind the front wheel, protecting... The motorcycle includes components such as a protective frame and shock absorbers. The deflector 3 guides airflow through its curved surface, pre-dispersing the trajectory of mud and water splashes. Furthermore, the deflector 3 and the front baffle 1 form an airflow acceleration ramp, enhancing the air intake of the motorcycle radiator. At the same time, the lowest point of the ramp should be higher than the core of the radiator to avoid obstructing the air intake of the core and to concentrate the airflow to the radiator. This will not be elaborated further here. Additionally, the front end of the deflector 3 can extend to the front of the front wheel axle, guiding splashed mud and water to the ground and preventing it from spraying onto the helmet visor or dashboard, thus improving riding safety in rainy weather. The front baffle 1 can also block mud and water, reducing wear and tear on precision components such as shock absorber piston rods and brake lines, and extending the service life of the motorcycle.

[0032] The front fender 1 is located in front of the rear fender 2 and partially overlaps with it. When the motorcycle turns, the front fender 1 rotates with the steering component, while the rear fender 2 is fixed to the motorcycle body. The area where the front fender 1 is located in front of the rear fender 2 and partially overlaps with it changes due to relative displacement. Regardless of the steering angle, the overlapping area always covers the structural gap between the front wheel, steering column, and radiator, avoiding the risk of side splashing caused by the separate installation of traditional split structures. When the front wheel is heavily compressed, such as when jumping and landing, the front fender 1 can slide backward to the maximum overlap position, avoiding a hard collision with the ground or the rear fender 2, protecting the fender body and the motorcycle body structure. The overlapping area guides the airflow to smoothly transition from the front fender 1 to the rear fender 2, reducing airflow separation and avoiding turbulence when the airflow passes through at high speed, which would increase wind resistance and generate noise. At the same time, this overlapping design allows the front fender 1 and the rear fender 2 to partially overlap in longitudinal space, shortening the overall installation length and improving space utilization.

[0033] The overlapping portion of the front and rear floodgates 1 and 2 is provided with a predetermined gap. During motorcycle operation, the components expand and contract due to temperature changes. This gap prevents the front and rear floodgates 1 and 2 from deforming, cracking, or loosening bolts due to expansion and compression. Simultaneously, vibrations generated during motorcycle operation cause slight displacement of the front and rear floodgates 1 and 2. This gap prevents abnormal noises or structural damage from hard impacts, improving the reliability of the front and rear floodgates 1 and 2. Furthermore, the gap guides rainwater to flow quickly across the overlapping area, preventing prolonged water accumulation. The water flow is contained within the gap, reducing the risk of corrosion to the sealing strip or joints; the reserved gap avoids alignment difficulties during installation caused by the front and rear water deflectors 1 and 2 being completely fitted together, thus reducing assembly difficulty; the relative displacement of moving parts will cause friction between the front and rear water deflectors 1 and 2, and the gap can reduce friction noise and improve riding comfort; under normal circumstances, the vertical drop between the overlapping parts of the front and rear water deflectors 1 and 2 should not exceed 20mm, ensuring both water blocking effect and preventing contact during riding, which will not be elaborated further here.

[0034] In this embodiment, the guide plate 3 is located in front of the front baffle plate 1 and partially overlaps with it. The partially overlapping area can form a progressive flow channel, guiding the fluid to flow in a preset direction and reducing turbulence or energy loss caused by direct impact. The front end of the guide plate 3 first intercepts larger particulate impurities, and the overlapping part of the front baffle plate 1 further filters fine particles, forming a dual filtration effect and improving the impurity interception efficiency. The overlapping part is fixed by bolts or welding to form a rigid connection structure, improving the overall impact resistance. The stress generated by fluid impact is dispersed to the front baffle plate 1 and the guide plate 3 through the overlapping area, avoiding damage to a single component due to excessive force and extending the service life of the guide plate 3. This overlapping layout can integrate the functions of flow guidance and water blocking in a limited space, reducing the overall size of the equipment and achieving equipment compactness, which will not be elaborated further here.

[0035] In this embodiment, a water channel 201 is formed on the rear baffle 2 near its front edge, and is respectively located on both sides of the rear baffle 2. The water channel 201 is located on both sides of the rear baffle 2, and quickly guides water droplets at the front of the rear baffle 2 to the outer sides of the vehicle body, preventing water from flowing towards the middle of the vehicle, such as splashing under the engine or seats, and reducing the splashing of mud and water on critical components. The channel-shaped structure of the water channel 201 accelerates the flow of water droplets downwards of the rear baffle 2 through gravity and the guiding slope, preventing water droplets from accumulating at the top edge of the rear baffle 2, reducing corrosion of seals and the load on the rear baffle 2 caused by water accumulation. The streamlined design of the water channel 201 can effectively divert water. The airflow guides the airflow along the channel, reducing air turbulence caused by the planar structure at the front edge of the rear baffle 2, thus reducing wind resistance and improving driving stability. The groove structure of the water channel 201 can serve as a structural reinforcing rib, improving the deformation resistance of the front edge of the rear baffle 2 and preventing edge warping or cracking due to collisions or long-term vibrations. The two water channels 201 are symmetrically distributed and can serve as a positioning reference during installation, ensuring the accurate relative position of the rear baffle 2 with the front baffle 1 and the frame. The structure of the water channel 201 facilitates the cleaning of accumulated mud or debris in the channel. During maintenance, there is no need to disassemble the entire baffle; cleaning can be completed simply by sliding a brush along the channel, improving maintenance convenience.

[0036] In this embodiment, downward-bent rear water-guiding flanges 202 are located on both sides of the rear floodgate 2 and near the front edge. The rear water-guiding flanges 202 are inclined forward and inward, and the front edge of the rear water-guiding flanges 202 is tilted forward and forms a set angle with the vertical plane. When the motorcycle is traveling at high speed, the water droplets that hit the rear water-guiding flanges 202 are guided forward and downward, preventing water droplets from splashing backward along the upper surface of the rear floodgate 2 to the rider's legs. The inner side of the rear water-guiding flanges 202 is inclined inward and forms a set angle with the center line of the vehicle body, forming a converging curved surface in the direction of the axle, guiding the water droplets on both sides to fall towards the center line of the vehicle, preventing water droplets from splashing along the outer side of the rear floodgate 2 to the rear wheel brake. The disc, in conjunction with the water channel 201, allows most of the water droplets to flow into the bottom of the rear baffle 2 and be discharged. The forward-leaning inward structure of the rear water-guiding flange 202 can simultaneously adjust the guiding direction, ensuring that the water droplets are always guided downwards and outwards from the tire, preventing water droplets from splashing inwards towards the vehicle body under centrifugal force. It can also prevent mud and sand kicked up by the front wheels from entering the foot pedal area, improving ride comfort. This design also eliminates the vortex generated by traditional right-angle bends, reducing wind resistance and vibration. The increased thickness of the rear water-guiding flange 202, which is formed by bending downwards on both sides and near the front edge, improves bending strength, reduces deformation, and extends its service life.

[0037] In this embodiment, the rear edge of the front baffle 1 is bent downwards to form a front water-guiding flange 101. The front water-guiding flange 101 can guide water droplets from the top of the front baffle 1 downwards, preventing water from splashing upwards due to inertia and splashing onto parts such as the engine or seat. This is especially effective in suppressing upward splashing when the motorcycle accelerates or goes over bumps. A narrow guide opening can be formed between the front water-guiding flange 101 and the rear baffle 2, using the Venturi effect to accelerate the passage of water droplets, reducing the residence time of water droplets in the overlapping area and reducing corrosion or load problems caused by water accumulation. The front water-guiding flange 101 can also increase the moment of inertia of the section of the rear edge of the front baffle 1, improving the bending resistance of this area and reducing the risk of edge cracking caused by long-term vibration. The front water-guiding flange 101 can also serve as a limiting structure during installation. The structure, such as the slot or bolt hole of the rear baffle 2, ensures that the relative position between the front baffle 1 and the rear baffle 2 is fixed, avoiding misalignment caused by vibration; the front water guide flange 101 can guide water droplets to the outside of the front baffle 1, avoiding direct scouring of the bolt connection or welding point of the front baffle 1, reducing the risk of rust or loosening of these weak parts due to long-term immersion in water; when riding on flooded or muddy roads, the impact force of mud and water splashed by the front wheel of the motorcycle is large, and the front water guide flange 101 can guide large particles of mud and sand to the ground, reducing the probability of them entering the overlapping area of ​​the baffle, reducing the risk of jamming. The front water guide flange 101 can usually adopt a streamlined design, such as a rounded transition, to reduce airflow resistance while guiding the flow, reduce turbulence and noise caused by the abrupt edge structure, and improve riding comfort.

[0038] In this embodiment, the rear edge of the front water deflector 1 includes a straight section 102 in the middle and inclined sections 103 on both sides of the straight section 102. The inclined sections 103 are inclined forward relative to the straight section 102. The straight section 102 is located near the center axis of the vehicle body, which can vertically guide water droplets splashing from the front downwards, avoiding direct impact of water droplets on core components such as the engine or exhaust pipe in the middle of the vehicle. The inclined sections 103 are inclined forward, guiding water droplets splashing from both sides of the wheels to the outside of the vehicle body in advance. When the motorcycle turns, the mud and water splashed by the outer wheels splash forward at an angle due to centrifugal force. The forward tilt angle of the inclined sections 103 can guide the water droplets out of the vehicle. The forward tilt design of the inclined sections 103 can shorten the lateral distance between the two sides and the front wheel. When the motorcycle makes a sharp turn, the edge of the front fender 1 should not rub against the tire tread or shock absorber. The inclined section 103 can also guide airflow to both sides of the front of the vehicle, reducing air turbulence at the front of the vehicle, reducing wind resistance and improving handling stability. A reinforcing rib can be formed at the junction of the straight section 102 and the inclined section 103 to enhance the overall rigidity of the rear edge of the front fender 1. The straight section 102 withstands the impact of water droplets in the vertical direction, while the inclined section 103 withstands the impact in the oblique direction. The segmented design makes the stress distribution more uniform and reduces the concentrated load in a single area. The forward tilt angle of the inclined section 103 can block splashed gravel or mud, preventing it from accumulating in the gap between the rear of the front fender 1 and the frame, reducing the frequency of manual cleaning and reducing maintenance costs.

[0039] The front water-guiding flange 101 includes a straight front water-guiding flange and inclined water-guiding flanges on both sides. Several notches 104 are formed on the inclined water-guiding flanges. These notches 104 cut the concentrated water flow into multiple smaller streams, preventing a single strong water flow from impacting the inclined water-guiding flange. The guide channels formed by the notches reduce the adhesion time of water droplets on the flange surface, guiding the water droplets to quickly drain along the notch path. The notches 104 typically have a U-shaped structure. This U-shaped structure guides water droplets to flow orderly to the sides or downwards along the edges of the notches 104, preventing large-area water accumulation. The arc-shaped contour of the notches 104 can alleviate water droplet... The turbulence phenomenon during impact reduces the probability of water droplet splashing. Compared with conventional right-angle notches, the arc design can reduce the noise and secondary splashing generated when water droplets hit. The notch 104, through partial hollowing, reduces the weight of the front baffle 1 while ensuring structural strength, achieving a lightweight design and reducing installation costs. The overlapping structure of the front straight section water inlet flange and the rear baffle 2 is suitable for standardized modular splicing, while the notches 104 on the inclined sections of the water inlet flanges on both sides can be flexibly adjusted in spacing or size according to the drainage location on site, compatible with different drainage layouts. At the same time, the bottom of the notch 104 can be designed as an inclined surface to guide the deposited debris to be discharged with the water flow, reducing the risk of blockage.

[0040] In this embodiment, the front edge of the front baffle 1 is bent upwards and forwards to form a front connecting portion 105. The front connecting portion 105 covers the rear of the guide plate 3, forming a partial overlap. The bending of the front connecting portion 105 forms a rigid support structure, which improves torsional stiffness compared to conventional planar connections. As shown in the figure, a mounting seat 301 is provided at the rear of the guide plate 3. The impact force borne by the front baffle 1 is transmitted to the guide plate 3 through the front connecting portion 105 and the mounting seat 301, avoiding loosening of the connection due to single-point force. This bending design forms an elastic buffer area at the connection point, which can absorb high-frequency vibrations during vehicle operation, extend the service life of the front baffle 1, and improve driving comfort. The upward and forward bending design of the front connecting part 105 moves the mounting point of the front baffle 1 to the rear area of ​​the guide plate 3, occupying less space in the middle of the vehicle body and improving space utilization. The bending angle of the front connecting part 105 matches the curvature of the guide plate 3, forming a continuous airflow guiding surface. The guide plate 3 guides the oncoming airflow upward, and the bending surface of the front connecting part 105 can receive the airflow and further guide it to both sides, reducing airflow turbulence in the middle, making the airflow transition smoothly and reducing noise. The mating surface between the front connecting part 105 and the mounting base 301 can adopt the embedded rubber sealing strip in the prior art, using the clamping force of the bending structure to improve the sealing performance, which will not be elaborated here.

[0041] The two sides of the guide vane 3 extend to form wing plates 302, which are located in front of the corresponding steering column 5. The wing plates 302, positioned in front of the steering column 5, directly block mud, water, stones, and other foreign objects splashed from the road surface, reducing wear and corrosion of the exposed parts of the steering column 5 and extending its service life. The wing plates 302 maintain a safe distance from the steering column 5, ensuring that the left-right swing of the steering column 5 is not affected, and precise positioning prevents friction or collision between components, improving handling stability. The wing plates 302 can guide airflow or water droplets around the steering column 5 area, preventing direct impact of fluids on the steering column 5, reducing resistance or turbulence. The tilt angle of the wing plates 302 can be designed towards the outside of the vehicle or towards the drain outlet, allowing rainwater or mud to be quickly discharged along the surface of the wing plates 302, preventing it from lingering around the steering column 5 and reducing the risk of corrosion. The wing plates 302 can also serve as a mechanical positioning reference during assembly, ensuring accurate relative positions between the guide vane 3 and the steering column 5, reducing manual adjustment steps and improving assembly efficiency on the production line.

[0042] The upper surface of the guide plate 3 is integrally formed with vertical reinforcing ribs III 303. These vertical reinforcing ribs III 303 increase the moment of inertia of the upper surface of the guide plate 3, improving its resistance to bending and torsional deformation, reducing the deformation of the guide plate 3 under stress, and preventing the failure of the guiding function due to structural instability. When water droplets act on the guide plate 3, stress concentration occurs in local areas. The vertical reinforcing ribs III 303 transfer the concentrated stress to the surrounding area through the ribs, reducing the risk of cracking and extending the service life of the guide plate 3. The vertical reinforcing ribs III 303 can also serve as flow guiding elements. By changing the boundary layer flow state, they suppress the separation of water droplets on the surface of the guide plate 3, such as preventing the generation of eddies, thereby reducing resistance and improving the guiding efficiency. The presence of the vertical reinforcing ribs III 303 has a dividing and rectifying effect on the fluid, making the main flow and tributaries more evenly distributed on the surface of the guide plate 3, and avoiding excessively high or low local flow velocities. Further details are omitted here.

[0043] In this embodiment, the lower surface of the rear baffle 2 is integrally formed with transverse reinforcing ribs I203 and vertical reinforcing ribs I204. The transverse reinforcing ribs I203, i.e., the reinforcing ribs distributed along the length direction of the rear baffle 2, and the vertical reinforcing ribs I204, i.e., the reinforcing ribs distributed along the width direction of the rear baffle 2, form an integral support structure, which can effectively disperse the external forces on the rear baffle 2, such as water droplet impact and collision force, reduce the deformation or dent of the rear baffle 2 panel caused by force, delay material fatigue, and extend the service life of the rear baffle 2; a specific gap or groove is formed between the transverse reinforcing ribs I203 and the vertical reinforcing ribs I204 to guide... Water droplets are quickly discharged along the channels between the ribs, preventing water from accumulating on the plate surface and improving the drainage efficiency of the rear baffle plate 2. The horizontal reinforcing ribs I203 and I204 can also change the natural frequency of the rear baffle plate 2 panel, reducing resonance caused by water droplet impact or equipment vibration, thereby reducing noise generation. Through the reinforcing rib structure, the strength can be increased without increasing the thickness of the plate, achieving material lightweighting and reducing production costs. Moreover, the horizontal reinforcing ribs I203 and I204 can be directly formed by injection molding or compression molding processes, without additional assembly processes, improving production efficiency and avoiding the risk of water leakage caused by welding or bolt connections.

[0044] The upper surface of the front baffle 1 is integrally formed with transverse reinforcing ribs II 106 and vertical reinforcing ribs II 107. The vertical reinforcing ribs II 107 are located near the edge of the front baffle 1, and the transverse reinforcing ribs II 106 are located between two parallel vertical reinforcing ribs II 107, forming a supporting structure and improving the overall rigidity of the front baffle 1. The transverse reinforcing ribs II 106 are mainly used to suppress bending deformation in the length direction, such as the drooping of the two ends of the front baffle 1, while the vertical reinforcing ribs II 107 resist torsional deformation in the width direction, such as the arching of the middle of the front baffle 1. The two-way synergistic effect is suitable for coping with complex stress environments. The transverse reinforcing ribs II 106 and the vertical reinforcing ribs II 107 are integrated with the horizontal reinforcing ribs II 106 and vertical reinforcing ribs II 107. The height difference between the ribs II107 can form a micro-guide channel, guiding water droplets on the upper surface of the front baffle 1 to flow in a designated direction along the gaps between the ribs, preventing them from overflowing into non-waterproof areas. At the same time, the transverse reinforcing ribs II106 and vertical reinforcing ribs II107 are manufactured integrally with the front baffle 1 through injection molding or compression molding processes, eliminating the need for subsequent welding or bolt fixing, reducing processing steps and assembly time, and lowering labor costs, which will not be elaborated further here. The transverse reinforcing ribs II106 and vertical reinforcing ribs II107 enhance strength through their raised structure. Compared with conventional thickened integral plates, this reduces material usage while maintaining the same rigidity, achieving lightweighting and cost control.

[0045] The lower surface of the front baffle 1 is integrally formed with arc-shaped ribs 108. The arc shape of the arc-shaped ribs 108 protrudes to both sides. The curved surface design of the arc-shaped ribs 108 can convert external loads into tangential forces along the arc surface, avoiding stress concentration in local areas. The arched portion of the arc-shaped ribs 108 can effectively resist bending deformation in the length direction and enhance the torsional resistance of the front baffle 1 in the width direction. When multiple arc-shaped ribs 108 are distributed in parallel, single-point impact loads can be transmitted through adjacent arc-shaped ribs 108. 08 conducts water to the entire front baffle 1 frame, avoiding local dents; the convex surface of the arc-shaped rib 108 can form a natural guide channel. When the water accumulated on the lower surface of the front baffle 1 flows downward along the edge of the front baffle 1, it is guided by the arc-shaped rib 108 to the preset drainage direction, preventing water droplets from dripping randomly along the lower surface of the front baffle 1; the integrally formed arc-shaped rib 108 has no welding or splicing gaps with the lower surface of the front baffle 1, avoiding the corrosion problem caused by water accumulation at the joints of traditional right-angle ribs, which will not be elaborated here.

[0046] The motorcycle of this utility model includes the aforementioned split-type deflector baffle. The rear deflector 2 is fixedly installed on the top of the motorcycle radiator 4. The deflector 3 is located in front of the front deflector 1 and is integrally installed on the motorcycle steering column 5. The front deflector 1 is located in front of the rear deflector 2 and partially overlaps with the rear deflector 2, forming a double-layered structure. This blocks the structural gap between the motorcycle's front wheel, steering column 5, and radiator 4, reducing the probability of mud and water splashing onto key motorcycle components and the rider's helmet, thus improving riding comfort and safety. The deflector 3 is located in front of the rear deflector 1. The edges and the front edge near the rear baffle 2 are bent downwards to form a water-guiding flange, and are integrally formed with horizontal and vertical reinforcing ribs. At the same time, a notch 104 is opened on the inclined section of the water-guiding flange to achieve directional water flow and prevent water droplets dripping from the edge of the baffle from splashing upwards again. By adopting the split-type flow guide baffle, while ensuring the same mud-blocking effect, the length of the motorcycle front mudguard is shortened by about 30% compared with the conventional front mudguard. This avoids the risk of the mudguard affecting the appearance due to being too long and the risk of contact with the radiator 4 during shock absorption compression. Further details are omitted here.

[0047] In this embodiment, the rear end of the rear baffle 2 is fixedly installed on the top of the motorcycle radiator 4, and the front baffle 1 is fixedly installed on the motorcycle steering column 5. The front connecting part 105 formed by bending the front edge of the front baffle 1 upward and forward is fixedly connected to the motorcycle steering column 5 with bolts as in the prior art, which will not be described in detail here. The rear connecting part 205 is formed by bending the rear edge and front edge of the rear baffle 2 upward and forward. The rear connecting part 205 has several bolt holes and is fixedly connected to the top of the radiator 4 with bolts, which will not be described in detail here.

[0048] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this utility model without departing from the spirit and scope of the technical solutions of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A split-type flow guide baffle, characterized in that: It includes a front water deflector, a rear water deflector, and a deflector. The rear water deflector is fixedly installed at a set position on the motorcycle body, and the deflector is located in front of the front water deflector and is integrated into a single unit and installed on the motorcycle steering column. The front baffle is located in front of the rear baffle and partially overlaps with the rear baffle.

2. The split-type flow guide baffle according to claim 1, characterized in that: The deflector is located in front of the front baffle and partially overlaps with the front baffle.

3. The split-type flow guide baffle according to claim 1, characterized in that: Water channels are formed on the rear baffle plate near the front edge, and are respectively set on both sides of the rear baffle plate.

4. The split-type flow guide baffle according to claim 3, characterized in that: The rear water inlet flanges are located on both sides of the rear water baffle and near the front edge, and are bent downwards. The rear water inlet flanges are inclined forward and inward.

5. The split-type flow guide baffle according to claim 1, characterized in that: The rear edge of the front water deflector is bent downward to form the front water inlet flange.

6. The split-type flow guide baffle according to claim 5, characterized in that: The rear edge of the front baffle includes a straight section in the middle and inclined sections on both sides of the straight section, the inclined sections being inclined forward relative to the straight section; The front water intake flange includes a straight front water intake flange and inclined water intake flanges on both sides, and the inclined water intake flanges have several notches.

7. The split-type flow guide baffle according to claim 2, characterized in that: The front edge of the front baffle is bent upward and forward to form a front connecting part, and the front connecting part covers the rear part of the guide plate to form the partial overlap; The two sides of the deflector extend to the sides to form wing plates, and the wing plates are located in front of the corresponding steering column. The upper surface of the guide plate is integrally formed with vertical reinforcing ribs III.

8. The split-type flow guide baffle according to claim 1, characterized in that: The lower surface of the rear baffle is integrally formed with transverse reinforcing ribs I and vertical reinforcing ribs I; The upper surface of the front baffle is integrally formed with transverse reinforcing ribs II and vertical reinforcing ribs II; The lower surface of the front baffle is integrally formed with arc-shaped ribs, and the arc shape of the arc-shaped ribs protrudes to both sides.

9. A motorcycle, characterized in that: Includes the split-type flow guide baffle as described in any one of claims 1-8.

10. The motorcycle according to claim 9, characterized in that: The rear end of the rear water deflector is fixedly installed on the top of the motorcycle radiator, and the front water deflector is fixedly installed on the motorcycle steering column.

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