A motorcycle frame

Abstract

The utility model discloses a motorcycle frame relates to motorcycle technical field, including front frame and rear frame, and the rear frame fixed connection is equipped with the connecting position subassembly in front frame tail end, and front frame includes upper main beam, and one end fixed connection of upper main beam and lower main beam, is connected on riser on the other end, constitutes triangular frame, is equipped with the beam in upper main beam, and the beam one end and connecting position subassembly fixedly connect with upper main beam and rear frame constitute triangular frame. Reduced frock development and test verification time, has facilitated replacement and maintenance, strengthened the stability and the impact resistance of front frame, can form aluminum frame and iron frame fast, and draw apart the level.

Description

Technical Field

[0001] This utility model relates to the field of motorcycle technology, specifically to a motorcycle frame. Background Technology

[0002] Existing motorcycle frames have several shortcomings. When a frame is damaged or needs upgrading, current frame designs typically require complete replacement. This not only increases maintenance costs but also significantly extends repair time. Complete frame replacement necessitates the redevelopment of tooling, involving complex mold design, manufacturing, and debugging processes. The replaced frame then undergoes rigorous testing, further increasing time and cost. Furthermore, due to design and material limitations, the front frame of existing motorcycle frames is prone to deformation or damage under significant impact. It fails to effectively disperse and absorb impact energy, thus affecting the overall structural stability and safety of the motorcycle.

[0003] Chinese Patent Publication No. CN222432498U, Publication Date: February 7, 2025, discloses a Chinese patent entitled "A Motorcycle Frame," which includes a front round tube, an engine bracket, and a connecting frame disposed above the engine bracket. The front and rear ends of the engine bracket are respectively fixed to the lower end of the front round tube and the rear end of the connecting frame. The rear side of the connecting frame is fixed to a seat pad frame. The connecting frame includes two connecting tubes arranged symmetrically on the left and right. The front end of the connecting tube is composed of a front tube section, a rear tube section, and an arc tube at both ends connecting the front tube section and the rear tube section respectively, and the center of the arc tube is located between the two connecting tubes. The two front tube sections are arranged in a V-shape and are both fixed to the upper end of the front round tube. This motorcycle frame is an integral frame, and the entire frame needs to be replaced when it is replaced or repaired, which increases the time for tooling development and testing. Utility Model Content

[0004] This utility model provides a motorcycle frame that enhances the stability and impact resistance of the front frame by forming several triangular frame structures.

[0005] A further objective of this invention is to reduce tooling development and testing time by setting a standardized front frame, thereby facilitating replacement and maintenance.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: a motorcycle frame, including a front frame and a rear frame, wherein the rear end of the front frame is provided with a connecting component and is fixedly connected to the rear frame; the front frame includes an upper main beam, one end of the upper main beam and the lower main beam are fixedly connected, and the other end is connected to the riser tube to form a triangular frame; a sub-beam is provided on the upper main beam, one end of the sub-beam is fixedly connected to the connecting component, and together with the upper main beam and the rear frame, forms a triangular frame.

[0007] Preferably, the upper and lower main beams are fixed to the upper and lower ends of the riser, respectively. The upper surfaces of the upper and lower main beams have fuel tank mounting plates near the riser for mounting the fuel tank. By rationally arranging the positions of the upper and lower main beams and installing fuel tank mounting plates near the riser, not only is the overall structural stability of the frame enhanced, but the fuel tank mounting position is also optimized, improving the overall space utilization and aesthetics of the vehicle.

[0008] Preferably, one end of the sub-beam is positioned above the bend of the upper main beam. Positioning the sub-beam above the bend of the upper main beam can better disperse and transmit impact forces, enhance the frame's impact resistance under complex road conditions, optimize the stress distribution of the frame, and extend the frame's service life.

[0009] Preferably, a first reinforcing tube connects the upper main beam and the lower main beam, and the first reinforcing tube is arranged vertically. The vertically arranged first reinforcing tube further enhances the connection strength between the upper and lower main beams, effectively improves the longitudinal rigidity of the frame, and enables the frame to maintain stable structural performance when subjected to large loads, thereby improving the handling and safety of the motorcycle.

[0010] Preferably, a second reinforcing tube is connected between the upper and lower main beams near the riser, and the second reinforcing tube is inclined. The upper main beam, lower main beam, first reinforcing tube, and second reinforcing tube together form a right-angled trapezoidal frame. The inclined second reinforcing tube can better adapt to the stress characteristics of the frame and form a multi-support structure with the vertical first reinforcing tube, further enhancing the lateral stability and torsional resistance of the frame, and effectively preventing the frame from tilting or deforming during operation.

[0011] Preferably, a first support beam is connected to the lower surface of the lower main beam near the riser tube, and the first support beam is inclined towards the rear frame side. The first support beam, upper main beam, and lower main beam are all bent outward at the same point. The inclined arrangement of the first support beam, combined with the bending design of the frame, forms a stable triangular support structure, which not only enhances the local strength of the frame but also optimizes the geometry of the frame, making it more aerodynamic, reducing driving resistance, and improving fuel economy.

[0012] Preferably, a second support beam is connected to the lower surface of the lower main beam near the rear frame, and the second support beam is inclined towards the rear frame. The second support beam is bent towards the first support beam in the middle section. The special design of the second support beam further enhances the support strength of the rear of the frame, and works in synergy with the first support beam to ensure that the frame can effectively disperse and absorb energy when impacted at the rear, protecting the main frame structure from damage, while improving the overall rigidity and stability of the frame.

[0013] Preferably, the lower main beam, the first support beam, and the second support beam form a triangular frame. The bottom ends of the first and second support beams are fixedly connected. By forming a triangular frame structure, the mechanical properties of the frame are further optimized, giving the frame good impact resistance and stability in all directions. The fixed connection design at the bottom ends of the first and second support beams enhances the overall integrity of the frame, ensuring its reliability and durability during long-term use.

[0014] Preferably, the connection bit component includes a first connection bit and a second connection bit.

[0015] Preferably, the upper and lower main beams are fixed to the first connection position, and the sub-beams are fixed to the second connection position. The rear frame includes a left rear beam and a right rear beam, with a connecting tube near the connection position assembly connecting the left and right rear beams. A multi-link connection is provided at the other end. This design makes the connection between the front and rear frames more robust and reliable. Through the connecting tube and the multi-link connection, the overall coordinated force distribution of the frame is achieved, improving the dynamic stability and handling performance of the frame. At the same time, the independent connection method of the sub-beams and the upper main beam further optimizes the structural layout of the frame and enhances the impact resistance of the frame.

[0016] The beneficial effects of this utility model are as follows: This utility model provides a motorcycle frame. By setting a standardized front frame, it reduces the time required for tooling development and testing, facilitates replacement and maintenance, enhances the stability and impact resistance of the front frame, and can quickly form aluminum and iron frames, thus differentiating the quality levels. Attached Figure Description

[0017] Figure 1 This is an overall structural diagram of the present invention.

[0018] Figure 2 This is a side view of the present invention.

[0019] Reference numerals: 1: Front frame; 1.1: Riser; 1.2: Upper main beam; 1.3: Lower main beam; 1.4: Fuel tank mounting plate; 1.5: First reinforcing tube; 1.6: Second reinforcing tube; 1.7: Sub-beam; 1.8: First support beam; 1.9: Second support beam; 1.10: Connecting assembly; 1.10.1: First connecting position; 1.10.2: Second connecting position; 2: Rear frame; 2.1: Connecting tube; 2.2: Multi-link connecting part. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0021] As a key structural component of a motorcycle, the motorcycle frame's performance and design play a crucial role in the vehicle's safety, handling, and lifespan. However, existing motorcycle frames have many shortcomings.

[0022] First, when the frame is damaged or needs upgrading, the existing frame design typically requires a complete replacement. This design not only increases maintenance costs but also significantly extends repair time. A complete frame replacement necessitates the redevelopment of tooling, involving complex mold design, manufacturing, and debugging processes, consuming substantial manpower, resources, and time. Furthermore, the replaced frame must undergo rigorous testing to ensure its performance meets safety standards and design requirements, further increasing time and cost.

[0023] Existing motorcycle frames suffer from significant strength deficiencies. Particularly in the front frame (1), due to design and material limitations, it is prone to deformation or damage under substantial impact. For example, during emergency braking or a collision at high speeds, the front frame (1) may fail to effectively disperse and absorb impact energy, thus affecting the motorcycle's overall structural stability and safety. This insufficient strength not only reduces the motorcycle's durability but may also pose a threat to rider safety.

[0024] This utility model discloses a motorcycle frame consisting of a front frame 1 and a rear frame 2. The front frame 1, as the core innovative component, undertakes multiple functional optimizations. A connecting component 1.10 at the rear end of the front frame 1 provides a standard interface for its fixed connection to the rear frame 2. This design changes the traditional monolithic frame design. By standardizing the front frame 1, it reduces tooling development and testing time. Simultaneously, this modular design significantly reduces maintenance costs and replacement difficulty, allowing for quick repair of partial frame damage by replacing the front frame 1 or related components, without requiring complete replacement, greatly improving maintenance efficiency and economy. Furthermore, the standardized connecting component 1.10 enhances the frame's versatility and interchangeability, facilitating compatibility and matching between different frame models, further improving manufacturing flexibility and efficiency. In the testing and verification phase, the standardized front frame 1 and connecting component 1.10 reduce test variables caused by design differences, simplifying the verification process. Researchers do not need to repeatedly adjust test plans, effectively saving testing time and resources.

[0025] From a maintenance convenience perspective, the standardized front frame 1 greatly simplifies frame replacement and maintenance. When the frame is damaged, maintenance personnel do not need complex adaptation procedures or to study the special structures of different vehicle models. They can quickly find a matching rear frame 2 for replacement based solely on the standardized design. This design lowers the technical threshold for maintenance, making maintenance work more efficient and convenient. It not only reduces maintenance time and costs but also significantly improves after-sales service quality, providing users with a better experience.

[0026] like Figure 1 As shown, the basic frame of the front frame 1 consists of an upper main beam 1.2 and a lower main beam 1.3, which are fixedly connected at one end and connected together at the other end to the seat tube 1.1, thus forming a stable triangular frame structure. The triangle, as a geometrically stable shape, has unique advantages in mechanics. When the motorcycle is subjected to external forces such as road bumps and braking inertia, this triangular frame can evenly distribute the external forces to all sides. The seat tube 1.1, as a key component connecting the front fork and the frame, bears the impact force from the wheels. The triangular frame formed by the upper main beam 1.2, lower main beam 1.3, and seat tube 1.1 acts like a sturdy buffer, distributing the impact force along the main beams and preventing excessive local stress on the seat tube 1.1, effectively enhancing the overall stability and impact resistance of the front frame 1. This basic triangular frame design provides a solid structural foundation for the front frame 1 and is the core basis for subsequent structural optimization.

[0027] like Figure 1 and Figure 2As shown, the sub-beam 1.7 on the upper main beam 1.2 further expands the layout of the triangular frame. One end of the sub-beam 1.7 is fixed to the connecting component 1.10, and the other end extends to the upper main beam 1.2, forming a new triangular frame together with the upper main beam 1.2 and the rear frame 2. This design not only increases the structural complexity of the front frame 1, but more importantly, it forms a multi-triangular support system. When the motorcycle is in motion, the sub-beam 1.7 can further disperse the force transmitted from the rear frame 2 through the triangular frame formed by the upper main beam 1.2 and the rear frame 2. Especially when the motorcycle is turning or passing through rough roads, the sub-beam 1.7 can effectively alleviate the lateral force and impact force transmitted from the rear frame 2, preventing these forces from acting directly on the weak parts of the front frame 1. At the same time, the setting of the sub-beam 1.7 optimizes the stress distribution of the frame, making the stress on each component of the front frame 1 more balanced when subjected to complex external forces, reducing the risk of fatigue damage caused by local stress concentration, thereby extending the service life of the frame.

[0028] like Figure 1 As shown, in the layout design of the upper main beam 1.2 and lower main beam 1.3, they are fixed to the upper and lower ends of the riser 1.1 respectively. This vertical distribution makes full use of the vertical space of the riser 1.1, making the structure of the front frame 1 more compact and reasonable. Meanwhile, the fuel tank mounting plate 1.4, located on the upper surface of the upper main beam 1.2 and lower main beam 1.3 near the riser 1.1, is a clever combination of space utilization and structural reinforcement. The presence of the fuel tank mounting plate 1.4 provides a stable mounting position for the fuel tank, optimizes the overall vehicle space layout, makes the connection between the fuel tank and the frame tighter, and improves the overall aesthetics of the vehicle. Furthermore, the connection between the fuel tank mounting plate 1.4 and the upper main beam 1.2 and lower main beam 1.3 is equivalent to adding an additional support structure to the triangular frame. When the fuel tank is filled with fuel, its weight will exert downward pressure on the frame. The fuel tank mounting plate 1.4 can evenly transmit this pressure to the upper main beam 1.2 and the lower main beam 1.3, further enhancing the stability of the triangular frame and ensuring that the frame remains structurally stable when bearing the weight of the fuel tank.

[0029] like Figure 2As shown, the design of the sub-beam 1.7 positioned above the bend of the upper main beam 1.2 further optimizes the frame's impact resistance. The bend of the upper main beam 1.2 is a point where stress easily concentrates under load, and the sub-beam 1.7 acts as a "reinforced defense" for this area. When the motorcycle encounters road bumps, potholes, or other impacts, the sub-beam 1.7 can absorb some of the impact force and distribute it throughout the triangular frame structure. Through the transmission of stress by the sub-beam 1.7, the stress at the bend of the upper main beam 1.2 is effectively alleviated, preventing metal fatigue and deformation caused by stress concentration. This design not only enhances the frame's impact resistance under complex road conditions but also optimizes the overall stress distribution of the frame, ensuring that the front frame 1 maintains good structural performance under various operating conditions and extending the frame's service life.

[0030] To further strengthen the structural strength of the front frame 1, a first reinforcing tube 1.5 and a second reinforcing tube 1.6 are installed between the upper main beam 1.2 and the lower main beam 1.3. The first reinforcing tube 1.5 is vertically positioned, acting like a vertical pillar, directly connecting the upper main beam 1.2 and the lower main beam 1.3, further enhancing the connection strength between them. During motorcycle operation, when subjected to vertical loads such as the rider's weight or luggage weight, the vertical first reinforcing tube 1.5 can directly transfer these forces to the bottom of the frame, effectively improving the longitudinal rigidity of the frame. This enhanced longitudinal rigidity allows the frame to maintain a stable structural shape even under heavy loads, preventing a decrease in handling performance due to longitudinal deformation, and improving the stability and safety of the motorcycle during operation.

[0031] The second reinforcing tube 1.6 is inclinedly positioned on the upper main beam 1.2 and the lower main beam 1.3 near the riser 1.1, forming a right-angled trapezoidal frame together with the upper main beam 1.2, the lower main beam 1.3, and the first reinforcing tube 1.5. The inclined second reinforcing tube 1.6 better adapts to the stress characteristics of the frame during operation. When the motorcycle turns, lateral forces are generated, and the second reinforcing tube 1.6, together with the vertical first reinforcing tube 1.5, forms a multiple support structure to jointly resist the impact of lateral forces. This combined support structure effectively enhances the lateral stability and torsional resistance of the frame, preventing tilting or deformation of the frame during high-speed cornering or crosswinds. Simultaneously, the formation of the right-angled trapezoidal frame further optimizes the overall mechanical performance of the frame, making the force transmission between components smoother when the front frame 1 is subjected to complex external forces, thus improving the overall performance of the frame.

[0032] like Figure 1As shown, the first support beam 1.8, connected to the lower surface of the lower main beam 1.3 near the riser 1.1, complements the overall design of the frame. The first support beam 1.8 is angled towards the rear frame sides and bends outwards at the same point as the upper main beam 1.2 and lower main beam 1.3. This design forms a unique triangular support structure, which not only enhances the local strength of the frame but also plays a positive role in aerodynamics. When the motorcycle is traveling at high speeds, the angled first support beam 1.8, combined with the bending design of the frame, guides airflow more smoothly across the frame surface, reducing drag. Simultaneously, this triangular support structure distributes the impact force from the road surface to various parts of the frame, further enhancing frame stability. This structural design satisfies the need for increased frame strength while optimizing the overall aerodynamic performance and improving fuel economy, achieving the dual goals of structural performance and functional optimization.

[0033] The second support beam 1.9, connected to the lower surface of the main beam 1.3 near the rear frame 2, is ingeniously designed and highly functional. The second support beam 1.9 extends at an angle towards the rear frame 2. This angle is not arbitrary but is carefully considered in light of the forces exerted on the rear of the frame during operation. When the motorcycle accelerates, brakes, or encounters bumpy roads, the rear experiences significant impact and torque. The angled second support beam 1.9 can absorb and transmit these forces at a more reasonable angle, distributing the force to other parts of the frame and preventing excessive localized stress. Simultaneously, the second support beam 1.9 bends towards the first support beam 1.8 in the middle, further optimizing the force transmission path. This curved structure allows the second support beam 1.9 to undergo elastic deformation under stress, absorbing some energy like a spring and effectively buffering the impact of external forces on the frame.

[0034] The second support beam 1.9 and the first support beam 1.8 form a close working relationship. They cooperate to jointly enhance the rear support strength of the frame. When the rear of the frame is impacted, the second support beam 1.9 first absorbs some of the energy and provides initial cushioning through its bending structure, then transfers the remaining force to the first support beam 1.8. The first support beam 1.8, together with the lower main beam 1.3 and the second support beam 1.9, forms a triangular frame that further disperses the force throughout the entire frame structure. This collaborative mechanism ensures that the frame can efficiently disperse and absorb energy when impacted at the rear, protecting the main frame structure from damage. Whether facing frequent bumps on complex road conditions or sudden, severe impacts, the combination of the second support beam 1.9 and the first support beam 1.8 provides reliable protection for the frame, while significantly improving the overall rigidity and stability of the frame, making the motorcycle more stable and safer during riding.

[0035] like Figure 2 As shown, the triangular frame formed by the lower main beam 1.3, the first support beam 1.8, and the second support beam 1.9 is the core structure for improving the mechanical performance of the chassis. The triangle, as a geometric shape with excellent stability in nature, possesses unique structural characteristics that allow external forces to be evenly distributed across its sides. In this triangular frame, the lower main beam 1.3 serves as the base, providing a solid foundation for the entire structure; the first support beam 1.8 and the second support beam 1.9 serve as the sides, distributing external forces from different angles. When the chassis is subjected to forces from various directions, the triangular frame can quickly decompose these forces and transmit and disperse them through the interaction between the beams. Whether it is a vertical load, such as the weight of the driver and luggage, or a horizontal impact force, such as the inertial force during braking or the lateral force during cornering, the triangular frame can effectively cope with it, ensuring that the chassis has good impact resistance and stability in all directions.

[0036] In the connection design of the front and rear frames 2, the connection assembly 1.10 plays a crucial role. The connection assembly 1.10 includes a first connection 1.10.1 and a second connection 1.10.2. This dual-connection design provides more possibilities and flexibility for frame connection. The upper main beam 1.2 is fixed to the first connection 1.10.1, and the sub-beam 1.7 is fixed to the second connection 1.10.2. This independent connection method optimizes the structural layout of the front frame 1. The upper main beam 1.2, as the main load-bearing component of the front frame 1, is directly connected to the first connection 1.10.1, enabling the rapid and stable transmission of forces from the front to the connection assembly 1.10. The sub-beam 1.7 is connected to the connection assembly 1.10 through the second connection 1.10.2, sharing some of the load while further enhancing the structural strength and impact resistance of the front frame 1. The two are independently connected and work together, so that when the front frame 1 is subjected to complex external forces, each component can perform its own function, effectively improving the overall performance of the front frame 1.

[0037] The design of the rear frame 2 also reflects considerations for connection stability and coordinated stress distribution. The rear frame 2 consists of a left rear beam and a right rear beam. A connecting tube 2.1, located near the connection assembly 1.10, tightly connects the left and right rear beams, forming a unified structure. The presence of the connecting tube 2.1 not only enhances the rigidity of the rear frame 2 itself but also serves as a transition and reinforcement when the front and rear frames 2 are connected. When the motorcycle is in motion, interaction forces are generated between the front and rear frames 2. The connecting tube 2.1 can evenly transmit these forces to the left and right rear beams, ensuring that the rear frame 2 does not experience localized stress concentration under load. The multi-link connection 2.2 located at the other end of the rear frame 2 further achieves coordinated stress distribution throughout the frame. The multi-link connection 2.2 connects to components such as the vehicle's suspension and transmission systems. During vehicle operation, it can rationally distribute forces from these systems to various parts of the frame, maintaining good stability and handling performance during dynamic riding. Whether accelerating, decelerating, or turning, the front and rear frames 2, through the coordinated action of the connecting tubes 2.1 and the multi-link connecting parts 2.2, can achieve efficient transmission and distribution of force, ensuring the vehicle's driving stability and handling precision.

[0038] The motorcycle frame provided by this utility model, through its standardized front frame 1 design, demonstrates significant advantages in tooling development and testing. The standardized front frame 1 structure reduces the number of tooling molds needed due to design differences, shortens the development cycle, and lowers development costs. During testing, the standardized structure also reduces test variables, making the verification process simpler and more efficient, saving considerable time and resources. In practical use, the standardized front frame 1 facilitates replacement and maintenance. When the frame is damaged, maintenance personnel do not need to study the specific structures of different models; they can quickly replace the front frame 1 according to standardized specifications, reducing maintenance difficulty, improving maintenance efficiency, and also lowering maintenance costs.

[0039] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the protection scope of this utility model.

Claims

1. A motorcycle frame, characterized in that, It includes a front frame and a rear frame, with a connection assembly at the rear end of the front frame that is fixedly connected to the rear frame; The front frame includes an upper main beam, and the upper and lower main beams are fixedly connected at one end and connected to the riser at the other end, forming a triangular frame. The upper main beam is equipped with a sub-beam, one end of which is fixedly connected to the connecting component, forming a triangular frame with the upper main beam and the rear frame.

2. A motorcycle frame according to claim 1, characterized in that, The upper and lower main beams are fixed to the upper and lower ends of the riser, respectively.

3. A motorcycle frame according to claim 1, characterized in that, One end of the sub-beam is positioned above the bend of the upper main beam.

4. A motorcycle frame according to claim 1 or 2, characterized in that, A first reinforcing pipe connects the upper main beam and the lower main beam, and the first reinforcing pipe is set vertically.

5. A motorcycle frame according to claim 4, characterized in that, A second reinforcing pipe is connected between the upper main beam and the lower main beam near the riser, and the second reinforcing pipe is inclined.

6. A motorcycle frame according to claim 2 or 5, characterized in that, The lower surface of the main beam is connected to a first support beam near the riser, and the first support beam is inclined toward the rear frame side.

7. A motorcycle frame according to claim 6, characterized in that, A second support beam is connected to the lower surface of the main beam near the rear frame, and the second support beam is inclined toward the rear frame.

8. A motorcycle frame according to claim 7, characterized in that, The lower main beam, the first support beam, and the second support beam form a triangular frame.

9. A motorcycle frame according to claim 1, characterized in that, The connection bit component includes a first connection bit and a second connection bit.

10. A motorcycle frame according to claim 9, characterized in that, The upper and lower main beams are fixed at the first connection position, and the sub-beams are fixed at the second connection position.

Images