Engine suspension and abs mounting structure for a motorcycle

Abstract

The utility model discloses a motorcycle's engine suspension and ABS installation structure, the integral vertical section in the existing engine suspension is changed into the split structure that is composed of vice side plate and apron, the rear side of vice side plate is formed the gap through design, and the apron is curved to form the recess that adapts in the length direction, and the existence recess makes hydraulic controller and part spare parts can move a certain distance when loading, thereby realizing avoiding interference under the condition of not increasing rear fork length, the thickness of independent apron is relatively smaller in the curved stress direction, and it is not easy to break, and the recess that adapts with the gap is curved to form with independent apron, instead of increasing the groove steel bending amplitude to make the vertical section to lean forward to avoid interference, has better feasibility, can effectively solve the problem that the existing engine suspension is difficult to satisfy the installation demand because of occupying the length direction space of the car is bigger.

Description

Technical Field

[0001] This utility model belongs to the technical field of vehicle frames in transportation operations, specifically relating to an engine suspension and ABS mounting structure for a motorcycle. Background Technology

[0002] The frame is the basic structure of a motorcycle, used to support the motorcycle's key components and determine the vehicle's stability, handling, and safety. A motorcycle frame is generally composed of multiple round steel tubes connected by welding. Due to the shape of the steel tubes, the frame cannot directly provide mounting positions for components such as the engine and rear swingarm, which require high installation precision and stability. For example, the underbone motorcycle frame for vertical engines disclosed in Chinese patent CN209600715U, and the connection structure between the rear swingarm and the frame disclosed in CN203473121U, both provide mounting positions for bolts and connecting shafts that can be inserted laterally by connecting the engine suspension to the lower part of the frame.

[0003] Existing engine suspension systems can meet the installation requirements of conventional motorcycles, but for some motorcycles equipped with ABS and a centrally mounted single rear shock absorber, such as street racers, adventure motorcycles, and some cruiser models, existing engine suspension systems still cannot adequately meet the installation requirements; as per the appendix to this application specification. Figure 1 and attached Figure 2 As shown, the applicant's prior design connects the engine suspension 2 below the rear inclined beam 1. This engine suspension is formed by bending channel steel with the opening facing forward, and includes a vertically connected inclined section 3 and a vertical section 4. The inclined section connects to the rear inclined beam, and the vertical section connects to components such as the foot pedal and parking brake. The front of the engine suspension has a through-hole 5 for laterally threading bolts to mount the engine, and the middle has a through-hole 6 for rotatably connecting the rear swingarm 7. The hydraulic controller 8 (HCU) for ABS and some components 9 are installed near the vertical section between the rear side and the rear wheel. After testing, it was found that although the engine suspension reduced its overall space occupation in the vehicle length direction by bending to form the vertical section, it was still insufficient for the hydraulic... While the hydraulic controller and other components have sufficient installation space, the connection between the rear shock absorber and the rear swingarm is prone to interference with the hydraulic controller when the rear swingarm swings significantly. Due to the inherent structure of the channel steel, excessive bending can lead to breakage at the bend. Therefore, it is difficult to avoid interference by increasing the bending radius to tilt the vertical section forward. Although interference can be avoided by increasing the length of the rear swingarm and adjusting the position of the connection, increasing the length of the rear swingarm not only increases costs but also affects the vehicle's handling agility. Therefore, it is necessary to further improve the engine suspension to reduce the space occupied by the vertical section in the vehicle length direction to better meet installation requirements. Summary of the Invention

[0004] In view of the above-mentioned shortcomings of the prior art, the purpose of this utility model is to provide a motorcycle engine suspension and ABS mounting structure, which solves the technical problem that the existing engine suspension occupies a large amount of space in the length direction of the vehicle and is difficult to meet the installation requirements, thereby achieving the effect of reducing space occupation and improving vehicle stability.

[0005] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:

[0006] A motorcycle engine suspension includes a base plate, main side plates, and a cover plate. The length direction of the main side plates corresponds to the length direction of the base plate, and the thickness direction of the main side plates corresponds to the width direction of the base plate. There are two main side plates, which are respectively connected to two sides of the base plate in the width direction. The two main side plates are located on the same side in the thickness direction of the base plate. One end of the main side plate extends off its own length direction toward the side where it is located to form a secondary side plate. The base plate, main side plates, and secondary side plates are integrally curved structures. The side of the secondary side plate near the base plate is recessed to form a notch. The side of the two mounting plates with notches forms a gap between the side of the mounting plate and the adjacent end of the base plate. The cover plate covers the gap and is connected to the base plate and the two secondary side plates respectively. The cover plate has a recess in the length direction of the secondary side plate that matches the notch.

[0007] Furthermore, the cover plate has a first flange and is lap-welded to the bottom plate and the secondary side plate respectively through the first flange.

[0008] Furthermore, the engine suspension also includes a reinforcing bar that runs through and connects to the two sub-side plates.

[0009] Furthermore, a side bracket is provided at the end of the secondary side plate away from the main side plate, and the side bracket is connected to the secondary side plate and the reinforcing rod respectively.

[0010] Furthermore, a connecting plate is provided at the end of the base plate away from the secondary side plate. The thickness direction of the connecting plate corresponds to the length direction of the base plate. The connecting plate is connected to the base plate and the main side plate respectively, and a connecting hole is provided through the connecting plate.

[0011] Furthermore, the connecting plate and the main side plate have a second flange at the end away from the secondary side plate, and the connecting plate is lap-welded to the bottom plate and the main side plate respectively through the second flange.

[0012] Furthermore, weight reduction holes are provided on the main side plate and the bottom plate respectively.

[0013] This utility model also includes an ABS mounting structure for a motorcycle, including a frame, a hydraulic controller, and an engine suspension as described above. The frame has a rear inclined beam in the middle, the engine suspension is connected to the lower end of the rear inclined beam, and the length direction of the base plate corresponds to the length direction of the rear inclined beam. The end of the base plate away from the sub-side plate faces the rear inclined beam, the cover plate is located behind the rear inclined beam, and the hydraulic controller is located behind the cover plate and close to the cover plate.

[0014] Compared with the prior art, the present invention has the following beneficial effects:

[0015] 1. The engine suspension described in this utility model changes the existing integrated vertical section of the engine suspension to a split structure composed of a secondary side plate and a cover plate. By designing a notch on the rearward side of the secondary side plate and bending the cover plate in the length direction to form a matching recess, the independent cover plate has a relatively small thickness in the bending force direction and is not prone to cracking. Using the cover plate to bend and form a recess is feasible. The presence of the recess allows the hydraulic controller and some components to be moved forward a certain distance during vehicle installation, thereby avoiding interference without increasing the length of the rear horizontal fork. This effectively solves the problem that the existing engine suspension occupies a large amount of space in the vehicle length direction, making it difficult to meet installation requirements.

[0016] 2. In the engine suspension described in this utility model, the cover plate increases the welding area by flanging, and is lap-welded to the bottom plate and the sub-side plate respectively. This helps to improve the connection strength between the cover plate and the bottom plate and the sub-side plate, thereby reducing the impact of the split design of the sub-side plate and the cover plate on the overall structural strength of the engine suspension. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the structure of an existing engine suspension after it has been installed in a vehicle, as described in the background art.

[0018] Figure 2 This is a schematic diagram illustrating the positional relationship between the existing engine suspension and the HCU after installation in the background art.

[0019] Figure 3 This is a perspective view of the engine suspension structure described in the embodiment;

[0020] Figure 4 This is an exploded view showing the separation of some parts in the engine suspension described in the embodiment;

[0021] Figure 5 This is a schematic diagram of the engine suspension after it has been installed in the vehicle, as described in the embodiment.

[0022] Figure 6 This is a schematic diagram showing the positional relationship between the engine suspension and the HCU after installation in the vehicle, as described in the embodiment.

[0023] Among them, the rear inclined beam 1, engine suspension 2, inclined section 3, vertical section 4, mounting hole 5, connecting shaft 6, rear horizontal fork 7, hydraulic controller 8, component 9; base plate 10, main side plate 11, cover plate 12, secondary side plate 13, notch 14, puncture 15, recess 16, first flange 17, reinforcing rod 18, side bracket 19, connecting plate 20, connecting hole 21, second flange 23, weight reduction hole 24, through hole 25, and rear bracket 26. Detailed Implementation

[0024] 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, not all, of the embodiments of this utility model. The components of the embodiments of this utility model described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this utility model provided in the accompanying drawings is not intended to limit the scope of the claimed utility model, but merely represents selected embodiments of the utility model. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without inventive effort are within the scope of protection of this utility model.

[0025] It should be noted that similar reference numerals and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the figures, or the orientation or positional relationship commonly used when the product of this utility model is in use. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Furthermore, the terms "first," "second," and "third," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance. In addition, the terms "horizontal," "vertical," etc., do not indicate that the component is required to be absolutely horizontal or suspended, but can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal than "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted. In the description of this utility model, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0026] Example:

[0027] Please see Figure 3 and Figure 4A motorcycle engine suspension includes a base plate 10, main side plates 11, and a cover plate 12. The length direction of the main side plates 11 corresponds to the length direction of the base plate 10, and the thickness direction of the main side plates 11 corresponds to the width direction of the base plate 10. There are two main side plates 11, which are respectively connected to two sides of the base plate 10 in the width direction. The two main side plates 11 are located on the same side in the thickness direction of the base plate 10. One end of the main side plate 11 in the length direction deviates from its own length direction and extends towards the side where it is located to form a secondary side plate 13. The base plate 10, main side plate 11 and secondary side plate 13 are integrally bent into a whole structure; in the width direction of the secondary side plate 13, a notch 14 is formed in the side of the secondary side plate 13 near the base plate 10; the side of the two mounting plates with the notch 14 forms a gap 15 between the side of the two mounting plates and the end of the base plate 10; the cover plate 12 covers the gap 15 and is connected to the base plate 10 and the two secondary side plates 13 respectively; the cover plate 12 has a recess 16 in the length direction of the secondary side plate 13 that matches the notch 14.

[0028] In implementation, the base plate 10, main side plate 11, and auxiliary side plate 13 can be integrally bent from sheet metal, or formed by bending channel steel and removing part of the web. Mounting holes 5 are respectively provided at the front of the main side plate 11 and auxiliary side plate 13 for transversely inserting bolts to mount the engine. A connecting shaft 6 is provided at the junction of the main side plate 11 and auxiliary side plate 13 for rotatably connecting the rear horizontal fork 7. A through hole 25 is provided on the cover plate 12 for weight reduction and for some components 9 to pass through. A rear bracket 26 is connected to the rear of the cover plate 12 to facilitate the installation of some components 9. (See also...) Figure 4 In this embodiment, the width of the notch 14 is close to the length of the sub-side plate 13. The notch 14 can be obtained by punching the sub-side plate 13. The vehicle mounting state of the engine suspension in this embodiment is as follows: Figure 5 and Figure 6 As shown, the engine suspension is connected to the lower end of the rear inclined beam 1. The length direction of the base plate 10 corresponds to the length direction of the rear inclined beam 1. The end of the base plate 10 away from the sub-side plate 13 faces the rear inclined beam 1. In the vehicle length direction, the cover plate 12 is located behind the rear inclined beam 1. The hydraulic controller 8 is located behind the cover plate 12 and is set close to the cover plate 12.

[0029] In the engine suspension described in this utility model, the base plate 10 and the main side plate 11 replace the inclined section of the existing engine suspension, and the cover plate 12 and the secondary side plate 13 replace the vertical section of the existing engine suspension. The main difference from the existing engine suspension is that the integral vertical section in the existing engine suspension is changed to a split structure composed of the secondary side plate 13 and the cover plate 12. Since the secondary side plate 13 needs to cooperate with the main side plate 11 to provide a mounting position for mounting the engine and rotating the rear swingarm 7, the secondary side plate 13 is designed to extend from the main side plate 11, so that the secondary side plate 13, the main side plate 11, and the base plate 10 are still an integrally bent structure. The cover plate 12 connects and covers the opening 15 formed between the end of the base plate 10 and the secondary side plate 13, preventing the secondary side plate 13 from bending under force, thereby ensuring the stability and reliability of mounting the engine and connecting the rear swingarm 7 through the engine suspension. Based on this, the secondary side plate 13 is designed to provide a mounting position for mounting the engine and rotating the rear swingarm 7. A notch 14 is formed on the rearward side of plate 13, and a cover plate 12 is designed to be bent in the length direction to form a matching recess 16. This reduces the size of the engine suspension at the recess 16 in the vehicle length direction, increasing the available space for installing the hydraulic controller 8 and some components 9 at the rear. This allows the hydraulic controller 8 and some components 9 to be moved forward a certain distance during installation, thus avoiding interference without increasing the length of the rear horizontal fork 7. In the engine suspension of this utility model, the thickness of the independent cover plate 12 in the bending force direction is relatively small and not prone to cracking. The recess 16 formed by bending the independent cover plate 12 to match the notch 14 replaces the increase in the bending amplitude of the channel steel to tilt the vertical section forward to avoid interference. This has good feasibility and practicality, and can effectively solve the problem that the existing engine suspension occupies a large space in the vehicle length direction, making it difficult to meet the installation requirements, thus ensuring the stability of the vehicle.

[0030] Please see Figure 3 and Figure 4 The cover plate 12 has a first flange 17 and is lap-welded to the base plate 10 and the sub-side plate 13 respectively through the first flange 17. In practice, the cover plate 12 can be located between the two sub-side plates 13 and lap-welded to the inner surfaces of the base plate 10 and the sub-side plate 13 respectively. In this embodiment, in order to facilitate welding, the cover plate 12 is set behind the sub-side plate 13 and lap-welded to the outer surfaces of the base plate 10 and the sub-side plate 13 respectively. In this way, the cover plate 12 increases the welding area through the first flange 17 and lap-welded to the base plate 10 and the sub-side plate 13 respectively, which is beneficial to improve the connection strength between the cover plate 12 and the base plate 10 and the sub-side plate 13, and reduce the impact of the split design of the sub-side plate 13 and the cover plate 12 on the overall structural strength of the engine suspension.

[0031] Please see Figure 3 and Figure 4The engine suspension also includes a reinforcing rod 18 that passes through and connects to the two sub-side plates 13; a side bracket 19 is provided at the end of the sub-side plate 13 away from the main side plate 11, and the side bracket 19 is connected to the sub-side plate 13 and the reinforcing rod 18 respectively; in this way, the reinforcing rod 18 passes through and connects the two sub-side plates 13, which is beneficial to improving the overall structural strength of the engine suspension. The side bracket 19 is welded and set based on the reinforcing rod 18, which improves the reliability of the connection of the side bracket 19. The side bracket 19 can be used to install components such as foot pedals or parking brakes.

[0032] Please see Figure 3 and Figure 4 A connecting plate 20 is provided at the end of the base plate 10 away from the sub-side plate 13. The thickness direction of the connecting plate 20 corresponds to the length direction of the base plate 10. The connecting plate 20 is connected to the base plate 10 and the main side plate 11 respectively. A connecting hole 21 is provided through the connecting plate 20. In this way, the connecting plate 20 connects the base plate 10 and the main side plate 11 at the upper end of the engine suspension, which is beneficial to improving the overall structural strength of the engine suspension. The connecting hole 21 on the connecting plate 20 allows the rear oblique beam 1 to pass through and be welded, which is beneficial to improving the reliability and stability of the engine suspension connected to the frame.

[0033] Please see Figure 3 and Figure 4 The connecting plate 20 and the main side plate 11 have a second flange 23 at the end away from the sub-side plate 13. The connecting plate 20 is lap-welded to the bottom plate 10 and the main side plate 11 respectively through the second flange 23. Specifically, the connecting plate 20 has a second flange 23 on the side of the bottom plate 10 that is close to the end away from the sub-side plate 13. In this way, the connecting plate 20 and the main side plate 11 increase the welding area through the second flange 23. The lap-welding of the connecting plate 20 to the bottom plate 10 and the main side plate 11 respectively is beneficial to improving the connection strength between the connecting plate 20 and the bottom plate 10 and the main side plate 11, and thus is beneficial to improving the overall structural strength of the engine suspension and the structural strength of the connection with the rear inclined beam 1.

[0034] Please see Figure 3 and Figure 4 Weight reduction holes 24 are respectively provided on the main side plate 11 and the bottom plate 10; this not only helps to reduce the weight of the engine suspension, but also helps to improve the structural strength of the engine suspension.

[0035] Please see Figure 5 and Figure 6To better understand the engine suspension described in this utility model, the ABS mounting structure including the engine suspension is introduced as follows. The ABS mounting structure also includes a vehicle frame and a hydraulic controller 8 for the ABS system. The vehicle frame has a rear inclined beam 1 in the middle. The engine suspension is connected to the lower end of the rear inclined beam 1, and the length direction of the base plate 10 corresponds to the length direction of the rear inclined beam 1. The end of the base plate 10 away from the sub-side plate 13 faces the rear inclined beam 1. The hydraulic controller 8 is located behind the cover plate 12 and close to the cover plate 12. Figure 6 The dashed lines in the middle correspond to Figure 2 The front side of the hydraulic controller 8 shows that, by adopting the engine suspension described in this utility model, the hydraulic controller 8 can be moved forward a certain distance, thereby avoiding interference between the connection between the rear shock absorber and the rear horizontal fork 7 and the hydraulic controller 8 when the swing amplitude of the rear horizontal fork 7 is large.

[0036] In summary, the engine suspension described in this utility model replaces the integral vertical section of the existing engine suspension with a split structure composed of a secondary side plate 13 and a cover plate 12. By designing a notch 14 on the rearward side of the secondary side plate 13, and by designing the cover plate 12 to bend in the length direction to form a suitable recess 16, the independent cover plate 12 has a relatively small thickness in the bending force direction and is not prone to cracking. Using the cover plate 12 to bend and form the recess 16 has good feasibility. The presence of the recess 16 allows the hydraulic controller 8 and some components 9 to be moved forward a certain distance during vehicle installation, thereby avoiding interference without increasing the length of the rear horizontal fork 7. This effectively solves the problem that the existing engine suspension occupies a large amount of space in the vehicle length direction, making it difficult to meet installation requirements.

[0037] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model and not to limit the technical solutions. Those skilled in the art should understand that any modifications or equivalent substitutions to the technical solutions of this utility model that do not depart from the spirit and scope of this technical solution should be covered within the scope of the claims of this utility model.

Claims

1. An engine suspension for a motorcycle, characterised in that: It includes a base plate, main side plates, and a cover plate. The length direction of the main side plates corresponds to the length direction of the base plate, and the thickness direction of the main side plates corresponds to the width direction of the base plate. There are two main side plates, which are connected to the two sides of the base plate in the width direction. The two main side plates are located on the same side in the thickness direction of the base plate. One end of the main side plate deviates from its own length direction and extends towards the side where it is located to form a secondary side plate. The base plate, main side plates, and secondary side plates are integrally bent into a whole structure. The side of the secondary side plate near the base plate is recessed to form a notch. The side of the two mounting plates with notches forms a gap between the side of the base plate and the adjacent end of the base plate. The cover plate covers the gap and is connected to the base plate and the two secondary side plates respectively. The cover plate has a recess in the length direction of the secondary side plate that matches the notch.

2. An engine suspension for a motorcycle as claimed in claim 1 wherein: The cover plate has a first flange and is lap-welded to the bottom plate and the secondary side plate respectively through the first flange.

3. The engine suspension for a motorcycle as defined in claim 1, wherein: The engine suspension also includes a reinforcing bar that runs through and connects to the two sub-side plates.

4. An engine suspension for a motorcycle as claimed in claim 3 wherein: A side bracket is provided at the end of the secondary side plate away from the main side plate, and the side bracket is connected to the secondary side plate and the reinforcing rod respectively.

5. The engine suspension for a motorcycle as defined in claim 1 wherein: A connecting plate is provided at the end of the base plate away from the secondary side plate. The thickness direction of the connecting plate corresponds to the length direction of the base plate. The connecting plate is connected to the base plate and the main side plate respectively, and a connecting hole is provided through the connecting plate.

6. An engine suspension for a motorcycle as claimed in claim 5 wherein: The connecting plate and the main side plate have a second flange at the end away from the secondary side plate. The connecting plate is lap-welded to the bottom plate and the main side plate respectively through the second flange.

7. The engine suspension for a motorcycle as defined in claim 1 wherein: Weight reduction holes are provided on the main side plate and the bottom plate respectively.

8. An ABS mounting structure for a motorcycle, characterized by: The invention includes a frame, a hydraulic controller, and an engine suspension for a motorcycle as described in any one of claims 1-7. The frame has a rear inclined beam in the middle, the engine suspension is connected to the lower end of the rear inclined beam, and the length direction of the base plate corresponds to the length direction of the rear inclined beam. The end of the base plate away from the sub-side plate faces the rear inclined beam, the cover plate is located behind the rear inclined beam, and the hydraulic controller is located behind the cover plate and close to the cover plate.

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