A motorcycle fixed frame

Abstract

A motorcycle fixed-lock frame includes an engine, a buffer arm, and a shock absorber mounted on the frame. The frame has multiple frame locking holes, and the engine has multiple engine locking holes corresponding to the frame locking holes. Fasteners pass through the frame locking holes and engine locking holes to secure the engine to the frame. The buffer arm is mounted on the engine, with one end of the shock absorber connected to the buffer arm and the other end connected to the frame. This invention allows the engine to be directly locked to the frame via fasteners passing through the frame locking holes and engine locking holes, resulting in a more concentrated center of gravity for the motorcycle. Furthermore, the buffer arm on the engine, with one end of the shock absorber connected to the buffer arm and the other end connected to the frame, avoids direct connection of the shock absorber to the engine, improving engine cooling and ensuring optimal engine performance. Additionally, the buffer arm effectively increases the suspension travel of the shock absorber, providing better shock absorption and support, and improving handling and stability.

Description

Technical Field

[0001] This utility model relates to the field of motorcycle technology, and in particular to a motorcycle fixed-lock frame. Background Technology

[0002] As a crucial component of a motorcycle, the frame not only provides structural support but also transmits torque and is central to ensuring vehicle stability and handling. With the continuous development of the motorcycle industry, the market has placed higher demands on frame rigidity and strength. Especially for ADV motorcycles, effectively reducing frame weight while further improving handling and stability during medium- to high-intensity off-road activities has become a pressing challenge.

[0003] like Figure 1 As shown, traditional ADV motorcycles mostly adopt a flat-floor frame design, connecting the engine 2' to the flat-floor frame 1' via a rear shock absorber 3' and an engine suspension device 4'. Although this flat-floor frame 1' has a simple structure and a certain load-bearing capacity, it has limitations in the locking method and layout of the engine 2'. This not only affects the heat dissipation of the engine 2' but also restricts the full utilization of power, resulting in poor handling and stability of the vehicle, making it difficult to meet the needs of high-intensity off-road driving. Therefore, it is not suitable for medium- to high-emission ADV motorcycles. Utility Model Content

[0004] The purpose of this invention is to provide a motorcycle fixed frame that improves engine performance by optimizing the engine locking method, thereby ensuring the motorcycle's handling and stability.

[0005] To achieve the above objectives, the solution of this utility model is: a motorcycle fixed frame, including an engine, a buffer arm and a shock absorber mounted on the frame;

[0006] The frame has multiple frame lock holes, and the engine has multiple engine lock holes at positions corresponding to the frame lock holes. Fasteners pass through the frame lock holes and engine lock holes to secure the engine to the frame.

[0007] The buffer arm is mounted on the engine, one end of the shock absorber is connected to the buffer arm, and the other end of the shock absorber is connected to the frame.

[0008] In a preferred embodiment, the frame includes a first front side tube, a second front side tube, a third front side tube, a first middle side tube, a second middle side tube, a first rear side tube, a second rear side tube, and a third rear side tube;

[0009] The front end of the first front tube is connected to the front end of the second front tube, and the two ends of the third front tube are connected to the rear ends of the first front tube and the rear ends of the second front tube, respectively, to form a front triangular frame.

[0010] The front end of the first rear tube is connected to the rear end of the second front tube, the front end of the third rear tube is connected to the front end of the first rear tube, and both ends of the second rear tube are connected to the rear ends of the first rear tube and the third rear tube, respectively, to form a rear triangular frame.

[0011] The front end of the first middle side tube is connected to the front end of the first rear side tube, and the two ends of the second middle side tube are connected to the rear ends of the first middle side tube and the third rear side tube, respectively, to form a middle triangular frame.

[0012] In a preferred embodiment, there are three engine lock holes and three frame lock holes. The three frame lock holes are respectively located at the rear end of the first front side tube, the rear end of the second front side tube, and the rear end of the second middle side tube. The three engine lock holes are respectively located at the front end of the bottom of the engine, the middle of the top of the engine, and the rear end of the top of the engine. The three frame lock holes and the three engine lock holes are arranged in a triangular distribution.

[0013] In a preferred embodiment, the buffer arm is arc-shaped, with one end connected to the rear end of the engine bottom and the other end extending towards the rear of the vehicle frame. One end of the shock absorber is connected to the other end of the buffer arm, and the other end of the shock absorber is connected to the rear triangular frame.

[0014] In a preferred embodiment, a bushing is also included. The fasteners include a bolt, a washer, and a nut. The bushing passes through a frame lock hole and an engine lock hole, and the bolt passes through the shaft holes of the washer and the bushing and is screwed into the nut for secure connection.

[0015] After adopting the above solution, the beneficial effects of this utility model are as follows:

[0016] This invention features multiple frame locking holes on the chassis and multiple engine locking holes corresponding to the frame locking holes. Fasteners pass through these holes, allowing the engine to be directly locked to the chassis, thus concentrating the vehicle's center of gravity. Furthermore, a buffer arm is installed on the engine, with one end of the shock absorber connected to the buffer arm and the other end connected to the chassis. This prevents the shock absorber from being directly connected to the engine, improving engine cooling and ensuring optimal engine performance. Additionally, the buffer arm effectively increases the suspension travel of the shock absorber, providing better shock absorption and support, and enhancing handling and stability. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the connection between the engine and the flat-floor chassis in the prior art, via the rear shock absorber and engine suspension device.

[0018] Figure 2 This is a schematic diagram illustrating how the engine is secured to the frame via fasteners passing through the frame lock hole and the engine lock hole in an embodiment of this utility model.

[0019] Figure 3This is a schematic diagram illustrating the removal of fasteners and bushings from the frame in an embodiment of this utility model;

[0020] Figure 4 This is a schematic diagram of the vehicle frame in an embodiment of this utility model.

[0021] Label Explanation:

[0022] 1. Frame; 11. Front triangle frame; 111. First front side tube; 112. Second front side tube; 113. Third front side tube; 12. Middle triangle frame; 121. First middle side tube; 122. Second middle side tube; 13. Rear triangle frame; 131. First rear side tube; 132. Second rear side tube; 133. Third rear side tube; 14. Frame lock hole;

[0023] 2. Engine; 21. Engine lock hole;

[0024] 3. Fasteners; 31. Bolts; 32. Washers; 33. Nuts;

[0025] 4. Buffer arm; 5. Shock absorber; 6. Bushing. Detailed Implementation

[0026] The present invention will now be further described in conjunction with the accompanying drawings and specific embodiments.

[0027] This embodiment provides a motorcycle fixed frame 1, such as... Figure 2 As shown, it includes an engine 2, a buffer arm 4, and a shock absorber 5 mounted on the frame 1;

[0028] The frame 1 has multiple frame locking holes 14, and the engine 2 has multiple engine locking holes 21 at positions corresponding to the frame locking holes 14. Fasteners 3 pass through the frame locking holes 14 and engine locking holes 21 to secure the engine 2 to the frame 1.

[0029] The buffer arm 4 is mounted on the engine 2, one end of the shock absorber 5 is connected to the buffer arm 4, and the other end of the shock absorber 5 is connected to the frame 1.

[0030] During installation, align the engine lock hole 21 of engine 2 with the corresponding frame lock hole 14 on frame 1, and then directly lock engine 2 onto frame 1 by passing fastener 3 through frame lock hole 14 and engine lock hole 21, making installation and removal convenient. Since engine 2 is directly locked onto frame 1, the center of gravity of the whole vehicle is more concentrated, which can effectively reduce unsprung mass (i.e., the mass of components below the suspension springs).

[0031] Furthermore, since the engine 2 is equipped with a buffer arm 4, the two ends of the shock absorber 5 can be connected to the buffer arm 4 and the frame 1 respectively, which can effectively increase the suspension travel of the shock absorber 5, providing the vehicle with good shock absorption and support. Moreover, since the shock absorber 5 does not need to be directly connected to the engine 2, it can also improve the heat dissipation of the engine 2, reduce the power loss of the engine 2, make the vehicle handle more lightly, and improve driving handling and stability.

[0032] like Figure 4 As shown, the frame 1 includes a first front tube 111, a second front tube 112, a third front tube 113, a first middle tube 121, a second middle tube 122, a first rear tube 131, a second rear tube 132, and a third rear tube 133;

[0033] The front end of the first front tube 111 is connected to the front end of the second front tube 112, and the two ends of the third front tube 113 are connected to the rear ends of the first front tube 111 and the rear ends of the second front tube 112, respectively, to form the front triangular frame 11.

[0034] The front end of the first rear tube 131 is connected to the rear end of the second front tube 112, the front end of the third rear tube 133 is connected to the front end of the first rear tube 131, and the two ends of the second rear tube 132 are respectively connected to the rear ends of the first rear tube 131 and the rear ends of the third rear tube 133 to form a rear triangular frame 13.

[0035] The front end of the first middle side tube 121 is connected to the front end of the first rear side tube 131, and the two ends of the second middle side tube 122 are connected to the rear ends of the first middle side tube 121 and the rear ends of the third rear side tube 133, respectively, to form a middle triangular frame 12.

[0036] like Figure 4 As shown, the frame 1 in this embodiment is mainly composed of a triangular frame made of multiple side tubes, but it is not limited to this. It can not only reduce weight and lower development and production costs, but also further increase the stability of the engine 2 being locked in the frame lock hole 14, improve the strength and rigidity of the whole vehicle. Compared with ordinary frame 1, it can withstand greater external forces, reduce the risk of deformation, and meet the medium and high off-road requirements of vehicles such as ADV motorcycles.

[0037] like Figure 2 and Figure 4 As shown, there are three engine lock holes 21 and three frame lock holes 14. The three frame lock holes 14 are respectively located at the rear end of the first front tube 111, the rear end of the second front tube 112, and the rear end of the second middle tube 122. The three engine lock holes 21 are respectively located at the front end of the bottom of the engine 2, the middle end of the top of the engine 2, and the rear end of the top of the engine 2. The three frame lock holes 14 and the three engine lock holes 21 are arranged in a triangular distribution.

[0038] In this embodiment, there are three engine lock holes 21 and three frame lock holes 14, but this is not a limitation. This arrangement improves the stability of the engine 2 mounted on the frame 1. Furthermore, the three frame lock holes 14 and the three engine lock holes 21 are arranged in a triangular pattern, which helps to distribute external forces. This reduces wear and tear caused by vibration at the connection between the engine 2 and the frame 1 during medium- to high-intensity off-road driving, such as on ADV motorcycles, thus extending the service life of both the frame 1 and the engine 2. Of course, in other embodiments, the number of engine lock holes 21 and frame lock holes 14 can be adjusted according to actual needs.

[0039] like Figure 2 As shown, the buffer arm 4 is arc-shaped. One end of the buffer arm 4 is connected to the rear end of the bottom of the engine 2, and the other end of the buffer arm 4 extends to the rear of the frame 1. One end of the shock absorber 5 is connected to the other end of the buffer arm 4, and the other end of the shock absorber 5 is connected to the rear triangular frame 13.

[0040] In this embodiment, the buffer arm 4 is arc-shaped, but not limited to this, which helps to improve rigidity and strength, ensuring the smooth operation of the subsequent shock absorber 5. The other end of the buffer arm 4 extends to the rear of the frame 1, and both ends of the shock absorber 5 can be connected to the buffer arm 4 and the frame 1 respectively, which can effectively increase the suspension travel of the shock absorber 5 and provide good shock absorption and support for the vehicle.

[0041] like Figure 3 As shown, this embodiment also includes a bushing 6. The fastener 3 includes a bolt 31, a washer 32 and a nut 33. The bushing 6 passes through the frame lock hole 14 and the engine lock hole 21. The bolt 31 passes through the shaft hole of the washer 32 and the bushing 6 and is fixedly screwed to the nut 33.

[0042] In this embodiment, the bushing 6 can play a role in buffering and protection. At the same time, the addition of a washer 32 between the bolt 31 and the nut 33 can greatly improve the vibration isolation effect, increase the driver's comfort, and also reduce the friction between the bolt 31 and various components such as the engine lock hole 21 and the frame lock hole 14, thereby increasing the service life.

[0043] The directional terms used in this specification are defined relative to the structures shown in the accompanying drawings. They are relative concepts and may therefore vary depending on their location and usage. Therefore, these or other directional terms should not be interpreted as restrictive.

[0044] The above description is only a preferred embodiment of this utility model and is not intended to limit the design of this case. All equivalent changes made based on the key design of this case shall fall within the protection scope of this case.

Claims

1. A motorcycle fixed-lock frame, characterized in that: This includes the engine, buffer arms, and shock absorbers mounted on the chassis; The frame has multiple frame lock holes, and the engine has multiple engine lock holes at positions corresponding to the frame lock holes. Fasteners pass through the frame lock holes and engine lock holes to secure the engine to the frame. The buffer arm is mounted on the engine, one end of the shock absorber is connected to the buffer arm, and the other end of the shock absorber is connected to the frame.

2. A motorcycle fixed-lock frame as described in claim 1, characterized in that: The frame includes a first front side tube, a second front side tube, a third front side tube, a first center side tube, a second center side tube, a first rear side tube, a second rear side tube, and a third rear side tube; The front end of the first front tube is connected to the front end of the second front tube, and the two ends of the third front tube are connected to the rear ends of the first front tube and the rear ends of the second front tube, respectively, to form a front triangular frame. The front end of the first rear tube is connected to the rear end of the second front tube, the front end of the third rear tube is connected to the front end of the first rear tube, and both ends of the second rear tube are connected to the rear ends of the first rear tube and the third rear tube, respectively, to form a rear triangular frame. The front end of the first middle side tube is connected to the front end of the first rear side tube, and the two ends of the second middle side tube are connected to the rear ends of the first middle side tube and the third rear side tube, respectively, to form a middle triangular frame.

3. A motorcycle fixed-lock frame as described in claim 2, characterized in that: The number of engine lock holes and frame lock holes are both three. The three frame lock holes are respectively located at the rear end of the first front side tube, the rear end of the second front side tube, and the rear end of the second middle side tube. The three engine lock holes are respectively located at the front end of the bottom of the engine, the middle of the top of the engine, and the rear end of the top of the engine. The three frame lock holes and the three engine lock holes are arranged in a triangular distribution.

4. A motorcycle fixed-lock frame as described in claim 2, characterized in that: The buffer arm is arc-shaped, with one end connected to the rear end of the engine bottom and the other end extending to the rear of the frame. One end of the shock absorber is connected to the other end of the buffer arm, and the other end of the shock absorber is connected to the rear triangular frame.

5. A motorcycle fixed-lock frame as described in claim 1, characterized in that: It also includes a bushing, the fasteners including a bolt, a washer and a nut, the bushing passing through a frame lock hole and an engine lock hole, and the bolt passing through the shaft holes of the washer and bushing and being screwed to the nut for secure connection.

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