motorcycle

Abstract

This utility model discloses a motorcycle, including a frame, a running gear system, a suspension system, a control system, and a braking system. The running gear system includes a front wheel and a rear wheel; the suspension system includes a front suspension and a rear suspension; the control system includes a control module and a detection component, with a wire connected to the detection component, and the wire also connected to the control module; the braking system includes a front brake line and a front brake caliper, which are used to brake the front wheel; the motorcycle also includes a limiting assembly, which includes a first limiting member that connects the front brake line and the wire, and limits the relative position of the wire and the front brake line. These features make the wire less susceptible to scratches.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to a motorcycle. Background Technology

[0002] Motorcycles, as a type of riding vehicle, are increasingly favored by consumers. Due to their lightweight, agile, and fast characteristics, motorcycles are widely used in riding, racing, and other fields.

[0003] A motorcycle generally consists of components or parts such as a frame, body panels, engine, suspension, and front and rear wheels. The frame, as the main supporting structure of the motorcycle, determines its size and the space it provides for carrying loads through its structural form and arrangement.

[0004] Motorcycles contain various electrical components. For ease of installation, some components are installed together. These components are usually connected to wires. During vehicle operation, these wires are prone to significant shaking due to vehicle bumps, which can easily lead to wire damage. Utility Model Content

[0005] To address the shortcomings of existing technologies, the purpose of this utility model is to provide a motorcycle whose wiring harness is not easily scratched.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] A motorcycle includes a frame, a body panel, a running gear system, a suspension system, a power system, a control system, and a braking system. The body panel at least partially covers the frame. The running gear system includes a front wheel and a rear wheel, both of which are at least partially located under the frame. The suspension system includes a front suspension and a rear suspension, the front suspension connecting the front wheel to the frame and the rear suspension connecting the rear wheel to the frame. The power system drives the rear wheel. The control system includes a control module and a detection element, the detection element having a wire connected to it, the wire also being connected to the control module. The braking system includes a front brake line and a front brake caliper for braking the front wheel. The motorcycle also includes a limiting assembly, which includes a first limiting member connecting the front brake line and the wire, and limiting the relative position of the wire and the front brake line.

[0008] Furthermore, the wires are provided in multiple places, and the limiting component also includes a second limiting member, which connects at least two adjacent wires and limits the relative position of the two adjacent wires.

[0009] Furthermore, the second limiting member and the first limiting member are fixedly arranged to form a limiting assembly; the limiting assembly is provided with a plurality of locking slots, each of which is used to lock one of the wires or one of the front brake oil pipes.

[0010] Furthermore, the plurality of the card slots are arranged around the center line of the limiting assembly, and the opening of each card slot is arranged in a direction away from the center line of the limiting assembly.

[0011] Furthermore, the openings of the plurality of card slots all face the same direction, and the plurality of card slots are arranged in a straight line.

[0012] Furthermore, the plurality of said slots are arranged in a straight line, and the openings of two adjacent said slots face opposite directions.

[0013] Furthermore, the limiting assembly is provided in multiple ways, and the multiple limiting assemblies are arranged at intervals along the extension direction of the conductor; along the extension direction of the conductor, the distance between two adjacent limiting assemblies ranges from 150mm to 250mm.

[0014] Furthermore, along the extension direction of the conductor, the distance between two adjacent limiting assemblies ranges from 180mm to 220mm.

[0015] Furthermore, the limiting assembly is provided in multiple parts, and the front brake oil pipe includes at least one curved section, with at least one limiting assembly connected to each curved section.

[0016] Furthermore, the detection component is mounted on the front suspension or the front brake caliper, and the control module is located above the front suspension; viewed from front to rear, the wire and the front brake line are both at least partially located behind the front suspension.

[0017] The advantage of this utility model is that the wire can be connected to the front brake line through the limiting component. Since the front brake line has a strong anti-shaking ability, the above connection setting can improve the anti-shaking ability of the wire, thereby making the wire less prone to scratches. Attached Figure Description

[0018] Figure 1 This is a perspective view of the motorcycle provided in the embodiments of this application;

[0019] Figure 2 This is provided by the embodiments of this application. Figure 1 A side view of the motorcycle and a partial structural side sectional view;

[0020] Figure 3 This is provided by the embodiments of this application. Figure 1 A side view of the motorcycle and a partial structural side sectional view;

[0021] Figure 4 This is provided by the embodiments of this application. Figure 1A schematic diagram of the rear suspension structure on the subframe of a motorcycle.

[0022] Figure 5 This is provided by the embodiments of this application. Figure 1 A cross-sectional diagram of the rear suspension on the subframe of a motorcycle.

[0023] Figure 6 This is provided by the embodiments of this application. Figure 1 A schematic diagram of the rear section of the subframe of a motorcycle.

[0024] Figure 7 This is provided by the embodiments of this application. Figure 1 A schematic diagram of part of the main frame structure of a motorcycle;

[0025] Figure 8 This is provided by the embodiments of this application. Figure 7 An enlarged schematic diagram at point A shows the positional relationship between the testing component and the wires and the main frame;

[0026] Figure 9 This is provided by the embodiments of this application. Figure 7 An enlarged schematic diagram at point B shows the connection between the wires and the front brake hose and the limiting assembly;

[0027] Figure 10 This is provided by the embodiments of this application. Figure 9 A frontal schematic diagram of the limiting assembly in the diagram, showing the first structure;

[0028] Figure 11 This is provided by the embodiments of this application. Figure 9 A frontal schematic diagram of the limiting assembly in the image shows the second structure;

[0029] Figure 12 This is provided by the embodiments of this application. Figure 9 A frontal schematic diagram of the limiting assembly in the image shows the third structure;

[0030] Figure 13 This is a partial structural cross-sectional view of the front suspension on the main frame of the motorcycle provided in this application embodiment;

[0031] Figure 14 This is a cross-sectional schematic diagram of another structure of the motorcycle second front suspension shock absorber provided in the embodiments of this application;

[0032] Figure 15 This is provided by the embodiments of this application. Figure 14 An enlarged schematic diagram at point C shows part of the internal structure of the second front suspension shock absorber;

[0033] Figure 16 This is provided by the embodiments of this application. Figure 1A partial structural diagram of the motorcycle's main frame shows that both the first and second front suspension shock absorbers are electronically damped.

[0034] Figure 17 This is a flowchart of the electronic vibration damping adjustment method provided in the embodiments of this application;

[0035] Figure 18 This is a connection block diagram of the seat height adjustment device provided in the embodiments of this application;

[0036] Figure 19 This is a flowchart of the seat height adjustment method provided in the embodiments of this application;

[0037] Figure 20 This is a flowchart of another seat height adjustment method provided in the embodiments of this application. Detailed Implementation

[0038] like Figure 1 As shown, this application provides a motorcycle 100, which includes a frame 11, a body panel 12, a running gear 13, a suspension system 14, and a power system 15. The body panel 12 at least partially covers the frame 11. The running gear 13 is at least partially located under the frame 11, and the suspension system 14 connects the running gear 13 to the frame 11. The power system 15 is supported by the frame 11 and is used to drive the running gear 13.

[0039] To clearly illustrate the technical solution of this application, the following are also defined: Figure 1 The terms "front," "rear," "left," "right," "top," and "bottom" are shown. The "front-rear" direction refers to the length of the frame 11 of the motorcycle 100 provided in this application; the "left-right" direction refers to the width of the frame 11 of the motorcycle 100 provided in this application; and the "top-bottom" direction refers to the height of the frame 11 of the motorcycle 100 provided in this application. This application defines "front," "rear," "left," "right," and "top" based on the motorcycle 100 traveling on a flat road surface.

[0040] The frame 11 includes a main frame 112 and a subframe 113, which are fixedly connected. The main frame 112 is in front and the subframe 113 is in the rear. The subframe 113 includes a top frame tube 1131, which is located on top of the subframe 113 and extends rearward and upward. The motorcycle 100 also includes a seat 121, which is mounted on the top frame tube 1131 and located above it. In one implementation, viewed from above, the front end of the seat 121 is basically located at the junction of the main frame 112 and the subframe 113.

[0041] In one implementation, the suspension system 14 provided in this application can have its stiffness adjusted electronically. Specifically, the motorcycle 100 provided in this application also includes a control system, which includes a control module 16 for controlling the stiffness of the suspension system 14. The control module 16 is electrically connected to the suspension system 14. It is understood that the control module 16 can be a separate module, such as an electronic control unit (ECU) primarily used to control the suspension system 14, or a sub-module integrated into a central control system, such as a module within a chip integrating multiple functions. The suspension system 14 includes a front suspension 141 and a rear suspension 142. In one implementation, the control module 16 primarily controls the rear suspension 142 to adjust its stiffness. In another implementation, the control module 16 can control the front suspension 141 to adjust its stiffness. It should be explained here that the stiffness adjustment of the suspension system 14 refers to adjusting the damping coefficient of the shock absorber to change its rate of extension and contraction when compressed in a specific direction.

[0042] like Figure 2 and Figure 3 As shown, the running system 13 includes a front wheel 131 and a rear wheel 132. The front suspension 141 connects the front wheel 131 to the main frame 112, and the rear suspension 142 connects the rear wheel 132 to the subframe 113.

[0043] The motorcycle 100 also includes an intake assembly 19, a radiator 17, and a fuel tank 18. In one implementation, the intake assembly 19 provides intake air to the power system 15 and optionally includes an air filter. The intake assembly 19 is located at the rear of the motorcycle 100, specifically behind the power system 15, and at least partially within the subframe 113. The air intake of the intake assembly 19 can be either rearward or forward-facing. The radiator 17 cools the power system 15 by exchanging heat with a fluid medium. The radiator 17 is located at the front of the motorcycle 100, specifically in front of the power system 15, within the main frame 112. The fuel tank 18 provides fuel storage for the power system 15. The fuel tank 18 is located at the front and upper part of the motorcycle 100, specifically above the power system 15, mounted on the main frame 112, and located in front of the seat 121.

[0044] In one implementation, the control module 16 is a separate ECU module, which is basically box-shaped. Optionally, the air intake of the intake assembly 19 faces rearward, and the control module 16 is located above the radiator 17 and on the side of the front bottom of the fuel tank 18, above and in front of the power system 15. With the above arrangement, the gaps in the motorcycle 100 can be fully utilized, and the control module 16 can be kept away from the heat source of the power system 15. Since the control module 16 is located at the front of the vehicle, the airflow affected by the heat radiation from the radiator 17 and the power system 15 is less likely to flow near the control module 16 during windy conditions, thus minimizing its thermal impact.

[0045] In one implementation, the air intake of the intake assembly 19 faces forward, and the control module 16 is positioned below the seat 121. Viewed from the side of the motorcycle 100, the control module 16 maintains a significant distance from the power system 15; specifically, the control module 16 is located below the rear end of the seat 121. In this implementation, the specific installation position of the control module 16 can be determined based on the gap between the seat 121 and other components. This arrangement fully utilizes the gaps in the motorcycle 100, allowing the control module 16 to be kept away from heat sources. Furthermore, this arrangement also allows for shorter connection cables from various components to the control module 16, resulting in a cleaner wiring layout for the motorcycle 100.

[0046] As one implementation method, the control module 16 can directly read signals from the vehicle via CAN signals (IMU (Inertial Measurement Unit), throttle opening, vehicle speed, and braking signals), resulting in more timely signal reading, saving layout space, and reducing costs. It can also read signals from other sensors, such as the front deceleration position sensor, or acceleration sensor, and the rear deceleration angle sensor or acceleration sensor.

[0047] like Figure 4 and Figure 5As shown, the rear suspension 142 includes an elastic element 1421 and a rear suspension shock absorber 1422. The elastic element 1421 is a spring, and at least partially covers the rear suspension shock absorber 1422. The rear suspension 142 also includes a first adjustment module 1422a and a second adjustment module 1422b. The first adjustment module 1422a and the second adjustment module 1422b are connected via a connecting pipe 1422m, which is deformable and, for example, made of a flexible material. The second adjustment module 1422b acts on the rear suspension shock absorber 1422 through the elastic element 1421. Specifically, the first adjustment module 1422a is used to adjust the oil quantity of the second adjustment module 1422b, thereby changing the compression amount of the elastic element 1421 by the second adjustment module 1422b. The compression amount of the elastic element 1421 will affect the damping force of the rear suspension shock absorber 1422. The damping force of the rear suspension shock absorber 1422 is related to the stiffness of the rear suspension 142. The greater the damping force of the rear suspension shock absorber 1422, the stiffer the rear suspension 142 is, and vice versa.

[0048] In one implementation, the rear suspension 142 is at least partially disposed between the seat 121 and the rear wheel 132, and is used to change the height of the seat 121 relative to the ground. Understandably, when the elastic element 1421 is compressed, its overall length shortens, and the height of the seat 121 relative to the ground decreases. When the elastic element 1421 is extended, its overall length length increases, and the height of the seat 121 relative to the ground increases. In this embodiment, the first adjustment module 1422a includes a drive motor 1422v for adjusting the amount of oil inside the mechanism, and the drive motor 1422v is configured as a brushed motor. As one implementation, the rated power range of the drive motor 1422v is 20W to 90W. It should be noted that since the stiffness adjustment of the rear suspension 142 requires the drive motor 1422v to output a large torque, the lower limit of the rated power of the drive motor 1422v is set to 20W. Furthermore, due to the limited installation space on the motorcycle 100 and the relatively heavy weight of the brushed motor, in order to facilitate installation and avoid the motorcycle 100's center of gravity from becoming unbalanced, the rated power limit of the brushed motor is set to 90W. This ensures reliable torque output, allows the 1422V drive motor to be installed in the limited space, and also prevents the motorcycle 100's center of gravity from becoming unbalanced.

[0049] In one implementation, the first adjustment module 1422a further includes a screw 1422x, a pressure regulating piston 1422w, and a pressure regulating chamber 1422y. The screw 1422x is connected to the drive motor 1422v, and the pressure regulating piston 1422w is connected to the screw 1422x. The screw 1422x converts the rotational motion of the drive motor 1422v into a telescopic motion along its centerline, thereby driving the pressure regulating piston 1422w to reciprocate. The pressure regulating piston 1422w is located within the pressure regulating chamber 1422y. Optionally, the screw 1422x is fixedly connected to the output shaft of the drive motor 1422v, and a threaded sleeve is fitted around the outer periphery of the screw 1422x. This sleeve is fixed to the pressure regulating piston 1422w, and the sleeve is restricted by the inner wall of the pressure regulating chamber 1422y, allowing it to move only along the centerline of the drive motor 1422v. When the screw 1422x rotates circumferentially, it drives the sleeve to move along the center line of the drive motor 1422v, which in turn drives the pressure regulating piston 1422w to move along the center line of the drive motor 1422v. The reciprocating motion of the pressure regulating piston 1422w changes the oil pressure in the pressure regulating chamber 1422y, thereby squeezing out or drawing back the oil in the pressure regulating chamber 1422y.

[0050] like Figure 2 As shown, the motorcycle 100 provided in this application also includes pedals 111, which are located at a lower position on the motorcycle 100 and can be stepped on. Along the front-rear direction of the frame 11, a first adjustment module 1422a is located behind the pedals 111. Along the vertical direction of the frame 11, the first adjustment module 1422a is located above the pedals 111.

[0051] like Figure 2 and Figure 3 As shown, in one implementation, the centerline of the top frame tube 1131 is the first straight line 101, and the first adjustment module 1422a extends substantially along the direction of the second straight line 102. In a longitudinal plane perpendicular to the width direction of the frame 11, the angle between the first and second straight lines ranges from 0° to 10°. In another implementation, the angle between the first and second straight lines ranges from 0° to 8°. More specifically, the angle between the first and second straight lines ranges from 2° to 6°. In a specific implementation, the first adjustment module 1422a is substantially cylindrical and extends substantially along its first straight line 101, i.e., the angle between the first and second straight lines is 2°.

[0052] In a longitudinal plane perpendicular to the width direction of the frame 11, the angle α between the centerline of the first adjustment module 1422a and the horizontal reference plane ranges from 20° to 35°; more specifically, the angle α between the centerline of the first adjustment module 1422a and the horizontal reference plane ranges from 25° to 30°. By setting these angles, the first adjustment module 1422a can occupy the space under the seat 121 more effectively, making the motorcycle 100 more compact. By tilting the first adjustment module 1422a onto the motorcycle 100's body, the oil output end of the first adjustment module 1422a and the second adjustment module 1422b (see...) Figure 5 The path between the oil inlet and outlet is shorter, resulting in higher regulation efficiency.

[0053] like Figure 2 and Figure 5 As shown, the drive motor 1422v provided in this application is connected to the control module 16 via a CAN bus. The control module 16 receives signals collected by sensors on the suspension system 14 and controls the drive motor 1422v based on these signals. In one implementation, the aforementioned sensors can be configured as angle sensors, capable of collecting angle signals from the suspension system 14. The control module 16 determines the load on the motorcycle 100 by judging these angle signals, thereby controlling the drive motor 1422v to operate and adjusting the damping force of the rear suspension shock absorber 1422.

[0054] like Figure 4 and Figure 5 As shown, the rear suspension shock absorber 1422 includes a cylinder 1422c, a piston rod 1422e, a first assembly 1422f, a second assembly 1422g, and a fixed support 1422h. The cylinder 1422c has an inner cavity 1422z. Part of the piston rod 1422e extends into the cylinder 1422c, specifically into the inner cavity 1422z, while a portion lies outside the cylinder 1422c. The portion of the piston rod 1422e outside the cylinder 1422c is connected to the first assembly 1422f. The second assembly 1422g is fixed to the end of the cylinder 1422c away from the first assembly 1422f. The entire rear suspension 142 is connected to the vehicle frame 11 via the first assembly 1422f and the second assembly 1422g. The first assembly 1422f is located below the second assembly 1422g. In another implementation, the second assembly 1422g may be located below the first assembly 1422f. The elastic member 1421 is essentially fitted around the cylinder body 1422c. The portion of the piston rod 1422e located outside the cylinder body 1422c is connected to the fixed support 1422h. The second adjustment module 1422b includes a movable support 1422o. The two ends of the elastic member 1421 abut against the fixed support 1422h and the movable support 1422o respectively along the centerline of the cylinder body 1422c.

[0055] The second adjustment module 1422b also includes a fixing member 1422j and an outer piston member 1422q. The fixing member 1422j is installed on the cylinder body 1422c or integrally formed with the cylinder body 1422c. An outer cavity 1422p is formed between the fixing member 1422j and the cylinder body 1422c. The extension direction of the outer cavity 1422p is basically parallel to the extension direction of the inner cavity 1422z, that is, basically parallel to the center line direction of the cylinder body 1422c. The outer cavity 1422p is not connected to the inner cavity 1422z. The outer cavity 1422p is annular and surrounds the inner cavity 1422z. The outer piston member 1422q is located in the outer cavity 1422p and can slide in the outer cavity 1422p along the center line direction of the cylinder body 1422c. The first regulating module 1422a is connected to the outer cavity 1422p through the connecting pipe 1422m. It can inject fluid medium into the outer cavity 1422p to increase the pressure, and it can also retract the fluid medium in the outer cavity 1422p to reduce the pressure.

[0056] The outer piston 1422q is connected to the movable support 1422o. When the outer piston 1422q slides within the outer cavity 1422p, the distance between the movable support 1422o and the fixed support 1422h changes, thus changing the degree of compression of the elastic member 1421. This, in turn, changes the distance between the first assembly 1422f and the second assembly 1422g of the rear suspension 142 under unloaded conditions. This is reflected in the entire vehicle, meaning the adjustable seat 121 (see...) Figure 2 The height relative to the ground. In this scheme, "unloaded" refers to the state where the user is not riding on the motorcycle 100. It is worth noting that while the motorcycle 100 is in motion, the user can also control the second adjustment module 1422b by controlling the first adjustment module 1422a, thereby changing the seat 121 (see...). Figure 2 The height relative to the ground.

[0057] like Figure 2 and Figure 6 As shown, in one implementation, the first adjustment module 1422a is positioned lower on the subframe 113. Specifically, the first adjustment module 1422a is located below the seat 121 and above the rear wheel 132. The motorcycle 100 also includes an exhaust pipe 114, which is connected to the subframe 113. Viewed along the width direction of the frame 11, the exhaust pipe 114 and the first adjustment module 1422a at least partially overlap. Along the width direction of the frame 11, a side case mounting bracket 115 is provided on the side of the subframe 113. The first adjustment module 1422a is located between the side case mounting bracket 115 and the longitudinal plane.

[0058] In one implementation, the rear suspension damper 1422 is equipped with a CDC solenoid valve 1422n. The inner cavity 1422z contains a first rear suspension cavity 1422r and a second rear suspension cavity 1422s, arranged along the centerline of the rear suspension damper 1422. The first rear suspension cavity 1422r and the second rear suspension cavity 1422s are filled with damping fluid, which can be oil. The CDC solenoid valve 1422n is located on the oil flow path between the first rear suspension cavity 1422r and the second rear suspension cavity 1422s. The CDC solenoid valve 1422n can be internal; in other implementations, it can also be external. By controlling the opening and closing degree of the CDC solenoid valve 1422n, the cross-sectional area of ​​the damping fluid flowing in the first rear suspension cavity 1422r and the second rear suspension cavity 1422s can be adjusted, thereby adjusting the flow resistance and thus regulating the damping performance of the rear suspension 142.

[0059] Furthermore, the first rear suspension cavity 1422r is closer to the first assembly 1422f than the second rear suspension cavity 1422s. A cylinder bottom 1422t is provided within the cylinder body 1422c, located at the end of the cylinder body 1422c away from the piston rod 1422e. An inner piston 1422d is slidably disposed within the cylinder body 1422c, located within the second rear suspension cavity 1422s, and partitions the cavity within the second rear suspension cavity 1422s, located between the inner piston 1422d and the cylinder bottom 1422t, as a gas chamber 1422u. The gas chamber 1422u can be filled with an inert gas, such as nitrogen.

[0060] It is worth noting that when the first adjustment module 1422a controls the second adjustment module 1422b to change the compression of the elastic element 1421, the rear suspension shock absorber 1422 will also make adaptive adjustments. Specifically, the oil pressure in the first rear suspension cavity 1422r and the second rear suspension cavity 1422s can change in tandem with the change in the compression of the elastic element 1421.

[0061] like Figure 7 and Figure 8 As shown, the control system includes multiple detection elements 161, each of which is connected to a wire 162. The terminal of the wire 162 is connected to the control module 16 (see...). Figure 2 The multiple detection elements 161 are sensors used to detect different motion information of the vehicle, and the control module 16 (see...) is connected. Figure 2 It can acquire and process motion information detected by different sensors 161, and can issue control signals to the front suspension 141 based on the processing results (see...). Figure 2 ) and instructions for adjusting the rear suspension 142.

[0062] The detection component 161 is mounted on the front suspension 141 or the front brake caliper 164. The control module 16 is located above the front suspension 141 when viewed from the front. The wire 162 and the front brake line 163 are both located at least partially behind the front suspension 141.

[0063] like Figure 2 and Figure 8 As shown, the motion information detection for the front suspension 141 mainly includes wheel speed information and shock absorber displacement information. Wheel speed information represents the rotational speed of the wheel and can be detected by wheel speed sensor 1611, but wheel speed information is not used by control module 16 to control the CDC solenoid valve 1422n or stepper motor 1412d. Shock absorber displacement information represents the extension and contraction of the shock absorber and can usually be detected by height sensor 1612, acceleration sensor or displacement sensor. Shock absorber displacement information is used by control module 16 to control the CDC solenoid valve 1422n or stepper motor 1412d.

[0064] like Figure 8 As shown, in one implementation, the detection element 161 has two components. The first can be a wheel speed sensor 1611 for detecting wheel speed, and the second can be a height sensor 1612 for detecting shock absorber displacement. In another implementation, the second component can also be an acceleration sensor, and in yet another implementation, it can be a displacement sensor. The detection element 161 is mounted on the front suspension 141.

[0065] like Figure 8 and Figure 9 As shown, the motorcycle 100 also includes a braking system and a limiting assembly 165. The braking system includes a front brake line 163 and a front brake caliper 164. The front brake line 163 is connected to the front brake caliper 164, and the front brake line 163 acts on the front brake caliper 164. The front brake caliper 164 acts on the brake disc 1641 of the running gear 13. The front brake line 163 and the front brake caliper 164 are used to achieve braking of the running gear 13. The limiting assembly 165 is used to limit the position between the multiple wires 162 and the position between the wires 162 and the front brake line 163.

[0066] The limiting component 165 includes a second limiting member 1651 and a first limiting member 1652. The second limiting member 1651 is used to limit the positional relationship between the wires 162, and at least one second limiting member 1651 is connected between two adjacent wires 162. The first limiting member 1652 is used to limit the positional relationship between the wires 162 and the front brake line 163, and at least one first limiting member 1652 is connected between each wire 162 and the front brake line 163. The number of first limiting members 1652 connected between each wire 162 and the front brake line 163 is at least one.

[0067] In one implementation, at least one second limiting member 1651 and at least one first limiting member 1652 are fixed and form a limiting assembly 1653. The limiting assembly 1653 has multiple engaging slots 1653a, each slot 1653a used to engage a wire 162 or a front brake hose 163. The opening of the engaging slot 1653a has two elastic engaging ends 1653b, spaced apart. The engaging slot 1653a contains an engaging area 1653c, located between the opening and bottom of the engaging slot 1653a, where the wire 162 or the front brake hose 163 is engaged. If the width between the two elastic engaging ends 1653b is less than the width of the engaging area 1653c, then the engaging slot 1653a is essentially C-shaped. Based on this C-shaped structure, the wire 162 or the front brake line 163 can be stably locked within the locking area 1653c. The elastic locking end 1653b facilitates the installation and removal of the wire 162 or the front brake line 163.

[0068] like Figure 9 and Figure 10 As shown, in one implementation, the centerline of the limiting assembly 1653 is defined as the assembly centerline 1653d. Each limiting assembly 1653 has multiple locking slots 1653a, which are arranged around the assembly centerline 1653d. The opening of each locking slot 1653a is arranged in a direction away from the assembly centerline 1653d. Thus, the three locking slots 1653a can achieve a back-to-back structure, which is beneficial to improving the structural strength of the entire limiting assembly 1653.

[0069] like Figure 9 and Figure 11 As shown, in another implementation, multiple locking slots 1653a are arranged in a straight line, and the slot openings of the locking slots 1653a on each limiting assembly 1653 are set to face the same direction, which makes it convenient to lock the two wires 162 and the front brake oil pipe 163 into the corresponding locking slots 1653a from the same direction.

[0070] like Figure 9 and Figure 12 As shown, in another implementation, multiple locking slots 1653a are arranged in a straight line, and the openings of two adjacent locking slots 1653a face opposite directions, thereby reducing the probability that the guide or front brake oil pipe 163 in two adjacent locking slots 1653a will disengage at the same time.

[0071] like Figure 8 and Figure 9As shown, further, multiple limiting assemblies 1653 are provided along the extension direction of the wire 162. For multiple locking grooves 1653a on a single wire 162 or a single front brake oil pipe 163, the orientation of the groove openings is set to different directions, and can be further optionally set to opposite directions, thereby improving the connection stability between wires 162 and between wires 162 and the front brake oil pipe 163.

[0072] In one implementation, the distance between two adjacent limiting assemblies 1653 along the extension direction of the conductor 162 ranges from 150mm to 250mm. Specifically, the distance between two adjacent limiting assemblies 1653 ranges from 180mm to 220mm. The purpose of setting the above-mentioned distance range of the limiting assemblies 1653 is to maintain a relatively close positional relationship between adjacent conductors 162 or between conductor 162 and front brake line 163, while utilizing a limited number of limiting assemblies 1653. In another implementation, since the front brake line 163 is not laid out in a straight line on the motorcycle 100, but has at least one curved section 1631 with a large curvature, it is used to bring the front brake line 163 close to the frame 11, thereby facilitating the stable fixing of the front brake line 163 to the frame 11 structure by means of the fastener 166. In this design, since the wire 162 is fitted to the front brake line 163, the curved section 1631 of the front brake line 163 often makes it difficult for the wire 162 to come into close contact with it. Therefore, a limiting coupling is placed within the curved section 1631 of the front brake line 163 to improve the stability of the fit between the wire 162 and the front brake line 163, which helps protect the wire 162 and improves the overall aesthetics. Furthermore, to improve the connection stability between the wire 162 and the front brake line 163 within the curved section 1631, multiple limiting couplings can be provided within the curved section 1631, and these multiple limiting couplings are arranged at equal intervals along the extension direction of the wire 162 within the curved section 1631.

[0073] It is worth noting that the front brake line 163 has a higher rigidity than the cable 162. Therefore, this solution, by connecting the cable 162 to the front brake line 163 as a base, can greatly enhance the plastic stability of the cable 162, preventing shaking during driving and the resulting collision damage. In addition, connecting multiple cables 162 together can improve the overall plasticity of the cable 162, which also helps to prevent shaking and collision damage.

[0074] like Figure 7 and Figure 13As shown, the front suspension 141 includes two suspension shock absorbers, namely a first front suspension shock absorber 1411 and a second front suspension shock absorber 1412. The first front suspension shock absorber 1411 and the second front suspension shock absorber 1412 are arranged side by side, and a connecting bridge 1413 is fixed between them. The connecting bridge 1413 is used to realize the synchronous movement of the first front suspension shock absorber 1411 and the second front suspension shock absorber 1412.

[0075] As one implementation method, the first front suspension shock absorber 1411 uses mechanical damping, and the second front suspension shock absorber 1412 uses electronic damping.

[0076] The first front suspension shock absorber 1411 includes a first cylinder 1411a and a second cylinder 1411b, which are slidably fitted together. In this embodiment, the first cylinder 1411a is on top and the second cylinder 1411b is on the bottom, with the first cylinder 1411a fitted over the second cylinder 1411b. In another embodiment, the first cylinder 1411a is on the bottom and the second cylinder 1411b is on top, with the first cylinder 1411a fitted over the second cylinder 1411b.

[0077] It is worth noting that the first cylinder block 1411a and the second cylinder block 1411b are basically tubular, and the center line of the first cylinder block 1411a and the center line of the second cylinder block 1411b are collinear, which is the center line of the first front suspension shock absorber 1411.

[0078] The interior of the first cylinder block 1411a is connected to the interior of the second cylinder block 1411b. The end of the first cylinder block 1411a away from the second cylinder block 1411b is a first mounting portion 1411c, which is located inside the first cylinder block 1411a. The end of the second cylinder block 1411b away from the first cylinder block 1411a is a second mounting portion 1411d, which is located inside the second cylinder block 1411b.

[0079] A position sensor 1613 is mounted on the first mounting part 1411c. The position sensor 1613 can be a hysteresis position sensor 1613. In other embodiments, the position sensor 1613 can be any other sensor with position change detection function. The position sensor 1613 has a detection section 1613a, which is basically elongated and coaxial with the center line of the first front suspension shock absorber 1411. A wiring harness 1613b is connected to the position sensor 1613. The wiring harness 1613b extends outward from the upper end of the first cylinder block 1411a and can be connected to the control module 16 (see...). Figure 2 Connected to the position sensor 1613, it is used to transmit the information detected by the position sensor 1613 to the control module 16 (see...). Figure 2 ).

[0080] A second fixing member 1411e is mounted on the second mounting part 1411d. The second fixing member 1411e is basically tubular and is aligned with the center line of the first front suspension shock absorber 1411. A magnetic member 1411f is fixed to one end of the second fixing member 1411e facing the first mounting part 1411c. The magnetic member 1411f is embedded inside the second fixing member 1411e. The magnetic member 1411f can be a permanent magnet. Specifically, the magnetic member 1411f also has a through hole 1411g arranged along the center line of the first front suspension shock absorber 1411. One end of the detection section 1613a facing the second mounting part 1411d passes into the second fixing member 1411e and through the through hole 1411g of the magnetic member 1411f, so that the detection section 1613a at least partially passes into the through hole 1411g.

[0081] When the first cylinder 1411a and the second cylinder 1411b slide relative to each other, the relative position of the detection section 1613a and the magnetic component 1411f also changes. This change causes the detection section 1613a to generate a corresponding signal due to the changing magnetic field. This signal is transmitted to the control module 16 (see wiring harness 1613b) Figure 2 This solution uses a position sensor 1613 with a long strip-shaped detection section 1613a. The position sensor 1613 can be designed into the first front suspension shock absorber 1411, so that the position sensor 1613 does not come into direct contact with the outside world, thus avoiding the influence of the outside world on the detection accuracy.

[0082] A first fastener 1411h is mounted on the first mounting portion 1411c. The first fastener 1411h is basically tubular and is aligned with the centerline of the first front suspension shock absorber 1411. The detection section 1613a is located inside the first fastener 1411h. The inner diameter of the second fastener 1411e is larger than the outer diameter of the first fastener 1411h, and the end of the first fastener 1411h facing the second mounting portion 1411d is fitted onto the outer periphery of the second fastener 1411e.

[0083] The first fixing member 1411h includes a first fixing tube 1411m and a first mounting base 1411n. One end of the first fixing tube 1411m is fixed to the first mounting part 1411c, and the other end of the first fixing tube 1411m is fixed to the first mounting base 1411n. The first mounting base 1411n is basically annular and is fixed to the inner wall of the first fixing tube 1411m.

[0084] The second fixing member 1411e includes a second fixing tube 1411o and a second mounting base 1411p. One end of the second fixing tube 1411o is fixed to the second mounting portion 1411d, and the other end of the second fixing tube 1411o is fixed to the second mounting base 1411p. The second mounting base 1411p is substantially annular and is fixed to the outer wall of the second fixing tube 1411o.

[0085] The first mounting base 1411n abuts against the side of the second fixing member 1411e away from the centerline of the first front suspension shock absorber 1411, that is, the first mounting base 1411n abuts against the outer peripheral wall of the second fixing tube 1411o. In another embodiment, the second mounting base 1411p abuts against the inner wall of the first fixing tube 1411m. The first fixing member 1411h and the second fixing member 1411e are slidably engaged along the centerline direction of the first front suspension shock absorber 1411 through the first mounting base 1411n, the first fixing tube 1411m, the second mounting base 1411p, and the second fixing tube 1411o.

[0086] In this design, since both the first fixing member 1411h and the position sensor 1613 are connected to the first mounting portion 1411c located at the upper end of the first cylinder 1411a, a large and continuous space can be created between the first fixing member 1411h and the inner wall of the first cylinder 1411a. Similarly, since the second fixing member 1411e is connected to the second mounting portion 1411d located at the lower end of the second cylinder 1411b, a large and continuous space can also be created between the second fixing member 1411e and the inner wall of the second cylinder 1411b. These two created spaces can be used to install the first elastic member 1411q, which can be selected as a spring. Specifically, the first elastic member 1411q is fitted around the outer periphery of the first fixing member 1411h and / or the second fixing member 1411e. In this embodiment, the first elastic member 1411q is mainly fitted around the outer periphery of the second fixing member 1411e, and a small portion is fitted around the outer periphery of the first fixing member 1411h. A first fixing seat 1411r is fixed to the outer periphery of the first fixing tube 1411m, and the first fixing seat 1411r is arranged in a ring shape. A second fixing seat 1411s is fixed to the outer periphery of the second fixing tube 1411o, and the second fixing seat 1411s is arranged in a ring shape. The two ends of the first elastic member 1411q abut against the first fixing seat 1411r and the second fixing seat 1411s, respectively. Along the centerline of the first front suspension shock absorber 1411, the abutment point between the first elastic member 1411q and the first fixing seat 1411r is the first abutment end 1411t, and the abutment point between the first elastic member 1411q and the second fixing seat 1411s is the second abutment end 1411u. The first abutment end 1411t is located between the second abutment end 1411u and the first mounting part 1411c.

[0087] When the first cylinder 1411a and the second cylinder 1411b move closer together, the first elastic element 1411q is continuously compressed and accumulates elastic potential energy. When the first cylinder 1411a and the second cylinder 1411b move further apart, the first elastic element 1411q is continuously stretched and reset, releasing elastic potential energy. It is worth noting that because the first elastic element 1411q has the function of accumulating elastic potential energy, during the shock absorption process of the front suspension 141, when the first elastic element 1411q releases its elastic potential energy, it allows the first cylinder 1411a and the second cylinder 1411b to quickly move away and reset, thereby ensuring that the front wheel 131 of the motorcycle 100 remains in contact with the ground within its travel range, improving travel safety.

[0088] A second elastic element 1411v is provided between the first mounting base 1411n and the second mounting base 1411p. The second elastic element 1411v can be a spring. Along the centerline of the first front suspension shock absorber 1411, the contact point between the second elastic element 1411v and the first mounting base 1411n is the third contact end 1411w, and the contact point between the second elastic element 1411v and the second mounting base 1411p is the fourth contact end 1411x. The fourth contact end 1411x is located between the third contact end 1411w and the first mounting portion 1411c.

[0089] During the phase where the first elastic element 1411q releases elastic potential energy and the first cylinder 1411a and the second cylinder 1411b move away from each other, if the front wheel of the motorcycle 100 lifts off the ground, the front wheel loses its supporting support. The first elastic element 1411q will then cause the first cylinder 1411a and the second cylinder 1411b to move away from each other to their extreme positions. At the extreme position, the second elastic element 1411v can function to prevent a violent collision between the first cylinder 1411a and the second cylinder 1411b when they reach their extreme positions. That is, when the first cylinder 1411a and the second cylinder 1411b are about to reach their extreme positions of separation, the second elastic element 1411v can be compressed and accumulate elastic potential energy, thereby preventing a violent collision inside the first cylinder 1411a and the second cylinder 1411b.

[0090] As one implementation, the second front suspension shock absorber 1412 uses CDC damping. The second front suspension shock absorber 1412 is equipped with a CDC solenoid valve 1412a, which can be either internal or external. The second front suspension shock absorber 1412 internally has a first damping fluid receiving chamber 1412b and a second damping fluid receiving chamber 1412c. During use, both the first damping fluid receiving chamber 1412b and the second damping fluid receiving chamber 1412c are filled with damping fluid, which can be oil. The CDC solenoid valve 1412a is controlled by the control module 16 (see...). Figure 2The damping fluid circulates within the first damping fluid receiving chamber 1412b and the second damping fluid receiving chamber 1412c, and needs to pass through the CDC solenoid valve 1412a. Therefore, adjusting the opening size of the CDC solenoid valve 1412a can affect the resistance to the flow of the damping fluid between the first damping fluid receiving chamber 1412b and the second damping fluid receiving chamber 1412c, thereby changing the damping coefficient of the shock absorber.

[0091] like Figure 14 and Figure 15 As shown, in one implementation, the second front suspension damper 1412 uses a stepper motor 1412d. The stepper motor 1412d is located at the upper end of the second front suspension damper 1412, and the stepper motor 1412d has a telescopic output shaft 1412e, which is located inside the second front suspension damper 1412. The interior of the second front suspension damper 1412 is provided with a third damping fluid receiving cavity 1412f and a fourth damping fluid receiving cavity 1412g, and a valve port 1412h is provided between the third damping fluid receiving cavity 1412f and the fourth damping fluid receiving cavity 1412g. The telescopic output shaft 1412e corresponds to the valve hole 1412h. The telescopic movement of the telescopic output shaft 1412e can change the gap between the telescopic output shaft 1412e and the valve hole 1412h, thereby changing the resistance of the damping fluid flowing in the flow channel 1412m between the third damping fluid receiving cavity 1412f and the fourth damping fluid receiving cavity 1412g, and thus achieving the purpose of changing the damping coefficient of the shock absorber.

[0092] like Figure 13 , Figure 14 and Figure 15As shown, it is worth noting that regardless of whether the second front suspension shock absorber 1412 uses a CDC damping mechanism or a stepper motor 1412d structure, sufficient space needs to be reserved inside the shock absorber for the installation and movement of the CDC solenoid valve 1412a and the telescopic output shaft 1412e of the stepper motor 1412d. In other words, there is not enough space inside the second front suspension shock absorber 1412 to install the position sensor 1613. Therefore, in this embodiment, to achieve the integration of the position sensor 1613 within the shock absorber, the first front suspension shock absorber 1411 and the second front suspension shock absorber 1412 are configured in different ways. The second front suspension shock absorber 1412 is responsible for providing sufficient damping force when the front suspension 141 is in the compressed state, while the first front suspension shock absorber 1411 is responsible for providing sufficient restoring tension when the front suspension 141 is in the extended state, and for providing sufficient space for the internal installation of the position sensor 1613. Furthermore, since the first elastic element 1411q is also built into the first front suspension shock absorber 1411, the first elastic element 1411q can also be protected and prevented from being affected by external factors. Through the functional combination of the first front suspension shock absorber 1411 and the second front suspension shock absorber 1412, the complete shock absorption function of the front suspension 141 can be satisfied, and the position sensor 1613 and the first elastic element 1411q can also be protected.

[0093] Additionally, the connecting bridge 1413 between the first front suspension shock absorber 1411 and the second front suspension shock absorber 1412 (see...) Figure 7 This ensures the synchronization of the two shock absorbers.

[0094] like Figure 16 As shown, in one implementation, both the first front suspension shock absorber 1411 and the second front suspension shock absorber 1412 are electronic shock absorbers, and both can be selected as CDC shock absorbers or both can be selected as stepper motors 1412d, or one of them can be a CDC shock absorber and the other is a stepper motor 1412d structure.

[0095] As one implementation, the motorcycle 100 provided in this application also includes several detection components, which collect and acquire detection data, including the acceleration and posture of the motorcycle 100; the control module 16 mainly includes an ECU 167, and the detection components send the detection data to the ECU 167.

[0096] The sensors include a six-axis on-sprung sensor, a front unsprung acceleration sensor, a front unsprung position sensor, a front on-sprung acceleration sensor, a rear on-sprung acceleration sensor, and a rear angle sensor.

[0097] The sprung six-axis sensor acquires the position and pose data of the motorcycle in six dimensions: front-back, left-right, and up-down.

[0098] Accelerometers are installed on the front spring, under the front spring, and on the rear spring to acquire the lateral and longitudinal acceleration of the motorcycle.

[0099] The rear angle sensor acquires the pitch angle changes of the motorcycle body.

[0100] By combining the front unsprung acceleration / displacement sensor with the rear angle sensor to obtain the pose change, the road surface index of the motorcycle 100's current driving conditions can be obtained.

[0101] It needs to be clarified that "oversprung" and "undersprung" refer to the upper and lower positions of the suspension components, respectively. Typically, the undersprung components include tires, rims, brake discs and calipers, axles, and the downtube of the front fork, while the oversprung components include the engine, fuel tank, frame, and seat.

[0102] The ECU167 communicates with the motorcycle 100 via the CAN bus to obtain the vehicle status of the motorcycle 100. Specifically, the obtained vehicle status of the motorcycle 100 includes vehicle speed, front brake pressure, throttle opening, engine switch, engine speed, gear position, and mode selection.

[0103] The driving strength of a motorcycle 100 can be obtained based on vehicle conditions such as front brake pressure, throttle opening, engine switch, and engine speed.

[0104] In this embodiment, the mode selection is the selection of the damping mode, which includes comfort, normal and sport modes. Different damping modes correspond to different damping values ​​of the suspension system 14.

[0105] Vehicle data is acquired via the CAN bus, eliminating the need for additional sensors, thus saving equipment and installation costs and space.

[0106] Sensors can be used to obtain changes in the vehicle's position and acceleration in various directions, and the road conditions of the motorcycle can be determined based on the patterns of these changes.

[0107] Compared to four-wheeled vehicles, motorcycles 100 can travel on more complex road conditions, such as narrow rural roads or mountain trails. Because the position and acceleration of a motorcycle 100 vary depending on its speed and road conditions, in this embodiment, the ECU 167 stores typical changes in the six-axis position and acceleration of the motorcycle 100 at different speeds under various road conditions. By matching the sensor data and the vehicle status obtained by the ECU 167 via the CAN bus with the typical changes in the six-axis position and acceleration stored in the ECU 167, the current road condition is determined. The vehicle speed can be monitored by the speed sensor on the motorcycle.

[0108] In this embodiment, the driving conditions include highways, urban roads, rural roads (paved), slippery roads, gravel roads, and undulating roads. When the motorcycle 100 travels on different roads at different speeds, its pose changes and acceleration changes in the six dimensions exhibit different patterns. The ECU 167 stores the typical pose changes and acceleration changes of the motorcycle 100 under various driving conditions. Based on the detection data obtained by the sensors and the vehicle status data obtained by the ECU 167 through CAN, the current driving condition of the motorcycle 100 is determined.

[0109] Each road condition is associated with an initial damping mode, and the damping mode of the motorcycle 100 is adjusted according to the identified road condition.

[0110] Different driving conditions are associated with different damping modes. For example, the damping mode associated with highways is Sport mode, the damping mode associated with undulating roads is Comfort mode, and the damping mode associated with urban roads is Normal mode. The damping mode associated with the identified driving conditions is used as the current initial damping mode to adjust the rear suspension 142.

[0111] Similarly, judging the driving status of a motorcycle 100 is more complex compared to a four-wheeled car. A motorcycle 100 needs to slow down when entering a corner and braking in a straight line. In some cases, a motorcycle 100 needs to lean into a corner when entering a corner, and the damping of the rear suspension 142 required for leaning into a corner is completely different from the damping required for braking in a straight line. In addition, a motorcycle 100 sometimes has a jumping driving state.

[0112] Different driving conditions require different damping adjustments. After determining the driving condition, the damping value is finely adjusted based on the existing damping mode to ensure smooth and comfortable driving.

[0113] As one implementation method, this application provides an electronic shock absorption adjustment method for a motorcycle 100, such as... Figure 17 As shown, it includes the following steps:

[0114] S101: ECU167 obtains the vehicle status of motorcycle 100, and the sensors collect and acquire detection data and send it to ECU167.

[0115] The detection data includes the acceleration and position of the motorcycle in all directions; the vehicle status includes speed, front brake pressure, throttle opening, engine switch, engine speed, gear and mode selection.

[0116] S102: ECU167 identifies and judges the current driving status and road conditions of motorcycle 100 based on vehicle status and detection data.

[0117] Specifically, the process of identifying road conditions is as follows:

[0118] S102a: The ECU167 stores typical changes in the six-axis position and acceleration of the motorcycle 100 at different speeds under various road conditions.

[0119] S102b: Determines the current road conditions of the motorcycle 100 by matching detection data and vehicle status with typical changes. The determination first acquires vehicle speed data, then matches the pose and acceleration change curves in the six axes with the typical changes at the corresponding speeds stored in ECU167.

[0120] S102c: When the similarity is greater than the set similarity threshold, such as 75%, it is determined that the current driving condition corresponds to the typical change.

[0121] Each road condition is associated with an initial damping mode, and the damping mode of the motorcycle 100 is adjusted according to the identified road condition.

[0122] Different driving conditions are associated with different damping modes. For example, the damping mode associated with highways is Sport mode, the damping mode associated with undulating roads is Comfort mode, and the damping mode associated with urban roads is Normal mode. The damping mode associated with the identified driving conditions is used as the current initial damping mode to adjust the rear suspension 142.

[0123] Driving states include deceleration and turning, straight-line braking, and jumping. Specifically, the process of recognizing driving states includes:

[0124] Determine whether the motorcycle is in a flying state based on the change in elevation angle and speed;

[0125] When vehicle deceleration is detected, it is determined whether the deceleration action is a deceleration turn or a straight braking action. The deceleration turn state and the straight braking state are distinguished based on the changes in driving intensity, lateral acceleration and longitudinal acceleration.

[0126] Different driving conditions require different damping adjustments. After determining the driving condition, the damping value is finely adjusted based on the existing damping mode to ensure smooth and comfortable driving.

[0127] S103: Calculate the ideal damping of motorcycle 100 under driving conditions based on the ceiling damping control principle.

[0128] The sensors can obtain the acceleration data and suspension speed of the motorcycle 100, and the ECU167 can also obtain the vehicle speed through the CAN bus; based on the detected speed and acceleration, the ideal damping is calculated using the ceiling damping control principle to obtain the ideal damping for driving under the current road conditions.

[0129] S104: Based on the calculated ideal damping and the current vehicle speed, query the FIV topology diagram to obtain the corresponding control current.

[0130] The ECU167 stores an FIV topology diagram, which is a MAP diagram with velocity on the horizontal axis and damping force on the vertical axis. The MAP diagram contains curves of various control currents. That is, each curve in the FIV represents the relationship between velocity and damping force corresponding to a certain control current.

[0131] The ideal damping was calculated, and the magnitude of the unique control current could be determined by consulting the FIV topology diagram based on the detected vehicle speed.

[0132] S105: Output control current to control the suspension system 14 to achieve ideal damping.

[0133] The ECU167 outputs the control current obtained from the query to the front shock absorber and the rear shock absorber respectively, and the frame assembly 14 responds according to the control current.

[0134] After the vehicle responds, the ECU167 uses negative feedback to adjust the output value of the control current based on the detection data fed back by the sensors and the vehicle status obtained through the CAN bus, until the ideal damping is achieved.

[0135] The adjustment method described in this implementation accurately adjusts the damping mode of the motorcycle 100's suspension according to road conditions and driving status, thereby improving driving stability and comfort.

[0136] As one implementation, the motorcycle 100 provided in this application also includes a user control interface, which can be a display screen 168 or a smart mobile terminal such as a smartphone or PAD; the user control interface and ECU 167 are connected in communication. In this embodiment, the communication connection can be a wired connection in the form of a CAN bus or a wireless connection in the form of WIFI or Bluetooth.

[0137] In this embodiment, the user control interface is a display screen 168, which is located on the front of the motorcycle 100. The display screen 168 can display the seat height status in real time according to the operating conditions of the motorcycle 100. The user can select the motorcycle's load mode on the display screen to adjust the seat height of the motorcycle 100 as needed.

[0138] The specific unit equipment involved in the 100-seat high-adjustment motorcycle includes, for example: Figure 18As shown, the system includes a display screen 168, an ECU 167, a drive motor 1422v, a first adjustment module 1422a, a second adjustment module 1422b, and a pressure sensor 1614. The display screen 168 and ECU 167 are communicatively connected, and the ECU 167 and drive motor 1422v are electrically connected. The drive motor 1422v drives the first adjustment module 1422a to inlet / outlet oil, thereby driving the second adjustment module 1422b to extend and retract. The pressure sensor 1614 is located on the second adjustment module 1422b. The motorcycle 100's running system 13 includes a rear swingarm. The upper end of the second adjustment module 1422b is connected to the frame 11, and the lower end of the second adjustment module 1422b is connected to the rear swingarm of the motorcycle 100. The forward and reverse rotation of the drive motor 1422v drives the first adjustment module 1422a to inlet or outlet oil, thereby controlling the extension and retraction of the second adjustment module 1422b in the length direction to adjust the seat height of the motorcycle 100.

[0139] In this embodiment, the display screen 168 is provided with selection buttons for different load modes, which can be selected by the user according to the actual load of the motorcycle 100; in the ECU 167, different seat heights of the motorcycle 100 are set for each different load mode based on historical experience.

[0140] The user selects a load mode corresponding to a different 100-seat height of the motorcycle from the display screen 168. The display screen 168 generates a control request and sends it to the ECU 167. The ECU 167 searches for the corresponding 100-seat height of the motorcycle in the preset ECU 167 according to the load mode in the control request. Based on the current 100-seat height of the motorcycle, the ECU 167 generates a corresponding control command to control the drive motor 1422v to rotate forward and backward, thereby driving the second adjustment module 1422b to extend and retract, changing the 100-seat height of the motorcycle from the current 100-seat height to the 100-seat height of the motorcycle corresponding to the load mode selected by the user.

[0141] By setting different load modes and matching different seat heights, and based on historical experience, the appropriate seat height can be set for different loads of the motorcycle. When the user selects a load mode, the motorcycle automatically adjusts to the corresponding seat height, eliminating the need for the user to manually adjust or set the seat height. This avoids the need for repeated adjustments of the motorcycle seat height due to differences in experience, and improves the efficiency of motorcycle seat height adjustment.

[0142] In this embodiment, the load-bearing modes include single-person mode, single-person cargo mode, two-person mode, and two-person cargo mode. The 100-seat height of the motorcycle associated with these four load-bearing modes increases sequentially. Each load-bearing mode is associated with a corresponding load threshold range. Generally, in single-person mode, the load threshold range is less than or equal to 75 kg; in single-person cargo mode, the load threshold range is 75 kg to 95 kg; in two-person mode, the load threshold range is 95 kg to 150 kg; and in two-person cargo mode, the load threshold range is greater than 150 kg.

[0143] The load-bearing modes include four modes for regular use of the motorcycle 100. The load-bearing mode can be adjusted in real-time or pre-set according to actual or upcoming usage conditions to meet the user's specific needs. The seat height adjustment of the motorcycle 100 is also more convenient. For example, when driving through flooded areas in rainy weather, even when driving alone, the load-bearing mode can be adjusted to single-person / cargo mode or two-person mode to raise the seat height of the motorcycle 100, ensuring its passability and preventing water splashes. Similarly, when driving alone to pick up another passenger, the mode can be pre-set to two-person mode, eliminating the need for frequent load-bearing mode adjustments and improving convenience.

[0144] The pressure sensor 1614 is located at one end of the second adjustment module 1422b near the frame 11. It acquires the load information of the motorcycle 100 and sends the load information to the ECU 167. The ECU 167 compares the acquired load information with the load threshold range corresponding to the current seat height of the motorcycle 100. If the load information is within the corresponding load threshold range, it is determined that the current seat height of the motorcycle 100 is adjusted in place. Otherwise, it is determined that the adjustment is not in place, and negative feedback adjustment is performed on the seat height of the motorcycle 100.

[0145] The seat height of motorcycle 100 is adjusted using negative feedback based on the load information obtained by pressure sensor 1614, ensuring that the seat height corresponds to the load information and achieving the optimal seat height for optimal driving comfort. It should be noted that if the load information obtained by pressure sensor 1614 is outside the load threshold range when the seat height adjustment conditions are met, requiring negative feedback adjustment of the motorcycle 100 seat height, an adjustment reminder will be displayed on display screen 168. After user confirmation, the negative feedback adjustment of the motorcycle 100 seat height will proceed. This avoids conflicts between automatic negative feedback adjustment and the user-selected load mode.

[0146] The ECU167 of the motorcycle 100 obtains the real-time vehicle speed via the CAN bus. The ECU167 determines whether seat height adjustment is possible based on the real-time speed. If the real-time speed of the motorcycle 100 is outside the set adjustment speed threshold range, seat height adjustment is not possible; otherwise, seat height adjustment is possible. Specifically, in this embodiment, the set adjustment speed threshold range is 0–20 km / h.

[0147] As one implementation, the motorcycle 100 provided in this application also includes a camera, which is communicatively connected to the ECU 167.

[0148] The camera acquires image data of the motorcycle 100's forward direction, and the ECU 167 determines the current road conditions based on this image data; it then adjusts the seat height accordingly. The ECU 167 stores several preset road conditions, including but not limited to wading and narrow road conditions; if the current road condition is one of these preset conditions, the seat height is increased further from the original load mode's corresponding seat height.

[0149] As one implementation, this application provides a method for adjusting the height of a 100-seat motorcycle, such as... Figure 19 As shown, the specific steps include:

[0150] S201: Get the real-time speed of motorcycle 100.

[0151] S202: ECU167 determines whether the real-time vehicle speed is within the preset speed adjustment range threshold. If so, it determines that the motorcycle 100 is in a seat height adjustable state; otherwise, it determines that the motorcycle 100 is in a seat height non-adjustable state and prohibits any motorcycle 100 seat height adjustment command.

[0152] Set the speed adjustment range and prohibit adjusting the motorcycle's seat height to 100mm when the vehicle speed exceeds the safe speed to ensure safety during riding.

[0153] S203: Obtain a control request regarding the 100 seat height adjustment of the motorcycle through the user control interface. The control request includes expected seat height information. Specifically, the user can select a load mode on the user control interface. The expected seat height information corresponding to different load modes can be selected differently, that is, the degree of seat height adjustment is different under different load modes.

[0154] S204: Generate control instructions for controlling the forward and reverse rotation of the drive motor 1422v. Specifically, obtain the current seat height information of the motorcycle 100, compare the seat height information with the expected seat height information in the control request, and generate control instructions.

[0155] S205: The drive motor 1422v reverses forward and backward according to the control command, drives the second adjustment module 1422b to move and causes the rear suspension shock absorber 1422 to extend and retract, so that the seat height of the motorcycle 100 is adjusted to the seat height value corresponding to the expected seat height information.

[0156] The seat height of the motorcycle is automatically adjusted by control commands, making adjustment more convenient and avoiding adjustment errors caused by differences in human experience. Users can adjust the seat height of the motorcycle according to different road conditions. For example, users can raise the seat height of the motorcycle to improve its passability when wading through water in rainy weather.

[0157] S206: After the seat height of the motorcycle 100 is adjusted by the second adjustment module 1422b, the load information of the motorcycle 100 is obtained in real time. Specifically, the load information of the motorcycle 100 is obtained in real time through the pressure sensor 1614.

[0158] S207: The load information is sent to ECU167. ECU167 compares the obtained load information with the load threshold range corresponding to the current 100 seat height of the motorcycle. If the load information is within the corresponding load threshold range, it is determined that the current 100 seat height of the motorcycle is adjusted in place. Otherwise, it is determined that the seat height is not adjusted in place, and negative feedback adjustment is performed on the 100 seat height of the motorcycle.

[0159] By setting different load modes and matching them with different seat heights, the motorcycle 100 automatically adjusts to the corresponding seat height when the user selects the load mode. This eliminates the need for manual adjustment or setting by the user, avoiding repeated adjustments due to differences in experience and improving the efficiency of seat height adjustment. Furthermore, the seat height can be adjusted according to actual road conditions, improving the motorcycle 100's passability.

[0160] As one implementation, this application provides a method for adjusting the height of a 100-seat motorcycle, such as... Figure 20 As shown, the specific steps include:

[0161] S301: Get the real-time speed of motorcycle 100.

[0162] S302: ECU167 determines whether the real-time vehicle speed is within the preset speed adjustment range threshold. If so, it determines that the motorcycle 100 is in a seat height adjustable state; otherwise, it determines that the motorcycle 100 is in a seat height non-adjustable state and prohibits any motorcycle 100 seat height adjustment command.

[0163] Set the speed adjustment range and prohibit adjusting the motorcycle's seat height to 100mm when the vehicle speed exceeds the safe speed to ensure safety during riding.

[0164] S303: ECU167 matches and judges the driving conditions based on the image data captured by the camera, and generates control commands based on the driving conditions.

[0165] S304: The camera acquires image data of the motorcycle 100's forward direction and sends it to the ECU 167; the ECU 167 stores several preset road conditions. The ECU 167 matches the forward direction image data with the preset road condition image data to determine the current road condition of the motorcycle 100; if the current road condition of the motorcycle 100 is one of the preset road conditions, the seat height of the motorcycle 100 is raised. Otherwise, the seat height of the motorcycle 100 remains unchanged.

[0166] In this embodiment, the preset driving conditions include wading and narrow road conditions. Specifically, in narrow road conditions, ECU167 adjusts the seat height in conjunction with the load mode, only recognizing narrow road conditions and adjusting the seat height of motorcycle 100 when it is carrying a load. S305: Drive motor 1422v reverses forward and backward according to control commands, driving the second adjustment module 1422b to move and causing the rear suspension shock absorber 1422 to extend and retract, so that the seat height of motorcycle 100 is adjusted to the expected height.

[0167] The seat height of the motorcycle is automatically adjusted by control commands, making adjustment more convenient and avoiding adjustment errors caused by differences in human experience. The vehicle can recognize different road conditions and adjust the seat height of the motorcycle appropriately according to different road conditions. For example, users can raise the seat height of the motorcycle to improve the passability of the motorcycle when wading through water in rainy weather.

[0168] S306: The seat height of motorcycle 100 is adjusted using negative feedback based on the load information after seat height adjustment. After the seat height of motorcycle 100 is adjusted by the second adjustment module 1422b, the pressure sensor 1614 acquires the load information of motorcycle 100 in real time.

[0169] S307: The load information is sent to ECU167. ECU167 compares the obtained load information with the load threshold range corresponding to the current 100 seat height of the motorcycle. If the load information is within the corresponding load threshold range, it is determined that the current 100 seat height of the motorcycle is adjusted in place. Otherwise, it is determined that the adjustment is not in place, and negative feedback adjustment is performed on the 100 seat height of the motorcycle.

[0170] The motorcycle 100 identifies the current road conditions by matching image data captured by the camera. For the identified preset road conditions, such as wading or narrow road conditions, the motorcycle 100 automatically raises the seat height to improve its passability, provided that the seat height adjustment is available.

[0171] The foregoing has shown and described the basic principles, main features, and advantages of this application. Those skilled in the art should understand that the above embodiments do not limit this application in any way, and all technical solutions obtained by equivalent substitution or equivalent transformation fall within the protection scope of this application.

Claims

1. A motorcycle, comprising: Frame; A body panel that at least partially covers the vehicle frame; A walking system including a front wheel and a rear wheel, both of which are at least partially located under the vehicle frame; A suspension system comprising a front suspension and a rear suspension, the front suspension connecting the front wheels to the vehicle frame and the rear suspension connecting the rear wheels to the vehicle frame; A power system for driving the rear wheels; A control system includes a control module and a detection component, wherein the detection component is connected to a wire, and the wire is also connected to the control module; A braking system comprising a front brake line and a front brake caliper, the front brake line and the front brake caliper being used to brake the front wheels; Its features are, The motorcycle also includes a limiting assembly, which includes a first limiting member that connects the front brake line and the wire and limits the relative position of the wire and the front brake line.

2. A motorcycle as claimed in claim 1, characterised in that The wires are provided in multiple parts, and the limiting component further includes a second limiting member, which connects at least two adjacent wires and limits the relative position of the two adjacent wires.

3. A motorcycle as claimed in claim 2, characterised in that The second limiting member and the first limiting member are fixedly arranged to form a limiting assembly; the limiting assembly is provided with a plurality of locking slots, each of which is used to lock a wire or a front brake oil pipe.

4. A motorcycle as claimed in claim 3, characterized in that Multiple slots are arranged around the center line of the limiting assembly, and the opening of each slot is arranged in a direction away from the center line of the limiting assembly.

5. A motorcycle as claimed in claim 3, characterized in that The openings of the multiple card slots all face the same direction, and the multiple card slots are arranged in a straight line.

6. A motorcycle as claimed in claim 3, characterized in that The multiple slots are arranged in a straight line, and the openings of two adjacent slots face opposite directions.

7. A motorcycle as claimed in claim 3, characterized in that The limiting assembly is provided in multiple ways, and the multiple limiting assemblies are arranged at intervals along the extension direction of the conductor; along the extension direction of the conductor, the distance between two adjacent limiting assemblies ranges from 150mm to 250mm.

8. A motorcycle as claimed in claim 7, characterized in that Along the extension direction of the conductor, the distance between two adjacent limiting assemblies ranges from 180mm to 220mm.

9. A motorcycle as claimed in claim 7, characterized in that The limiting assembly is provided in multiple ways, and the front brake oil pipe includes at least one curved section, with at least one of the limiting assemblies connected in each curved section.

10. A motorcycle as claimed in claim 1, characterized in that The detection component is mounted on the front suspension or the front brake caliper, and the control module is located above the front suspension; viewed from front to rear, the wire and the front brake line are both at least partially located behind the front suspension.

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