Split main frame connecting structure and motorcycle

Abstract

The utility model relates to motorcycle frame technical field discloses a kind of split main frame connecting structure and motorcycle, including main frame left half, main frame right half and rear lower suspension component;The front part of main frame left half or main frame right half is equipped with riser, and the front part of two half bodies is connected by first bolt group being equipped in the periphery of riser;The rear upper portion of main frame left half and main frame right half is connected by a stud bolt and the locking assembly for locking stud bolt;The rear upper portion of main frame left half and main frame right half inner side corresponds stud bolt respectively and is equipped with the stud bolt mounting hole not penetrating corresponding half body;Stud bolt includes middle part and two end portions, and the thread of two end portions is equipped with different rotation direction;The rear lower portion of main frame left half and main frame right half is connected with rear lower suspension component by second bolt group.The overall structure of the scheme frame is more firm, and bolt is less and good hiding property, so that motorcycle appearance is more aesthetic, and easy to produce and assemble.

Description

Technical Field

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

[0002] Most existing motorcycles with split left and right main frame structures use a structure that is connected as one piece by two or more ordinary single-headed bolts running from left to right.

[0003] However, this connection structure suffers from insufficient structural strength and poor resistance to vibration and loosening, typically requiring additional application of threadlocker for reinforcement and anti-loosening, increasing the complexity of the assembly process and introducing uncontrollable factors. Furthermore, the bolt heads are exposed on the side of the frame, clearly visible from a side view, affecting the overall integrity and simplicity of the frame's appearance. This disrupts the streamlined and integrated design aesthetics sought after in modern motorcycles, failing to meet the dual demands of high-end models for structural reliability and aesthetic appeal, and hindering further optimization and upgrades to the frame design. Utility Model Content

[0004] The present invention aims to provide a split main frame connection structure and a motorcycle, which makes the overall frame structure more robust, reduces the number of bolts and makes them better hidden, improves the appearance of the motorcycle, and facilitates production and assembly.

[0005] The basic solution provided by this utility model is: a split main frame connection structure, including a left half of the main frame, a right half of the main frame and a rear lower suspension component; A riser is provided at the front of the left half or right half of the main frame; the front of the left half and the right half of the main frame are connected by a first set of bolts located around the riser. The left half of the main frame and the upper rear part of the right half of the main frame are connected by a double-ended bolt and a locking assembly for locking the double-ended bolt; the upper rear inner side of the left half of the main frame and the upper rear part of the right half of the main frame are respectively provided with double-ended bolt mounting holes that do not penetrate the corresponding half; the double-ended bolt includes a middle part and two ends, and the two ends are provided with threads with different rotation directions; The rear lower suspension component is located between the left half of the main frame and the lower rear part of the right half of the main frame and is connected by a second set of bolts.

[0006] This utility model also provides a motorcycle, including a split main frame connection structure.

[0007] The working principle and advantages of this utility model are as follows: This solution provides a left-right split main frame connection structure for motorcycles, which solves the problems of insufficient structural strength, poor anti-loosening reliability, and unsightly appearance of traditional single-head bolt connections.

[0008] This solution uses a specially designed double-ended bolt at the upper rear of the main frame to achieve a stable connection between the left and right halves. The two ends of the double-ended bolt are screwed into the left and right frame halves respectively. The mounting holes do not penetrate the entire side wall. After assembly, neither end of the bolt is exposed on the side of the frame, achieving a hidden connection. This effectively avoids the problem of the traditional single-ended bolt head being exposed on the side view, which would damage the aesthetics of the entire vehicle. It significantly improves the overall integrity and simplicity of the frame appearance.

[0009] The double-ended bolt features a multi-prism structure in the center, which, together with the locking assembly, forms an anti-loosening mechanism. The threads at both ends rotate in opposite directions, ensuring a more stable connection under vibration. No additional threadlocker is required, improving structural reliability and ease of maintenance. Furthermore, the mounting holes of the double-ended bolt, along with the engine rear upper suspension mounting holes and the rear shock absorber mounting holes, form a stable triangular mechanical layout, further enhancing the overall rigidity and load-bearing capacity of the rear frame.

[0010] The front of the main frame is connected by a small number of bolts in the riser area with optimized arrangement, while the rear lower part is connected by bolts through an independently designed rear lower suspension component. The overall number of connecting parts is small and the structure is simple.

[0011] The independent design of the rear lower suspension components not only avoids the difficulty of demolding during casting or forging due to the overly complex structure, but also solves the process problem of the left and right halves being difficult to mold and assemble in the lower area due to their large size, which significantly improves the manufacturing feasibility and assembly efficiency of the main frame.

[0012] This solution, through concealed double-headed bolt connections and modular component design, ensures high strength and stability of the frame structure while also taking into account aesthetic design and manufacturing process, providing a superior technical solution for split-type frames. Attached Figure Description

[0013] Figure 1 A schematic diagram of a split main frame connection structure provided in an embodiment of this utility model; Figure 2 A schematic diagram of the vehicle assembly structure of a split main frame connection structure provided in this embodiment of the utility model; Figure 3 This is a schematic diagram of the connection between the main frame and the subframe provided in an embodiment of the present utility model; Figure 4 for Figure 2 A partial sectional view of AA.

[0014] The markings in the accompanying drawings include: 1. Left half of the main frame; 2. Right half of the main frame; 3. Rear lower suspension assembly; 4. Stem tube; 41. Flat portion of the stem tube mating surface; 42. Cylindrical portion of the stem tube mating surface; 43. Upper bearing seat; 44. Lower bearing seat; 5. First bolt group; 6. Double-ended bolt; 61. Middle portion; 62. End portion; 7. Double-ended bolt mounting hole; 71. Large diameter hole section; 72. Small diameter hole section; 8. Locking assembly; 9. Locking assembly mounting hole; 10. Second bolt group. 11. Engine upper rear suspension mounting hole; 12. Engine upper suspension mounting hole; 13. Engine front suspension mounting hole; 14. Engine lower rear mounting hole; 15. Rear shock absorber upper mounting hole; 16. Subframe upper mounting hole; 17. Subframe lower mounting hole; 18. Subframe; 19. Front shock absorber; 20. Front wheel; 21. Engine; 22. Cradle; 23. Cradle lower mounting point; 24. Rear shock absorber; 25. Cradle link; 26. Swing fork; 27. Swing fork rotation center; 28. Rear wheel. Detailed Implementation

[0015] The following detailed explanation illustrates the specific implementation methods: The basic implementation examples are as follows: Figure 1 As shown: A split-type main frame connection structure includes a left half of the main frame 1, a right half of the main frame 2, and a rear lower suspension component 3; for better description of direction, ... Figure 1 The arrow indicates the front.

[0016] The front part of the left half 1 or the right half 2 of the main frame is provided with a riser 4; the front parts of the left half 1 and the right half 2 of the main frame are connected by a first bolt group 5 located around the riser 4. The upper rear part of the left half 1 and the right half 2 of the main frame are connected by a double-ended bolt 6 and a locking assembly 8 for locking the double-ended bolt 6; the inner side of the upper rear part of the left half 1 and the right half 2 of the main frame are respectively provided with double-ended bolt mounting holes 7 that do not penetrate the corresponding half; the double-ended bolt 6 includes a middle part 61 and two ends 62, and the two ends 62 are provided with threads with different rotation directions; The rear lower suspension component 3 is located between the lower rear parts of the left half of the main frame 1 and the right half of the main frame 2 and is connected by the second bolt group 10.

[0017] This embodiment also provides a motorcycle, including the aforementioned split main frame connection structure. It also includes a front shock absorber 19, a front wheel 20, an engine 21, a rocker arm 22, a rear shock absorber 24, a rocker arm linkage 25, a swingarm 26, and a rear wheel 28, assembled as follows: Figure 2 As shown, where Figure 2 The double-ended bolt mounting hole 7 is a front-view hidden hole indicated by the dashed line.

[0018] Specifically: The left half of the main frame 1, the right half of the main frame 2, and the rear lower suspension component 3 are all cast or forged from aluminum alloy (or other materials), and the three components are connected by bolts.

[0019] like Figure 1 and Figure 2 As shown, the first bolt group 5 is evenly distributed on both sides of the riser 4 along its axial direction and installed in the same direction. In this embodiment, the first bolt group 5 includes 6 bolts. The riser 4 includes a flat part 41 of the riser mating surface and a cylindrical part 42 of the riser mating surface. The first bolt group 5 is located on the flat part 41 of the riser mating surface. An upper bearing seat 43 and a lower bearing seat 44 are respectively installed on the upper and lower parts of the riser 4 for external connection.

[0020] The upper rear parts of the left half 1 and the right half 2 of the main frame are connected together by a double-ended bolt 6 and a locking assembly 8 for locking the double-ended bolt 6, as shown below. Figure 4 As shown.

[0021] The double-ended bolt 6 has a multi-faceted prism structure 61 in the middle, such as a hexagonal prism, and two ends 62 with threads in different directions of rotation. In this embodiment, the thread connecting the left half of the double-ended bolt 6 is a right-hand thread, and the thread connecting the right half is a left-hand thread. In other embodiments, the threads can be reversed. This design allows the left and right halves of the main frame to be joined or separated by turning the hexagonal prism part in the middle of the double-ended bolt 6 in the same direction, making installation convenient and easy to assemble.

[0022] The double-ended bolt mounting hole 7 is a stepped hole, consisting of a large-diameter hole section 71 and a small-diameter hole section 72. The small-diameter hole sections 72 of the stepped holes on the left half 1 and the right half 2 of the main frame are positioned relatively far apart. The large-diameter hole section 71 of the stepped hole is a through hole section and is structurally adapted to the corresponding end 62 of the middle part 61 of the double-ended bolt 6. The small-diameter hole section 72 is a threaded hole section and is adapted to the threaded structure of the corresponding end of the double-ended bolt 6.

[0023] The left half 1 and the right half 2 of the main frame are each provided with a locking component mounting hole 9 at their upper rear, and the locking component mounting hole 9 is connected to the corresponding double-headed bolt mounting hole 7. In this embodiment, the locking component 8 includes two locking screws, and each of the left half 1 and the right half 2 of the main frame has a locking screw threaded hole at its upper rear, which is connected to the large-diameter hole section 71 of the corresponding half-body stepped hole.

[0024] like Figure 4As shown, during use, after the threaded portion of the double-ended bolt 6 is screwed into the small-diameter hole section 72 (threaded hole section) of the corresponding half-body stepped hole and into place, the hexagonal prism structure of the middle part 61 of the double-ended bolt 6 also partially extends into the large-diameter hole section 71 (through hole section) of the corresponding half-body stepped hole. Then, one small locking screw is driven into each of the left and right locking component mounting holes 9 (locking screw threaded holes) from above. Since the locking screw threaded holes are connected to the large holes of the corresponding half-body stepped holes, the bottom of the locking screw abuts against any one of the six planes of the hexagonal prism portion of the double-ended bolt 6. The function of this screw is to prevent the double-ended bolt 6 from loosening due to self-rotation and to improve the connection firmness. When tightening the locking screw, its axis does not need to be completely perpendicular to the plane of the hexagonal prism portion of the double-ended bolt 6; approximately perpendicularity is sufficient to achieve the locking effect.

[0025] Therefore, the multi-faceted prism structure 61 in the middle of the double-ended bolt 6 and the threaded structure with different rotation directions at both ends, along with the locking structure design of the locking assembly 8, work together to improve the stability and firmness of the connection and installation. Furthermore, the structural design of the double-ended bolt 6 facilitates the assembly of the main frame, improving assembly efficiency.

[0026] This part of the frame has no outer cover after assembly into the whole vehicle, and is an external visible surface of the frame side. Drilling holes in this external visible surface of the frame side would disrupt the overall appearance of the frame. Therefore, double-ended bolts 6 are used in this area, along with mounting holes that do not penetrate the half-body, to achieve a hidden connection between the left and right halves of the main frame. This solves the problem that bolt heads are easily visible on the side view in existing connection structures, which would damage the overall aesthetics of the frame and even the whole vehicle. While using double-ended bolts 6 to improve the structural strength and stability of the vehicle, it also makes the vehicle's appearance more aesthetically pleasing.

[0027] like Figure 1 and Figure 2 As shown, the rear lower suspension component 3 has at least one threaded hole on each side that is adapted to the second bolt group 10; the lower rear parts of the left half of the main frame 1 and the right half of the main frame 2 have at least one mounting hole corresponding to at least one threaded hole on the corresponding side of the rear lower suspension component 3.

[0028] In this embodiment, the second bolt group 10 includes 4 bolts, and the left half of the main frame 1 and the right half of the main frame 2 are each connected to the rear lower suspension component 3 by 2 bolts.

[0029] The purpose of designing the rear lower suspension component 3 as a separate assembly is to ensure better manufacturability of the left and right halves of the main frame. If the rear lower suspension component 3 were split in half and assembled onto the left and right halves of the main frame respectively, existing frame casting or forging processes would be difficult to implement because the dimensions in the demolding direction (designed for left-right demolding) would be too large, and it would be difficult to assemble the left and right halves at the lower part of the main frame. Therefore, the connection structure designed in this scheme is easy to implement in both manufacturing and assembly processes.

[0030] Furthermore, the upper rear portions of the left half 1 and the right half 2 of the main frame are respectively provided with engine upper suspension mounting holes 11 and rear shock absorber upper mounting holes 15, and the engine upper suspension mounting holes 11, rear shock absorber upper mounting holes 15 and double-headed bolt mounting holes 7 are arranged in a triangular pattern on the corresponding halves, such as... Figure 1 and 2 The diagram shows a triangle. This design creates a triangular relationship between the engine 21 rear upper suspension mounting point, the rear shock absorber 24 upper mounting point, and the double-headed bolt 6 upper mounting point. When the frame is subjected to upward pressure from the rear shock absorber 24, the frame structure can better distribute stress, making the entire frame more durable and providing better vertical stress conditions for the frame.

[0031] Furthermore, the front parts of the left half 1 and the right half 2 of the main frame are respectively provided with an engine upper suspension mounting hole 12 and an engine front suspension mounting hole 13; the middle part 61 of the rear lower suspension component 3 is provided with an engine rear lower mounting hole 14; combined with the engine rear upper suspension mounting hole 11, it is used for connecting the engine 21 to the main frame.

[0032] Furthermore, the upper rear portions of the left half 1 and the right half 2 of the main frame are respectively provided with subframe mounting holes 16 and 17 for mounting the subframe 18 onto the main frame. After the engine 21 is installed, the subframe 18 is mounted onto the main frame through the subframe mounting holes 16 and 17, as shown. Figure 3 As shown, the positions of the upper mounting hole 16 and the lower mounting hole 17 of the subframe satisfy the following: at the upper mounting hole 16, the subframe 18 is located outside the left half 1 and right half 2 of the main frame, and is installed and connected from the outside to the inside using upper mounting bolts; at the lower mounting point of the subframe 18, the subframe 18 is located inside the left half 1 and right half 2 of the main frame, and is installed and connected from the inside to the outside using lower mounting bolts. This staggered arrangement design can improve the rigidity of the connection between the main and subframe 18 when the subframe 18 is subjected to lateral forces. Figure 1 As shown, the positions of the subframe mounting hole 16 and the subframe mounting hole 17 also satisfy the following: they are located on the upper and lower sides of the triangular arrangement of the engine rear upper suspension mounting hole 11, the rear shock absorber upper mounting hole 15, and the double-headed bolt mounting hole 7, respectively.

[0033] Furthermore, the lower rear portions of the left half 1 and the right half 2 of the main frame are respectively provided with a swingarm rotation center hole 27 and a cradle lower mounting hole 23. The swingarm rotation center hole 27 is located above the second bolt group 10, and the cradle lower mounting hole 23 is located below the second bolt group 10, for use in vehicle assembly. Figure 2 As shown.

[0034] This embodiment provides a split main frame connection structure and a motorcycle. The upper rear parts of the left and right halves are connected in a hidden manner by a special double-headed bolt. The lower rear parts are connected by bolts using an independent rear lower suspension component. The front part is connected by bolts arranged around the head tube. This not only makes the overall frame structure more robust, but also reduces the number of bolts, improves the concealment, enhances the appearance of the motorcycle, and facilitates production and assembly.

[0035] The above descriptions are merely embodiments of this utility model. Commonly known structures and characteristics are not described in detail here. Those skilled in the art are aware of all common technical knowledge in the field prior to the application date or priority date, are knowledgeable of all existing technologies in that field, and possess the ability to apply conventional experimental methods prior to that date. Therefore, those skilled in the art can, based on the guidance provided in this application, improve and implement this solution in conjunction with their own capabilities. Typical known structures or methods should not be obstacles for those skilled in the art to implement this application. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of this utility model. These modifications and improvements should also be considered within the scope of protection of this utility model, and will not affect the effectiveness of the implementation of this utility model or the practicality of the patent.

Claims

1. A split-type main frame connection structure, characterized in that, This includes the left half of the main frame, the right half of the main frame, and the rear lower suspension components; A riser is provided at the front of the left half or right half of the main frame; the front of the left half and the right half of the main frame are connected by a first set of bolts located around the riser. The left half of the main frame and the upper rear part of the right half of the main frame are connected by a double-ended bolt and a locking assembly for locking the double-ended bolt; the upper rear inner side of the left half of the main frame and the upper rear part of the right half of the main frame are respectively provided with double-ended bolt mounting holes that do not penetrate the corresponding half; the double-ended bolt includes a middle part and two ends, and the two ends are provided with threads with different rotation directions; The rear lower suspension component is located between the left half of the main frame and the lower rear part of the right half of the main frame and is connected by a second set of bolts.

2. The split-type main frame connection structure according to claim 1, characterized in that, The first bolt group is evenly distributed on both sides along the axial direction of the riser.

3. The split-type main frame connection structure according to claim 1, characterized in that, The middle part of the double-ended bolt has a polygonal prism structure.

4. The split-type main frame connection structure according to claim 1, characterized in that, The double-ended bolt mounting holes are stepped holes, and the small-diameter hole sections of the stepped holes on the left and right halves of the main frame are set relatively far apart.

5. The split-type main frame connection structure according to claim 4, characterized in that, The large-diameter section of the stepped hole is a through hole and is adapted to the corresponding end structure in the middle of the double-ended bolt, while the small-diameter section is a threaded hole and is adapted to the corresponding end thread structure of the double-ended bolt.

6. The split-type main frame connection structure according to claim 1, characterized in that, Both the left half and the right half of the main frame are provided with locking component mounting holes at their upper rear, and the locking component mounting holes are connected to the double-headed bolt mounting holes of the corresponding half.

7. The split-type main frame connection structure according to claim 1, characterized in that, The upper rear sections of the left and right halves of the main frame are respectively provided with engine upper suspension mounting holes and rear shock absorber upper mounting holes, and the engine upper suspension mounting holes, rear shock absorber upper mounting holes and double-headed bolt mounting holes are arranged in a triangular pattern on the corresponding halves.

8. The split-type main frame connection structure according to claim 1, characterized in that, The rear lower suspension component has at least one threaded hole on each side that is adapted to the second bolt group.

9. The split-type main frame connection structure according to claim 1, characterized in that, The lower rear portions of the left and right halves of the main frame are respectively provided with upper and lower mounting holes for mounting the subframe onto the main frame. The positions of the upper and lower mounting holes satisfy the following conditions: at the upper mounting hole, the subframe is located outside the left and right halves of the main frame and is installed from the outside to the inside using upper mounting bolts; at the lower mounting point, the subframe is located inside the left and right halves of the main frame and is installed from the inside to the outside using lower mounting bolts.

10. A motorcycle, characterized in that, Includes a split main frame connection structure as described in any one of claims 1-9.

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