Post-vibration damping system

Abstract

To provide a post-vibration damping system for an electric vehicle which is easy to install and has a high vibration damping effect. [Solution] An electric vehicle includes a rear vibration damping system, a front wheel, and a rear wheel, and the rear vibration damping system includes a frame 1, a rear fork damper 9, and a rear fork 2 for mounting the rear wheel, the rear fork including a rear fork upper pipe 201 and a rear fork lower pipe 202. The rear fork lower pipe is hingedly connected to the frame at a first hinge contact point, one end of the rear fork damper is hingedly connected to the rear fork upper pipe at a second hinge contact point and the other end is hingedly connected to the frame at a third hinge contact point, and the connection direction between the first hinge contact point and the second hinge contact point is perpendicular to the extension / contraction direction of the rear fork damper.

Description

[Technical Field]

[0001] The present invention relates to the field of electric vehicles, and more particularly to electric vehicles having a rear damping system. [Background technology]

[0002] An electric vehicle, or electrically powered vehicle, is a vehicle that uses a battery as its energy source and moves by converting electrical energy into mechanical energy through components such as a controller and motor.

[0003] Electric vehicles are lighter than motorcycles, but this also means that their vibration damping performance is inferior. Electric vehicles vibrate more strongly, especially when traveling on uneven roads.

[0004] Therefore, how to provide an electric vehicle that is easy to install and has a high vibration damping effect remains a technical problem that must be solved urgently by those skilled in the art. Summary of the Invention

[0005] SUMMARY OF THE INVENTION The object of the present invention is to provide a post-vibration damping system and an electric vehicle having a post-vibration damping system.

[0006] To solve the above technical problems, the present invention provides a post-vibration damping system.

[0007] A rear vibration control system comprising a frame, a rear fork damper, and a rear fork including a rear fork upper pipe and a rear fork lower pipe, wherein the rear fork lower pipe is hingedly connected to the frame at a first hinge contact point, one end of the rear fork damper is hingedly connected to the rear fork upper pipe at a second hinge contact point, and the other end of the rear fork damper is hingedly connected to the frame at a third hinge contact point, and the connection direction between the first hinge contact point and the second hinge contact point is perpendicular to the extension / contraction direction of the rear fork damper.

[0008] The beneficial effects of this invention are that the vibrations felt by the rider in the rear half of an electric vehicle while riding are primarily due to up-and-down vibrations caused by the shaking between the rear wheel and the road surface. The rear wheel is attached to the rear fork, i.e., the rear fork vibrates synchronously with the rear wheel. The rear fork is hingedly connected to the frame at the first hinge contact point via the rear fork lower pipe, so that the actual vibration path when the rear fork vibrates up and down is an arc with the first hinge contact point as its center. The rear fork is hingedly connected to one end of the rear fork damper at the second hinge contact point via the rear fork upper pipe, so that the connection direction between the first hinge contact point and the second hinge contact point is perpendicular to the extension and contraction direction of the rear fork damper. That is, the extension and contraction direction of the rear fork damper is tangent to the arc with the first hinge contact point as its center, and is approximately the same as the vibration direction of the rear fork. Therefore, the extension and contraction of the rear fork damper effectively offsets the vibration of the rear fork, greatly improving the vibration damping effect. [Brief explanation of the drawings]

[0009] [Figure 1-1] 1 is a structural schematic diagram of a specific embodiment of the rear vibration damping system for an electric vehicle provided in the present invention; [Figure 1-2] 1 is a diagram illustrating the layout principle of the rear fork damper of the rear vibration damping system of the electric vehicle provided in the present invention; [Figure 2] FIG. 1 is a partial enlarged view of part A in FIG. [Figure 3] 2 is a partial enlarged view of a first hinge contact area in the rear vibration damping system of the electric vehicle provided in the present invention; [Figure 4] FIG. 1 is a partial enlarged view of part B in FIG. DETAILED DESCRIPTION OF THE INVENTION

[0010] In order to make those skilled in the art better understand the technical solution of the present invention, the present invention will be described in more detail below with reference to the accompanying drawings and specific embodiments.

[0011] As shown in Figures 1-1 and 1-2, the present invention provides a rear vibration damping system for an electric vehicle, including a frame 1, a rear fork damper 9, and a rear fork 2 for mounting a rear wheel 5 of the electric vehicle, the rear fork 2 including a rear fork upper pipe 201 and a rear fork lower pipe 202. The rear fork lower pipe 202 is hingedly connected to the frame 1 at a first hinge contact point M, which is generally triangular in shape and located at the lower rear corner of the triangle. Both ends of the rear fork damper 9 are hingedly connected to the rear fork upper pipe 201 and the frame 1 at a second hinge contact point N and a third hinge contact point P, respectively, and the connection direction between the first hinge contact point M and the second hinge contact point N is perpendicular to the extension / retraction direction of the rear fork damper 9.

[0012] When an electric vehicle is traveling, the vibrations felt by the rider in the rear half of the vehicle body are mainly due to up and down vibrations caused by shaking between the rear wheel 5 and the road surface. The rear wheel 5 is attached to the rear fork 2, that is, the rear fork 2 vibrates in sync with the rear wheel 5. The rear fork 2 is also hingedly connected to the frame 1 and the first hinge contact point M via the rear fork lower pipe 202, so the actual vibration path when the rear fork 2 shakes up and down is an arc with the first hinge contact point M as its center (see Figure 1-2).

[0013] The rear fork 2 is also hinge-connected to one end of the rear fork damper 9 and the second hinge contact N via the rear fork upper pipe 201, and the wiring direction between the first hinge contact M and the second hinge contact N is perpendicular to the direction of extension and contraction of the rear fork damper 9. In other words, the direction of extension and contraction of the rear fork damper 9 is the tangent direction of an arc with the first hinge contact M as its center (the direction of the arrow in Figure 1-2), and this direction of extension and contraction is approximately the same as the vibration direction of the rear fork 2. Therefore, the extension and contraction of the rear fork damper 9 can effectively offset the vibration of the rear fork 2, greatly improving the vibration control effect.

[0014] In addition, both ends of the rear fork damper 9 are hingedly connected to the rear fork upper pipe 201 and the frame 1, respectively. In other words, the damper can be attached and fixed simply by employing two hinge structures, resulting in a simple structure and greatly improving the efficiency of attachment to an electric vehicle.

[0015] Based on the above principle, vibration can be most efficiently damped only when the extension and contraction direction of the rear fork damper 9 follows the trajectory of movement of the rear wheel 5 when it vibrates, and at this time the rear fork damper 9 is not subjected to forces in other directions. Therefore, the connection direction of the first hinge contact point M and the second hinge contact point N is perpendicular to the extension and contraction direction of the rear fork damper 9, and the "perpendicular" mentioned here does not have to be 90 degrees, but can be approximately perpendicular, and from the perspectives of achieving efficient vibration damping and installation tolerance, it is possible as long as it is within a range of approximately perpendicular.

[0016] When the rear wheel 5 vibrates and the rear fork damper 9 expands and contracts to damp vibration, changing the length of extension and contraction of the rear fork damper 9, it can be seen that the angle between the direction of the connection between the first hinge contact point M and the second hinge contact point N and the direction of extension and contraction of the rear fork damper 9 itself has a certain angular deviation from a pure 90-degree perpendicular angle.

[0017] 1-1 is maintained as the viewing angle, the frame 1 can be configured as a substantially triangular structure combining a frame upper pipe 101, a frame center post 102, and a frame lower pipe 103 (in FIG. 1-1, the frame upper pipe 101 and the frame lower pipe 103 are actually connected at the front to form a pillar of a certain length to facilitate the attachment of the front fork 3). As such, the structural stability of the frame 1 is relatively strong, and since the frame 1 is a transitional part connecting the front fork 3 and the rear fork 2 of the front wheel 4 for attaching the electric vehicle, the increased structural stability can enhance the overall stability of the frame structure of the electric vehicle. Note that the frame 1 can also be designed as other structures, such as a rectangular structure or a fork structure combining only the frame center post 102 and the frame lower pipe 103, but the triangular structure of the present invention is considered to have higher structural stability.

[0018] 1-2 and 2, the first hinge contact point M is located at the lower and rear end of the frame lower pipe 103, which is provided with two frame lower pipe hinge holes 110. Inside the frame lower pipe 103, sleeves 109 may be provided coaxially in both frame lower pipe hinge holes 110. Accordingly, one end of the rear fork lower pipe 202 close to the frame lower pipe 103 is provided with a rear fork lower pipe hinge hole, and this end of the rear fork lower pipe 202 enters the frame lower pipe 103 and is then inserted into both sleeves 109 and the rear fork lower pipe hinge holes via the first hinge shaft to complete the hinge connection between the rear fork lower pipe 202 and the frame lower pipe 103.

[0019] It should be noted that the rear fork 2 includes two sets of rear fork upper pipes 201 and rear fork lower pipes 202, one end of each rear fork upper pipe 201 connected to one end of the corresponding rear fork lower pipe 202 to form a V-shaped structure, and both V-shaped structures are located on either side of the rear wheel 5 of the electric vehicle. As shown in FIG. 1-1 , a rear axle locking groove 207 and a transmission fixing hole 208 are further provided at the bottom of this V-shaped structure to facilitate the installation of the rear wheel 5 and the transmission, and a rear ramp belt 206 is provided on the upward surface of the rear fork upper pipe 201. In reality, the rear fork upper pipes 201 located on both sides and the rear fork lower pipes 202 on both sides are also connected to form a V-shaped structure. In specific implementation, rear fork lower pipe hinge holes are provided at corresponding positions of the two rear fork lower pipes 202, and the above-mentioned first hinge shaft is inserted into the two sleeves 109 and the two rear fork lower pipe hinge holes to complete the hinge between the two rear fork lower pipes 202 and the frame lower pipe 103.

[0020] 2 and 3, the ends of the two rear fork lower pipes 202 close to the frame lower pipe 103 are connected to form an integral end, and a through-hole is formed in this end to form the locking pipe 209. Alternatively, the two rear fork lower pipes 202, each provided with a rear fork lower pipe hinge hole, can be welded or glued at the hinge holes to form the locking pipe 209. The first hinge shaft is then inserted into the two sleeves 109 and the locking pipe 209 to complete the hinge connection between the two rear fork lower pipes 202 and the frame lower pipe 103. In this way, the two rear fork lower pipes 202 form an overall structure that is easy to install and fix, and also easy to synchronously rotate the two rear fork lower pipes 202 around the first hinge contact point M.

[0021] Furthermore, first arc-shaped plates 1091 (the ends furthest from the inner wall of the frame lower pipe 103 are the outer ends) are provided at the outer ends of the sleeves 109 and protrude beyond the outer end surfaces of the respective sleeves 109, while second arc-shaped plates 2091 are provided at both ends of the locking pipe 209 and protrude beyond the outer end surfaces thereof, with the sum of the corresponding circular angles of the first arc-shaped plates 1091 and the second arc-shaped plates 2091 being less than 360 degrees and with their openings facing each other. With these arrangements, when the rear fork 2 rotates along the first hinge axis, the circumferential ports 210 of the first arc-shaped plates 1091 and the second arc-shaped plates 2091 come into contact with each other, limiting the rotation range of the rear fork 2 and preventing the rotation range of the rear fork 2 from being too large. This controls the expansion and contraction amount of the rear fork damper 9 hinged to the rear fork upper pipe 201 within a certain range, thereby preventing damage due to excessive expansion and contraction. The circumferential ports 210 refer to the two end faces of each arc-shaped plate in the circumferential direction.

[0022] 2 and 3, the opening of the first arc-shaped plate 1091 faces toward the inside of the frame lower pipe 103, the opening of the second arc-shaped plate 2091 faces the opposite direction, and the circumferential ports 210 of the first arc-shaped plate 1091 and the second arc-shaped plate 2091 must be able to butt together. Thus, during specific installation, the locking pipe 209 of the rear fork lower pipe 202 cannot be inserted flat into the frame lower pipe 103 to engage with the two sleeves 109, but must be routed from below the two sleeves 109 into the frame lower pipe 103 to engage with the two sleeves 109 (in the direction of the arrow in FIG. 2). After being inserted into the frame lower pipe 103, the fork lower pipe 202 is less likely to slip from within the frame lower pipe 103, making it easier to install and secure them together. It should be understood that the orientation of the two arc-shaped plates can be set in other configurations (e.g., opposite to that shown in Figure 3) as long as it is possible to ensure that the openings of both plates face each other and that the circumferential ports 210 of both arc-shaped plates interfere with each other during rotation of the rear fork 2, thereby limiting the rotation range of the rear fork 2.

[0023] It should be emphasized that the difference between the sum of the circular angles of the first arc-shaped plate 1091 and the second arc-shaped plate 2091 and 360 degrees is the allowable angle of rotation, and therefore the restriction that the sum of the circular angles corresponding to the first arc-shaped plate 1091 and the second arc-shaped plate 2091 must be less than 360 degrees is to ensure that the rear fork 2 can rotate around the first hinge contact point M, but the sum of the circular angles cannot be set too small to avoid the rotation range of the rear fork 2 being too large. The present invention is not limited to the specific values ​​of the circular angles corresponding to each arc-shaped plate and the sum of the two circular angles, and the magnitude of each specific value can be determined by those skilled in the art according to the actual installation situation.

[0024] In addition, in the figure, the rear end of the frame lower pipe 103 is open, and the front end of the rear fork lower pipe 202 (shown in the figure as locking pipe 209) is inserted into the rear end opening of the frame lower pipe 103 and hinged by the first hinge shaft. At this time, the rear fork 2 is provided with a first hinge hole, i.e., the above-mentioned rear fork lower pipe hinge hole (hole of locking pipe 209), and it is necessary to open two second hinge holes, i.e., the above-mentioned two frame lower pipe hinge holes 110, in the rear end of the frame lower pipe 103. Based on the structural dimensions of the frame lower pipe 103, it is easier to operate if the rear fork 2 is inserted into the frame lower pipe 103 and hinged.

[0025] However, it is clear that the rear fork 2 is not limited to being inserted into the frame lower pipe 103, and can be installed in the opposite direction. Accordingly, the installation positions of the above-mentioned arc-shaped plates can be reversed, that is, the locking pipe and the arc-shaped plates on both ends thereof are installed at the rear end of the frame lower pipe 103, an opening is provided at the front end of the rear fork 2, and a sleeve and arc-shaped plate structure is provided on the inner wall corresponding to the hinge hole.

[0026] As shown in Figures 1-1 and 4, a position limiting pin 106 is provided on the upper part of the frame 1, and an L-shaped position limiting slide 203 that fits this position limiting pin 106 is provided on one end of the rear fork upper pipe 201 that is close to the frame 1, and this L-shaped position limiting slide 203 includes a bottom hole that extends in the extension direction of the rear fork damper 9, and a side hole whose extension direction is approximately perpendicular to the extension direction of the bottom hole and which is open at the upper end, and the position limiting pin 106 engages into the bottom hole from the opening of the side hole.

[0027] 1-1 as a viewing angle, the upper part of the frame 1 is provided with an outwardly diverging branch portion 1013 extending rearward and outward, and in this embodiment, the outwardly diverging branch portion 1013 is designed to extend rearward from the frame upper pipe 101, forming a flow guide structure, and can also be integrated with the frame center post 102. Of course, the outwardly diverging branch portion 1013 can also be formed by extending outward from the side of the frame center post 102.

[0028] The position limiting pins 106 are provided on the inner sides of both branches of this outwardly diverging branch portion 1013, and L-shaped position limiting slides 203 are provided on both rear fork upper pipes 201 located on both sides of the rear wheel 5 so that the position limiting pins 106 can be engaged within the L-shaped position limiting slides 203, firmly connecting the rear fork upper pipe 201 to the frame 1. The bottom hole extends along the extension direction of the rear fork damper 9, so that the sliding direction of the position limiting pin 106 in the bottom hole coincides with the extension direction of the rear fork damper 9, preventing the connection between the rear fork upper pipe 201 and the outwardly diverging branch portion 1013 from interfering with the extension direction of the rear fork damper 9 and ultimately affecting the vibration damping effect. The bottom hole has a certain extension length that limits the sliding range of the position limiting pin 106 in the bottom hole, further preventing the rear fork damper 9 from being damaged due to an excessively large extension range.

[0029] Furthermore, the present invention does not further limit the extension length of the bottom hole and side hole of the L-shaped position limiting slide 203. In the specific implementation process, those skilled in the art can set the corresponding extension length of the bottom hole and side hole according to actual needs.

[0030] 1-1 , the side hole of the L-shaped position limiting slide 203 is located at the right end of the bottom hole and is open at the top, i.e., the position limiting hole presents a "horizontal" L shape, allowing the position limiting pin 106 to easily insert into the bottom hole through the side hole opening. After installation is complete, if the rear fork 2 rotates clockwise around the first hinge contact point M due to uneven ground while the electric vehicle is in operation, the position limiting pin 106 can slide deeper into the bottom hole, resulting in a tighter connection between the rear fork upper pipe 201 and the frame 1. The side hole may also be located at the left end of the bottom hole and may be open at the bottom. During specific installation, the position limiting pin 106 can be inserted from the bottom up through the side hole opening into the side hole and into the bottom hole, which can meet usage needs.

[0031] To understand it comprehensively, as shown in Figure 4, the side hole is located on the front side of the bottom hole (the side facing the head), and in combination with the position limiting structure at the first hinge contact point M (the structure shown in Figure 3), during installation, the rear fork 2 is pushed downward into the frame lower pipe 103, then upward and rearward to engage with the sleeve 109, i.e., a downward-upward-rearward installation engagement process is present, and the L-shaped position limiting slide 203, which is the upper position limiting structure, also has a similar downward-upward-rearward installation process even when the side hole is installed in the front, further coordinating the upper and lower installation of the rear fork 2. Therefore, it is a preferred embodiment that the upper and lower installations are adjustable or do not interfere with each other.

[0032] The position limiting pin 106 has a cylindrical structure with one end fixed to the side wall of the branch and the other end having a retaining portion engaged inside the bottom hole. The retaining portion may be a spherical structure with a diameter greater than the height of the bottom hole. In specific use, the spherical structure engages the inside of the bottom hole, preventing the position limiting pin 106 from disengaging from the bottom hole along its axial direction and allowing the position limiting pin 106 to slide only in the direction of extension of the bottom hole. Of course, the retaining portion may have other shapes, such as a tetrahedron, hexahedron, or other three-dimensional structure. Regardless of the shape, it is necessary to ensure that the retaining portion engages the inside of the bottom hole during use and prevents the position limiting pin 106 from disengaging from the bottom hole along its axial direction.

[0033] In each of the above embodiments, the structure of the rear fork upper pipe 201 can be further adjusted so that the ends of both rear fork upper pipes 201 closest to the frame 1 are connected to form an arc-shaped handle 211 with its opening facing downward. With this configuration, when the position limiting pin 106 is being inserted into the L-shaped position limiting slide 203, the arc-shaped handle 211 can be directly lifted and butted by hand, making installation more convenient and removal easier.

[0034] In addition, a protective cover 205 having an arc-shaped plate structure is provided above the position of the position limiting pin 106, and its arc-shaped opening faces downward so as to cover the upper part of the position limiting pin 106, which greatly prevents impurities such as dust in the air from falling onto the L-shaped position limiting slide 203 and adversely affecting the stability of the connecting structure between the frame 1 and rear fork 2. In addition, the protective cover 205 is an extension of the structural form of the arc-shaped handle 211, and embodies the overall design.

[0035] As shown in Figure 1-1, a rear fork damper mounting groove holder 105 is provided at the connection point of both branches of the outwardly expanding branch section 1013, and one end of the rear fork damper 9 is inserted into this rear fork damper mounting groove holder 105 and is hingedly connected to this rear fork damper mounting groove holder 105 via a first fixed shaft 903 and two first bearing pads 901.

[0036] A fixing plate 204 for hingedly connecting the other end of the rear fork damper 9 is provided on the inside of one end of each of the rear fork upper pipes 201 that is close to the frame 1. Specifically, one end of this fixing plate 204 is provided on the inside of the rear fork upper pipe 201, and the other end extends toward the opposing other rear fork upper pipe 201 and has a bent step in which a hinge hole is provided, and the other end of the rear fork damper 9 is hingedly connected to both fixing plates 204 via a second fixed shaft 904 and two second bearing pads 902.

[0037] It should be noted that the hinge structure between both ends of the rear fork damper 9 and the frame 1 and rear fork 2 is merely one preferred embodiment of the present invention and does not limit the scope of application of the electric vehicle rear vibration damping system provided by the present invention. As long as the connection direction between the first hinge contact M and the second hinge contact N is perpendicular to the contraction direction of the rear fork damper 9, any type of hinge structure can be used on both ends of the rear fork damper 9.

[0038] 1-1 mainly illustrates an example in which the first hinge contact point M is located at the rear lower end of the frame lower pipe 103, the second hinge contact point N is located at the front upper end of the rear fork 2, and the third hinge contact point P is located at the rear end of the frame upper pipe 101. As can be seen from the layout principle diagram of the rear fork damper 9 in FIG. 1-2, it is sufficient that the first hinge contact point M is located at the bottom, and the second hinge contact point N and the third hinge contact point P are located relatively higher. For example, the first hinge contact point M may be located below the frame center post 102, and the third hinge contact point P may be located above the frame center post 102. Of course, the layout method of FIG. 1 is more reasonable for a conventional triangular frame 1.

[0039] Although the above embodiment has been described with reference to an electric bicycle, it is clear that the above design can be adopted for an electric vehicle, such as an electric motorcycle, equipped with the same type of rear vibration damping system.

Claims

1. A rear vibration control system including a frame (1), a rear fork damper (9), and a rear fork (2) including a rear fork upper pipe (201) and a rear fork lower pipe (202), wherein the rear fork lower pipe (202) is hingedly connected to the frame (1) at a first hinge contact point (M), one end of the rear fork damper (9) is hingedly connected to the rear fork upper pipe (201) at a second hinge contact point (N), and the other end of the rear fork damper (9) is hingedly connected to the frame (1) at a third hinge contact point (P), and the connection direction of the first hinge contact point (M) and the second hinge contact point (N) is perpendicular to the extension / contraction direction of the rear fork damper (9).

2. 2. The rear vibration damping system according to claim 1, wherein the frame (1) includes a frame lower pipe (103), the first hinge contact point (M) is located at the rear end of the frame lower pipe (103), and the front end of the rear fork lower pipe (202) is inserted into the rear end of the frame lower pipe (103) and hinged via a first hinge shaft, or the rear end of the frame lower pipe (103) is inserted into the front end of the rear fork lower pipe (203) and hinged via a first hinge shaft.

3. In both the rear fork lower pipe (202) and the frame lower pipe (103), a first hinge hole is provided on the insertion side, and two second hinge holes are provided on the other side. After insertion, the first hinge hole is located between the two second hinge holes, and a sleeve (109) is coaxially provided on the corresponding inner wall of each of the two second hinge holes. A first arc-shaped plate (1091) protruding from the outer end surface of the sleeve (109) is provided at the outer end of each sleeve (109). The rear vibration damping system of claim 2, characterized in that a second arc-shaped plate (2091) is provided at each end, protruding beyond its outer end surface, the sum of the corresponding circular angles of the first arc-shaped plate (1091) and the second arc-shaped plate (2091) is less than 360 degrees, the two are open and facing each other, and when the rear fork (2) rotates along the first hinge axis, the circumferential ports (210) of the first arc-shaped plate (1091) and the second arc-shaped plate (2091) come into contact with each other, limiting the rotation range of the rear fork (2).

4. 2. The rear vibration damping system according to claim 1, wherein a position limiting pin (106) is provided on the upper part of the frame (1), an L-shaped position limiting slide (203) that fits the position limiting pin (106) is provided on one end of the rear fork upper pipe (201) close to the frame (1), the bottom hole of the L-shaped position limiting slide (203) extends along the extension and retraction direction of the rear fork damper (9), the upper ends of the side holes of the L-shaped position limiting slide (203) are open, and the position limiting pin (106) engages into the bottom hole from the opening of the side hole.

5. The rear vibration damping system of claim 4, characterized in that an outer diverging branch section (1013) extending rearward is formed on the upper part of the frame (1), the position limiting pins (106) are provided on the inside of both branches of the outer diverging branch section (1013), two L-shaped position limiting slides (203) are provided correspondingly on the rear fork upper pipe (201), and the position limiting pins (106) have a cylindrical structure with one end fixed to the side wall of the branch section and the other end having a retaining portion that engages with the inside of the bottom hole.

6. The rear vibration damping system described in claim 1, characterized in that an outer flared branch portion (1013) extending rearward is formed on the upper part of the frame (1), one end of the rear fork damper (9) is hingedly connected to the outer flared branch portion (1013), and the third hinge contact point (P) is located on the outer flared branch portion (1013).

7. The rear vibration damping system according to claim 6, characterized in that the frame (1) includes a frame upper pipe (101), a frame center pillar (102), and a frame lower pipe (103), and the frame upper pipe (101) extends rearward to form the outwardly diverging branch portion (1013).

8. 2. The rear vibration damping system according to claim 1, wherein the second hinge contact point (N) is located at one end of the rear fork upper pipe (201) close to the frame (1).

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