67 results about "Suspension (motorcycle)" patented technology

The invention discloses a combination machining method of the front half body of a riding type motorcycle frame and an auxiliary device of the front half body of the riding type motorcycle frame. The device comprises a base plate as well as a motorcycle head pipe assembly combination positioning mechanism, a main pipe positioning mechanism, a connecting pipe positioning mechanism, a shock absorption box positioning mechanism and an engine master suspension combination positioning mechanism arranged on the base plate; and a positioning point in the positioning mechanism comprises two engine liner pipes arranged on a front slantwise pipe, a positioning point of the shock absorption box positioning mechanism is a shock absorption shaft hole, and a positioning point of the engine master suspension combination positioning mechanism is a bottom fork shaft sleeve hole and an engine installing hole in an engine master suspension. In the method, each component of the front half body combination of the motorcycle frame is clamped by the auxiliary device and completely welded after being interpedently machined, and then other members of the frame can be welded. The method and the auxiliary device have the advantages of being simple in device structure, low in cost, reliable to position and convenient to operate, so that the engine installing precision can be guaranteed, and the riding type motorcycle frame engine installing quality can be improved.

An air-bag suspension system for a motorcycle having a motorcycle main frame, fender struts extending outwardly from the main frame, and a swing arm pivotally mounted to the main frame about a pivot axis. The air-bag suspension system includes shock absorber assemblies each having an air-bag. The air in the air-bags is generated by an on-board compressor and released through a solenoid valve. The air-bag suspension system replaces the standard coil spring hydraulic suspension commonly found on motorcycles and provides a greater range of adjustment, remotely controlled, while the motorcycle is in use. The air-bag suspension system accommodates heavier loads than the stock suspension systems when the air-bags are fully inflated; and when deflated completely, provide an aesthetically pleasing stance. The range of wheel travel provided allows the rider to adjust the suspension to provide the smoothest ride coupled with an increased load capacity or adverse road conditions.

The invention is a motorcycle construction for permitting a rider to assume either a first, elevated crouched racing position, or a second lowered, reclined, feet-forward “custom chopper” position. The motorcycle includes a main frame assembly (1) provided with a front wheel suspension assembly (2) with a front wheel (3) as well as a set of handlebars (9) provided with handgrips (18) for enabling the driver to steer and control said motorcycle, and a rear wheel suspension assembly (4) with a rear wheel (5), and a combined engine / transmission assembly (6) in the usual manner. The main frame has a seat (7) for a driver, and a driver footpeg assembly wherein the footpegs provide a fore position (100f) for use with said reclined “custom chopper” position, allowing for said driver's legs to be extended in a forward direction for resting said driver's feet on said fore footpeg position (100f), and that the footpegs provide an aft position (100a) for use with said elevated crouched racing position, allowing for said driver's feet to be supported on said aft footpeg position (100a) generally below said seat (7). The motorcycle is further provided with a seat moving assembly (13) for moving said driver seat (7) between said first elevated position (14), for use with said aft position (100a) of the footpegs, and the second, lowered seat position (15) is for use with the fore position (100f) of the footpegs (10mor 1f).

A device for providing adjustable, deployable, controlled flex and lateral suspension movement to a motorcycle chassis. This is accomplished by a swingarm pivot mechanism, that when operated, variably allows the swingarm member to move laterally, controlled by flexure members, and constrained within selected limits. The mechanism is controlled by a logic unit acting on inputs such as lean angle, road speed, transmission gear position, engine speed, throttle position, brake application, suspension position, and a rider override switch. In another embodiment, the mechanism is used without an actuator, and is manually adjusted for flex and performance per conditions and rider preference.

An electric motorcycle comprises a motor case which is provided at a rear portion of a vehicle body frame; a swing arm which is pivotably coupled at its front end portion to the rear portion of the vehicle body frame; and a rear suspension coupled to the vehicle body frame and the swing arm. The lower end portion of the rear suspension is located below the swing arm, and the rear suspension extends vertically in a location close to a pivot around which the swing arm is pivotable.

A suspension support spindle for a recreational vehicle that is lightweight, strong, and that improves aerodynamic performance by reducing friction and drag. An extruded spindle design for use in a front suspension system of a snowmobile, using aluminum as the extrusion material and performing the extrusion along an axis that is generally parallel to a forward direction of travel of the snowmobile. A method of manufacturing an extruded snowmobile suspension spindle.

A motorcycle construction permits a rider to assume either a first, elevated crouched racing position, or a second lowered, reclined, feet-forward “custom chopper” position. The motorcycle includes a main frame assembly having a front wheel suspension assembly and a set of handlebars, and a rear wheel suspension assembly with a rear wheel, and a combined engine / transmission assembly. The main frame has a seat for a driver, and a driver footpeg assembly. The footpegs provide a fore position for use with the reclined “custom chopper” position, allowing the driver's legs to be extended in a forward direction for using the fore footpeg position. The footpegs provide an aft position for use with the elevated crouched racing position. A seat moving assembly moves the driver seat between the first elevated position, used with the aft footpeg position, and the second, lowered seat position is used with the fore footpegs position.

A swing arm configured to be attached to a frame of a motorcycle is described. The swing arm includes at least one attachment member, a pair of V-shaped swing arm members each having an open end, a pair of swing arm side plates each attached across the open end of a respective V-shaped swing arm member, and at least two cross members configured to attach the side plates to one another. The swing arm side plates include a swing arm pivot for pivotably attaching the swing arm to the motorcycle frame and a plurality of openings. The openings are configured to align with holes formed in the motorcycle frame to accept insertion of the at least one attachment member. The insertion of attachment members are configured to defeat the pivoting of the swing arm with respect to the motorcycle frame. A method for modifying a suspension system of a motorcycle is also described.

A foldable frame for bicycle is disclosed in the present invention. The foldable frame can be folded up in three simple steps because of the application of two releasable locking systems: (1) release a front locking system; (2) release a rear locking system; (3) fold up a pair of rear forks hinge joint with a crossbar towards the front wheel. Other parts such as seat tube and pedal bar which are hinge joint with the crossbar can be folded up towards the crossbar. To reduce weight of the frame, a single-tube suspension system is also employed at the front of the foldable frame. The foldable frame of the present invention is easy to fold, non-bulky, lightweight and affordable to strong force as compared to any conventional foldable bicycles. The present invention can be applied to bicycle or any two-wheel vehicles such as electricity-driven or petroleum-driven motorcycle.

A space is secured inside left and right pivot plates and a space is secured in front of a rear wheel to increase flexibility in design. In a motorcycle including left and right pivot plates provided at the rear portion of main pipes, a swing arm is provided on pivots so as to be capable of moving in the vertical direction. Only one rear suspension is interposed between the swing arm and the main pipe that is disposed outside the pivot plate in the direction of the width of the vehicle. A lower end of the rear suspension is connected to an upper surface of an arm portion of the swing arm. The rear suspension is mounted to one of the main pipe so as to extend continuously from the main pipe and substantially linearly in the direction of the length of the vehicle in a top view.

The invention discloses a processing method and an auxiliary device of a combined assembly of a curved-beam motorcycle frame front part. The auxiliary device comprises a baseboard, a head tube assembly positioning mechanism arranged on the baseboard, a front suspension positioning mechanism of an engine and a main suspension assembly positioning mechanism of the engine. The positioning point of the front suspension positioning mechanism of the engine is an engine mounting hole on the engine front suspension; and the positioning point of the main suspension assembly positioning mechanism are a rear fork sleeve end hole and engine mounting hole of the main suspension of the engine. The method includes processing components individually, then positioning the components, welding the components by the auxiliary device, and finally welding other components of a frame. The auxiliary device has the advantages of simple structure, low cost, positioning reliability and convenience in operation; with two engine mounting holes and the rear fork sleeve as positioning reference, accuracy of engine mounting can be guaranteed by the processing method, and effects of mounting quality of the bending-beam motorcycle frame engine are achieved.

A motorcycle suspension for a motorcycle, the motorcycle having a frame member, a swingarm member, and a pivot point about which the swingarm member rotates with respect to the frame member, the suspension system comprising an airbag mounted above the swingarm member pivot point and interposed between the frame member and the swingarm member and a shock absorber / dampener in a position below the swingarm member pivot point as used in the traditional Harley-Davidson Motorcycle Company® SOFTAIL® motorcycle type suspension position. The system optionally can be connected to an air compressor to adjust the pressure in the airbag member so as to control ride height, ride quality, payload capacity, or a combination thereof. The system optionally can also be connected to a controller, such as a microprocessor, that automatically adjusts the system to predetermined values in response to environmental and road conditions.

A system for easily adjusting spring rate of a rear shock for mountain bikes or motorcycles without changing an actual overall spring length. The system may include a coil spring a body sized and structured to engage with the coil spring. The spring rate may be adjusted by selectively placing the body between adjacent coils of the spring to deactivate up to one spring coil adjacent the end of the spring.

A motorcycle suspension apparatus and method is provided. In one embodiment, a motorcycle suspension assembly includes a shaft and at least two asymmetric bushings, with each bushing comprising an inner element and an outer element, with the outer element and inner elements constructed of different materials. This Abstract is provided for the sole purpose of complying with the Abstract requirement rules that allow a reader to quickly ascertain the subject matter of the disclosure contained herein. This Abstract is submitted with the explicit understanding that it will not be used to interpret or to limit the scope or the meaning of the claims.

A long-travel continuously-rising-rate track carriage and suspension mechanism for motive drive and cushioned support of a tracked land vehicle upon a ground-contacting lower run of an endless-loop track. A present practical application of the invention is to convert a motorcycle into a snowbike for over-snow use wherein the rear wheel and swingarm of the motorcycle are replaced by the track carriage and suspension mechanism of the present invention and the front wheel is replaced by one or more skis. The unique long-travel rising-rate track suspension is accomplished employing a single swingarm connected pivotally between the vehicle chassis and a track skid, and using a bell crank and connecting rod to provide progressive actuation of a shock absorber upon compression of the track suspension. The track is carried and driven by components mounted to the single swingarm.

The invention relates to a novel front-suspension system of a heavy-load motorcycle, which comprises two parallelly arranged extension-pipe-type front shock absorbers; front fork pipes relatively move in a bottom cylinder of the front shock absorber; the upper end of the front fork tube is mutually fixed with an upper connection plate of a direction column; a lower connection plate of the directional column is fixed at the middle part of the front fork tube; an upper fixed connection plate and a lower fixed connection plate are arranged between the lower connection plate of the directional column and the bottom cylinder of the front shock absorber corresponding to the lower connection plate; the upper fixed connection plate is respectively sheathed with the left front fork tube and the right front fork tube; the lower fixed connection plate is respectively sheathed with the bottom cylinder of the left shock absorber and the bottom cylinder of the right shock absorber; and an elastic device is arranged in the center between the upper fixed connection plate and the lower fixed connection plate. Because the above technical scheme is adopted, a plurality of beams are added on an overhanging part of the front shock absorber, so as to ensure the parallelism of axial lines of the left shock absorber and the right absorber of the front suspension of the heavy-load motorcycle, thus the condition that the overhanging part is not easy to deform is guaranteed, the lateral rigidity of the front fork tube and the cooperativity of the left shock absorber and the right shock absorber are enhanced, the directional offset is not easy to occur, and the traveling safety and comfort of a front shock absorbing system are improved.

The invention discloses a suspension structure of a motorcycle engine. The suspension structure comprises a main beam pipe and an engine, wherein the engine is provided with a suspension point; a left suspension plate and a right suspension plate are welded downwardly on both sides of the main beam pipe; bushes of which inner holes in both sides are coaxial are welded on the left suspension plate and the right suspension plate respectively; a mounting shaft passes through the suspension point of the engine, and is supported between the two bushes; and rubber shaft sleeves are sleeved on the two bushes respectively. The rubber shaft sleeves are sleeved on the two bushes, so that vibration on a frame during startup of the engine is buffered, the vibration of an entire motorcycle is reduced, and the driving comfort of a driver is guaranteed; and triangular flange structures are adopted in the left suspension plate and the right suspension plate, so that the rigidity of a suspension plate of the motorcycle engine is enhanced greatly.

The invention provides a front wheel suspension steering structure, a motorcycle and an electric vehicle, and relates to the technical field of suspensions. The structure comprises a bicycle frame anda front wheel located in front of the bicycle frame, a handlebar is arranged on the bicycle frame, a steering vertical pipe is arranged below the handlebar, and the structure is characterized by comprising a front fork assembly, an upper cantilever assembly, a lower cantilever assembly, a steering synchronization assembly, an upper shock absorber and a lower shock absorber, the upper shock absorber and the lower shock absorber are hinged to the frame. The structure has the advantages that (1) the stress structure is reasonable, the impact resistance is high, and particularly, the structure has very good structural bearing force on transverse impact force with large deviation from the movement direction of a rocker arm; (2) the structure has the buffering and energy absorbing effects on transverse impact force, the bearing force on the transverse impact force is further greatly increased, (3) the steering inclination angle of the front wheel can be adjusted, and (4) the supporting effect in the braking process is good.

A linkage front wheel suspension system for two-wheeled vehicles comprising of a control arm hinged with the body of the vehicle, fork member, and steering member. An upper ball joint connects said steering member to the body of the vehicle and a lower ball joint connects the outer end of said control arm with said fork member. Fork member extends upwards and rearwards from said lower ball joint to hinge with said steering member. Steering member extends upwards and forwards from this pivot point to said upper ball joint. A method of steering control connects with said steering member. Means of springing / dampening connects with at least one of the said steering / suspension members. Said suspension system can utilize a lighter design of main frame, provide superior road-holding and can have reduced compression when front wheel braking.

The invention discloses a single shock absorber type motorcycle front suspension device. The single shock absorber type motorcycle front suspension device comprises a front wheel transmission device,a front swing arm, a front swing arm connecting structure, a shock absorber and a frame; the front swing arm is fixedly connected with the front wheel transmission device and the front swing arm connecting structure to form a connecting rod rocker arm structure, the front swing arm connecting structure is connected with the shock absorber, the front swing arm connecting structure is movably connected with th frame, and the shock absorber is fixedly connected to the frame. According to the device, the shock absorber is connected to the frame through the connecting rod rocker arm mechanism, theframe absorbs vibration, the driving safety and comfort are improved, the shock absorption direction is changed, stress is decomposed to the horizontal direction, the driving comfort is further improved, the single shock absorber is adopted, and the riding risk caused by desynchrony or single damage of the double shock absorbers is avoided.

A motorcycle front suspension includes a fork having a steering member mechanically connected or adapted to be connected to a handlebar of a motorcycle, and an oscillating arm having a first end and a second end. The motorcycle front suspension also includes a rod having a first end, pivotally joined to the steering member, and having a second end pivotally joined to the first end of the oscillating arm, and a shock absorber group, including a spring and a damper, the shock absorber group extending from an attachment head, mechanically connected to the steering member, to an attachment foot, pivotally joined to the second end of the oscillating arm.

The invention provides an all-terrain vehicle steering limiting structure. The all-terrain vehicle steering limiting structure comprises a steering knuckle and an upper rocker arm which are matched insteering traction, and an upper supporting seat for erecting an upper rocker arm ball pin seat extends out of the top of the steering knuckle; a limiting boss for limiting the rotating angle of the ball pin base extends out of the outer wall face, close to the steering traction end, of the ball pin base, and a limiting seat matched with the limiting boss in an abutting mode extends out of the upper supporting seat. When the upper rocker arm swings to the limit position, the limiting boss abuts against the limiting seat, and excessive steering of the upper rocker arm and the knuckle is avoided. After the upper rocker arm rotates and returns, the steering traction end is gradually away from the limiting seat, and normal running of the all-terrain vehicle is guaranteed. By arranging the limiting boss and the limiting seat for limiting rotation of the upper rocker arm and the steering knuckle of the all-terrain vehicle, excessive steering of the suspension of the all-terrain vehicle is avoided, steering safety is guaranteed, and driving safety of the cross-country motorcycle is improved. The invention further provides an all-terrain vehicle.

The invention discloses a large-displacement pedal motorcycle engine suspension structure which is characterized in that the large-displacement pedal motorcycle engine suspension structure comprises a frame, an engine and an engine connecting plate, the engine connecting plate is fixedly connected with the left side and the right side of the frame, the engine is hinged to the engine connecting plate through an engine connecting shaft, and the engine connecting plate is fixedly connected with the frame. An engine connecting shaft is arranged on the frame, an engine connecting plate is arranged on the engine connecting shaft, a rubber spacer bush is arranged between the engine connecting shaft and the engine connecting plate, the engine is further hinged to a first cradle through the engine connecting shaft, a second cradle is hinged to the frame, the first cradle is hinged to the second cradle, a damping sleeve connecting rod is hinged to the second cradle, and a damping sleeve is arranged on the damping sleeve connecting rod. The rear end of the damping sleeve connecting rod is connected with the rear portion of the frame, and a rubber buffer block is arranged between the damping sleeve connecting rod and the frame. The invention has the beneficial effects that the front-back motion impact of the engine during starting acceleration of the motorcycle is reduced, the vibration of the engine to the whole motorcycle is reduced, and the driving stability of the motorcycle is improved.

A system for easily adjusting spring rate of a rear shock for mountain bikes or motorcycles without changing an actual overall spring length. The system may include a coil spring a body sized and structured to engage with the coil spring. The spring rate may be adjusted by selectively placing the body between adjacent coils of the spring to deactivate up to one spring coil adjacent the end of the spring.

A Motorcycle Suspension Method and Sway Dampening Apparatus. Rather than selectively replacing portions of the prior motorcycle dampening apparatus, the apparatus and method of the present invention replaces the conventional dampening bushing within the OEM pivot shaft assembly. The replacement combination motor mount and bushing provides at least the same durability and dampening capability the OEM device, while eliminating the “wobble” experienced by virtually all OEM motorcycles having the prior rear pivot mount design. The replacement mount and bushing element comprises at least two different plasticized materials combined into a single element. The combination mount and bushing is made partially from a softer, pliable dampening material, as well as a more durable and hard material. Installation of the combination mount and bushing element eliminates the need for an asymmetric pivot shaft orientation, since the central bore of this element is centered on the geometric axis of the element.

A method of modifying the rake angle on a motorcycle having a double wishbone front suspension. The motorcycle has a tubular steering housing connected to a non-telescoping fork assembly by a straight body steering stem. The method includes the step of replacing the straight body steering stem with a canted body steering stem. The canted body steering stem includes (i) a primary section having a steering axis corresponding to a steering axis of the motorcycle; and (ii) a secondary section having a cant axis which varies from the steering axis by between 1° and 16°.