Motorcycle and engine protection mechanism

Abstract

The present invention relates to a motorcycle and an engine protection mechanism. The engine protection mechanism comprises: a mounting box, the mounting box is used to be mounted on the bottom of a mounting frame, the mounting box is used to mount an engine assembly, the side of the mounting box facing the driving surface is a protection side, a suspension member and a matching member are provided on the protection side along the driving direction of the mounting frame, an anti-collision convex portion is provided on the protection side from the mounting member to the matching member, and one end of the mounting member facing the driving surface, one end of the anti-collision convex portion facing the driving surface and one end of the matching member facing the driving surface cooperate to form an anti-collision guide portion. The above engine protection mechanism can effectively ensure the driving safety of the motorcycle.

Description

Technical Field

[0001] The invention relates to the technical field of motorcycles, in particular to a motorcycle and an engine protection mechanism. Background Art

[0002] According to the installation requirements of motorcycles, traditional motorcycles need to install the engine at the bottom of the frame, that is, the engine is installed through the engine case, and the engine case can also store the engine oil to ensure that the engine oil can be sucked into the oil pump from the engine's oil suction port. Therefore, after the engine case is assembled, due to the operating characteristics of the engine itself and the installation requirements of the motorcycle, the engine case needs to be installed at the bottom of the frame. However, when the motorcycle travels over steps or shoulders, the driving surface is prone to collide with the engine case, which seriously affects the driving safety of the motorcycle. Summary of the invention

[0003] Based on this, it is necessary to provide an engine protection mechanism to address the problem of low driving safety of traditional motorcycles.

[0004] An engine protection mechanism. The engine protection mechanism comprises: a mounting box, the mounting box is used to be mounted on the bottom of a mounting frame, the mounting box is used to mount an engine assembly, the side of the mounting box facing the driving surface is a protection side, a suspension member and a matching member are provided on the protection side along the driving direction of the mounting frame, an anti-collision convex portion is provided on the protection side from the suspension member to the matching member, and one end of the suspension member facing the driving surface, one end of the anti-collision convex portion facing the driving surface and one end of the matching member facing the driving surface cooperate to form an anti-collision guide portion.

[0005] A motorcycle comprises the engine protection mechanism and a vehicle-matching component, wherein the vehicle-matching component is installed and matched with the engine protection mechanism.

[0006] In one embodiment, the anti-collision protrusion includes a plurality of anti-collision protrusions, and the plurality of anti-collision protrusions are arranged at intervals on the protective side from the suspension member to the matching member, the anti-collision protrusion close to the suspension member is a first anti-collision protrusion, and the anti-collision protrusion close to the matching member is a second anti-collision protrusion. The spacing between the plurality of anti-collision protrusions and the running surface gradually decreases along the direction from the first anti-collision protrusion to the second anti-collision protrusion, and the plurality of anti-collision protrusions cooperate with one end of the matching member facing the running surface to form the second anti-collision guide portion.

[0007] In one embodiment, the side of the anti-collision bump facing the suspension part is a first arc-shaped side, the side of the anti-collision bump facing the matching part is a second arc-shaped side, and the arc convex direction of the first arc-shaped side and the arc convex direction of the second arc-shaped side are both toward the suspension part; or the side of the anti-collision bump facing the suspension part is a third arc-shaped side, the side of the anti-collision bump facing the matching part is a straight-edge side, and the arc convex direction of the third arc-shaped side is toward the suspension part.

[0008] In one embodiment, the anti-collision protrusion includes a first mounting seat and a first buffer block, the first mounting seat is mounted on the protective side, and the first mounting seat and the first buffer block are integrally formed; or the first mounting seat is provided with a first fixing member, and the first buffer block is provided with a second fixing member fixedly matched with the first fixing member, and when the first buffer block is mounted on the first mounting seat, the first buffer block faces the driving surface.

[0009] In one embodiment, the anti-collision protrusion also includes a guide protrusion, which is installed on the protective side and is located between the suspension member and the first anti-collision protrusion, and the distance between the guide protrusion and the running surface is higher than the height of the first anti-collision protrusion from the running surface.

[0010] In one embodiment, the guide protrusion includes a second mounting seat and a second buffer block, the second mounting seat is mounted on the protective side, and the second mounting seat and the second buffer block are integrally formed; or a third fixing member is provided on the second mounting seat, and a fourth fixing member fixedly matched with the third fixing member is provided on the second buffer block, and when the second buffer block is mounted on the second mounting seat, the second buffer block faces the running surface.

[0011] In one embodiment, the first end of the anti-collision protrusion is in abutment with the suspension component, the second end of the anti-collision protrusion is in abutment with the matching component, and the distance between the side of the anti-collision protrusion facing the driving surface and the driving surface gradually decreases from the first end of the anti-collision protrusion to the second end of the anti-collision protrusion.

[0012] In one embodiment, the engine protection mechanism also includes a buffer layer, which is attached to the side of the anti-collision convex portion facing the driving surface, and the distance between the side of the buffer layer facing the driving surface and the driving surface gradually decreases from the first end of the anti-collision convex portion to the second end of the anti-collision convex portion; the protection side forms a concave transition surface between the suspension member and the matching member, which is recessed upward and away from the driving surface, and the suspension member and the matching member protrude downward toward the driving surface relative to the concave transition surface, and the concave transition surface protrudes toward the driving surface to form the anti-collision convex portion.

[0013] In one embodiment, the motorcycle further comprises a parking support, and the parking support is rotatably mounted and cooperated with the positioning member. When the parking support is rotated and retracted by the positioning member, the parking support and the second anti-collision guide portion smoothly transition relative to the running surface.

[0014] When the above engine protection mechanism is in use, firstly, due to the influence of the engine's own operating characteristics and the motorcycle installation requirements, a suspension member and a matching member are arranged on the installation box, which ensures the installation effect of the installation box on the installation frame on the one hand, and ensures that the parking matching member can be effectively installed on the other hand. Furthermore, after the traditional motorcycle is equipped with the suspension member and the matching member, a concave or convex portion will be formed on the side of the installation box facing the driving surface, so that the motorcycle will stop urgently when passing through the driving surface such as steps or shoulders, causing safety hazards. The above engine protection mechanism first connects the suspension member with the adapter of the installation frame, at which time the adapter, the suspension member and the part of the protection side facing the suspension member (referring to the part of the protection side between the suspension member and the anti-collision convex portion) cooperate to form a first anti-collision guide portion. An anti-collision convex portion is added to the protection side, and at the same time, the number of anti-collision convex portions to be used is selected according to the spacing between the suspension member and the matching member, for example: multiple anti-collision convex portions are arranged at intervals between the suspension member and the matching member. The anti-collision convex part cooperates with the matching part to form a second anti-collision guide part. When the mounting frame passes through a running surface such as a step or a shoulder, the convex part (step or shoulder) on the running surface will first collide with the first anti-collision guide part. At the same time, under the guidance of the first anti-collision guide part, the convex part on the running surface will smoothly transition to the second anti-collision guide part. At this time, the second anti-collision guide part can buffer the convex part on the running surface under the action of the anti-collision convex part, thereby avoiding the convex part on the running surface from being stuck and colliding with the concave part or convex part formed on the mounting box. Therefore, the above-mentioned starting protection mechanism can effectively ensure the driving safety of the motorcycle.

[0015] When the motorcycle passes over a running surface such as a step or a shoulder, the protrusion on the running surface (step or shoulder) will first collide with the first anti-collision guide part, and at the same time, under the guidance of the first anti-collision guide part, the protrusion on the running surface will smoothly transition to the second anti-collision guide part. At this time, the second anti-collision guide part can buffer the protrusion on the running surface under the action of the anti-collision convex part, thereby avoiding the protrusion on the running surface from being stuck and colliding with the concave part or convex part formed on the installation box. Therefore, the above-mentioned starting protection mechanism can effectively ensure the driving safety of the motorcycle. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a partial structural diagram of the motorcycle and engine protection mechanism;

[0017] Figure 2 It is a schematic diagram of the assembly structure of the motorcycle and engine protection mechanism.

[0018] 10. First anti-collision guide part, 20. Second anti-collision guide part, 100. Installation box, 110. Protection side, 120. Suspension part, 130. Coordinating part, 140. Anti-collision convex part, 141. Anti-collision convex block, 142. First arc-shaped side, 143. Second arc-shaped side, 144. Guide convex block, 200. Installation frame, 210. Adapter part, 300. Vehicle-matching component, 400. Parking support part. DETAILED DESCRIPTION

[0019] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific embodiments of the present invention are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present invention. However, the present invention can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present invention, so the present invention is not limited by the specific embodiments disclosed below.

[0020] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0021] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0022] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0023] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0024] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be a central element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used herein are for illustrative purposes only and are not intended to be the only implementation method.

[0025] Combination Figure 1 and Figure 2 As shown, in one embodiment, the engine protection mechanism includes: a mounting frame 200, a mounting box 100, the mounting box 100 is mounted at the bottom of the mounting frame 200, the mounting box 100 is used to mount the engine assembly, the side of the mounting box 100 facing the driving surface is a protection side 110, a suspension member 120 and a matching member 130 are arranged on the protection side 110 along the driving direction of the mounting frame 200, and an anti-collision convex portion 140 is also arranged on the protection side 110, and the anti-collision convex portion 140 is 0 is located between the suspension member 120 and the matching member 130, the suspension member 120 is connected to the adapter portion 210 of the mounting frame 200, the adapter portion 210, the suspension member 120 and the portion of the protective side 110 facing the suspension member 120 cooperate to form a first anti-collision guide portion 10, the anti-collision convex portion 140 cooperates with the matching member 130 to form a second anti-collision guide portion 20, and the side of the first anti-collision guide portion 10 facing the driving surface is connected and cooperated with the side of the second anti-collision guide portion 20 facing the driving surface.

[0026] When the above engine protection mechanism is used, firstly, due to the influence of the engine's own operating characteristics and the motorcycle installation requirements, the suspension member 120 and the matching member 130 are arranged on the installation box 100, on the one hand, the installation effect of the installation box 100 on the installation frame 200 is ensured, and on the other hand, the parking matching member 130 can be effectively installed. Further, after the traditional motorcycle is equipped with the suspension member 120 and the matching member 130, a concave part or a convex part will be formed on the side of the installation box 100 facing the driving surface, so that the motorcycle will stop urgently when passing through the driving surface such as steps or shoulders, causing safety hazards. The above engine protection mechanism first connects the suspension member 120 with the adapter 210 of the installation frame 200, and at this time, the adapter 210, the suspension member 120 and the part of the protection side 110 facing the suspension member 120 (referring to the part of the protection side 110 between the suspension member 120 and the anti-collision convex part 140) cooperate to form the first anti-collision guide part 10. An anti-collision convex part 140 is added to the protection side 110. At the same time, the number of anti-collision convex parts 140 to be used is selected according to the spacing between the suspension part 120 and the matching part 130. For example, a plurality of anti-collision convex parts 140 are arranged at intervals between the suspension part 120 and the matching part 130. The anti-collision convex part 140 cooperates with the matching part 130 to form the second anti-collision guide part 20. When the mounting frame 200 passes through a driving surface such as a step or a shoulder, the protrusion (step or shoulder) on the driving surface will first collide with the first anti-collision guide part 10. At the same time, under the guiding action of the first anti-collision guide part 10, the protrusion on the driving surface will smoothly transition to the second anti-collision guide part 20. At this time, the second anti-collision guide part 20 can buffer the protrusion on the driving surface under the action of the anti-collision convex part 140, thereby avoiding the protrusion on the driving surface from being stuck and colliding with the concave part or convex part formed on the mounting box 100. Therefore, the above-mentioned starting protection mechanism can effectively ensure the driving safety of the motorcycle.

[0027] In one embodiment, the suspension part is a suspension end of the engine case or a suspension seat mounted on the engine case. The engine case can be more effectively fixed to the mounting frame 200 through the suspension part.

[0028] Combination Figure 1 and Figure 2As shown, in one embodiment, the anti-collision convex portion 140 includes a plurality of anti-collision convex blocks 141, and the plurality of anti-collision convex blocks 141 are arranged at intervals on the protection side 110 from the suspension member 120 to the matching member 130, the anti-collision convex block 141 close to the suspension member 120 is a first anti-collision convex block 141, and the anti-collision convex block 141 close to the matching member 130 is a second anti-collision convex block 141, and the spacing between the plurality of anti-collision convex blocks 141 and the driving surface gradually decreases along the direction from the first anti-collision convex block 141 to the second anti-collision convex block 141, and the plurality of anti-collision convex blocks 141 cooperate with one end of the matching member 130 facing the driving surface to form the second anti-collision guide portion 20. Specifically, the number of anti-collision convex blocks 141 to be used and the installation interval between adjacent anti-collision convex blocks 141 are determined according to installation requirements. When the plurality of anti-collision convex blocks 141 are installed on the protection side 110, the plurality of anti-collision convex blocks 141 cooperate with the matching member 130 to form the second anti-collision guide portion 20. When the motorcycle passes over a driving surface with a shoulder or a step, the second anti-collision guide portion 20 will smoothly transition with the step or the shoulder, thereby preventing the step or the shoulder from being stuck with the bottom of the engine housing. The above-mentioned embodiment uses the plurality of anti-collision convex blocks 141 to coordinate and compensate for the concave or convex parts of the engine housing, thereby preventing the step or the shoulder from being stuck with the engine housing.

[0029] Combination Figure 1 and Figure 2 As shown, in one embodiment, the side of the anti-collision protrusion 141 facing the suspension member 120 is a first arc-shaped side 142, the side of the anti-collision protrusion 141 facing the matching member 130 is a second arc-shaped side 143, and the arc-convex direction of the first arc-shaped side 142 and the arc-convex direction of the second arc-shaped side 143 are both toward the suspension member 120; or the side of the anti-collision protrusion 141 facing the suspension member 120 is a third arc-shaped side, the side of the anti-collision protrusion 141 facing the matching member 130 is a straight side, and the arc-convex direction of the third arc-shaped side is toward the suspension member 120. Specifically, when a motorcycle passes over a driving surface with a shoulder or a step, the above-mentioned embodiment can make the anti-collision protrusion 141 more smoothly make a collision transition with the shoulder (or step), and at the same time, it can also prevent the anti-collision protrusion 141 from being damaged after the collision with the shoulder (or step). Furthermore, according to different motorcycle models, the arc tops of the first arc side 142 and / or the second arc side 143 of the anti-collision protrusion 141 can be adjusted. The side of the anti-collision protrusion 141 facing the suspension member 120 is designed as the first arc side 142 or the third arc side, so that when the anti-collision protrusion 141 collides with the shoulder (or step), the anti-collision protrusion 141 and the shoulder (or step) can be prevented from being stuck or stuck.

[0030] In one embodiment, the anti-collision convex block 141 includes a first mounting seat and a first buffer block, the first mounting seat is mounted on the protective side 110, and the first mounting seat and the first buffer block are integrally formed; or the first mounting seat is provided with a first fixing member, and the first buffer block is provided with a second fixing member fixedly matched with the first fixing member, and when the first buffer block is mounted on the first mounting seat, the first buffer block faces the driving surface. Specifically, according to the installation requirements, the first mounting seat and the first buffer block can be spliced ​​or integrally formed. When the first mounting seat and the first buffer block are spliced ​​and formed, the first fixing member and the second fixing member can be buckles or convex. Or the first fixing member and the second fixing member are screws or bolts. That is, when the first mounting seat and the first buffer block are installed and matched, the first buffer block is used to contact the shoulder (or step), and at this time, the first buffer block can be a rubber block or a rubber pad. When the first buffer block is spliced ​​and fixed with the first mounting seat, the size or dimension of the first buffer block can be adjusted according to actual conditions. In addition, when the first buffer block is worn or damaged, it is convenient to replace the first buffer block.

[0031] Combination Figure 1 and Figure 2 As shown, in one embodiment, the anti-collision convex portion 140 further includes a guide protrusion 144, the guide protrusion 144 is installed on the protective side 110, and the guide protrusion 144 is located between the suspension member 120 and the first anti-collision protrusion 141, and the distance between the guide protrusion 144 and the running surface is higher than the height of the first anti-collision protrusion 141 from the running surface. Specifically, when the motorcycle passes over the shoulder (or step), the guide protrusion 144 will have a guiding conflict with the shoulder (or step), that is, at this time, the motorcycle undergoes a corresponding position change (for example, the inclination angle between the motorcycle and the running surface is changed) under the conflict between the guide protrusion 144 and the shoulder (or step), so that it is more convenient for the anti-collision convex portion 140 to have an anti-collision conflict with the shoulder (or step).

[0032] In one embodiment, the guide protrusion 144 includes a second mounting seat and a second buffer block, the second mounting seat is mounted on the protective side 110, and the second mounting seat and the second buffer block are integrally formed; or the second mounting seat is provided with a third fixing member, and the second buffer block is provided with a fourth fixing member fixedly matched with the third fixing member, and when the second buffer block is mounted on the second mounting seat, the second buffer block faces the driving surface. Specifically, according to the installation requirements, the second mounting seat and the second buffer block can be spliced ​​or integrally formed. When the second mounting seat and the second buffer block are spliced, the third fixing member and the fourth fixing member can be buckles or convex. Or the third fixing member and the fourth fixing member are screws or bolts. That is, when the second mounting seat and the second buffer block are installed and matched, the second buffer block is in conflict with the shoulder (or step), and the second buffer block can be a rubber block or a rubber pad. When the second buffer block is spliced ​​and fixed with the second mounting seat, the size or dimension of the second buffer block can be adjusted according to actual conditions. In addition, when the second buffer block is worn or damaged, the second buffer block can be easily replaced.

[0033] In one embodiment, the first end of the anti-collision protrusion 140 is in conflict with the suspension member 120, the second end of the anti-collision protrusion 140 is in conflict with the positioning member 130, and the distance of the anti-collision protrusion 140 from the driving surface to the side of the driving surface gradually decreases from the first end of the anti-collision protrusion 140 to the second end of the anti-collision protrusion 140. Specifically, the anti-collision protrusion 140 can be a plate or an anti-collision pad. The above-mentioned embodiment uses the anti-collision protrusion 140 to fill and compensate the protective side 110 of the engine case. That is, the anti-collision protrusion 140 can be installed and compensated for the concave or convex portion formed by the engine case, thereby forming a second anti-collision guide 20 with a smooth transition.

[0034] In one embodiment, the engine protection mechanism further includes a buffer layer, the buffer layer is attached to the side of the anti-collision protrusion 140 facing the driving surface, and the distance of the buffer layer from the driving surface to the side of the driving surface gradually decreases from the first end of the anti-collision protrusion 140 to the second end of the anti-collision protrusion 140. The protection side 110 forms a concave transition surface that is recessed upward and away from the driving surface between the suspension member 120 and the matching member 130, and the suspension member 120 and the matching member 130 protrude downward toward the driving surface relative to the concave transition surface, and the concave transition surface protrudes toward the driving surface to form the anti-collision protrusion 140. Specifically, the buffer layer can be a rubber pad or a rubber block. By the buffer layer contacting the shoulder (or step), the buffer layer can effectively neutralize the resistance force, so that the motorcycle can pass more smoothly. In addition, the above-mentioned anti-collision protrusion 140 adopts a concave transition surface to adapt and contact with the shoulder or step on the driving surface. On the one hand, it can make the protective side 110 and the shoulder or step have a smoother transition contact. On the other hand, the protective side 110 can also effectively neutralize the resistance force generated by the shoulder or step on the protective side, thereby avoiding deformation of the installation box 100 due to force.

[0035] Combination Figure 1 and Figure 2 As shown, in one embodiment, a motorcycle includes the engine protection mechanism, and also includes a mounting frame 200 and a vehicle-mounted component 300 , wherein the vehicle-mounted component 300 and the engine protection mechanism are both mounted on the mounting frame 200 .

[0036] When the motorcycle passes over a running surface such as a step or a shoulder, the protrusion on the running surface (step or shoulder) will first collide with the first anti-collision guide portion 10. At the same time, under the guidance of the first anti-collision guide portion 10, the protrusion on the running surface will smoothly transition to the second anti-collision guide portion 20. At this time, the second anti-collision guide portion 20 can buffer and collide with the protrusion on the running surface under the action of the anti-collision convex portion 140, thereby avoiding the protrusion on the running surface from being stuck and collided with the concave or convex portion formed on the mounting box 100. Therefore, the above-mentioned starting protection mechanism can effectively ensure the driving safety of the motorcycle.

[0037] Combination Figure 1 and Figure 2As shown, in one embodiment, the motorcycle further comprises a parking support 400, and the parking support 400 is rotatably mounted and matched with the positioning member 130. When the parking support 400 is rotated and retracted by the positioning member 130, the parking support 400 and the second anti-collision guide portion 20 smoothly transition relative to the running surface. Specifically, the parking support 400 is a support frame or a support rod. The positioning member 130 is a coordination shell or a coordination seat. By changing the connection angle between the positioning member 130 and the parking support 400, a smooth transition between the parking support 400 and the second anti-collision guide portion 20 relative to the running surface can be achieved, that is, the parking support 400 is prevented from being stuck or stuck with the shoulder (or step).

[0038] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0039] The above-mentioned embodiments only express several implementation methods of the present invention, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the invention patent. It should be pointed out that, for ordinary technicians in this field, several variations and improvements can be made without departing from the concept of the present invention, and these all belong to the protection scope of the present invention. Therefore, the protection scope of the patent of the present invention shall be subject to the attached claims.

Claims

1. An engine protection mechanism, characterized in that: The engine protection mechanism comprises: a mounting box and a mounting frame, the mounting box is mounted at the bottom of the mounting frame, the mounting box is used to mount the engine assembly, the side of the mounting box facing the driving surface is the protection side, a suspension member and a matching member are provided on the protection side along the driving direction of the mounting frame, an anti-collision convex portion is also provided on the protection side, and the anti-collision convex portion is located between the suspension member and the matching member, the suspension member is connected to the adapter portion of the mounting frame, the adapter portion, the suspension member and the portion of the protection side facing the suspension member cooperate to form a first anti-collision guide portion, the anti-collision convex portion cooperates with the matching member to form a second anti-collision guide portion, and the side of the first anti-collision guide portion facing the driving surface is connected and matched with the side of the second anti-collision guide portion facing the driving surface; The anti-collision bulge includes a plurality of anti-collision bulges, wherein the side of the anti-collision bulge facing the suspension is a first arc-shaped side, the side of the anti-collision bulge facing the matching part is a second arc-shaped side, and the arc convex direction of the first arc-shaped side and the arc convex direction of the second arc-shaped side are both toward the suspension part; or the side of the anti-collision bulge facing the suspension is a third arc-shaped side, the side of the anti-collision bulge facing the matching part is a straight-edge side, and the arc convex direction of the third arc-shaped side is toward the suspension part; according to different motorcycle models, the arc tops of the first arc-shaped side and / or the second arc-shaped side of the anti-collision bulge are adjusted.

2. The engine protection mechanism according to claim 1, characterized in that: A plurality of anti-collision bumps are spaced apart on the protective side from the suspension member to the positioning member, the anti-collision bump close to the suspension member is a first anti-collision bump, and the anti-collision bump close to the positioning member is a second anti-collision bump. The distance between the plurality of anti-collision bumps and the running surface gradually decreases along the direction from the first anti-collision bump to the second anti-collision bump, and the plurality of anti-collision bumps cooperate with one end of the positioning member facing the running surface to form the second anti-collision guide portion.

3. The engine protection mechanism according to claim 1, characterized in that: The anti-collision protrusion includes a first mounting seat and a first buffer block, the first mounting seat is installed on the protective side, and the first mounting seat and the first buffer block are integrally formed; or the first mounting seat is provided with a first fixing member, and the first buffer block is provided with a second fixing member fixedly matched with the first fixing member, and when the first buffer block is installed on the first mounting seat, the first buffer block faces the driving surface.

4. The engine protection mechanism according to claim 2, characterized in that: The anti-collision convex portion also includes a guide protrusion, which is installed on the protective side and located between the suspension member and the first anti-collision protrusion, and the distance between the guide protrusion and the running surface is higher than the height of the first anti-collision protrusion from the running surface.

5. The engine protection mechanism according to claim 4, characterized in that: The guide protrusion includes a second mounting seat and a second buffer block, the second mounting seat is mounted on the protective side, and the second mounting seat and the second buffer block are integrally formed; or a third fixing piece is provided on the second mounting seat, and a fourth fixing piece fixedly matched with the third fixing piece is provided on the second buffer block, and when the second buffer block is mounted on the second mounting seat, the second buffer block faces the running surface.

6. The engine protection mechanism according to claim 1, characterized in that: The first end of the anti-collision protrusion is in abutment with the suspension component, the second end of the anti-collision protrusion is in abutment with the matching component, and the distance between the side of the anti-collision protrusion facing the driving surface and the driving surface gradually decreases from the first end of the anti-collision protrusion to the second end of the anti-collision protrusion.

7. The engine protection mechanism according to claim 6, characterized in that: The engine protection mechanism also includes a buffer layer, which is attached to the side of the anti-collision convex portion facing the driving surface, and the distance between the side of the buffer layer facing the driving surface and the driving surface gradually decreases from the first end of the anti-collision convex portion to the second end of the anti-collision convex portion. The protection side forms a concave transition surface that is concave away from the driving surface between the suspension member and the matching member, and the suspension member and the matching member protrude toward the driving surface relative to the concave transition surface, and the concave transition surface protrudes toward the driving surface to form the anti-collision convex portion.

8. A motorcycle, characterized in that: The invention comprises the engine protection mechanism according to any one of claims 1 to 7, and further comprises a vehicle-mounted component, wherein the vehicle-mounted component is mounted and matched with the engine protection mechanism.

9. The motorcycle according to claim 8, characterized in that: The motorcycle further comprises a parking support, which is rotatably mounted and matched with the positioning member. When the parking support is rotated and retracted by the positioning member, the parking support and the second anti-collision guide portion smoothly transition relative to the running surface.

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