Motorcycle

Abstract

The present invention relates to the technical field of motorcycles, and particularly to a motorcycle. The motorcycle includes a frame assembly, a wheel assembly, a brake, a rear mudguard assembly and a rear turn signal; a part of the wheel assembly is connected to the frame assembly; the brake is installed on the wheel assembly; one end of the rear mudguard assembly is installed on the brake, and the other end can cover a part of the wheel assembly; the rear turn signal is installed on the rear mudguard assembly; the rear mudguard assembly includes a rear mudguard, a transfer plate and a shock absorption assembly; the rear mudguard is connected to the brake; the transfer plate is installed on one side of the rear mudguard close to the wheel assembly; the shock absorption assembly passes through the rear mudguard and the transfer plate, and connects the transfer plate and the rear mudguard, and a part of the shock absorption assembly is located between the rear mudguard and the transfer plate; wherein, the rear turn signal is installed on the transfer plate. In this way, the vibration transmitted from the rear mudguard to the transfer plate can be greatly reduced, thereby reducing the vibration transmitted to the rear turn signal, so as to improve the installation stability of the rear turn signal.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and particularly to a motorcycle. Background Art

[0002] A motorcycle includes a frame, a wheel assembly, a rear turn signal, and a rear fender. The wheel assembly is at least partially connected to the frame, and the rear fender is at least partially connected to the wheel assembly and can cover at least part of the wheel assembly; conventionally, the rear turn signal is directly mounted on the rear fender.

[0003] During the running of the motorcycle, the wheel assembly will bounce with the uneven road conditions. At this time, the rear fender will bounce together with the wheel assembly. Since the rear turn signal is directly mounted on the rear fender, the rear turn signal will be driven to bounce when the rear fender bounces. Thus, the vibration brought by the wheel assembly to the rear turn signal is extremely large. In the case of too large a bounce amplitude or too many durations and times, it is very easy for the rear turn signal to break due to excessive vibration, resulting in the rear turn signal being unable to be used normally, and in severe cases, traffic accidents may occur. Summary of the Invention

[0004] Based on this, the present invention provides a motorcycle for the above technical problems, and the technical solution is as follows:

[0005] A motorcycle includes: a frame assembly; a wheel assembly, at least partially connected to the frame assembly; a brake, mounted on the wheel assembly; a rear fender assembly, one end of which is mounted on the brake, and the other end of which can cover at least part of the wheel assembly; a rear turn signal, mounted on the rear fender assembly; the rear fender assembly includes: a rear fender, connected to the brake; an adapter plate, mounted on a side of the rear fender close to the wheel assembly; a shock-absorbing assembly, passing through the rear fender and the adapter plate, connecting the adapter plate and the rear fender, and part of the shock-absorbing assembly is located between the rear fender and the adapter plate; wherein, the rear turn signal is mounted on the adapter plate.

[0006] In the present application, by mounting the rear turn signal on the adapter plate and through the shock-absorbing effect of the shock-absorbing assembly, the vibration transmitted from the rear fender to the adapter plate can be greatly reduced, thereby reducing the vibration transmitted to the rear turn signal to improve the stability of the installation of the rear turn signal.

[0007] Further, the shock-absorbing assembly includes: a third locking member, passing through the adapter plate and the rear fender; a vibration isolation member, passing through the adapter plate and sleeved outside the third locking member, and at least part of the vibration isolation member is located between the adapter plate and the rear fender to form a gap between the adapter plate and the rear fender.

[0008] With such a setting, the vibration isolation member can reduce the vibration transmitted from the rear fender to the adapter plate.

[0009] Further, the shock isolator includes: a shock isolation sleeve sleeved on at least part of the third locking member, with one end of the shock isolation sleeve abutted against the third locking member and the other end abutted against the rear mudguard; and a shock isolation block sleeved on the shock isolation sleeve, with one end of the shock isolation block abutted against the shock isolation sleeve and the other end abutted against the rear mudguard.

[0010] With such an arrangement, the shock isolation block and the shock isolation sleeve can reduce the vibration transmitted from the rear mudguard to the adapter plate and the vibration transmitted from the third locking member to the adapter plate.

[0011] Further, the shock isolation block includes: a first buffer portion formed at one end of the shock isolation block away from the rear mudguard and located between the shock isolation sleeve and the adapter plate; and a second buffer portion formed at one end of the shock isolation block close to the rear mudguard and located between the adapter plate and the rear mudguard.

[0012] With such an arrangement, the second buffer portion is located between the rear mudguard and the adapter plate, which can prevent the vibration of the rear mudguard from being directly transmitted to the adapter plate; one end of the third locking member away from the rear mudguard abuts against the shock isolation sleeve, which can prevent the vibration of the rear mudguard from being transmitted to the adapter plate through the third locking member; thus effectively reducing the transmission of vibration and ensuring the stability of the turn signal installation.

[0013] Further, the motorcycle further includes a seat and a rear floor assembly, at least part of the rear floor assembly is connected to the frame for carrying the seat; the motorcycle further includes: a protection box for accommodating electrical components; a shock absorber cover sleeved on the circumference of the protection box and attached to the protection box; wherein, the shock absorber cover can be connected to the rear floor assembly to mount the protection box on the rear floor assembly.

[0014] With such an arrangement, by providing the shock absorber cover, the transfer function of the shock absorber cover enables the motorcycle to mount the protection box on the motorcycle without adapting to the mounting points on the protection box, facilitating the installation of the protection box; moreover, the space utilization rate is high, and the protection box can be mounted at the places on the motorcycle where it needs to be installed, not limited to being mounted on the rear floor assembly, making the installation method more diversified.

[0015] Further, a card slot is formed on the shock absorber cover, and a plug-in member is provided on the rear floor assembly, and the plug-in member can be inserted into the card slot and connected to the card slot.

[0016] With such an arrangement, the installation is convenient, and the protection box can be mounted at the places on the motorcycle where it needs to be installed, making the installation method more diversified and the space utilization rate high.

[0017] Further, the plug-in member includes: a support portion located at one end of the plug-in member close to the rear floor assembly; and an anti-disengagement portion located at one end of the plug-in member away from the rear floor assembly; wherein, the shock absorber cover is located between the anti-disengagement portion and the support portion, and one end of the shock absorber cover abuts against the support portion and the other end abuts against the anti-disengagement portion.

[0018] With such a setting, it is possible to prevent the shock-absorbing cover from moving or coming off due to vibration, making the installation of the shock-absorbing cover more stable, thereby improving the firmness of the installation of the protection box.

[0019] Furthermore, the motorcycle further includes a license plate, which is installed on the side of the rear mudguard away from the wheel assembly; at least two mounting points are included on the license plate, at least one of which is arranged near the upper side of the license plate, and at least one of which is arranged near the lower side of the license plate.

[0020] With such a setting, it is possible to prevent the lower part of the license plate from being in a suspended state and improve the stability of the license plate.

[0021] Furthermore, the motorcycle further includes: a buffer member, which is located between the license plate and the rear mudguard and is installed at the mounting point.

[0022] With such a setting, the buffer member can reduce the vibration transmitted from the rear mudguard to the license plate and prevent the license plate from breaking.

[0023] Furthermore, the buffer member is adhesively bonded to the rear mudguard and the license plate respectively.

[0024] With such a setting, it is convenient to install the license plate.

[0025] Compared with the prior art, for a motorcycle provided by the present application, the rear turn signal is installed on the adapter plate, and through the shock-absorbing effect of the shock-absorbing assembly, the vibration transmitted from the rear mudguard to the adapter plate can be greatly reduced, thereby reducing the vibration transmitted to the rear turn signal to improve the stability of the installation of the rear turn signal. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 is a schematic structural diagram of the motorcycle provided by the present application;

[0027] Figure 2 is a partial schematic structural diagram of the power source and the frame assembly provided by the present application;

[0028] Figure 3 is Figure 2 an exploded view of the connection structure in

[0029] Figure 4 is a curve graph of the experimental data change tested at the motorcycle handle provided by the present application;

[0030] Figure 5 is a curve graph of the experimental data change tested at the front mounting seat of the frame provided by the present application;

[0031] Figure 6 is a schematic structural diagram of the wire hook and the frame assembly part provided by the present application;

[0032] Figure 7 Schematic diagram of the wire hook provided by this application;

[0033] Figure 8 Schematic diagram of the radiator provided by this application;

[0034] Figure 9 For Figure 8 Partial enlarged view at position A in

[0035] Figure 10 Left view of the radiator provided by this application;

[0036] Figure 11 Schematic diagram of the partial structure of the radiator, fender assembly and frame assembly provided by this application;

[0037] Figure 12 Schematic diagram of the fender assembly provided by this application;

[0038] Figure 13 For Figure 12 Exploded view of

[0039] Figure 14 For Figure 12 Exploded view from another perspective of

[0040] Figure 15 Schematic diagram of the partial structure of the motorcycle provided by this application;

[0041] Figure 16 For Figure 15 Partial enlarged view at position B in

[0042] Figure 17 Schematic diagram of the partial structure of the motorcycle provided by this application;

[0043] Figure 18 For Figure 17 Partial enlarged view at position C in

[0044] Figure 19 Schematic diagram of the partial structure of the rear fender assembly, rear turn signal and frame assembly provided by this application;

[0045] Figure 20 For Figure 19 Exploded view of

[0046] Figure 21 Schematic diagram of the rear fender assembly, rear turn signal and license plate provided by this application;

[0047] Figure 22 For Figure 21 Exploded view of

[0048] Figure 23 Schematic diagram of the partial structure of the motorcycle provided by this application;

[0049] Figure 24 is Figure 23 exploded view;

[0050] Figure 25 is a schematic diagram of partial structures of the fuel tank, heat insulation plate, frame assembly and power source provided by this application;

[0051] Figure 26 is Figure 25 exploded view;

[0052] Figure 27 is a schematic diagram of partial structures of the heat insulation plate and frame assembly;

[0053] Figure 28 is an exploded view of the seat cushion, rear floor assembly and shield;

[0054] Figure 29 is a schematic diagram of the structure of the shield provided by this application. Detailed implementation manners

[0055] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts fall within the protection scope of the present invention.

[0056] Please refer to Figure 1 , this application provides a motorcycle 100, which includes a body cover 10, a frame assembly 20, a power source 30, a suspension assembly 50, and a wheel assembly 60. Among them, the body cover 10 is connected to the frame assembly 20. The wheel assembly 60 is connected to the frame assembly 20 through the suspension assembly 50. The power source 30 is at least partially connected to the frame assembly 20.

[0057] For clearly explaining the technical solutions of this application, the front side, rear side, left side, right side, upper side and lower side as shown in Figure 1 are also defined.

[0058] Please refer to Figure 2, the motorcycle 100 further includes a first connecting frame 21, a second connecting frame 22 and a connecting structure 23. The power source 30 includes a front end and a rear end. A first mounting position 31 and a second mounting position 32 are provided on the front end of the power source 30. The connecting structure 23 is provided on the frame assembly 20 and is relatively located at the front end of the power source 30. The first connecting frame 21 is located at the front end of the power source 30, and one end of the first connecting frame 21 is connected to the first mounting position 31, and the other end of the first connecting frame 21 is connected to the connecting structure 23. The second connecting frame 22 is located at the front end of the power source 30, one end of the second connecting frame 22 is connected to the second mounting position 32, and the other end of the second connecting frame 22 is connected to the connecting structure 23.

[0059] When the power source 30 operates to generate vibrations, the vibrations of the power source 30 can be transmitted to the connecting structure 23 of the frame assembly 20 through the first connecting frame 21, and the vibrations of the power source 30 can also be transmitted to the connecting structure 23 of the frame assembly 20 through the second connecting frame 22. And the vibrations transmitted by the first connecting frame 21 and the vibrations transmitted by the second connecting frame 22 can cancel out part of the vibrations at the connecting structure 23, so as to reduce the vibrations transmitted from the power source 30 to the frame assembly 20, which is beneficial to reducing the overall vehicle vibrations and thus improving the riding comfort of the vehicle.

[0060] The front end of the existing power source is connected to the frame assembly by a single-point connection method, that is, one end of the connecting frame is connected to a mounting position at the front end of the engine, and the other end is connected to the frame assembly. In this connection method, when the power source operates to generate vibrations, the vibrations of the power source will be all transmitted to the frame assembly through the connecting frame connected to this mounting position, resulting in a large vibration amplitude of the frame assembly, and thus resulting in large riding vibrations and affecting the riding comfort of the vehicle.

[0061] In this application, the front end of the power source 30 is connected to the frame assembly 20 by a two-point connection method, that is, the first mounting position 31 and the second mounting position 32 of the power source 30 are connected to the connecting structure 23 of the frame assembly 20. When the power source 30 vibrates, since the resonance frequencies and waveforms of the vibrations transmitted from the first mounting position 31 and the second mounting position 32 are different, the vibrations transmitted from the first mounting position 31 and the second mounting position 32 can be partially cancelled out at the connecting structure 23, thereby reducing the vibrations transmitted from the power source 30 to the frame assembly 20.

[0062] This application conducts experiments on the motorcycle 100 of the same model. In experimental scheme one, the connection method between the power source 30 and the frame assembly 20 is a single-point connection method, and in experimental scheme two, the connection method between the power source 30 and the frame assembly 20 is the two-point connection method of this application. The power source 30 in this application is mainly an engine.

[0063] Under the condition of the same engine speed change, the vibration acceleration at the same position is tested. The smaller the vibration acceleration at this position, the smaller the vibration intensity. The frame assembly 20 includes a frame 25. The test positions in this application are at the handlebar 101 of the motorcycle 100 and the front mounting seat of the frame 25. Among them, the change curve Y1 is the test result of experimental scheme one, and the change curve Y2 is the test result of experimental scheme two.

[0064] For the specific experimental results, please refer to Figure 4 and Figure 5 , where the horizontal axis in the figure is the engine speed and the vertical axis is the magnitude of the vibration acceleration.

[0065] Please refer to Figure 4 , an experiment is carried out at the handlebar 101 of the motorcycle 100: both the change curve Y1 and the change curve Y2 represent the change in the magnitude of the vibration acceleration at the handlebar 101 as the engine speed increases. From Figure 4 it can be seen that the change curve Y2 is flatter than the change curve Y1. That is, the greater the engine speed, the vibration acceleration reflected in the change curve Y2 gradually becomes smaller than the vibration acceleration reflected in the change curve Y1. That is, the vibration intensity at the handlebar 101 when using the two-point connection method is less than that when using the single-point connection method.

[0066] Specifically, when the engine speed is 10100 rpm, for the change curve Y1: the value of the vibration acceleration in the X direction is 17, the value in the Y direction is 6, and the value in the Z direction is 4. Among them, 17 represents the magnitude of the vibration acceleration in the X-axis direction at the handlebar 101, 6 represents the magnitude of the vibration acceleration in the Y-axis direction at the handlebar 101, and 4 represents the magnitude of the vibration acceleration in the Z-axis direction at the handlebar 101.

[0067] For the change curve Y2: the value of the vibration acceleration in the X direction is 7, the value in the Y direction is 3, and the value in the Z direction is 1. Among them, 7 represents the magnitude of the vibration acceleration in the X-axis direction at the handlebar 101, 3 represents the magnitude of the vibration acceleration in the Y-axis direction at the handlebar 101, and 1 represents the magnitude of the vibration acceleration in the Z-axis direction at the handlebar 101.

[0068] It can be seen that the two-point connection method has an obvious shock-absorbing effect on the vibration at the handlebar 101 compared with the existing single-point connection method.

[0069] Please refer to Figure 5 , an experiment is carried out at the front mounting seat of the frame 25: both the change curve Y1 and the change curve Y2 represent the change in the magnitude of the vibration acceleration at the front mounting seat of the frame 25 as the engine speed increases. From Figure 5It can be seen that the change curve Y2 changes more gently than the change curve Y1. That is, the greater the engine speed, the vibration acceleration reflected in the change curve Y2 gradually becomes smaller than that reflected in the change curve Y1. That is, the vibration intensity at the front mounting seat of the frame 25 when the two-point connection method is adopted is smaller than that when the single-point connection method is adopted.

[0070] Specifically, when the engine speed is 10100 rpm, for the change curve Y1: the value of the vibration acceleration in the X direction is 13, the value in the Y direction is 17, and the value in the Z direction is 11. Among them, 13 represents the magnitude of the vibration acceleration in the X-axis direction at the front mounting seat of the frame 25, 17 represents the magnitude of the vibration acceleration in the Y-axis direction at the front mounting seat of the frame 25, and 11 represents the magnitude of the vibration acceleration in the Z-axis direction at the front mounting seat of the frame 25.

[0071] For the change curve Y2: the value of the vibration acceleration in the X direction is 9, the value in the Y direction is 15, and the value in the Z direction is 7. Among them, 9 represents the magnitude of the vibration acceleration in the X-axis direction at the front mounting seat of the frame 25, 15 represents the magnitude of the vibration acceleration in the Y-axis direction at the front mounting seat of the frame 25, and 7 represents the magnitude of the vibration acceleration in the Z-axis direction at the front mounting seat of the frame 25.

[0072] It can be seen that the two-point connection method has an obvious shock absorption effect on the vibration at the front mounting seat of the frame 25 compared with the existing single-point connection method.

[0073] In summary, since the smaller the vibration acceleration, the smaller the vibration intensity. Therefore, from the experimental results, it can be obtained that the two-point connection method in this application has an obvious shock absorption effect on the vibration of the whole vehicle compared with the existing single-point connection method.

[0074] Moreover, the first mounting position 31 and the second mounting position 32 are respectively connected to the frame assembly 20 through the first connecting frame 21 and the second connecting frame 22, which can make the assembly of the power source 30 and the frame assembly 20 more reliable and the structure more stable, thereby improving the installation stability of the whole vehicle.

[0075] Of course, optionally, according to actual needs, the rear end of the power source 30 can also be connected to the frame assembly 20 in the same two-point connection method to reduce the vibration transmitted from the power source 30 to the frame assembly 20 and improve the riding comfort of the vehicle.

[0076] Due to the need of the structure design of the power source 30 itself, there are multiple mounting positions. Therefore, the first mounting position 31 and the second mounting position 32 can also be other positions as long as the same effect as in this application can be achieved.

[0077] Please refer to Figure 2 and Figure 3, the connecting structure 23 includes a first fastener 231 and a buffer assembly 232. The first fastener 231 passes through the frame assembly 20 and the second connecting bracket 22, and connects the frame assembly 20 and the second connecting bracket 22. The buffer assembly 232 is sleeved on the first fastener 231, and one end of the first connecting bracket 21 away from the power source 30 is connected to the buffer assembly 232.

[0078] The vibration of the power source 30 can be transmitted to the buffer assembly 232 through the first connecting bracket 21. Part of the vibration is blocked by the buffer assembly 232 and then transmitted to the frame assembly 20, so that the vibration transmitted from the power source 30 to the frame assembly 20 can be further reduced.

[0079] The buffer assembly 232 includes a sleeve 233 and a buffer unit 234. The sleeve 233 is sleeved on the first fastener 231, and one end of the first connecting bracket 21 away from the power source 30 is connected to the sleeve 233. The buffer unit 234 is sleeved on the first fastener 231 and at least partially located inside the sleeve 233. The materials of the sleeve 233 and the first connecting bracket 21 are both steel. The steel has high strength, good overall rigidity and strong deformation resistance, which can improve the structural strength.

[0080] The buffer unit 234 includes a bushing 2341, a first shock pad 2342 and a second shock pad 2344. The bushing 2341 is located inside the sleeve 233 and sleeved on the first fastener 231. The first shock pad 2342 extends into the sleeve 233 from one end of the sleeve 233 and is sleeved on at least part of the outside of the bushing 2341. The second shock pad 2344 extends into the sleeve 233 from the end of the sleeve 233 away from the first shock pad 2342 and is sleeved on at least part of the outside of the bushing 2341.

[0081] In this way, the vibration of the power source 30 can be transmitted to the sleeve 233 through the first connecting bracket 21, then transmitted to the first shock pad 2342 and the second shock pad 2344 through the sleeve 233, then transmitted from the first shock pad 2342 and the second shock pad 2344 to the bushing 2341, then transmitted from the bushing 2341 to the first fastener 231, and finally transmitted from the first fastener 231 to the frame assembly 20. The first shock pad 2342 and the second shock pad 2344 provided outside the bushing 2341 can enhance the shock absorption effect and weaken the vibration transmitted from the sleeve 233 to the first fastener 231, thereby further weakening the vibration transmitted from the power source 30 to the frame assembly 20 and improving the riding comfort of the vehicle.

[0082] One end of the first shock pad 2342 is formed with a first step 2343. One end of the first shock pad 2342 away from the first step 2343 extends into the sleeve 233, and the first step 2343 abuts against one end of the sleeve 233. One end of the second shock pad 2344 is formed with a second step 2345. One end of the second shock pad 2344 away from the second step 2345 extends into the sleeve 233, and the second step 2345 abuts against the other end of the sleeve 233.

[0083] The arrangement of the first shock pad 2342, on the one hand, enables one end of the first shock pad 2342 to abut against the end of the sleeve 233, facilitating installation. On the other hand, it can prevent the sleeve 233 from directly transmitting vibrations to the second connecting frame 22, further weakening the transmission of vibrations.

[0084] The first shock pad 2342 is made of rubber, which has good shock absorption effect and large elasticity. Of course, optionally, the first shock pad 2342 of different materials can also be used according to actual needs as long as the same effect can be achieved, such as silicone material. At the same time, the first shock pad 2342 can also be of other shapes as long as the same shock absorption effect can be achieved.

[0085] As an implementation manner, the second shock pad 2344 is the same as the first shock pad 2342 in terms of shape, function, material, etc. It can be understood that the structural settings of the second shock pad 2344 and the first shock pad 2342 can also be different as long as the shock absorption effect can be satisfied, and details will not be elaborated here.

[0086] The buffer unit 234 further includes a first gasket 2346 and a second gasket 2347. The first gasket 2346 is sleeved outside the bushing 2341 and abuts against the first shock pad 2342 and the second connecting frame 22 respectively. The second gasket 2347 is sleeved outside the bushing 2341 and abuts against the second shock pad 2344 and the second connecting frame 22 respectively. The settings of the first gasket 2346 and the second gasket 2347 can enhance the shock absorption effect and weaken the vibrations transmitted to the second connecting frame 22, thereby further weakening the vibrations transmitted from the power source 30 to the frame assembly 20.

[0087] Please refer to Figure 2 , the second mounting position 32 includes a first mounting point 321 and a second mounting point 322. The second connecting frame 22 includes a first frame body 221 and a second frame body 222; one end of the first frame body 221 is connected to the first mounting point 321, and the other end is connected to the first fastener 231. One end of the second frame body 222 is connected to the second mounting point 322, and the other end is connected to the first fastener 231. Among them, the buffer assembly 232 is located between the first frame body 221 and the second frame body 222.

[0088] Since the first frame body 221 and the second frame body 222 are respectively arranged at both ends of the buffer assembly 232, the first connecting frame 21 is connected to the buffer assembly 232. In this way, when the power source 30 vibrates, part of the vibration will be conducted in the direction of the buffer assembly 232 through the first frame body 221 and the second frame body 222, and part of the vibration will be conducted to both ends of the buffer assembly 232 through the first connecting frame 21. Since the resonance frequencies and waveforms of the vibrations transmitted from the first mounting position 31 and the second mounting position 32 are different, the vibrations transmitted from the first connecting frame 21 and the second mounting frame can be partially offset at the buffer assembly 232, thereby reducing the vibration transmitted from the power source 30 to the frame assembly 20.

[0089] Existing power sources are provided with rubber parts at each mounting position to achieve a shock-absorbing effect. However, on the one hand, since the rubber parts are directly arranged at the mounting position and the distance between the rubber parts and the power source is too close, and the temperature of the power source is relatively high, the rubber parts are prone to aging, thereby reducing the service life of the rubber parts. On the other hand, due to the need to provide rubber parts, the space requirements for the mounting positions of the power source are relatively high, occupying a large space and having a high cost.

[0090] However, the setting of the present application can reduce the space requirements for the mounting positions of the power source 30, and the distance between the position of the buffer assembly 232 and the power source 30 is large and it does not directly contact the power source 30; therefore, it is less affected by the temperature of the power source 30, thereby being able to improve the service life and greatly reduce the cost.

[0091] Please refer to Figure 6 , the motorcycle 100 further includes a wire hook 24 and a wire-shaped member 243. The wire hook 24 is located at the front end of the power source 30 and is detachably mounted on the frame assembly 20 for threading and limiting the wire-shaped member 243. It should be noted that the wire-shaped member 243 is a component such as a brake handle or an electric wire.

[0092] In the prior art, both ends of the wire hook are directly welded to the frame assembly. Usually, components such as a brake handle and an electric wire need to pass through. However, the setting of the wire hook will block its passage, making it inconvenient to install components such as a brake handle and an electric wire and affecting the assembly efficiency.

[0093] Since the wire hook 24 of the present application is detachably connected to the frame assembly 20, during assembly, first pass components such as a brake handle through the frame assembly 20 and install them, and then install the wire hook 24 on the frame assembly 20 to limit it. In this way, it will not affect the assembly of components.

[0094] Please refer to Figure 7 , one end of the wire hook 24 is mounted on the frame assembly 20 through a second locking member 245. The second locking member 245 is a bolt. Of course, it can also be other components with a locking function.

[0095] The wire hook 24 includes a first limiting portion 241 and a second limiting portion 242. The first limiting portion 241 is detachably mounted on the frame assembly 20. The second limiting portion 242 is connected to the first limiting portion 241, and at least a portion of the second limiting portion 242 is spaced apart from the first limiting portion 241. The linear member 243 passes through the first limiting portion 241 and the second limiting portion 242 in sequence.

[0096] As an implementation method, the first limiting portion 241 and the second limiting portion 242 are formed by bending the wire hook 24, and the first limiting portion 241 and the second limiting portion 242 are basically in a "冂" shape, so that the structural strength and rigidity of the wire hook 24 can be enhanced, and the wire, cable, etc. can be prevented from squeezing the wire hook 24 and deforming the wire hook 24. The wire hook 24 of the present application only needs one end to be detachably installed on the frame assembly 20, thereby reducing the use of the first fastener 231, reducing the occupied space, and making it more convenient to install.

[0097] See also Figure 8 The motorcycle 100 further includes a radiator 40, which cools the power source 30 through a heat exchange function. The power source 30 of the motorcycle 100 generates a lot of heat during operation, so the power source 30 needs to be cooled to prevent the power source 30 from being overheated and failing.

[0098] The heat dissipation of the power source 30 of the motorcycle 100 is achieved by cooling the power source 30 with the air volume during the running of the motorcycle 100. The higher the running speed of the motorcycle 100, the greater the air volume. However, the power source 30 of the motorcycle 100 with a large displacement cannot meet the heat dissipation requirement by cooling with air volume only, and needs to be cooled by the radiator 40.

[0099] The radiator 40 is at least partially mounted on the frame assembly 20. The radiator 40 is at least partially connected to the power source 30, and the coolant circulates between the radiator 40 and the power source 30, and continuously exchanges heat with the power source 30, thereby achieving the effect of cooling the power source 30. A fan is provided on the leeward side of the radiator 40, and the fan plays a suction role. The fan draws air so that the airflow outside the radiator 40 passes through the radiator 40 and is then drawn into the fan, so that the hot water exchanged with the inside of the power source 30 is cooled by the wind and then circulated to the power source 30, thereby achieving the heat dissipation of the power source 30.

[0100] The radiator 40 includes a heat sink group 41 , a first header 42 and a second header 43 . The first header 42 and the second header 43 are respectively disposed on both sides of the heat sink group 41 and are connected to the power source 30 to exchange heat with the power source 30 .

[0101] The radiator 40 further includes a frame body 44 and a baffle 45. The frame body 44 is installed on the frame assembly 20 and is located between the first header pipe 42 and the second header pipe 43. The fin group 41 is installed on the frame body 44. The baffle 45 is disposed on a side of the frame body 44 away from the frame assembly 20 and is located between the power source 30 and the wheel assembly 60. The baffle 45 can block the intrusion of sediment, stones, branches, etc. into the radiator 40 fan and wiring harness of the motorcycle 100, further enhancing the blocking effect and improving the driving safety of the motorcycle 100.

[0102] The frame body 44 includes an upper side plate 441 and a lower side plate 442. The upper side plate 441 is connected to the frame assembly 20. The lower side plate 442 is located on a side of the upper side plate 441 away from the frame assembly 20, and the fin group 41 is installed between the upper side plate 441 and the lower side plate 442. Among them, the baffle 45 is installed on the lower side plate 442 and can prevent sediment, stones, etc. on the road surface from intruding into the vehicle body, thereby protecting the vehicle body.

[0103] When the motorcycle 100 is traveling on a road surface with poor conditions such as mountain roads or sandy areas, when the wheels rotate, stones or sediment on the road surface will be thrown up and may hit the radiator 40 fan and the wiring harness in the vehicle body. If a stone hits the fan blade, it is easy to cause situations such as the blade getting stuck, greatly reducing the service life of the radiator 40. If it hits the wiring harness in the vehicle body, over time, the connector may be loosened, causing the motorcycle 100 to stop running, and in severe cases, it will cause safety problems.

[0104] Due to the appearance limitation of the motorcycle 100 body, the mud and stones of the front wheel 61 are completely blocked by the front fender 75. However, the mud blocking effect of the front fender 75 of the motorcycle 100 is limited, and it is easy for road sediment, stones, etc. to invade the radiator 40 and the vehicle body. Therefore, by setting the baffle 45 to further enhance the blocking effect, preventing sediment, stones, etc. from invading the radiator 40 fan and wiring harness of the motorcycle 100, thereby improving the driving safety of the motorcycle 100.

[0105] Optionally, a side of the lower side plate 442 away from the fin group 41 is folded to form the baffle 45. The structure is simple and convenient for the forming of the baffle 45.

[0106] Optionally, a side of the lower side plate 442 away from the fin group 41 is folded and formed with a flanging 443, and the baffle 45 is connected to the flanging 443. The flanging 443 can play a reinforcing role and strengthen the structural strength of the lower side plate 442. Moreover, directly folding to form the flanging 443 can reduce the weld seams and avoid the problem that the existing method of strengthening the structural strength by welding plates has weld seams, resulting in low structural strength.

[0107] Among them, the baffle 45 and the lower side plate 442 are integrally formed. It is convenient for processing, can be directly processed and formed by die casting, the operation is simple, and the cost is low.

[0108] Please refer to Figure 9 , at both ends of the first manifold 42 and both ends of the second manifold 43, there are load-bearing members 431 provided. Both ends of the upper side plate 441 and the lower side plate 442 can be inserted into the corresponding load-bearing members 431, so as to facilitate welding the upper side plate 441 and the lower side plate 442.

[0109] The load-bearing member 431 is in a hook shape and forms an insertion gap 432. Both ends of the upper side plate 441 and the lower side plate 442 are convexly provided with insertion portions 4421, and the insertion portions 4421 are inserted into the insertion gap 432. Through the cooperation of the load-bearing member 431 and the insertion portions 4421, the welding contact area between the upper side plate 441 and the lower side plate 442 and the first manifold 42 and the second manifold 43 can be increased, so as to improve the welding strength, thereby strengthening the firmness of the overall structure of the radiator 40.

[0110] Please refer to Figure 10 , optionally, the included angle between the baffle 45 and the lower side plate 442 is M, where M is greater than or equal to 90 degrees and less than or equal to 180 degrees. In this way, it can ensure that the hitting area of sand and stones can be covered in a large area. It can further prevent hitting components such as the radiator 40 fan and the wiring harness in the vehicle body, thereby improving the driving safety of the motorcycle 100.

[0111] Optionally, according to the actual requirements and the arrangement position relationship of the components in the vehicle body, the included angle M can also be set to different angles. For example, the included angle M is set to: M is greater than or equal to 100 degrees and less than or equal to 145 degrees; or, M is greater than or equal to 100 degrees and less than or equal to 120 degrees, so as to achieve the best blocking effect and ensure that there is no interference with the arrangement positions of the components in the vehicle body.

[0112] According to the arrangement of the surrounding components of the baffle 45, the length of the baffle 45 can be set to be greater than or equal to 30 millimeters and less than or equal to 50 millimeters. Of course, optionally, in order to achieve the best blocking effect, the length of the baffle 45 can be set to be greater than or equal to 35 and less than or equal to 40 millimeters.

[0113] Please refer to Figure 11 , the motorcycle 100 further includes a guard plate assembly 11, and the guard plate assembly 11 is installed on the frame assembly 20, which can play a role in protection, heat dissipation and decoration.

[0114] Please refer to Figures 12 to 13 , the guard plate assembly 11 includes a guard plate 111, a ventilation net 12 and a mounting plate 13. The guard plate 111 is provided with an air inlet 1112, the ventilation net 12 is arranged at the air inlet 1112, and the mounting plate 13 covers the ventilation net 12 and is connected to the guard plate 111 to tightly install the ventilation net 12 at the air inlet 1112.

[0115] Please refer to Figure 13 and Figure 14 wherein, the ventilation net 12 is provided with a hem 121, and the ventilation net 12 is sleeved on the air inlet 1112 through the hem 121, with a simple structure, so as to facilitate the subsequent installation of the ventilation net 12.

[0116] The shape of the mounting plate 13 is adapted to that of the guard plate 111, with a simple process, enabling the ventilation net 12 to be closely attached to the guard plate 111 and improving the degree of fit.

[0117] A receiving groove 131 is formed on the mounting plate 13, a convex portion 1111 is formed on the guard plate 111, and the air inlet 1112 is opened on the convex portion 1111. The receiving groove 131 can be engaged with the convex portion 1111, so as to facilitate the subsequent installation of the mounting plate 13 and the guard plate 111. Moreover, through the engagement of the receiving groove 131 and the convex portion 1111, the ventilation net 12 can be tightly installed at the air inlet 1112, thereby improving the degree of fit.

[0118] The mounting plate 13 and the guard plate 111 are fixed by screws to strengthen the stability of the installation of the mounting plate 13 and the guard plate 111.

[0119] The mounting plate 13 is made of plastic material, which is convenient for processing and forming, and the plastic mounting plate 13 is light in weight and convenient for installation on the guard plate 111.

[0120] In this way, it is convenient for the maintenance and replacement of the ventilation net 12. Since the ventilation net 12 is an iron net, it is relatively difficult to directly insert screws through the ventilation net 12 for installation with the guard plate 111. By providing the mounting plate 13, when in use, the mounting plate 13 is engaged with the convex portion 1111 by pressing, and the preliminary installation of the mounting plate 13 and the guard plate 111 can be realized, and the iron net is pressed and attached to the air inlet 1112. Then, the mounting plate 13 and the guard plate 111 are locked by screws. There is no need to insert screws through the iron ventilation net 12 for fixation with the guard plate 111, thus making the installation more convenient.

[0121] Please continue to refer to Figure 13 where a transfer groove 132 is provided on the side of the mounting plate 13 away from the ventilation net 12, and the motorcycle 100 further includes a transfer member (not shown in the figure). One end of the transfer member extends into the transfer groove 132 and is connected to the mounting plate 13, and the other end of the transfer member is connected to the frame assembly 20 to mount the guard plate assembly 11 on the frame assembly 20.

[0122] The provision of the mounting plate 13 can provide mounting points for the entire guard plate assembly 11. The setting of the mounting points, such as the transfer groove 132 provided on the mounting plate 13 as described above, can facilitate the installation of the entire guard plate assembly 11 on the frame assembly 20, and through optimizing the structure of the guard plate assembly 11, the installation of the guard plate assembly 11 is made more convenient.

[0123] The wheel assembly 60 includes a front wheel 61 and a rear wheel 62. The front wheel 61 is mounted at the front end of the suspension assembly 50, and the rear wheel 62 is mounted at the rear end of the suspension assembly 50. The rear wheel 62 includes a rear wheel axle 621. The motorcycle 100 further includes a braking assembly 251 rotatably mounted on the rear wheel axle 621 for braking the rear wheel 62.

[0124] Please refer to Figure 15 and Figure 16 , the motorcycle 100 further includes a rear mudguard assembly 70 and an adjustment assembly 76. One end of the rear mudguard assembly 70 is mounted on the braking assembly 251, and the other end can cover at least part of the rear wheel 62. The adjustment assembly 76 is mounted on the rear wheel axle 621 and can drive the rear wheel 62 to move relative to the front wheel 61 to adjust the distance between the rear wheel 62 and the front wheel 61.

[0125] By adjusting the adjustment assembly 76, the rear wheel axle 621 can be driven to move. The rear wheel axle 621 can drive the braking assembly 251 and the rear mudguard assembly 70 to move synchronously to maintain the relative position between the rear mudguard assembly 70 and the rear wheel 62. Ensure that the gap between the rear mudguard assembly 70 and the rear wheel 62 is always within the optimal working range. Avoid the situation in the prior art where the rear mudguard is mounted on the rear swingarm. When adjusting the wheelbase of the motorcycle, the rear wheel of the motorcycle will move towards or away from the rear mudguard, thereby changing the distance between the rear wheel of the motorcycle and the rear mudguard, which may cause the rear wheel to wear the rear mudguard. At the same time, the rear mudguard cannot achieve the best effect of protecting the vehicle body.

[0126] The frame assembly 20 includes a frame 25 and a rear swingarm 26. One end of the rear swingarm 26 is connected to the frame 25, and the other end is provided with an adjustment hole 261. The adjustment hole 261 extends along the front-rear direction of the motorcycle 100, and the rear wheel axle 621 passes through the adjustment hole 261. Among them, the adjustment assembly 76 is located on the side of the rear swingarm 26 away from the braking assembly 251, and one end of the adjustment assembly 76 is connected to the rear wheel axle 621, and the other end of the adjustment assembly 76 abuts against the rear swingarm 26 and can drive the rear wheel axle 621 to move in the adjustment hole 261.

[0127] The rear wheel axle 621 drives the braking assembly 251 to move synchronously, and the braking assembly 251 drives the rear mudguard assembly 70 to move synchronously to maintain the relative position between the rear wheel 62 and the rear mudguard assembly 70. The setting of the adjustment hole 261 can play a guiding role, and the rear wheel axle 621 can move in the adjustment hole 261 along the length direction of the adjustment hole 261, thereby facilitating the adjustment of the wheelbase of the motorcycle 100.

[0128] Among them, the adjustment hole 261 is an oval hole. The oval hole facilitates the movement of the wheel axle to a suitable position and is also convenient for processing.

[0129] One end of the rear swing arm 26 away from the vehicle frame 25 is provided with a mounting groove 262, and an adjustment hole 261 is opened on the bottom wall of the mounting groove 262. The adjustment assembly 76 is located in the mounting groove 262. One end of the adjustment assembly 76 is sleeved on the rear wheel axle 621, and the other end abuts against the side wall of the mounting groove 262 to limit the adjustment amount of the adjustment assembly 76 to the rear wheel axle 621, thereby fixing the distance between the front wheel 61 and the rear wheel 62 of the motorcycle 100.

[0130] Please refer to Figure 16 and Figure 18 , a communication hole 2621 is opened on the side wall of the mounting groove 262. The adjustment assembly 76 includes an adjustment seat 761, a connecting rod 762 and a locking member 763. The adjustment seat 761 is sleeved on the rear wheel axle 621. One end of the connecting rod 762 abuts against the adjustment seat 761, and the other end extends into the communication hole 2621 and is connected to the communication hole 2621. The locking member 763 is installed on the connecting rod 762, and one end abuts against the side wall of the mounting groove 262 for limiting the connecting rod 762.

[0131] Please refer to Figure 15 and Figure 16 , the motorcycle 100 further includes a chain 27. When the chain 27 is too loose and needs to be adjusted, first loosen the locking member 763, and then adjust the connecting rod 762 so that the connecting rod 762 moves away from the communication hole 2621 to push the adjustment seat 761 to move; when the rear wheel axle 621 moves to a suitable position, lock the locking member 763 to fix the position of the connecting rod 762, thereby fixing the wheelbase between the rear wheel 62 and the front wheel 61.

[0132] The connecting rod 762 includes an abutting portion 7621 and a connecting portion 7622. The abutting portion 7621 is located at one end of the connecting rod 762 and abuts against the adjustment seat 761. One end of the connecting portion 7622 is connected to the abutting portion 7621, and the other end extends into the communication hole 2621. The locking member 763 is installed on the connecting portion 7622. Among them, the connecting portion 7622 is threadedly connected to the communication hole 2621, and the locking member 763 is threadedly connected to the connecting portion 7622. In this way, the adjustment method is simple, time-saving and labor-saving, and the wheelbase can be adjusted only by rotating the connecting rod 762 and the locking member 763.

[0133] The motorcycle 100 further includes a fourth fastener 764. The fourth fastener 764 is installed on the rear wheel axle 621 and is located on the side of the adjustment seat 761 away from the braking assembly 251 to lock the adjustment seat 761, the rear swing arm 26 and the braking assembly 251.

[0134] Such as Figure 15 , Figure 16 , Figure 20As shown, the rear mudguard assembly 70 includes a mounting bracket 71 and a rear mudguard 72. The mounting bracket 71 is connected to the braking assembly 251, and the rear mudguard 72 is installed at one end of the mounting bracket 71 away from the braking assembly 251.

[0135] As Figures 17 to 18 shown, the mounting bracket 71 is provided with a first connection point 711, a second connection point 712 and a third connection point 713, and the mounting bracket 71 is connected to the braking assembly 251 through the first connection point 711, the second connection point 712 and the third connection point 713.

[0136] Among them, the first connection point 711, the second connection point 712 and the third connection point 713 are arranged in a triangle. The triangle has the characteristic of stability, which can make the installation of the mounting bracket 71 more stable, firm and pressure-resistant, thereby strengthening the firmness of the connection.

[0137] Of course, other numbers of connection points can also be provided on the mounting bracket 71 to connect the rear mudguard assembly 70 and the braking assembly 251.

[0138] Please refer to Figure 19 , the motorcycle 100 also includes a rear turn signal 80. Currently, the rear turn signal 80 is directly installed on the rear mudguard 72. During the driving of the motorcycle 100, the rear wheel 62 will bounce with the road conditions. At this time, the rear mudguard 72 will bounce with the rear wheel 62, thereby driving the rear turn signal 80 to bounce. In this way, the vibration brought by the rear wheel 62 to the rear turn signal 80 is extremely large, and the problem of breakage of the rear turn signal 80 is likely to occur.

[0139] Please refer to Figure 20 , the rear mudguard assembly 70 also includes an adapter plate 73 and a shock absorption assembly 74. The rear turn signal 80 is installed on the adapter plate 73. The adapter plate 73 is installed on one side of the rear mudguard 72 close to the wheel assembly 60. The shock absorption assembly 74 passes through the rear mudguard 72 and the adapter plate 73, connects the adapter plate 73 and the rear mudguard 72, and at least part of the shock absorption assembly 74 is located between the rear mudguard 72 and the adapter plate 73.

[0140] By installing the rear turn signal 80 on the adapter plate 73 and through the shock absorption effect of the shock absorption assembly 74, the vibration transmitted from the rear mudguard 72 to the adapter plate 73 can be greatly reduced, thereby reducing the vibration transmitted to the rear turn signal 80 to improve the stability of the installation of the rear turn signal 80.

[0141] Among them, the adapter plate 73 includes a side plate 731, and the turn signal is installed on the side plate 731.

[0142] Please refer to Figure 20, the shock absorption assembly 74 includes a vibration isolation member 741 and a third locking member 744. The third locking member 744 passes through the adapter plate 73 and the rear fender 72 to mount the adapter plate 73 on the rear fender 72. The vibration isolation member 741 passes through the adapter plate 73 and is sleeved outside the third locking member 744, and at least part of it is located between the adapter plate 73 and the rear fender 72, so as to form a gap between the adapter plate 73 and the rear fender 72. Thereby reducing the vibration transmitted from the rear fender 72 to the adapter plate 73.

[0143] The vibration isolation member 741 includes a vibration isolation block 742 and a vibration isolation sleeve 743. The vibration isolation sleeve 743 is sleeved outside at least part of the third locking member 744, and one end of the vibration isolation sleeve 743 abuts against the third locking member 744, and the other end abuts against the rear fender 72. The vibration isolation block 742 is sleeved outside the vibration isolation sleeve 743, and one end of the vibration isolation block 742 abuts against the vibration isolation sleeve 743, and the other end abuts against the rear fender 72. The settings of the vibration isolation block 742 and the vibration isolation sleeve 743 can reduce the vibration transmitted from the rear fender 72 to the adapter plate 73 and the vibration transmitted from the third locking member 744 to the adapter plate 73.

[0144] The vibration isolation block 742 is provided with a first buffer portion 7421 and a second buffer portion 7422. The first buffer portion 7421 is formed at one end of the vibration isolation block 742 away from the rear fender 72 and is located between the vibration isolation sleeve 743 and the adapter plate 73. The second buffer portion 7422 is formed at one end of the vibration isolation block 742 close to the rear fender 72 and is located between the adapter plate 73 and the rear fender 72.

[0145] The second buffer portion 7422 is located between the rear fender 72 and the adapter plate 73, which can prevent the vibration of the rear fender 72 from being directly transmitted to the adapter plate 73. One end of the third locking member 744 away from the rear fender 72 abuts against the vibration isolation sleeve 743, which can prevent the vibration of the rear fender 72 from being transmitted to the adapter plate 73 through the third locking member 744. Thereby effectively weakening the transmission of vibration and ensuring the stability of the turn signal installation.

[0146] Wherein, part of the adapter plate 73 is inserted between the first buffer portion 7421 and the second buffer portion 7422 to realize the stable connection between the adapter plate 73 and the vibration isolation member 741 and enhance the vibration isolation effect.

[0147] The vibration isolation member 741 is made of rubber material. The rubber material has good shock absorption effect and large elasticity, and has an obvious vibration isolation effect on the adapter plate 73. Of course, the vibration isolation member 741 can also adopt components of other materials as long as the same shock absorption effect can be achieved, such as silicone material.

[0148] Optionally, the number of shock absorption components 74 is four, and the four shock absorption components 74 are arranged in a trapezoid. In this way, the shock absorption effect can be further improved, the vibration transmitted to the adapter plate 73 can be reduced, so as to reduce the vibration transmitted to the rear turn signal 80 and avoid the damage problem of the rear turn signal 80. At the same time, the installation between the adapter plate 73 and the rear mudguard 72 can be made more stable and firm.

[0149] Of course, the number of shock absorption components 74 can also be other numbers, such as two, three, five or more. And they can be installed according to actual needs as long as the same effect can be achieved.

[0150] The shape of the adapter plate 73 is adapted to the shape of the rear mudguard 72, so as to facilitate the installation between the adapter plate 73 and the rear mudguard 72. The material of the adapter plate 73 is plastic, which is easy to process and form, and the plastic adapter plate 73 is light in weight and easy to install on the rear mudguard 72.

[0151] Please refer to Figure 21 and Figure 22 , the motorcycle 100 further includes a license plate 81, and the license plate 81 is installed on the side of the rear mudguard 72 away from the wheel assembly 60. There are at least two mounting points 811 on the license plate 81, at least one of the mounting points 811 is arranged near the upper side of the license plate 81, and at least one of the mounting points 811 is arranged near the lower side of the license plate 81.

[0152] In the prior art, only the upper part of the license plate is fixed, so that the lower part of the license plate is in a suspended state. When the vibration of the rear mudguard is too large, it will cause the problem of the license plate breaking. The setting of this application can avoid the lower part of the license plate 81 being in a suspended state and improve the stability of the license plate 81.

[0153] The motorcycle 100 further includes a buffer 821, and the buffer 821 is located between the license plate 81 and the rear mudguard 72 and is installed on the mounting point 811 near the lower side of the license plate 81. The buffer 821 can reduce the vibration transmitted from the rear mudguard 72 to the license plate 81 and avoid the license plate 81 from breaking.

[0154] Wherein, the buffer 821 is bonded to the rear mudguard 72 and the license plate 81 respectively to facilitate the installation of the license plate 81. Just press the buffer 821 on the rear mudguard 72 and then press the license plate 81 on the buffer 821, and the license plate 81 can be installed on the rear mudguard 72, and the installation is simple and the fitting degree is relatively high.

[0155] The buffer member 821 is a mushroom snap. Since the mushroom snap is mainly composed of polyolefin and has a soft material and shock-absorbing characteristics, it can effectively reduce the transmission of vibration. At the same time, due to the double-sided adhesive characteristic of the mushroom snap itself, it can be quickly installed and disassembled, making the installation of the license plate 81 more convenient. Moreover, the mushroom snap can be reused, thus reducing costs. Of course, optionally, the buffer member 821 can also be set as other components as long as the same effect can be achieved.

[0156] Optionally, the upper side of the license plate 81 is installed on the rear fender 72 through two third fasteners 822. The lower side of the license plate 81 is installed on the rear fender 72 through the buffer member 821.

[0157] Among them, the two third fasteners 822 and the buffer member 821 are arranged in a triangular shape, so as to enhance the firmness of the installation of the license plate 81.

[0158] Of course, optionally, the positions and quantities of the third fasteners 822 and the buffer member 821 can be set according to actual needs as long as the same effects of avoiding suspension and shock absorption can be achieved.

[0159] Such as Figure 1 、 Figure 23 and Figure 28 As shown, the motorcycle 100 further includes a seat 831 and a rear floor assembly 832. The rear floor assembly 832 is at least partially connected to the frame 25 and is used to carry the seat 831.

[0160] Please continue to refer to Figure 23 , the motorcycle 100 further includes a protection box 851 and a shock-absorbing cover 852. The protection box 851 is used to accommodate electrical components, and relays, fuse boxes, etc. are integrally installed in the protection box 851. The protection box 851 is generally installed on the rear floor assembly 832. The shock-absorbing cover 852 is sleeved on the circumference of the protection box 851 and fits on the protection box 851. Among them, the shock-absorbing cover 852 can be connected to the rear floor assembly 832 to install the protection box 851 on the rear floor assembly 832.

[0161] Currently, the protection box is installed on the rear floor assembly through the installation points of the protection box itself. However, since the installation points on the protection box are fixed, it is not easy to assemble many vehicle models, and there is no suitable structure to adapt to the installation of the protection box. Moreover, the vibration of the vehicle body will also have an adverse impact on the components in the protection box, and problems such as fuse failure may occur.

[0162] In this application, by providing a shock-absorbing cover 852, the adapter function of the shock-absorbing cover 852 enables the motorcycle 100 to install the protection box 851 on the motorcycle 100 without the need to adapt to the installation points on the protection box 851, facilitating the installation of the protection box 851. Moreover, the space utilization rate is high, and the protection box 851 can be installed at the places on the motorcycle 100 that need to be installed, not limited to being installed on the rear floorboard assembly 832, making the installation method more diverse. At the same time, the shock-absorbing cover 852 can also play a shock-absorbing role, reducing the vibration transmitted from the vehicle body to the protection box 851.

[0163] The shock-absorbing cover 852 is made of soft rubber material. Due to the elastic property of the soft rubber material, after being sleeved on the protection box 851, it can fit tightly with the protection box 851. Moreover, the installation is convenient. By applying an external force to expand the shock-absorbing cover 852, it can be tightly fitted with the protection box 851 through the elastic force of the shock-absorbing cover 852 itself. At the same time, it can achieve a shock-absorbing effect.

[0164] Of course, the shock-absorbing cover 852 can also be made of other materials as long as the same effect can be achieved. For example, the shock-absorbing cover 852 is made of rubber material or silicone material.

[0165] The shape of the shock-absorbing cover 852 is adapted to the shape of the protection box 851, facilitating tight fitting, so that the protection box 851 can be stably installed on the motorcycle 100.

[0166] Please refer to Figure 24 , the shock-absorbing cover 852 and the rear floorboard assembly 832 are connected by snap fit. Among them, a slot 8521 is provided on the shock-absorbing cover 852, and a plug-in member 84 is provided on the rear floorboard assembly 832. The plug-in member 84 can be inserted into the slot 8521 and fixedly connected to the slot 8521, thereby installing the protection box 851 on the rear floorboard assembly 832, which is convenient for installation.

[0167] By providing a slot 8521 on the shock-absorbing cover 852 and cooperating with the plug-in member 84 on the vehicle body, the protection box 851 can be installed at the places on the motorcycle 100 that need to be installed, making the installation method more diverse and the space utilization rate high.

[0168] The plug-in member 84 is provided with an anti-disengagement portion 841 and a support portion 842. The support portion 842 is located at one end of the plug-in member 84 close to the rear floorboard assembly 832, and the anti-disengagement portion 841 is located at one end of the plug-in member 84 far from the rear floorboard assembly 832. The shock-absorbing cover 852 is located between the anti-disengagement portion 841 and the support portion 842, and one end of the shock-absorbing cover 852 abuts against the anti-disengagement portion 841, and the other end abuts against the support portion 842. Thus, it can be avoided that the shock-absorbing cover 852 moves or disengages due to vibration, making the installation of the shock-absorbing cover 852 more stable, thereby improving the firmness of the installation of the protection box 851.

[0169] During the installation process, first, the shock absorber cover 852 is sleeved outside the protection box 851 and closely fitted to the protection box 851. Then, the protection box 851 and the shock absorber cover 852 that are connected as a whole are snap-fitted with the plug-in connector 84, thereby realizing the installation of the protection box 851.

[0170] Please refer to Figure 25 and Figure 26 , the motorcycle 100 further includes a fuel tank 861 and a heat insulation plate 862. The fuel tank 861 is installed on the frame assembly 20 and at least partially located above the power source 30. The heat insulation plate 862 is at least partially located between the fuel tank 861 and the frame assembly 20, and can bear the fuel tank 861 and is respectively connected to the fuel tank 861 and the frame assembly 20.

[0171] By providing the heat insulation plate 862, on the one hand, when the power source 30 is operating, it will generate a large amount of heat. The heat insulation plate 862 can play a heat insulation role to prevent the heat generated by the power source 30 from being directly transferred to the fuel tank 861 and avoid the temperature of the fuel tank 861 from being too high. On the other hand, since the fuel tank 861 is a component made of iron, it is relatively difficult to process installation points 811 on the fuel tank 861 and then connect it to the exterior trim 869. By providing the heat insulation plate 862, the heat insulation plate 862 itself can provide installation points and is more easily connected to the exterior trim 869, avoiding processing installation points on the fuel tank 861, thereby improving the assembly convenience. Among them, the exterior trim 869 is a component such as a fuel tank guard plate.

[0172] The material of the heat insulation plate 862 is a plastic material, which is convenient for processing and forming, and the plastic heat insulation plate 862 is light in weight and convenient for installation on the frame assembly 20. The shape of the heat insulation plate 862 is adapted to the fuel tank 861 to ensure that it can cover the bottom of the fuel tank 861 in a large area and effectively insulate heat.

[0173] Please refer to Figure 25 and Figure 26 , a plurality of through holes 8621 are formed in the heat insulation plate 862 to avoid components such as the fuel tank oil pump port and sensors. Reinforcing ribs 8623 are formed at the through holes 8621, which can improve the structural strength.

[0174] Please refer to Figure 27 , the motorcycle 100 further includes a plurality of first connecting pieces 863. The plurality of first connecting pieces 863 are located between the fuel tank 861 and the heat insulation plate 862 and are respectively connected to the fuel tank 861 and the heat insulation plate 862.

[0175] The first connecting piece 863 is formed with a first connecting section 8631, a second connecting section 8632 and a convex section 8633. The convex section 8633 is located between the first connecting section 8631 and the second connecting section 8632 and is respectively connected to the first connecting section 8631 and the second connecting section 8632. The fuel tank 861 is respectively connected to the first connecting section 8631 and the second connecting section 8632. The first connecting piece 863 protrudes away from the fuel tank 861 to form the convex section 8633, and the convex section 8633 is connected to the heat insulation plate 862 to realize the installation of the fuel tank 861 and the heat insulation plate 862.

[0176] Please continue to refer to Figure 27 , the heat insulation plate 862 includes a main board 864 and connecting rib plates 865. At least part of the main board 864 is located between the fuel tank 861 and the frame assembly 20. The connecting rib plates 865 are installed on the main board 864, are located on both sides of the fuel tank 861, and are respectively connected to the fuel tank 861 and the exterior trim 869.

[0177] The motorcycle 100 further includes a plurality of second connecting pieces 866. The plurality of second connecting pieces 866 are respectively located between the fuel tank 861 and the connecting rib plates 865 and are respectively connected to the fuel tank 861 and the connecting rib plates 865.

[0178] The heat insulation plate 862 includes reinforcing rib plates 867. The reinforcing rib plates 867 are respectively connected to the main board 864 and the connecting rib plates 865 to strengthen the structural strength of the connecting rib plates 865, thereby improving the structural strength of the entire heat insulation plate 862.

[0179] Please refer to Figure 26 and Figure 27 , a first connecting hole 8651 and a second connecting hole 8652 are formed in the connecting rib plate 865. The motorcycle 100 further includes a plurality of fourth locking members 868. The fourth locking members 868 are correspondingly inserted through the first connecting hole 8651 and the second connecting piece 866 to connect the heat insulation plate 862 and the fuel tank 861. The fourth locking members 868 are correspondingly inserted through the exterior trim 869 and the second connecting hole 8652 to install the exterior trim 869 on the heat insulation plate 862.

[0180] A cross frame 28 is installed on the frame assembly 20. A third connecting hole 8622 is formed at one end of the heat insulation plate 862 away from the connecting rib plate 865. The motorcycle 100 further includes a sixth locking member 871. The sixth locking member 871 is correspondingly inserted through the third connecting hole 8622 and the cross frame 28 to connect the heat insulation plate 862 and the frame assembly 20.

[0181] A plurality of fourth connecting holes 8611 are formed at one end of the fuel tank 861 close to the cross frame 28. The motorcycle 100 further includes a fifth locking member 870. The fifth locking member 870 is inserted through the corresponding fourth connecting hole 8611 and the cross frame 28 to connect the fuel tank 861 and the frame assembly 20.

[0182] Please refer to Figure 28 , the motorcycle 100 further includes a shroud 881 and a tail light 883. The rear floor assembly 832 houses components such as a protection box 851. The rear floor assembly 832 is at least partially connected to the frame assembly 20, and the tail light 883 is mounted on the rear floor assembly 832. The seat 831 covers part of the rear floor assembly 832 and the tail light 883, and a gap 89 is formed between the seat 831 and the tail light 883. The shroud 881 is mounted on the frame assembly 20, the shroud 881 is located between the seat 831 and the rear floor assembly 832, and can cover the gap 89 between the seat 831 and the tail light 883.

[0183] In cases such as when cleaning the motorcycle or in rainy weather, since a gap 89 is formed between the seat 831 and the tail light 883, water, dust, etc. will enter, soaking the electrical components and causing malfunctions. The setting of the shroud 881 can cover the gap 89 between the seat 831 and the tail light 883, playing a role in waterproofing and dustproofing. At the same time, it can cover messy cables, etc., thereby improving the aesthetics. And by reducing the gap 89 between the seat 831 and the tail light 883, the shaking of the tail light 883 can be reduced, improving the installation stability.

[0184] The shroud 881 is made of rubber material. Since the rubber material has elasticity, it can produce a large deformation under a very small external force, and the rubber material is relatively soft. In this way, when the shroud 881 is installed between the seat 831 and the rear floor assembly 832, it can fill and cover the gap 89, making the shroud 881 fit more closely with the tail light 883, and can greatly reduce the shaking of the tail light 883.

[0185] Moreover, rubber has the characteristic of shock absorption, which can reduce the transmission of vibration, thereby improving the driving experience of the driver. Of course, the shroud 881 can also be made of other materials as long as the same effect can be achieved. For example, the shroud 881 is made of soft glue material or silicone material.

[0186] Please refer to Figure 28 and Figure 29 , the shroud 881 is protruded with a clamping portion 8811, and a connection groove 29 is opened on the frame assembly 20. The clamping portion 8811 can be clamped into the connection groove 29 to realize the installation of the shroud 881.

[0187] The shroud 881 is provided with a plurality of overlapping members 882. One end of the overlapping member 882 is connected to the shroud 881, and the other end is clamped on the frame assembly 20 to facilitate the fixation of the shroud 881. The overlapping member 882 forms a limiting groove 8822, and the shape of the limiting groove 8822 is adapted to the frame assembly 20. During installation, the limiting groove 8822 is clamped onto the frame assembly 20, facilitating the quick installation of the shroud 881 on the frame assembly 20 and saving installation time.

[0188] The overlapping member 882 includes three overlapping pieces 8821. The three overlapping pieces 8821 are arranged at intervals and connected in sequence, so as to enhance the structural strength of the overlapping member 882. Of course, the number of overlapping pieces 8821 can also be other numbers. For example, an overlapping member 882 is provided with two, four or five overlapping pieces 8821.

[0189] The disassembly and installation of the shield 881 are very convenient. When installing the shield 881, the position of the shield 881 is fixed through the setting of the overlapping member 882. Then, the shield 881 is pressed, and the clamping portion 8811 is snapped into the connection groove 29, so as to install the shield 881 on the frame assembly 20. When it is necessary to disassemble, the shield 881 can be pulled out from the frame assembly 20.

[0190] One end of the shield 881 close to the tail lamp 883 is formed with a fitting flange 8823. The fitting flange 8823 covers the gap 89, so that the shield 881 is closely fitted with the tail lamp 883, greatly reducing the shaking of the tail lamp 883.

[0191] A plurality of through grooves 8824 are formed in the shield 881, which can reduce the weight of the shield 881 and facilitate the installation of the shield 881.

[0192] The technical features of the above embodiments can be combined arbitrarily. For the sake of concise description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered that the scope described in this specification.

[0193] Those of ordinary skill in the art of this technology should recognize that the above embodiments are only used to illustrate the present application, rather than to limit the present application. As long as within the scope of the spirit of the present application, appropriate changes and variations made to the above embodiments fall within the scope claimed by the present application.

Claims

1. A motorcycle, comprising: a frame assembly; a wheel assembly, at least partially connected to the frame assembly; a brake, mounted on the wheel assembly; a rear mudguard assembly, one end of which is mounted on the brake, and the other end of which can cover at least part of the wheel assembly; a rear turn signal, mounted on the rear mudguard assembly; characterized in that the rear mudguard assembly comprises: a rear mudguard, connected to the brake; an adapter plate, mounted on a side of the rear mudguard close to the wheel assembly; a shock absorption assembly, passing through the rear mudguard and the adapter plate, connecting the adapter plate and the rear mudguard, and part of the shock absorption assembly is located between the rear mudguard and the adapter plate; wherein, the rear turn signal is mounted on the adapter plate.

2. The motorcycle according to claim 1, characterized in that the shock absorption assembly comprises: a third locking member, passing through the adapter plate and the rear mudguard; a shock isolation member, passing through the adapter plate and sleeved outside the third locking member, and at least part of the shock isolation member is located between the adapter plate and the rear mudguard, so as to form a gap between the adapter plate and the rear mudguard.

3. The motorcycle according to claim 2, characterized in that the shock isolation member comprises: a shock isolation sleeve, sleeved outside at least part of the third locking member, and one end of the shock isolation sleeve abuts against the third locking member, and the other end abuts against the rear mudguard; a shock isolation block, sleeved outside the shock isolation sleeve, and one end of the shock isolation block abuts against the shock isolation sleeve, and the other end abuts against the rear mudguard.

4. The motorcycle according to claim 3, characterized in that the shock isolation block comprises: a first buffer portion, formed at an end of the shock isolation block away from the rear mudguard and located between the shock isolation sleeve and the adapter plate; a second buffer portion, formed at an end of the shock isolation block close to the rear mudguard and located between the adapter plate and the rear mudguard.

5. The motorcycle according to claim 1, characterized in that the motorcycle further comprises a seat and a rear floor assembly, the rear floor assembly is at least partially connected to the frame and is used for carrying the seat; the motorcycle further comprises: a protection box, used for accommodating electrical components; a shock absorption cover, sleeved on the circumference of the protection box and fitting on the protection box; wherein, the shock absorption cover can be connected to the rear floor assembly to mount the protection box on the rear floor assembly.

6. The motorcycle according to claim 5, characterized in that a card slot is formed on the shock absorption cover, and a plug-in member is provided on the rear floor assembly, and the plug-in member can be inserted into the card slot and connected to the card slot.

7. The motorcycle according to claim 6, characterized in that the plug-in member comprises: a support portion, located at an end of the plug-in member close to the rear floor assembly; an anti-disengagement portion, located at an end of the plug-in member away from the rear floor assembly; wherein, the shock absorption cover is located between the anti-disengagement portion and the support portion, and one end of the shock absorption cover abuts against the support portion, and the other end abuts against the anti-disengagement portion.

8. The motorcycle according to claim 1, characterized in that The motorcycle further includes a license plate, which is mounted on a side of the rear mudguard away from the wheel assembly; at least two mounting points are included on the license plate, and at least one of the mounting points is disposed near the upper side of the license plate, and at least one of the mounting points is disposed near the lower side of the license plate.

9. The motorcycle according to claim 8, wherein, the motorcycle further includes: a buffer member, which is located between the license plate and the rear mudguard and is mounted on the mounting point.

10. The motorcycle according to claim 9, wherein, the buffer member is adhesively bonded to the rear mudguard and the license plate respectively.

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