motorcycle

Abstract

The present invention relates to the technical field of motorcycles, and in particular to a motorcycle. The motorcycle includes a frame assembly and a power source, wherein a first mounting position and a second mounting position are provided on the front end of the power source; the motorcycle also includes a connecting structure, a first connecting frame and a second connecting frame, wherein the connecting structure is provided on the frame assembly; the first connecting frame is located at the front end of the power source, and one end of the first connecting frame is connected to the first mounting position, and the other end of the first connecting frame is connected to the connecting structure; the second connecting frame is located at the front end of the power source, and one end of the second connecting frame is connected to the second mounting position, and the other end of the second connecting frame is connected to the connecting structure. When the power source vibrates, due to the different resonant frequencies and waveforms of the vibrations transmitted from the first mounting position and the second mounting position, the vibrations can be partially offset at the connecting structure to reduce the vibrations transmitted from the power source to the frame assembly, thereby reducing the vibrations of the entire vehicle and improving the riding comfort of the vehicle.

Description

Technical Field

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

[0002] Currently, there are two common approaches to motorcycle engine placement: The first approach involves mounting the engine directly on the frame without providing a separate engine mounting structure. The second approach involves providing a mounting bracket with one end connected to the upper or lower end of the engine and the other end connected to the frame, thereby achieving a fixed engine installation.

[0003] However, with the existing engine mounting method, when the engine generates vibration during operation, in method one, the engine vibration is directly transmitted to the frame, causing strong vibration of the entire vehicle. In method two, the engine vibration is transmitted to the mounting bracket and then to the frame through the mounting bracket, which also causes excessive vibration of the frame and, in turn, the entire vehicle to vibrate significantly, affecting riding comfort. Summary of the Invention

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

[0005] A motorcycle comprises: a frame assembly; a power source, at least partially connected to the frame assembly, the power source comprising a front end and a rear end, a first mounting position and a second mounting position being provided on the front end of the power source; the motorcycle further comprises: a connecting structure, provided on the frame assembly and located relatively to the front end of the power source; a first connecting frame, located at the front end of the power source, one end of the first connecting frame being connected to the first mounting position, and the other end of the first connecting frame being connected to the connecting structure; a second connecting frame, located at the front end of the power source, one end of the second connecting frame being connected to the second mounting position, and the other end of the second connecting frame being connected to the connecting structure.

[0006] In the present application, the front end of the power source is connected to the frame assembly using a two-point connection method, namely, the first and second mounting locations of the power source are connected to the connection structure of the frame assembly. When the power source vibrates, the vibrations transmitted from the first and second mounting locations have different resonant frequencies and waveforms. Therefore, the vibrations transmitted from the first and second mounting locations can be partially offset at the connection structure, thereby reducing the vibration transmitted from the power source to the frame assembly, which helps to reduce the vibration of the entire vehicle and thus improve the riding comfort of the vehicle.

[0007] Furthermore, the connection structure includes: a first fastener, which passes through the frame assembly and the second connecting frame and connects the frame assembly to the second connecting frame; a buffer assembly, which is sleeved on the first fastener, and the end of the first connecting frame away from the power source is connected to the buffer assembly.

[0008] With this arrangement, the vibration of the power source can be transmitted to the buffer assembly through the first connecting frame, partially blocked by the buffer assembly, and then transmitted to the frame assembly, thereby further reducing the vibration transmitted from the power source to the frame assembly.

[0009] Furthermore, the buffer assembly includes: a sleeve, which is sleeved on the first fastener, and the end of the first connecting frame away from the power source is connected to the sleeve; and a buffer unit, which is sleeved on the first fastener and at least partially located in the sleeve.

[0010] Such an arrangement can improve the structural strength.

[0011] Furthermore, the buffer unit includes: a bushing located in the sleeve and sleeved on the first fastener; a first shock-absorbing pad extending into the sleeve from one end of the sleeve and sleeved on at least part of the outside of the bushing; a second shock-absorbing pad extending into the sleeve from an end of the sleeve away from the first shock-absorbing pad and sleeved on at least part of the outside of the bushing.

[0012] With this arrangement, vibrations from the power source can be transmitted through the first connecting frame to the sleeve, then through the sleeve to the first and second shock-absorbing pads, then from the first and second shock-absorbing pads to the bushing, then from the bushing to the first fastener, and finally from the first fastener to the frame assembly. This further reduces vibrations transmitted from the power source to the frame assembly, improving riding comfort.

[0013] Furthermore, a first step is formed at one end of the first shock-absorbing pad, and the end of the first shock-absorbing pad away from the first step extends into the sleeve, and the first step abuts against one end of the sleeve; a second step is formed at one end of the second shock-absorbing pad, and the end of the second shock-absorbing pad away from the second step extends into the sleeve, and the second step abuts against the other end of the sleeve.

[0014] Thus, the first shock-absorbing pad can, on the one hand, enable one end of the first shock-absorbing pad to abut against the end of the sleeve for easy installation, and on the other hand, can prevent the sleeve from directly transmitting vibration to the second connecting frame, further reducing the transmission of vibration.

[0015] Furthermore, the buffer unit also includes: a first gasket, which is sleeved outside the bushing and respectively abuts against the first shock-absorbing pad and the second connecting frame; a second gasket, which is sleeved outside the bushing and respectively abuts against the second shock-absorbing pad and the second connecting frame.

[0016] In this manner, the arrangement of the first gasket and the second gasket can enhance the shock absorption effect, reduce the vibration transmitted to the second connecting frame, and thus further reduce the vibration transmitted from the power source to the frame assembly.

[0017] Furthermore, the second mounting position includes a first mounting point and a second mounting point; the second connecting frame includes: a first frame body, one end of which is connected to the first mounting point, and the other end is connected to the first fastener; a second frame body, one end of which is connected to the second mounting point, and the other end is connected to the first fastener; wherein the buffer assembly is located between the first frame body and the second frame body.

[0018] With this arrangement, when the power source vibrates, some of the vibration is transmitted through the first and second frames toward the buffer assembly, while some is transmitted through the first mounting bracket to both ends of the buffer assembly. Because the vibrations transmitted from the first and second mounting positions have different resonant frequencies and waveforms, the vibrations transmitted from the first and second mounting brackets are partially offset at the buffer assembly, thereby reducing the vibration transmitted from the power source to the frame assembly.

[0019] Furthermore, the first shock-absorbing pad and the second shock-absorbing pad are both made of rubber.

[0020] With this arrangement, the rubber has a good shock absorption effect and high elasticity.

[0021] Furthermore, the motorcycle also includes: a wire hook, which is located at the front end of the power source and is detachably mounted on the frame assembly, and is used for passing and limiting the wire member.

[0022] Such arrangement facilitates installation and disassembly.

[0023] Furthermore, the wire hook includes: a first limiting portion, which is detachably mounted on the frame assembly; a second limiting portion, which is connected to the first limiting portion, and at least a portion of the second limiting portion is spaced apart from the first limiting portion; and the linear member passes through the first limiting portion and the second limiting portion in sequence.

[0024] Such an arrangement can enhance its own structural strength and rigidity.

[0025] Compared to the prior art, the present invention provides a motorcycle in which the front end of the power source is connected to the frame assembly using a two-point connection method. Specifically, the first and second mounting locations of the power source are connected to a connection structure of the frame assembly. When the power source vibrates, the vibrations transmitted from the first and second mounting locations have different resonant frequencies and waveforms. This allows the vibrations transmitted from the first and second mounting locations to be partially offset at the connection structure, thereby reducing the vibration transmitted from the power source to the frame assembly. This helps reduce vibration of the entire vehicle, thereby improving riding comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 A schematic diagram of the structure of the motorcycle provided for this application;

[0027] Figure 2 A schematic diagram of a portion of the structure of the power source and frame assembly provided in this application;

[0028] Figure 3 for Figure 2 Exploded diagram of the connection structure;

[0029] Figure 4 A graph showing the variation of experimental data obtained from a motorcycle handlebar test provided by this application;

[0030] Figure 5 A graph showing the variation of experimental data obtained from testing at the front mounting seat of the vehicle frame provided in this application;

[0031] Figure 6 A schematic diagram of the structure of the wire hook and frame assembly provided in this application;

[0032] Figure 7 A schematic diagram of the structure of the wire hook provided in this application;

[0033] Figure 8 A schematic diagram of the structure of the radiator provided in this application;

[0034] Figure 9 for Figure 8 A partial enlarged view of point A in the middle;

[0035] Figure 10 A left side view of the radiator provided for this application;

[0036] Figure 11 A schematic diagram of the structure of the radiator, guard plate assembly and frame assembly provided in this application;

[0037] Figure 12 A schematic diagram of the structure of the guard plate assembly provided for this application;

[0038] Figure 13 for Figure 12 Exploded diagram;

[0039] Figure 14 for Figure 12 Exploded view from another perspective;

[0040] Figure 15 A schematic diagram of a portion of the structure of the motorcycle provided for this application;

[0041] Figure 16 for Figure 15 A partial enlarged view of point B in the middle;

[0042] Figure 17 A schematic diagram of a portion of the structure of the motorcycle provided for this application;

[0043] Figure 18 for Figure 17 A partial enlarged view of point C in the middle;

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

[0045] Figure 20 for Figure 19 Exploded diagram;

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

[0047] Figure 22 for Figure 21 Exploded diagram;

[0048] Figure 23 A schematic diagram of a portion of the structure of the motorcycle provided for this application;

[0049] Figure 24 for Figure 23 Exploded diagram;

[0050] Figure 25 Schematic diagram of the structure of the fuel tank, heat shield, frame assembly and power source provided for this application;

[0051] Figure 26 for Figure 25 Exploded diagram;

[0052] Figure 27 It is a schematic diagram of the structure of the heat shield and frame components;

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

[0054] Figure 29 This is a schematic structural diagram of the protective cover provided in this application. DETAILED DESCRIPTION

[0055] The following will be combined with the accompanying drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0056] See also Figure 1 The present application provides a motorcycle 100, which includes a body panel 10, a frame assembly 20, a power source 30, a suspension assembly 50, and a wheel assembly 60. The body panel 10 is connected to the frame assembly 20. The wheel assembly 60 is connected to the frame assembly 20 via the suspension assembly 50. The power source 30 is at least partially connected to the frame assembly 20.

[0057] In order to clearly illustrate the technical solution of this application, the following are also defined: Figure 1 Front, back, left, right, top and bottom sides shown.

[0058] See also 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, and a first mounting position 31 and a second mounting position 32 are provided at the front end of the power source 30. The connecting structure 23 is provided on the frame assembly 20 and is located relative to 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, and 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 generates vibration during operation, the vibration of the power source 30 can be transmitted to the connection structure 23 of the frame assembly 20 via the first connecting frame 21. The vibration of the power source 30 can also be transmitted to the connection structure 23 of the frame assembly 20 via the second connecting frame 22. Furthermore, the vibration transmitted by the first connecting frame 21 and the vibration transmitted by the second connecting frame 22 can offset some of the vibration at the connection structure 23, thereby reducing the vibration transmitted from the power source 30 to the frame assembly 20, thereby reducing the vibration of the entire vehicle and improving the riding comfort of the vehicle.

[0060] The front end of the existing power source is connected to the frame assembly via a single-point connection. This means that one end of the connecting bracket is connected to a mounting point at the front end of the engine, and the other end is connected to the frame assembly. With this connection, when the power source generates vibration during operation, the vibration is transmitted entirely to the frame assembly through the connecting bracket connected to the mounting point. This results in significant vibration in the frame assembly, which in turn causes significant ride vibration and affects riding comfort.

[0061] In the present application, the front end of the power source 30 is connected to the frame assembly 20 using 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 connection structure 23 of the frame assembly 20. When the power source 30 vibrates, because the vibrations transmitted from the first mounting position 31 and the second mounting position 32 have different resonant frequencies and waveforms, the vibrations transmitted from the first mounting position 31 and the second mounting position 32 can be partially offset at the connection structure 23, thereby reducing the vibrations transmitted from the power source 30 to the frame assembly 20.

[0062] This application conducts experiments based on the same model of motorcycle 100. In Experimental Scheme 1, the connection between the power source 30 and the frame assembly 20 is a single-point connection method, while in Experimental Scheme 2, the connection between the power source 30 and the frame assembly 20 is a two-point connection method of this application. The power source 30 in this application is primarily an engine.

[0063] Under the same engine speed change conditions, the vibration acceleration at the same location is tested. The lower the vibration acceleration at that location, the lower the vibration intensity. The frame assembly 20 includes the frame 25. The test locations in this application are the handlebars 101 of the motorcycle 100 and the front mounting bracket of the frame 25. Curve Y1 represents the test results for Experimental Scheme 1, and curve Y2 represents the test results for Experimental Scheme 2.

[0064] For detailed experimental results, please refer to Figure 4 and Figure 5 In the figure, the horizontal axis is the engine speed and the vertical axis is the vibration acceleration.

[0065] See also Figure 4 , an experiment is conducted on the handlebar 101 of the motorcycle 100: the change curve Y1 and the change curve Y2 both represent the change in the vibration acceleration at the handlebar 101 as the engine speed increases. Figure 4 As can be seen, curve Y2 is flatter than curve Y1. That is, as the engine speed increases, the vibration acceleration reflected in curve Y2 gradually decreases compared to that reflected in curve Y1. This means that the vibration intensity at handlebar 101 is lower when the two-point connection is used than when the single-point connection is used.

[0066] Specifically, when the engine speed is 10100 rpm, the change curve Y1 has a vibration acceleration value of 17 in the X direction, 6 in the Y direction, and 4 in the Z direction. Here, 17 represents the vibration acceleration magnitude in the X-axis direction at the steering wheel 101, 6 represents the vibration acceleration magnitude in the Y-axis direction at the steering wheel 101, and 4 represents the vibration acceleration magnitude in the Z-axis direction at the steering wheel 101.

[0067] Change curve Y2: The vibration acceleration value 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 vibration acceleration magnitude in the X-axis direction at the direction handle 101, 3 represents the vibration acceleration magnitude in the Y-axis direction at the direction handle 101, and 1 represents the vibration acceleration magnitude in the Z-axis direction at the direction handle 101.

[0068] It can be seen that the two-point connection method has a significant shock-absorbing effect on the vibration of the handlebar 101 compared to the existing single-point connection method.

[0069] See also Figure 5, the experiment was conducted at the front mounting seat of the frame 25: the change curve Y1 and the change curve Y2 both represent the change in the vibration acceleration at the front mounting seat of the frame 25 as the engine speed increases. Figure 5 It can be seen that curve Y2 changes more gradually than curve Y1. That is, as the engine speed increases, the vibration acceleration reflected in curve Y2 gradually decreases compared to that reflected in curve Y1. In other words, the vibration intensity at the front mounting seat of frame 25 is lower when a two-point connection is used than when a single-point connection is used.

[0070] Specifically, when the engine speed is 10100 rpm, the variation curve Y1 shows a vibration acceleration value of 13 in the X direction, 17 in the Y direction, and 11 in the Z direction. Here, 13 represents the vibration acceleration magnitude in the X-axis direction at the front mounting base of the frame 25, 17 represents the vibration acceleration magnitude in the Y-axis direction at the front mounting base of the frame 25, and 11 represents the vibration acceleration magnitude in the Z-axis direction at the front mounting base of the frame 25.

[0071] Curve Y2: The vibration acceleration values ​​in the X direction are 9, 15, and 7, respectively. The value 9 represents the vibration acceleration in the X-axis direction at the front mounting base of the frame 25, the value 15 represents the vibration acceleration in the Y-axis direction at the front mounting base of the frame 25, and the value 7 represents the vibration acceleration in the Z-axis direction at the front mounting base of the frame 25.

[0072] It can be seen that the two-point connection method has a significant shock-absorbing effect on the vibration at the front mounting seat of the frame 25 compared to the existing single-point connection method.

[0073] In summary, since smaller vibration acceleration indicates smaller vibration intensity, the experimental results show that the two-point connection method in this application has a significant damping effect on vehicle vibration compared to the existing single-point connection method.

[0074] Furthermore, the first mounting position 31 and the second mounting position 32 are connected to the frame assembly 20 via the first connecting frame 21 and the second connecting frame 22 respectively, which can make the assembly of the power source 30 and the frame assembly 20 more secure and the structure more stable, thereby improving the installation stability of the entire 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 using 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] Since the power source 30 itself has multiple installation positions due to structural design requirements, the first installation position 31 and the second installation position 32 can also be other positions as long as the same effect as in the present application can be achieved.

[0077] See also Figure 2 and Figure 3 The connection structure 23 includes a first fastener 231 and a buffer assembly 232. The first fastener 231 is disposed through the frame assembly 20 and the second connecting frame 22, and connects the frame assembly 20 to the second connecting frame 22. The buffer assembly 232 is sleeved on the first fastener 231, and the end of the first connecting frame 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 frame 21, partially blocked by the buffer assembly 232, and then transmitted to the frame assembly 20, thereby further reducing the vibration transmitted from the power source 30 to the frame assembly 20.

[0079] The buffer assembly 232 includes a sleeve 233 and a buffer unit 234. The sleeve 233 is mounted on the first fastener 231, and the end of the first connecting frame 21 away from the power source 30 is connected to the sleeve 233. The buffer unit 234 is mounted on the first fastener 231 and is at least partially located within the sleeve 233. The sleeve 233 and the first connecting frame 21 are both made of steel, which has high strength, good overall rigidity, and strong resistance to deformation, thereby enhancing structural strength.

[0080] The buffer unit 234 includes a bushing 2341, a first shock-absorbing pad 2342, and a second shock-absorbing pad 2344. The bushing 2341 is located within the sleeve 233 and is mounted on the first fastener 231. The first shock-absorbing pad 2342 extends into the sleeve 233 from one end and is mounted over at least a portion of the bushing 2341. The second shock-absorbing pad 2344 extends into the sleeve 233 from an end of the sleeve 233 away from the first shock-absorbing pad 2342 and is mounted over at least a portion 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 frame 21, and then to the first shock-absorbing pad 2342 and the second shock-absorbing pad 2344 through the sleeve 233. Then, it is transmitted from the first shock-absorbing pad 2342 and the second shock-absorbing pad 2344 to the bushing 2341, and then from the bushing 2341 to the first fastener 231, and finally from the first fastener 231 to the frame assembly 20. The provision of the first shock-absorbing pad 2342 and the second shock-absorbing pad 2344 outside the bushing 2341 can enhance the shock absorption effect and reduce the vibration transmitted from the sleeve 233 to the first fastener 231, thereby further reducing the vibration transmitted from the power source 30 to the frame assembly 20, thereby improving the riding comfort of the vehicle.

[0082] A first step 2343 is formed at one end of the first shock-absorbing pad 2342. The end of the first shock-absorbing 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. A second step 2345 is formed at one end of the second shock-absorbing pad 2344. The end of the second shock-absorbing 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 first shock-absorbing pad 2342 can, on the one hand, allow one end of the first shock-absorbing pad 2342 to abut against the end of the sleeve 233 for easy installation, and on the other hand, can prevent the sleeve 233 from directly transmitting vibration to the second connecting frame 22, further reducing the transmission of vibration.

[0084] The first shock-absorbing pad 2342 is made of rubber, which has good shock-absorbing effects and high elasticity. Alternatively, the first shock-absorbing pad 2342 can be made of a different material, such as silicone, as long as the same effect is achieved. Furthermore, the first shock-absorbing pad 2342 can also be of other shapes, as long as the same shock-absorbing effect is achieved.

[0085] As an implementation method, the second shock absorbing pad 2344 has the same shape, function, and material as the first shock absorbing pad 2342. It is understandable that the second shock absorbing pad 2344 and the first shock absorbing pad 2342 can also have different structural arrangements as long as they can achieve the shock absorption effect, which will not be described in detail here.

[0086] The buffer unit 234 also includes a first gasket 2346 and a second gasket 2347. The first gasket 2346 is mounted outside the bushing 2341 and abuts against the first shock-absorbing pad 2342 and the second connecting frame 22, respectively. The second gasket 2347 is mounted outside the bushing 2341 and abuts against the second shock-absorbing pad 2344 and the second connecting frame 22, respectively. The provision of the first gasket 2346 and the second gasket 2347 enhances the shock absorption effect, reducing vibration transmitted to the second connecting frame 22, thereby further reducing vibration transmitted from the power source 30 to the frame assembly 20.

[0087] See also 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 221 and a second frame 222. The first frame 221 is connected to the first mounting point 321 at one end and to the first fastener 231 at the other end. The second frame 222 is connected to the second mounting point 322 at one end and to the first fastener 231 at the other end. The buffer assembly 232 is located between the first frame 221 and the second frame 222.

[0088] Because the first frame 221 and the second frame 222 are respectively disposed at opposite ends of the buffer assembly 232, the first connecting frame 21 is connected to the buffer assembly 232. Thus, when the power source 30 vibrates, some of the vibration is transmitted through the first frame 221 and the second frame 222 toward the buffer assembly 232, while some of the vibration is transmitted through the first connecting frame 21 toward both ends of the buffer assembly 232. Because the vibrations transmitted from the first mounting position 31 and the second mounting position 32 have different resonant frequencies and waveforms, the vibrations transmitted from the first connecting frame 21 and the second mounting position are partially offset at the buffer assembly 232, thereby reducing the vibration transmitted from the power source 30 to the frame assembly 20.

[0089] Conventional power sources often feature rubber components at each mounting location to provide shock absorption. However, placing the rubber components directly at the mounting location places them too close to the power source, which in turn creates high temperatures and easily degrades the rubber components, thus reducing their service life. Furthermore, the need for the rubber components increases the space required for the power source mounting location, resulting in a large footprint and high costs.

[0090] The arrangement of the present application can reduce the space requirement for the installation position of the power source 30, and the position of the buffer component 232 is far away from the power source 30, and is not in direct contact with the power source 30; therefore, it is less affected by the temperature of the power source 30, thereby increasing the service life and greatly reducing costs.

[0091] See also Figure 6 The motorcycle 100 further includes a wire hook 24 and a wire 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 passing and positioning the wire member 243. It should be noted that the wire member 243 is a brake handle, an electric wire, or other components.

[0092] Conventionally, both ends of the wire hook are directly welded to the frame assembly. Usually, the brake handle, wires, etc. need to pass through. However, the setting of the wire hook will block the passage, making the installation of the brake handle, wires, etc. inconvenient 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, the brake handle and the like are first passed through the frame assembly 20 and installed, and then the wire hook 24 is installed on the frame assembly 20 to limit its position. In this way, the assembly of the components will not be affected.

[0094] See also 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, and of course, it can also be other components with a locking effect.

[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 part of the second limiting portion 242 is spaced apart from the first limiting portion 241. Wherein, the linear member 243 sequentially passes through the first limiting portion 241 and the second limiting portion 242.

[0096] As an implementation manner, the first limiting portion 241 and the second limiting portion 242 are integrally formed by bending the wire hook 24, and the first limiting portion 241 and the second limiting portion 242 are substantially in a "冂" shape. In this way, the structural strength and stiffness of itself can be enhanced, and wires, cables, etc. are prevented from squeezing the wire hook 24 and causing the wire hook 24 to deform. Only one end of the wire hook 24 of the present application needs to be detachably mounted on the frame assembly 20, so that the use of the first fastener 231 can be reduced, the occupied space can be reduced, and the installation is more convenient.

[0097] Please refer to Figure 8 , the motorcycle 100 further includes a radiator 40, and the radiator 40 cools the power source 30 through a heat exchange function. The power source 30 of the motorcycle 100 generates a high amount of heat during operation, so it is necessary to cool the power source 30 to prevent the power source 30 from failing due to excessive temperature.

[0098] For the heat dissipation of the power source 30 of the motorcycle 100, on the one hand, the heat of the power source 30 is dissipated by the air volume during the running of the vehicle itself. The higher the running speed of the motorcycle 100, the greater the air volume. However, it is difficult for the power source 30 of the motorcycle 100 with a large displacement to meet the heat dissipation requirements only by air volume cooling, and it is necessary to dissipate heat through the radiator 40.

[0099] At least part of the radiator 40 is mounted on the frame assembly 20. At least part of the radiator 40 is connected to the power source 30, and the coolant circulates between the radiator 40 and the power source 30, continuously exchanging heat with the power source 30 to achieve the function of dissipating heat from the power source 30. A fan is provided on the windward side of the radiator 40, and the fan plays a suction role. The fan sucks the air outside the radiator 40 through the radiator 40 and then into the fan, so that the hot water exchanged inside the power source 30 is cooled by the wind and then recycled to the power source 30 to achieve 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 arranged 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 also includes a frame 44 and a baffle 45. The frame 44 is mounted to the frame assembly 20 and positioned between the first header 42 and the second header 43. The fin assembly 41 is mounted on the frame 44. The baffle 45 is located on the side of the frame 44 facing away from the frame assembly 20 and between the power source 30 and the wheel assembly 60. The baffle 45 prevents mud, sand, stones, branches, and the like from intruding into the radiator 40 fan and wiring harness of the motorcycle 100, further enhancing the blocking effect and improving the safety of the motorcycle 100.

[0102] The frame 44 includes an upper panel 441 and a lower panel 442. The upper panel 441 is connected to the frame assembly 20. The lower panel 442 is located on the side of the upper panel 441 away from the frame assembly 20. The heat sink assembly 41 is mounted between the upper panel 441 and the lower panel 442. A baffle 45 is mounted on the lower panel 442 to prevent mud, sand, and rocks from the road from entering the vehicle body, thereby providing protection.

[0103] When motorcycle 100 is traveling on poor road conditions, such as mountain roads or sandy terrain, the rotation of the wheels may throw up rocks and sand on the road, potentially hitting the fan of radiator 40 or the wiring harness inside the vehicle. If rocks or other debris hit the fan blades, they can easily become stuck, significantly reducing the service life of radiator 40. If rocks or other debris hit the wiring harness inside the vehicle, over time, the connectors may loosen, causing motorcycle 100 to stop operating, which could seriously pose a safety hazard.

[0104] Due to the limited appearance of the motorcycle 100, mud and rocks from the front wheel 61 are completely blocked by the front fender 75. However, the mud-blocking effect of the front fender 75 is limited, which can easily cause road mud, sand, and rocks to intrude into the radiator 40 and the motorcycle body. Therefore, the baffle 45 is provided to further enhance the blocking effect, preventing mud, sand, and rocks from intruding into the radiator 40 fan and wiring harness of the motorcycle 100, thereby improving the safety of the motorcycle 100.

[0105] Optionally, the side of the lower side plate 442 away from the heat sink group 41 is folded to form a baffle 45. The structure is simple and the baffle 45 is easy to form.

[0106] Optionally, the side of the lower plate 442 away from the heat sink assembly 41 is folded over to form a flange 443, and the baffle 45 is connected to the flange 443. The flange 443 can serve as a reinforcement, enhancing the structural strength of the lower plate 442. Furthermore, directly folding the flange 443 can reduce welds, avoiding the problem of welds and lower structural strength caused by conventional welding of plates to enhance structural strength.

[0107] The baffle 45 and the lower side plate 442 are integrally formed, which is convenient for processing and can be directly processed and formed by mold opening, which is simple to operate and low in cost.

[0108] See also Figure 9 Both ends of the first collecting pipe 42 and the second collecting pipe 43 are provided with supporting parts 431, and both ends of the upper side plate 441 and the lower side plate 442 can be inserted into the corresponding supporting parts 431 to facilitate welding of the upper side plate 441 and the lower side plate 442.

[0109] The support member 431 is hook-shaped and defines a connection gap 432. Both ends of the upper and lower panels 441 and 442 are provided with protruding connection portions 4421, which are inserted into the connection gap 432. The cooperation between the support member 431 and the connection portions 4421 increases the contact area between the upper and lower panels 441 and 442 and the first and second headers 42 and 43, thereby improving weld strength and strengthening the overall structural integrity of the radiator 40.

[0110] See also Figure 10 Optionally, the included angle M between the baffle 45 and the lower side plate 442 is greater than or equal to 90 degrees and less than or equal to 180 degrees. This ensures that a large area is covered by the impact of sand and stones. This further prevents impact on components such as the radiator 40 fan and the wiring harness inside the vehicle body, thereby improving the driving safety of the motorcycle 100.

[0111] Optionally, the angle M can be set to a different angle based on actual needs and the arrangement of various components in the vehicle body. For example, the angle M can be set to: M greater than or equal to 100 degrees and less than or equal to 145 degrees; or M greater than or equal to 100 degrees and less than or equal to 120 degrees, thereby achieving the best resistance effect and ensuring that there is no interference with the arrangement of various components in the vehicle body.

[0112] According to the arrangement of the peripheral components of the baffle 45, the length of the baffle 45 can be set to be greater than or equal to 30 mm and less than or equal to 50 mm. Of course, optionally, in order to achieve the best resisting 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 mm.

[0113] See also Figure 11 The motorcycle 100 further includes a guard plate assembly 11, which is mounted on the frame assembly 20 and can provide protection, heat dissipation and decoration.

[0114] See also 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 is covered on the ventilation net 12 and connected to the guard plate 111 to tightly mount the ventilation net 12 at the air inlet 1112.

[0115] See also Figure 13 and Figure 14 The ventilation net 12 is provided with a folded edge 121, and the ventilation net 12 is sleeved on the air inlet 1112 through the folded edge 121. The structure is simple, so that the subsequent installation of the ventilation net 12 is convenient.

[0116] The shape of the mounting plate 13 is adapted to the guard plate 111 , and the process is simple, so that the ventilation net 12 can fit closely with the guard plate 111 , thereby improving the fit.

[0117] The mounting plate 13 is formed with a receiving groove 131, and the protective plate 111 is formed with a protrusion 1111. The air inlet 1112 is formed on the protrusion 1111. The receiving groove 131 can be snap-fitted with the protrusion 1111 to facilitate the subsequent installation of the mounting plate 13 and the protective plate 111. Furthermore, the snap-fitting of the receiving groove 131 and the protrusion 1111 allows the ventilation net 12 to be tightly mounted at the air inlet 1112, thereby improving the fit.

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

[0119] The mounting plate 13 is made of plastic, which is easy to process and shape. The mounting plate 13 made of plastic is light in weight and is easy to install on the guard plate 111 .

[0120] This facilitates maintenance and replacement of the ventilation net 12. Because the ventilation net 12 is made of iron, it would be difficult to install it by directly threading screws through the protective plate 111. By providing a mounting plate 13, the mounting plate 13 is pressed into engagement with the protrusion 1111 during use, achieving initial installation of the mounting plate 13 and the protective plate 111. This presses the iron net against the air inlet 1112. The mounting plate 13 and the protective plate 111 are then screwed together. This eliminates the need to thread screws through the iron ventilation net 12 and secure it to the protective plate 111, making installation more convenient.

[0121] Please continue reading Figure 13 A transfer groove 132 is provided on the side of the mounting plate 13 away from the ventilation net 12. The motorcycle 100 also includes an adapter (not shown). One end of the adapter extends into the transfer groove 132 and is connected to the mounting plate 13. The other end of the adapter is connected to the frame assembly 20 to install the guard plate assembly 11 on the frame assembly 20.

[0122] The setting of the mounting plate 13 can provide a mounting point for the entire guard plate assembly 11. The setting of the mounting point, such as the adapter groove 132 set on the above-mentioned mounting plate 13, can facilitate the installation of the entire guard plate assembly 11 on the frame assembly 20. By 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 on the front end of the suspension assembly 50, and the rear wheel 62 is mounted on the rear end of the suspension assembly 50. The rear wheel 62 includes a rear wheel axle 621. The motorcycle 100 also includes a brake assembly 251, which is rotatably mounted on the rear wheel axle 621 and is used to brake the rear wheel 62.

[0124] See also 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 brake assembly 251, and the other end is capable of covering at least a portion of the rear wheel 62. The adjustment assembly 76 is mounted on the rear wheel axle 621 and is capable of driving 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] Adjusting the adjustment assembly 76 drives the rear wheel axle 621 to move, which in turn drives the brake assembly 251 and the rear fender assembly 70 to move synchronously, thereby maintaining the relative position between the rear fender assembly 70 and the rear wheel 62. This ensures that the clearance between the rear fender assembly 70 and the rear wheel 62 is always within the optimal operating range. This avoids the prior art situation in which the rear fender is mounted on the rear fork. When the motorcycle's wheelbase is adjusted, the rear wheel of the motorcycle moves toward or away from the rear fender, thereby changing the distance between the rear wheel and the rear fender, causing the rear wheel to wear the rear fender. Furthermore, the rear fender cannot provide optimal protection for the motorcycle body.

[0126] The frame assembly 20 includes a frame 25 and a rear fork 26. One end of the rear fork 26 is connected to the frame 25, and the other end defines an adjustment hole 261. The adjustment hole 261 extends along the front-to-rear direction of the motorcycle 100, and the rear wheel axle 621 passes through the adjustment hole 261. An adjustment assembly 76 is located on the side of the rear fork 26 away from the brake assembly 251. One end of the adjustment assembly 76 is connected to the rear wheel axle 621, while the other end abuts the rear fork 26, enabling the rear wheel axle 621 to move within the adjustment hole 261.

[0127] The rear wheel axle 621 drives the brake assembly 251 to move synchronously, and the brake 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 serve as a guide, and the rear wheel axle 621 can move within 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] The adjustment hole 261 is a waist-shaped hole, which is convenient for the axle to move to a suitable position and is easy to process.

[0129] A mounting slot 262 is defined at the end of the rear fork 26 away from the frame 25, and an adjustment hole 261 is formed in the bottom wall of the mounting slot 262. An adjustment assembly 76 is positioned within the mounting slot 262, with one end of the adjustment assembly 76 sleeved onto the rear axle 621 and the other end abutting the sidewall of the mounting slot 262. This limits the amount of adjustment the adjustment assembly 76 can make on the rear axle 621, thereby maintaining a constant distance between the front and rear wheels 61, 62 of the motorcycle 100.

[0130] See also Figure 16 and Figure 18 A connecting hole 2621 is formed 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 mounted on the rear wheel shaft 621. One end of the connecting rod 762 abuts the adjustment seat 761, and the other end extends into and connects with the connecting hole 2621. The locking member 763 is mounted on the connecting rod 762, and one end abuts against the side wall of the mounting groove 262 to limit the connecting rod 762.

[0131] See also Figure 15 and Figure 16 The motorcycle 100 also includes a chain 27. When the chain 27 is too loose and needs to be adjusted, the locking member 763 is first loosened, and then the connecting rod 762 is adjusted to move the connecting rod 762 away from the connecting hole 2621 to push the adjustment seat 761 to move; when the rear wheel axle 621 moves to a suitable position, the locking member 763 is locked to fix the position of the connecting rod 762, thereby fixing the wheelbase of the rear wheel 62 and the front wheel 61.

[0132] The connecting rod 762 includes an abutment portion 7621 and a connecting portion 7622. The abutment 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 abutment portion 7621, and the other end extends into the connecting hole 2621. The locking member 763 is mounted on the connecting portion 7622. The connecting portion 7622 is threadedly connected to the connecting hole 2621, and the locking member 763 is threadedly connected to the connecting portion 7622. This simplifies the adjustment process, saving time and effort. The wheelbase can be adjusted simply by rotating the connecting rod 762 and the locking member 763.

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

[0134] like Figure 15 、 Figure 16 、 Figure 20As shown, the rear fender assembly 70 includes a mounting bracket 71 and a rear fender 72 . The mounting bracket 71 is connected to the brake assembly 251 , and the rear fender 72 is mounted on an end of the mounting bracket 71 away from the brake assembly 251 .

[0135] like Figures 17 and 18 As 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 brake assembly 251 via 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 enhancing the firmness of the connection.

[0137] Of course, other number of connection points may be provided on the mounting bracket 71 to connect the rear mudguard assembly 70 to the brake assembly 251 .

[0138] See also Figure 19 The motorcycle 100 also includes rear turn signals 80. Conventionally, the rear turn signals 80 are mounted directly on the rear fender 72. During driving, the rear wheel 62 may bounce depending on road conditions. This causes the rear fender 72 to bounce along with the rear wheel 62, which in turn causes the rear turn signals 80 to bounce. This can cause significant vibrations to the rear wheel 62, potentially causing the rear turn signals 80 to break.

[0139] See also Figure 20 The rear fender assembly 70 further includes an adapter plate 73 and a shock-absorbing assembly 74. The rear turn signal lamp 80 is mounted on the adapter plate 73. The adapter plate 73 is mounted on the side of the rear fender 72 near the wheel assembly 60. The shock-absorbing assembly 74 extends through the rear fender 72 and the adapter plate 73, connecting the adapter plate 73 to the rear fender 72, and is at least partially located between the rear fender 72 and the adapter plate 73.

[0140] The rear turn signal lamp 80 is installed on the adapter plate 73, and the shock-absorbing effect of the shock-absorbing assembly 74 can greatly reduce the vibration transmitted from the rear fender 72 to the adapter plate 73, thereby reducing the vibration transmitted to the rear turn signal lamp 80, thereby improving the stability of the installation of the rear turn signal lamp 80.

[0141] The adapter plate 73 includes a side plate 731 , and the turn signal lamp is mounted on the side plate 731 .

[0142] See also Figure 20The shock-absorbing assembly 74 includes a shock isolator 741 and a third locking member 744. The third locking member 744 is disposed through the adapter plate 73 and the rear fender 72 to secure the adapter plate 73 to the rear fender 72. The shock isolator 741 is disposed through the adapter plate 73 and sleeved over the third locking member 744. The shock isolator 741 is at least partially positioned between the adapter plate 73 and the rear fender 72, creating a gap between the two. This reduces vibration transmitted from the rear fender 72 to the adapter plate 73.

[0143] The isolation member 741 includes an isolation block 742 and an isolation sleeve 743. The isolation sleeve 743 is mounted over at least a portion of the third locking member 744, with one end of the isolation sleeve 743 resting against the third locking member 744 and the other end resting against the rear fender 72. The isolation block 742 is mounted over the isolation sleeve 743, with one end of the isolation block 742 resting against the isolation sleeve 743 and the other end resting against the rear fender 72. The arrangement of the isolation block 742 and isolation sleeve 743 can reduce vibration transmitted from the rear fender 72 to the adapter plate 73, as well as vibration transmitted from the third locking member 744 to the adapter plate 73.

[0144] The 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 an end of the isolation block 742 away from the rear fender 72 and is located between the isolation sleeve 743 and the adapter plate 73. The second buffer portion 7422 is formed at an end of the isolation block 742 closer 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, preventing vibrations from the rear fender 72 from being directly transmitted to the adapter plate 73. The third locking member 744, with its end facing away from the rear fender 72, abuts against the isolation sleeve 743, preventing vibrations from the rear fender 72 from being transmitted to the adapter plate 73 through the third locking member 744. This effectively reduces vibration transmission and ensures the stability of the turn signal installation.

[0146] The adapter plate 73 is partially inserted between the first buffer portion 7421 and the second buffer portion 7422 to achieve a stable connection between the adapter plate 73 and the seismic isolation member 741 and enhance the seismic isolation effect.

[0147] The shock isolating member 741 is made of rubber, which has good shock absorption effect and high elasticity, and has a significant shock absorption effect on the adapter plate 73. Of course, the shock isolating member 741 can also be made of other materials, such as silicone, as long as it can achieve the same shock absorption effect.

[0148] Optionally, there are four shock-absorbing assemblies 74 arranged in a trapezoidal pattern. This can further enhance the shock absorption effect, reduce vibration transmission to the adapter plate 73, and thus reduce vibration transmission to the rear turn signal 80, thereby preventing damage to the rear turn signal 80. It also ensures a more stable and secure installation between the adapter plate 73 and the rear fender 72.

[0149] Of course, the number of the shock absorbing components 74 can also be other numbers, such as two, three, five or more. Moreover, 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 matches the shape of the rear fender 72, thereby facilitating installation between the adapter plate 73 and the rear fender 72. The adapter plate 73 is made of plastic material, which is easy to process and shape, and the adapter plate 73 of plastic material is light in weight and easy to install on the rear fender 72.

[0151] See also Figure 21 and Figure 22 The motorcycle 100 further includes a license plate 81, which is mounted on a side of the rear fender 72 away from the wheel assembly 60. The license plate 81 includes at least two mounting points 811, at least one of which is located near the upper side of the license plate 81, and at least one of which is located near the lower side of the license plate 81.

[0152] In the prior art, only the upper portion of the license plate is fixed, leaving the lower portion suspended. Excessive vibration of the rear fender can cause the license plate to break. The present invention prevents the lower portion of the license plate 81 from being suspended, improving its stability.

[0153] The motorcycle 100 further includes a buffer member 821, which is located between the license plate 81 and the rear fender 72 and mounted on a mounting point 811 near the bottom side of the license plate 81. The buffer member 821 can reduce vibration transmitted from the rear fender 72 to the license plate 81, thereby preventing the license plate 81 from breaking.

[0154] The buffer member 821 is bonded to the rear fender 72 and the license plate 81, respectively, to facilitate installation of the license plate 81. Simply pressing the buffer member 821 onto the rear fender 72 and then pressing the license plate 81 onto the buffer member 821 allows for easy installation and a high degree of fit.

[0155] Buffer 821 is a mushroom-shaped fastener. Made primarily of polyolefin, the material is soft and shock-absorbing, effectively reducing vibration transmission. Furthermore, the double-sided adhesive properties of the mushroom-shaped fastener allow for quick installation and removal, further facilitating the installation of the license plate 81. Furthermore, the mushroom-shaped fastener is reusable, reducing costs. Alternatively, buffer 821 can be configured as another component, as long as the same effect is achieved.

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

[0157] The two third fasteners 822 and the buffer member 821 are arranged in a triangle, thereby enhancing the firmness of the installation of the license plate 81 .

[0158] Of course, optionally, the position and quantity of the third fastener 822 and the buffer member 821 can be set according to actual needs, as long as the same effect of avoiding suspension and shock absorption can be achieved.

[0159] like Figure 1 、 Figure 23 and Figure 28 As shown, the motorcycle 100 further includes a seat cushion 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 support the seat cushion 831 .

[0160] Please continue reading Figure 23 The motorcycle 100 further includes a protective box 851 and a shock-absorbing cover 852. The protective box 851 is used to house electrical components, such as relays and fuse boxes, which are integrated and mounted within the protective box 851. The protective box 851 is generally mounted on the rear floor assembly 832. The shock-absorbing cover 852 is disposed around the circumference of the protective box 851 and is attached to the protective box 851. The shock-absorbing cover 852 can be connected to the rear floor assembly 832 to mount the protective box 851 on the rear floor assembly 832.

[0161] Conventional methods use the shield box's mounting points to attach to the rear floor assembly. However, because the shield box's mounting points are fixed, many vehicle models struggle to assemble them, lacking suitable structures. Furthermore, vehicle vibration can adversely affect the components within the shield box, potentially causing fuse failure and other issues.

[0162] The present application provides a shock-absorbing cover 852. The adapter function of the shock-absorbing cover 852 allows the motorcycle 100 to be mounted on the protective box 851 without having to adapt the motorcycle 100 to the mounting points on the protective box 851, thereby facilitating the installation of the protective box 851. Furthermore, the space utilization is high, and the protective box 851 can be installed wherever it is needed on the motorcycle 100, not just on the rear floor assembly 832, thus providing more diverse installation options. Furthermore, the shock-absorbing cover 852 also acts as a shock absorber, reducing vibrations transmitted from the vehicle body to the protective box 851.

[0163] Shock-absorbing cover 852 is made of a soft rubber material. Due to its elastic properties, it fits tightly against protective box 851 after being placed over it. Furthermore, it is easy to install. By using external force to expand shock-absorbing cover 852, its own elastic force allows it to fit tightly against protective box 851, providing 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, such as rubber or silicone.

[0165] The shape of the shock-absorbing cover 852 is adapted to the shape of the protection box 851 , so as to fit tightly together, thereby enabling the protection box 851 to be stably mounted on the motorcycle 100 .

[0166] See also Figure 24 The shock absorber 852 is connected to the rear base assembly 832 by a snap-fit ​​connection. A snap-fit ​​slot 8521 is defined on the shock absorber 852, and a connector 84 is provided on the rear base assembly 832. The connector 84 can be inserted into the slot 8521 and fixedly connected thereto, thereby conveniently mounting the protective box 851 on the rear base assembly 832.

[0167] By providing a slot 8521 on the shock absorbing cover 852 and cooperating with the connector 84 on the vehicle body, the protection box 851 can be installed at the required location on the motorcycle 100, making the installation method more diversified and improving space utilization.

[0168] Connector 84 is provided with an anti-slip portion 841 and a support portion 842. Support portion 842 is located at the end of connector 84 closer to rear base assembly 832, while anti-slip portion 841 is located at the end of connector 84 farther from rear base assembly 832. Shock-absorbing cover 852 is located between anti-slip portion 841 and support portion 842, with one end of shock-absorbing cover 852 abutting against anti-slip portion 841 and the other end against support portion 842. This prevents shock-absorbing cover 852 from moving or falling out due to vibration, making the installation of shock-absorbing cover 852 more stable, thereby improving the secure installation of protective box 851.

[0169] During the installation process, the shock-absorbing cover 852 is first put on the outside of the protection box 851 and fits tightly with the protection box 851. Then, the protection box 851 and the shock-absorbing cover 852 connected as one are snap-fitted with the connector 84 to achieve the installation of the protection box 851.

[0170] See also Figure 25 and Figure 26 The motorcycle 100 further includes a fuel tank 861 and a heat shield 862. The fuel tank 861 is mounted on the frame assembly 20 and is at least partially located above the power source 30. The heat shield 862 is at least partially located between the fuel tank 861 and the frame assembly 20, and is capable of supporting the fuel tank 861. The heat shield 862 is connected to the fuel tank 861 and the frame assembly 20, respectively.

[0171] By providing the heat shield 862, on the one hand, the power source 30 generates a large amount of heat during operation, and the heat shield 862 can act as a heat insulator, preventing the heat generated by the power source 30 from being directly transferred to the fuel tank 861, thereby preventing the fuel tank 861 from overheating. On the other hand, because the fuel tank 861 is made of iron, it is difficult to process the mounting point 811 on the fuel tank 861 and then connect it to the exterior trim 869. By providing the heat shield 862, the heat shield 862 itself can provide a mounting point, making it easier to connect to the exterior trim 869, avoiding the need to process the mounting point on the fuel tank 861, thereby improving the convenience of assembly. Among them, the exterior trim 869 includes components such as the fuel tank guard.

[0172] The heat shield 862 is made of plastic, which is easy to process and shape. The heat shield 862 made of plastic is light and easy to install on the frame assembly 20. The shape of the heat shield 862 is compatible with the fuel tank 861 to ensure that it can cover a large area of ​​the bottom of the fuel tank 861 and effectively insulate.

[0173] See also Figure 25 and Figure 26 The heat shield 862 is provided with a plurality of through holes 8621 to avoid the oil tank pump port and sensor components. Reinforcement ribs 8623 are formed at the through holes 8621 to improve the structural strength.

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

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

[0176] Please continue reading Figure 27 The heat shield 862 includes a main plate 864 and a connecting rib 865. The main plate 864 is at least partially located between the fuel tank 861 and the frame assembly 20. The connecting rib 865 is mounted on the main plate 864 and is located on both sides of the fuel tank 861 and is connected to the fuel tank 861 and the exterior trim 869 respectively.

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

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

[0179] See also Figure 26 and Figure 27 The connecting rib 865 defines a first connecting hole 8651 and a second connecting hole 8652. The motorcycle 100 further includes a plurality of fourth locking members 868. The fourth locking members 868 are correspondingly disposed through the first connecting hole 8651 and the second connecting member 866 to connect the heat shield 862 to the fuel tank 861. The fourth locking members 868 are correspondingly disposed through the exterior trim 869 and the second connecting hole 8652 to mount the exterior trim 869 to the heat shield 862.

[0180] A cross frame 28 is mounted on the frame assembly 20 , and a third connecting hole 8622 is defined at one end of the heat shield 862 away from the connecting rib 865 . The motorcycle 100 further includes a sixth locking member 871 , which is correspondingly passed through the third connecting hole 8622 and the cross frame 28 to connect the heat shield 862 to the frame assembly 20 .

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

[0182] See also Figure 28 The motorcycle 100 further includes a shield 881 and a taillight 883. The rear floor assembly 832 houses a protective box 851 and other components. The rear floor assembly 832 is at least partially connected to the frame assembly 20, and the taillight 883 is mounted on the rear floor assembly 832. The seat cushion 831 covers a portion of the rear floor assembly 832 and the taillight 883, with a gap 89 formed between the seat cushion 831 and the taillight 883. The shield 881 is mounted on the frame assembly 20, located between the seat cushion 831 and the rear floor assembly 832, and is capable of covering the gap 89 between the seat cushion 831 and the taillight 883.

[0183] When washing the motorcycle or in the rain, the gap 89 between the seat 831 and the taillight 883 can allow water, dust, and other objects to enter, soaking electrical components and causing malfunctions. The shield 881 covers the gap 89 between the seat 831 and the taillight 883, providing a waterproof and dustproof effect. It also covers messy cables, enhancing the aesthetics. Furthermore, by reducing the gap 89 between the seat 831 and the taillight 883, the shaking of the taillight 883 can be reduced, improving the stability of the installation.

[0184] The shield 881 is made of rubber. Because rubber is elastic, it can deform significantly under very small external forces. Furthermore, rubber is relatively soft. Thus, when installed between the seat cushion 831 and the rear floor assembly 832, the shield 881 fills the gap 89, allowing the shield 881 to fit more closely with the taillight 883, significantly reducing any shaking of the taillight 883.

[0185] Furthermore, rubber has shock-absorbing properties that can reduce the transmission of vibrations, thereby improving the driver's experience. Of course, the shield 881 can also be made of other materials as long as they can achieve the same effect. For example, the shield 881 can be made of soft rubber or silicone.

[0186] See also Figure 28 and Figure 29 The shield 881 is provided with a protruding clamping portion 8811 , and the frame assembly 20 is provided with a connecting groove 29 , and the clamping portion 8811 can be clamped into the connecting groove 29 to achieve the installation of the shield 881 .

[0187] The shield 881 is provided with a plurality of bridge pieces 882, one end of each bridge piece 882 being connected to the shield 881 and the other end being snap-fitted to the frame assembly 20, thereby facilitating the securement of the shield 881. The bridge pieces 882 are formed with limiting grooves 8822, the shape of which matches the frame assembly 20. During installation, the limiting grooves 8822 are snapped into the frame assembly 20, facilitating quick installation of the shield 881 on the frame assembly 20 and saving installation time.

[0188] The bridge piece 882 includes three bridge pieces 8821, which are spaced apart and connected in sequence, thereby enhancing the structural strength of the bridge piece 882. Of course, the bridge pieces 8821 can also be other numbers, such as one bridge piece 882 is provided with two, four or five bridge pieces 8821.

[0189] The shield 881 is very easy to remove and install. When installing the shield 881, the shield 881 is fixed in place by the bridge piece 882. Then, the shield 881 is pressed to engage the engaging portion 8811 with the connecting groove 29, thereby installing the shield 881 on the frame assembly 20. When it is necessary to remove the shield 881, the shield 881 can be pulled out of the frame assembly 20.

[0190] A fitting flange 8823 is formed at one end of the shield 881 close to the tail light 883 , and the fitting flange 8823 covers the gap 89 , so that the shield 881 and the tail light 883 fit tightly together, greatly reducing the shaking of the tail light 883 .

[0191] The shield 881 is provided with a plurality of through slots 8824 , 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. In order to make the description concise, 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, they should be considered to be within the scope of this specification.

[0193] Those skilled in the art should recognize that the above embodiments are merely intended to illustrate the present application and are not intended to limit the present application. As long as they are within the spirit of the present application, appropriate changes and modifications to the above embodiments are within the scope of protection claimed in the present application.

Claims

1. A motorcycle comprising: Frame components; a power source at least partially connected to the frame assembly, the power source comprising a front end and a rear end, the front end of the power source being provided with a first mounting location and a second mounting location; Characterized in that, the motorcycle further comprises: A connecting structure is provided on the frame assembly and is located relative to the front end of the power source; a first connecting frame, located at the front end of the power source, with one end of the first connecting frame connected to the first mounting position, and the other end of the first connecting frame connected to the connecting structure; a second connecting frame, located at a front end of the power source, one end of the second connecting frame being connected to the second mounting position, and the other end of the second connecting frame being connected to the connecting structure; The vibration transmitted through the first connecting frame and the vibration transmitted through the second connecting frame are at least partially offset at the connecting structure; The connection structure includes: a first fastener, passing through the frame assembly and the second connecting frame, and connecting the frame assembly and the second connecting frame; The buffer component is sleeved on the first fastener, and one end of the first connecting frame away from the power source is connected to the buffer component.

2. The motorcycle according to claim 1, characterized in that The buffer assembly comprises: a sleeve, sleeved on the first fastener, and an end of the first connecting frame away from the power source is connected to the sleeve; The buffer unit is sleeved on the first fastener and at least partially located in the sleeve.

3. The motorcycle according to claim 2, characterized in that: The buffer unit includes: a bushing, located in the sleeve and sleeved on the first fastener; a first shock-absorbing pad extending from one end of the sleeve into the sleeve and sleeved on at least a portion of the bushing; The second shock-absorbing pad extends into the sleeve from an end of the sleeve away from the first shock-absorbing pad and is sleeved on at least a portion of the bushing.

4. The motorcycle according to claim 3, characterized in that A first step is formed at one end of the first shock-absorbing pad, an end of the first shock-absorbing pad away from the first step extends into the sleeve, and the first step abuts against one end of the sleeve; A second step is formed at one end of the second shock-absorbing pad, and one end of the second shock-absorbing pad away from the second step extends into the sleeve, and the second step abuts against the other end of the sleeve.

5. The motorcycle according to claim 3, characterized in that: The buffer unit further includes: a first gasket, sleeved on the outside of the bushing and respectively abutting against the first shock-absorbing pad and the second connecting frame; The second gasket is sleeved outside the bushing and respectively abuts against the second shock-absorbing pad and the second connecting frame.

6. The motorcycle according to claim 1, characterized in that The second mounting position includes a first mounting point and a second mounting point; the second connecting frame includes: a first frame having one end connected to the first mounting point and the other end connected to the first fastener; a second frame, one end of which is connected to the second mounting point and the other end of which is connected to the first fastener; Wherein, the buffer component is located between the first frame and the second frame.

7. The motorcycle according to claim 3, characterized in that The first shock-absorbing pad and the second shock-absorbing pad are both made of rubber.

8. The motorcycle according to claim 1, wherein: The motorcycle further comprises: The wire hook is located at the front end of the power source and is detachably mounted on the frame assembly for passing and limiting the wire member.

9. The motorcycle according to claim 8, characterized in that The wire hook comprises: a first limiting portion, detachably mounted on the frame assembly; a second limiting portion connected to the first limiting portion, with at least a portion of the second limiting portion spaced apart from the first limiting portion; The linear member passes through the first limiting portion and the second limiting portion in sequence.

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