Ride-on vehicle

Abstract

The present invention relates to the technical field of vehicles. The present invention provides a straddle-type vehicle, comprising a suspension system, the suspension system including: a rear suspension and a shock-absorbing device, the rear suspension being connected to the shock-absorbing device and supporting the wheel, the rear suspension including a connecting frame and having at least one rear cantilever, the connecting frame connecting the rear cantilever, the rear cantilever extending along the vehicle length direction of the straddle-type vehicle, the rear cantilever including an outer plate, a first inner plate and a second inner plate, the first inner plate and the second inner plate being connected to one side of the outer plate, the connecting frame connecting the first inner plate, the average thickness of the first inner plate in the vehicle width direction of the straddle-type vehicle being a first thickness, the average thickness of the second inner plate in the vehicle width direction of the straddle-type vehicle being a second thickness, the first thickness being greater than the second thickness. The present invention reduces the unsprung mass of the straddle-type vehicle and can improve the handling flexibility and driving comfort of the motorcycle.

Description

Technical Field

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

[0002] The weight of the rear suspension of a motorcycle affects the unsprung mass of the motorcycle. The unsprung mass is related to the moment of inertia of the vehicle. Therefore, optimizing the weight of the rear suspension can effectively improve the maneuverability of the vehicle. However, in order to ensure the strength of the rear suspension, it is difficult to further reduce the weight of the rear suspension. At the same time, if the rigidity at the rear of the rear suspension is too large, the ability of the rear suspension to absorb shocks will be reduced, which is not conducive to improving the maneuverability and driving comfort of the vehicle. Summary of the Invention

[0003] The present invention provides a motorcycle, in which the structure of the rear suspension is adaptively adjusted, so as to reduce the unsprung mass of the motorcycle and improve the maneuverability and driving comfort of the motorcycle.

[0004] To achieve the above main invention objectives, the present invention provides a straddle-type vehicle, including: a power system including a power source for providing power; a running system including wheels that can be driven by the power system; a suspension system for buffering the straddle-type vehicle; a frame for supporting the power system and the suspension system; the suspension system includes: a rear suspension and a shock absorber. The rear suspension is connected to the shock absorber and supports the wheels. The rear suspension includes a connecting frame and has a pair of rear cantilevers. The connecting frame connects the two rear cantilevers. The rear cantilevers extend along the vehicle length direction of the straddle-type vehicle. The rear cantilever includes an outer plate, a first inner plate, and a second inner plate. The first inner plate and the second inner plate are connected to one side of the outer plate. The connecting frame connects the two first inner plates. The ratio of the length of the first inner plate in the vehicle length direction of the straddle-type vehicle to the weight of the first inner plate is a first ratio, and the ratio of the length of the second inner plate in the vehicle length direction of the straddle-type vehicle to the weight of the second inner plate is a second ratio. The first ratio is greater than the second ratio, and the material hardness of the first inner plate is not lower than the material hardness of the second inner plate.

[0005] Optionally, the frame is basically symmetrically distributed about a symmetry plane. The first inner plate includes a first abutting portion, and the first abutting portion forms a first abutting surface. The second inner plate includes a second abutting portion, and the second abutting portion forms a second abutting surface. The first abutting surface and the second abutting surface are in contact, and the first abutting surface is substantially perpendicular to the symmetry plane.

[0006] Optionally, the projections of the first inner plate and the second inner plate along a straight line direction parallel to the symmetry plane at least partially overlap.

[0007] Optionally, the first inner plate forms a recessed portion, and the second inner plate forms an extension portion that coordinates with the recessed portion.

[0008] To achieve the above main invention purposes, the present invention provides a riding vehicle, comprising: a power system including a power source for providing power; a running system including wheels that can be driven by the power system; a suspension system for buffering the riding vehicle; a frame for supporting the power system and the suspension system; the suspension system includes: a rear suspension and a shock absorber, the rear suspension is connected to the shock absorber and supports the wheels, the rear suspension includes a connecting frame and has at least one rear cantilever, the connecting frame connects the rear cantilever, the rear cantilever extends along the vehicle length direction of the riding vehicle, the rear cantilever includes an outer plate, a first inner plate and a second inner plate, the first inner plate and the second inner plate are connected to one side of the outer plate, the connecting frame connects the first inner plate, the average thickness of the first inner plate in the vehicle width direction of the riding vehicle is the first thickness, the average thickness of the second inner plate in the vehicle width direction of the riding vehicle is the second thickness, and the first thickness is greater than the second thickness.

[0009] Optionally, the difference between the first thickness and the second thickness is greater than or equal to 0.4 mm and less than or equal to 1 mm.

[0010] Optionally, the difference between the first thickness and the second thickness is greater than or equal to 0.5 mm and less than or equal to 0.8 mm.

[0011] Optionally, the frame is basically symmetrically distributed about the symmetry plane left and right, the first inner plate includes a first abutting portion, the first abutting portion forms a first abutting surface, the second inner plate includes a second abutting portion, the second abutting portion forms a second abutting surface, the first abutting surface and the second abutting surface are in contact, and the first abutting surface is basically perpendicular to the symmetry plane.

[0012] Optionally, the projections of the first inner plate and the second inner plate along the linear direction parallel to the symmetry plane at least partially overlap.

[0013] Optionally, the torsional section modulus of the first inner plate is greater than that of the second inner plate.

[0014] Advantageous Effects

[0015] The present invention provides a riding vehicle, in which the inner plates of the rear suspension are divided into two thicknesses, so that the inner plate structure of the rear suspension is adaptively adjusted according to its load, thereby reducing the unsprung mass of the motorcycle, reducing the manufacturing cost of the rear suspension, and improving the handling flexibility and driving comfort of the motorcycle. Description of the Drawings

[0016] Figure 1 is a three-dimensional overall structure schematic diagram of the riding vehicle provided by the present invention in an embodiment.

[0017] Figure 2 is this Figure 1 overall plane structure schematic diagram of the riding vehicle provided.

[0018] Figure 3 is Figure 1 a three-dimensional structural schematic diagram of the frame of the provided riding vehicle.

[0019] Figure 4 is Figure 1 a planar structural schematic diagram of the main frame of the provided riding vehicle.

[0020] Figure 5 is Figure 1 a three-dimensional structural schematic diagram of the suspension system and the frame of the provided riding vehicle.

[0021] Figure 6 is Figure 1 a three-dimensional structural schematic diagram of the frame and the limit member of the provided riding vehicle.

[0022] Figure 7 is Figure 1 a three-dimensional structural schematic diagram of the middle frame of the provided riding vehicle.

[0023] Figure 8 is Figure 3 a three-dimensional structural schematic diagram of the frame of the provided riding vehicle from another angle.

[0024] Figure 9 is Figure 3 an exploded structural schematic diagram of the fixing mechanism of the frame of the provided riding vehicle.

[0025] Figure 10 is Figure 3 a sectional structural schematic diagram of the fixing mechanism of the frame of the provided riding vehicle.

[0026] Figure 11 is Figure 10 an enlarged sectional structural schematic diagram of the fixing mechanism of the frame of the provided riding vehicle.

[0027] Figure 12 is Figure 1 a structural schematic diagram of the front frame of the provided riding vehicle.

[0028] Figure 13 is Figure 1 a top-down plan view of the internal structure of the provided riding vehicle.

[0029] Figure 14 a schematic diagram of the arrangement of electrical components in one embodiment of the present invention.

[0030] Figure 15 is Figure 1 a three-dimensional structural schematic diagram of the relay seat of the provided riding vehicle.

[0031] Figure 16 is Figure 1Provide a schematic diagram of the internal structure of the relay seat of a riding vehicle.

[0032] Figure 17 For Figure 1 Provide a three-dimensional structure schematic diagram of the fuse box of a riding vehicle.

[0033] Figure 18 For Figure 1 Provide a three-dimensional structure schematic diagram of the rearview mirror of a riding vehicle.

[0034] Figure 19 For Figure 1 Provide a sectional structure schematic diagram of the mirror connection assembly of a riding vehicle.

[0035] Figure 20 For Figure 1 Provide a three-dimensional structure schematic diagram of the mirror base of a riding vehicle.

[0036] Figure 21 For Figure 1 Provide a sectional structure schematic diagram of the lighting device and rearview mirror of a riding vehicle.

[0037] Figure 22 For Figure 1 Provide a planar structure schematic diagram of the lighting device of a riding vehicle.

[0038] Figure 23 For Figure 1 Provide a three-dimensional structure schematic diagram of the lamp shade of a riding vehicle.

[0039] Figure 24 For Figure 1 Provide a sectional structure schematic diagram of the lighting device of a riding vehicle.

[0040] Figure 25 For Figure 1 Provide a three-dimensional structure schematic diagram of the first handle of a riding vehicle.

[0041] Figure 26 For Figure 1 Provide a three-dimensional structure schematic diagram of the second handle of a riding vehicle.

[0042] Figure 27a For Figure 1 Provide a three-dimensional structure schematic diagram of the spoiler of a riding vehicle.

[0043] Figure 27b For Figure 1 Provide a front view planar structure schematic diagram of the spoiler of a riding vehicle.

[0044] Figure 28a For Figure 1 Provide a side view three-dimensional structure schematic diagram of the spoiler of a riding vehicle.

[0045] Figure 28b To Figure 1 provide a schematic plan view of the side view of the lower fin of a riding vehicle.

[0046] Figure 29 To Figure 1 provide a schematic three-dimensional view of the gas treatment device of a riding vehicle.

[0047] Figure 30 To Figure 29 provide a schematic plan view of the gas treatment device of a riding vehicle.

[0048] Figure 31 To Figure 29 provide a schematic internal view of the gas treatment device of a riding vehicle.

[0049] Figure 32 To Figure 29 provide a schematic view of the cover of the gas treatment device of a riding vehicle.

[0050] Figure 33 To Figure 29 provide a schematic sectional view of another angle of the gas treatment device of a riding vehicle.

[0051] Figure 34 To Figure 29 provide a schematic three-dimensional view of the filter assembly of the gas treatment device of a riding vehicle.

[0052] Figure 35a To Figure 29 provide a schematic view of the position of the gas treatment device of a riding vehicle.

[0053] Figure 35b To Figure 1 provide a schematic three-dimensional view of the fuel tank of a riding vehicle.

[0054] Figure 36 To Figure 1 provide a schematic three-dimensional view of the rear suspension of a riding vehicle.

[0055] Figure 37 To Figure 1 provide a schematic three-dimensional view of the exploded structure of the rear suspension of a riding vehicle.

[0056] Figure 38 To Figure 37 provide a schematic plan view of the exploded structure of the rear suspension of a riding vehicle.

[0057] Figure 39a To Figure 1 provide a schematic three-dimensional view of the fixed wiring harness of the partition device of a riding vehicle.

[0058] Figure 39b To Figure 1 provide a schematic perspective view of a partition device of a riding vehicle.

[0059] Figure 40 To Figure 1 provide a schematic cross-sectional view of a running system of a riding vehicle.

[0060] Figure 41 To Figure 1 provide a schematic perspective view of a transmission system of a riding vehicle.

[0061] Figure 42 To Figure 1 provide a schematic perspective view of a drawstring of a riding vehicle.

[0062] Figure 43 To Figure 1 provide a schematic perspective view of a seat cushion of a riding vehicle.

[0063] Figure 44 To Figure 1 provide a schematic cross-sectional view of a seat cushion of a riding vehicle.

[0064] Figure 45 To Figure 1 provide a schematic view of the internal structure of a vehicle body of a riding vehicle.

[0065] Figure 46 To Figure 1 provide a schematic perspective view of a power supply device of a riding vehicle.

[0066] Figure 47 To Figure 1 provide a schematic cross-sectional view of a power supply device of a riding vehicle.

[0067] Figure 48 To Figure 1 provide a schematic view of a seat cushion lock of a riding vehicle.

[0068] Figure 49 To Figure 1 provide a schematic view of the position of a covering member of a riding vehicle.

[0069] Figure 50 To Figure 1 provide a schematic view of a covering member of a riding vehicle.

[0070] Figure 51 To Figure 1 provide a schematic view of a coordination structure of a riding vehicle.

[0071] Figure 52 To Figure 1 provide an enlarged schematic view of a coordination structure of a riding vehicle.

[0072] Figure 53 To Figure 1 provide a schematic structural view of the frame floor of a riding vehicle.

[0073] Figure 54 To Figure 1 provide a schematic structural view of the shock absorption device of a riding vehicle.

[0074] Figure 55 To Figure 1 provide a schematic cross-sectional structural view of the elastic sleeve of a riding vehicle.

[0075] Figure 56 To Figure 1 provide a schematic three-dimensional structural view of the shift assembly of a riding vehicle.

[0076] Figure 57 To Figure 1 provide a schematic plan view of the shift assembly of a riding vehicle connected through a first connection point.

[0077] Figure 58 To Figure 1 provide a schematic three-dimensional structural view of the shift assembly of a riding vehicle connected through a second connection point.

[0078] The accompanying drawings here are incorporated into the specification and form a part of this specification, showing embodiments in accordance with the present invention, and are used together with the specification to explain the principles of the present application. Detailed Embodiments

[0079] For a better understanding of the technical solutions of the present application, the embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0080] It should be clear that the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present application without creative efforts shall fall within the scope of protection of the present application.

[0081] Refer to Figure 1 and Figure 2, this application discloses a vehicle, which can be a riding vehicle 10 or an all-terrain vehicle. Taking the riding vehicle 10 as an example, which can be a motorcycle, it includes: a frame 100, a power system 200, a control system 300, a housing assembly 700, a running system 800, and a carrying system 900. The power system 200 includes a power source 210 that provides power. The power system 200 and the control system 300 are supported by the frame 100. The control system 300 is used to control the travel of the riding vehicle 10. The housing assembly 700 covers at least part of the frame 100. The carrying system 900 includes a seat 910 for the user to ride on, and the seat 910 is arranged above the frame 100. The frame 100 supports the power system 200, the control system 300, and the carrying system 900. The riding vehicle also includes a running system 800 and a transmission system 830. The running system 800 includes wheels that can be driven by the power system 200, and the wheels include a front wheel 810 and a rear wheel 820. The transmission system 830 connects the power system 200 and the running system 800.

[0082] Refer to Figures 3 to 8, the vehicle frame 100 includes a plurality of first vehicle frame members and a plurality of non-tubular second vehicle frame members 20. The second vehicle frame members 20 connect the pipe bodies, and the connected second vehicle frame members 20 and the pipe bodies together form the main part of the vehicle frame 100. The vehicle frame 100 further includes a main vehicle frame 110 and a sub-vehicle frame 120. The main vehicle frame 110 is connected in front of the sub-vehicle frame 120. The vehicle length of the riding vehicle 10 extends substantially along a first straight line, and the direction in which the riding vehicle 10 travels along the first straight line is the front. The main vehicle frame 110 includes a front riser 111 and a pair of left and right pipe body assemblies 112. The pipe body assemblies 112 distributed on the left and right sides are located on both sides of the first straight line. The pipe body assembly 112 is connected to the front riser 111. The pipe body assembly 112 includes a first pipe body 1121 and a second pipe body 1122. The first pipe body 1121 and the second pipe body 1122 extend substantially along the front-rear direction of the vehicle length of the riding vehicle 10. The first vehicle frame members form the front riser and the pipe body assembly, and the first vehicle frame members are pipe bodies. At least some of the non-tubular second vehicle frame members 20 are respectively arranged to connect the first pipe body 1121 and the second pipe body 1122. The second vehicle frame member 20 includes a mounting portion, and the mounting portion forms at least one mounting plane 1311 for mounting or supporting one or a combination of components of the power system 200, the control system 300, and the load-bearing system 900. The pipe body has high strength and can improve the stability of the vehicle frame 100. However, the relative weight of the pipe body is large. Excessive use of the pipe body in the vehicle frame 100 is not conducive to the overall light weight of the riding vehicle 10, thus affecting the performance of the riding vehicle 10. Therefore, the non-tubular second vehicle frame members 20 are used and connected between the pipe bodies to improve the stability and strength of the vehicle frame 100 and can effectively reduce the overall weight of the vehicle frame 100. In addition, the curved surface of the pipe body is not convenient for mounting components of the power system 200, the control system 300, and the load-bearing system 900. By using the non-tubular second vehicle frame member 20 to form a mounting portion with a mounting plane 1311, welding parts connected between the pipe body and the components of the power system 200, the control system 300, and the load-bearing system 900 can be omitted, thereby simplifying the structure of the vehicle frame 100 and reducing the weight of the vehicle frame 100.

[0083] Refer to Figure 5, the second vehicle frame member 20 includes a first mounting member 21 and a second mounting member 22. The first mounting member 21 is connected between the first pipe body 1121 and the second pipe body 1122, and the second mounting member 22 is configured to be connected between at least two pipe bodies. The first mounting member 21 forms a front mounting portion 131 for positioning the power source 210, and the front mounting portion 131 includes a first mounting piece for mounting the power source 210. The second mounting member 22 constitutes a rear mounting portion 132 for connection, and the license plate bracket is used for mounting the license plate. In the front-rear direction of the vehicle length of the riding vehicle 10, the first mounting member 21 is disposed in front of the second mounting member 22. The auxiliary pipe body assembly 113 includes a third pipe body 1131 and a fourth pipe body 1132, and the third pipe body 1131 and the fourth pipe body 1132 extend substantially along the front-rear direction of the vehicle length of the riding vehicle 10. The second mounting member 22 connects the auxiliary pipe body assemblies 113 on the left and right sides. The main frame 110 is disposed in front of the sub-frame 120. The overall span of the frame 100 is large, and deformation is likely to occur due to the welded structure. Therefore, by providing the first mounting member 21 and the second mounting member 22 to be connected between the pipe bodies, the overall strength of the frame 100 can be enhanced, and the deformation of the frame 100 after long-term use of the riding vehicle 10 can be reduced.

[0084] The first mounting piece has at least one mounting plane 1311 and a mounting hole 1312 passing through the mounting plane 1311. The frame 100 further includes a power source positioning member 2101. The power source positioning member 2101 passes through the mounting hole 1312 to clamp the power source 210. The power source positioning member 2101 cooperates with the mounting plane 1311 to clamp and position the power source 210. The setting of the mounting plane 1311 facilitates the stable fixing of the power source 210 by the power source positioning member 2101. Optionally, the first mounting member 21 is provided as a plate member or at least partially provided as a plate member. The non-pipe structure of the first mounting member 21 can reduce the volume of the first mounting piece, thereby reducing the relative weight of the first mounting member 21 and overall reducing the weight of the frame 100. The first mounting piece is disposed between the pipe body assemblies 112 distributed on the left and right sides, so that the first mounting piece is also distributed on the left and right sides for cooperating with the power source positioning member 2101 to fix the power source 210. The first mounting piece is also provided with a wire passing hole for the cable 332 to pass through to facilitate the wiring layout of the whole machine. At least one side end of the first mounting member 21 is provided with a stress dispersion area 137 recessed inwardly. The first mounting member 21 forms an arc-shaped groove recessed inwardly at its side end to prevent the structure of the first mounting member 21 from being damaged due to stress concentration, so as to enhance the strength of the first mounting member 21. Optionally, a reinforcing rib 136 is formed at the side end of the first mounting member 21. The reinforcing rib 136 is formed at the side end of the first mounting member 21 and is a convex member relative to the surface of the first mounting member 21, so that it will not overly increase the thickness and weight of the first mounting member 21 and can relatively enhance the rigidity of the first mounting member 21.

[0085] Referring to Figure 8 , the frame 100 further includes a middle frame 140, and the middle frame 140 connects the main frame 110 and the sub-frame 120. The middle frame 140 includes a first positioning portion 142 and a second positioning portion 143 that connect to the main frame 110. The first positioning portion 142 and the second positioning portion 143 are two connecting pipes of the middle frame 140 for fixing the first pipe body 1121 and the second pipe body 1122, and the two connecting pipes are arranged in a V shape. The connecting pipes are hollow to form pipe grooves for the first pipe body 1121 and the second pipe body 1122 to be inserted, or the first pipe body 1121 and the second pipe body 1122 form pipe grooves for the connecting pipes to be inserted. Optionally, the first pipe body 1121 and the second pipe body 1122 can be respectively inserted into the connecting pipes and fixedly connected by means such as welding or screw connection. The first pipe body 1121 and the second pipe body 1122 connected to the connecting pipes are arranged obliquely relative to each other, and the first mounting member 21 is arranged between the first pipe body 1121 and the second pipe body 1122 to support and position the pipe body assembly 112. The connecting pipes are distributed on the left and right sides, so as to respectively connect and fix the pipe body assemblies 112 arranged on the left and right. The middle frame 140 further includes at least two sub-frame positioning portions 147, and the sub-frame 120 is mounted and positioned by the sub-frame positioning portions 147, so that the middle frame 140 connects the main frame 110 and the sub-frame 120 before and after. The first positioning portion 142 and the second positioning portion 143 are integrally formed, so that the positions connecting the first pipe body 1121 and the second pipe body 1122 are relatively fixed, reducing the assembly dimension deviation, preventing the sub-frame 120 from loosening relative to the main frame 110, and improving the overall stability of the frame 100.

[0086] The riding vehicle 10 further includes a suspension system 400. The running system 800 includes wheels that can be driven by the power system 200, and the wheels include a front wheel 810 and a rear wheel 820. The suspension system 400 buffers the riding vehicle 10 to absorb the impact received by the running system 800. The middle frame 140 includes a first positioning portion 142 and a second positioning portion 143 that connect to the main frame 110, and further includes at least two third positioning portions 146 for mounting the power source 210. The first positioning portion 142, the second positioning portion 143, and the third positioning portion 146 are integrally formed, and the power source 210 is fixed between the main frame 110 and the middle frame 140. The relative positions between the first positioning portion 142, the second positioning portion 143, and the third positioning portion 146 are fixed, so that the assembly error of the main frame 110, the power source 210, and the middle frame 140 can be reduced, the assembly difficulty can be reduced, the manufacturing process can be simplified, and the overall structure of the frame 100 can be made more stable, thereby firmly fixing the power source 210.

[0087] The first positioning portion 142 maintains at least a part of the first pipe body 1121 extending along the first axis 101, and the second positioning portion 143 maintains at least a part of the second pipe body 1122 extending along the second axis 102. The mounting plane 1311 includes a first end connected to the first pipe body 1121 and a second end connected to the second pipe body 1122. The mounting plane 1311 extends along the third axis 103, and the third axis 103 connects the first end and the second end. The projections of the first axis 101, the second axis 102, and the third axis 103 onto the central plane form a triangle. The third vehicle frame member 141 supports and positions the main frame 110 such that the first positioning portion 142 and the second positioning portion 143 of the third vehicle frame member 141 respectively fix the first pipe body 1121 and the second pipe body 1122. The connection strength between the first pipe body and the second pipe body can be enhanced through the front mounting portion 131. The third vehicle frame member 141 of the middle vehicle frame 140 is fixedly connected to the first pipe body and the second pipe body, and the front mounting portion 131 for directly mounting the power source 210 is disposed between the first pipe body and the second pipe body. Thus, the relative position of the front mounting portion 131 is fixed, which can improve the mounting accuracy of the assembled power source 210 and enhance the stability of the riding vehicle 10. Meanwhile, by fixedly connecting the power source 210 through the front mounting portion 131, the front mounting portions 131 distributed on both sides are in a state of clamping the power source 210, and the power source 210 disposed between the first pipe body and the second pipe body is utilized to enhance the stiffness of the vehicle frame 100.

[0088] Optionally, a part of the structure of the middle vehicle frame 140 is set as the third vehicle frame member 141 such that the positioning portions on the same side in the left-right direction are integrally formed. Optionally, the middle vehicle frame 140 is a casting made by a casting process. The third vehicle frame member 141 forms positioning portions for respectively fixing the main frame 110 and the sub-frame 120, thereby reducing the dimensional error when the main frame 110 and the sub-frame 120 are assembled to the middle vehicle frame 140. The middle vehicle frame 140 serving as the third vehicle frame member 141 forms a third positioning portion 146 for fixing the power source 210. The power source 210 is jointly fixed by the middle vehicle frame 140 and the main frame 110, and the relative positions of the front mounting portion 131 on the main frame 110 and the third positioning portion 146 of the middle vehicle frame 140 are fixed, enabling the middle vehicle frame 140 and the main frame 110 to stably position the power source 210.

[0089] The first positioning portion 142 and the second positioning portion 143 for fixing the main frame 110, the third positioning portion 146 for fixing the power source 210, and the sub-frame positioning portion 147 for fixing the sub-frame 120 are all formed on the third vehicle frame member 141. When assembling the vehicle frame 100, a lot of alignment welding work is saved, the assembly process is simplified, many welding parts are eliminated, and the overall weight of the vehicle frame 100 is reduced. The connection relationships of the components of the vehicle frame 100 are stable, the assembly deviation of the vehicle frame 100 is small, and the overall strength of the vehicle frame 100 is enhanced.

[0090] The installation part includes a first installation piece and a second installation piece, and the second installation piece is arranged in front of the first installation piece. The first installation piece is arranged at least on the left and right sides, forming two installation positions on the left and right sides. Similarly, the second installation piece is arranged on the left and right sides, forming two installation positions on the left and right sides. The first installation piece and / or the second installation piece constitute the front installation part 131 for fixing the power source 210. Optionally, both the second installation piece and the first installation piece are formed on the second vehicle frame member 20, and the second vehicle frame member 20 is a plate member arranged between the pipe bodies. Optionally, one of the second installation piece and the first installation piece is arranged on the second vehicle frame member 20. For example, the second installation piece is not arranged on the plate member, but is welded to the pipe body through a separate connection structure.

[0091] The pipe body is provided with a connection hole 105, and the vehicle frame 100 further includes a connection column 106. The connection column 106 is inserted into and fixedly connected to the connection hole 105. One end of the connection column 106 is placed into the connection hole 105 and is surrounded by the pipe body, and one end of the connection column 106 is exposed outside the pipe body, so that the connection column 106 can be used for fixedly connecting other parts, such as the footrest 301. The connection column 106 is arranged below the pipe body, and the connection column 106 extends downward relatively from the pipe body, which can not only improve the overall consistency of the pipe body, but also protect the connection column 106 through the pipe body and improve the service life of the connection column. Optionally, the connection column 106 is a machined part, and the occupied space of the connection column 106 is small and does not damage the appearance, and the size is easy to ensure.

[0092] Refer to Figures 9 to 11, the vehicle frame 100 further includes a fixing mechanism 160. The fixing mechanism 160 passes through the mounting portion to fixedly connect the power source 210 to the vehicle frame 100. The fixing mechanism 160 is arranged at the mounting position to fixedly connect the power source 210. Optionally, the fixing mechanism 160 includes a mounting shaft 161 and an adjusting portion 162. The mounting shaft 161 and the adjusting portion 162 cooperate to clamp the power source 210. The second mounting portion includes a vehicle frame connecting sleeve 163. The adjusting portion 162 includes a threaded post 165 and a locking member 164. The vehicle frame connecting sleeve 163 can rotate relative to the adjusting portion 162. The locking member 164 locks the position of the vehicle frame connecting sleeve 163 relative to the threaded post 165. The vehicle frame connecting sleeve 163 is hollow, and corresponding threads are provided inside the vehicle frame connecting sleeve 163. The threaded post 165 can be screwed onto the vehicle frame connecting sleeve 163, and by rotating the threaded post 165, the depth of the vehicle frame connecting sleeve 163 connected to the threaded post 165 can be changed. Then, the locking member 164 is screwed onto the threaded post 165 to lock the connection between the vehicle frame connecting sleeve 163 and the threaded post 165. The vehicle frame connecting sleeve 163 forms the main vehicle frame. The adjusting portion 162 can adjust the connection distance achievable by the fixing mechanism 160, filling the gap between the main vehicle frame 110 and the power source 210 during assembly, so that it is not necessary to deform the vehicle frame 100 to make up for the distance between the main vehicle frame 110 and the power source 210, thus simplifying the assembly process and enhancing the strength of the vehicle frame 100.

[0093] The fixing mechanism 160 further includes an extension bushing 166. The extension bushing 166 is arranged to be connected to the mounting shaft 161 to lengthen the length of the fixing mechanism, further increasing the upper limit of the adjustable size of the vehicle frame connecting sleeve 163 and enabling size adjustment according to the gap between the vehicle frame and the engine.

[0094] The mounting shaft 161 and the adjusting portion 162 are respectively arranged at the mounting positions on both sides of the mounting portion, that is, the first mounting members on the left and right sides are respectively connected through the mounting shaft 161 and the adjusting portion 162. The assembly gap between the power source 210 and the first mounting member is adjusted through the adjusting portion 162 provided on the first mounting member on one side to improve the assembly accuracy of the first mounting member and the power source 210. Similarly, the second mounting members on the left and right sides are respectively connected through the adjusting portion 162 and the mounting shaft 161. Optionally, all the mounting portions on both sides are connected to mount the power source 210 through the mounting shaft 161. Optionally, all the mounting portions on both sides are connected to mount the power source 210 through the adjusting portion 162.

[0095] The middle frame 140 includes at least two third positioning portions 146 for mounting the power source 210. Each third positioning portion 146 generates at least two mounting positions for mounting the power source 210 in the left - right direction of the vehicle. Thus, the two third positioning portions 146 generate at least four mounting positions. The first mounting member and the second mounting member of the main frame 110 generate at least two mounting positions for mounting the power source 210 on either side in the left - right direction. The third positioning portion 146 of the middle frame 140 generates at least two mounting positions for mounting the power source 210 on either side in the left - right direction. Thus, the frame 100 generates at least four mounting positions for fixing the power source 210 on either side in the left - right direction. The mounting portion is disposed in front of the third positioning portion 146, and the two third positioning portions 146 are distributed vertically. In the height direction of the riding vehicle 10, the height of the third positioning portion 146 is lower than the height of the mounting portion. The four mounting positions formed by the mounting portion and the positioning portion are distributed in an arch shape, so that the middle frame 140 and the main frame 110 fixedly support the power source 210 in a semi - surrounding manner.

[0096] The wheels include a front wheel and a rear wheel. The suspension system 400 includes a rear suspension 420, and the rear suspension 420 is connected to the rear wheel. The rear suspension 420 has two rear cantilevers 421, and the two rear cantilevers 421 are respectively connected to the middle frame 140, and the middle frame 140 is located between the two rear cantilevers 421. The middle frame 140 includes a connecting member 144 and an intermediate shaft 145. There are at least two connecting members 144, which are symmetrically distributed on the left and right sides in the vehicle length direction. The intermediate shaft 145 is connected to the middle of the connecting members 144 distributed on the left and right sides. The connecting member 144 extends substantially in a first plane, defining a second straight line. The second straight line is parallel to the vehicle width direction of the riding vehicle 10, and the second straight line is perpendicular to the first straight line. The intermediate shaft 145 is substantially parallel to the second straight line. The inside of the intermediate shaft 145 is hollow to form a perforation. A stud is passed through the perforation, and the stud is locked by a fastener to connect other frames 100 or parts through the intermediate shaft 145. There is at least one intermediate shaft 145 for connecting the rear suspension 420. The two rear cantilevers 421 of the rear suspension 420 are mounted on both sides of the middle frame 140, so that the rear cantilevers 421 are in a state of clamping the middle frame 140.

[0097] Optionally, the intermediate shaft 145 is connected to the connecting member 144 by welding. The intermediate shaft 145 is used to connect the rear suspension 420, the power source 210 or the sub - frame 120. At the same time, setting the intermediate shaft 145 to connect the connecting members 144 distributed on the left and right can increase the overall strength of the middle frame 140. At the same time, the connecting member 144 of the third frame member 141 can generate an opening 135 for connecting the intermediate shaft 145 when being molded integrally, thereby improving the assembly accuracy of the intermediate shaft 145 and the connecting member 144 and enhancing the connection strength between the intermediate shaft 145 and the connecting member 144.

[0098] The suspension system 400 includes a linkage device 430 and a shock absorber 410. The shock absorber 410 includes a spring that can absorb vibrations. One end of the shock absorber 410 is connected to the frame 100. Optionally, one end of the shock absorber 410 is connected to the middle frame 140. The linkage device 430 includes a first swing member 431 and a second swing member 432. The first swing member 431 includes a tooth portion that is rotatably connected to the second swing member 432, the rear suspension 420, and the shock absorber 410. The second swing member 432 is rotatably connected to the first swing member 431 and the middle frame 140 respectively. A four-bar linkage structure is formed by the first swing member 431 and the second swing member 432 to increase the shock absorption stroke of the shock absorber 410 and improve the buffering performance of the suspension system 400.

[0099] The second swing member 432 includes swing rods 4321 distributed on the left and right sides. At least part of the shock absorber 410 and at least part of the first swing member 431 can swing between the two swing rods 4321. At least part of the shock absorber 410 and the first swing member 431 move between the two swing rods 4321. Thus, along the direction of the second straight line, there is partial overlap between the projection of the first swing member 431 and the projection of the second swing member 432, and there is partial overlap between the projection of the shock absorber 410 and the projection of the second swing member 432. Along the direction of the first straight line, the shock absorber 410 is disposed between the middle frame 140 and the rear suspension 420. Along the direction of the second straight line, both the middle frame 140 and the shock absorber 410 are disposed between the rear suspension 420. The middle frame 140, the first swing member 431, and the second swing member 432 semi-surround the shock absorber 410. The structure of the linkage device 430 and the suspension system 400 is compact, making full use of the space between the middle frame 140 and the rear suspension member, and the size and weight of the linkage device 430 and the suspension system 400 themselves will not increase accordingly. Through the above structural layout, not only can the stroke of the spring be increased, but also the buffering ability of the suspension system 400 under different impact intensities can be improved, making the traveling process of the riding vehicle 10 smoother.

[0100] The second mounting member 22 includes a first reinforcing plate 133 and a second reinforcing plate 134 distributed on the left and right sides, and a rear mounting portion 132 disposed in the middle connecting the first reinforcing plate 133 and the second reinforcing plate 134. The rear mounting portion 132 has at least one mounting plane 1311 exposed rearward for the mounting position of the license plate. The first reinforcing plate 133, the second reinforcing plate 134, and the rear mounting portion 132 are provided as plate members. The first straight line is located on the center line in the vehicle width direction of the riding vehicle 10. One side of the first reinforcing plate 133 is connected to the sub-tube assembly 113. The first reinforcing plate 133 is inclined toward the center line. The second reinforcing plate 134 is symmetrically arranged with respect to the first reinforcing plate 133 about the first straight line. Openings 135 are provided in the middle parts of the first reinforcing plate 133 and the second reinforcing plate 134 to lighten the weight of the second mounting member 22. Reinforcing ribs 136 are formed at the side ends of the first reinforcing plate 133 and the second reinforcing plate 134 to further strengthen the strength of the second mounting member 22. At least one side end of the first mounting member 21 and the second mounting member 22 is provided with a stress dispersion area 137 recessed inward to prevent the structure of the second mounting member 22 from being damaged due to stress concentration.

[0101] The second mounting member 22 extends along the direction of the second straight line. While mounting the license plate, the second mounting member 22 can also strengthen the strength of the sub-tube assemblies 113 distributed on both sides. The sub-tube assembly 113 includes a third tube 1131 and a fourth tube 1132. The third tube 1131 and the fourth tube 1132 basically extend along the front-rear direction of the vehicle length of the riding vehicle 10. The second mounting member 22 connects the sub-tube assemblies 113 on the left and right sides, thereby stabilizing the relative positions of the third tube and the fourth tube through the second mounting member 22 to strengthen the strength of the sub-frame 120. The first mounting member 21 and the second mounting member 22 are arranged in the front-rear direction to make the whole frame 100 more stable. The plate structure is relatively lighter than the tube structure, which can relatively reduce the weight of the frame 100. The thicknesses of the first mounting member 21 and the second mounting member 22 do not exceed 5 mm, thereby ensuring the light weight of the frame 100 and guaranteeing the strength of the first mounting member 21 and the second mounting member 22. Optionally, the thicknesses of the first mounting member 21 and the second mounting member 22 do not exceed 3 mm.

[0102] The frame 100 can improve the strength of the frame while ensuring the light weight of the frame through the integration of the tube body, the non-tubular second frame member 20, and the third frame member 141. The third frame member 141 forms a first positioning portion 142 and a second positioning portion 143 connecting the main frame 110, and a third positioning portion 146 including at least two mounting power sources 210. The first positioning portion 142, the second positioning portion 143, and the third positioning portion 146 are distributed on both the left and right sides, and the first positioning portion 142 and / or the second positioning portion 143 on the same side and the third positioning portion 146 on the same side are integrally formed. The subframe 120 is mounted and positioned by the subframe positioning portion 147, so that the middle frame 140 connects the main frame 110 and the subframe 120 before and after. The subframe positioning portion 147 is formed on the connecting member 144, so that the subframe positioning portion 147 is integrally formed with the first positioning portion 142, the second positioning portion 143, and the third positioning portion 146. The relative positions of the first tube body, the second tube body, and the subframe 120 are more fixed.

[0103] Referring to Figure 12 , the frame 100 further includes a front frame 150. The front frame 150 connects and supports the operating system 300. The operating system 300 includes a handle, a rearview mirror 320, and a lighting device 330. The front frame 150 includes a tube body and a second frame member 20. The second frame member 20 connects the tube body, and the second frame member 20 provides an operating member mounting portion 23 for mounting the rearview mirror 320 and / or the lighting device 330. The front frame 150 includes a front frame tube body 151, a second frame member 20, and a third frame member 141. The connecting casting is the third frame member 141. The connecting casting connects the main frame 110 and the front frame tube body 151, so that the front frame 150 is connected to the main frame 110.

[0104] Through the combined frame 100 structure, the frame 100 is composed of three or more components. The second frame member 20 is arranged between the first tube body 1121 and the second tube body 1122. The integrally formed first positioning portion 142 and the second positioning portion 143 cooperate with the second frame member 20 to make the relative positions of the first tube body 1121 and the second tube body 1122 fixed. The setting of the second frame member 20 has a low mass relative to the tube body and can provide a mounting plane 1311 for other components to be mounted on the frame 100. Therefore, there is no need to weld additional connecting components to connect components such as the power source 210, saving costs and further reducing the mass of the frame 100. The third frame member 141 is used to form multiple connection positions, reducing the welding points, simplifying the assembly, preventing the frame 100 from deforming, and improving the strength of the frame 100. Through the combined frame 100 structure, the frame 100 can be made lightweight while solving the problems of complex assembly process and large dimensional deviation of the braided frame 100, making the structural design more flexible and ensuring the strength of the frame 100.

[0105] Reference Figure 36 and Figure 37 ,the rear suspension 420 is connected to the shock absorber 410 and supports the wheel. The rear suspension 420 includes a connecting frame 440 and has at least one rear cantilever 421. The connecting frame 440 connects the rear cantilever 421. Taking the example that the rear suspension 420 is provided with two rear cantilevers 421, the connecting frame 440 connects the two rear cantilevers 421. The rear cantilever 421 extends along a first straight line. The rear cantilever 421 includes an outer plate 450, a first inner plate 460, and a second inner plate 470. The first inner plate 460 and the second inner plate 470 are connected to one side of the outer plate 450. The connecting frame 440 connects the two first inner plates 460. The rear cantilever 421 further includes a cantilever positioning member that connects the rear cantilever 421 to the vehicle frame 100. Optionally, the cantilever positioning member can be provided at one end of the rear cantilever 421, passing through the fixing holes of the outer plate 450 and the first inner plate 460.

[0106] The structural setting of the rear cantilever 421 makes the loads of the front section and the rear section of the rear cantilever 421 inconsistent. Thus, the inner plate of the rear cantilever 421 is composed of the first inner plate 460 and the second inner plate 470, and the first inner plate 460 is located in the front section of the rear cantilever 421, while the second inner plate 470 is located in the rear section of the rear cantilever 421.

[0107] The ratio of the length of the first inner plate 460 on the first straight line to the weight of the first inner plate 460 is a first ratio, and the ratio of the length of the second inner plate 470 on the first straight line to the weight of the second inner plate 470 is a second ratio. The first ratio is greater than the second ratio, and the material hardness of the first inner plate 460 is not less than the material hardness of the second inner plate 470. Optionally, the manufacturing materials of the first inner plate 460 and the second inner plate 470 are the same, such as the same metal material. Optionally, the material hardness of the first inner plate 460 is greater than the material hardness of the second inner plate 470. Through the above settings, the bending moment of inertia section coefficient of the first inner plate 460 is greater than that of the second inner plate 470, and the torsional moment of inertia section coefficient of the longitudinal section of the first inner plate 460 is greater than that of the longitudinal section of the second inner plate 470. Thus, the load-bearing capacity of the first inner plate 460 can meet the load requirements of the front section of the rear cantilever 421. The load requirement of the second inner plate 470 is less than that of the first inner plate 460. Thus, the mass or material of the second inner plate 470 can be set relatively lower to reduce the weight of the rear cantilever 421. By reducing the weight of the rear cantilever 421, the unsprung mass of the riding vehicle 10 can be effectively reduced, thereby reducing the moment of inertia of the vehicle to improve the maneuverability of the vehicle and enhancing the comfort when driving the vehicle.

[0108] Optionally, refer to Figure 38, the average thickness of the first inner plate 460 in the vehicle width direction of the riding vehicle 10 is the first thickness, the average thickness of the second inner plate 470 in the vehicle width direction of the riding vehicle 10 is the second thickness, the first thickness is greater than the second thickness, and the manufacturing material of the first inner plate 460 is the same as that of the second inner plate 470, or the hardness of the manufacturing material of the first inner plate 460 is greater than that of the second inner plate 470. The first inner plate 460 includes a first plate body 461 and a first connecting rib 462, and the first connecting rib 462 is formed on the side of the first plate body 461 and can be connected to the outer plate. Similarly, the second inner plate also includes a second plate body 463 and a second connecting rib, and the second connecting rib is formed on the side of the second plate body 463. Here, the thickness of the first inner plate refers to the thickness of the first plate body 461, and the thickness of the second inner plate refers to the thickness of the second plate body 463.

[0109] Optionally, the width of any part of the first inner plate 460 in the vehicle width direction is greater than the width of any part of the second inner plate 470 in the vehicle width direction. Through the above settings, the bending moment of inertia coefficient of the first inner plate 460 is greater than that of the second inner plate 470, and the torsional moment of inertia coefficient of the first inner plate 460 is greater than that of the second inner plate 470, so that the load-bearing capacity of the first inner plate 460 can meet the load requirements of the front section of the rear cantilever 421. At the same time, by reducing the thickness of the second inner plate 470 to reduce the stiffness of the second inner plate 470, the elastic variable of the second inner plate 470 can be increased, and the ability of the second inner plate 470 to absorb shock can be improved, so as to improve the flexibility and driving comfort of the riding vehicle 10. Optionally, the first inner plate 460 is of equal width in the vehicle width direction, that is, the width of any part of the first inner plate 460 along the vehicle length direction of the riding vehicle 10 is equal, the second inner plate 470 is of equal width in the vehicle width direction, that is, the width of any part of the second inner plate 470 along the vehicle length direction of the riding vehicle 10 is equal, and the width of the first inner plate 460 is greater than the width of the second inner plate 470.

[0110] The difference between the first thickness and the second thickness is greater than or equal to 0.4 mm and less than or equal to 1.5 mm. To ensure the strength of the rear cantilever 421 and effectively reduce the weight of the rear cantilever 421 to reduce the unsprung mass. Optionally, the difference between the first thickness and the second thickness is greater than or equal to 0.5 mm and less than or equal to 1 mm. Optionally, the difference between the first thickness and the second thickness is greater than or equal to 0.5 mm and less than or equal to 0.8 mm.

[0111] Optionally, the first inner plate 460 and the second inner plate 470 are sheet metal parts, and the first inner plate 460 and the second inner plate 470 are connected by welding. The manufacturing process of sheet metal parts is simple and the manufacturing cost is low. The frame 100 is basically symmetrically distributed about the central plane on the left and right. The first inner plate 460 includes a first abutting portion 480, and the first abutting portion 480 forms a first abutting surface. The second inner plate 470 includes a second abutting portion 490, and the second abutting portion 490 forms a second abutting surface. The first abutting surface and the second abutting surface are in contact, and the first abutting surface is substantially perpendicular to the central plane. The projections of the first inner plate 460 and the second inner plate 470 along the linear direction parallel to the central plane at least partially overlap, and the first abutting portion 480 and the second abutting portion 490 are abutted and fixedly connected. By the abutting of the first abutting surface and the second abutting surface, it is possible to avoid the overlapping portion increased by the first inner plate 460 and the second inner plate 470 in order to meet the connection requirements in the longitudinal direction of the length of the riding vehicle 10, thereby preventing the overall mass of the rear cantilever 421 from increasing due to the connection requirements of the first inner plate 460 and the second inner plate 470.

[0112] The first inner plate 460 forms a recessed portion, and the second inner plate 470 forms an extended connecting portion 471 that is coordinated with the recessed portion. The extended connecting portion 471 is placed in the recessed portion, and the first abutting surface and the second abutting surface are welded, thereby enhancing the connection strength between the first inner plate 460 and the second inner plate 470 and facilitating the alignment of the first inner plate 460 and the second inner plate 470 during the assembly process, improving the accuracy of the connection between the first inner plate 460 and the second inner plate 470.

[0113] Optionally, the first inner plate 460 and the second inner plate 470 are integrally formed and connected, such as manufacturing the rear cantilever 421 by a casting process.

[0114] Referring to Figure 39a and Figure 39b , at least a part of the wire harness 405 of the riding vehicle 10 extends near the rear suspension 420. During the operation of the riding vehicle 10, the rear suspension 420 vibrates violently, which will cause the wire harness 405 to collide with the rear suspension 420, thus easily causing the wire harness to be worn or fail. In this regard, the suspension system 400 further includes a partition device 401. The partition device 401 is connected to the rear suspension 420. The partition device 401 provides a partition member 402 disposed between the rear suspension 420 and the wire harness 405. The partition device 401 at least includes a first wire harness mounting member 403 and a second wire harness mounting member 404 for fixing the wire harness. The first wire harness mounting member 403 and the second wire harness mounting member 404 are connected to the partition member 402. The partition member 402 can partition the wire harness and the rear suspension 420 to prevent the wire harness 405 from directly contacting the rear suspension 420.

[0115] The riding vehicle 10 further includes a brake oil pipe 407, and a part of the brake oil pipe 407 extends near the rear suspension 420. The partition device 401 includes a brake pipe mounting member 406 for fixing the brake oil pipe 407. The partition device 401 fixes the brake pipe 650 and partitions the brake oil pipe 407 and the rear suspension 420. The partition device 401 simultaneously limits and supports the wire harness and the brake oil pipe 407, and can separate the wire harness, the brake oil pipe 407 and the rear cantilever 421. The partition device 401 includes an assembly that can be connected to the rear suspension 420.

[0116] Optionally, the partition member 402, the brake pipe mounting member 406, the first wire harness mounting member 403, and the second wire harness mounting member 404 are integrally formed. The partition device 401 is formed by injection molding, with a simple manufacturing process and a reduced number of parts.

[0117] During the assembly process, the user only needs to install the partition device 401 onto the rear suspension 420 through the assembly, that is, install the partition member 402, the brake pipe mounting member 406, the first wire harness mounting member 403, and the second wire harness mounting member 404 onto the rear suspension 420, then use the brake pipe mounting member 406 to fix the brake oil pipe 407, and the first wire harness mounting member 403 and the second wire harness mounting member 404 to fix the wire harness 405. At the same time, the partition member 402 can separate the brake oil pipe 407 and the rear suspension 420, and the partition member 402 can separate the wire harness 405 and the rear suspension 420. The wire harness 405 is fixed by at least two wire harness mounting members. The distance between the first wire harness mounting member 403 and the second wire harness mounting member 404 in the front-rear direction of the riding vehicle 10 is set to be greater than or equal to 50 mm, so as to stably fix the wire harness 405 and prevent the wire harness 405 from falling off.

[0118] The partition device 401 is connected to the upper end surface of the rear suspension 420. The partition member 402 includes a partition plane provided between the rear suspension 420 and the cable 332. By fixing the wire harness and the brake oil pipe 407 through the partition device 401, the wire harness and the brake oil pipe 407 can be made to fit more closely to the rear suspension 420, and the partition plane can prevent the wire harness and the brake oil pipe 407 from colliding with the rear suspension 420.

[0119] Optionally, the brake pipe mounting member 406, the first wire harness mounting member 403, and the second wire harness mounting member 404 can be hook members extending from the partition member 402, and the wire harness and the brake oil pipe 407 pass through the hook members and are limited. Optionally, the brake pipe mounting member 406, the first wire harness mounting member 403, and the second wire harness mounting member 404 can be positioning baffles extending from the partition member 402, and the wire harness and the brake oil pipe 407 are positioned by the positioning baffles. Optionally, the brake pipe mounting member 406, the first wire harness mounting member 403, and the second wire harness mounting member 404 include a combination of hook members and positioning baffles.

[0120] Optionally, the partition device 401 includes a first partition device 408 and a second partition device 409. The first partition device 408 includes a first partition member 402, a first wire harness mounting member 403, and a second wire harness mounting member 404. The first partition member 402, the first wire harness mounting member 403, and the second wire harness mounting member 404 are integrally formed. By mounting the first partition member 402 on the rear suspension 420, the first partition member 402, the first wire harness mounting member 403, and the second wire harness mounting member 404 can be simultaneously mounted on the rear suspension 420, thereby fixing the wire harness through the first partition device 408 and preventing the wire harness from directly contacting the rear suspension 420 through the first partition member 402.

[0121] The second partition device 409 includes a first brake pipe mounting member, a second brake pipe mounting member, and a second partition member 402. The first brake pipe mounting member, the second brake pipe mounting member, and the second partition member 402 are integrally formed. By mounting the second partition member 402 on the rear suspension 420, the second partition member 402, the first brake pipe mounting member, and the second brake pipe mounting member can be simultaneously mounted on the rear suspension 420, thereby fixing the brake oil pipe 407 through the second partition device 409 and preventing the brake oil pipe 407 from directly contacting the rear suspension 420 through the second partition member 402. The first partition device 408 and the second partition device 409 are two relatively independent parts, facilitating flexible wiring of the riding vehicle 10.

[0122] Referring to Figure 13 , the riding vehicle 10 further includes a power supply device 610 and an electrical component 600. The power supply device 610 supplies power to the riding vehicle 10. The electrical component 600 at least includes a flasher 620 and an electronic control unit 630 powered by the power supply device 610. An electrical assembly area 104 is formed between the left and right distributed sub-tube body assemblies 113. The flasher 620 and the electronic control unit 630 are arranged in the electrical assembly area 104. By assembling the electrical component 600 in a specific area, the overall layout of the riding vehicle 10 is optimized, facilitating the assembly of the riding vehicle 10. The power system 200 further includes at least two fuel injectors 250 and at least two ignition coils 251, and the fuel injectors 250 and the ignition coils 251 are distributed substantially symmetrically about the center line of the vehicle width of the riding vehicle 10.

[0123] The riding vehicle 10 further includes a main wire harness 640. The main wire harness 640 is connected to the power supply device 610 and supplies power to at least part of the electrical components 600. The brake pipe 650 is connected to the running system 800. The main wire harness 640 and the brake pipe 650 are respectively arranged on both sides of the center line of the vehicle width of the riding vehicle 10. The main wire harness 640 and the brake pipe 650 respectively extend along the pipe body assemblies 112 distributed on the left and right sides. The main wire harness 640 is arranged on the right side of the center line in the vehicle width direction, and the electrical components lead out wires to the main wire harness 640 located on the right side in the vehicle width direction of the riding vehicle 10. Through the above settings, the wiring of the riding vehicle 10 is made neater, and the probability of wiring assembly errors can be reduced. [[ID=!]]

[0124] The electrical components 600 further include a relay 660. The power supply device 610 and the relay 660 are arranged in the electrical assembly area 104.

[0125] The electrical components 600 further include an adapter 670 that connects the electronic control unit 630 and the frame 100. The adapter 670 can fill the gap between the electronic control unit 630 and the frame 100. When the configuration versions of the riding vehicle 10 are different, the sizes of some electrical components will be different. Thus, the electronic control components and the frame 100 are connected through the adapter 670. When the size of the electronic control component changes, only by connecting the adapter 670 can the electronic control component be assembled to the frame 100, so that the size and structure of the frame 100 do not need to be modified additionally, and the adaptability of the riding vehicle 10 is improved. The adapter 670 is a rubber sleeve. When the size of the electrical component is too large, the adapter is disassembled and the electrical component is directly connected to the frame. When the size of the electrical component is small, the electrical component is connected to the frame through the adapter 670, so that the size of the frame does not need to be adjusted. Optionally, the ECU is fixedly connected to the frame through the connecting adapter 670.

[0126] Optionally, the area between the frame 100 and the housing assembly 700 is used to accommodate and place some electronic components. The frame 100 and the housing assembly 700 covering the frame 100 form the vehicle body of the riding vehicle.

[0127] Optionally, referring to Figure 17 , the electrical components 600 further include a fuse 680 and a fuse box 681 for installing the fuse 680. The fuse box 681 is arranged in the electrical assembly area 104.

[0128] Referring to Figure 15 and Figure 16, the relay base 661 includes a first plug-in member 662 and a second plug-in member 663. The first plug-in member 662 includes a first elastic member and a first clamping block, and the second plug-in member 663 includes a second elastic member and a clamping block. The first elastic member can be clamped to the second clamping block, so that the first plug-in member 662 and the second plug-in member 663 of two relay bases 661 can be detachably connected. The adaptability of the relay base 661 is improved, and multiple relay bases 661 can limit each other. At the same time, the first plug-in member 662 can be adaptively connected to the housing assembly 700.

[0129] The relay base 661 further includes a third plug-in member 664. The riding vehicle 10 is also provided with a rubber member to form a bayonet for connecting the third plug-in member 664. The third plug-in member 664 can be inserted into the bayonet, and the relay base 661 is softly connected through the rubber member.

[0130] The relay base 661 includes an upper seat body 6611 and a lower seat body 6612, and the relay 660 is installed between the upper seat body 6611 and the lower seat body 6612. The lower seat body 6612 includes a relay placement portion 665 and a lower seat body main body 666. The relay placement portion 665 is connected to the lower seat body main body 666 and protrudes relative to the lower seat body main body 666, which is not only convenient for assembly but also can prevent water from entering the relay placement portion 665.

[0131] The electrical component 600 further includes a fuse 680 and a fuse box 681 for installing the fuse 680. The electrical component 600 further includes an elastic housing, and the elastic housing wraps the fuse box 681 to cushion the fuse box 681. The elastic housing surrounds the fuse box 681, and a drain port is formed at the bottom of the elastic housing to prevent water from accumulating in the elastic housing.

[0132] Optionally, referring to Figure 14 , the electrical component further includes a fuse and a fuse box 681a for installing the fuse. The fuse box 681a is arranged in the space between the housing assembly 700a and the frame 100a, so as to utilize the area between the frame 100a and the housing assembly 700a to accommodate and place the fuse box 681a, and the size of the sub-frame in the vehicle width direction of the riding vehicle can be correspondingly reduced.

[0133] Referring to Figures 18 to 24The control system includes a mirror connection assembly 310, which connects the rearview mirror 320 to the housing assembly 700. The rearview mirror 320 is connected to the lighting device 330. The mirror connection assembly 310 connects the rearview mirror 320 to the control member mounting portion 23, so that the control member mounting portion 23 supports both the rearview mirror 320 and the lighting device 330. The lighting device 330 includes a lighting portion 331 and a cable 332, and the cable 332 is electrically connected to control the lighting portion 331. The control member mounting portion 23 is a plate and forms a mounting hole 231 for connecting the mirror connection assembly 310. The control member mounting portion generates multiple mounting holes 231, which can not only connect the mirror connection assembly 310 but also position the cable 332. The lighting device 330 can be a front turn signal or a front lighting lamp. This application takes the front turn signal as an example. The rearview mirror 320 can rotate relative to the turn signal and maintain multiple positions, so that the rearview mirror 320 can be adjusted, rotated, and retained in multiple positions.

[0134] Reference Figure 19 The mirror connection assembly 310 includes a mirror rod 311, which includes a rod body 3111 and an adapter 3112. The adapter 3112 allows the rod body 3111 to be rotatably connected to the housing assembly 700. The rod body 3111 is hollow to form a first channel 3113 for the cable 332 to pass through. The adapter 3112 is hollow to form a second channel 3114 for the cable 332 to pass through. The adapter 3112 allows the mirror rod 311 to be rotatably connected to the housing assembly 700. The first channel 3113 passes through the rod body 3111, and the second channel 3114 passes through the adapter 3112, and the first channel 3113 and the second channel 3114 are connected. One end of the cable 332 is connected to the lighting unit 331, and then passes through the first channel 3113 and the second channel 3114 in sequence, and is then fixed by the operating member mounting portion. The angled arrangement of the first and second channels 3113, 3114 ensures that relative rotation of the mirror lever 311 and the housing assembly 700 does not cause the cable 332 within the first and second channels 3113, 3114 to rotate. This prevents the cable 332 from being pulled and twisted. The cable 332 is disposed within the mirror connection assembly 310, preventing at least a portion of the cable 332 from being exposed to the outside. This improves the aesthetics of the saddle-type vehicle 10 and protects the cable 332 through the mirror connection assembly 310, extending its lifespan.

[0135] Reference Figure 19 and Figure 20The mirror connection assembly 310 also includes a mirror base 312, which is disposed on the housing assembly 700. The mirror base 312 defines a hole that is rotatably connected to the adapter 3112. The mirror base 312 also includes a biasing member 3121 and a plurality of first limiting members 3122. The mirror rod 311 defines a plurality of second limiting members 3113. The first limiting members 3122 and the second limiting members 3113 are alternately arranged, and a plurality of first limiting members 3122 and second limiting members 3113 are provided. Relative rotation of the mirror base 312 and the mirror rod 311 is achieved by controlling the relative rotation of the first limiting members 3122 and the second limiting members 3113. The biasing member 3121 biases the first limiting members 3122 to compress the first limiting members 3122 and the second limiting members 3113, so that the first limiting members 3122 and the second limiting members 3113 are mutually limited, thereby maintaining the desired relative position between the mirror rod 311 and the mirror base 312. The first and second stoppers 3122 and 3113 are convex and concave members that limit each other. The convex member is inserted into the concave member, and the sides of the convex and concave members abut against each other, thereby limiting each other in the rotational direction. The sides of the first and second stoppers 3122 and 3113 are inclined, thereby reducing relative shaking of the first and second stoppers 3122 and 3113 caused by vibrations during travel of the saddle-type vehicle 10, thereby enhancing the overall stability of the mirror connection assembly 310.

[0136] A hole is formed in the middle of the mirror base 312, and the adapter 3112 is arranged to pass through the hole in the middle of the mirror base 312 and is supported by the mirror base 312. The adapter 3112 is rotatable relative to the mirror base 312, so that the mirror rod 311 is rotatable relative to the mirror base 312.

[0137] The rod body part 3111 includes an endoscope rod 3101 and an outer endoscope rod 3102. A first channel 3113 is formed inside the endoscope rod 3101, and the outer endoscope rod 3102 surrounds the endoscope rod 3101. The mirror rod 311 is manufactured by a two-shot molding process. The adapter part 3112 includes an inner connecting rod 3119 and an outer connecting rod 3118, and the inner connecting rod 3119 is arranged inside the outer connecting rod 3118. The adapter part 3112 includes a wire port 3115, an upper cover 3116, and a connecting rod 3117. A second channel 3114 is formed in the connecting rod 3117. The wire port 3115 is formed at one end of the connecting rod 3117. The upper cover 3116 is used to cover the wire port 3115. After the upper cover 3116 is installed on the wire port 3115, a gap communicating with the first channel 3113 is left between the upper cover 3116 and the wire port 3115 for the cable 332 to extend from the first channel 3113 to the second channel 3114. The above settings can effectively prevent the material from being poured into the second channel 3114 during the two-shot injection molding process, thus affecting the performance of the cable 332. A preset angle is provided between the included angles formed by the extending directions of the first channel 3113 and the second channel 3114, so that the first channel 3113 expands to both sides of the housing assembly 700, and the second channel 3114 extends along the rotation direction of the adapter part 3112.

[0138] During the manufacturing process, the connecting rod 3117 and the wire port 3115 formed at one end of the connecting rod 3117 are first manufactured by an injection molding process. Then, the cable 332 is placed into the first channel 3113 formed in the connecting rod 3117 through the wire port 3115, and the upper cover 3116 is connected to the connecting rod 3117. The endoscope rod 3101 and the connecting rod 3117 are connected. Then, the outer endoscope rod 3102 is manufactured by an injection molding process outside the endoscope rod 3101, so that the outer endoscope rod 3102 simultaneously wraps the endoscope rod 3101 and the adapter part 3112, and a second limiting member 3113 is formed at the end of the outer endoscope rod 3102.

[0139] Through the two-shot injection molding process, a wire passing channel can be formed inside the mirror rod 311, and the cable 332 can be protected and positioned by the mirror rod 311. The cable 332 is arranged in the first channel 3113 and the second channel 3114, which can prevent the cable 332 located inside the mirror rod 311 from being overstretched when the mirror rod 311 rotates relative to the mirror base 312, so as to improve the service life of the cable 332. At the same time, the two-shot molding process can make the outer endoscope rod 3102 smoother. Through the settings of the outer endoscope rod 3102 and the endoscope rod 3101, the cable 332 is insulated from high temperature.

[0140] The lighting device 330 includes a lamp shade 333. The lamp shade 333 mounts a lighting portion 331, and a mirror rod 311 is formed or connected to the lamp shade 333. The lamp shade 333 further includes a pin rod groove 3331. The rearview mirror 320 includes a ball pin rod 323. The ball pin rod 323 is placed into the pin rod groove 3331 and can rotate relative to the pin rod groove 3331. The rearview mirror 320 can rotate relative to the lighting device 330 and stay at multiple positions. The lamp shade 333 has at least two lamp shade shells. The two lamp shade shells clamp the ball pin rod 323 by splicing. The pin rod groove 3331 forms a first groove body and a second groove body. The first groove body is a spherical groove, and the second groove body is a cylindrical groove. The ball pin rod 323 includes a sphere and a rod body. The sphere is placed into the spherical groove and clamped by the spherical groove. The rod body is placed into the cylindrical groove.

[0141] The pin rod groove 3331 and the ball pin rod 323 are in interference fit, enabling the lighting device 330 and the rearview mirror 320 to rotate relative to each other, and when there is no external force for rotation, the position of the lighting device 330 is fixed relative to the rearview mirror 320. Optionally, the lamp shade 333 includes the ball pin rod 323, and the pin rod groove 3331 is provided on the rearview mirror 320, enabling the lamp shade 333 and the rearview mirror 320 to rotate relative to each other.

[0142] There are two turn signals, which are basically symmetrically arranged in front of the housing assembly 700. The rearview mirror 320 and the turn signals are integrated into a whole. The mirror rod 311 of the rearview mirror 320 is utilized to support the turn signals simultaneously, thus eliminating the need for additional rods to support the turn signals. The structure of the rearview mirror 320 extending towards both sides of the housing assembly 700 can increase the spacing between the turn signals, making the riding vehicle 10 lighter as a whole and reducing the manufacturing cost of the riding vehicle 10. The turn signals and the rearview mirror 320 are supported by the mirror rod 311 simultaneously. The spacing L1 between the two turn signals can be greater than or equal to 420 mm and less than or equal to 500 mm. Here, the spacing between the two turn signals refers to the spacing between the points on the light-emitting surfaces of the two turn signals that are closest to the midline in the vehicle width direction of the riding vehicle 10. Optionally, the spacing L1 between the two turn signals is greater than or equal to 450 mm and less than or equal to 490 mm. Optionally, the spacing L1 between the two turn signals is greater than or equal to 460 mm and less than or equal to 480 mm.

[0143] The rearview mirror 320 includes a rearview mirror housing 321 and a mirror body 322. The rearview mirror housing 321 fixes the mirror body 322. The rearview mirror housing 321 forms an opening 3211 for connecting a turn signal and a connecting portion 3212. At least part of the turn signal is placed in the opening 3211, and the turn signal is connected to the connecting portion 3212. The light-emitting direction of the turn signal is set to be substantially opposite to the mirror-facing direction of the rearview mirror 320. The back of the turn signal is placed in the opening 3211. The ball pin rod 323 is installed by the connecting portion 3212. The ball pin rod 323 extends from the connecting portion 3212 towards the opening 3211. The turn signal is rotatably connected to the ball pin rod 323. After the turn signal is installed on the rearview mirror housing 321, the turn signal is semi-surrounded by the rearview mirror housing 321, and the light-emitting surface of the turn signal faces outward and is open. There is a preset gap between the turn signal and the rearview mirror housing 321, so that the turn signal and the rearview mirror 320 can rotate relative to each other. The rearview mirror housing 321 semi-surrounds the turn signal.

[0144] The turn signal can rotate relative to the rearview mirror 320 by 0 degrees to 60 degrees. Thus, the turn signal includes a light-emitting surface for emitting light, and the rearview mirror 320 includes a rearview mirror surface. The included angle formed by the rearview mirror surface and the light-emitting surface is greater than or equal to 0 degrees and less than or equal to 60 degrees, so that the user can adjust the angle of the rearview mirror 320 according to needs.

[0145] At least part of the projection of the rearview mirror 320 and the turn signal in the vehicle length direction of the riding vehicle 10 overlaps, making the overall control system of the riding vehicle 10 more compact. Optionally, in order to increase the length of the turn signal, the ball pin rod 323 extends along the pin rod axis. The adjustable rotation angle of the rearview mirror 320 relative to the lamp housing 333 around the pin rod axis is greater than or equal to 20 degrees and less than or equal to 60 degrees. To prevent the turn signal from interfering with the rotation of the rearview mirror 320. Thus, the turn signal includes a light-emitting surface for emitting light, and the rearview mirror 320 includes a rearview mirror surface. The included angle formed by the rearview mirror surface and the light-emitting surface is greater than or equal to 0 degrees and less than or equal to 40 degrees.

[0146] Optionally, the lighting device 330 is a headlight.

[0147] Integrating the rearview mirror 320 and the turn signal into a module, the structure connecting the rearview mirror 320 and the turn signal will limit the structure of the turn signal, thus making it difficult for the brightness and illumination of the turn signal to meet the requirements. The lighting device 330 includes a plurality of light sources 334, a light guide element 337, a flexible circuit board 335, and a reinforcement component 336. The light guide element 337 is disposed in front of the light source 334, and the flexible circuit board 335 mounts the light source 334. The reinforcement component 336 is connected to the flexible circuit board 335. The reinforcement component 336 positions the flexible circuit board 335 to form a plurality of mounting positions for mounting the light sources 334, so as to equalize the spacing between the plurality of light sources 334 and the light guide element 337, thereby improving the light emission uniformity of the lighting device 330, enabling the relatively small-sized lighting device 330 to still provide sufficient brightness, and further optimizing the size of the lighting device 330. The light guide element 337 is used for condensing light and improving the light uniformity, thereby enhancing the performance of the light guide element 337.

[0148] Referring to Figure 23 and Figure 24 , the lighting device 330 further includes a lamp cover 333. The lamp cover 333 has an adaptation portion 3331. The lamp cover 333 is connected to the housing assembly 700 through the adaptation portion 3331. The adaptation portion 3331 is recessed toward the inside of the lamp cover 333. The light guide element 337 forms an avoidance area 3373 for the adaptation portion 3331. The pin rod groove 3331 of the lamp cover 333 is formed in the adaptation portion 3331. The ball pin rod 323 is inserted into the adaptation portion 3331 so that the lamp cover 333 and the rearview mirror 320 are rotatably connected. The setting of the adaptation portion 3331 makes the lighting device 330 not a flat surface. Through the setting of the flexible circuit board 335, the spacing between the light source 334 and the light guide element 337 can be equalized, and the spacing between the light source 334 and the light-emitting surface can be equalized. The light source 334, the flexible circuit board 335, and the reinforcement component 336 are all disposed inside the lamp cover 333. The lighting device 330 further includes a driving board. The driving board is disposed between the flexible circuit board 335 and the lamp cover 333, and the driving board is electrically connected to the light source 334.

[0149] The reinforcement component 336 includes a substrate 3361 and a reinforcement plate 3362. The light guide element 337 is disposed to adapt to the shape structure of the light-emitting surface of the lamp cover 333. The substrate 3361 is disposed to adapt to the shape structure of the light guide element 337. The substrate 3361 is used to position the flexible circuit board 335 so that the circuit board can provide mounting positions on different planes. The reinforcement plate 3362 is disposed between the substrate 3361 and the light source 334. At least part of the flexible circuit board 335 is attached to the substrate 3361. The substrate 3361 can connect the flexible circuit board 335, strengthen the positioning of the flexible circuit board 335, and strengthen the strength of the flexible circuit board 335. Specifically, the driving board is disposed between the substrate 3361 and the lamp cover 333.

[0150] The substrate 3361 forms mounting planes at various different heights, and at least part of the light source projects along the light-emitting direction, which is perpendicular to the mounting plane. The reinforcement plate 3362 is arranged to be mounted on the mounting plane, and then the flexible circuit board 335 is fixedly connected by the reinforcement plate 3362, so that the flexible circuit board 335 can provide mounting positions on different planes. By setting the structure of the reinforcement plate 3362, the mounting position of the light source 334 can be adjusted. Optionally, the lamp cover 333 is arranged in a streamline shape, so that the overall lighting device 330 is spindle-shaped, and the substrate 3361 is arranged in a stepped shape to adapt to the streamline arrangement of the lamp cover 333. Optionally, the lamp cover 333 has other forms, and through the cooperation of the flexible circuit board 335 and the substrate 3361, the distance between the light source 334 mounted on the flexible circuit board 335 and the light guide element 337 is adjusted.

[0151] The light guide element 337 includes a plurality of light condensing parts 3371, a light diffusing part 3372, and a light guide body disposed between the light condensing part 3371 and the light diffusing part 3372. The light guide element 337 is a transparent member. The light condensing part 3371 is arranged facing the light source 334, and the light diffusing part 3372 faces away from the light source 334. There are a plurality of light condensing parts 3371, and the light condensing parts 3371 are arranged in front of the light source 334. The light condensing part 3371 includes a light condensing surface facing the light source 334, and the light condensing surface is a hyperbolic curved surface, which protrudes towards the light source 334. The light condensing part 3371 and the light source are aligned one by one in the light-emitting direction. There are a plurality of light diffusing parts 3372, and the plurality of light diffusing parts 3372 are distributed in a boss shape. The volume of the light diffusing part 3372 is smaller than the volume of the light condensing part 3371. The light diffusing part 3372 is a densely arranged boss body, so that the light source can be projected evenly.

[0152] The light source emits light rays in various directions and projects them onto the light condensing surface. The light condensing part 3371 converges the light rays emitted in various directions, so that the light rays are perpendicularly emitted from the light-emitting surface of the lighting device 330. The light rays are transmitted to the light diffusing part 3372 through the light guide body, and the light rays are evenly diffused and emitted along a preset direction through the light diffusing part 3372. Through the secondary optical integration of the light condensing part 3371 and the light diffusing part 3372, the luminous uniformity and brightness of the lighting device 330 can be improved.

[0153] The riding vehicle 10 further includes a body control module and an electronic key. The body control module is communicatively connected to the power system 200, and the electronic key is communicatively connected to the body control module.

[0154] Refer to Figure 25 and Figure 26, the control system 300 includes a first handle 350, a second handle 360, a first switch assembly 370, and a second switch assembly 380. The first switch assembly 370 includes a first switch base 371, a power-on switch 372, and an ignition switch 373. The power-on switch 372 and the ignition switch 373 are communicatively connected to the power system 200 module. The first switch assembly 370 is mounted on the first handle 350. The second switch assembly 380 includes a second switch base 381, an instrument switch group 382, a turn signal switch 383, and a horn switch 384. The instrument switch group 382, the turn signal switch 383, and the horn switch 384 are mounted on the second switch base 381. The turn signal switch 383 controls the turning on of the lighting device 330. Integrating the first switch base 371, the power-on switch 372, and the ignition switch 373 onto the first handle 350, integrating the power-on switch 372 and the ignition switch 373 onto the first switch base 371, and integrating the instrument switch group 382, the turn signal switch 383, and the horn switch 384 onto the second switch base 381 makes the overall control system 300 more compact. The system for turning on the electrical components 600 of the riding vehicle 10 by an electronic key powers on the riding vehicle 10, facilitating user operation. Moreover, the above arrangements not only facilitate user operation of the instrument switch group 382, the power-on switch 372, and the ignition switch 373, but also make the control system 300 lighter in weight and reduce the assembly size.

[0155] The control system 300 further includes an indicating device 385, and the indicating device 385 is electrically connected to the body control module. Optionally, the indicating device 385 is an indicator light, and the indicating device 385 is disposed above the power-on switch 372.

[0156] Optionally, the front frame 150 includes a handle mounting portion, the handle is mounted to the handle mounting portion, the first switch base 371 and the second switch base 381 surround or semi-surround the handle mounting portion, and the power-on switch 372 and the ignition switch 373 are longitudinally arranged on the first switch base 371. The control system 300 further includes an indicating device 385, and the indicating device 385 is electrically connected to the body control module for displaying the power-on status of the riding vehicle 10.

[0157] Referring to Figure 27a 、 Figure 27b and Figure 28a 、 Figure 28b, the riding vehicle 10 further includes two wind spoilers 520 respectively connected to both sides of the housing assembly 700. The wind spoilers 520 can generate a downward pressure on the front part of the vehicle by using air resistance, reducing the risk of the front wheels 810 of the riding vehicle 10 lifting up during high-speed operation. The housing assembly 700 includes a front cover body 511 covering the front part of the housing assembly 700. The wind spoilers 520 are connected to the front cover body 511 of the housing assembly 700. The wind spoilers 520 include hook bodies connected to the front cover body 511. The wind spoilers 520 can be hooked onto the front cover body 511, and at the same time, the wind spoilers 520 and the housing assembly 700 are fixedly connected by screws.

[0158] The wind spoiler 520 includes an upper fin 521 and a lower fin 522. The upper fin 521 is connected to both sides of the housing assembly 700 and extends outward relative to the housing assembly 700. The lower fins 522 are respectively connected to the upper fin 521 and the housing assembly 700. The upper fin 521 includes a windward portion 5211. The upper end of the windward portion 5211 has a first windward surface 5212. The windward portion 5211 of the upper fin 521 unfolds forward and upward, generating a downward pressure by using the air resistance during the high-speed driving of the riding vehicle 10. We found that if the projected area of the first windward surface 5212 in the vehicle length direction of the riding vehicle 10 is too large, it will cause too much air resistance on the wind spoiler 520, and it is easy to cause the connection between the wind spoiler 520 and the housing assembly 700 to become loose or even the wind spoiler 520 to be damaged. At the same time, if the size of the wind spoiler 520 is too large, it will increase the weight of the wind spoiler 520, and further increase the weight of the riding vehicle 10, reducing the user experience. If the area of the first windward surface 5212 is too small, resulting in too little air resistance received by the wind spoiler 520, the downward pressure generated by the first windward surface 5212 using air resistance on the front of the vehicle is too small, and it is easy to have the risk of the front wheels 810 of the riding vehicle 10 lifting up. Therefore, the first windward surface 5212 is a curved surface sunken into the inside of the windward portion 5211, so as to improve the effective windward area of the first windward surface 5212 and increase the downward component force generated by the windward surface due to air resistance, so as to comprehensively increase the magnitude of the downward pressure that the wind spoiler 520 can generate, and will not increase the weight of the wind spoiler 520 accordingly. Optionally, the length of the upper fin 521 in the vehicle width direction is greater than or equal to 50 mm and less than or equal to 90 mm, so as to increase the area of the windward surface and ensure the strength of the wind spoiler 520. Optionally, the length of the upper fin 521 in the vehicle width direction is greater than or equal to 60 mm and less than or equal to 80 mm. Optionally, the length of the upper fin 521 in the vehicle width direction is greater than or equal to 60 mm and less than or equal to 70 mm.

[0159] The Optionally, at least part of the first windward surface 5212 of the upper fin 521 is a curved surface sunken backward and downward. Optionally, the first windward surface 5212 of the upper fin 521 is a curved surface sunken backward and downward.

[0160] The lower flap 522 connects the upper flap 521 and the housing assembly 700. While generating a downward pressure on the housing assembly 700, the lower flap 522 can transfer the downward pressure generated by the upper flap 521 to the housing assembly 700.

[0161] The lower flap 522 can strengthen the connection between the upper flap 521 and the housing assembly 700, thus ensuring the strength of the upper flap 521 and being used to transfer the downward pressure generated by the upper flap 521 to the housing assembly 700. The upper flap 521 further includes a hemmed portion 514, which is formed on the side of the windward portion 5211 and is bent downward relative to the windward portion 5211. One end of the lower flap 522 is connected to the housing assembly 700, and the other end is connected to the hemmed portion 514. An air flow passage opening 513 is formed among the upper flap 521, the lower flap 522, and the housing assembly 700. The lower flap 522 further includes a second windward surface 5221. When the riding vehicle 10 travels at a high speed, both the first windward surface 5212 of the upper flap 521 and the second windward surface 5221 of the lower flap 522 can generate a downward pressure. At the same time, the air flow can flow around the upper flap 521 and the lower flap 522, and through the air flow passage opening 513 formed between the upper flap 521 and the lower flap 522, thereby reducing the resistance generated by the spoiler 520 when the riding vehicle 10 travels at a high speed and reducing the obstruction of the spoiler 520 to the driving speed.

[0162] The upper end surface of the lower flap 522 forms the second windward surface 5221. Optionally, the second windward surface 5221 is a curved surface, and the second windward surface 5221 extends along the direction of the windward section plane, and the windward section plane is the section plane at the intersection of the two diagonals of the second windward surface 5221. The angle between the windward plane and the horizontal plane is set to be greater than or equal to 15 degrees and less than or equal to 25 degrees. By setting the angle of the second windward surface 5221, the downward pressure that the lower flap 522 can generate when the riding vehicle 10 travels at a high speed can be increased. At the same time, the air flow interference near the upper flap 521 and the lower flap 522 can be reduced, and the air flow is guided to be discharged from the air flow passage opening 513 provided between the upper flap 521 and the lower flap 522, thereby reducing the resistance in the horizontal direction generated by the spoiler 520 when the riding vehicle 10 runs, so as to comprehensively improve the performance of the riding vehicle 10.

[0163] The thickness D1 of the lower wing 522 is set to be greater than or equal to 18 mm and less than or equal to 27 mm, so as to improve the connection strength between the spoiler 520 and the housing assembly 700, strengthen the strength of the lower wing 522 itself, and prevent the lower wing 522 from being too heavy to increase the load of the riding vehicle 10. With the above settings, when the traveling speed of the riding vehicle 10 is 160 km / h, the ratio of the downward force generated by the spoiler 520 to the horizontal resistance generated by the spoiler 520 is greater than or equal to 1.8 and less than or equal to 2.4. Thus, while improving the downward force that the spoiler can generate, the resistance generated by the spoiler during the traveling of the riding vehicle is reduced, thereby optimizing the downward pressure performance of the spoiler 520.

[0164] Referring to Figures 29 to 3 5, the riding vehicle 10 further includes a gas treatment device 500. The housing assembly 700 is for the user to ride on, and the power source 210 is supported by the housing assembly 700 and provides the power to drive the riding vehicle 10 forward. The power source 210 includes an air inlet and an exhaust part. The gas treatment device 500 includes an exhaust port 2101 connected to the exhaust part. The gas treatment device 500 is in communication with the air inlet of the power source 210, and the gas treatment device 500 can filter the impurities in the air input into the power source 210. The gas treatment device 500 further includes an air filter housing 510 and a filter assembly 540 that realizes the filtering function. An air treatment chamber is formed inside the air filter housing 510, and the filter assembly 540 is arranged inside the air treatment chamber.

[0165] The gas treatment device 500 is further provided with a recovery assembly. The recovery assembly includes a recovery pipeline 530, a first condensation plate 550, and a second condensation plate 560. The power source 210 is in communication with the exhaust port 2101 of the gas treatment device 500 through the recovery pipeline 530. The recovery pipeline 530 is used to recover the waste gas generated by the combustion of the power source 210. The oil in the waste gas is recovered by the first condensation plate 550 and the second condensation plate 560, and is sent back to the power source 210 through the recovery pipeline 530 for secondary combustion, so as to improve the utilization rate of the oil. The riding vehicle 10 proposed in this application realizes the functions of filtering air and recovering waste gas through the gas treatment device 500, without separately setting up an oil-gas separator, which simplifies the structure of the vehicle and can reduce costs.

[0166] The first condensation plate 550 and the second condensation plate 560 are arranged opposite to each other, and at least a first separation chamber and a second separation chamber 2103 are formed between the first condensation plate 550 and the second condensation plate 560. The exhaust gas discharged from the power source 210 is guided by the first condensation plate 550 and the second condensation plate 560 to enter the first separation chamber and the second separation chamber 2103 successively. During the free process of the oil-gas, it condenses on the surfaces of the first condensation plate 550 and the second condensation plate 560 and then returns to the power source 210 to be burned. The air filter housing 510 includes an upper housing 511 and a lower housing 512. The first condensation plate 550 is connected to the upper housing 511, and the second condensation plate 560 is connected to the lower housing 512. An air supply gap 570 is formed between the first condensation plate 550 and the second condensation plate 560. The air supply gap 570 communicates with the gas treatment chamber. After most of the exhaust gas passes through the first separation chamber and the second separation chamber 2103, it enters the gas treatment chamber through the air supply gap 570 and is discharged.

[0167] After the upper housing 511 and the lower housing 512 are installed, a gas treatment chamber is formed between them. By installing the upper housing 511 and the lower housing 512 which are respectively connected to the first condensation plate 550 and the second condensation plate 560, the alignment of the first condensation plate 550 and the second condensation plate 560 can be quickly achieved. A first separation chamber, a second separation chamber 2103 and an air supply gap 570 are correspondingly formed between the first condensation plate 550 and the second condensation plate 560. The air supply gap 570 opens upward, and the exhaust port 2101 is relatively located below the air supply gap 570. The upward-opening air supply gap 570 allows the exhaust gas treated by the recovery assembly to be discharged to the gas treatment chamber. The oil condensed on the first condensation plate 550 and the second condensation plate 560 returns to the power source 210 by gravity. The second condensation plate 560 connected to the lower housing 512 surrounds the first condensation plate 550 connected to the upper housing 511, and there is a certain distance between the first condensation plate 550 and the second condensation plate 560 to form the above-mentioned air supply gap 570, so that the air supply gap 570 opens upward, and the second condensation plate 560 at the lower part surrounds the first condensation plate 550 at the upper part, which can fully recover the oil condensed on the plate walls of the first condensation plate 550 and the second condensation plate 560.

[0168] The gas treatment device 500 further includes a first partition group 580 and a second partition group 590. The first partition group 580 is connected to the first condensation plate 550 and extends toward the second condensation plate 560. At least part of the first partition group 580 is not in contact or completely not in contact with the second condensation plate 560 to generate a disassembly opening for gas flow. The first partition group 580 and at least the second partition group 590 are connected to the second condensation plate 560 and extend toward the first condensation plate 550. At least part of the second partition group 590 is not in contact or completely not in contact with the first condensation plate 550 to generate a disassembly opening for gas flow. The first partition group 580 is provided with at least one partition, and the second partition group 590 is provided with at least one partition. By providing the first partition group 580 and the second partition group 590, the effective cooling surface area of the recovery component can be increased, and the intake resistance of the exhaust gas in the gas treatment device 500 will not be relatively increased. The manufacturing materials of the first partition group 580 and the second partition group 590 are the same as those of the condensation plate, and can be materials with good heat dissipation effects such as aluminum and iron. Optionally, the first partition group 580 and the first condensation plate 550 are integrally formed, and the second partition group 590 and the second condensation member are integrally formed to simplify the manufacturing of the gas treatment device 500. Optionally, the first condensation plate 550 generates a plurality of slots for detachably installing the first partition group 580, and the second condensation plate 560 generates a plurality of slots for detachably installing the second partition group 590, so that the number of partitions installed on the condensation plate can be flexibly selected. According to the exhaust volume of the power source 210 of the vehicle, the corresponding number of partitions is installed to adjust the intake resistance and condensation capacity of the gas treatment device 500. The adaptability of the gas treatment device 500 proposed in this application to power sources 210 with different parameters can be improved, and the treatment efficiency of the gas treatment device 500 for exhaust gas can be relatively improved.

[0169] Optionally, the first partition group 580 and the second partition group 590 are respectively provided with a plurality of partitions to improve the recovery efficiency of the oil in the exhaust gas.

[0170] Optionally, the first condenser plate 550 and the second condenser plate 560 cooperate with the air filter housing 510 to form at least a first separation chamber and a second separation chamber 2103. The exhaust port 2101 is arranged on the side wall of the gas treatment device 500, and the first condenser plate 550 surrounds the exhaust port 2101. The first condenser plate 550 is connected to the air filter housing 510. Optionally, both the first condenser plate 550 and the second condenser plate 560 are integrally formed with the air filter housing 510. The first condenser plate 550 and the second condenser plate 560 extend from the surface of the air filter housing 510 into the interior of the gas treatment chamber, and the first condenser plate 550 and the second condenser plate 560 are arched or hemispherical. The first condenser plate 550 and the second condenser plate 560 each have at least two side walls connected to the gas treatment chamber, so that the first condenser plate 550 and the second condenser plate 560 cooperate with the air filter housing 510 to enclose an oil-gas separation chamber. By designing the first condenser plate 550 and the upper housing 511 to be integrally formed, and the second condenser plate 560 and the lower housing 512 to be integrally formed, the manufacturing process and the assembly process can be simplified, and the cost can be reduced. Optionally, the first condenser plate 550 and the second condenser plate 560 are independent of the air filter housing 510 and communicate with the exhaust port 2101.

[0171] The first condenser plate 550 and the second condenser plate 560 are arranged inside the gas treatment device 500, that is, the first condenser plate 550 and the second condenser plate 560 are arranged in the gas treatment chamber. The gas treatment device 500 integrates the functions of an air filter and an oil-gas separation device, and the appearance of the gas treatment device 500 is flat, which is convenient for the assembly of the whole vehicle. The recovery assembly is arranged inside the gas treatment device 500, so that there is no need to separately arrange a connecting pipe to connect the recovery assembly and the air treatment chamber, and the structure and size are simplified.

[0172] An oil-gas separation chamber is formed between the first condenser plate 550 and the second condenser plate 560. By arranging the first partition group 580 and the second partition group 590, the oil-gas separation chamber can be at least formed into a first separation chamber 2102 and a second separation chamber 2103. The arrangement of multiple partitions can generate more separation chambers. Taking the example of having two partitions, a first separation chamber is formed between the two partitions, and a second separation chamber 2103 and a third separation chamber are formed between the partition and the first condenser plate 550 and the second condenser plate 560.

[0173] Optionally, the exhaust port 2101 is arranged to communicate directly with the first separation chamber 2102, and the second separation chamber 2103 and the third separation chamber are symmetrically arranged relative to the exhaust port 2101. The exhaust gas discharged from the power source 210 enters the first separation chamber 2102 from the discharge port. The exhaust gas collides with the partition plate and the condensation plate, and partial oil and gas condense. The remaining exhaust gas enters the second separation chamber 2103 and the third separation chamber respectively through the gap between the partition plate and the condensation plate in two parts, and contacts and condenses with the partition plates and the condensation plates on both sides of the second separation chamber 2103 and the third separation chamber. It can be seen that through the above arrangement, at least two exhaust channels are formed between the first condensation plate 550 and the second condensation plate 560. The exhaust gas entering the recovery assembly flows out from these two exhaust channels respectively, so that the exhaust resistance can be further reduced and the recovery efficiency of the engine oil can be improved. Taking the air flow condition of the exhaust channel on one side of the second separation chamber 2103 as an example, after the gas enters the first separation chamber 2102, it flows into the second separation chamber 2103 through the gap between the second partition plate group 590 and the first condensation plate 550. After passing through the second separation chamber 2103, it then enters the next separation chamber through the gap between the first partition plate group 580 and the second condensation plate 560, and so on. The exhaust gas flows out of the recovery assembly in a zigzag route in the exhaust channel, increasing the overall path length of the exhaust channel and the effective cooling area of the two side walls of the exhaust channel.

[0174] Referring to Figures 33 to 34 , the filtration assembly 540 filters the gas flowing towards the air inlet. The filtration assembly 540 includes a filter element 541 and a clamping assembly 542. The filter element 541 is detachably installed on the clamping assembly 542. The filter element 541 is used to filter the gas entering the interior of the power source 210. The clamping assembly 542 includes a first clamping member 5421 and a second clamping member 5422. The first clamping member 5421 can slide relative to the second clamping member 5422 along the installation direction to fix the filter element 541, and the first clamping member 5421 can slide relative to the second clamping member 5422 along the direction opposite to the installation direction to detach the filter element 541.

[0175] Optionally, the clamping assembly 542 is a wedge-shaped slider group, and the filter element 541 is fixed by the wedge-shaped slider group. The first clamping member 5421 is a slider, and the second clamping member 5422 is a fixed block. The slider can slide relative to the fixed block along an inclined surface, so that the slider and the fixed block have an installation position and a disassembly position relative to each other. The slider and the fixed block respectively form an inclined contact interface 5423, and the inclination directions of the slider and the fixed block are opposite, so that the slider and the fixed block form a wedge-shaped structure. A clamping groove and a clamping member are generated on the fixed block and the slider, so that the slider is connected to the fixed block by sliding, and the fixed block and the slider clamp the filter element 541 through interference fit. The middle of the slider and the fixed block is hollow to form a space for placing the filter element 541. The filter element 541 is placed in the middle of the fixed block, and then the slider is installed on the fixed block so that the slider and the fixed block clamp the filter element 541. When the filter element 541 needs to be replaced, only a little external force is required to move the slider to the disassembly position, and no additional tool is needed to disassemble the wedge-shaped slider, which is convenient for subsequent maintenance and use of the riding vehicle 10.

[0176] Referring to Figure 35a , after the filter assembly 540 is installed on the riding vehicle 10, the included angle between the installation direction of the first clamping member 5421 and the vehicle height direction is less than or equal to 80 degrees and greater than or equal to 0 degrees. The air filter housing 510 includes an air filter cover 511, and the air filter cover 511 can be separated from the air filter housing 510 along the disassembly direction, and the included angle between the disassembly direction and the installation direction is greater than or equal to 80 degrees and less than or equal to 120 degrees. At the same time, the power system 200 further includes a fuel tank 220, and the vehicle further includes a power supply device 610, and the power supply device 610 supplies power to the riding vehicle 10. The fuel tank 220 is arranged above the front of the gas treatment device 500, and the power supply device 610 is arranged behind the gas treatment device 500. The fuel tank 220, the power supply device 610, and the gas treatment device 500 are all arranged under the seat cushion 910. When the filter element 541 of the riding vehicle 10 needs to be replaced, the user only needs to open the seat cushion 910, take out the power supply device 610, then disassemble the air filter cover 511 along the disassembly direction of the air filter cover 511, and take out the air filter housing 510 of the air filter cover 511 to form an upward-opening disassembly port. The filter assembly 540 is exposed in this disassembly port, so that the user takes out the first clamping member 5421 from the disassembly port formed by the air filter housing 510 along the opposite direction of the installation direction, so that the filter element 541 can be taken out and replaced, and the first clamping member 5421 is reinstalled on the second clamping member 5422 along the installation direction to fixedly install the filter element 541.

[0177] Optionally, when the gas treatment device 500 is installed on the housing assembly 700 of the riding vehicle 10, the gas treatment device 500 is arranged towards the rear upper side, and the open disassembly port formed by the gas treatment device 500 is arranged towards the rear upper side of the riding vehicle 10. The filter assembly 540 is longitudinally arranged on the gas treatment device 500 such that the installation direction of the first clamping member 5421 is consistent with the orientation direction of the open disassembly port of the gas treatment device 500, and the included angle between the installation direction of the first clamping member 5421 and the vehicle height direction is less than or equal to 60 degrees and greater than or equal to 5 degrees. The arrangement direction of the filter assembly 540 can make the structure of the gas treatment device 500 more compact, rationally utilize the space of the gas treatment device 500 and the housing assembly 700, and while reducing the overall volume of the gas treatment device 500, the quick disassembly and quick installation of the filter element 541 can be realized, which is convenient for users. Optionally, the air filter cover body 511 can be separated from the housing 510 along the disassembly direction, the included angle between the disassembly direction and the installation direction is basically equal to 90 degrees, and the filter assembly 540 is arranged below the disassembly port and connected to the disassembly port, making the whole gas treatment device 500 more compact.

[0178] Referring to Figure 40 , the front wheel 810 includes a wheel body 811 and a shaft hole 812, and the shaft hole 812 is formed on the wheel body 811. The wheel axle 813 passes through the shaft hole 812 and is rotatably connected to the front wheel 810. The wheel axle 813 includes a first connection end 8131 and a second connection end 8132, and the first connection end 8131 and the second connection end 8132 are arranged at both ends of the wheel axle 813. The running system 800 further includes a shaft sleeve 840, the shaft sleeve 840 is sleeved outside the first connection end 8131, at least part of the shaft sleeve 840 is arranged in the shaft hole 812, the front wheel 810 and the wheel axle 813 are connected through the shaft sleeve 840, the shaft sleeve 840 axially positions the wheel axle 813, at least part of the second connection end 8132 is placed in the shaft hole 812 and is supported in the shaft hole 812. The running system 800 further includes a bearing 850 and a oil seal 860, the bearing 850 and the oil seal 860 are sleeved on the wheel axle 813, and the oil seal 860 includes a first oil seal and a second oil seal. The first oil seal is penetrated by the shaft sleeve 840, and the second oil seal is penetrated by the second connection end 8132. The oil seal is arranged outside the bearing 850, and the oil seal encloses the bearing 850 and part of the wheel axle 813 in the shaft hole 812.

[0179] The second connection end 8132 forms a clamping portion. The clamping portion protrudes relatively in the radial direction of the axle 813 with respect to the shaft body of the axle 813. The clamping portion is sleeved by the second oil seal member, so that in the radial direction of the axle 813, the projections of the clamping portion and the second oil seal member at least partially overlap. The bearing 850 is arranged inside the second oil seal member and the clamping portion, and the clamping portion abuts against the bearing 850. The sleeve 840 is sleeved with the first oil seal member, and in the radial direction of the axle 813, the projections of the sleeve 840 and the first oil seal member at least partially overlap. The clamping portion and the axle 813 are integrally formed. Through the clamping portion formed by the axle 813 at the second connection end 8132, it is not necessary to provide a double sleeve 840 to support and limit the first connection end 8131 and the second connection end 8132 at the same time, which simplifies the structure of the wheel, reduces the cost, and is convenient for assembly.

[0180] The first connection end 8131 is indirectly supported by the shaft hole 812 and the bearing 850 through the sleeve 840, and the second connection end 8132 is directly supported by the shaft hole 812 and the bearing 850. The shock absorption device 410 is sleeved on the first connection end 8131 and the second connection end 8132. During assembly, align the first connection end 8131 with the shaft hole 812 and insert it into the shaft hole 812, operate the axle 813 to pass through the shaft hole 812, and sleeve the sleeve 840 on the first connection end 8131, so that the first connection end 8131 and the second connection end 8132 are respectively located at both ends of the shaft hole 812, and then sleeve the sleeve 840 onto the first connection end 8131. By installing the bearing 850 and the oil seal member, the bearing 850 and the oil seal member are sleeved on the axle 813, and the bearing 850 and the oil seal member are installed on the shaft hole 812.

[0181] Refer to Figure 4 ,1, The running system 800 further includes a transmission system 830. The transmission system 830 connects the power source 210 and the rear wheel 820. The transmission system 830 includes a sprocket 831, a sprocket seat 832 and a transmission belt. The transmission belt is driven by the power source 210 and connects and drives the sprocket 831 to rotate. The sprocket 831 is installed on the sprocket seat 832. The sprocket 831 includes a plurality of tooth portions 8311 connected to the sprocket seat 832 and an extension portion 8312 provided between the tooth portions 8311. The tooth portions 8311 protrude towards the center of the sprocket 831 relative to the extension portion 8312.

[0182] The sprocket seat 832 includes a first side wall connecting the sprocket 831 and a second side wall connecting the rear wheel 820. The first side wall connects the tooth portions 8311, and an opening is formed between the extension portion 8312, the tooth portions 8311 and the sprocket seat 832. The sprocket 831 and the sprocket seat 832 are fixedly connected through the tooth portions 8311, and an opening is formed between the extension portion 8312 and the tooth portions 8311 to make the sprocket seat 832 lightweight.

[0183] Refer toFigure 41 The sprocket 831 further includes a buffer body 833. The buffer body 833 is connected to the second side wall. The buffer body 833 is a boss formed by a multi-prism. The sprocket seat 832 further includes a wheel disc 834 for mounting the buffer body 833. The tooth portion 8311 includes a screw hole and a connecting end face. The connecting end face abuts against the wheel disc 834 of the sprocket 831. The sprocket 831 and the sprocket seat 832 are connected by a bolt passing through the screw hole. At the same time, the connecting end face abuts against the wheel disc 834 of the sprocket 831 to limit the connecting end face. There are a plurality of tooth portions 8311, which are arranged on the circumferential side of the wheel disc 834 of the sprocket 831, so that the tooth portions 8311 can surround and clamp the wheel disc 834.

[0184] Each buffer body 833 has at least two open sides. Each buffer body 833 forms an indented portion 8331 communicating with the open sides. By providing the indented portion 8331, the weight of the buffer body 833 is further reduced, while ensuring the strength and function of the sprocket 831, making the weight of the transmission system 830 lower. An annular sludge guide groove is formed on the side face of the wheel disc 834 for guiding the discharge of sewage and sediment, reducing the amount of sediment and sewage entering the buffer body 833.

[0185] Refer to Figure 42 The seat cushion 910 is arranged to be connected above the vehicle frame 100 and is supported by the vehicle frame 100. The bearing system 900 further includes a seat cushion lock 911 and a seat cushion lock positioning member 9111. The seat cushion lock 911 locks the connection of the seat cushion 910 relative to the vehicle frame 100. The seat cushion lock positioning member 9111 connects the seat cushion lock 911 to the vehicle frame 100. The seat cushion lock positioning member 9111 is located in the installation space formed between the seat cushion 910 and the vehicle frame 100. The two ends of the pull belt 920 are fixed to the vehicle frame 100 by the seat cushion lock positioning member 9111, and at least part of the pull belt 920 is exposed outside the installation space. By the seat cushion lock positioning member arranged in the installation space, the two ends of the pull belt 920 are fixedly connected in the installation space, and part of the pull belt 920 extends outwards from the seat cushion 910, so that part of the pull belt 920 is exposed to the air, enabling the user to maintain a stable sitting on the seat cushion 910 by holding the pull belt 920.

[0186] The middle section of the pull belt 920 forms an annular holding portion. The two ends of the pull belt 920 are arranged between the vehicle frame 100 and the seat cushion 910, and at least part of the holding portion is exposed outside the vehicle frame 100 and the seat cushion 910. The holding portion is flexibly unfolded outside the bearing system 900. The part of the pull belt 920 exposed outside the installation space is flexibly unfolded outside the riding vehicle 10. By connecting the seat cushion lock 911 and the pull belt 920 to the vehicle frame 100 through the seat cushion lock positioning member, the number of components can be reduced, and the weight and size of the whole vehicle can be reduced.

[0187] Meanwhile, the frame 100 is used to connect and fix the drawstring 920, which can ensure the strength of the drawstring 920 and its connecting components, and prevent deformation of the connecting components due to excessive tension of the drawstring 920.

[0188] Referring to Figure 43 , the power system 200 further includes a fuel tank 220, a first buffer 230 and a second buffer 240. The fuel tank 220 and the frame 100 are connected through the first buffer 230, and the seat cushion 910 and the fuel tank 220 are connected through the second buffer 240. Thus, the fuel tank 220 and the frame 100 are buffered twice by the first buffer 230 and the second buffer 240, and the first buffer member buffers the fuel tank 220 and the seat cushion 910 at the same time, which can improve the buffering effect on the seat cushion 910 and enhance the comfort of the user sitting on the seat cushion 910.

[0189] Referring to Figure 45 , the first buffer 230 and the second buffer 240 include rubber blocks. The first buffer 230 is arranged between the frame 100 and the seat cushion 910. There are at least two first buffers 230, and the two first buffers 230 are connected to the front and rear ends of the fuel tank 220. The power system 200 further includes a fuel tank positioning member 2201, which is connected to the fuel tank 220 and the first buffer 230. Thus, the first buffer 230 is arranged between the fuel tank positioning member 2201 and the frame 100. The second buffer 240 extends forward to form a tongue structure, and the fuel tank positioning member 2201 forms a tongue groove, and the second buffer 240 is connected to the tongue groove. By supporting the first buffer 230 and the second buffer 240 with the fuel tank positioning member 2201 and connecting the fuel tank 220 and the seat cushion 910, the overall structure of the machine is made more compact.

[0190] The seat cushion 910 includes a panel 912 facing the frame 100. The panel 912 includes a tool slot 9121 and a tool socket 9122. The tool socket 9122 is formed on one side of the tool slot 9121. The seat cushion 910 further includes an elastic band 913, which is detachably mounted on the upper side of the tool slot 9121. The tool socket 9122 is generated on one side of the tool slot 9121 and there is only one. One end of the tool can be inserted into the tool socket 9122, and the other end is limited by the elastic band 913, so as to facilitate the taking and storing of tools.

[0191] Referring to Figure 44, the seat cushion 910 further includes a waterproof rib 9101. The side edges at the overlapping portion between the housing assembly 700 and the seat cushion 910 and the waterproof rib 9101 are staggeredly distributed to prevent liquid from entering between the riding vehicles 10. The seat cushion 910 further includes a water baffle 9102 which extends downward. The water baffle 9102 and the waterproof rib 9101 are oppositely arranged. The waterproof rib 9101, the side edges of the housing assembly 700, and the water baffle 9102 form a labyrinth structure, and there are staggered gaps among the three, which can effectively prevent liquid from splashing into the interior of the seat cushion 910 and the housing assembly 700 without affecting the heat dissipation inside the riding vehicle 10.

[0192] Referring to Figure 35b , the housing assembly 700 further includes a fuel tank fixing hole 701, and the power system 200 further includes a fuel tank mounting member 221 which includes a connecting sleeve 2210 and a bolt member. The connecting sleeve 2210 forms a sleeve 2211 and a clamping portion 2212. The clamping portion 2212 is clamped on one side of the fuel tank fixing hole 701, and the sleeve 2211 passes through the fuel tank fixing hole 701 and is bolted to the sleeve 2211. The fuel tank mounting member 221 connects the fuel tank 220 to the housing assembly 700. The clearance deviation between the fuel tank 220 and the housing assembly 700 can be eliminated through the connecting sleeve, thereby improving the seam consistency of mounting the fuel tank 220.

[0193] Referring to Figure 46 and Figure 47 , the riding vehicle 10 further includes a power supply housing 611 which includes a first assembly portion 6111 and a second assembly portion 6112. The first assembly portion 6111 assembles the power supply device 610, and the second assembly portion 6112 assembles the voltage regulator rectifier 6114. The first assembly portion 6111 and the second assembly portion 6112 are arranged back to back. The power supply housing 611 further includes a third assembly portion 6113 which assembles the housing assembly 700. Thus, the power supply housing 611 supports the power supply device 610 and the voltage regulator rectifier 6114 at the same time and can position the housing assembly 700. The power supply housing 611 is also provided with a power supply strap 920 for limiting the power supply device 610, making the internal layout of the riding vehicle 10 compact and saving assembly parts.

[0194] Referring to Figure 48 , the load-bearing system 900 further includes a seat cushion lock 911, a seat cushion lock seat, and a seat cushion lock pull rod 914 connected to the seat cushion lock 911. The seat cushion lock seat mounts the seat cushion lock 911. The seat cushion lock 911 can lock the connection between the seat cushion 910 and the frame 100. The seat cushion lock seat forms a limiting hole for fixing the seat cushion lock pull rod 914 to prevent the seat cushion lock pull rod from falling off and improve the service life of the seat cushion lock 911.

[0195] The power system 200 includes a power source 210 , and the housing assembly 700 includes a power source lower housing 730 . The power source lower housing 730 is disposed below the power source 210 and forms at least one mud-sweeping outlet to prevent mud and sand from accumulating inside the housing assembly 700 .

[0196] Reference Figure 55 The housing assembly 700 is provided with a universal serial bus interface and an elastic sleeve 2211. The elastic sleeve 2211 is sleeved on the outside of the universal serial bus, and the elastic sleeve 2211 and the universal serial bus are installed in the universal serial bus interface, so that they can be quickly assembled. During the later modification process, the user can remove the elastic sleeve 2211 to quickly assemble the universal serial bus interface. Optionally, the housing assembly 700 is only provided with the elastic sleeve 2211 that can connect to the serial bus interface. When it is necessary to add a universal serial bus interface, the elastic sleeve 2211 can be pulled out of the housing assembly 700 and the universal serial bus interface can be added in the elastic sleeve 2211, thereby simplifying costs and facilitating later maintenance and modification.

[0197] Reference Figure 49 and Figure 50 The housing assembly 700 further includes a cover 750, which is disposed in front of the main frame 110 and extends between the main frame 110 and the front frame. When a user controls the steering system to deflect left or right while riding the riding vehicle, the steering system or suspension system may interfere with or collide with the front frame, thereby affecting the driving of the riding vehicle and causing wear on the cover 750. The housing assembly 700 includes a main housing 760 that covers the main frame 110, and the cover 750 is connected to the front section of the main housing 760. The cover 750 includes a cover plate 752 and a transfer shaft connected to the main housing 760, allowing the cover 750 and the main housing 760 to rotate relative to each other. The cover 750 also includes a reset element 751, which is connected to the cover plate 752 and the main housing 760. When the cover 750 is not impacted by the suspension system, the reset element 751 supports the cover plate 752 in its forward extension. When the suspension system impacts the cover plate 752, the cover plate 752 compresses the reset element 751, allowing the cover plate 752 to avoid the suspension system, thereby not affecting the performance of the suspension system and ensuring the service life of the cover plate 752. The reset element 751 maintains the cover plate 752 in an extended state. When the cover plate 752 is in the extended state, the cover plate 752 extends substantially parallel to the horizontal plane toward the front frame. Optionally, the reset element is an elastic member that can be compressed by the cover plate to allow the cover plate to move out of the extended state.

[0198] The housing assembly 700 further includes a power source side housing 740. The power source side housing 740 is disposed at the side end of the power source 210. The power source side housing 740 forms at least one heat dissipation opening 741, which can dissipate heat from the power source 210 and other components. Optionally, there are two heat dissipation openings.

[0199] Referring Figure 51 and Figure 52 As shown in and, the housing assembly 700 includes a connected first housing 710 and second housing 720. At least one first housing 710 includes a coordination structure 711. The coordination structure 711 includes a first coordination part 7111 and a second coordination part 7112. The first coordination part 7111 and the second coordination part 7112 extend along two substantially perpendicular directions. The upper surface of the first coordination part 7111 is an inclined curved surface. The coordination structure 711 further includes a third coordination part 7113. A clamping space is formed between the third coordination part 7113 and the first coordination part 7111. The second housing 720 includes a fourth coordination part 721 and a fifth coordination part 722. The fourth coordination part 721 and the fifth coordination part 722 constitute a fitting hole. The coordination structure 711 can be inserted into the fitting hole. The fourth coordination part 721 can be inserted into the clamping space. The fifth coordination part 722 abuts against the second coordination part 7112. Through the coordination structure 711, the first housing 710 and the second housing 720 can be quickly spliced, so that the first housing 710 clamps the second housing 720.

[0200] Referring Figure 53 and Figure 54 The housing assembly 700 further includes a frame bottom plate 770. The frame bottom plate 770 is disposed at the bottom of the frame 100. The frame bottom plate 770 includes an opening for the shock absorber 410 to extend downward relative to the frame bottom plate 770. The frame 100 further includes a shock absorber connection part 170. The shock absorber connection part 170 is connected to the middle frame and / or the rear frame. The shock absorber is detachably connected to the shock absorber connection part 170. For example, the shock absorber and the frame are connected by screwing. The user can directly remove the shock absorber and take out the shock absorber 410 through the frame bottom plate 770, which is convenient for later maintenance of the shock absorber.

[0201] The shock absorber further includes a preload adjustment part 411 for preload adjustment of the shock absorber. The preload adjustment part 411 is disposed below the frame bottom plate 770. Thus, in the horizontal direction, the user can directly operate the preload adjustment, so that the preload adjustment can be realized without disassembling the machine, which is convenient for the user to use. At the same time, the structural setting of the frame bottom plate 770 can also dissipate heat from the voltage regulator rectifier.

[0202] The riding vehicle 10 further includes a footrest 301 for stepping on. A footrest support 302 supports the footrest 301. The footrest support 302 is connected to the vehicle frame 100. The riding vehicle 10 further includes a shifting assembly 303, which includes a connecting rod 304 connected to the transmission system 830. The shifting assembly 303 further includes a shifting member 305 and a shifting pedal 306. The shifting member 305 includes a rotation connection point connected to the footrest support 302. The shifting member 305 can rotate relative to the footrest support 302 around the rotation connection point.

[0203] Referring Figures 56 to 58 , the shifting assembly 303 includes a connecting rod 304 connected to the transmission system 830. The shifting assembly 303 further includes a shifting member 305 and a shifting pedal 306. The shifting member 305 includes a rotation connection point connected to the footrest support 302. The shifting member 305 can rotate relative to the footrest support 302 around the rotation connection point. The shifting member 305 includes a first connection point 3051 and a second connection point 3052. The connecting rod 304 can be connected to the first connection point 3051 or the second connection point 3052. The shifting member 305 has a center line passing through the rotation connection point. The first connection point 3051 and the second connection point 3052 are substantially symmetric with respect to the center line. The shifting pedal 306 is relatively arranged on one side of the center line. The user can switch the connecting rod 304 to be connected to the first connection point 3051 or the second connection point 3052 by himself to switch the direction in which the shifting pedal 306 can control the shifting. The connecting rod 304 can be connected to the first connection point 3051 or the second connection point 3502 by screwing. With the above settings, the user can replace the connecting rod 304 to be connected to the first connection point 3051 or the second connection point 3502 according to the needs. Because the first connection point 3051 and the second connection point 3052 are substantially symmetric with respect to the center line and the shifting pedal 306 is relatively arranged on one side of the center line, when the connecting rod is respectively connected to the first connection point 3051 and the second connection point 3052, the directions in which the shifting pedal 306 can shift gears are opposite. Thus, the user can switch the direction of gear shifting adjustment according to his own needs so that the shifting assembly can adapt to different driving scenarios.

[0204] The footrest support 302 includes a connecting middle section 3021, a connecting front section 3022 and a connecting rear section 3023. The connecting middle section 3021 is connected to the vehicle frame 100. The connecting front section 3022 is arranged in front of the connecting middle section 3021 and connects the rotation connection point. The connecting rear section 3023 is located behind the connecting middle section 3021 and connects the footrest 301. Both the connecting front section 3022 and the connecting rear section 3023 form weight reduction holes to reduce the weight of the footrest support 302.

[0205] Optionally, the pedal support 302 is connected to the middle frame 140, and the pedal support 302 is made of aluminum. The middle frame 140 includes a third frame member 141, and the third frame member 141 forms a positioning portion connecting the main frame 110, the rear suspension 420, and the pedal support 302. The riding vehicle 10 further includes a housing assembly 700. The housing assembly 700 packages the frame 100 and the power system 200, and the housing assembly 700 forms the pedal support 302 to support both the pedal 301 and the shift pedal 306 by using the pedal support 302, making the riding vehicle 10 lighter.

[0206] The above are only the preferred embodiments of the present application and are not intended to limit the present application. For those skilled in the art, the present application can have various changes and modifications. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A riding vehicle, comprising: A power system including a power source for providing power; A running system including wheels that can be driven by the power system; A suspension system for buffering the riding vehicle; A frame for supporting the power system and the suspension system; Characterized in that The suspension system includes: a rear suspension and a shock absorber. The rear suspension is connected to the shock absorber and supports the wheels. The rear suspension includes a connecting frame and has a pair of rear cantilevers. The connecting frame connects the two rear cantilevers. The rear cantilevers extend along the longitudinal direction of the riding vehicle. The rear cantilever includes an outer plate, a first inner plate, and a second inner plate. The first inner plate and the second inner plate are connected to one side of the outer plate. The connecting frame connects the two first inner plates. The ratio of the length of the first inner plate in the longitudinal direction of the riding vehicle to the weight of the first inner plate is a first ratio. The ratio of the length of the second inner plate in the longitudinal direction of the riding vehicle to the weight of the second inner plate is a second ratio. The first ratio is greater than the second ratio, and the material hardness of the first inner plate is greater than the material hardness of the second inner plate; The frame is basically symmetrically distributed left and right along the symmetry plane. The first inner plate includes a first abutting portion, and the first abutting portion forms a first abutting surface. The second inner plate includes a second abutting portion, and the second abutting portion forms a second abutting surface. The first abutting surface and the second abutting surface are in contact, and the first abutting surface is basically perpendicular to the symmetry plane; The projections of the first inner plate and the second inner plate along a straight line direction parallel to the symmetry plane at least partially overlap.

2. The riding vehicle according to claim 1, wherein, The first inner plate forms a recessed portion, and the second inner plate forms an extension portion that coordinates with the recessed portion.

3. A riding vehicle, comprising: A power system including a power source for providing power; A running system including wheels that can be driven by the power system; A suspension system for buffering the riding vehicle; A frame for supporting the power system and the suspension system; Characterized in that the suspension system includes: a rear suspension and a shock absorber. The rear suspension is connected to the shock absorber and supports the wheels. The rear suspension includes a connecting frame and has at least one rear cantilever. The connecting frame connects the rear cantilever. The rear cantilever extends along the longitudinal direction of the riding vehicle. The rear cantilever includes an outer plate, a first inner plate, and a second inner plate. The first inner plate and the second inner plate are connected to one side of the outer plate. The connecting frame connects the first inner plate. The average thickness of the first inner plate in the vehicle width direction of the riding vehicle is a first thickness. The average thickness of the second inner plate in the vehicle width direction of the riding vehicle is a second thickness. The first thickness is greater than the second thickness; The difference between the first thickness and the second thickness is greater than or equal to 0.4 mm and less than or equal to 1 mm.

4. The riding vehicle according to claim 3, wherein The difference between the first thickness and the second thickness is greater than or equal to 0.5 mm and less than or equal to 0.8 mm.

5. The riding vehicle according to claim 3, characterized in that, The frame is basically symmetrically distributed about the symmetry plane on the left and right. The first inner plate includes a first abutting portion, and the first abutting portion forms a first abutting surface. The second inner plate includes a second abutting portion, and the second abutting portion forms a second abutting surface. The first abutting surface and the second abutting surface are in contact, and the first abutting surface is substantially perpendicular to the symmetry plane.

6. The riding vehicle according to claim 5, wherein, The projections of the first inner plate and the second inner plate along a straight line direction parallel to the symmetry plane at least partially overlap.

7. The riding vehicle according to claim 5, characterized in that, The torsional section modulus of the longitudinal section of the first inner plate is greater than that of the longitudinal section of the second inner plate.

Images