Motorcycle

Abstract

The application relates to a motorcycle, a power system of the motorcycle comprising an oil tank and a cover, the cover being arranged outside the oil tank and fixed to a frame, the cover being provided with an air inlet and a heat dissipation opening, the air inlet and the heat dissipation opening being opposite in the length direction of the frame. The motorcycle provided by the application can accumulate part of heat generated by the engine working in the cover when the motorcycle is running, air can enter the cover from the air inlet, and the accumulated heat in the cover can be taken away from the heat dissipation opening, so that the motorcycle can avoid that the heat accumulated in the cover is too much to affect the normal work of surrounding devices. The air inlet and the heat dissipation opening are arranged on the cover and opposite in the length direction of the frame, so that the flow path of the air between the air inlet and the heat dissipation opening forms a straight line, the air can quickly take away the heat from the cover, and the heat dissipation effect is improved.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and more particularly to a motorcycle. Background Technology

[0002] Motorcycle fuel tanks are typically protected by an external cover. However, existing covers are quite enclosed and, once installed, cannot effectively dissipate heat around the fuel tank. This can cause heat from the engine to accumulate inside the cover, leading to increased temperatures in surrounding components and affecting their normal operation. Furthermore, the increased temperature of components around the fuel tank can cause burns to the rider's hands and thighs when in contact with them, reducing the riding experience. Summary of the Invention

[0003] The purpose of this application is to provide a motorcycle that solves the problem that the fuel tank cover cannot achieve heat dissipation in the prior art.

[0004] This application provides a motorcycle, including a frame, a suspension system, wheels, a power system, and a control system. The wheels are connected to the frame via the suspension system. The power system and the control system are at least partially mounted on the frame. The power system includes a fuel tank and a cover. The cover is installed outside the fuel tank and fixed to the frame. The cover has an air inlet and a heat dissipation vent, which are positioned opposite each other along the length of the frame.

[0005] In one possible implementation, the air intake is located on the side of the cover facing the front of the frame, and the heat dissipation vent is located on the side of the cover facing the rear of the frame.

[0006] In one possible implementation, the cover includes a first protective element, a second protective element, a third protective element, and a heat dissipation element;

[0007] The first protective component is provided with an oil port, one end of the second protective component is connected to the side of the first protective component facing the front of the frame, and the other end of the second protective component is connected to the frame.

[0008] The third protective component is located on both sides of the first protective component, the heat dissipation vent is located on the side of the third protective component away from the front end of the frame, and the bottom of the third protective component is fixed to the frame.

[0009] The heat sink is positioned between the second and third protective components.

[0010] In one possible implementation, the first protective component is provided with a buckle, which engages with the second and third protective components respectively.

[0011] In one possible implementation, the second protective member has three fixing points at the end away from the first protective member, and the fixing points are fixed to the frame by screws.

[0012] In one possible implementation, the heat sink includes a windward plate, a first flange and a second flange, the first flange and the second flange are respectively disposed at both ends of the windward plate, and the heat sink is fixed to the second protective member by the first flange and the heat sink is fixed to the third protective member by the second flange, and the air inlet is disposed on the windward plate.

[0013] In one possible implementation, the windward plate includes a first air outlet and a second air outlet, wherein the angle between the first air outlet and the second air outlet is greater than or equal to 45° and less than or equal to 120°.

[0014] In one possible implementation, the windward plate is provided with multiple mesh holes, which form an air inlet.

[0015] In one possible implementation, the heat sink further includes a connecting beam, the two ends of which are fixedly connected to the first flange and the second flange, respectively.

[0016] In one possible implementation, the second protective member is fixedly connected to the first flange by screws, and the third protective member is fixedly connected to the second flange by screws.

[0017] The technical solution provided in this application can achieve the following beneficial effects:

[0018] The motorcycle provided in this application, by incorporating air inlets and heat dissipation vents on its body panel, allows some of the heat generated by the engine to accumulate within the panel during motorcycle operation. Airflow enters the panel through the air inlets and carries away the accumulated heat through the heat dissipation vents, thus preventing excessive heat buildup that could affect the normal operation of surrounding components. Furthermore, by positioning the air inlets and heat dissipation vents opposite each other along the length of the frame, the airflow path between them is straight, enabling the air to quickly remove heat from the panel and improving heat dissipation.

[0019] It should be understood that the above general description and the following detailed description are merely exemplary and do not limit this application. Attached Figure Description

[0020] Figure 1 A schematic diagram of the structure of a motorcycle provided in an embodiment of this application (I);

[0021] Figure 2 This is a schematic diagram (II) of the structure of a motorcycle provided in an embodiment of this application;

[0022] Figure 3 This is a schematic diagram of the vehicle frame provided in an embodiment of this application;

[0023] Figure 4 A structural schematic diagram of the main frame;

[0024] Figure 5 Front view of the main frame;

[0025] Figure 6 A side view showing the assembly of the subframe and the rear frame;

[0026] Figure 7 This is a structural schematic diagram of the subframe;

[0027] Figure 8 This is a structural diagram of the tail section frame;

[0028] Figure 9 This is a schematic diagram of the structure of the heat sink assembly provided in the embodiments of this application;

[0029] Figure 10 This is a front view of the heat sink assembly provided in an embodiment of this application;

[0030] Figure 11 A side view of the heat sink assembly provided in an embodiment of this application;

[0031] Figure 12 for Figure 10 A magnified view of a portion at point A;

[0032] Figure 13 A diagram showing the state of the radiator assembly, auxiliary water tank, and chassis (including protective components);

[0033] Figure 14 A diagram showing the state of the radiator assembly, auxiliary water tank, and chassis (excluding protective components);

[0034] Figure 15 This is a partial sectional view of the protective components being installed on the vehicle frame.

[0035] Figure 16 A schematic diagram of the cover (I);

[0036] Figure 17 Schematic diagram of the cover (II);

[0037] Figure 18 Schematic diagram of the cover (III);

[0038] Figure 19 An exploded view of the cover component;

[0039] Figure 20 This is a front view of the wheel;

[0040] Figure 21 for Figure 20 A cross-sectional view along the BB direction;

[0041] Figure 22 for Figure 21 A magnified view of a portion at point C.

[0042] Figure label:

[0043] 100-motorcycle

[0044] 1-Frame

[0045] 11-Main frame

[0046] 111-First Main Beam

[0047] 111a-First fixing part

[0048] 112-Second Main Beam

[0049] 113-Third Main Beam

[0050] 113a-Second Fixing Part

[0051] 114-First connecting beam

[0052] 115-hole

[0053] 116 - First Triangular Unit

[0054] 117 - Second Triangle Unit

[0055] 12-Subframe

[0056] 121-First Sub-beam

[0057] 122-Second Sub-beam

[0058] 123 Third Sub-beam

[0059] 123a-Third Fixing Part

[0060] 124-Second connecting beam

[0061] 125-Connecting connector

[0062] 13-Tail frame

[0063] 131-First Frame

[0064] 132-Second Frame

[0065] 133-Connecting Components

[0066] 14-Fixing Hole

[0067] 16-Protective Components

[0068] 161-Snap-fit ​​Protrusion

[0069] 17-Snap-on Pad

[0070] 2-Radiator Assembly

[0071] 21-Heat dissipation core

[0072] 211-Heater

[0073] 212-Border

[0074] 212a-card slot

[0075] 22-Fan assembly

[0076] 221-fan blade

[0077] 222-Casing

[0078] 222a-Blower Plate

[0079] 222b-baffle

[0080] 222c-Mounting Plate

[0081] 222d-Pin

[0082] 23-Auxiliary water tank

[0083] 231-fill port

[0084] 3-Fuel Tank

[0085] 31-Cover Part

[0086] 311 - First Protective Component

[0087] 311a-Snap

[0088] 311b-oil port

[0089] 312-Second Protective Component

[0090] 312a-Fixed Position

[0091] 313-Third Protective Component

[0092] 314-Heat Components

[0093] 314a-Windshield

[0094] 314a1 - First Air Outlet

[0095] 314a2 - Second Air Outlet

[0096] 314a3-Mesh

[0097] 314b - First Flip

[0098] 314c - Second Flanging

[0099] 314d-Connecting Beam

[0100] 315-Air Inlet

[0101] 316-heat dissipation port

[0102] α-angle

[0103] 4-Braking System

[0104] 41-Brake

[0105] 411-Friction Plate

[0106] 412-Casing

[0107] 42-Brake Disc

[0108] 43-Brake bracket assembly

[0109] 431-Support Body

[0110] 431a - First Groove

[0111] 432-First Limiting Part

[0112] 433-Second Limiting Part

[0113] 434-stop block

[0114] 44-Elastic Washer

[0115] d-gap

[0116] 5-wheels

[0117] 51-Wheel Axle

[0118] 52-Wheel

[0119] 521-Second Groove

[0120] 6-Control System

[0121] 7-Engine

[0122] 8-Suspension system.

[0123] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. Detailed Implementation

[0124] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0125] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0126] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0127] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0128] It should be noted that the directional terms such as "upper," "lower," "left," and "right" described in the embodiments of this application are used to describe the angles shown in the accompanying drawings and should not be construed as limiting the embodiments of this application. Furthermore, in the context, it should be understood that when it is mentioned that an element is connected "upper" or "lower" to another element, it can be directly connected to the other element "upper" or "lower," or indirectly connected to the other element "upper" or "lower" through an intermediate element.

[0129] This application provides a motorcycle, such as Figure 1 and Figure 2 As shown, the motorcycle includes: a frame 1, a suspension system 8, wheels 5, a power system, and a control system 6. The wheels 5 are connected to the frame 1 via the suspension system 8. Both the power system and the control system 6 are at least partially mounted on the frame 1. The wheels 5 include a front wheel 5 and a rear wheel 5. The suspension system 8 includes a front suspension and a rear suspension. The front wheel 5 is connected to the frame 1 via the front suspension, and the rear wheel 5 is connected to the frame 1 via the rear suspension. The power system is mounted on the frame 1 and provides power for the operation of the motorcycle. At least one of the front wheel 5 and the rear wheel 5 is driveably connected to the power system. The control system 6 is electrically connected to the power system and is used to control the operation of the motorcycle.

[0130] The motorcycle frame 1 is the main structure of the motorcycle, supporting various modules such as the engine 7, fuel tank 3, suspension, and instruments. Currently, the motorcycle frame 1 is generally a one-piece structure, which is heavy and requires welding fixtures to form the frame. Due to the presence of welding thermal stress, the dimensions of the frame 1 are difficult to control, resulting in twisting at the rear and dimensional deviations. Furthermore, because of the high strength of the frame 1, dimensional deviations caused by thermal stress cannot be corrected, affecting the overall assembly quality of the motorcycle.

[0131] Therefore, such as Figures 3 to 8As shown, this embodiment provides a motorcycle 100. The frame 1 of the motorcycle 100 includes a first material component and a second material component. The first material component is configured as a main frame 11 and a subframe 12, and the second material component is configured as a rear frame 13. The second material component is at least partially exposed above the body of the motorcycle. The two ends of the subframe 12 are respectively bolted to the main frame 11 and the rear frame 13.

[0132] In this embodiment, the motorcycle frame 1 is divided into three parts from the front to the rear: the main frame 11, the subframe 12, and the rear frame 13. The main frame 11 can support components such as the front suspension, engine 7, and fuel tank 3. The subframe 12 can support components such as the seat and rear suspension. The rear frame 13 can support components such as the storage box and lamp holder, or it can be used without any components. The main frame 11, subframe 12, and rear frame 13 can be manufactured separately. When manufacturing the main frame 11, subframe 12, and rear frame 13, they can be formed using small welding fixtures, which greatly simplifies the manufacturing process and simplifies the structure of the welding fixtures, avoiding the problems of excessively long welding fixtures, complex structures and welding processes, and high tooling costs.

[0133] More importantly, in this embodiment, the main frame 11, subframe 12, and rear frame 13 are fixedly connected by bolts. This avoids the problem of subframe 12 twisting and dimensional instability caused by welding thermal stress when the main frame 11 and subframe 12 are welded together, or when the subframe 12 and rear frame 13 are welded together. Furthermore, by using bolt connections, the main frame 11 and subframe 12, as well as the subframe 12 and rear frame 13, can be quickly assembled according to different vehicle types, shortening the overall vehicle development cycle. Since the main frame 11, subframe 12, and rear frame 13 are manufactured independently, they are smaller in size compared to the integrated frame 1, achieving flexibility in packaging, handling, and transportation.

[0134] As a specific implementation method, such as Figures 3 to 5 As shown, the main frame 11 includes a first main beam 111, a second main beam 112 and a plurality of first connecting beams 114. The two ends of the first connecting beams 114 are fixedly connected to the first main beam 111 and the second main beam 112 respectively. A plurality of first triangular units 15 are formed between the first main beam 111, the second main beam 112 and the plurality of first connecting beams 114.

[0135] In this embodiment, two first main beams 111 and two second main beams 112 are symmetrically arranged in the width direction of the motorcycle, and the two symmetrically arranged first main beams 111 and second main beams 112 are connected to the first connecting beam 114 in the same way. In this embodiment, the first main beam 111, the second main beam 112 and the first connecting beam 114 on one side of the motorcycle are used as an example for explanation.

[0136] A certain distance is maintained between the first main beam 111 and the second main beam 112. Multiple first connecting beams 114 are disposed between the first main beam 111 and the second main beam 112, and these beams are inclined, forming an approximately triangular structure. For example, first triangular units 116 can be formed between two adjacent first connecting beams 114 and the first main beam 111, and between two adjacent first connecting beams 114 and the second main beam 112. This triangular structure enhances the stability and strength of the main frame 11, preventing deformation during assembly or load-bearing. It ensures that the frame 11 can sensitively transmit various operating commands and feedback during vehicle movement, thus improving operational stability and ride comfort.

[0137] In addition, in this embodiment, the first main beam 111, the second main beam 112 and the first connecting beam 114 are all tubular structures, and the tubular weaving process is adopted, which simplifies the manufacturing process of the frame 1.

[0138] As a specific implementation method, such as Figure 6 and Figure 7 As shown, the subframe 12 includes a first subbeam 121, a second subbeam 122, and a second connecting beam 124. The two ends of the second connecting beam 124 are fixedly connected to the first subbeam 121 and the second subbeam 122, respectively. A second triangular unit 117 is formed between the first subbeam 121, the second subbeam 122, and the second connecting beam 124.

[0139] In this embodiment, two of each of the first secondary beam 121 and the second secondary beam 122 are symmetrically arranged in the width direction of the motorcycle, and the two symmetrically arranged first secondary beams 121 and second secondary beams 122 are connected to the second connecting beam 124 in the same way. In this embodiment, the first secondary beam 121, the second secondary beam 122, and the second connecting beam 124 on one side of the motorcycle are used as an example for explanation.

[0140] A certain distance is maintained between the first sub-beam 121 and the second sub-beam 122. Multiple second connecting beams 124 are disposed between the first sub-beam 121 and the second sub-beam 122, and these beams are inclined, forming an approximately triangular structure. For example, triangular units 15 can be formed between adjacent second connecting beams 124 and the first sub-beam 121, and between adjacent second connecting beams 124 and the second sub-beam 122. This triangular structure enhances the stability and strength of the subframe 12 structure, preventing deformation of the subframe 12 during assembly or load-bearing.

[0141] As a specific implementation method, such as Figure 4 and Figure 5 As shown, a first fixing part 111a is provided on the first main beam 111, and the first main beam 111 is fixedly connected to the first secondary beam 121 through the cooperation of the first fixing part 111a and bolts; the main frame 11 also includes a third main beam 113, the first main beam 111 and the second main beam 112 are both fixed to the third main beam 113, a second fixing part 113a is provided on the third main beam 113, and the third main beam 113 is fixedly connected to the second secondary beam 122 through the cooperation of the second fixing part 113a and bolts.

[0142] Among them, such as Figure 4 and Figure 5 As shown, the third main beam 113 can extend in the width direction of the motorcycle. One end of the first main beam 111 and the second main beam 112 can be welded to the third main beam 113. The connection positions of the first main beam 111 and the second main beam 112 on the third main beam 113 are close, so that the first main beam 111 and the second main beam 112 can form two sides of a triangle. The first connecting beam 114, which connects the first main beam 111 and the second main beam 112 and is closest to the third main beam 113, can form the third side of the triangle. Thus, a triangular structure can be formed between the first main beam 111, the second main beam 112 and the first connecting beam 114, which improves the structural reliability of the first main beam 111 and the second main beam 112 at the connection position with the third main beam 113.

[0143] Furthermore, both the first fixing part 111a and the second fixing part 113a can be metal plates, such as connecting flanges, flanged structures, etc., and the first fixing part 111a and the second fixing part 113a can be provided with holes 115 for connecting bolts. In this embodiment, four M10 high-strength bolts can be used to connect and fix the main frame 11 and the subframe 12, which is convenient and efficient for assembly, and facilitates maintenance.

[0144] As a specific implementation method, such as Figure 6 and Figure 7 As shown, the subframe 12 also includes a third subbeam 123. The first subbeam 121 and the second subbeam 122 are both fixed to the third subbeam 123. The third subbeam 123 is provided with a third fixing part 123a. The third subbeam 123 is fixedly connected to the tail frame 13 through the cooperation of the third fixing part 123a and bolts.

[0145] The third sub-beam 123 can extend in the width direction of the motorcycle. One end of the first sub-beam 121 and the second sub-beam 122 can be welded to the third sub-beam 123, or it can be fixed to the third sub-beam 123 with the assistance of other connecting parts. The connection positions of the first sub-beam 121 and the second sub-beam 122 on the third sub-beam 123 are close, so that the first sub-beam 121 and the second sub-beam 122 can form two sides of a triangle. The second connecting beam 124, which connects the first sub-beam 121 and the second sub-beam 122 and is closest to the third sub-beam 123, can form the third side of the triangle. This allows the first sub-beam 121, the second sub-beam 122 and the second connecting beam 124 to form a triangular structure, improving the structural reliability of the first sub-beam 121 and the second sub-beam 122 at the connection position with the third sub-beam 123.

[0146] The third fixing part 123a can be a metal plate, such as a connecting flange or a flanged structure, and the third fixing part 123a can be provided with holes for connecting bolts. In this embodiment, M8 high-strength bolts can be used to connect and fix the subframe 12 and the tailframe 13.

[0147] As a specific implementation method, such as Figure 8 As shown, the tail frame 13 includes a first frame 131, a second frame 132, and a connecting component 133. The two ends of the connecting component 133 are respectively fixedly connected to the first frame 131 and the second frame 132 by bolts. The first frame 131 and the second frame 132 are fixedly connected to the third fixing part 123a by bolts.

[0148] The first frame 131 and the second frame 132 can have the same structure and are arranged facing the motorcycle in the width direction. The connecting component 133 can be a sheet metal structure, with both ends of the connecting component 133 connected to the inner sides of the first frame 131 and the second frame 132, which can not only enhance the structural stability between the first frame 131 and the second frame 132, but also improve the texture of the motorcycle through the shape of the first frame 131 and the second frame 132. The first frame 131 and the second frame 132 can have an arc shape, a corner bend shape, etc., which is not limited in this embodiment.

[0149] Each of the first frame 131 and the second frame 132 is provided with three fixing holes 14, and the three fixing holes 14 on the first frame 131 and the three fixing holes 14 on the second frame 132 can be distributed in a triangular pattern.

[0150] The triangularly distributed fixing holes 14 ensure a more secure and reliable connection between the first frame 131, the second frame 132, and the subframe 12, preventing loosening of the connection between the rear frame 13 and the subframe 12 during long-term driving and bumpy conditions. In this embodiment, the rear frame 13 and the subframe 12 can be fixed together using six M8 high-strength bolts.

[0151] As a specific implementation method, such as Figure 6 and Figure 7 As shown, the subframe 12 also includes a connecting joint 125, and the first sub-beam 121 and the second sub-beam 122 are both fixedly connected to the third sub-beam 123 through the connecting joint 125.

[0152] The connecting joint 125 may have three interfaces, which can be respectively sleeved and fixed to the first secondary beam 121, the second secondary beam 122, and the third secondary beam 123. Specifically, after the first secondary beam 121, the second secondary beam 122, and the third secondary beam 123 are respectively sleeved to the corresponding interfaces on the connecting joint 125, welding or hot-melt processes can be used to fix the first secondary beam 121, the second secondary beam 122, the third secondary beam 123, and the connecting joint 125. This ensures the reliability of the connection between the first secondary beam 121, the second secondary beam 122, and the third secondary beam 123.

[0153] As a specific implementation method, both the main frame 11 and the subframe 12 can be made of chromium-molybdenum alloy steel. This allows for the lightweighting of the main frame 11 and the subframe 12.

[0154] In addition, the tail frame 13 can be made of aluminum alloy, which can achieve lightweight design on the one hand, and take advantage of the plasticity of aluminum alloy to make it easy to shape the appearance of the tail frame 13 and improve the overall quality of the motorcycle.

[0155] The power system of a motorcycle generally includes components such as an engine 7, a radiator assembly 2, and a fuel tank 3. This power system is integrated into the frame 1. The radiator assembly 2 is located between the motorcycle's wheel 5 and the engine 7 to reduce the temperature of the engine 7. Generally, to improve the heat dissipation efficiency of the radiator assembly 2, a fan can be installed on it. When the fan is running, it can remove heat from the vicinity of the radiator assembly 2, improving its heat dissipation performance and ensuring that the motorcycle engine 7 reaches a suitable temperature range, guaranteeing that the motorcycle operates at its best.

[0156] Therefore, such as Figures 9 to 13As shown in the illustration, the motorcycle provided in this application includes a radiator assembly 2, which specifically includes a radiator core 21, an auxiliary water tank 23, and at least one fan assembly 22. The radiator core 21 is connected to the auxiliary water tank 23, which is used to supply water to the radiator core 21 or to recycle excess water and air in the radiator core 21. The fan assembly 22 is disposed on the radiator core 21, and the air outlet direction of the fan assembly 22 is tilted at a set angle away from the center of the radiator core 21. That is, the air outlet direction of the fan assembly 22 is obliquely towards the outside of the vehicle body, thereby directing hot air to the outside of the vehicle body and avoiding the problem of hot air directly blowing onto the components around the radiator core 21 and causing high-temperature damage to the components. Specifically, the above-mentioned set angle can be 10° to 20°. Within this angle range, the heat dissipation efficiency can be improved. In this embodiment, 15° is preferred.

[0157] The fan assembly 22 can be one, two, three, or more. When there is only one fan assembly 22, it is difficult to achieve uniform heat dissipation around the heat sink 21. When there are three or more fan assemblies 22, the load on the heat sink 21 increases, and more energy is consumed, resulting in a disproportionate energy consumption and heat dissipation efficiency. Therefore, in this embodiment, the number of fan assemblies 22 is preferably two, with the two fan assemblies 22 respectively located at both ends of the heat sink 21. Specifically, the two fan assemblies 22 are arranged at the lower left and lower right corners of the heat sink 21, and can be symmetrically distributed, thereby achieving uniform heat dissipation around the heat sink 21 through the two fan assemblies 22.

[0158] Specifically, such as Figure 9 and Figure 10 As shown, the fan assembly 22 includes fan blades 221, a housing 222, and a motor. The motor is fixed to the housing 222, and the fan blades 221 are connected to the motor's output shaft. The heat dissipation core 21 includes a frame 212 and heat sinks 211. The heat sinks 211 are connected to the frame 212, and both the heat sinks 211 and the frame 212 have interconnected channels for coolant flow. The heat dissipation area of ​​the heat dissipation core 21 is composed of multiple parallel heat sinks 211. The housing 222 is fixed to the frame 212 and covers part of the heat sinks 211. The motor can drive the fan blades 221 to rotate via its output shaft, thereby blowing the heat from the radiator out of the vehicle body through the fan blades 221.

[0159] As a specific implementation, an air outlet is provided on the cover 222, and a guide plate 222a is provided in the air outlet. The guide plate 222a is inclined in a direction away from the center of the heat dissipation core 21. The air outlet is formed in the circumferential direction of the cover 222. It can be that the air outlets are evenly distributed in the circumferential direction of the cover 222, or the air outlets are distributed in a partial area of ​​the circumferential direction of the cover 222. Since the guide plate 222a is inclined in a direction away from the center of the heat dissipation core 21, the hot air blown out of the air outlet can be guided to the outside of the vehicle body, thereby avoiding the hot air being blown directly onto the components near the heat dissipation core 21.

[0160] As a specific implementation method, such as Figure 10 As shown, a baffle 222b is also provided on the cover 222. The baffle 222b is located on the side of the cover 222 close to the center of the heat sink core 21. The baffle 222b can block the air blowing towards the center of the heat sink core 21, thereby preventing the blown hot air from flowing to the components at the position opposite to the heat sink core 21. At the same time, it can also prevent the blown hot air from flowing back into the heat sink core and participating in the next air intake cycle, which would have an adverse effect on the heat dissipation performance of the heat sink.

[0161] The heat dissipation core 21 is arc-shaped, meaning that the two ends of the heat dissipation core 21 are bent at a certain angle, with the bent surface facing the outside of the vehicle body. The fan assembly 22 is located at the bent parts at both ends of the heat dissipation core 21, thereby enabling the fan assembly 22 to guide heat to the outside of the vehicle body.

[0162] As a specific implementation method, such as Figure 10 As shown, a mounting plate 222c is provided on the cover 222, and a fixing hole is provided on the mounting plate 222c. The cover 222 is installed on the frame 212 through the fixing hole and screw, which facilitates the disassembly and assembly of the fan assembly 22.

[0163] As a specific implementation method, such as Figure 12 As shown, the cover 222 is also provided with a locking foot 222d, and the frame 212 is provided with a locking groove 212a. The locking foot 222d is engaged with the locking groove 212a, thereby ensuring the reliability of the cover 222 and the frame 212 fixation and preventing the cover 222 from falling off.

[0164] Furthermore, it is understood that the auxiliary water tank 23 is connected to the heat dissipation core 21. When the water in the heat dissipation core 21 is insufficient, the heat dissipation core 21 uses its internal negative pressure to draw water from the auxiliary water tank 23 to replenish the water. When there is excess air or water in the heat dissipation core 21, the heat dissipation core 21 can expel the excess water vapor to the auxiliary water tank 23. The auxiliary water tank 23 has a filling port 231, through which water can be replenished when the water in the auxiliary water tank 23 is insufficient.

[0165] The auxiliary water tank 23 is usually located inside the frame 1. To meet appearance requirements, the frame 1 has a plastic part to cover the filling port 231 of the auxiliary water tank 23.

[0166] like Figures 13 to 15 As shown, in this embodiment, the auxiliary water tank 23 has a filling port 231, and a detachable protective member 16 is provided on the frame 1, the protective member 16 being positioned to match the filling port 231. The protective member 16 has a snap-fit ​​protrusion 161, and the frame 1 has a snap-fit ​​pad 17 with a snap-fit ​​hole, the snap-fit ​​protrusion 161 snapping into the snap-fit ​​hole.

[0167] In this embodiment, the protective component 16 achieves a detachable installation structure by engaging the snap-fit ​​protrusion 161 with the snap-fit ​​hole. The protective component 16 can be installed or removed with only appropriate external force, which facilitates the replenishment of water into the auxiliary water tank 23 through the filling port 231 and also facilitates the maintenance of the auxiliary water tank 23.

[0168] Among them, such as Figure 15 As shown, the snap-fit ​​pad 17 can be an I-shaped rubber pad, which can facilitate the fixed installation of the snap-fit ​​pad 17 and the frame 1, and can also buffer the collision between the protective part 16 and the frame 1, reduce the wear of the protective part 16 and the frame 1, and extend the service life.

[0169] It should be noted that motorcycle engines are high-temperature components. During operation, the temperature inside the combustion chamber can reach over 2000 degrees Celsius, while the normal operating temperature is around 85-105 degrees Celsius. If the engine overheats beyond these limits, it can cause severe wear and tear on high-temperature components such as the cylinder block, pistons, piston rings, crankshaft connecting rods, and valve rocker arms due to factors like high temperatures, reduced clearances, and poor lubrication. Furthermore, engine overheating can also cause the temperature of surrounding components (such as the fuel tank, air filter intake, and parts around the passenger's leg rests) to rise.

[0170] The aforementioned radiator can be used for the main cooling of the engine, but some heat will still accumulate around nearby components, such as inside the fuel tank mounting cover.

[0171] like Figures 16 to 19 As shown, in this embodiment, the power system of the motorcycle includes a fuel tank 3 and a cover 31. The cover 31 covers the outside of the fuel tank 3 and is fixed to the frame 1. The cover 31 is provided with an air inlet 315 and a heat dissipation vent 316. The air inlet 315 and the heat dissipation vent 316 are positioned opposite each other in the length direction of the frame 1.

[0172] When the motorcycle is in motion, some of the heat generated by the engine 7 accumulates inside the cover 31. Air can enter the cover 31 through the air inlet 315, carrying away the accumulated heat through the heat dissipation vent 316. This prevents excessive heat buildup in the cover 31 from affecting the normal operation of surrounding components. Furthermore, by positioning the air inlet 315 and the heat dissipation vent 316 opposite each other along the length of the frame 1, the airflow path between them forms a straight line, allowing the air to quickly carry heat out of the cover 31 and improving heat dissipation.

[0173] As a specific implementation method, such as Figure 16 and Figure 17 As shown, the air inlet 315 is located on the side of the cover 31 facing the front of the frame 1, and the heat dissipation vent 316 is located on the side of the cover 31 facing the rear of the frame 1. Therefore, when the motorcycle is moving forward, the air inlet 315 can directly face the wind, increasing the air intake volume and improving heat dissipation efficiency.

[0174] Specifically, such as Figures 16 to 19 As shown, the cover 31 includes a first protective member 311, a second protective member 312, a third protective member 313, and a heat dissipation member 314. The first protective member 311 is provided with an oil port 311b. One end of the second protective member 312 is connected to the side of the first protective member 311 facing the front end of the frame 1, and the other end of the second protective member 312 is connected to the frame 1. The third protective member 313 is disposed on both sides of the first protective member 311, and a heat dissipation port 316 is disposed on the side of the third protective member 313 away from the front end of the frame 1. The bottom of the third protective member 313 is fixed to the frame 1. The heat dissipation member 314 is disposed between the second protective member 312 and the third protective member 313.

[0175] The cover 31, through the cooperation of the first protective component 311, the second protective component 312, the third protective component 313 and the heat dissipation component 314, forms a split-assembly structure. The cover 31 can be assembled offline to form an assembly structure, and then the cover 31 of the assembly structure can be installed on the vehicle frame 1 as a whole. In other words, only one installation process is required on the line to install the cover 31 onto the vehicle frame 1, without the need for multiple processes to install multiple protective plates as in the prior art, thereby saving on-line resources and simplifying the installation operation.

[0176] Specifically, the first protective member 311 serves as the top of the cover 31, and its oil port 311b can mate with the filler neck of the fuel tank 3. The side of the first protective member 311 facing the front of the frame 1 can connect to the second protective member 312. When the motorcycle is in motion, the wind can blow directly onto the second protective member 312. The second protective member 312 can be an arc-shaped structure to guide airflow to the heat sink 314 behind the second protective member 312, facilitating airflow from the air inlet 315 of the heat sink 314 into the interior of the cover 31 for heat dissipation. The third protective member 313 can protect both sides of the fuel tank 3. Through the coordinated assembly of the first protective member 311, the second protective member 312, and the third protective member 313, the structural reliability of the cover 31 can be guaranteed.

[0177] Among them, such as Figure 18 As shown, the first protective component 311 is provided with a snap fastener 311a, which engages with the second protective component 312 and the third protective component 313 respectively. This facilitates the assembly of the first protective component 311, the second protective component 312, and the third protective component 313. It should be noted that the first protective component 311 can be pre-assembled with the second protective component 312 and the third protective component 313 via the snap fastener 311a, and then tightened with screws to achieve final assembly. Therefore, the combined use of the snap fastener 311a and the screws ensures the stability of the cover component 31 structure.

[0178] Specifically, such as Figure 19 As shown, the heat sink 314 may include a windward plate 314a, a first flange 314b, and a second flange 314c. The first flange 314b and the second flange 314c are respectively disposed at both ends of the windward plate 314a. The heat sink 314 is fixed to the second protective member 312 through the first flange 314b and to the third protective member 313 through the second flange 314c. The air inlet 315 is disposed on the windward plate 314a.

[0179] The second protective component 312 and the third protective component 313 can be connected by a heat dissipation component 314. This means the heat dissipation component 314 serves both to connect the second and third protective components 312 and to allow airflow for heat dissipation. The first flange 314b and the second flange 314c can both be fixed to the inner side of the second protective component 312, thus achieving a reliable connection and ensuring a good appearance for the cover 31.

[0180] In order to ensure the reliability of the fixation between the heat sink 314 and the second protective component 312 and the third protective component 313, the second protective component 312 is fixedly connected to the first flange 314b by screws, and the third protective component 313 and the second flange 314c are fixedly connected by screws.

[0181] Specifically, such as Figure 19 As shown, the windward plate 314a includes a first air outlet 314a1 and a second air outlet 314a2. The angle α between the first air outlet 314a1 and the second air outlet 314a2 is set to be greater than or equal to 45° and less than or equal to 120°.

[0182] Within this angular range, sufficient space is provided between the first air outlet 314a1 and the second air outlet 314a2 to allow hot air to diffuse to the outside. It should be noted that if the angle α between the first air outlet 314a1 and the second air outlet 314a2 is less than 45°, the space between them is narrow, hindering rapid heat dissipation. This causes hot air to accumulate in the cover 31, leading to increased temperature of surrounding components and affecting normal operation. If the angle between the first air outlet 314a1 and the second air outlet 314a2 is greater than 120°, the air outlet direction of the first air outlet 314a1 and the second air outlet 314a2 will be closer to the direction perpendicular to the motorcycle's travel. When the motorcycle is moving forward, the external airflow blowing towards the wind vane 314a will blow most of the hot air near the first air outlet 314a1 and the second air outlet 314a2 back into the cover 31, forming a hot airflow vortex within the cover 31, which is not conducive to the diffusion of hot air to the outside. In this embodiment, the angle between the first air outlet 314a1 and the second air outlet 314a2 is preferably 45°, 60°, 80°, 100°, or 120°.

[0183] Specifically, such as Figure 19 As shown, the windward plate 314a has multiple mesh holes 314a3, which form an air inlet 315. By setting multiple mesh holes 314a3, the windward plate 314a can form a mesh plate. The mesh holes 314a3 can ensure that the airflow enters the cover 31 smoothly and improve the appearance of the cover 31.

[0184] Furthermore, such as Figure 19 As shown, the heat sink 314 is also provided with a connecting beam 314d, the two ends of which are fixedly connected to the first flange 314b and the second flange 314c, respectively. The connecting beam 314d can improve the stability of the heat sink 314 structure, enabling the heat sink 314 to reliably connect the second protective component 312 and the third protective component 313.

[0185] Specifically, such as Figure 16As shown, in order to ensure that the cover 31 can be reliably connected to the frame 1, three fixing positions 312a can be provided on the end of the second protective member 312 away from the first protective member 311. The fixing positions 312a are fixed to the frame 1 by screws. Of course, the number of fixing positions 312a can also be other numbers, the specific number of which shall be determined according to ensuring that the cover 31 can be reliably connected to the frame 1.

[0186] The motorcycle's power system also includes the braking system 4. The motorcycle brake is the core component for braking, generally consisting of a brake caliper with friction pads, and a brake disc on the wheel 5. During braking, the brake caliper moves the friction pads towards and releases them from the brake disc, achieving braking through the friction between the friction pads and the brake disc. The brake is usually pre-mounted on the bracket body, and after the entire vehicle is assembled, the bracket body is completely fixed axially along the wheel axle and cannot move. However, since the friction pads grip the two sides of the brake disc, the two friction pads need to remain parallel to the brake disc. Otherwise, if the friction pads are shaped like an "8" or an inverted "8", uneven wear will occur, which will not only affect the braking effect and produce abnormal noise, but also reduce the service life of the friction pads.

[0187] Therefore, such as Figures 20 to 22 As shown, the motorcycle braking system 4 provided in this embodiment includes a brake 41, a brake bracket assembly 43, and a brake disc 42. The brake bracket assembly 43 includes a bracket body 431, a first limiting part 432, and a second limiting part 433. The brake 41 is mounted on the bracket body 431 and includes two friction pads 411. The brake disc 42 is mounted on the axle 51 of the wheel 5, and the two friction pads 411 are located on both sides of the brake disc 42. When the motorcycle brakes, the brake 41 can control the two friction pads 411 to contact the brake disc 42, and braking is achieved through the friction between them and the brake disc 42.

[0188] Among them, such as Figures 21 to 22 As shown, the first limiting part 432 and the second limiting part 433 are both fixedly installed on the hub 52 of the wheel 5. The bracket body 431 is slidably connected to the hub 52 and can slide in the axial direction of the hub 52. The bracket body 431 is disposed between the first limiting part 432 and the second limiting part 433, and a gap d is maintained between the two sides of the bracket body 431 and the first limiting part 432 and the second limiting part 433, respectively.

[0189] Due to the existence of the aforementioned gap d, the bracket body 431 can move slightly axially relative to the hub 52. Specifically, if there is a slight angle between the friction pad 411 and the brake disc 42, that is, if the friction pad 411 is skewed, since the existing bracket body 431 is fixed, the axial upward movement of the friction pad 411 during braking is constant. This results in only a part of the friction pad 411 contacting the brake disc 42, while the other part does not contact the brake disc 42. This causes uneven wear of the friction pad 411 during braking. Therefore, in this application, when the friction pad 411 is slightly skewed, since the bracket body 431 can move axially while the brake disc 42 remains stationary, when the friction pads 411 on both sides clamp the brake disc 42, the bracket body 431 can move axially to a suitable extent through the relative force between itself and the brake disc 42. This allows the gap between the friction pad 411 and the brake disc 42 to be properly fitted through the axial adjustment of the bracket body 431, thereby ensuring that the skewed friction pad 411 can fully fit with the brake disc 42 and avoiding uneven wear and abnormal noise.

[0190] As a specific implementation method, such as Figures 21 to 22 As shown, the motorcycle also includes at least one elastic washer 44, which is disposed on the side of the bracket body 431 facing the first limiting portion 432 and / or the second limiting portion 433.

[0191] The elastic washer 44 is located between the bracket body 431 and the first limiting part 432, or between the bracket body 431 and the second limiting part 433. When there are two elastic washers 44, they can be located between the bracket body 431 and the first limiting part 432, and between the bracket body 431 and the second limiting part 433, respectively. In this embodiment, two elastic washers 44 are preferably provided. On the one hand, the elastic washers 44 can stabilize the bracket body 431 between the first limiting part 432 and the second limiting part 433 when not braking. On the other hand, during braking, the bracket body 431 moves axially, compressing the elastic washers 44. When the brake is released, the elastic washers 44 recover their deformation, providing a certain rebound force to the bracket body 431, causing it to return to its original position between the first limiting part 432 and the second limiting part 433. This separates the segregated friction pad 411 from the brake disc 42, preventing the friction pad 411 from contacting the brake disc 42 in the non-braking state, thus avoiding uneven wear and abnormal noise. Furthermore, the elastic washers 44 can also prevent the bracket body 431 from rigidly colliding with the first limiting part 432 and / or the second limiting part 433, thus preventing abnormal noise.

[0192] Specifically, such as Figures 21 to 22As shown, a first groove 431a is provided on the side of the bracket body 431 facing the first limiting part 432 and / or the second limiting part 433. An elastic washer 44 is installed in the first groove 431a, and a portion of the elastic washer 44 protrudes from the surface of the bracket body 431. The first groove 431a facilitates the installation and fixation of the elastic washer 44. The first limiting part 432 and / or the second limiting part 433 can block the elastic washer 44 from the side away from the first groove 431a, thereby preventing the elastic washer 44 from falling off. The portion of the elastic washer 44 protruding from the first groove 431a can elastically deform to provide elastic force to the bracket body 431, facilitating the return of the bracket body 431 to its original position when braking is released, and ensuring the stability of the bracket body 431 in the non-braking state.

[0193] As a specific implementation method, such as Figures 21 to 22 As shown, the gap d between the bracket body 431 and the first limiting part 432, and between the bracket body 431 and the second limiting part 433, is set to be greater than or equal to 0.1 mm and less than or equal to 0.3 mm. Within this gap range, the axial movement of the bracket body 431 can absorb the angle of the friction plate 411's deviation, ensuring that the friction plate 411 and the brake disc 42 are fully in contact, and avoiding uneven wear.

[0194] If the gap d is less than 0.1 mm, the friction pad 411 and the brake disc 42 cannot be fully fitted; if the gap d is greater than 0.3 mm, the stability of the bracket body 431 during operation cannot be guaranteed. In this embodiment, the gap d between the bracket body 431 and the first limiting part 432 and the second limiting part 433 is preferably both 0.2 mm.

[0195] As a specific implementation method, such as Figures 21 to 22 As shown, a step is provided on the wheel hub 52. The first limiting part 432 is a first annular retaining ring, which is fitted onto the wheel hub 52 and abuts against the step. When installing the brake bracket assembly 43, the first annular retaining ring can be first fitted onto one end of the wheel hub 52, so that the first annular retaining ring abuts against the step. Then, the bracket body 431 with the elastic washer 44 installed can be installed onto the wheel hub 52, so that the part of the elastic washer 44 protruding from the surface of the bracket body 431 abuts against the first annular retaining ring. Thus, one side of the bracket body 431 can be limited by the first annular retaining ring.

[0196] As a specific implementation method, such as Figures 21 to 22As shown, the second limiting part 433 is a second annular retaining ring, which is fitted onto the wheel hub 52. The wheel hub 52 has a second groove 521. The brake bracket assembly 43 also includes a stop block 434, which engages with the second groove 521. The side of the second limiting part 433 facing away from the bracket body 431 abuts against the stop block 434. After the bracket body 431 is installed onto the wheel hub 52, the second annular retaining ring can be fitted onto the wheel hub 52, abutting against the elastic washer 44. Then, the stop block 434 is engaged into the second groove 521, abutting against the second annular retaining ring, thereby limiting the movement of the second annular retaining ring.

[0197] It is understandable that, in order to facilitate the fixed installation of the brake 41 and the bracket body 431, the brake 41 includes a housing 412, and the housing 412 and the bracket body 431 are fixedly connected by bolts.

[0198] In addition, in order to achieve lightweighting of the brake bracket assembly 43 and the whole vehicle, weight reduction holes can be provided on the bracket body 431.

[0199] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A motorcycle, comprising Frame; Suspension system; Wheels, which are connected to the frame via the suspension system; The powertrain is at least partially mounted on the chassis. The control system is at least partially mounted on the vehicle frame; The power system is characterized in that it includes a fuel tank and a cover, the cover is provided on the outside of the fuel tank and fixed to the vehicle frame, the cover is provided with an air inlet and a heat dissipation vent, and the air inlet and the heat dissipation vent are positioned opposite each other in the length direction of the vehicle frame. The cover includes a first protective component, a second protective component, a third protective component, and a heat dissipation component, wherein the heat dissipation component is disposed between the second protective component and the third protective component; The heat dissipation component includes a windward plate, a first flange and a second flange, the first flange and the second flange are respectively disposed at both ends of the windward plate, and the heat dissipation component is fixed to the second protective component through the first flange and the heat dissipation component is fixed to the third protective component through the second flange. The windward plate includes a first air outlet and a second air outlet. The angle between the first air outlet and the second air outlet is set to be greater than or equal to 45° and less than or equal to 120°, so that there is sufficient space between the first air outlet and the second air outlet to allow hot air to diffuse to the outside through the first air outlet and the second air outlet.

2. The motorcycle according to claim 1, characterized in that, The air inlet is located on the side of the cover facing the front end of the frame, and the heat dissipation vent is located on the side of the cover facing the rear end of the frame.

3. The motorcycle according to claim 2, characterized in that, The first protective component is provided with an oil port, one end of the second protective component is connected to the side of the first protective component facing the front end of the frame, and the other end of the second protective component is connected to the frame; The third protective component is disposed on both sides of the first protective component, the heat dissipation vent is disposed on the side of the third protective component away from the front end of the vehicle frame, and the bottom of the third protective component is fixed to the vehicle frame.

4. The motorcycle according to claim 3, characterized in that, The first protective component is provided with a buckle, which is used to engage with the second and third protective components respectively.

5. The motorcycle according to claim 3, characterized in that, The second protective component has three fixing positions at the end away from the first protective component, and the fixing positions are fixed to the vehicle frame by screws.

6. The motorcycle according to claim 3, characterized in that, The air inlet is located on the windward plate.

7. The motorcycle according to claim 1, characterized in that, The windward plate is provided with multiple mesh holes, which form the air inlet.

8. The motorcycle according to claim 1, characterized in that, The heat sink also includes a connecting beam, the two ends of which are fixedly connected to the first flange and the second flange, respectively.

9. The motorcycle according to claim 1, characterized in that, The second protective component is fixedly connected to the first flange by screws, and the third protective component is fixedly connected to the second flange by screws.

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