Motorcycle

Abstract

The invention discloses a motorcycle. The motorcycle comprises a motorcycle frame, a motorcycle body covering part, a walking assembly, a power system and a protection bar assembly. Wherein the power system is arranged on the frame and is used for driving the motorcycle; a horizontal plane is defined, and when the motorcycle is in a toppling state on the horizontal plane, the front walking wheels and the bumper assembly make contact with the horizontal plane; a transverse plane perpendicular to the front-back direction is defined, the projection, on the transverse plane in the length direction, of the contact point between the front walking wheel and the horizontal plane is defined as an inclined fulcrum, and the projection, on the transverse plane in the length direction, of the contact point between the bumper assembly and the horizontal plane is defined as a supporting point; the distance between the inclined fulcrum and the supporting point is larger than the moment arm length of the gravity center of the motorcycle at the moment. The arrangement can effectively prevent the motorcycle from further overturning after toppling over, prevent the motorcycle from toppling over and pressing a driver, and facilitate the driver to recover the posture of the motorcycle body.

Description

Technical Field

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

[0002] Large-displacement motorcycles have gained market recognition for their powerful power and extremely explosive speed. As the displacement increases, the weight and volume of the entire motorcycle will correspondingly increase to match the power of the large-displacement motorcycle. Especially for off-road motorcycles suitable for travel and off-road scenarios and police motorcycles for official duties, they need to be equipped with a large amount of storage space or portable equipment, resulting in a further increase in the weight and volume of the motorcycle itself. However, as a two-wheeled motorcycle, the increase in weight and volume also poses a huge challenge to the stability of the entire vehicle in a stationary state. Especially, how to more easily restore the body posture after tipping or prevent further inversion after tipping is also one of the problems that need to be solved for users. Summary of the Invention

[0003] In order to solve the deficiencies of the prior art, the purpose of the present invention is to provide a motorcycle that can prevent further side tipping after tipping.

[0004] To achieve the above objective, the present invention adopts the following technical solutions:

[0005] A motorcycle, comprising a frame; a body cover, with the body cover at least partially disposed on the frame; a running assembly, where the running assembly includes a front running wheel disposed below the frame; a power system, with the power system disposed on the frame and used to drive the motorcycle; a bumper assembly, with the bumper assembly at least partially disposed on the left and right sides of the frame; defining a horizontal plane, when the motorcycle is in a tipped state on the horizontal plane, the front running wheel and the bumper assembly are respectively in contact with the horizontal plane; defining a transverse plane perpendicular to the front-rear direction, projecting the contact point between the front running wheel and the horizontal plane along the length direction onto the transverse plane as an inclined fulcrum, and projecting the contact point between the bumper assembly and the horizontal plane along the length direction of the motorcycle onto the transverse plane as a support point; taking the inclined fulcrum as the force-bearing fulcrum, the distance between the inclined fulcrum and the support point is greater than the lever arm length of the pressure of the motorcycle at this time.

[0006] Further, the bumper assembly includes a first bumper, a second bumper, and a third bumper. The first bumper extends substantially along the width direction of the motorcycle, the second bumper extends substantially along the height direction of the motorcycle, and the third bumper is disposed between the first bumper and the second bumper.

[0007] Further, the contact point between the bumper assembly and the horizontal plane is disposed on the third bumper.

[0008] Further, a preset straight line is defined, which passes through the support point and the tilting support point respectively. The motorcycle further includes a support member. An accommodation space is formed between the bumper assembly and the front running wheel. When observed in the longitudinal direction of the motorcycle, the body covering and the support member do not overlap with the preset straight line.

[0009] Further, the motorcycle further includes a support member, and an induction member is further arranged on the support member. When observed in the longitudinal direction of the motorcycle, the induction member is preset to at least partially overlap with the preset straight line.

[0010] Further, the motorcycle further includes a cargo box assembly. The maximum distance occupied by the bumper assembly in the width direction of the motorcycle is greater than the maximum distance occupied by the cargo box assembly in the width direction of the motorcycle.

[0011] Further, when the motorcycle is in a tilted state on a horizontal plane, the included angle between the preset straight line and the horizontal plane is greater than or equal to 28° and less than or equal to 48°.

[0012] Further, the bumper assembly includes a left bumper group and a right bumper group distributed in the width direction of the motorcycle. The left bumper group and the right bumper group are provided with connection holes and a connecting member at least partially passing through the connection holes. The left bumper group and the right bumper group are respectively fixedly connected to the frame. The left bumper group and the right bumper group are fixedly connected through the connecting member, and the connecting member is configured to enable the left bumper group and the right bumper group to have relative displacement in the width direction of the motorcycle.

[0013] Further, the motorcycle includes a loudspeaker and a warning light. The motorcycle further includes a wire harness for electrically connecting the loudspeaker and the warning light. The warning light and the loudspeaker are arranged on the bumper assembly, and a channel is formed in the bumper assembly. The wire harness is at least partially arranged in the channel.

[0014] A motorcycle includes a frame; a body covering, with the body covering being at least partially arranged on the frame; a running assembly, where the running assembly includes a front running wheel arranged below the frame; a power system, with the power system being arranged on the frame and used to drive the motorcycle; a bumper assembly, with the bumper assembly being at least partially arranged on the left and right sides of the frame; a horizontal plane is defined. When the motorcycle is in a tilted state on the horizontal plane, the front running wheel and the bumper assembly are respectively in contact with the horizontal plane; a transverse plane perpendicular to the front-rear direction is defined. The projection of the contact point between the front running wheel and the horizontal plane in the longitudinal direction on the transverse plane is defined as the tilting support point, and the projection of the contact point between the bumper assembly and the horizontal plane in the longitudinal direction on the transverse plane is defined as the support point; the distance between the tilting support point and the support point is greater than or equal to 575 mm and less than or equal to 656 mm.

[0015] In this application, a bumper is provided at the front end of the motorcycle, and the length and shape of the bumper on both sides of the motorcycle are reasonably set to ensure that after the motorcycle topples over, the moment at the support point between the bumper and the ground is greater than the moment received by the center of gravity of the motorcycle, effectively preventing the motorcycle from further flipping after toppling over, avoiding the motorcycle from pressing on the driver after toppling over, and facilitating the driver to restore the body posture of the motorcycle. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 is a partial exploded view of the motorcycle in this application;

[0017] Figure 2 is a front view of the motorcycle in this application in a vertical state;

[0018] Figure 3 is a front view of the motorcycle in this application in a toppled state;

[0019] Figure 4 is a front view of the bumper assembly in this application;

[0020] Figure 5 is Figure 3 a partial enlarged view of part A in

[0021] Figure 6 is Figure 1 a three-dimensional enlarged view of the left bumper group in DETAILED DESCRIPTION OF THE EMBODIMENTS

[0022] In order to clearly illustrate the technical solutions of the embodiments of the present invention or the prior art, the following briefly introduces the drawings required for the description of the embodiments or the prior art. Obviously, the content described below is only one embodiment of the present invention. For those of ordinary skill in the art, all other embodiments obtained without creative efforts belong to the protection scope of the present invention.

[0023] Such as Figure 1 and Figure 2As shown in the figure, the present application provides a motorcycle 100, which includes a frame 11, a body cover 12, a running assembly 13, and a power system 14. The power system 14 is at least partially disposed on the frame 11 and fixedly connected to the frame 11, and is used to provide driving force for the operation of the motorcycle 100. The body cover 12 is disposed on the frame 11 and fixedly connected to the frame 11, and at least part of the body cover 12 covers the power system 14 to provide protection for the power system 14. The running assembly 13 includes a front running wheel 131 disposed at the front of the motorcycle 100 and a rear running wheel 132 at least partially disposed behind the front running wheel 131. Both the front running wheel 131 and the rear running wheel 132 are rotatably connected to the frame 11. The motorcycle 100 further includes an electrical component 15 at least partially disposed inside the body cover 12 for controlling the whole vehicle or lighting, and the electrical component 15 is at least partially disposed inside the body cover 12. For the convenience of clearly describing the technical solutions in the present application, the front side, rear side, left side, right side, front side, and rear side as defined in Figure 1 are also defined.

[0024] As Figure 1 and Figure 2 shown, the motorcycle 100 further includes a bumper assembly 16 at least partially disposed outside the body cover 12. The bumper assembly 16 is fixedly connected to the frame 11 and is used to provide protection for the motorcycle 100 to prevent the body cover 12 or the electrical component 15 from being impacted or damaged during impact or tipping. The bumper assembly 16 is at least partially disposed between the front running wheel 131 and the rear running wheel 132, and the bumper assembly 16 is also at least partially distributed on the left and right sides of the frame 11, and the bumper assembly 16 is fixedly connected to the frame 11 respectively. Specifically, the bumper assembly 16 includes a first connection point 161 and a second connection point 162. The first connection point 161 is at least partially located above the second connection point 162. A longitudinal plane S1 perpendicular to the left-right direction of the motorcycle 100 and passing through the center of the motorcycle 100 is defined. The first connection point 161 and the second connection point 162 on the left and right are symmetric about the longitudinal plane S1 respectively.

[0025] As shown in the figure Figures 2 to 4As shown, the bumper assembly 16 includes a first bumper 163 extending substantially along the width direction, a second bumper 162 extending substantially along the height direction, and a third bumper 165 disposed between the first bumper 163 and the second bumper 162. A horizontal plane S2 is defined, and this horizontal plane S2 is the tilting plane of the motorcycle 100 in the extreme state. As shown in Figure 000, when the motorcycle 100 is in the tilting state, the motorcycle 100 mainly makes contact with the horizontal plane S2 through the traveling assembly 13 and the bumper assembly 16. That is, when the motorcycle 100 is in the tilting state, there are two contact points formed between the front end of the motorcycle 100 and the horizontal plane S2, namely the contact point between the front traveling wheel 131 and the horizontal plane S2 and the contact point between the bumper assembly 16 and the horizontal plane S2. A transverse plane S3 perpendicular to the front-rear direction of the motorcycle 100 is defined. The projection of the contact point between the front traveling wheel 131 and the horizontal plane S2 along the front-rear direction on the transverse plane S3 is defined as the tilting fulcrum P1, and the projection point of the contact point between the bumper assembly 16 and the said horizontal plane S2 along the front-rear direction on the transverse plane S3 is defined as the support point P2. The distance between the support point P2 and the tilting fulcrum P1 is defined as the first length H1. It can be understood that at this time the motorcycle 100 is in the tilting state, and the motorcycle 100 generates a downward pressure F1 perpendicular to the horizontal plane S2 under the action of gravity. Taking the tilting fulcrum as the fulcrum of the pressure F1, the lever arm length of the pressure F1 in the tilting state is defined as the second length H2. As an alternative implementation manner, the first length H1 is set to be greater than or equal to the second length H2. It can be understood that when the motorcycle 100 is in the tilting state, the motorcycle 100 makes contact with the ground through the bumper assembly 16, and the bumper assembly 16 provides an upward support force F2 to the motorcycle 100. Only when the moment of the support force F2 is greater than or equal to the moment of the pressure F1 can the relative stability of the motorcycle 100 in the tilting state be ensured, that is, to prevent the motorcycle 100 from tipping over. In this application, the magnitudes of the pressure F1 and the support force F2 are the same. Therefore, only by ensuring that the lever arm of the support force F2 is greater than the lever arm of the pressure F1, that is, when the first length H1 is greater than or equal to the second length H2, can it be ensured that the motorcycle 100 will not tip over again with the contact point between the bumper assembly 16 and the horizontal plane S2 as the fulcrum, causing the motorcycle 100 to flip. However, during the actual tilting process of the motorcycle 100, the motorcycle 100 is also subjected to a downward impact force. Therefore, in this application, the first length H1 is set to be less than the second length H2. Specifically, considering the general height and weight of the motorcycle 100, the moment of the support force F2 is about 90 N·m to 150 N·m greater than the moment of the pressure F1 to meet the requirements.

[0026] Specifically, the contact point between the bumper assembly 16 and the horizontal plane S2 can be set on the first bumper 163, or on the second bumper 162 or the third bumper 165. According to the previous description, it can be known that the first bumper 163 extends basically along the width direction, and the second bumper 162 extends basically along the height direction. Therefore, when the contact point between the bumper assembly 16 and the horizontal plane S2 is located on the first bumper 163 or the second bumper 162, a point contact is basically formed between the bumper assembly 16 and the horizontal plane S2. This contact method has a relatively large impact force on the bumper assembly 16 itself at the moment of touching the ground and is likely to cause damage to the bumper assembly 16. Therefore, by setting the contact point between the bumper assembly 16 and the horizontal plane S2 on the third bumper 165, the shape and extension direction of the third bumper 165 can be changed to basically form a line contact between the bumper assembly 16 and the horizontal plane S2. Specifically, a preset straight line L1 is defined, and the preset straight line L1 is set to pass through the support point P2 and the tilt fulcrum P1 respectively. As an alternative implementation method, the contact point between the bumper assembly 16 and the horizontal plane S2 is set on the third bumper 165, and the projection of the third bumper 165 along the length direction on the transverse plane S3 is set to extend basically along the preset straight line L1. This setting method can make the bumper form a line contact with the horizontal plane S2 when the motorcycle 100 is in a tilted state. Specifically, when a line contact is formed between the bumper assembly 16 and the horizontal plane S2, the support point P2 is defined as the contact point at the end of the contact surface between the third bumper 165 and the horizontal plane S2 that is farthest from the longitudinal plane S1. Under the premise of satisfying the foregoing conditions, the third bumper 165 extends at least partially along the height direction, and the third bumper 165 can also be set to extend at least partially along the front-rear direction. This setting method can make the set length of the third bumper 165 as long as possible, increase the contact area between the bumper assembly 16 and the horizontal plane S2, reduce the pressure, and minimize the damage to the bumper assembly 16 when tilting. Similarly, when the motorcycle 100 is in a tilted state, a surface contact may be formed between the front traveling wheel 131 and the horizontal plane S2. Therefore, the "tilt fulcrum" described in this application refers to the farthest end of the contact surface between the front traveling wheel 131 and the horizontal plane S2 along the length direction of the motorcycle 100 projected on the transverse plane S3 towards the tilting direction of the motorcycle 100.

[0027] Such as Figure 3 and Figure 5As shown, the motorcycle 100 further includes a support member 17 for preventing the feet of the driver during driving. An accommodation space R1 is formed between the front traveling assembly 13 and the bumper assembly 16. When observed from the front-rear direction, at least part of the support member 17 is disposed within the accommodation space R1. Further, the support member 17 does not extend beyond the set range of the preset straight line L1. This setting enables the support member 17 to be located inside the triangular-like area between the traveling assembly 13 and the bumper assembly 16 when the motorcycle 100 tips over, preventing the support member 17 from contacting the ground prior to the bumper assembly 16 and causing damage to the support member 17. It can be understood that when observed from the front-rear direction of the motorcycle 100, at least part of the body cover 12 is also located within the accommodation space R1. In order to prevent the body cover 12 from being deformed or even damaged due to impact when the body tips over, therefore, when observed from the front-rear direction, the body cover 12 located within the accommodation space R1 is also within the set range of the preset straight line L1. Further, an induction member 171 is also provided on the support member 17. The induction member 171 is disposed at the lower end of the support member 17 and is rotatably connected to the support member 17. The induction member 171 is used for the motorcycle driver to sense the extreme tilting state during the cornering driving condition, so as to play a safety reminder role. Therefore, when observed from the length direction of the motorcycle 100, the induction member 171 should be at least partially located outside the preset straight line L1 or basically disposed on the preset straight line L1. That is, the induction member 171 and the preset straight line L1 are set to at least partially overlap. It can be understood that the angle between the connection between the ground-touching end of the induction member 171 and the support fulcrum and the horizontal plane S2 is the maximum cornering angle allowed for the motorcycle 100. As mentioned above, since the ground-touching point of the induction member 171 is basically disposed on the preset straight line L1 or the distance between the induction member 171 and the preset straight line L1 is set to be greater than or equal to 5 mm and less than or equal to 10 mm, the included angle α between the preset straight line L1 and the horizontal plane S2 is set to be basically consistent with the maximum cornering angle allowed for the motorcycle 100. In the large-displacement motorcycle 100 provided in the official vehicle, touring or off-road scenarios of the present application, the included angle α is set to be greater than or equal to 26° and less than or equal to 90°. In the motorcycle 100 in the present application, the included angle α is greater than or equal to 28° and less than or equal to 48°. Specifically, the included angle α is set to 38°.

[0028] It can be understood that the greater the difference between the first length H1 and the second length H2, the greater the downward moment that the motorcycle 100 can withstand, that is, the greater the impact force that can be withstood during tipping. As mentioned above, the moment of the support force F2 is set to be 90 N·m to 150 N·m greater than the moment of the pressure F1 to meet the requirements. Obviously, the position of the center of gravity G of a motorcycle 100 is basically relatively fixed after manufacturing, and on the premise that the pressure F1 and the support force F2 are certain, only through

[0029] The distance between the extended support point P2 and the longitudinal plane S1 is increased to further increase the moment of the support force F2. When the motorcycle 100 is in a tilted state on the horizontal plane S2, the greater the distance between the support point P2 and the longitudinal plane S1, the greater the moment of the support force F2, and the more stable the motorcycle 100 is. As shown in Figure 000, the motorcycle 100 further includes a cargo box assembly 18. In order to minimize the damage to the cargo box assembly 18 when the motorcycle 100 is tilted, the maximum distance that the bumper assembly 16 extends along the width direction is basically the same as the maximum distance that the cargo box assembly 18 extends along the width direction, or the distance that the bumper assembly 16 extends along the width direction is greater than the distance that the cargo box assembly 18 extends along the width direction. However, in order to avoid the bumper being too wide and hard affecting the driving performance of the motorcycle 100, the difference between the distance that the bumper assembly 16 extends along the width direction and the distance that the cargo box assembly 18 extends along the width direction needs to be set to be less than or equal to 13 mm. Optionally, without affecting or causing the width of the motorcycle 100 to be too wide to affect driving, the difference between the first length H1 and the second length H2 should be greater than or equal to 1 / 10 of the second length H2 and less than or equal to 1 / 8 of the second length H2. This range of length settings can effectively implement the aforementioned requirements for the moment. The motorcycle 100 described in this application is mainly a service vehicle or an off-road vehicle, and the position of its center of gravity G is basically located at the engine head. In order to further visually limit the first length H1, according to the position of the center of gravity G of the motorcycle 100 of this type and the limitation of the aforementioned included angle α, the first length H1 is set to be greater than or equal to 575 mm and less than or equal to 656 mm. As another alternative implementation, the first length H1 is also set to be greater than or equal to 535 mm and less than or equal to 696 mm to meet a wider range of vehicle types, avoid the risk of the motorcycle 100 flipping over after tilting, and more importantly, when the driver tilts, it can effectively prevent the vehicle body from pressing on the driver's legs, causing difficulties or even burns to the driver. In the motorcycle 100 provided in this application, the first length H1 is set to 637 mm.

[0030] It should be noted that the included angle α described in this application is the maximum angle between the longitudinal plane S1 and the preset straight line L1 when the bumper assembly 16 contacts the horizontal plane S2 after the motorcycle 100 is tilted. That is, the included angle α is a limit state value, and the horizontal plane S2 is a limit tilting scenario. It can be understood that in the description of this application, the "tilted" state does not mean that the motorcycle 100 can only be tilted on the horizontal plane S2 or cannot meet the above conditions when tilted on a non-horizontal plane S2. As mentioned above, when the motorcycle 100 in this application is tilted on the horizontal plane S2, the maximum tilting angle is greater than or equal to 42° and less than or equal to 62°. Therefore, when the motorcycle 100 is tilted until it contacts the ground in any scenario, as long as the tilting angle of the motorcycle 100 is less than 52°, the moment of the supporting force F2 of the motorcycle 100 can be ensured to be greater than the moment of the pressure F1, avoiding the rollover of the motorcycle 100.

[0031] Such as Figure 1 and Figure 4As shown, the bumper assembly 16 includes a left bumper group 166 at least partially disposed on the left side of the longitudinal plane S1 and a right bumper group 167 at least partially disposed on the right side of the longitudinal plane S1. The left bumper group 166 and the right bumper group 167 are arranged to be substantially symmetrically disposed with respect to the longitudinal plane S1, and the first connection point 161 and the second connection point 162 provided on the left bumper group 166 and the first connection point 161 and the second connection point 162 provided on the right bumper group 167 are also substantially symmetrically disposed with respect to the longitudinal plane S1. The left bumper group 166 and the right bumper group 167 are respectively fixedly connected to the vehicle frame 11 through the first connection point 161 and the second connection point 162. Further, the left bumper group 166 and the right bumper group 167 are also arranged to be fixedly connected. Specifically, connection holes 168 are provided on both the left bumper group 166 and the right bumper group 167, and a connecting member 169 is further provided to pass through the connection holes 168 on the left bumper group 166 and the right bumper group 167 respectively to achieve a fastening connection. As an alternative embodiment, the connection hole 168 is provided as an oblong hole substantially extending along the width direction of the motorcycle 100, and the connecting member 169 is provided as a bolt. When assembling and connecting the left bumper group 166 and the right bumper group 167, first pass the connecting member 169 through the connection holes 168 on the left bumper group 166 and the right bumper group 167 respectively, and make the connecting member 169 abut against the rightmost side of the connection hole 168 on the left bumper group 166 and the leftmost side of the connection hole 168 on the right bumper group 167 at the same time, and then tighten the nut to fix the connecting member 169 to complete the fastening connection between the left bumper group 166 and the right bumper group 167. It can be understood that at this time, the left bumper group 166 and the right bumper group 167 are fastened through the pre-tightening force along the extension direction of the fastener. When the left bumper group 166 and the right bumper group 167 are subjected to a sufficiently large mutual extrusion force, relative movement can occur between the left bumper group 166 and the right bumper group 167 until the connecting member 169 abuts against the leftmost side of the connection hole 168 on the left bumper group 166 and the rightmost side of the right bumper group 167 respectively. It can be understood that the greater the pre-tightening force of the connecting member 169 between the left bumper group 166 and the right bumper group 167, the greater the force required to move the relative position between the left bumper group 166 and the right bumper group 167.

[0032] This arrangement enables the motorcycle 100 to absorb a portion of the impact force of the motorcycle 100 when it falls over by the relative slip between the left guard bar group 166 and the right guard bar group 167, and the magnitude of the impact force absorption can also be achieved by adjusting the magnitude of the pre-tightening force when the connecting member 169 is connected, so as to avoid the deformation of the guard bar assembly 16 itself as much as possible. When the guard bar assembly 16 of the motorcycle 100 is hit by a side impact, the connecting member 169 can be disassembled and the position of the connecting member 169 can be restored to the position before the impact, so as to continue to absorb the impact force caused by the impact. Further, in order to ensure the stability of the connection between the left guard bar group 166 and the right guard bar group 167 and the absorption of the impact force, the connection hole 168 can be set to one, two or more. It can be understood that in other embodiments, the absorption of the impact force can also be achieved by setting an elastic member between the left guard bar group 166 and the right guard bar group 167. It is understandable that it is also possible to set up only waist-shaped holes on the left guard bar group 166 and set up ordinary circular connecting holes 168 on the right guard bar group 167; or, set up only waist-shaped holes on the right guard bar group 167 and set up ordinary circular connecting holes 168 on the left guard bar group 166, as long as the buffering of the interaction force between the left guard bar group 166 and the right guard bar group 167 can be achieved.

[0033] like Figure 6 As shown, the electrical component 15 in the present application also includes a loudspeaker 151 and a warning light 152 arranged on the bumper assembly 16. The loudspeaker 151 arranged on the bumper assembly 16 can advantageously disperse the installation pressure of the electrical components of the vehicle body and can also achieve an expansion of the sound amplification range. The warning light 152 arranged on the bumper assembly 16 can effectively achieve the width indication effect of the bumper assembly 16. On the motorcycle 100 for official use, the loudspeaker 151 and the police warning light 152 are also indispensable components. The loudspeaker 151 and the warning light 152 are electrically connected to the battery through the wire harness 19. In order to ensure the beauty of the wiring of the wire harness 19 and the safety of the electrical components 15 of the motorcycle 100, at least part of the guard bar assembly 16 is set to be hollow, that is, a channel is formed inside the guard bar assembly 16. One end of the channel is set near the loudspeaker 151 and the warning light 152. The channel port near the loudspeaker 151 and the warning light 152 is defined as the outlet port 191. The other end of the channel is set near the frame 11. The channel port near the frame 11 is defined as the inlet port 192. The wire harness 19 is at least partially set inside the guard bar assembly 16, and is electrically connected to the corresponding components through the outlet port 191 and the inlet port 192. This setting method can effectively prevent the wire harness 19 from breaking during the tipping process of 100, and prevent the wire harness 19 from being exposed and causing human damage.

[0034] The basic principles, main features and advantages of the present invention have been shown and described above. Those skilled in the art should understand that the above embodiments do not limit the present invention in any form. Any technical solutions obtained by means of equivalent replacement or equivalent transformation fall within the protection scope of the present invention.

Claims

1. A motorcycle, comprising: a frame; a body covering, at least part of which is disposed on the frame; a traveling assembly, the traveling assembly including a front traveling wheel disposed below the frame; a power system, the power system being disposed on the frame and configured to drive the traveling assembly; a bumper assembly, at least part of the bumper assembly being disposed on the left and right sides of the frame; wherein a horizontal plane is defined. When the motorcycle is in a toppled state on the horizontal plane, the front traveling wheel and the bumper assembly are respectively in contact with the horizontal plane. A transverse plane perpendicular to the front-rear direction is defined. The projection of the contact point between the front traveling wheel and the horizontal plane on the transverse plane along the length direction of the motorcycle is defined as an inclination fulcrum, and the projection of the contact point between the bumper assembly and the horizontal plane on the transverse plane along the length direction is defined as a support point. Taking the inclination fulcrum as the force-bearing fulcrum, the distance between the inclination fulcrum and the support point is greater than the lever arm length of the pressure of the motorcycle at this time.

2. The motorcycle according to claim 1, characterized in that, The bumper assembly includes a first bumper, a second bumper, and a third bumper. The first bumper extends substantially along the width direction of the motorcycle, the second bumper extends substantially along the height direction of the motorcycle, and the third bumper is disposed between the first bumper and the second bumper.

3. The motorcycle according to claim 2, characterized in that, The contact point between the bumper assembly and the horizontal plane is disposed on the third bumper.

4. The motorcycle according to claim 1, characterized in that, A preset straight line is defined, and the preset straight line passes through the support point and the inclination fulcrum respectively. The motorcycle further includes a support member. An accommodation space is formed between the bumper assembly and the front traveling wheel. When observed from the length direction of the motorcycle, the body covering and the support member do not overlap with the preset straight line.

5. The motorcycle according to claim 4, characterized in that, The motorcycle further includes a support member, and a sensing member is further disposed on the support member. When observed from the length direction of the motorcycle, the sensing member and the preset straight line are arranged to at least partially overlap.

6. The motorcycle according to claim 1, characterized in that, The motorcycle further includes a cargo box assembly, and the maximum distance occupied by the bumper assembly along the width direction of the motorcycle is greater than the maximum distance occupied by the cargo box assembly along the width direction of the motorcycle.

7. The motorcycle according to claim 4, wherein When the motorcycle topples on the horizontal plane, the included angle between the preset straight line and the horizontal plane is greater than or equal to 28° and less than or equal to 48°.

8. The motorcycle according to claim 1, characterized in that, The bumper assembly includes a left bumper group and a right bumper group distributed along the width direction of the motorcycle. The left bumper group and the right bumper group are provided with connection holes and a connecting member at least partially passing through the connection holes. The left bumper group and the right bumper group are respectively fixedly connected to the frame, and the left bumper group and the right bumper group are further fixedly connected through the connecting member. The connecting member and the connection hole are configured to enable the left bumper group and the right bumper group to displace relatively along the width direction of the motorcycle.

9. The motorcycle according to claim 1, characterized in that, The motorcycle further includes a loudspeaker, a warning light, and a wire harness for electrically connecting the loudspeaker and the warning light. The warning light and the loudspeaker are arranged on the bumper assembly, a channel is formed in the bumper assembly, and at least part of the wire harness is arranged in the channel.

10. A motorcycle, comprising, a frame; a body covering, at least part of the body covering being arranged on the frame; a running assembly, the running assembly including a front running wheel arranged below the frame; a power system, the power system being arranged on the frame and used for driving the running assembly; a bumper assembly, at least part of the bumper assembly being arranged on the left side and the right side of the frame; characterized in that a horizontal plane is defined. When the motorcycle is in a toppled state on the horizontal plane, the front running wheel and the bumper assembly are respectively in contact with the horizontal plane; a transverse plane perpendicular to the front-rear direction is defined, a contact point between the front running wheel and the horizontal plane is defined as an inclination fulcrum according to the projection of the contact point along the length direction on the transverse plane, and a contact point between the bumper assembly and the horizontal plane is defined as a support point according to the projection of the contact point along the length direction on the transverse plane; the distance between the inclination fulcrum and the support point is greater than or equal to 575 mm and less than or equal to 656 mm.

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