Motorcycle

Abstract

The invention discloses a motorcycle which comprises a frame, a body covering part, a walking assembly, a power assembly and a saddle assembly, the saddle assembly comprises a riding part, and the extending plane of the riding part is basically perpendicular to the height direction of the motorcycle. A reference plane perpendicular to the height direction of the motorcycle is defined, the lowest end of the walking assembly is located on the reference plane, and a longitudinal plane perpendicular to the width direction of the motorcycle and passing through the width center of the motorcycle is defined. The minimum distance between the projection of the riding part on the longitudinal plane in the width direction of the motorcycle and the reference plane is the height of the saddle, and the ratio of the height of the saddle to the displacement of the power assembly is larger than or equal to 1 mm / ml and smaller than or equal to 1.2 mm / ml. Through the arrangement, the height of the saddle can be reduced under the condition that the displacement is not reduced, so that the height of the saddle can meet the requirement of a driver with a larger height range, the driver with a lower height can also drive a large-displacement motorcycle, and then the applicable crowd range of the motorcycle can be enlarged.

Description

Technical Field

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

[0002] In the prior art, large-displacement motorcycles require engines with greater power, which usually make their engines larger in size. Therefore, the saddle height of large-displacement motorcycles is usually higher, which places certain requirements on the height of the driver, resulting in shorter drivers being unable to drive large-displacement motorcycles, making the range of people suitable for large-displacement motorcycles smaller. Summary of the invention

[0003] In order to solve the deficiencies of the prior art, an object of the present invention is to provide a motorcycle with enhanced riding comfort.

[0004] To achieve the above object, the present invention adopts the following technical solution:

[0005] A motorcycle comprises a frame, a body covering, a running assembly, a powertrain and a saddle assembly, wherein the frame comprises a main frame arranged in the front; the body covering is at least partially arranged on the frame; the running assembly comprises a front wheel and a rear wheel arranged below the frame; the powertrain is transmission-connected to one of the front wheel or the rear wheel; the saddle assembly is at least partially arranged on the frame, and the saddle assembly comprises a riding part, wherein the plane extending from the riding part is substantially perpendicular to the height direction of the motorcycle. A reference plane perpendicular to the height direction of the motorcycle is defined, the lowest end of the running assembly is located on the reference plane, a longitudinal plane perpendicular to the width direction of the motorcycle and passing through the width center of the motorcycle is defined, the minimum distance between the projection of the riding part on the longitudinal plane along the width direction of the motorcycle and the reference plane is defined as the saddle height, and the ratio between the saddle height and the displacement of the powertrain is greater than or equal to 1 mm / ml and less than or equal to 1.2 mm / ml.

[0006] The motorcycle according to claim 1, characterized in that the saddle height is greater than or equal to 800 mm and less than or equal to 840 mm.

[0007] Furthermore, the frame also includes a sub-frame arranged at the rear of the main frame, the sub-frame includes a recessed portion tightened inwardly along the width direction of the motorcycle, and the riding portion is located above the recessed portion.

[0008] Furthermore, the subframe also includes a first bracket and a second bracket distributed along the width direction of the motorcycle, the minimum distance between the first bracket and the second bracket is substantially consistent with the minimum width of the recessed portion, and the first bracket and the second bracket are substantially symmetrically arranged about the longitudinal plane.

[0009] Further, the motorcycle further includes a storage battery, which is disposed between the first bracket and the second bracket, and the storage battery and the sub-frame are fixedly connected.

[0010] Further, the motorcycle further includes a rear shock absorber disposed between the running assembly and the frame. The rear shock absorber is at least partially located between the first bracket and the second bracket. When observed in the height direction of the motorcycle, the rear shock absorber and the second bracket at least partially overlap.

[0011] Further, the motorcycle further includes a storage battery. When observed in the width direction, the first bracket, the storage battery, the rear shock absorber and the second bracket are arranged to at least partially overlap, and the rear shock absorber forms mounting gaps with the storage battery and the second bracket respectively.

[0012] Further, the frame further includes an auxiliary frame disposed in front of the main frame. The motorcycle further includes an electrical component assembly, and the electrical component assembly further includes a telematics processor, a solenoid valve and a relay. The telematics processor, the solenoid valve and the relay are disposed on the auxiliary frame and fixedly connected to the auxiliary frame.

[0013] Further, the motorcycle further includes a sub-water tank, which is disposed on the auxiliary frame and fixedly connected to the auxiliary frame.

[0014] Further, the frame further includes a sub-frame disposed behind the main frame. The frame further includes a cargo box bracket fixedly connected to the sub-frame. The body covering further includes a fender disposed behind the sub-frame and fixedly connected to the sub-frame. The fender and the bracket connecting rod are fixedly connected by fasteners. When observed in the length direction of the motorcycle, the fender and the bracket connecting rod are arranged to at least partially overlap.

[0015] Without reducing the displacement, the above motorcycle can satisfy drivers in a larger height range by reducing the saddle height, so that drivers with a lower height can also drive a large-displacement motorcycle, thereby increasing the applicable population range of the motorcycle. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 is a schematic structural view of the motorcycle of the present invention;

[0017] Figure 2 is a top view of the motorcycle of the present invention;

[0018] Figure 3 is a top view of the frame of the motorcycle of the present invention and a partially enlarged view thereof;

[0019] Figure 4 is a side view of the motorcycle of the present invention;

[0020] Figure 5 is a rear view of the motorcycle of the present invention;

[0021] Figure 6 Explosion schematic diagram of the tail box bracket and the rear tail box of the motorcycle of the present invention;

[0022] Figure 7 Top view of the tail box bracket of the motorcycle of the present invention;

[0023] Figure 8 Partial side view of the motorcycle of the present invention;

[0024] Figure 9 Top view of the frame of the motorcycle of the present invention;

[0025] Figure 10 Side view of the frame of the motorcycle of the present invention and its partial enlarged view;

[0026] Figure 11 Side view of the frame of the motorcycle of the present invention from another angle and its partial enlarged view;

[0027] Figure 12 Front view of the frame of the motorcycle of the present invention;

[0028] Figure 13 Side view of the motorcycle of the present invention;

[0029] Figure 14 Structural schematic diagram of the front cover of the motorcycle of the present invention. Detailed implementation manners

[0030] In order to enable those skilled in the art to better understand the solution of the present invention, the technical solutions in the specific embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention.

[0031] As Figure 1 and Figure 2 show a motorcycle 100, which includes a frame 11, a body cover 12, a running assembly 13, a power assembly 14 and a suspension assembly 15. The frame 11 constitutes the basic framework of the motorcycle 100, and the frame 11 is used to carry other components of the motorcycle 100. The body cover 12 is at least partially disposed on the frame 11, and the body cover 12 is used to protect the internal parts of the motorcycle 100. The running assembly 13 is at least partially disposed on the frame 11, and the running assembly 13 includes a front wheel 131 and a rear wheel 132 that are at least partially disposed below the frame 11. The power assembly 14 is at least partially disposed on the frame 11, and the power assembly 14 is drivingly connected to one of the front wheel 131 and the rear wheel 132. The power assembly 14 is used to provide driving force for the motorcycle 100. The suspension assembly 15 is at least partially disposed on the frame 11, and the front wheel 131 and the rear wheel 132 are connected to the frame 11 through the suspension assembly 15. In order to clearly illustrate the technical solution of the present invention, the following definitions are also made asFigure 1 The front side, rear side, left side, right side, upper side and lower side shown. It can be understood that in the embodiments of the present application, the length direction refers to the front-rear direction of the motorcycle 100, the width direction refers to the left-right direction of the motorcycle 100, and the height direction refers to the up-down direction of the motorcycle 100.

[0032] As Figure 3 and Figure 4 As shown, the frame 11 includes a main frame 111 and a sub-frame 112 disposed at the rear end of the main frame 111. The sub-frame 112 is fixedly connected to the main frame 111. At least a part of the rear wheel 132 is disposed at the lower end of the sub-frame 112, and the rear wheel 132 is rotatably connected to the main frame 111 through a suspension assembly 15. The motorcycle 100 further includes a saddle assembly 16. The sub-frame 112 includes a recessed portion 1121 that tapers inward in the width direction of the motorcycle 100. At least a part of the saddle assembly 16 is disposed above the recessed portion 1121, and the saddle assembly 16 is fixedly connected to the sub-frame 112. The saddle assembly 16 is for the driver to sit on to facilitate the driver to operate the motorcycle 100. Among them, the sub-frame 112 includes a first bracket 1122 and a second bracket 1123 distributed in the width direction of the motorcycle 100. The first bracket 1122 and the second bracket 1123 are basically located at the recessed portion 1121. The first bracket 1122 and the second bracket 1123 provide a supporting effect for the saddle assembly 16. Both the first bracket 1122 and the second bracket 1123 are fixedly connected to the saddle assembly 16. When observed in the height direction and width direction of the motorcycle 100, the saddle assembly 16 covers both the first bracket 1122 and the second bracket 1123, that is, the positions where the distance between the first bracket 1122 and the second bracket 1123 is the largest in the width direction of the motorcycle 100 are basically below the saddle assembly 16.

[0033] Specifically, the motorcycle 100 further includes an electrical component 17. At least a part of the electrical component 17 is disposed on the sub-frame 112 and is fixedly connected to the sub-frame 112. The motorcycle 100 includes a storage battery 171. The storage battery 171 is disposed below the saddle assembly 16, and the storage battery 171 is fixedly connected to the sub-frame 112. At least a part of the storage battery 171 is disposed between the first bracket 1122 and the second bracket 1123. The suspension assembly 15 includes a rear swing arm 151 located behind the frame 11 and a rear shock absorber 152 connecting the rear swing arm 151. The rear wheel 132 is rotatably connected to the rear swing arm 151, and at least a part of the rear shock absorber 152 is connected to the main frame 111 through the sub-frame 112 at the rear.

[0034] As an implementation, the rear shock absorber 152 is disposed on one side of the subframe 112. The rear shock absorber 152 is at least partially disposed between the first bracket 1122 and the second bracket 1123, and the rear shock absorber 152 is disposed close to the second bracket 1123. When observed in the height direction of the motorcycle 100, the rear shock absorber 152 and the second bracket 1123 at least partially overlap. When observed in the width direction of the motorcycle 100, the first bracket 1122, the battery 171, the rear shock absorber 152, and the second bracket 1123 are arranged to at least partially overlap. Installation gaps are formed between the rear shock absorber 152 and the battery 171 and between the rear shock absorber 152 and the second bracket 1123 respectively. The rear shock absorber 152 is located on the side of the battery 171 close to the second bracket 1123. Through the above arrangement, in the prior art, the offset rear shock absorber 152 is usually disposed outside the second bracket 1123, so that the subframe 112 occupies the layout space of the battery 171, making the layout space of the battery 171 very compact, which is not conducive to the disassembly, assembly and maintenance of the battery 171. In this application, by changing the layout of the subframe 112, the rear shock absorber 152 is disposed between the first bracket 1122 and the second bracket 1123 and close to the second bracket 1123, so that the layout space of the battery 171 can be increased, facilitating the disassembly and assembly of the battery 171. At the same time, the battery 171 can also be disposed close to the middle part of the first bracket 1122 and the second bracket 1123, so that the subframe 112 can be narrowed in the width direction of the motorcycle 100. The narrowing of the subframe 112 enables the saddle assembly 16 to be adjusted downward in the height direction of the motorcycle 100, and further reduces the height of the saddle assembly 16, so that the height of the saddle assembly 16 can meet the needs of drivers in a larger height range.

[0035] As Figure 3As shown in the figure, as an implementation, a longitudinal plane 101 perpendicular to the width direction of the motorcycle 100 and passing through the width center of the motorcycle 100 is defined, and the first bracket 1122 and the second bracket 1123 are symmetrically arranged with respect to the longitudinal plane 101. Through the above arrangement, the symmetrical arrangement of the first bracket 1122 and the second bracket 1123 can not only improve the structural strength of the vehicle frame 11, but also reduce the welding deformation amount during the processing of the vehicle frame 11, so as to improve the production efficiency of the vehicle frame 11. In addition, along the width direction of the motorcycle 100, an installation gap is formed between the storage battery 171 and the first bracket 1122, so as to facilitate the installation of the storage battery 171. In the prior art, since the first bracket 1122 and the second bracket 1123 are asymmetrically arranged and the rear shock absorber 152 is in an offset state, the position of the storage battery 171 is arranged close to the first bracket 1122, resulting in a lack of installation gap between the storage battery 171 and the first bracket 1122, thus making it inconvenient to install the storage battery 171. In this application, the first bracket 1122 and the second bracket 1123 are symmetrically arranged, so that the storage battery 171 can move to one side of the second bracket 1123 along the width direction of the motorcycle 100, forming an installation gap between the storage battery 171 and the first bracket 1122, thus facilitating the operation of the staff during the disassembly and assembly process of the storage battery 171, and further improving the disassembly and assembly efficiency of the storage battery 171.

[0036] Specifically, the ratio of the maximum distance D1 to the minimum distance D2 between the first bracket 1122 and the second bracket 1123 in the width direction of the motorcycle 100 is greater than or equal to 1.35 and less than or equal to 1.65. Specifically, the ratio of the maximum distance D1 to the minimum distance D2 between the first bracket 1122 and the second bracket 1123 in the width direction of the motorcycle 100 is greater than or equal to 1.4 and less than or equal to 1.6. Further, the ratio of the maximum distance D1 to the minimum distance D2 between the first bracket 1122 and the second bracket 1123 in the width direction of the motorcycle 100 is 1.5. Also, the position where the distance between the first bracket 1122 and the second bracket 1123 is the smallest is basically above the position where the distance between the first bracket 1122 and the second bracket 1123 is the largest. With the above settings, the subframe 112 shows a trend of gradually narrowing from bottom to top along the height direction of the motorcycle 100. This setting method can form a slope at the position where the plastic parts outside the subframe 112 are placed for the driver's legs. Thus, while reserving sufficient layout space for components such as the power assembly 14, the rear shock absorber 152, and the electrical components 17, it can also increase the riding comfort of the driver, reduce the occupied space of the driver's legs in the width direction, further reduce the height required for the driver's legs to touch the ground, and thus effectively improve the controllability of this large-displacement motorcycle 100. For the large-displacement off-road motorcycle 100 described in this application, reducing the height required for the driver to touch the ground can meet the riding needs of drivers in a larger height range, and thus can increase the applicable population of the large-displacement motorcycle 100.

[0037] As an alternative embodiment, in this application, the minimum distance D2 between the first bracket 1122 and the second bracket 1123 in the width direction of the motorcycle 100 is 185 mm. Among them, the minimum distance between the first bracket 1122 and the second bracket 1123 in the width direction of the motorcycle 100 is basically the same as the minimum width of the recess 1121. Specifically, the aforesaid "basically the same" is specifically explained as the difference between the minimum distance between the first bracket 1122 and the second bracket 1123 in the width direction of the motorcycle 100 and the minimum width of the recess 1121 is less than or equal to 10 mm, and the maximum distance D1 between the first bracket 1122 and the second bracket 1123 in the width direction of the motorcycle 100 is 310 mm. With the above settings, compared with the prior art, reducing the minimum distance D2 is beneficial to the tightening of the frame 11, thereby reducing the height of the saddle assembly 16, enabling the height of the saddle assembly 16 to meet the needs of drivers in a larger height range, and increasing the maximum distance D1 facilitates the layout of the electrical components 17, so that while reducing the height of the saddle assembly 16, it can also meet the layout requirements of the electrical components 17 and improve the structural compactness of the motorcycle 100.

[0038] Such as Figure 4As shown, the saddle assembly 16 includes a seat cushion 161. The seat cushion 161 includes a riding portion 1611 and a clamping portion 1612 located in front of the riding portion 1611. The riding portion 1611 can provide support for the driver's buttocks to improve the stability and comfort of the driver's ride. The clamping portion 1612 is designed based on the driver's legs, enabling the driver's legs to clamp the seat cushion 161, thereby making the driver's ride more stable and improving the driver's riding experience at the same time. The plane extended by the riding portion 1611 is substantially perpendicular to the height direction of the motorcycle 100, and the plane extended by the clamping portion 1612 is substantially perpendicular to the width direction of the motorcycle 100. When observing along the height direction of the motorcycle 100, the riding portion 1611 is located above the first bracket 1122 and the second bracket 1123. As an implementation, a reference plane 102 perpendicular to the height direction of the motorcycle 100 is defined, and the lowermost end of the traveling assembly 13 is located on the reference plane 102. The minimum distance between the projection of the riding portion 1611 along the width direction of the motorcycle 100 on the longitudinal plane 101 and the reference plane 102 is defined as the saddle height H1 of the motorcycle. The motorcycle in this application is a large-displacement touring motorcycle. Those skilled in the art can understand that generally, the saddle height H1 of a large-displacement motorcycle 100 is relatively high compared to other models, and within a certain range, as the displacement of the motorcycle 100 increases, a larger powertrain 14 is required to provide power, resulting in an increase in the saddle height H1, thus imposing higher requirements on the height of the driver for large-displacement motorcycles 100. In this application, by reducing the height of the sub-frame 11 and tightening the first bracket 1122 and the second bracket 1123, the saddle height H1 can be set below 840 mm, but still maintain a displacement of up to 700 cc for the motorcycle 100. Specifically, the ratio range between the saddle height H1 and the displacement of the powertrain 14 of the motorcycle in this application is greater than or equal to 1 mm / ml and less than or equal to 1.2 mm / ml. Further, the ratio range between the saddle height H1 and the displacement of the powertrain 14 is greater than or equal to 1.05 mm / ml and less than or equal to 1.15 mm / ml. In this embodiment, the ratio between the saddle height H1 and the displacement of the powertrain 14 is 1.1 mm / ml. Through the above settings, without reducing the displacement, the reduction of the saddle height H1 can be achieved, enabling the saddle height H1 to meet drivers within a larger height range, so that drivers with a lower height can also drive large-displacement motorcycles 100, thereby increasing the applicable population range of large-displacement motorcycles 100. In addition, the narrowing of the sub-frame 112 can also lower the position of the clamping portion 1612, thereby improving the driving experience of the driver.

[0039] The passing height H2 of the motorcycle 100 refers to the minimum distance between other components of the motorcycle 100 except the suspension assembly 15 and the running assembly 13 and the reference plane 102. In the prior art, the reduction of the saddle height H1 generally comes at the cost of sacrificing the passing height H2 of the motorcycle, that is, the positions of the frame 11 and the power assembly 14, the electrical component 17, and the body cover 12 fixed on the frame 11 are moved downward accordingly, so that the passing height H2 of the motorcycle is reduced, thereby reducing the saddle height H1. In this application, by tightening the frame 11 covered by the saddle assembly 16, the installation height of the saddle assembly 16 on the frame 11 is reduced, and then the saddle height H1 is reduced, so as to reduce the descending range of the frame 11 to avoid affecting the passing height H2 of the motorcycle. Among them, the installation height of the saddle assembly 16 mentioned above refers to the minimum distance between the connection point where the saddle assembly 16 is fixedly connected to the frame 11 and the reference plane 102. In this embodiment, while the sub-frame 11 is lowered, by reducing the installation gap between the suspension assembly 15, the electrical component 17, and the power assembly 14 below the saddle assembly 16, even after the height of the sub-frame 112 is lowered, the passing height H2 of the motorcycle can still be increased. Specifically, the power assembly 14 in this embodiment is located at the lowest end of the frame 11, and among them, the power assembly 14 includes an exhaust mechanism 141 located at the bottom of the power assembly 14. The exhaust mechanism 141 is used to discharge the waste gas generated by the operation of the power assembly 14. The minimum distance between the exhaust mechanism 141 and the reference plane 102 is the passing height H2 of the motorcycle 100 in this embodiment. Even when the saddle height H1 in this application is set between 800 mm and 840 mm, the passing height H2 of the motorcycle 100 can still reach 220 mm. Optionally, the ratio of the saddle height H1 to the passing height H2 of the motorcycle in this application is greater than or equal to 3.5 and less than or equal to 4.2. More specifically, the ratio of the saddle height H1 to the passing height H2 is greater than or equal to 3.6 and less than or equal to 4. Further, the ratio of the saddle height H1 to the passing height H2 is 3.7. Through the above settings, while the motorcycle 100 reduces the saddle height H1 to meet the driving needs of people in a larger height range, it will not reduce the passing height H2 of the motorcycle 100, and avoid the power assembly 14 located at the lowest end from colliding with obstacles during driving, thereby improving the passability and driving safety of the motorcycle 100.

[0040] As an alternative embodiment, the saddle height H1 can be set to 800 mm, and the passing height H2 can be set to 220 mm, so that the height of the saddle assembly 16 can meet the drivers in a larger height range, thereby improving the driving comfort and human-machine interaction experience of the drivers, and improving the overall vehicle passability of the motorcycle 100, thereby improving the versatility of the motorcycle 100.

[0041] As shown Figure 5 in the figure, as described above, the motorcycle 100 in the present application is a large-displacement motorcycle 100 suitable for long-distance riding, and has relatively greater storage requirements compared to other types of motorcycles 100. Therefore, a plurality of storage spaces are provided. As a realization method, the motorcycle 100 further includes a cargo box assembly 18 disposed behind the frame 11. The cargo box assembly 18 is used to provide storage space for the motorcycle 100 for the driver to store items. The cargo box assembly 18 includes a first cargo box 181 and a second cargo box 182 distributed along the width direction of the motorcycle 100. The body covering 12 further includes a mudguard 121. The mudguard 121 is at least partially located behind the sub-frame 112, and the mudguard 121 is fixedly connected to the sub-frame 112. The frame 11 further includes a cargo box bracket 113 disposed behind the sub-frame 112 (refer to Figure 3) The cargo box bracket 113 is disposed at least partially around the rear end of the subframe 112, that is, the cargo box bracket 113 is also disposed at least partially on both sides in the width direction of the subframe 112 for mounting the first cargo box 181 and the second cargo box 182. The cargo box bracket 113 includes a bracket connecting rod 1131 disposed behind the subframe 112, and the bracket connecting rod 1131 is used to connect the partial cargo box brackets 113 distributed on both sides in the width direction of the subframe 112. The cargo box bracket 113 and the subframe 112 are fixedly connected, and the cargo box bracket 113 and the subframe 112 are fixedly connected through the partial cargo box brackets 113 distributed on both sides in the width direction of the subframe 112 to improve the connection stability between the first cargo box 181 and the second cargo box 182 and the cargo box bracket 113. When the first cargo box 181 and the second cargo box 182 are in the assembled state, the first cargo box 181 and the second cargo box 182 are fixedly connected to the cargo box bracket 113. When in the off-road working condition or not in use, the first cargo box 181 and the second cargo box 182 can also be in the disassembled state with the cargo box bracket 113, making the use of the motorcycle more diversified. In this application, since the saddle height H1 of the motorcycle 100 is reduced, the height of the subframe 112 of the motorcycle 100 is also decreased, and the mudguard 121 connected to the subframe 112 is also lowered accordingly. Considering the anthropometric height of the cargo box assembly 18, and in order to avoid interference between the lowered cargo box assembly 18 and the exhaust mechanism of the motorcycle 100 or thermal damage caused by too small a clearance, and also to avoid interference between the lowered cargo box assembly 18 and the rear swing arm 151, the height of the cargo box bracket 113 is not reduced. Thus, when observing along the length direction of the motorcycle 100, the mudguard 121 at least partially overlaps with the bracket connecting rod 1131. In this embodiment, the mudguard 121 and the bracket connecting rod 1131 are fixedly connected by fasteners. In the prior art, the bracket connecting rod 1131 is located below the license plate of the motorcycle 100. During the running of the motorcycle 100, the mudguard 121 and the cargo box bracket 113 are prone to relative vibration, resulting in collision between the license plate of the motorcycle 100 and the cargo box bracket 113, causing the license plate of the motorcycle 100 to break or generating abnormal noise due to the collision between the mudguard 121 and the cargo box bracket 113. Through the above arrangement, relative vibration between the bracket connecting rod 1131 and the mudguard 121 can be avoided, so as to avoid abnormal noise generated by the collision between the cargo box bracket 113 and the mudguard 121 due to relative vibration, and also avoid the breakage of the license plate of the motorcycle 100 caused by the relative vibration between the cargo box bracket 113 and the mudguard 121, thereby improving the connection stability of the mudguard 121 and the service life of the license plate of the motorcycle 100.

[0042] Specifically, the cargo box bracket 113 includes a first cargo box bracket 1132 disposed on one side of the motorcycle 100 and a second cargo box bracket 1133 disposed on the other side of the motorcycle 100. The first cargo box bracket 1132 and the second cargo box bracket 1133 are connected by a bracket connecting rod 1131. A fixed mounting point 1211 is provided at the rear side of the fender 121. The fender 121 is fixedly connected to the bracket connecting rod 1131 through the fixed mounting point 1211, thereby improving the connection strength between the fender 121 and the bracket connecting rod 1131 and reducing the vibration of the fender 121 during the running of the motorcycle 100. In addition, a license plate mounting portion 1212 is provided behind the fender 121. The license plate mounting portion 1212 is used for mounting the license plate of the motorcycle 100. The license plate mounting portion 1212 is located above the fixed mounting point 1211. After the license plate of the motorcycle 100 is mounted on the license plate mounting portion 1212, the license plate of the motorcycle 100 can cover the fixed mounting point 1211, thereby providing a protective effect for the fixed mounting point 1211. Optionally, the fixed mounting point 1211 can also be provided above the license plate mounting portion 1212 to facilitate the disassembly and assembly of the bracket connecting rod 1131 and the fender 121.

[0043] Further, along the length direction of the motorcycle 100, at least a part of the bracket connecting rod 1131 is located on the front side of the fender 121. When the bracket connecting rod 1131 is located at the rear side of the fender 121, the bracket connecting rod 1131 will occupy the installation space of the license plate of the motorcycle 100, resulting in the license plate of the motorcycle 100 being in a suspended state after installation, which is likely to cause deformation or breakage of the license plate of the motorcycle 100. Through the above settings, on the basis of the fixed connection between the bracket connecting rod 1131 and the fender 121, the interference of the bracket connecting rod 1131 with the installation space of the license plate of the motorcycle 100 can be avoided, thereby improving the connection stability between the license plate of the motorcycle 100 and the fender 121.

[0044] Such as Figure 6 and Figure 7, the vehicle frame 11 further includes a trunk bracket 114 disposed at the rear end of the sub-frame 112. The cargo box assembly 18 further includes a rear trunk 183 disposed behind the motorcycle 100. The rear trunk 183 can not only provide a storage space, but also provide back support for the rear passengers to improve the riding comfort of the rear passengers. The trunk bracket 114 is disposed behind the sub-frame 112, and the rear trunk 183 is at least partially located above the sub-frame 112. The rear trunk 183 and the trunk bracket 114 are detachably connected by a connecting member 1141. The connecting member 1141 is usually set as a bolt. The rear trunk 183 has a first extreme position and a second extreme position on the trunk bracket 114. By operating the connecting member 1141, the rear trunk 183 can be translated between the first extreme position and the second extreme position, and a fastening connection can be formed at any position on the translation path between the first extreme position and the second extreme position. An adjustment groove 1142 is provided on the trunk bracket 114. The adjustment groove 1142 extends substantially along the direction of a preset straight line 103. The connecting member 1141 at least partially penetrates the adjustment groove 1142, and the position of the connecting member 1141 in the adjustment groove 1142 can move along the direction of the preset straight line 103. Optionally, the extending direction of the preset straight line 103 can be set to be substantially consistent with the length direction of the motorcycle 100, and the extending direction of the preset straight line 103 can also be set to extend along other directions, so that the rear trunk 183 can have the freedom to move in other directions. Through the above settings, the rear trunk 183 has the freedom to move along the length direction of the motorcycle 100, thereby expanding the riding space for the rear passengers.

[0045] Specifically, the translation distance of the rear trunk 183 from the first extreme position to the second extreme position is the adjustment stroke L of the rear trunk 183. The adjustment stroke L is set to be greater than or equal to 0 mm and less than or equal to 100 mm. Further, the adjustment stroke L is set to be greater than or equal to 25 mm and less than or equal to 75 mm. In this embodiment, the adjustment stroke L is set to 50 mm. Through the above settings, it is possible to avoid the position of the rear trunk 183 being too far back due to an excessive adjustment stroke L, which affects the balance of the motorcycle 100, and it is also possible to avoid a small adjustment stroke L resulting in a small riding space for the rear passengers, so that it is convenient to control the motorcycle 100 and improve the riding comfort of the rear passengers. Optionally, the position of the connecting member 1141 can be adjusted according to the needs of the driver, so as to change the adjustment stroke L of the rear trunk 183.

[0046] In an embodiment of the present application, the adjustment groove 1142 includes a first adjustment groove 1142a, a second adjustment groove 1142b, and a third adjustment groove 1142c. The connecting member 1141 has a starting position and an ending position within the adjustment groove 1142. When the rear trunk 183 is in the first extreme position, the connecting member 1141 is in the initial position within the adjustment groove 1142. When the rear trunk 183 is in the second extreme position, the connecting member 1141 is in the ending position within the adjustment groove 1142. Correspondingly, when the connecting member 1141 within the adjustment groove 1142 is in the initial position or the ending position, the positions of the centers of the connecting members 1141 located in the first adjustment groove 1142a, the second adjustment groove 1142b, and the third adjustment groove 1142c are not collinear. Through the above arrangement, the centers of the three connecting members 1141 located in the three adjustment grooves 1142 are basically triangularly distributed, thereby improving the connection stability between the rear trunk 183 and the trunk bracket 114, and avoiding potential safety hazards caused by the shaking of the rear trunk 183 due to unstable connection during the driving of the motorcycle 100. It should be noted that in the present application, the connecting member 1141 is basically set as a cylindrical connecting member such as a bolt. Therefore, the "center of the connecting member 1141" in the description of the present application refers to that on a projection plane perpendicular to the axis of the connecting member 1141, the projection of the connecting member 1141 along the axis on the projection plane is a circular surface, and the center of the circular surface is the center of the connecting member 1141. Moreover, the centers of the three connecting members 1141 located in the three adjustment grooves 1142 in the present application are all on the same projection plane.

[0047] In this embodiment, along the length direction of the motorcycle 100, the first adjustment groove 1142a and the second adjustment groove 1142b are at least partially located on the front side of the third adjustment groove 1142c; along the width direction of the motorcycle 100, the third adjustment groove 1142c is located between the first adjustment groove 1142a and the second adjustment groove 1142b, and the first adjustment groove 1142a and the second adjustment groove 1142b are distributed along the width direction of the motorcycle 100. As an alternative embodiment, the initial positions and the termination positions of the connecting members 1141 respectively located in the first adjustment groove 1142a and the second adjustment groove 1142b are the same. Along the length direction of the motorcycle 100, the initial positions of the connecting members 1141 in the first adjustment groove 1142a and the second adjustment groove 1142b are both set at the foremost ends of the first adjustment groove 1142a and the second adjustment groove 1142b and are in contact with the adjustment groove 1142, and the initial position of the connecting member 1141 in the third adjustment groove 1142c is at the middle of the third adjustment groove 1142c; the termination positions of the connecting members 1141 in the first adjustment groove 1142a and the second adjustment groove 1142b are both at the middle positions of the first adjustment groove 1142a and the second adjustment groove 1142b, and the termination position of the connecting member 1141 in the third adjustment groove 1142c is at the rearmost end of the third adjustment groove 1142c and is in contact with the adjustment groove 1142. This setting method can prevent the position of the rear trunk 183 from being too far forward or too far backward. Optionally, the starting position and the termination position of the rear trunk 183 can be adjusted according to the needs of the driver to conform to the riding habits of the driver. In the prior art, usually four adjustment grooves 1142 are provided. Excessive number of adjustment grooves 1142 is likely to cause the strength of the trunk bracket 114 to decline, thereby reducing the connection strength between the rear trunk 183 and the trunk bracket 114, and compared with the three adjustment grooves 1142 in this application, it requires a larger layout space, resulting in a smaller adjustment stroke. Through the above settings, while ensuring that the strength of the trunk bracket 114 meets the requirements, the layout space occupied by the adjustment grooves 1142 can be reduced, and the length of the adjustment grooves 1142 can be increased, thereby increasing the adjustment stroke of the rear trunk 183 so that the adjustment of the rear trunk 183 can meet the adjustment needs of more rear passengers, and thus the man-machine interaction coordination of the motorcycle 100 can be improved.

[0048] A bushing 1143 is also provided between the rear trunk 183 and the trunk bracket 114. The connecting member 1141 at least partially passes through the adjustment slot 1142 and is fixedly connected to the rear trunk 183 after passing through the bushing 1143. By changing the height of the bushing 1143 on different adjustment slots 1142, the rear trunk 183 can be tilted in different directions. In this embodiment, when the rear trunk 183 is in the first limit position, the line connecting the centers of the connecting members 1141 in the first adjustment slot 1142a and the second adjustment slot 1142b is substantially perpendicular to the longitudinal plane 101. This setting method enables the rear trunk 183 to flip backward when the height of the bushing 1143 on the first adjustment slot 1142a and the second adjustment slot 1142b is increased synchronously. Understandably, conversely, when the height of the bushing 1143d on the third adjustment slot 1142c is increased, the rear trunk 183 can flip forward. To ensure the smoothness of the flipping angle of the rear trunk 183, generally, the heights of the bushings 1143 on the first adjustment slot 1142a and the second adjustment slot 1142b are substantially the same. Specifically, a first bushing 1143a is provided on the first adjustment slot 1142a, a second bushing 1143b is provided on the second adjustment slot 1142b, and a third bushing 1143c is provided on the third adjustment slot 1142c. When only the first bushing 1143a and the second bushing 1143b are provided and the third bushing 1143c is not provided, or when the heights of the first bushing 1143a and the second bushing 1143b are greater than the height of the third bushing 1143c, the rear trunk 183 can tilt backward along the length direction of the motorcycle 100, thereby expanding the seating space for the rear passengers and providing support for the rear passengers, and further improving the riding experience of the rear passengers. Optionally, when only the third bushing 1143c is provided and the first bushing 1143a and the second bushing 1143b are not provided, or when the heights of the first bushing 1143a and the second bushing 1143b are less than the height of the third bushing 1143c, the rear trunk 183 can tilt forward along the length direction of the motorcycle 100, so that when the motorcycle 100 loads items at the rear, the rear trunk 183 and the first cargo box 181 and the second cargo box 182 act together to prevent the items loaded at the rear from slipping. Understandably, another direction of angle adjustment can also be achieved by only providing the first bushing 1143a and the third bushing 1143c, not providing the second bushing 1143b, or setting the heights of the first bushing 1143a and the third bushing 1143c to be greater than the height of the second bushing 1143b. As another alternative embodiment, a third direction of angle adjustment can also be achieved by only providing the second bushing 1143b and the third bushing 1143c, not providing the first bushing 1143a, or setting the heights of the second bushing 1143b and the third bushing 1143c to be greater than the height of the first bushing 1143a.

[0049] Specifically, asFigure 8 As shown, when the rear trunk 183 tilts forward or backward, an angle is formed between the bottom surface of the rear trunk 183 and the upper surface of the trunk bracket 114. The maximum adjustable angle between the bottom surface of the rear trunk 183 and the upper surface of the trunk bracket 114 is defined as the adjustment angle α. Optionally, the adjustment angle α is set to 10°. It can be understood that the adjustment angle α can be any angle from 0° to 10°, so that the adjustment angle α can be changed according to the driver's needs, thereby improving the versatility and adaptability of the motorcycle 100. Through the above settings, it is possible to avoid the situation where the adjustment angle α is too small to play an adjustment role, and it is also possible to avoid the situation where the adjustment angle α is too large to meet the requirement of the connection strength between the rear trunk 183 and the trunk bracket 114. Thus, while meeting the requirement of the connection strength between the rear trunk 183 and the trunk bracket 114, it is also possible to improve the riding experience of the rear passengers, thereby improving the human-machine interaction coordination of the motorcycle 100.

[0050] As Figure 8As shown, the frame 11 further includes a footrest bracket 115 and a fastener 119 disposed behind the motorcycle 100. The motorcycle 100 further includes a rear footrest 19 for supporting the feet of the rear passengers of the motorcycle 100 to improve the riding comfort of the rear passengers. The footrest bracket 115 is fixedly connected to the sub-frame 112 and is used for mounting the rear footrest 19. The footrest bracket 115 is provided with a footrest mounting hole 1151, and the fastener 119 is at least partially inserted through the footrest mounting hole 1151 and fixedly connected to the rear footrest 19. Among them, the footrest mounting hole 1151 can be set as a cylindrical hole, and the fastener 119 can be set as a bolt or a screw. In the prior art, the axial direction of the footrest mounting hole 1151 is generally basically the same as the height direction of the motorcycle 100. This mounting method results in insufficient assembly space during the installation and disassembly of the rear footrest 19 of the motorcycle 100, and the disassembly and assembly tools are prone to interference with the rear swing arm 151 during use. It is necessary to first remove the rear swing arm 151 to disassemble and assemble the rear footrest 19, resulting in a more cumbersome disassembly and assembly process for the rear footrest 19. In this application, the axial direction of the footrest mounting hole 1151 is basically the same as the width direction of the motorcycle 100, so that during the disassembly and assembly of the rear footrest 19, the disassembly and assembly tools will not interfere with the rear swing arm 151. Through the above settings, the assembly space of the rear footrest 19 is increased, and interference between the disassembly and assembly tools and the rear swing arm 151 during the disassembly and assembly of the rear footrest 19 is avoided, thereby optimizing the disassembly and assembly process of the rear footrest 19 and improving the assembly efficiency of the motorcycle 100. In addition, in this application, the fastener 119 at least partially penetrates the footrest bracket 115 and the cargo box bracket 113, so that the footrest bracket 115 and the cargo box bracket 113 are fixedly connected, so that the footrest bracket 115 and the cargo box bracket 113 can share the same mounting point, reducing the number of mounting points on the sub-frame 112 while also improving the structural compactness of the footrest bracket 115 and the cargo box bracket 113.

[0051] As Figure 9As shown, the vehicle frame 11 further includes an auxiliary vehicle frame 116 disposed at the front end of the main vehicle frame 111. The auxiliary vehicle frame 116 is detachably connected to the main vehicle frame 111 and is disposed substantially around the front end of the main vehicle frame 111. Further, the auxiliary vehicle frame 116 is at least partially disposed outside the body covering 12. The auxiliary vehicle frame 116 is mainly used to prevent the main vehicle frame 111, the components disposed on the main vehicle frame 111, and the body covering 12 from being severely damaged by hitting the ground when the motorcycle 100 topples over, or to prevent the life safety of the driver from being threatened after the motorcycle 100 collides. The auxiliary vehicle frame 116 is also at least partially disposed inside the body covering 12, and the electrical component 17 is at least partially disposed on the auxiliary vehicle frame 116 inside the body covering 12. It can be understood that a transverse plane 104 perpendicular to the length direction of the motorcycle 100 and passing through the length center of the motorcycle 100 is defined. The outside of the body covering 12 mentioned above refers to the side away from the transverse plane 102 along the length direction of the motorcycle 100 and away from the longitudinal plane 101 along the width direction of the motorcycle 100, and the inside of the body covering 12 refers to the side close to the transverse plane 104 along the length direction of the motorcycle 100 and close to the longitudinal plane 101 along the width direction of the motorcycle 100.

[0052] As an implementation, the maximum area occupied by the projection of the main frame 111 and the sub-frame 112 on the reference plane 102 along the height direction of the motorcycle 100 is defined as the frame mounting projection area 105, and the maximum area occupied by the projection of the auxiliary frame 116 on the reference plane 102 along the height direction of the motorcycle 100 and not overlapping with the frame mounting projection area 105 is defined as the auxiliary mounting projection area 106. At least a part of the projection of the electrical component 17 on the reference plane 102 along the height direction of the motorcycle 100 is arranged in the auxiliary mounting projection area 106. Specifically, the electrical component 17 includes a solenoid valve 172 and a relay 173. Both the solenoid valve 172 and the relay 173 are arranged on one side of the main frame 111 distributed in the width direction through the auxiliary bracket 116 and are fixedly connected to the auxiliary bracket 116. The electrical component 17 further includes a telematics processor 174, that is, a T-BOX (Telematics BOX, telematics processor). The telematics processor 174 is arranged on the other side of the main frame 111 distributed in the width direction through the auxiliary bracket 116 and is fixedly connected to the auxiliary bracket 116. As described above, the auxiliary frame 116 and the main frame 111 are detachably connected, and the electrical component 17 is arranged on the auxiliary frame 116 closer to the body cover 12. The above settings can facilitate the installation of the electrical component 17 relying on the auxiliary bracket 116, which is beneficial to the disassembly and assembly of the electrical component 17, and further can improve the assembly performance and maintenance performance of the electrical component 17; on the other hand, the installation area of the electrical component 17 can be moved outwards, reducing the installation burden of the sub-frame 111, reducing the components arranged on the sub-frame 111, and providing technical support for increasing the passing performance of the motorcycle 100 while reducing the seat height.

[0053] Specifically, the auxiliary frame 116 further includes mounting brackets 1161 arranged inside the body cover 12. The mounting brackets 1161 are arranged in a pair and distributed along the width direction of the motorcycle 100. The mounting brackets 1161 are used to form a rigid connection between the auxiliary frame 116 arranged on the left or right side of the main frame 111 and the main frame 111. Specifically, the mounting brackets 1161 and the main frame 111 are integrally formed or fixedly connected, and the mounting brackets 1161 and the auxiliary frame 116 are detachably connected. As a specific implementation, the mounting bracket 1161 includes a bracket mounting portion 1161a and a bracket fixing portion 1161b fixedly connected or integrally formed with the bracket mounting portion 1161a. The bracket mounting portion 1161a is fixedly connected to the main frame 111. The bracket mounting portion 1161a is basically arranged in a sheet metal structure, which is convenient for fitting with the outer contour of the main frame 111 to form a stable connection. The shape of the bracket fixing portion 1161b is basically the same as that of the auxiliary frame 116, which is convenient for forming a firm connection with the auxiliary frame 116.

[0054] AsFigure 10 and Figure 11 As shown, the motorcycle 100 further includes a carbon canister 21. The electrical component 17 further includes a solenoid valve 172 and a relay 173. The solenoid valve 172 is electrically connected to the carbon canister 21. The solenoid valve 172 is used to control the valve of the carbon canister 21 so that the carbon canister 21 can work properly. In this embodiment, a carbon canister mounting point 1161c, a solenoid valve mounting point 1161d, and a relay mounting point 1161e are provided on a bracket mounting portion 1161a of a mounting bracket 1161 located on one side of the main frame 111. The carbon canister 21 is fixedly connected to the bracket mounting portion 1161a through the carbon canister mounting point 1161c. The solenoid valve 172 is fixedly connected to the bracket mounting portion 1161a through the solenoid valve mounting point 1161d. The relay 173 is fixedly connected to the bracket mounting portion 1161a through the relay mounting point 1161e. Thus, the carbon canister 21, the solenoid valve 172, and the relay 173 can all be connected to the frame 11 through the bracket mounting portion 1161a. As an alternative embodiment, the carbon canister mounting point 1161c is provided as a pluggable thin plate structure. The carbon canister 21 is provided with a plugging groove for plugging the thin plate structure. The carbon canister is plugged with the carbon canister mounting point 1161c through the plugging groove. The solenoid valve mounting point 1161d is also provided as a pluggable thin plate structure. The solenoid valve 172 is provided with a plugging groove for plugging the thin plate structure. The solenoid valve 172 is plugged with the solenoid valve mounting point 1161d through the plugging groove. The relay mounting point 1161e is also provided as a pluggable thin plate structure. The relay 173 is provided with a plugging groove for plugging the thin plate structure. The relay 173 is plugged with the relay mounting point 1161e through the plugging groove. It can be understood that the plugging directions of the carbon canister mounting point 1161c, the solenoid valve mounting point 1161d, and the relay mounting point 1161e are different to avoid interference during the installation of the carbon canister, the solenoid valve, and the relay.

[0055] The motorcycle 100 further includes an auxiliary water tank 22. On the bracket mounting portion 1161a of the mounting bracket 1161 on the other side of the main frame 111, an auxiliary water tank mounting point 1161f and a processor mounting point 1161g are provided. The auxiliary water tank 22 is at least partially connected to the bracket mounting portion 1161a through the auxiliary water tank mounting point 1161f, and the telematics processor 174 is at least partially connected to the bracket mounting portion 1161a through the processor mounting point 1161g. The telematics processor 174 is arranged on the mounting bracket 1161 and can also be as far away as possible from the metal parts of the motorcycle 100 to prevent the signal of the telematics processor 174 from being shielded. As an alternative embodiment, the auxiliary water tank mounting point 1161f is set as a mounting hole, and the auxiliary water tank 22 is provided with a mounting structure. The fastener at least partially passes through the mounting structure and the mounting hole to fixedly connect the auxiliary water tank 22 and the bracket mounting portion 1161a; the processor mounting point 1161g is also set as a mounting hole, and the telematics processor 174 is provided with a mounting structure. The fastener at least partially passes through the mounting structure and the mounting hole to fixedly connect the telematics processor 174 and the bracket mounting portion 1161a. Through the above settings, the carbon canister 21, the solenoid valve 172 and the relay 173 can be integrally arranged on the bracket mounting portion 1161a of the mounting bracket 1161 on one side, and the telematics processor 174 and the auxiliary water tank 22 can be integrally arranged on the bracket mounting portion 1161a of the mounting bracket 1161 on the other side. Thus, the number of mounting points provided on the frame 11 can be reduced, the structure of the frame 11 can be simplified, the layout space inside the vehicle body can be saved, the mounting functional area can be moved outside, and the convenience of maintenance and disassembly can be enhanced. The connection method of each mounting point on the bracket mounting portion 1161a in the present application is only a preferred embodiment, and other types of connection methods can also be applicable to the mounting points. The relay 173 provided in the present application is a flasher relay, which is used to generate intermittent current for the turn signal to generate alternately bright and dark signal lights. It can be understood that in other embodiments, other relays 173 can also be set.

[0056] Such as Figure 12As shown, the auxiliary frame 116 includes a first auxiliary bracket 1162, a second auxiliary bracket 1163, and a third auxiliary bracket 1164. The first auxiliary bracket 1162 is at least partially disposed on the left side of the main frame 111, the second auxiliary bracket 1163 is at least partially disposed on the right side of the main frame 111, and the third auxiliary bracket 1164 is disposed between the first auxiliary bracket 1162 and the second auxiliary bracket 1163. Specifically, both the first auxiliary bracket 1162 and the second auxiliary bracket 1163 include a first connection end 1165 and a second connection end 1166. The first connection end 1165 is detachably connected to the main frame 111 through a bracket fixing portion 1161b, and the shape of the bracket fixing portion 1161b is substantially the same as that of the first connection end 1165. The second connection end 1166 and the third auxiliary bracket 1164 are detachably connected. The third auxiliary bracket 1164 is located in front of the main frame 111 and is detachably connected to the first auxiliary bracket 1162 and the second auxiliary bracket 1163 respectively. The third auxiliary bracket 1164 is also at least partially disposed under the first auxiliary bracket 1162 and the second auxiliary bracket 1163 to prevent the third auxiliary bracket 1164 from interfering with other components of the motorcycle 100. The first auxiliary bracket 1162 is used to protect the left side of the motorcycle 100 from impact, the second auxiliary bracket 1163 is used to protect the right side of the motorcycle 100 from impact, and the third auxiliary bracket 1164 can be used to protect the front side of the motorcycle 100 from impact and can improve the connection strength between the first auxiliary bracket 1162 and the second auxiliary bracket 1163. Through the above settings, in the prior art, the auxiliary frame 116 is directly fixedly connected to the main frame 111, usually by welding. In the process of a collision of the motorcycle 100, it is easy for the deformation of the auxiliary frame 116 to cause the deformation of the frame 11, resulting in irreparable damage to the motorcycle 100, leading to too high maintenance costs of the motorcycle 100. Moreover, the auxiliary frame 116 in the prior art is usually integrally formed, and the disassembly and assembly of the integrally formed auxiliary frame 116 are relatively cumbersome, making the assembly performance of the motorcycle 100 poor. In the present application, the first auxiliary bracket 1162, the second auxiliary bracket 1163, and the third auxiliary bracket 1164 are all detachably connected, which can effectively carry out a structural partition design of the auxiliary frame 116 according to functions. After the first auxiliary bracket 1162, the second auxiliary bracket 1163, or the third auxiliary bracket 1164 is deformed due to a collision of the motorcycle 100, the deformed and damaged part can be directly disassembled and replaced without replacing the overall structure of the auxiliary frame 116, thereby avoiding the partial deformation of the first auxiliary bracket 1162, the second auxiliary bracket 1163, or the third auxiliary bracket 1164 from affecting the overall structure of the auxiliary frame 116 and avoiding the deformation of the auxiliary frame 116 from affecting the frame 11, so that the maintenance cost of the auxiliary frame 116 can be reduced.Specifically, when the left side of the motorcycle 100 is tilted and deformed, only the first auxiliary bracket 1162 needs to be replaced. When the right side of the motorcycle 100 is tilted, only the second auxiliary bracket 1163 needs to be replaced. When the front side is impacted, only the third auxiliary bracket 1164 needs to be replaced.

[0057] Specifically, an auxiliary connection bracket 117 is further provided on the front side of the main frame 111. The auxiliary connection bracket 117 is used to connect the auxiliary brackets 116. The auxiliary connection bracket 117 is also used to install the front lighting fixtures and the windshield assembly of the motorcycle 100. The auxiliary connection bracket 117 and the main frame 111 are fixedly connected. The front part of the auxiliary connection bracket 117 is respectively connected to the first auxiliary bracket 1162 and the second auxiliary bracket 1163. The first auxiliary bracket 1162 and the second auxiliary bracket 1163 both further include a third connection end 1167. The first connection end 1165 is arranged behind the second connection end 1166 and the third connection end 1167. The third connection end 1167 is arranged in front of the first connection end 1165 and the second connection end 1166. The third connection end 1167 and the auxiliary connection bracket 117 are detachably connected. In addition, the rear end of the auxiliary connection bracket 117 is fixedly connected to the mounting bracket 1161. One side of the auxiliary connection bracket 117 close to the auxiliary water tank 22 is also fixedly connected to the auxiliary water tank 22 to improve the connection strength of the auxiliary water tank 22. Through the above settings, the first auxiliary bracket 1162 and the second auxiliary bracket 1163 can also provide a protective effect for the front side of the motorcycle 100, and the first auxiliary bracket 1162 and the second auxiliary bracket 1163 simultaneously receive the impact on the front side of the motorcycle 100, thereby improving the protection effect of the motorcycle 100 and further improving the safety of the motorcycle 100. In addition, the third auxiliary bracket 1164 is located below the auxiliary connection bracket 117. The third auxiliary bracket 1164, the mounting bracket 1161 and the auxiliary connection bracket 117 are all basically symmetric about the longitudinal plane 101, so that the auxiliary brackets 116 can be basically symmetric along the longitudinal plane 101, making the mass of the motorcycle 100 evenly distributed left and right, and further improving the controllability of the motorcycle 100.

[0058] Such as Figure 13 And Figure 14As shown, the body covering 12 includes a front covering 122 disposed in front of the motorcycle 100, and the front covering 122 is fixedly connected to the main frame 111. The front covering 122 is used to protect the components on the front side of the motorcycle 100. As an implementation manner, the body covering 12 further includes an external covering 123, and the external covering 123 is detachably connected to the front covering 122. When the external covering 123 is in a connected state with the front covering 122, the external covering 123 is disposed in front of the front covering 122. Specifically, the shape of the external covering 123 is basically "triangular" or "beak-shaped", so that the external covering 123 can achieve the effect of breaking the wind during the running of the motorcycle 100. Through the above settings, the driver can disassemble or install the external covering 123 according to the driving needs. When the external covering 123 and the front covering 122 are in a connected state, the motorcycle 100 is in the first form. At this time, the external covering 123 can reduce the wind resistance received by the motorcycle 100 during running, thereby reducing the positive pressure against the wind at the front end and increasing the negative pressure at the tail, reducing the energy loss during the running of the motorcycle 100, and being applicable to the high-speed riding condition. When the external covering 123 and the front covering 122 are in a disassembled state, the motorcycle 100 is in the second form. At this time, it can effectively reduce the downward pressure and the bottom negative pressure of the motorcycle 100, realizing good controllability of the motorcycle 100, and being applicable to relatively low-speed riding. The driver can replace the external covering 123 with other shapes according to his own preference to improve the wind-breaking effect of the external covering 123. The disassembled state of the external covering 123 and the front covering 122 can also facilitate the driver to maintain the external covering 123, thereby increasing the service life of the external covering 123.

[0059] Further, the external covering member 123 further includes a connecting portion 1231 connected to the front covering member 122, and the front covering member 122 further includes a mounting portion 1221 connected to the external covering member 123. The connecting portion 1231 and the mounting portion 1221 are arranged to be detachably linked. Among them, the material of the connecting portion 1231 can be set as a metal material, so as to improve the connection strength between the external covering member 123 and the front covering member 122, and prevent the external covering member from falling off due to vibration during the running of the motorcycle 100. When the external covering member 123 is connected to the front covering member 122, the front covering member 122 or the external covering member 123 can cover the connecting portion 1231 and the mounting portion 1221. When the external covering member 123 is in a disassembled state, the front covering member 122 can cover the mounting portion 1221. Through the above settings, the front covering member 122 and the external covering member 123 can provide a protective effect for the connecting portion 1231 or the mounting portion 1221, thereby preventing the connecting portion 1231 or the mounting portion 1221 from being damaged by bumps and making the external covering member 123 unable to be connected to the front covering member 122. In addition, at least part of the connecting portion 1231 and the mounting portion 1221 are located on the longitudinal plane 101, so that the external covering member 123 can be arranged in the middle of the motorcycle 100, thereby improving the wind-breaking effect of the external covering member 123.

[0060] Specifically, the external covering member 123 is symmetric about the longitudinal plane 101, and at least part of the connecting portion 1231 and the mounting portion 1221 are located on the longitudinal plane 101. Through the above settings, the external covering member 123 can be located at the middle position in the width direction of the motorcycle 100, thereby effectively improving the wind-breaking effect of the external covering member 123. In addition, the connecting portion 1231 and the mounting portion 1221 being located on the longitudinal plane 101 can improve the connection stability between the external covering member 123 and the front covering member 122. As an alternative embodiment, the connecting portion 1231 can be set as a connecting plate, and the fastener passes through the connecting plate and is fixedly connected to the external covering member 122. When the external covering member 123 is in a connected state with the front covering member 122, the connecting plate is also fixedly connected to the front covering member 122 through the fastener. Through the above settings, when the connecting portion 1231 is set as a connecting plate, the connecting portion 1231 can be used as an independent connecting component to be respectively connected to the external covering member 123 and the front covering member 122, so that the connecting portion 1231 can select a material different from that of the external covering member 123, thereby improving the connection strength between the external covering member 123 and the front covering member 122.

[0061] In this embodiment, a fixing portion 1232 is provided on the external covering member 123. The fixing portion 1232 is provided at both ends of the external covering member 123. After the fastener passes through the fixing portion 1232, it is fixedly connected to the front covering member 122. A positioning portion 1233 is also provided on the external covering member 123. The external covering member 123 is inserted into the front covering member 122 through the positioning portion 1233. When the external covering member 123 and the front covering member 122 are in a connected state, first insert the external covering member 123 into the front covering member 122 in the front-back direction of the motorcycle 100, and then fixedly connect the main body of the external covering member 123 and the front covering member 122 through the connecting portion 1231 and the mounting portion 1221, and fixedly connect both ends of the external covering member 123 to the front covering member 122 through the fixing portion 1232. When the external covering member 123 is removed from the front covering member 122, disconnect the connecting portion 1231 and the fixing portion 1232 from the front covering member 122, and then the external covering member 123 can be removed along the insertion direction of the external covering member 123. Through the above arrangement, the positioning portion 1233 can not only improve the connection stability between the external covering member 123 and the front covering member 122, avoid the external covering member 123 falling off during the running of the motorcycle 100 and causing potential safety hazards, but also provide a positioning function during the installation process of the external covering member 123, thereby improving the assembly performance of the external covering member 123.

[0062] As Figure 13 shown, the frame 11 further includes a fixing bracket 118. The fixing bracket 118 is used to fixedly connect the power assembly 14 to the main frame 111. The fixing bracket 118 is fixedly connected to the main frame 111. The power assembly 14 is fixedly connected to the main frame 111 through the fixing bracket 118. The body covering member 12 further includes side guards 124. The side guards 124 are provided on both sides of the motorcycle 100. The side guards 124 are used to protect the components on both sides of the motorcycle 100. The side guards 124 further include an engine guard 1241. The engine guard 1241 is fixedly connected to the main frame 111. Specifically, the engine guard 1241 covers the fixing bracket 118, that is, when observing along the width direction of the motorcycle 100, the engine guard 1241 and the fixing bracket 118 at least partially overlap. Through the above arrangement, the engine guard 1241 can provide a protective effect for the fixing bracket 118 to avoid damage to the fixing bracket 118, thereby improving the connection stability of the power assembly 14 and further improving the driving safety of the motorcycle 100. Optionally, the engine guard 1241 can be fixedly connected to the main frame 111 through bolts to improve the connection stability of the engine guard 1241, or can be connected to the main frame 111 through buckles to improve the disassembly and assembly convenience of the engine guard 1241.

[0063] It should be understood that those of ordinary skill in the art can make improvements or modifications based on the above description, and all such improvements and modifications shall fall within the protection scope of the appended claims of the present invention.

Claims

1. A motorcycle, comprising: A frame, wherein the frame includes a main frame disposed at the front; Body covers, wherein the body covers are at least partially disposed on the frame; A running assembly, wherein the running assembly includes a front wheel and a rear wheel disposed below the frame; A power assembly, wherein the power assembly is drivingly connected to one of the front wheel or the rear wheel; A saddle assembly, wherein the saddle assembly is at least partially disposed on the frame, and the saddle assembly includes a riding portion, and a plane in which the riding portion extends is substantially perpendicular to the height direction of the motorcycle; Characterized in that A reference plane perpendicular to the height direction of the motorcycle is defined, the lowermost end of the running assembly is located on the reference plane, a longitudinal plane perpendicular to the width direction of the motorcycle and passing through the center of the width of the motorcycle is defined, and a minimum distance between a projection of the riding portion in the longitudinal plane along the width direction of the motorcycle and the reference plane is defined as the saddle height, and a ratio between the saddle height and the displacement of the power assembly is greater than or equal to 1 mm / ml and less than or equal to 1.2 mm / ml.

2. The motorcycle according to claim 1, wherein The saddle height is greater than or equal to 800 mm and less than or equal to 840 mm.

3. The motorcycle according to claim 2, characterized in that, The frame further includes a sub-frame disposed behind the main frame, the sub-frame includes a recessed portion that tapers inward along the width direction of the motorcycle, and the riding portion is located above the recessed portion.

4. The motorcycle according to claim 3, characterized in that, The sub-frame further includes a first bracket and a second bracket distributed along the width direction of the motorcycle, a minimum distance between the first bracket and the second bracket is substantially the same as a minimum width of the recessed portion, and the first bracket and the second bracket are substantially symmetric about the longitudinal plane.

5. The motorcycle according to claim 4, characterized in that, The motorcycle further includes a storage battery, the storage battery is disposed between the first bracket and the second bracket, and the storage battery and the sub-frame are fixedly connected.

6. The motorcycle according to claim 4, wherein The motorcycle further includes a rear shock absorber disposed between the running assembly and the frame, at least a part of the rear shock absorber is located between the first bracket and the second bracket, and when observed in the height direction of the motorcycle, at least a part of the rear shock absorber and the second bracket overlap.

7. The motorcycle according to claim 6, wherein The motorcycle further includes a storage battery, when observed in the width direction of the motorcycle, the first bracket, the storage battery, the rear shock absorber and the second bracket are disposed such that at least a part of them overlap, and the rear shock absorber forms mounting gaps with the storage battery and the second bracket respectively.

8. The motorcycle according to claim 7, characterized in that, The frame further includes an auxiliary frame disposed in front of the main frame, the motorcycle further includes an electrical component assembly, and the electrical component assembly further includes a telematics processor, a solenoid valve and a relay, and the telematics processor, the solenoid valve and the relay are disposed on the auxiliary frame and fixedly connected to the auxiliary frame.

9. The motorcycle according to claim 8, characterized in that, The motorcycle further includes a sub-water tank, the sub-water tank is disposed on the auxiliary frame and fixedly connected to the auxiliary frame.

10. The motorcycle according to claim 1, wherein, The frame further includes a sub-frame disposed behind the main frame, the frame further includes a cargo box bracket fixedly connected to the sub-frame, the body covering further includes a fender disposed behind the sub-frame and fixedly connected to the sub-frame, the fender and the bracket connecting rod are fixedly connected by fasteners, and when observed in the length direction of the motorcycle, the fender and the bracket connecting rod are arranged to at least partially overlap.

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