Motorcycle

Abstract

The motorcycle comprises a motorcycle frame, a walking assembly, a power assembly, a suspension assembly and an electric appliance assembly, and the motorcycle frame comprises a main motorcycle frame body and an auxiliary motorcycle frame body arranged behind the main motorcycle frame body; the electric appliance assembly comprises a storage battery used for supplying power to the motorcycle at low voltage. The auxiliary frame further comprises a first support and a second support which are distributed in the width direction of the motorcycle, the suspension assembly and the storage battery are at least partially arranged between the first support and the second support, and the suspension assembly and the second support are at least partially overlapped when observed in the height direction of the motorcycle. The ratio of the maximum distance to the minimum distance of the first support and the second support in the width direction of the motorcycle is larger than or equal to 1.35 and smaller than or equal to 1.65. By means of the arrangement, the occupied space of the legs of a driver in the width direction can be reduced, the riding comfort of the driver is improved, the height required by the legs of the driver to make contact with the ground can be reduced, and then the controllability of the motorcycle can be effectively improved.

Description

Technical Field

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

[0002] In the prior art, for a conventional frame with offset shock absorbers, the shock absorbers are located inside the frame, occupying the position of the electrical components in the battery box, resulting in the width of the main frame of the frame not being able to be narrowed, and thus the width of the plastic parts covering the outside of the frame is relatively wide. When the driver is riding, their legs cannot stretch naturally and need to be kept straddled. During long rides, the riding comfort of the driver is poor. In addition, in this setting, it is more difficult for the motorcycle driver to touch the ground when stationary, further resulting in poor riding comfort when the vehicle is in a suspended state. 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 with higher riding comfort.

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

[0005] A motorcycle, which includes a frame, a running assembly, a power assembly, a suspension assembly, and an electrical assembly. The frame includes a main frame and a sub-frame arranged behind the main frame; the running assembly includes a front wheel and a rear wheel arranged below the main frame; the power assembly is drivingly connected to one of the front wheel or the rear wheel; the suspension assembly is used to connect the front wheel and the rear wheel to the frame; the electrical assembly includes a battery for supplying low voltage power to the motorcycle. The sub-frame further includes a first bracket and a second bracket distributed along the width direction of the motorcycle. The suspension assembly and the battery are at least partially arranged between the first bracket and the second bracket. When observed from the height direction of the motorcycle, the suspension assembly and the second bracket at least partially overlap; the ratio of the maximum distance to the minimum distance between the first bracket and the second bracket in the width direction of the motorcycle is greater than or equal to 1.35 and less than or equal to 1.65, and the minimum distance between the first bracket and the second bracket is basically above the maximum distance between the first bracket and the second bracket.

[0006] Further, a longitudinal plane perpendicular to the width direction of the motorcycle and passing through the width center of the motorcycle is defined, and the first bracket and the second bracket are substantially symmetric about the longitudinal plane.

[0007] Further, the sub-frame includes a recessed portion that tapers inward along the width direction of the motorcycle, and the minimum width of the recessed portion is substantially the same as the minimum distance between the first bracket and the second bracket in the width direction of the motorcycle.

[0008] Further, the motorcycle includes a saddle assembly fixedly connected to the sub-frame. The saddle assembly is basically located above the recessed portion, and the maximum distance between the first bracket and the second bracket in the width direction of the motorcycle is basically located below the saddle assembly.

[0009] Further, the battery is at least partially disposed below the saddle assembly. The battery and the sub-frame are fixedly connected. An installation gap is formed between the battery and the first bracket in the width direction of the motorcycle.

[0010] Further, the suspension assembly includes a rear shock absorber disposed between the frame and the running assembly. When observed in the width direction of the motorcycle, the first bracket, the battery, the rear shock absorber, and the second bracket are arranged to at least partially overlap, and installation gaps are respectively formed between the rear shock absorber and the battery and the second bracket.

[0011] Further, the frame further includes an auxiliary frame disposed in front of the main frame. 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.

[0012] Further, 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.

[0013] Further, the motorcycle further includes a body covering. The body covering includes a fender disposed behind the sub-frame and fixedly connected to the sub-frame. The frame further includes a cargo box bracket fixedly connected to the sub-frame. The cargo box bracket is at least partially disposed at the rear of the motorcycle. The fender is fixedly connected to a part of the cargo box bracket located at the rear of the motorcycle.

[0014] Further, the cargo box bracket includes a bracket connecting rod disposed behind the sub-frame. The cargo box bracket further includes a first cargo box bracket and a second cargo box bracket distributed in the width direction of the motorcycle. The bracket connecting rod connects the first cargo box bracket and the second cargo box bracket. 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] The sub-frame of the above motorcycle gradually tapers from bottom to top in the height direction of the motorcycle, so that the plastic parts disposed outside the sub-frame form a slope at the leg placement position during the driver's driving process. This can not only reduce the occupied space of the driver's legs in the width direction, increase the riding comfort of the driver, but also reduce the height required for the driver's legs to touch the ground, and thus can effectively improve the maneuverability of the motorcycle. BRIEF DESCRIPTION OF THE DRAWINGS

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

[0017] Figure 2 Top view of the motorcycle of the present invention;

[0018] Figure 3 Top view of the frame of the motorcycle of the present invention and its partial enlarged view;

[0019] Figure 4 Side view of the motorcycle of the present invention;

[0020] Figure 5 Rear view of the motorcycle of the present invention;

[0021] Figure 6 Exploded view of the trunk bracket and the rear trunk of the motorcycle of the present invention;

[0022] Figure 7 Top view of the trunk 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] Such as Figure 1 And Figure 2A motorcycle 100 is shown, 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, and 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. To clearly illustrate the technical solution of the present invention, the front side, rear side, left side, right side, upper side and lower side as shown in Figure 1 are also defined. It can be understood that the length direction in the embodiments of the present application 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 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. The rear wheel 132 is at least partially disposed at the lower end of the sub-frame 112, and the rear wheel 132 is rotatably connected to the main frame 111 through the 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. The saddle assembly 16 is at least partially disposed above the recessed portion 1121, and the saddle assembly 16 is fixedly connected to the sub-frame 112. The saddle assembly 16 is used for the driver to sit on, so as 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 function for the saddle assembly 16. The first bracket 1122 and the second bracket 1123 are both 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 located below the saddle assembly 16.

[0033] Specifically, the motorcycle 100 further includes an electrical component 17. The electrical component 17 is at least partially 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. The storage battery 171 is fixedly connected to the sub-frame 112. The storage battery 171 is at least partially 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. The rear shock absorber 152 is at least partially connected to the main frame 111 through the rear of the sub-frame 112.

[0034] As an implementation, the rear shock absorber 152 is disposed on one side of the sub-frame 112. The rear shock absorber 152 is at least partially disposed between the first bracket 1122 and the second bracket 1123. The rear shock absorber 152 is disposed close to the second bracket 1123. When observing along the height direction of the motorcycle 100, at least a part of the rear shock absorber 152 and the second bracket 1123 overlap. When observing along the width direction of the motorcycle 100, the first bracket 1122, the storage battery 171, the rear shock absorber 152 and the second bracket 1123 are disposed to at least partially overlap. Installation gaps are formed between the rear shock absorber 152 and the storage 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 storage battery 171 close to the second bracket 1123. In the prior art, the offset rear shock absorber 152 is usually disposed outside the second bracket 1123, so that the sub-frame 112 occupies the layout space of the storage battery 171, making the layout space of the storage battery 171 very compact and not conducive to the disassembly, assembly and maintenance of the storage battery 171. In this application, by changing the layout of the sub-frame 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 storage battery 171 can be increased, facilitating the disassembly and assembly of the storage battery 171. At the same time, the storage battery 171 can also be disposed close to the middle part of the first bracket 1122 and the second bracket 1123, so that the sub-frame 112 can be narrowed along the width direction of the motorcycle 100. The narrowing of the sub-frame 112 enables the saddle assembly 16 to be adjusted downward along 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] Such 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, which is convenient for 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 for the installation of 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 the 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 location with the minimum distance between the first bracket 1122 and the second bracket 1123 is basically above the location with the maximum distance between the first bracket 1122 and the second bracket 1123. With the above arrangements, the sub-frame 112 shows a trend of gradually narrowing from bottom to top along the height direction of the motorcycle 100. This arrangement can form a slope at the position where the plastic parts outside the sub-frame 112 are placed for the driver's legs, so as to reserve sufficient layout space for components such as the power assembly 14, the rear shock absorber 152, and the electrical components 17, while also increasing the riding comfort of the driver, reducing the occupied space of the driver's legs in the width direction, further reducing the height required for the driver's legs to touch the ground, and thus effectively improving 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 aforementioned "basically the same" is specifically interpreted 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 being 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 arrangements, compared with the prior art, reducing the minimum distance D2 is beneficial to the tightening of the frame 11, so that the height of the saddle assembly 16 can be reduced, enabling the height of the saddle assembly 16 to meet the needs of drivers in a larger height range. Increasing the maximum distance D1 facilitates the layout of the electrical components 17, so that while reducing the height of the saddle assembly 16, the layout requirements of the electrical components 17 can also be met, improving 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 observed 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 manner, 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 on the longitudinal plane 101 along the width direction of the motorcycle 100 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 power assembly 14 is required to provide power, resulting in an increase in the saddle height H1, so that large-displacement motorcycles 100 have relatively high requirements for the driver's height. 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 the motorcycle 100 as high as 700 cc. Specifically, the ratio range between the saddle height H1 of the motorcycle in this application and the displacement of the power assembly 14 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 power assembly 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 power assembly 14 is 1.1 mm / ml. Through the above settings, without reducing the displacement, the saddle height H1 can be reduced, 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 reduce the position of the clamping portion 1612, thereby improving the driving experience of the driver.

[0039] The ground clearance H2 of the motorcycle 100 refers to the minimum distance between other components of the motorcycle 100 except for 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 the ground clearance H2 of the motorcycle, that is, the positions of the frame 11 and the power assembly 14, the electrical component 17 and the body covering 12 fixed on the frame 11 are correspondingly lowered, so that the ground clearance 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 mounting 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 ground clearance H2 of the motorcycle. Among them, the aforementioned mounting height of the saddle assembly 16 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 mounting gap between the suspension assembly 15, the electrical component 17 and the power assembly 14 under the saddle assembly 16, even after the height of the sub-frame 112 is lowered, the ground clearance H2 of the motorcycle can still be increased. Specifically, the power assembly 14 in this embodiment is located at the lowermost end of the frame 11, where the power assembly 14 includes an exhaust mechanism 141 located at the bottom of the power assembly 14, and 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 ground clearance 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 ground clearance H2 of the motorcycle 100 can still reach 220 mm. Optionally, the ratio of the saddle height H1 to the ground clearance 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 ground clearance 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 ground clearance 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 ground clearance H2 of the motorcycle 100, and avoid the power assembly 14 located at the lowermost 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 ground clearance 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 an implementation manner, 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 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 support 113 is at least partially disposed around the rear end of the subframe 112, that is, the cargo box support 113 is also at least partially disposed 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 support 113 includes a support connecting rod 1131 disposed behind the subframe 112, and the support connecting rod 1131 is used to connect the partial cargo box supports 113 distributed on both sides in the width direction of the subframe 112. The cargo box support 113 and the subframe 112 are fixedly connected, and the cargo box support 113 and the subframe 112 are fixedly connected through the partial cargo box supports 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 support 113. When the first cargo box 181 and the second cargo box 182 are in an assembled state, the first cargo box 181 and the second cargo box 182 form a fixed connection with the cargo box support 113. When in an off-road working condition or not in use, the first cargo box 181 and the second cargo box 182 can also be in a disassembled state with the cargo box support 113, making the use of the motorcycle more diverse. In this application, since the saddle height H1 of the motorcycle 100 decreases, the height of the subframe 112 of the motorcycle 100 also decreases, and the fender 121 connected to the subframe 112 also decreases accordingly. Considering the anthropomorphic height of the cargo box assembly 18, and at the same time to avoid interference between the lowered cargo box assembly 18 and the exhaust mechanism of the motorcycle 100 or too small a clearance resulting in heat damage, and also to avoid interference between the lowered cargo box assembly 18 and the rear swingarm 151, the height of the cargo box support 113 is not decreased. Thus, when observing along the length direction of the motorcycle 100, the fender 121 at least partially overlaps with the support connecting rod 1131. In this embodiment, the fender 121 and the support connecting rod 1131 are fixedly connected by fasteners. In the prior art, the support connecting rod 1131 is located below the license plate of the motorcycle 100. During the running of the motorcycle 100, the fender 121 and the cargo box support 113 are prone to relative vibration, resulting in the collision between the license plate of the motorcycle 100 and the cargo box support 113, causing the license plate of the motorcycle 100 to break or generating abnormal noises due to the collision between the fender 121 and the cargo box support 113. Through the above settings, relative vibration between the support connecting rod 1131 and the fender 121 can be avoided, so as to avoid abnormal noises caused by the collision between the cargo box support 113 and the fender 121 due to relative vibration, and also avoid the breakage of the license plate of the motorcycle 100 due to the relative vibration between the cargo box support 113 and the fender 121, thereby improving the connection stability of the fender 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 in front 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 mounting space of the license plate of the motorcycle 100, resulting in the license plate of the motorcycle 100 being in a suspended state after being mounted, 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 mounting 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 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 firm connection can be formed at any position on the translation path between the first extreme position and the second extreme position. An adjustment slot 1142 is provided on the trunk bracket 114. The adjustment slot 1142 extends substantially along the direction of a preset straight line 103. The connecting member 1141 at least partially penetrates the adjustment slot 1142, and the position of the connecting member 1141 in the adjustment slot 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 too small adjustment stroke L, which results in a small riding space for the rear passengers. Thus, 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 located 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 respectively located in the three adjustment grooves 1142 are substantially triangularly distributed, thereby improving the connection stability between the rear trunk 183 and the trunk bracket 114, so as to avoid 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 direction 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 respectively 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 in 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 back. 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. Too many adjustment grooves 1142 are likely to cause the strength of the trunk bracket 114 to decrease, and further reduce the connection strength between the rear trunk 183 and the trunk bracket 114. Moreover, 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 setting, 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 further improving the man-machine interaction coordination of the motorcycle 100.

[0048] A bushing 1143 is also provided between the rear trunk 183 and the trunk bracket 114. The connecting piece 1141 at least partially passes through the adjusting groove 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 adjusting grooves 1142, the rear trunk 183 can be tilted in different directions. In this embodiment, when the rear trunk 183 is in the first extreme position, the connecting line of the centers of the connecting pieces 1141 in the first adjusting groove 1142a and the second adjusting groove 1142b is substantially perpendicular to the longitudinal plane 101. This setting method enables the rear trunk 183 to flip backward when the heights of the bushings 1143 on the first adjusting groove 1142a and the second adjusting groove 1142b are increased synchronously. Understandably, conversely, when the height of the bushing 1143d on the third adjusting groove 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 adjusting groove 1142a and the second adjusting groove 1142b are substantially the same. Specifically, a first bushing 1143a is provided on the first adjusting groove 1142a, a second bushing 1143b is provided on the second adjusting groove 1142b, and a third bushing 1143c is provided on the third adjusting groove 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, without providing the second bushing 1143b, or by 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, without providing the first bushing 1143a, or by 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 connection strength requirements between the rear trunk 183 and the trunk bracket 114. Thus, while meeting the connection strength requirements 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 at the rear of the motorcycle 100. The motorcycle 100 further includes a rear footrest 19, which is used to support 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 to mount 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 usually basically the same as the height direction of the motorcycle 100. This installation method results in insufficient assembly space during the installation and disassembly of the rear footrest 19 of the motorcycle 100. The disassembly and assembly tools are prone to interference with the rear swingarm 151 during use, and the rear swingarm 151 needs to be removed first 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 swingarm 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 swingarm 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 frame 11 further includes an auxiliary frame 116 disposed at the front end of the main frame 111. The auxiliary frame 116 is detachably connected to the main frame 111 and is disposed substantially around the front end of the main frame 111. Further, the auxiliary frame 116 is at least partially disposed outside the body covering 12. The auxiliary frame 116 is mainly used to prevent the main frame 111, the components disposed on the main frame 111, and the body covering 12 from being severely damaged due to a violent collision with 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 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 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 manner, the maximum area occupied by the projections 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 manner, 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 in Figure 11 , 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 vehicle 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 the thin plate structure to be plugged in. The carbon canister is plugged into 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 the thin plate structure to be plugged in. The solenoid valve 172 is plugged into 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 the thin plate structure to be plugged in. The relay 173 is plugged into 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 on 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 implementation, 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 on one side of the mounting bracket 1161, and the telematics processor 174 and the auxiliary water tank 22 can be integrally arranged on the bracket mounting portion 1161a on the other side of the mounting bracket 1161. Thus, it can not only reduce the number of mounting points provided on the frame 11, simplify the structure of the frame 11, but also save layout space in the interior area of the vehicle body, move the mounting functional area outwards, and enhance the convenience of maintenance and disassembly. The connection method of each mounting point on the bracket mounting portion 1161a in this application is only a preferred implementation, and other types of connection methods can also be applied to the mounting points. The relay 173 provided in this application is a flasher relay, which is used to generate intermittent current for the turn signal to produce alternately bright and dark signal lights. It can be understood that in other embodiments, it can also be set as other relays 173.

[0056] Such as Figure 12As shown in the figure, 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 on the lower sides of 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 setting, in the prior art, the auxiliary frame 116 is directly fixedly connected to the main frame 111, usually by welding. In the process of 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. And the auxiliary frame 116 in the prior art is usually integrally formed, and the disassembly and assembly of the integral auxiliary frame 116 are relatively cumbersome, making the assembly performance of the motorcycle 100 poor. In this application, the first auxiliary bracket 1162, the second auxiliary bracket 1163, and the third auxiliary bracket 1164 are all detachably connected, which can effectively design the structural partition 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 the 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 as to reduce the maintenance cost of the auxiliary frame 116.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, and the auxiliary connection bracket 117 is also used to install the front lighting lamps 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. Both the first auxiliary bracket 1162 and the second auxiliary bracket 1163 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, and the 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 distribution of the motorcycle 100 uniform 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, 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 connected to 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 driving 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 the 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 driving, 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 driving of the motorcycle 100, and is suitable for high-speed riding conditions. When the external covering 123 and the front covering 122 are in the 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 is suitable for 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 extending the service life of the external covering 123.

[0059] Furthermore, 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 provided as a detachable connection. 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 driving 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, so as to prevent 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 a part of the connecting portion 1231 and the mounting portion 1221 is 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 a part of the connecting portion 1231 and the mounting portion 1221 is 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 implementation manner, 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, the external covering member 123 is inserted into the front covering member 122 along the front-back direction of the motorcycle 100, and then the main body of the external covering member 123 and the front covering member 122 are fixedly connected through the connecting portion 1231 and the mounting portion 1221, and the two ends of the external covering member 123 are fixedly connected 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, the connecting portion 1231 and the fixing portion 1232 are disconnected 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 arranged 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 observed in 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, the frame including a main frame and a sub-frame disposed behind the main frame; A running assembly, the running assembly including a front wheel and a rear wheel disposed below the main frame; A power assembly, the power assembly being drivingly connected to one of the front wheel or the rear wheel; A suspension assembly, the suspension assembly being configured to connect the front wheel and the rear wheel to the frame; An electrical component, the electrical component including a storage battery for supplying low voltage power to the motorcycle; characterized in that, The sub-frame further includes a first bracket and a second bracket distributed along the width direction of the motorcycle, the suspension assembly and the storage battery are at least partially disposed between the first bracket and the second bracket, and when observed from the height direction of the motorcycle, the suspension assembly and the second bracket at least partially overlap; the ratio of the maximum distance to the minimum distance of the first bracket and the second bracket in the width direction of the motorcycle is greater than or equal to 1.35 and less than or equal to 1.65, and the position where the distance between the first bracket and the second bracket is the smallest is substantially above the position where the distance between the first bracket and the second bracket is the largest.

2. The motorcycle according to claim 1, wherein Define a longitudinal plane perpendicular to the width direction of the motorcycle and passing through the width center of the motorcycle, and the first bracket and the second bracket are substantially symmetric about the longitudinal plane.

3. The motorcycle according to claim 1, characterized in that, The sub-frame includes a recessed portion that tapers inward along the width direction of the motorcycle, and the minimum width of the recessed portion is substantially the same as the minimum distance between the first bracket and the second bracket in the width direction of the motorcycle.

4. The motorcycle according to claim 3, characterized in that, The motorcycle includes a saddle assembly fixedly connected to the sub-frame, the saddle assembly is substantially located above the recessed portion, and the position where the distance between the first bracket and the second bracket is the largest in the width direction of the motorcycle is substantially below the saddle assembly.

5. The motorcycle according to claim 4, wherein The storage battery is at least partially disposed below the saddle assembly, the storage battery and the sub-frame are fixedly connected, and an installation gap is formed between the storage battery and the first bracket along the width direction of the motorcycle.

6. The motorcycle according to claim 5, characterized in that, The suspension assembly includes a rear shock absorber disposed between the frame and the running assembly. When observed from 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 partially overlap, and installation gaps are respectively formed between the rear shock absorber and the storage battery and between the rear shock absorber and the second bracket.

7. The motorcycle according to claim 1, characterized in that, The frame further includes an auxiliary frame disposed in front of the main frame, and the electrical component 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.

8. The motorcycle according to claim 7, characterized in that, The motorcycle further includes a sub-water tank, and the sub-water tank is disposed on the auxiliary frame and fixedly connected to the auxiliary frame.

9. The motorcycle according to claim 1, wherein, The motorcycle further includes a body covering member. The body covering member includes a fender disposed behind the sub-frame and fixedly connected to the sub-frame. The frame further includes a cargo box bracket fixedly connected to the sub-frame. The cargo box bracket is at least partially disposed behind the motorcycle. The fender is fixedly connected to the part of the cargo box bracket located behind the motorcycle.

10. The motorcycle according to claim 9, characterized in that, The cargo box bracket includes a bracket connecting rod disposed behind the sub-frame. The cargo box bracket further includes a first cargo box bracket and a second cargo box bracket distributed along the width direction of the motorcycle. The bracket connecting rod connects the first cargo box bracket and the second cargo box bracket. The fender and the bracket connecting rod are fixedly connected by fasteners. When observed along the length direction of the motorcycle, the fender and the bracket connecting rod are arranged to at least partially overlap.

Images