Motorcycle

Abstract

The motorcycle comprises a motorcycle body, a walking assembly, a power assembly, a saddle assembly and a hinge assembly, and the hinge assembly comprises a first fixing piece, a second fixing piece and a first rotating shaft; the hinge assembly further comprises a first rotating piece, a second rotating piece, a third rotating piece and a connecting piece, the first rotating piece is rotationally connected along the first rotating shaft, and the second rotating piece is arranged between the first rotating piece and the third rotating piece and rotationally connected with the first rotating piece and the third rotating piece. The connecting piece is rotationally connected with the third rotating piece and the second fixing piece. When the saddle assembly is in a semi-opening-closing state, the first rotating piece is kept static relative to the first fixing piece, and when the saddle assembly enters a full-opening-closing state from the semi-opening-closing state, the second rotating piece is kept static relative to the first rotating piece, and the first rotating piece rotates around the first rotating shaft relative to the first fixing piece. By means of the arrangement, multi-angle adjustment of the saddle assembly can be achieved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a motorcycle. Background Technology

[0002] Motorcycles typically have a storage compartment located under the saddle assembly. Therefore, the saddle assembly must be opened before items can be retrieved from the storage compartment. The saddle assembly is usually opened by rotating a hinge assembly. In existing technology, the hinge assembly usually only has one opening mode, meaning the saddle assembly has only one opening angle. Even when retrieving small items, the saddle assembly must be fully opened, resulting in poor convenience for users to retrieve items from the storage compartment. Summary of the Invention

[0003] In order to overcome the shortcomings of the prior art, the purpose of this application is to provide a motorcycle whose saddle assembly has multiple opening and closing states.

[0004] To achieve the above objectives, this application adopts the following technical solution:

[0005] A motorcycle includes a chassis, a running gear assembly, a power assembly, a saddle assembly, a locking assembly, and a hinge assembly. The chassis includes a frame and a plastic body part, with the plastic body part at least partially disposed on the frame. The running gear assembly is at least partially disposed below the frame. The power assembly is drive-connected to the running gear assembly. The saddle assembly is at least partially disposed on the chassis. The locking assembly includes a first locking member and a second locking member, the first locking member being disposed on the saddle assembly and the second locking member being disposed on the chassis. The hinge assembly includes a first fixing member, a second fixing member, and a first rotating shaft. The first fixing member is fixedly connected to the chassis, the second fixing member is fixedly connected to the saddle assembly, and the second fixing member and the first fixing member are rotatably connected via the first rotating shaft. The hinge assembly further includes a first rotating member, a second rotating member, and a third rotating member. The first rotating member is capable of rotating relative to a first rotating axis. The second rotating member is disposed between the first and third rotating members and is rotatably connected to both the first and third rotating members. The hinge assembly also includes a connecting member, which is rotatably connected to the third rotating member and the second fixed member. The saddle assembly includes a half-open state and a fully open state. When the saddle assembly is in the half-open state, the first rotating member remains relatively stationary relative to the first fixed member. When the saddle assembly moves from the half-open state to the fully open state, the second rotating member remains relatively stationary relative to the first rotating member, and the first rotating member rotates relative to the first fixed member around the first rotating axis.

[0006] Furthermore, the hinge assembly also includes an elastic element, defining the direction of the first locking element away from the second locking element as the opening direction, and the elastic element applies a force to the second rotating element, causing the second rotating element to rotate in the opening direction; the hinge assembly also includes a second rotating shaft, through which the first rotating element and the second rotating element are rotatably connected, and the elastic element is disposed on the second rotating shaft.

[0007] Furthermore, the saddle assembly includes a closed state. When the saddle assembly is in the closed state, the saddle assembly is fixedly connected to the vehicle body through the first locking member and the second locking member, and the elastic member applies a force to the second rotating member about the second rotation axis, causing the saddle assembly to rotate in the opening direction.

[0008] Furthermore, when the saddle assembly moves from the closed state to the semi-open state, the saddle assembly rotates to the side away from the second locking member. Under the action of the elastic member, the second rotating member and the first rotating member rotate relative to each other around the second rotating axis until the second rotating member and the first rotating member come into contact.

[0009] Furthermore, a limiting part is provided on the first fixing member, and a limiting groove is provided on the second rotating member. When the saddle assembly is in the closed state, the limiting part and the limiting groove are engaged.

[0010] Furthermore, when the saddle assembly moves from the closed state to the semi-open state, the limiting groove can rotate with the second rotating member to disengage the limiting part from the limiting groove.

[0011] Furthermore, the hinge assembly also includes a third rotating shaft, and the second rotating member and the third rotating member are rotatably connected via the third rotating shaft.

[0012] Furthermore, when the saddle assembly moves from the half-open state to the fully open state, the first rotating member, the second rotating member, the third rotating member, the connecting member, and the second fixed member remain relatively stationary.

[0013] Furthermore, the end of the third rotating component away from the third rotating shaft is provided with an oblong hole, and the connecting component is rotatably connected to the third rotating component through the oblong hole.

[0014] Furthermore, a storage box is provided below the saddle assembly, and the saddle assembly includes a closed state, in which the saddle assembly covers the storage box.

[0015] The saddle assembly of the motorcycle has multiple opening and closing states. When the opening of the storage box is required to be small, the saddle assembly only needs to be rotated to a half-open state. The saddle assembly can be kept relatively fixed in the corresponding opening and closing state, or rotated to the required state according to actual needs, so as to realize the convenience of the storage box. Attached Figure Description

[0016] Figure 1A perspective view of a motorcycle provided in an embodiment of this application;

[0017] Figure 2 A side view of a portion of the structure of a motorcycle provided in an embodiment of this application;

[0018] Figure 3 for Figure 2 A magnified view of a section at point A in the middle;

[0019] Figure 4 A schematic diagram of the structure of the motorcycle cable, engine bracket, and fixing clip provided in an embodiment of this application;

[0020] Figure 5 A schematic diagram of the cable, engine bracket, and fixing clip of a motorcycle from another angle, provided in an embodiment of this application;

[0021] Figure 6 This is a schematic diagram of the first embodiment of the fixing clip in a motorcycle provided in this application.

[0022] Figure 7 This is a schematic diagram of a second embodiment of the fixing clip in a motorcycle provided in this application.

[0023] Figure 8 This is a schematic diagram of a third embodiment of the motorcycle fixing clip provided in this application.

[0024] Figure 9 A schematic diagram of the saddle assembly of a motorcycle in a fully open / closed state, provided in an embodiment of this application;

[0025] Figure 10 for Figure 9 A magnified view of a section at point B in the middle;

[0026] Figure 11 A schematic diagram of the hinge assembly when the saddle assembly of the motorcycle provided in this application is in a closed state;

[0027] Figure 12 A schematic diagram of the hinge assembly of the motorcycle saddle assembly provided in this application embodiment when it is in a semi-open state;

[0028] Figure 13 Force analysis diagram of the hinge assembly when the saddle assembly of the motorcycle provided in the embodiment of this application is in a semi-open state;

[0029] Figure 14 This is a schematic diagram of the hinge assembly when the saddle assembly of the motorcycle provided in this application is in the fully open / closed state. Detailed Implementation

[0030] To enable those skilled in the art to better understand the solutions of this application, the technical solutions in specific embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0031] Figure 1 illustrates a motorcycle 100, which includes a body 11, a running gear 12, and a power assembly 13. The body 11 includes a frame 111 and body plastic parts 112. The frame 111 forms the basic framework of the motorcycle 100 and supports other components. The body plastic parts 112 are at least partially disposed on the frame 111, and a portion of the body plastic parts 112 forms a body cover on the outside of the motorcycle 100 to protect its internal parts. The running gear 12 is at least partially disposed below the frame 111 and is used to move the motorcycle 100. The power assembly 13 is driven to the running gear 12 and generates power to control the movement of the running gear 12. To clearly illustrate the technical solution of this application, the following are also defined: Figure 1 The front, rear, left, right, top, and bottom sides are shown. It is understood that in this embodiment, the front-rear direction refers to the length direction of the motorcycle 100, the left-right direction refers to the width direction of the motorcycle 100, and the up-down direction refers to the height direction of the motorcycle 100.

[0032] like Figure 2 and Figure 3As shown, the motorcycle 100 also includes a wiring harness assembly 14, which includes a main wiring harness 141 that extends substantially along the length of the motorcycle 100. The wiring harness assembly 14 also includes a branch wiring harness 142 that is electrically connected to the main wiring harness 141. The main wiring harness 141 is electrically connected to a power source, and the branch wiring harness 142 is electrically connected to an electrical appliance, thereby achieving an electrical connection between the electrical appliance and the power source through the main wiring harness 141 and the branch wiring harness 142. The motorcycle also includes a starting assembly 21 for controlling the opening of the motorcycle 100. The starting assembly 21 is electrically connected to the branch wiring harness 142. The motorcycle 100 also includes an electronic key 22 and a start switch 23. The starting assembly 21 includes a signal receiver 211, which is electrically connected to the start switch 23. The electronic key 22 is mainly used to enable user identification of the motorcycle 100. The electronic key 22 is an auxiliary component not installed with the vehicle and is generally carried by the driver. When the driver carries the electronic key 22 and is within a certain range of the motorcycle 100 and presses the unlock button, the electronic key 22 sends a signal to the signal receiver 211. The signal receiver 211 receives the signal and sends a low-frequency trigger signal to the electronic key 22. After receiving the low-frequency trigger signal, the electronic key 22 sends a high-frequency unlock signal. After the high-frequency unlock signal is successfully received by the signal receiver 211, the signal receiver 211 can identify the signal sent by the electronic key 22 and unlock the motorcycle 100. The driver can then start the motorcycle 100 through the start switch 23. Specifically, the receiving radius of the signal receiver 211 is approximately 1.5m. That is, when the driver carries the electronic key 22 into an area with a radius of 1.5m centered on the signal receiver 211, the signal receiver 211 can receive the signal from the electronic key 22, thereby unlocking the motorcycle 100. In one embodiment, the running gear 12 includes a front wheel 121 and a rear wheel 122, both at least partially located below the frame 111. A transverse plane 101 is defined perpendicular to the length direction of the motorcycle 100. The distance between the transverse plane 101 and the axis of the front wheel 121 is a first distance, and the distance between the transverse plane 101 and the axis of the rear wheel 122 is a second distance. The first and second distances are equal. The signal receiver 211 is located in front of the transverse plane 101, and the minimum distance H1 between the signal receiver 211 and the transverse plane 101 is greater than or equal to 29cm and less than or equal to 43cm. In this application, the minimum distance H1 between the signal receiver 211 and the lateral plane 101 is 36cm. This avoids the signal receiver 211 being too far forward and interfering with the arrangement of the front components of the motorcycle 100 due to an excessively large distance, and also avoids the signal receiver 211 being too far back and affecting the signal range due to an excessively small distance. Specifically, the signal receiver 211 is located at the front of the motorcycle 100 and is fixedly connected to the head tube 1111. The signal receiver 211 is located near the handlebar 15.With the above configuration, placing the signal receiver 211 on the head tube 1111 can improve the detection range of the motorcycle 100 in the front direction. That is, when the driver approaches the motorcycle 100 from the front direction with the electronic key 22, the signal receiver 211 can receive the signal emitted by the electronic key 22 more quickly. In addition, when the signal receiver 211 is placed at the rear of the motorcycle 100, if the signal of the electronic key 22 is interfered with while the motorcycle 100 is in motion, the signal receiver 211 may be unable to detect the signal of the electronic key 22. When the signal receiver 211 is placed on the head tube 1111, the distance between the signal receiver 211 and the electronic key 22 is closer while the motorcycle 100 is in motion, and generally speaking, there is less signal interference in the front part of the motorcycle 100, thereby improving the signal reception capability and anti-interference capability of the signal receiver 211. More specifically, a longitudinal plane 102 is defined, perpendicular to the width direction of the motorcycle 100 and passing through the center of the width of the motorcycle 100. The signal receiver 211 is positioned close to the longitudinal plane 102 on one side of the head tube 1111 along the width direction of the motorcycle 100, which can be the left or right side. When the signal receiver 211 is positioned on the right side, it is closer to the main wiring harness 141 of the motorcycle 100, thereby reducing the wiring harness length between the signal receiver 211 and the main wiring harness 141 and facilitating the wiring harness arrangement. When the signal receiver 211 is positioned on the left side, it is understood that the driver usually carries the electronic key 22 and gets on the motorcycle 100 from the left side. Therefore, when the signal receiver 211 is on the left side, the blind spot of the signal reception range is smaller, and the signal receiver 211 can more easily receive the signal from the electronic key 22. With the above arrangement, the signal receiver 211 is positioned close to the front of the motorcycle 100 on the head tube 1111, making the signal receiver 211 closer to the rider's riding position. This conforms to the rider's riding habits, as the rider usually approaches the front of the motorcycle 100. This facilitates the signal receiver 211 receiving the signal from the electronic key 22 on the rider's body. Furthermore, the proximity of the signal receiver 211 to the longitudinal plane 102 reduces the area of ​​the motorcycle 100's body 11 covered by the signal receiver 211, increasing the signal coverage area that the signal receiver 211 can receive from the electronic key 22 on the rider's body. This increases the effective receiving area and receiving capability of the signal receiver 211, which is beneficial for signal matching between the electronic key 22 and the signal receiver 211.

[0033] like Figure 2As shown, a reference plane 103 is defined perpendicular to the height direction of the motorcycle 100. The lowest point of the running gear 12 is located on the reference plane 103. The minimum distance H2 between the signal receiver 211 and the reference plane 103 is greater than or equal to 50 cm and less than or equal to 104 cm. In this application, the ground clearance of the signal receiver 211, i.e., the minimum distance H2 between the signal receiver 211 and the reference plane 103, is 64 cm. With the above settings, if the ground clearance is too small, the signal of the signal receiver 211 is easily absorbed by the ground, resulting in poor signal strength. Also, if the ground clearance is too small, the signal receiving range of the signal receiver 211 is small due to obstruction by the vehicle body 11, etc. If the ground clearance is too large, the signal receiver 211 is not easy to place on the motorcycle 100 and is prone to interference with other components of the motorcycle 100.

[0034] like Figure 3 As shown, specifically, the starting assembly 21 also includes a receiver bracket 212, through which the signal receiver 211 is mounted on the head tube 1111. The receiver bracket 212 includes a fixing part 2121, which is fixedly connected to the head tube 1111 by fasteners, thereby improving the connection strength between the receiver bracket 212 and the head tube 1111. The signal receiver 211 includes a low-frequency antenna 2111 and a controller 2112. The low-frequency antenna 2111 is used to receive signals emitted by the electronic key 22, and the controller 2112 is used to control the start switch 23. Both the low-frequency antenna 2111 and the controller 2112 are mounted on the receiver bracket 212, wherein the low-frequency antenna 2111 is fixedly connected to the receiver bracket 212 by fasteners, and the controller 2112 is fixedly connected to the receiver bracket 212 by a plug-in connection. With the above configuration, compared to the prior art where the low-frequency antenna 2111 and the controller 2112 are respectively mounted on the frame 111 via different brackets, the receiver bracket 212 can also realize the centralized arrangement of the signal receiver 211 and the low-frequency antenna 2111, thereby reducing the number of connecting parts and the length of the wiring harness, and thus improving the structural compactness and assembly performance of the motorcycle 100.

[0035] As one implementation, the receiver bracket 212 also includes a plug-in portion 2122, and the controller 2112 is provided with a plug-in groove 2112a, which is plugged into the plug-in portion 2122. The plug-in groove 2112a can be made of rubber. With this design, vibrations are easily generated during the operation of the motorcycle 100. The rubber material of the plug-in groove 2112a in this application can reduce the vibration transmitted from the motorcycle 100 to the controller 2112, thereby preventing damage to the circuit board inside the controller 2112 due to vibration and improving the operational stability of the controller 2112. Furthermore, compared to the prior art method of potting glue inside the controller 2112, reducing vibration through the rubber plug-in groove 2112a can also simplify the manufacturing process of the controller 2112 and improve its assembly efficiency. In this application, the controller refers to a PEPS (Passive Entry Passive Start) controller.

[0036] like Figure 4 and Figure 5 As shown, the power assembly 13 includes an engine 131, which includes a cable 1311 for controlling the throttle, wherein the cable 1311 includes a throttle cable 1311a and a reset cable 1311b. The motorcycle 100 includes a steering handlebar 15 (see...). Figure 1The steering handlebar 15 is mounted on the head tube 1111. One end of the throttle cable 1311a and the reset cable 1311b are connected to the steering handlebar 15. The power assembly 13 also includes a throttle valve (not shown). The throttle valve is used to control the intake air volume of the engine 131. The other end of the throttle cable 1311a and the reset cable 1311b are connected to the throttle valve. When the driver turns the steering handlebar 15 to increase the throttle, the steering handlebar 15 drives the throttle cable 1311a to control the throttle valve, thereby increasing the air entering the engine 131, thus improving the working efficiency of the engine 131 and increasing the speed of the motorcycle 100. When the driver releases the steering handlebar 15, the reset cable 1311b controls the throttle valve to return to its original position, reducing the speed of the motorcycle 100. Specifically, both the throttle cable 1311a and the reset cable 1311b are provided with cable sleeves 1312. The cable sleeves 1312 are fitted over the outside of the throttle cable 1311a and the reset cable 1311b to provide protection for them. The engine 131 is provided with an engine bracket 1313. The engine bracket 1313 is provided with two mounting slots 1313a. The mounting slots 1313a are provided with openings. The opening width of the mounting slots 1313a is greater than or equal to the diameter of the cable sleeves 1312, so that the cable sleeves 1312 of the throttle cable 1311a and the reset cable 1311b are respectively located in the two mounting slots 1313a. The engine 131 also includes a retaining clip 1314, which abuts against the engine bracket 1313. The retaining clip 1314 is used to secure the cable sleeve 1312, preventing the cable sleeve 1312 from detaching from the engine bracket 1313 when the throttle cable 1311a and the reset cable 1311b are in operation. Figure 5 As shown, the fixing clip 1314 is provided with an abutment portion 1314a, and the engine bracket 1313 is provided with an abutment groove 1313b, with the abutment portion 1314a at least partially disposed within the abutment groove 1313b. In this embodiment, the cable sleeve 1312 is also provided with a plurality of fixing nuts 1312a. When the fixing clip 1314 is engaged with the engine bracket 1313, the fixing nuts 1312a can clamp the fixing clip 1314 from both sides, and by tightening the fixing nuts 1312a, the fixing clip 1314 is securely connected to the engine bracket 1313, thereby restricting the movement of the fixing clip 1314 and preventing the fixing clip 1314 from falling off the engine bracket 1313, thus avoiding affecting the normal operation of the throttle of the motorcycle 100, and thereby improving the safety of the motorcycle 100.

[0037] like Figure 5 and Figure 6As shown, the abutment groove 1313b is located on the side of the engine bracket 1313 away from the opening of the mounting groove 1313a. The abutment part 1314a and the abutment groove 1313b abut against each other to limit the fixing clip 1314, thereby preventing the fixing clip 1314 from falling off the engine bracket 1313. Specifically, the fixing clip 1314 is provided with a first mounting hole 1314b for installing the throttle cable 1311a. The first mounting hole 1314b is basically cylindrical, and its diameter is basically the same as the diameter of the cable sleeve 1312, so that the cable sleeve 1312 can pass through the first mounting hole 1314b. The first mounting hole 1314b has an opening, and the opening orientation of the first mounting hole 1314b is basically the same as the opening orientation of the mounting groove 1313a. Specifically, as Figure 6 As shown, the opening orientation of the first mounting hole 1314b is defined as the first direction, the third direction is defined as the direction opposite to the first direction, and the second and fourth directions are defined as perpendicular to the first direction, and the second and fourth directions are opposite to each other. The abutment portion 1314a is located on the side of the fixing clip 1314 near the third direction, and the abutment groove 1313b is provided on the side of the engine bracket 1313 near the third direction. The abutment groove 1313b extends in the first direction to form a recess, and the abutment portion 1314a is located in the recess and abuts against the abutment groove 1313b to restrict the movement of the abutment portion 1314a in the first, second, and fourth directions. The maximum width H3 of the opening of the first mounting hole 1314b is greater than or equal to the diameter of the throttle cable 1311a and less than the diameter of the cable sleeve 1312. The maximum width H3 cannot be the same as the diameter of the cable sleeve 1312 to prevent the cable sleeve 1312 from coming out of the first mounting hole 1314b. This allows the throttle cable 1311a to be pulled out of the cable sleeve 1312 and enter the first mounting hole 1314b through the opening during the assembly process of the throttle cable 1311a and the fixing clip 1314. Then the cable sleeve 1312 can be inserted through the first mounting hole 1314b. The opening also allows the cable sleeve 1312 to be separated from the fixing clip 1314. The fixing clip 1314 also includes a second mounting hole 1314c, which is used to install the reset cable 1311b. The second mounting hole 1314c is basically cylindrical, and its diameter is basically the same as the diameter of the cable sleeve 1312, so that the cable sleeve 1312 can pass through the second mounting hole 1314c. The second mounting hole 1314c has an opening, such as... Figure 6As shown, when the opening of the second mounting hole 1314c faces the fourth direction, the maximum width H4 of the opening of the second mounting hole 1314c can be set to be greater than or equal to the diameter of the throttle cable 1311a and less than the diameter of the cable sleeve 1312. With the above setting, compared to the prior art where the fixing clip 1314 and the cable sleeve 1312 are connected together during production and the fixing clip 1314 cannot be removed from the cable sleeve 1312, the fixing clip 1314 in this embodiment can be separated from the cable sleeve 1312 through the opening, thereby improving the assembly efficiency of the throttle cable 1311a and the reset cable 1311b.

[0038] Understandably, the opening orientation of the second mounting hole 1314c can also be set to face a third direction. When the opening of the second mounting hole 1314c faces a third direction, the maximum width H4 of the opening of the second mounting hole 1314c is greater than or equal to the diameter of the reset cable 1311b and less than or equal to the diameter of the cable sleeve 1312. This will not be elaborated here.

[0039] like Figure 7 As shown, in one optional implementation, the opening orientation of the second mounting hole 1314c is set to face the first direction, that is, the opening orientation of the second mounting hole 1314c is the same as the opening orientation of the first mounting hole 1314b. The maximum width H4 of the opening of the second mounting hole 1314c is set to be greater than or equal to the diameter of the reset cable 1311b and less than the diameter of the cable sleeve 1312, so that the reset cable 1311b can enter the second mounting hole 1314c through the opening. In addition, setting the opening orientation of the second mounting hole 1314c and the first mounting hole 1314b to the same direction can also facilitate the installation of the throttle cable 1311a and the reset cable 1311b, improve the installation efficiency of the throttle cable 1311a and the reset cable 1311b, and the same opening orientation can also ensure that the installation of the throttle cable 1311a and the reset cable 1311b will not affect the arrangement of other components. Understandably, when the opening of the second mounting hole 1314c faces the first direction, the maximum width H4 of the opening of the second mounting hole 1314c cannot be set to be the same as the diameter of the cable sleeve 1312, so as to avoid the cable sleeve 1312 from coming out of the fixing clip 1314.

[0040] like Figure 8As shown, in a preferred embodiment, the opening orientation of the second mounting hole 1314c is set to face the second direction, the maximum width H4 of the opening of the second mounting hole 1314c is greater than or equal to the diameter of the reset cable 1311b and less than or equal to the diameter of the cable sleeve 1312, and the opening of the second mounting hole 1314c can connect the second mounting hole 1314c and the first mounting hole 1314b. With the above configuration, the reset cable 1311b can enter the first mounting hole 1314b through the opening of the first mounting hole 1314b and the second mounting hole 1314c through the opening of the second mounting hole 1314c. This allows the throttle cable 1311a and the reset cable 1311b to be fixedly connected to the cable sleeve 1312 through the same opening. Furthermore, having only one opening reduces the probability of the throttle cable 1311a and the reset cable 1311b coming out of the fixing clamp 1314, thereby improving the reliability of the throttle cable 1311a and the reset cable 1311b.

[0041] like Figure 9 As shown, the motorcycle 100 also includes a saddle assembly 16, which is rotatably connected to the body 11. It can be understood that the saddle assembly 16 can be directly rotatably connected to the frame 111, or it can be rotatably connected to the body plastic parts 112. A storage box 18 is located below the saddle assembly 16. The storage box 18 is enclosed by a portion of the body plastic parts 112 and serves as storage space for the motorcycle 100. To further facilitate the driver's access to items in the storage box 18, the motorcycle 100 also includes a locking assembly 19. The locking assembly 19 includes a first locking member 191 and a second locking member 192. The first locking member 191 is located on the inner side of the saddle assembly 16, and the second locking member 192 is located on the body 11 near the storage box 18. The term "inner side" refers to the side of the saddle assembly 16 closest to the storage box 18 when the saddle assembly 16 is positioned on the storage box 18. The first locking member 191 can cooperate with the second locking member 192 to unlock and lock the saddle assembly 16 to the storage compartment 18. When the driver or passenger unlocks the first locking member 191 and the second locking member 192, the saddle assembly 16 can be opened and items can be taken out or placed in the storage compartment 18. The motorcycle 100 provided in this application also includes a hinge assembly 17, through which the saddle assembly 16 is rotatably connected to the vehicle body 11.

[0042] Specifically, such as Figure 9 and Figure 10As shown, the hinge assembly 17 includes a first fixing member 171 and a second fixing member 172. The first fixing member 171 is fixedly connected to the vehicle body 11, and the second fixing member 172 is fixedly connected to the saddle assembly 16. A first rotating shaft 1711 is provided on the first fixing member 171. The second fixing member 172 and the first fixing member 171 are rotatably connected through the first rotating shaft 1711, thereby allowing the driver to rotate and open the saddle assembly 16, thus allowing items to be taken out or placed in the storage compartment 18. More specifically, as shown... Figure 11 , Figure 12 and Figure 14As shown, the hinge assembly 17 also includes a first rotating member 173, a second rotating member 174, and a third rotating member 175. The first rotating member 173 is also rotatably connected to a first rotating shaft 1711, that is, the first rotating member 173, the first fixing member 171, and the second fixing member 172 are coaxially connected. The first rotating member 173, the second rotating member 174, and the third rotating member 175 are at least partially distributed along the height direction of the motorcycle 100. The second rotating member 174 is disposed between the first rotating member 173 and the third rotating member 175. A second rotating shaft 1731 is disposed on the side of the first rotating member 173 near the second rotating member 174, and the second rotating member 174 and the first rotating member 173 are rotatably connected through the second rotating shaft 1731. A third rotating shaft 1741 is disposed on the side of the second rotating member 174 near the third rotating member 175, and the second rotating member 174 and the third rotating member 175 are rotatably connected through the third rotating shaft 1741. The hinge assembly 17 also includes a connector 176 and an elastic member 177. One end of the connector 176 is rotatably connected to the third rotating member 175, and the other end of the connector 176 is rotatably connected to the second fixing member 172. That is, the third rotating member 175 is rotatably connected to the second fixing member 172 through the connector 176. Specifically, the end of the third rotating member 175 away from the third rotating shaft 1741 is provided with an oblong hole 1742. The connector 176 is rotatably connected to the third rotating member 175 through the oblong hole 1742. The oblong hole 1742 allows the connector 176 to pass through easily, thereby improving the assembly efficiency of the connector 176. The elastic element 177 is disposed on the second rotating shaft 1731, and the elastic element 177 applies a force from the second rotating shaft 1731 to the first rotating element 173 and the second rotating element 174, so that the second rotating element 174 rotates in the opening direction with the second rotating shaft 1731 as the rotation center. It should be explained here that the opening direction refers to the direction in which the first locking element 191 moves away from the second locking element 192. That is, with the first rotating element 173 as a reference, the first rotating element 173 is in a stationary state, and the second rotating element 174 rotates with the second rotating shaft 1731 as the rotation center, so that the saddle assembly 16 rotates in the direction away from the second locking element 192. The saddle assembly 16 also includes a closing direction opposite to the opening direction. The closing direction refers to the direction in which the first locking element 191 moves closer to the second locking element 192. The saddle assembly 16 includes a closed state, a half-open state, and a fully open state. Understandably, when the saddle assembly 16 rotates from the closed state to the half-open state and the fully open state, the saddle assembly 16 rotates away from the second locking member 192. When the saddle assembly 16 is in the closed state, the saddle assembly 16 covers the storage box 18, and the saddle assembly 16 is fixedly connected to the vehicle body 11 through the first locking member 191 and the second locking member 192. At this time, the elastic member 177 applies a force to the second rotating member 174 with the second rotating axis 1731 as the rotation center, causing the saddle assembly 16 to move away from the second locking member 192.When the first locking member 191 and the second locking member 192 are unlocked, the elastic member 177 can apply a force to the second rotating member 174 to move the saddle assembly 16 away from the second locking member 192. At this time, the saddle assembly 16 enters a semi-open state under the force or with the assistance of the force and external force. That is, the elastic member 177 can provide the saddle assembly 16 with a force to move from the closed state to the semi-open state. As one implementation, the elastic member 177 is set as a torsion spring.

[0043] like Figure 11 and Figure 13 As shown, the first fixing member 171 is provided with a limiting part 1712, and the second rotating member 174 is provided with a limiting groove 1732. When the saddle assembly 16 is in the closed state, the limiting part 1712 engages with the limiting groove 1732, that is, when the saddle assembly 16 is in the closed state, the position between the second rotating member 174 and the first fixing member 171 is relatively fixed. Therefore, when the saddle assembly 16 moves from the closed state to the semi-open state, the first rotating member 173 remains relatively stationary relative to the first fixing member 171. During this process, the first rotating member 173 and the second rotating member 174 rotate relative to each other until they abut against each other; and the two ends of the third rotating member 175 and the connecting member 176 rotate relative to the second rotating member 174 respectively. As previously described, the elastic element 177 applies a force to the second rotating element 174 away from the second locking element 192. Simultaneously, the elastic element 177 also applies a force to the third rotating shaft 1741, causing the third rotating shaft 1741 to move closer to the connecting element 176. At this time, the saddle assembly 16, due to its own weight, applies a force towards the third rotating shaft 1741 at the rotational connection point between the connecting element 176 and the second fixing element 172. Furthermore, when the saddle assembly 16 is in the semi-open state, the force Fa applied by the elastic element 177 to the second rotating element 174, the supporting force Fb applied by the connecting element 176 to the third rotating element 175, and the weight G of the saddle assembly 16 itself are in a state of force balance. Specifically, as shown... Figure 13As shown, G represents the gravity of the saddle assembly 16, Fa represents the force of the elastic element 177, and Fb represents the support force provided by the connector 176 in this state. The connector 176 includes a first end 1761 rotatably connected to the third rotating member 175 and a second end 1762 rotatably connected to the second fixing member 172. Understandably, when the saddle assembly 16 is in a semi-open state, the lines connecting the projections of the first end 1761, the second end 1762, and the third rotating shaft 1741 onto the longitudinal plane 102 form a triangular structure. The side of the triangle formed by the lines connecting the projections of the first end 1761 and the second end 1762 is defined as the first side, and the side of the triangle formed by the centers of the projections of the first end 1761 and the third rotating shaft 1741 is defined as the second side. The component F1 of the force Fa of the elastic element 177 in the direction of the second side and the component of the gravity G of the saddle assembly 16 in the direction of the second side are also defined. The forces F1 and F4 are equal in magnitude and opposite in direction. The component of the force Fa of the elastic element 177 in the first side direction, F2, and the component of the weight G of the saddle assembly 16 in the first side direction, F4, are in the same direction. The resultant force of F1 and F4 is equal in magnitude and opposite in direction to the supporting force Fb of the connecting element 176. Therefore, the saddle assembly 16 maintains a balanced state under the combined action of the force Fa of the elastic element 177, the supporting force Fb of the connecting element 176, and the weight G of the saddle assembly 16 itself. That is, when the saddle assembly 16 rotates from the closed state to the semi-open state, the saddle assembly 16 can maintain this state without applying external force. This arrangement allows the saddle assembly 16 to have multiple opening and closing states. That is, when the opening of the storage box 18 is required to be small, it is only necessary to rotate the saddle assembly 16 to the semi-open state, or rotate it to the desired state according to actual needs, realizing the convenience of the storage box 18.

[0044] As described above, the limiting portion 1712 on the first fixing member 171 engages with the limiting groove 1732 on the first rotating member 173 to fix the relative position between the first rotating member 173 and the first fixing member 171. However, when the second rotating member 174 rotates to the half-open state, the limiting groove 1732 can rotate with the second rotating member 174, causing the limiting portion 1712 to disengage from the limiting groove 1732. That is, when the saddle assembly 16 is in the half-open state, the limiting groove 1732 and the limiting portion 1712 are released from their limiting positions. Figure 13 and Figure 14As shown, when the saddle assembly 16 is in a semi-open state, a force is continuously applied to the saddle assembly 16 away from the second locking member 192. At this time, the saddle assembly 16 moves from the semi-open state to the fully open state. During this process, the first rotating member 173, the second rotating member 174, the third rotating member 175, the connecting member 176, and the second fixing member 172 remain relatively stationary. These components, as a whole, rotate relative to the first fixing member 171 with the first rotating shaft 1711 as the rotation center until the first fixing member 171 and the second fixing member 172 abut. At this point, the saddle assembly 16 enters the fully open state and remains stationary under the weight of the saddle assembly 16. This angle adjustment method has a simple structure and is easy to install. Furthermore, the hinge assembly 17 has high structural strength and can withstand large loads, making it less prone to damage during use.

[0045] It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. A motorcycle, comprising: A vehicle body, the vehicle body comprising a frame and body plastic components, the body plastic components being at least partially disposed on the frame; A running gear, which is at least partially disposed under the vehicle frame; A power unit, which is drive-connected to the walking component; A saddle assembly, which is at least partially disposed on the vehicle body; A hinge assembly, comprising a first fixing member, a second fixing member, and a first rotating shaft, wherein the first fixing member is fixedly connected to the vehicle body, the second fixing member is fixedly connected to the saddle assembly, and the second fixing member and the first fixing member are rotatably connected via the first rotating shaft; Its features are, The hinge assembly further includes a first rotating member, a second rotating member, and a third rotating member. The first rotating member is rotatable relative to the first rotating axis. The second rotating member is disposed between the first rotating member and the third rotating member and is rotatably connected to both the first rotating member and the third rotating member. The hinge assembly also includes a connecting member, which is rotatably connected to the third rotating member and the second fixed member. The saddle assembly includes a half-open state and a fully open state. When the saddle assembly is in the half-open state, the first rotating member remains relatively stationary relative to the first fixed member. When the saddle assembly moves from the half-open state to the fully open state, the second rotating member remains relatively stationary relative to the first rotating member, and the first rotating member rotates relative to the first fixed member around the first rotating axis.

2. The motorcycle according to claim 1, characterized in that, The motorcycle includes a locking assembly comprising a first locking member and a second locking member. The first locking member is disposed on the saddle assembly, and the second locking member is disposed on the vehicle body. The hinge assembly further includes an elastic member, defining the direction away from the second locking member as the opening direction. The elastic member applies a force to the second rotating member, causing the second rotating member to rotate in the opening direction. The hinge assembly further includes a second rotating shaft, through which the first rotating member and the second rotating member are rotatably connected. The elastic member is disposed on the second rotating shaft.

3. The motorcycle according to claim 2, characterized in that, The saddle assembly includes a closed state. When the saddle assembly is in the closed state, the saddle assembly is fixedly connected to the vehicle body through the first locking member and the second locking member, and the elastic member applies a force to the second rotating member to rotate the saddle assembly in the opening direction around the second rotating axis.

4. The motorcycle according to claim 3, characterized in that, When the saddle assembly moves from the closed state to the semi-open state, the saddle assembly rotates away from the second locking member. Under the action of the elastic member, the second rotating member and the first rotating member rotate relative to each other around the second rotating axis until the second rotating member and the first rotating member abut.

5. The motorcycle according to claim 4, characterized in that, The first fixing member is provided with a limiting part, and the second rotating member is provided with a limiting groove. When the saddle assembly is in the closed state, the limiting part and the limiting groove are engaged.

6. The motorcycle according to claim 5, characterized in that, When the saddle assembly moves from the closed state to the semi-open state, the limiting groove can rotate with the second rotating member to disengage the limiting part from the limiting groove.

7. The motorcycle according to claim 2, characterized in that, The hinge assembly further includes a third rotating shaft, and the second rotating member and the third rotating member are rotatably connected via the third rotating shaft.

8. The motorcycle according to claim 7, characterized in that, When the saddle assembly moves from the half-open state to the fully open state, the first rotating member, the second rotating member, the third rotating member, the connecting member, and the second fixing member remain relatively stationary.

9. The motorcycle according to claim 7, characterized in that, The third rotating member has an oblong hole at one end away from the third rotating shaft, and the connecting member is rotatably connected to the third rotating member through the oblong hole.

10. The motorcycle according to claim 1, characterized in that, A storage box is provided below the saddle assembly. The saddle assembly includes a closed state, in which the saddle assembly covers the storage box.

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