Motorcycle

Abstract

The motorcycle comprises a motorcycle frame, a walking assembly, a motorcycle body covering part and a braking system, and at least part of the walking assembly is located below the motorcycle frame; the body cover is at least partially connected to the frame; the braking system is at least partially connected to the body cover; the braking system comprises a braking oil tank, the vehicle body covering part comprises a side protection plate connected with the vehicle frame, at least part of the side protection plate extends into the vehicle frame to form an oil tank storage space, and the braking oil tank is installed in the oil tank storage space. Through the arrangement, the brake oil tank can be prevented from being arranged externally, so that double-layer protection on the brake oil tank is realized, and the service life of the brake oil tank is prolonged.

Description

Technical Field

[0001] The present application relates to the field of vehicle engineering, and in particular to a motorcycle. Background Art

[0002] At present, the braking systems of most motorcycles are equipped with a brake oil tank, a brake master cylinder and a brake controller, wherein the brake oil stored in the brake oil tank is transported to the brake controller through the brake master cylinder and then distributed by the brake controller to achieve braking of the motorcycle.

[0003] In the prior art, the distances between the brake oil tank, the brake master cylinder and the brake controller are too dispersed, and the brake oil tank is installed externally on the outside of the vehicle body, which makes the brake oil tank easily damaged by external impact, thereby reducing the service life of the brake oil tank. Utility Model Content

[0004] In order to solve the deficiencies of the prior art, the purpose of the present application is to provide a motorcycle whose brake oil tank has a longer service life.

[0005] To achieve the above objectives, this application adopts the following technical solutions:

[0006] A motorcycle comprises a frame, a running assembly, a body covering and a braking system, wherein the running assembly is at least partially located below the frame; the body covering is at least partially connected to the frame; the braking system is at least partially connected to the body covering; the braking system comprises a brake oil tank, the body covering comprises a side guard plate connected to the frame, the side guard plate at least partially extends into the frame to form an oil tank storage space, and the brake oil tank is installed in the oil tank storage space.

[0007] Furthermore, the vehicle body covering also includes a cylinder cover plate, a side guard plate has a storage opening, the oil tank storage space is connected to the storage opening, the cylinder cover plate is connected to the side guard plate, and the cylinder cover plate is sealed on the storage opening.

[0008] Furthermore, a scale opening and scale lines are provided on the cylinder cover plate, the scale lines are located in front of or behind the scale opening, and when viewed along the width direction of the motorcycle, the scale opening at least partially overlaps with the brake oil tank, and the upper end surface of the brake oil in the brake oil tank is basically parallel to the scale lines.

[0009] Furthermore, a plurality of cover plate clamping interfaces surrounding the storage opening are arranged on the side guard plate, and a cover plate clamping column corresponding to the cover plate clamping interface is arranged on the oil cylinder cover plate, and the cover plate clamping column can be clamped in the cover plate clamping interface.

[0010] Furthermore, the brake system also includes a brake master cylinder communicated with the brake oil tank, the brake master cylinder is connected to the frame, and when viewed along the height direction of the motorcycle, the brake master cylinder and the brake oil tank at least partially overlap.

[0011] Furthermore, the frame includes a main frame, which includes a support frame extending basically along the height direction of the motorcycle. Along the length direction of the motorcycle, the brake tank and the brake master cylinder are located on the rear side of the support frame. The braking system includes a brake controller, which is connected to the brake master cylinder and is located on the front side of the support frame.

[0012] Furthermore, a pipeline through hole is provided at one end of the side guard plate away from the storage opening, and the pipeline through hole is connected to the oil tank storage space; the braking system also includes a brake oil pipe, one end of the brake oil pipe is connected to the brake oil tank, and the other end of the brake oil pipe is connected to the brake master cylinder after passing through the pipeline through hole.

[0013] Furthermore, one end of the brake oil pipe away from the brake oil tank is connected to the brake master cylinder, and the brake oil pipe extends substantially along the height direction of the motorcycle.

[0014] Furthermore, the vehicle frame further comprises a sub-frame, the sub-frame is surrounded by a receiving space, and the brake oil tank is at least partially located in the receiving space.

[0015] Furthermore, a tank fixing portion is provided on the rear side of the brake tank along the length direction of the motorcycle, and the side guard plate also includes a cylinder fixing portion corresponding to the tank fixing portion, the cylinder fixing portion is located in the tank storage space, and the tank fixing portion and the tank fixing portion are detachably connected by fasteners.

[0016] The above motorcycle can install the brake oil tank inside the side guard plate, thereby avoiding the need to place the brake oil tank outside, so as to achieve double-layer protection for the brake oil tank and further increase the service life of the brake oil tank. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 A schematic diagram of the overall structure of a motorcycle provided in an embodiment of the present application.

[0018] Figure 2 A schematic diagram of the connection between the vehicle frame, engine and air filter provided in an embodiment of the present application.

[0019] Figure 3 A top view of a frame provided in an embodiment of the present application.

[0020] Figure 4 This is an exploded view of the structure of the vehicle frame, insulation block and insulation board provided in the embodiment of the present application.

[0021] Figure 5 A partial schematic diagram of the frame, pedal assembly, power system and transmission system provided in an embodiment of the present application.

[0022] Figure 6 A partial schematic diagram of a frame, a pedal assembly and a speed change system provided in an embodiment of the present application.

[0023] Figure 7 A connection diagram of the speed change system provided in an embodiment of the present application in the positive gear state.

[0024] Figure 8 A connection diagram of the speed change system provided in an embodiment of the present application in the reverse gear state.

[0025] Fig. 9 A schematic diagram of the connection between the frame and the body covering provided in an embodiment of the present application.

[0026] Fig.10 A schematic diagram of the assembly of the main frame and the sub-frame provided in an embodiment of the present application.

[0027] Fig.11 A partial cross-sectional view of a vehicle body panel and a vehicle frame provided in an embodiment of the present application.

[0028] Fig.12 A schematic diagram of the connection between the frame, transmission system, power system and body covering provided in an embodiment of the present application.

[0029] Fig.13 A schematic diagram of the structure of the mounting bracket plate provided in an embodiment of the present application.

[0030] Fig.14 A schematic diagram of the connection between the frame, brake system and body covering provided in an embodiment of the present application.

[0031] Fig.15 Provided for the embodiments of this application Fig.14 A partial enlarged view of point A in the middle.

[0032] Fig.16 A schematic diagram of the connection between the suspension assembly, the body cover and the braking system provided in an embodiment of the present application.

[0033] Fig.17 A schematic diagram showing the connection of the suspension assembly, the vehicle body covering and the braking system from another angle provided in an embodiment of the present application.

[0034] Fig.18 A schematic diagram of the structure of the oil storage tank provided in an embodiment of the present application.

[0035] Fig.19 This is a structural explosion diagram of the oil tank and frame provided in an embodiment of the present application. DETAILED DESCRIPTION

[0036] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the specific implementation manner of the present application will be clearly and completely described below in conjunction with the drawings in the implementation manner of the present application.

[0037] like Figure 1As shown, a motorcycle 100 includes a frame 11, a running assembly 12, a power system 13, a speed change system 14 and a body cover 15. The frame 11 constitutes the basic framework of the motorcycle 100, and is used to support the running assembly 12, the power system 13, the speed change system 14 and the body cover 15. The running assembly 12 includes a front wheel 121 and a rear wheel 122, and the front wheel 121 and the rear wheel 122 are both used for the movement of the motorcycle 100. The power system 13 is connected to the frame 11, and the power system 13 is connected to the running assembly 12 by transmission, and the power system 13 can drive the front wheel 121 and / or the rear wheel 122 to move. The speed change system 14 is connected to the frame 11, and the speed change system 14 is connected to the power system 13 by transmission, and the speed change system 14 can adjust the power output of the power system 13 to adjust the speed of the motorcycle 100. The body cover 15 is at least partially connected to the frame 11, and the body cover 15 is used to protect the internal components of the motorcycle 100. In order to clearly describe the technical solution of the application, the following definitions are also provided: Figure 1 In the present application, the length direction of the motorcycle 100 refers to the front-rear direction, the width direction of the motorcycle 100 refers to the left-right direction, and the height direction of the motorcycle 100 refers to the up-down direction. Specifically, the running assembly 12 is at least partially located below the frame 11.

[0038] As an implementation, the frame 11 includes a main frame 111 and a sub-frame 112, the main frame 111 is basically located at the front half of the motorcycle 100, the sub-frame 112 is basically located at the rear half of the motorcycle 100, the rear side of the main frame 111 is connected to the front side of the sub-frame 112, and the main frame 111 and the sub-frame 112 constitute the basic framework of the motorcycle 100 to support the body parts of the motorcycle 100. It should be noted that the body parts can be any parts except the frame 11.

[0039] like Figure 1 , Figure 2As shown, as an implementation method, the main frame 111 includes an upper main beam 1111, and the power system 13 includes an engine 131, which is supported by the frame 11 and connected to the travel component 12 by transmission, and the upper main beam 1111 is at least partially located above the engine 131, and the engine 131 is connected to the upper main beam 1111, and the upper main beam 1111 is distributed on both sides of the engine 131 along the width direction of the motorcycle 100, so as to facilitate the stable connection between the engine 131 and the upper main beam 1111, thereby facilitating the improvement of the structural stability of the engine 131. It should be noted that the most common engine 131 is a single-cylinder one, followed by a two-cylinder to an eight-cylinder one, and the cylinder arrangement is also divided into various types such as in-line and V-type arrangements. Taking the cylinders of the same arrangement as an example, as the number of cylinders of the engine 131 increases, the mass and displacement of the engine 131 also increase accordingly, and thus further requirements are put forward for the frame 11 supporting the engine 131. The larger the displacement of the engine 131, the larger the mass and volume of the engine 131, and thus the required width and strength of the frame 11 are greater, so as to better support the engine 131.

[0040] In the present application, the motorcycle 100 is a racing model equipped with an inline three-cylinder engine 131. The upper main beam 1111 is used to support the engine 131. The engine 100 has a large mass and volume. The width of the upper main beam 1111 should provide a good support force for the engine 131, so that the engine 131 can output power stably during the running of the motorcycle 100. It can be understood that the displacement of the engine 131 and the width of the upper main beam 1111 are interrelated.

[0041] Exemplarily, the ratio of the displacement of the engine 131 to the maximum width W1 of the upper main beam 1111 along the width direction of the motorcycle 100 is greater than or equal to 1.7 mL / mm and less than or equal to 2.1 mL / mm. Further, the ratio of the displacement of the engine 131 to the maximum width W1 of the upper main beam 1111 along the width direction of the motorcycle 100 is greater than or equal to 1.8 mL / mm and less than or equal to 2.0 mL / mm. Furthermore, the ratio of the displacement of the engine 131 to the maximum width W1 of the upper main beam 1111 along the width direction of the motorcycle 100 is 1.9 mL / mm. Through the above-mentioned arrangement, it is possible to avoid the structural strength of the upper main beam 1111 being too weak due to the ratio of the engine 131 displacement to the maximum width W1 of the upper main beam 1111 along the width direction of the motorcycle 100 being too large, so as to prevent the supporting force of the upper main beam 1111 on the engine 131 from being reduced, thereby facilitating improving the connection strength between the upper main beam 1111 and the engine 131; it is also possible to avoid the volume of the upper main beam 1111 being too large due to the ratio of the engine 131 displacement to the maximum width W1 of the upper main beam 1111 along the width direction of the motorcycle 100 being too small, so as to prevent the upper main beam 1111 from occupying a larger space, thereby making the structure of the upper main beam 1111 and the engine 131 more compact, so as to facilitate the driver's legs to fit on the vehicle body, thereby improving the space utilization and driving comfort of the motorcycle 100.

[0042] In addition, the maximum width W1 of the upper main beam frame 1111 of the present application along the width direction of the motorcycle 100 is greater than or equal to 319 mm and less than or equal to 390 mm. Or the maximum width W1 of the upper main beam frame 1111 along the width direction of the motorcycle 100 is 355 mm. Through the above configuration, the displacement of the engine 131 can be increased when the maximum width W1 of the upper main beam frame 1111 is small, thereby improving the performance of the motorcycle 100.

[0043] It should be noted that the upper main beam frame 1111 is configured as a flat elliptical tube with a waist-shaped hole in cross section. Specifically, the structural strength of the flat elliptical tube is higher than that of a round tube or a square tube. Therefore, the flat elliptical tube is used as a component of the frame 11 in the present application, which is beneficial to improve the structural strength of the main frame 111, so as to reduce the number of tubes constituting the main frame 111, and further beneficial to improve the space utilization of the motorcycle 100.

[0044] like Figure 2 and Figure 3As shown, as an implementation, when viewed along the height direction of the motorcycle 100, the upper main beam frame 1111 includes a left main beam 1111a and a right main beam 1111b distributed along the width direction of the motorcycle 100, the rear portion of the left main beam 1111a extends along the first direction 101, the rear portion of the right main beam 1111b extends along the second direction 102, and the first direction 101 intersects the second direction 102. Specifically, when viewed along the height direction of the motorcycle 100, the upper main beam frame 1111 is basically arranged in a diamond structure, and the left main beam 1111a and the right main beam 1111b extend in different directions, respectively, so as to improve the structural strength of the upper main beam frame 1111.

[0045] In this embodiment, a reference plane 103 perpendicular to the height direction of the motorcycle 100 is defined, the projection of the first direction 101 along the height direction of the motorcycle 100 on the reference plane 103 is set as a first projection line, the projection of the second direction 102 along the height direction of the motorcycle 100 on the reference plane 103 is set as a second projection line, and the angle β between the first projection line and the second projection line is greater than or equal to 16° and less than or equal to 21°. Further, the angle β between the first projection line and the second projection line is greater than or equal to 17° and less than or equal to 20°. Further, the angle β between the first projection line and the second projection line is greater than or equal to 18° and less than or equal to 19°. Through the above arrangement, it is possible to avoid the upper main beam frame 1111 from having an excessively large width due to the angle β between the first projection line and the second projection line being too large, so as to prevent the upper main beam frame 1111 from occupying a large space, thereby facilitating the improvement of the space utilization rate of the motorcycle 100; it is also possible to avoid the upper main beam frame 1111 from having an excessively low structural strength due to the angle β between the first projection line and the second projection line being too small, so as to prevent the upper main beam frame 1111 from having an excessively low connection strength with the engine 131, thereby facilitating the improvement of the connection stability between the upper main beam frame 1111 and the engine 131. In addition, it is also possible to avoid the engine 131 from having an excessively small arrangement space due to the angle β between the first projection line and the second projection line being too small, thereby facilitating the arrangement of the engine 131.

[0046] As an implementation, the motorcycle 100 further includes an air filter 21, which is connected above the engine 131. Along the width direction of the motorcycle 100, the air filter 21 is located between the left main beam 1111a and the right main beam 1111b, and the left end of the air filter 21 is connected to the left main beam 1111a, and the right end of the air filter 21 is connected to the right main beam 1111b. Specifically, the left main beam 1111a and the right main beam 1111b are both used to support the air filter 21, so that the air filter 21 is stably connected to the upper main beam frame 1111, which is conducive to improving the connection strength between the upper main beam frame 1111 and the air filter 21.

[0047] As an implementation, the vehicle frame 11 further includes a lower main beam 1112 connected to the upper main beam 1111, the lower main beam 1112 is located below the upper main beam 1111, and the engine 131 is connected to the lower main beam 1112. Specifically, the front side of the engine 131 is connected to the upper main beam 1111 through the lower main beam 1112 to improve the connection stability between the upper main beam 1111 and the engine 131.

[0048] In this embodiment, when observed along the height direction of the motorcycle 100, the upper main beam 1111 and the lower main beam 1112 at least partially overlap, thereby making the structure of the upper main beam 1111 and the lower main beam 1112 more compact, which is beneficial to improving the structural compactness of the frame 11.

[0049] like Figure 4 As shown, as an implementation method, the vehicle body covering part 15 includes a heat insulating block 151, a heat insulating portion 1111c is provided on the upper main beam frame 1111, and the heat insulating block 151 is connected to the heat insulating portion 1111c.

[0050] The vehicle frame 11 further includes a triangular connector 1113, the vehicle body cover 15 further includes a heat shield 152 connected to the triangular connector 1113, the upper end of the triangular connector 1113 is connected to the upper main beam frame 1111, and the lower end of the triangular connector 1113 is connected to the engine 131. Exemplarily, the triangular connector 1113 is connected to the lower side of the upper main beam frame 1111, and the heat shield 152 is exposed and fits the driver's legs. It should be noted that the end surface of the heat shield 152 away from the triangular connector 1113 is set as an arc surface.

[0051] Specifically, since the upper main beam frame 1111 and the triangular connector 1113 are both made of metal and are arranged close to the engine 131, when the engine 131 is working, the heat generated by the engine 131 is easily transferred to the upper main beam frame 1111 through the triangular connector 1113, resulting in a higher temperature of the upper main beam frame 1111 and the triangular connector 1113, and the heat insulation block 151 can prevent the driver's legs from directly contacting the upper main beam frame 1111, and the heat insulation board 152 can prevent the driver's legs from directly contacting the triangular connector 1113, which is beneficial to protecting the driver's legs, and further beneficial to improving the safety performance of the motorcycle 100. In addition, the arc surface fits the driver's legs better, which is beneficial to improving the driving comfort of the motorcycle 100.

[0052] More specifically, in order to prevent the upper main beam frame 1111 and the triangular connector 1113 from directly contacting the driver's legs, the heat insulation board 152 is arranged on the side of the triangular connector 1113 away from the engine 131, so that the heat insulation board 152 can protect the driver's legs. It can be understood that the heat insulation part 1111c is located on the upper side of the heat insulation board 152, and the heat insulation block 151 is connected to the heat insulation part 1111c. Through the above arrangement, the heat insulation block 151 and the heat insulation board 152 are both used for heat insulation to prevent the temperature of the engine 131 from being transferred to the driver's legs, which is conducive to improving the heat insulation effect of the motorcycle 100.

[0053] Illustratively, the surface of the heat insulation board 152 is vulcanized, and the surface of the heat insulation block 151 is vulcanized, thereby increasing the thickness of the heat insulation board 152 and the thickness of the heat insulation block 151 to improve the heat insulation effect of the heat insulation block 151 and the heat insulation board 152; at the same time, the heat insulation board 152 and the heat insulation block 151 both have buffering properties, which is beneficial to improving the driving comfort of the motorcycle 100.

[0054] like Figure 4 As shown, as an implementation method, at least two main beam clamping holes 1111d are provided on the heat insulation part 1111c, and a heat insulation clamping column 1511 corresponding to the main beam clamping hole 1111d is provided on the side of the heat insulation block 151 close to the heat insulation part 1111c, and the heat insulation clamping column 1511 is clamped in the main beam clamping hole 1111d. Further, at least two triangular clamping holes 1113a are provided on the triangular connector 1113, and a partition clamping column 1521 corresponding to the triangular clamping hole 1113a is provided on the side of the heat insulation board 152 close to the triangular connector 1113, and the partition clamping column 1521 is clamped in the triangular clamping hole 1113a. Specifically, since the insulation block 151 and the insulation board 152 will wear during operation, thereby causing damage to the insulation block 151 and the insulation board 152, in order to facilitate subsequent maintenance and replacement, in this embodiment, the insulation block 151 and the insulation board 152 are connected to the frame 11 in a snap-fit ​​manner, which is beneficial to improve the assembly efficiency of the insulation block 151 and the insulation board 152, and further improve the assembly efficiency of the motorcycle 100.

[0055] As an implementation method, the triangular connector 1113 includes a first fixing portion 1113b and a second fixing portion 1113c, the second fixing portion 1113c is located below the first fixing portion 1113b, the first fixing portion 1113b is arranged at one end close to the upper main beam frame 1111, the upper main beam frame 1111 includes a main beam connecting portion 1111e, and the main beam connecting portion 1111e is arranged at one end close to the triangular connector 1113, and the first fixing portion 1113b is detachably connected to the main beam connecting portion 1111e by fasteners.

[0056] Furthermore, the second fixing portion 1113c is disposed at one end close to the engine 131, and the engine 131 includes a body connecting portion 1311 (refer to Figure 2 ), the body connecting portion 1311 is arranged at one end close to the triangular connecting member 1113, and the second fixing portion 1113c is connected to the body connecting portion 1311 by a fastener.

[0057] Specifically, the triangular connector 1113 is detachably connected to the upper main beam frame 1111. When the engine 131 needs to be disassembled, the second fixing portion 1113c can be separated from the body connecting portion 1311 to achieve disassembly of the engine 131; further, the first fixing portion 1113b can be separated from the main beam connecting portion 1111e to achieve disassembly of the engine 131. Through the above arrangement, the disassembly of the engine 131 can be facilitated, thereby improving the assembly efficiency of the motorcycle. At the same time, the engine 131 is connected to the upper main beam frame 1111 in at least two different ways, which is also conducive to improving the assembly diversity of the engine 131. In addition, the heat energy of the engine 131 will be transferred to the upper main beam frame 1111 through the triangular connector 1113, thereby increasing the transmission path of the heat energy, which is conducive to the dissipation of the heat energy.

[0058] As an implementation method, a hollow portion 1113d is provided on the triangular connector 1113, and the hollow portion 1113d is located between the first fixing portion 1113b and the second fixing portion 1113c along the height direction of the motorcycle 100. The opening direction of the hollow portion 1113d extends along the width direction of the motorcycle 100, and the heat insulation board 152 covers the hollow portion 1113d. The hollow portion 1113d can reduce the mass of the triangular connector 1113, thereby facilitating the lightweighting of the triangular connector 1113, and further facilitating the reduction of the mass of the motorcycle 100.

[0059] As an implementation method, the left main beam 1111a and the right main beam 1111b are respectively located on the left and right sides of the engine 131, and the left main beam 1111a and the right main beam 1111b are both provided with triangular connectors 1113 and heat insulation blocks 151, so that the heat insulation blocks 151 are located on the left and right sides of the engine 131. Through the above arrangement, the triangular connector 1113 basically completely separates the engine 131 from the driver's legs, which is beneficial to protect the engine 131 and improve driving comfort. It should be noted that the number of heat insulation boards 152 and triangular connectors 1113 can be appropriately increased according to actual conditions to achieve the protection of the driver's legs.

[0060] Illustratively, when viewed along the width direction of the motorcycle 100 , the heat shield 152 , the air filter 21 and the engine 131 at least partially overlap, thereby making the structure of the heat shield 152 , the air filter 21 and the engine 131 more compact, thereby facilitating improving the space utilization of the motorcycle 100 .

[0061] like Figure 5 As shown, as an implementation method, the frame 11 also includes a shift bracket 113, the shift bracket 113 is located below the main frame 111, and the shift bracket 113 is detachably connected to the main frame 111. Specifically, the speed change system 14 includes a shift operating member 141, and the driver adjusts the power output of the engine 131 by operating the shift operating member 141. The shift operating member 141 is connected to the shift bracket 113, and the shift operating member 141 is connected to the main frame 111 through the shift bracket 113. Through the above arrangement, the shift bracket 113 and the main frame 111 are easily disassembled, thereby facilitating the disassembly and installation of the shift operating member 141, which is beneficial to improving the assembly efficiency of the motorcycle 100.

[0062] In the prior art, the main frame is integrally formed with a mounting point for the shift operating member. Since the shift operating member is often operated by the driver, the main frame needs to have a greater structural strength at the connection with the shift operating member, and the thickness of the main frame at the connection with the shift operating member needs to be increased to meet the strength required by the shift operating member. In the present application, by setting the shift bracket 113, the thickness of the main frame 111 at the connection with the shift operating member 141 can be saved, thereby reducing the mass of the main frame 111 to achieve lightweighting of the motorcycle 100. Optionally, the shift support frame 113 can be set as a sheet structure with a smaller thickness and lighter mass to further achieve lightweighting of the shift bracket 113.

[0063] In addition, when the motorcycle 100 falls accidentally, the shift operating member 141 is easily subjected to a large impact force, which is directly transmitted to the shift bracket 133, thereby causing damage to the shift bracket 113. In this embodiment, since the shift bracket 113 is separated from the main frame 111, the impact force can be prevented from being directly transmitted to the main frame 111, thereby preventing damage to the main frame 111. At the same time, since the shift bracket 113 is detachably connected to the main frame 111, the shift bracket 113 can be replaced more conveniently, thereby reducing the maintenance cost of the motorcycle 100.

[0064] In this embodiment, the shift operating member 141 and the shift bracket 113 at least partially overlap when viewed along the width direction of the motorcycle 100. Through the above arrangement, the shift operating member 141 and the shift bracket 113 can be made more compact, thereby facilitating the improvement of the compactness of the motorcycle 100.

[0065] like Figure 6As shown, as an implementation, the shift bracket 113 includes a shift mounting portion 1131, and the main frame 111 includes a frame mounting portion 1114 corresponding to the shift mounting portion 1131, and the shift mounting portion 1131 is detachably connected to the frame mounting portion 1114. Specifically, at least two through holes are provided on the shift mounting portion 1131, and at least two through holes are also provided on the frame mounting portion 1114, so that the shift mounting portion 1131 is connected to the frame mounting portion 1114 through a fastener, wherein the fastener can be a connecting member such as a bolt.

[0066] Further, the shift bracket 113 further includes a shift connection portion 1132, which is disposed at one end of the shift mounting portion 1131 away from the frame mounting portion 1114, and the shift operating member 141 includes a shift lever connection portion 1411 corresponding to the shift connection portion 1132, and the shift connection portion 1132 is detachably connected to the shift lever connection portion 1411. Specifically, the shift connection portion 1132 is connected to the shift lever connection portion 1411 via a fastener, and when the shift operating member 141 needs to be replaced, the shift lever connection portion 1411 can be detached from the shift connection portion 1132, thereby reducing the disassembly steps of the shift operating member 141, so as to improve the disassembly efficiency of the shift operating member 141.

[0067] like Figure 5 and Figure 7 As shown, as an implementation, the speed change system 14 further includes a forward and reverse gear lever 143 for adjusting the gear position of the engine 131, the forward and reverse gear lever 143 is connected to the engine 131, and the forward and reverse gear lever 143 is also connected to the shift operating member 141. More specifically, the speed change system 14 further includes a connecting rod 142, the upper end of the connecting rod 142 is connected to the forward and reverse gear lever 143, and the lower end of the connecting rod 142 is connected to the shift operating member 141. Through the above arrangement, the shift operating member 141 can drive the connecting rod 142 to move, thereby causing the forward and reverse gear lever 143 to move to adjust the power output of the engine 131.

[0068] As an implementation mode, the shift operating member 141 includes a first end 1412 connected to the shift bracket 113 and a second end 1413 for stepping on, and the connecting rod 142 is connected between the first end 1412 and the second end 1413. Specifically, the first end 1412 is arranged to overlap with the gear lever connecting portion 1411, the first end 1412 is located at the front side of the connection point between the connecting rod 142 and the shift operating member 141, and the second end 1413 is located at the rear side of the connection point between the connecting rod 142 and the shift operating member 141. The connection point between the connecting rod 142 and the shift operating member 141 is arranged between the first end 1412 and the second end 1413, so that the shift operating member 141 can cooperate with the forward and reverse gear lever 143 through the connecting rod 142 to adjust the power output of the engine 131; the length of the shift operating member 141 can also be shortened, so that the shift operating member 141 occupies a smaller space, which is beneficial to the space utilization of the motorcycle 100.

[0069] In this embodiment, the shift operating member 141 further includes a connecting rod connecting portion 1414, and the connecting rod connecting portion 1414 is located between the first end 1412 and the second end 1413 along the length direction of the motorcycle 100, and the connecting rod device 142 is rotatably connected to the connecting rod connecting portion 1414. More specifically, since the setting space of the shift operating member 141 is limited, the connection point of the connecting rod device 142 is adjusted to between the first end 1412 and the second end 1413, thereby reducing the length of the shift operating member 141, thereby improving the space utilization of the motorcycle 100.

[0070] Illustratively, when viewed along the width direction of the motorcycle 100 , the shift operating member 141 , the connecting rod 142 and the shift bracket 113 at least partially overlap, thereby making the structure of the shift operating member 141 , the connecting rod 142 and the shift bracket 113 more compact, thereby facilitating improving the structural compactness of the motorcycle 100 .

[0071] As an implementation, the motorcycle 100 further includes a pedal assembly 17, which is connected to the main frame 111, and is located at the rear side of the shift bracket 113, and the pedal assembly 17 is arranged close to the shift operating member 141. Specifically, the pedal assembly 17 includes a pedal connecting frame 171 and a foot pedal 172, and the foot pedal 172 is connected to the main frame 111 through the pedal connecting frame 171. Through the above arrangement, the distance between the foot pedal 172 and the shift operating member 141 can be reduced, which is conducive to improving the control performance and layout rationality of the motorcycle 100. In addition, the shift bracket 113 and the pedal connecting frame 171 are distributed along the length direction of the motorcycle 100. In the present application, the shift bracket 113 is located at the front side of the pedal connecting frame 171, so that the driver can operate the shift operating member 141 while stepping on the foot pedal 172.

[0072] Illustratively, the shift bracket 113, the pedal connecting frame 171 and the main frame 111 at least partially overlap, so that the shift bracket 113, the pedal connecting frame 171 and the main frame 111 are more compact in structure, while the main frame 111 has a higher structural strength, which is also beneficial to improving the structural stability of the shift bracket 113 and the pedal connecting frame 171.

[0073] As an implementation method, the driver can control the movement of the connecting rod 142 by stepping on the shift operating member 141, and the connecting rod 142 drives the forward and reverse gear rod 143 to move, so that the forward and reverse gear rod 143 adjusts the gear position of the engine 131, thereby realizing the adjustment of the speed of the motorcycle 100.

[0074] like Figure 5 , Figure 7 and Figure 8 As shown, the transmission system 14 also includes a positive gear state (see Figure 7 ) and reverse state (see Figure 8 ), when the transmission system 14 is in the forward gear state, the shift operating member 141 is connected to one end of the forward and reverse gear lever 143 through the connecting rod 142, and when the transmission system 14 is in the reverse gear state, the shift operating member 141 is connected to the other end of the forward and reverse gear lever 143 through the connecting rod 142. Through the above arrangement, two connection points are arranged on the forward and reverse gear lever 143, so that too many connection points can be arranged on the shift operating member 141 to reduce the length of the shift operating member 141. Since the layout space of the shift operating member 141 is limited, the shift operating member 141 is prevented from interfering with the body parts, thereby improving the working stability of the shift operating member 141 and improving the space utilization rate of the motorcycle 100.

[0075] In the present embodiment, the forward and reverse gear lever 143 includes a forward gear connection portion 1431 and a reverse gear connection portion 1432, wherein the forward gear connection portion 1431 is located at the rear end of the forward and reverse gear lever 143, and the reverse gear connection portion 1432 is located at the front end of the forward and reverse gear lever 143, and the connection point where the forward and reverse gear lever 143 connects to the engine 131 is located between the forward and reverse gear connection portion 1431 and the reverse gear connection portion 1432. Specifically, when the connecting rod 142 is connected to the forward gear connection portion 1431, the forward and reverse gear lever 143 moves clockwise around the above connection point, and when the connecting rod 142 is connected to the reverse gear connection portion 1432, the forward and reverse gear lever 143 moves counterclockwise around the above connection point, thereby realizing the switching of the forward and reverse gear positions. Through the above arrangement, the motorcycle 100 can switch between the forward gear state and the reverse gear state. Since there are differences in the driving styles of the drivers, it is convenient for the drivers to adjust the gear shifting mode according to their own needs, so as to improve the driving comfort of the motorcycle 100.

[0076] Further, when the transmission system 14 is in the forward gear state, the connecting rod 142 is connected to the forward gear connecting portion 1431 , and when the transmission system 14 is in the reverse gear state, the connecting rod 142 is connected to the reverse gear connecting portion 1432 .

[0077] As an implementation method, the forward and reverse lever 143 includes a first rocker arm 1433 and a second rocker arm 1434, defining a longitudinal plane 104 perpendicular to the width direction of the motorcycle 100 (refer to Figure 3 ), the projection of the first rocker arm 1433 on the longitudinal plane 104 along the width direction of the motorcycle 100 is set as a first projection, the projection of the second rocker arm 1434 on the longitudinal plane 104 along the width direction of the motorcycle 100 is set as a second projection, the first projection basically extends along the direction of the first straight line 105, the second projection basically extends along the direction of the second straight line 106, and the angle γ between the first straight line 105 and the second straight line 106 is greater than or equal to 95° and less than or equal to 175°. Further, the angle γ between the first straight line 105 and the second straight line 106 is greater than or equal to 120° and less than or equal to 160°. Further, the angle γ between the first straight line 105 and the second straight line 106 is 146°. Through the above-mentioned arrangement, it is possible to avoid the forward and reverse gear rod 143 being too long due to the angle γ between the first straight line 105 and the second straight line 106 being too large, thereby preventing the forward and reverse gear rod 143 from occupying a large space, which is beneficial to improving the space utilization rate of the motorcycle 100; it is also possible to avoid the forward and reverse gear rod 143 being too short in rotation angle due to the angle γ between the first straight line 105 and the second straight line 106 being too small, thereby preventing the travel of the connecting rod 142 from being too small, which is beneficial to improving the adjustment ability of the transmission system 14.

[0078] Illustratively, when viewed along the width direction of the motorcycle 100 , the shift operating member 141 , the connecting rod 142 and the shift bracket 113 at least partially overlap, so that the shift operating member 141 , the connecting rod 142 and the shift bracket 113 occupy a smaller space, thereby facilitating improved space utilization of the motorcycle 100 .

[0079] In addition, the connecting rod 142 is provided with an adjustment structure 1421, and the adjustment structure 1421 can adjust the length of the connecting rod 142 to adjust the minimum distance between the shift operating member 141 and the forward and reverse gear lever 143. Specifically, the two ends of the connecting rod 142 can be connected to the shift operating member 141 and the forward and reverse gear lever 143 respectively according to actual needs, so that the sensitivity of the shift operating member 141 and the forward and reverse gear lever 143 can be adjusted by the length of the connecting rod 142, so that the speed change system 14 can adjust the gear position of the engine 131, thereby improving the working stability of the motorcycle 100.

[0080] like Fig. 9 and Fig.10As shown, as an implementation method, the vehicle frame 11 includes a connecting portion 114 integrally formed with the sub-frame 112, and the main frame 111 and the sub-frame 112 are connected through the connecting portion 114. The vehicle body cover 15 includes a bottom guard plate 153 and a side guard plate 154, and the bottom guard plate 153 and the side guard plate 154 are both connected to the connecting portion 114. Through the above arrangement, the connecting portion 114 is integrated with the installation points of the main frame 111, the bottom guard plate 153 and the side guard plate 154, thereby simplifying the connection structure of the main frame 111, the bottom guard plate 153 and the side guard plate 154 to improve the connection capacity of the connecting portion 114, and the bottom guard plate 153 and the side guard plate 154 are installed on the connecting portion 114 at the same point, thereby improving the installation accuracy of the bottom guard plate 153 and the side guard plate 154. In addition, the integration degree of the connecting portion 114 is high, thereby improving the utilization rate of the vehicle frame 11.

[0081] Specifically, the connection portion 114 includes a first connection portion 1141 extending along the first plane 401 and a second connection portion 1142 extending along the second plane 402. The main frame 111 is connected to the first connection portion 1141, and the bottom guard plate 153 and the side guard plate 154 are both connected to the second connection portion 1142. Through the above arrangement, the connection strength between the first connection portion 1141 and the main frame 111 can be high, which is conducive to improving the structural stability of the frame 11.

[0082] The first plane 401 intersects with the second plane 402 , thereby avoiding interference between the first connection portion 1141 and the second connection portion 1142 , thereby facilitating improving the rationality of the layout of the vehicle frame 11 .

[0083] Exemplarily, the connecting portion 114 includes a connecting piece 1143, and a threaded hole 1144 is provided on the second connecting portion 1142. The connecting piece 1143 passes through the bottom guard plate 153 and the side guard plate 154 and is connected to the threaded hole 1144 to facilitate the installation of the side guard plate 154 and the bottom guard plate 153, thereby facilitating the assembly efficiency of the body cover 15 and the frame 11.

[0084] Furthermore, the bottom guard plate 153 is located below the sub-frame 112, and the side guard plates 154 are located on both sides of the sub-frame 112 along the width direction of the motorcycle 100, so that the bottom guard plate 153 and the side guard plates 154 can protect the sub-frame 112 and the body parts arranged in the sub-frame 112, which is beneficial to improve the service life of the motorcycle 100.

[0085] Specifically, the bottom guard plate 153 at least partially extends upward to form a protrusion 1531, and the protrusion 1531 is located at the lower side of the second connection portion 1142 and connected to the second connection portion 1142. More specifically, the side guard plate 154 at least partially extends in a direction close to the second connection portion 1142 to form an extension portion 1541, and along the height direction of the motorcycle 100, the extension portion 1541 is located between the second connection portion 1142 and the protrusion 1531, and the extension portion 1541 and the protrusion 1531 are connected to the second connection portion 1142 through the connection member 1143. Through the above-mentioned arrangement, the bottom guard plate 153 and the side guard plate 154 can be connected to the second connecting portion 1142 at the same time, so as to reduce the assembly steps of the bottom guard plate 153 and the side guard plate 154, thereby improving the assembly efficiency of the motorcycle 100; at the same time, it is avoided to set too many connection points on the sub-frame 112, so that the assembly space of the sub-frame 112 can be increased by simplifying the structure of the connection points, which is beneficial to improving the space utilization of the sub-frame 112.

[0086] like Fig.10 and Fig.11 As shown, in this embodiment, the first connecting portion 1141 is provided with a fixing hole 1141a which passes through the first connecting portion 1141. The first connecting portion 1141 is connected to the main frame 111 after a fastener such as a bolt passes through the fixing hole 1141a, so that the main frame 111 and the sub-frame 112 are connected. A disassembly hole 1542 is provided on the front side of the side guard plate 154. The axis of the disassembly hole 1542 is substantially coincident with the axis of the fixing hole 1141a. Specifically, the diameter of the disassembly hole 1542 is larger than the diameter of the fixing hole 1141a. When the main frame 111 and the sub-frame 112 are repaired, the disassembly tool can pass through the disassembly hole 1542 and move toward the fixing hole 1141a to facilitate the disassembly of the fastener. Through the above arrangement, the main frame 111 and the sub-frame 112 can be disassembled and installed without disassembling the body cover 15, which is conducive to improving the assembly efficiency of the frame 11.

[0087] In addition, the body cover 15 also includes a fixing cover 1543, which is snapped into the disassembly hole 1542. The fixing cover 1543 can prevent rainwater, dust and other substances from contacting the frame 11, which is beneficial to protecting the frame 11. At the same time, the color of the fixing cover 1543 can be arbitrarily matched, which is also beneficial to improving the aesthetics of the motorcycle 100.

[0088] like Fig.12As shown, as an implementation, the motorcycle 100 further includes a transmission system 18, which is at least partially connected to the travel assembly 12 and the engine 131, and the power of the engine 131 is transmitted to the travel assembly 12 through the transmission system 18. The transmission system 18 includes a transmission chain 181, and the body cover 15 further includes a mounting bracket plate 155 connected to the engine 131. Along the length direction of the motorcycle 100, the mounting bracket plate 155 is located between the engine 131 and the transmission chain 181, and the mounting bracket plate 155 is at least partially arranged around the front side of the transmission chain 181. Specifically, installing the bracket plate 155 can prevent the lubricating oil on the transmission chain 181 from splashing onto the engine 131, which is beneficial to protecting the cleanliness of the engine 131; and because the temperature of the engine 131 is relatively high during operation, if lubricating oil splashes onto the engine 131, it will cause a safety hazard; at the same time, when the transmission chain 181 is loose, installing the bracket plate 155 can also prevent the transmission chain 181 from directly contacting the housing of the engine 131, which is beneficial to protecting the engine 131 or the transmission chain 181, thereby increasing the service life of the engine 131 and the transmission chain 181.

[0089] like Fig.12 and Fig.13 As shown, in this embodiment, the mounting bracket plate 155 is provided with a clamping groove 1551, and the engine 131 includes a plurality of oil pipes 1312, and the oil pipes 1312 are clamped in the clamping groove 1551. Specifically, since a large number of oil pipes 1312 are arranged on the engine 131, in order to avoid mutual interference between the oil pipes 1312 and reduce the arrangement of the connection points on the engine 131, the oil pipes 1312 are integrated into the mounting bracket plate 155, which is conducive to improving the rationality of the layout of the engine 131. Through the above arrangement, the mounting bracket plate 155 can protect the oil pipes 1312, and the connection mode between the clamping groove 1551 and the oil pipe 1312 is easy to disassemble, which is also conducive to improving the connection stability of the oil pipe 1312 and improving the disassembly efficiency of the oil pipe 1312.

[0090] like Fig. 9 , Fig.14 and Fig.15 As shown, as an implementation, the motorcycle 100 further includes a brake system 19, which is used to brake the travel assembly 12. The brake system 19 includes a brake oil tank 191 storing brake oil, the brake oil tank 191 is connected to the body cover 15, and the subframe 112 is surrounded by a receiving space 107, and the brake oil tank 191 is at least partially located in the receiving space 107.

[0091] Specifically, the side guard plate 154 at least partially extends into the frame 11 to form an oil tank storage space 1544. The oil tank storage space 1544 is located in the accommodating space 107. The brake oil tank 191 is installed in the side guard plate 154 to avoid the brake oil tank 191 being placed outside, thereby achieving double-layer protection for the brake oil tank 191 and further increasing the service life of the brake oil tank 191.

[0092] Exemplarily, the brake oil tank 191 is at least partially located at the upper end of the connecting portion 114, and the brake oil tank 191 is arranged close to the connecting portion 114. When viewed along the height direction of the motorcycle 100, the brake oil tank 191 and the connecting portion 114 at least partially overlap. Through the above arrangement, the structure of the brake oil tank 191 and the connecting portion 114 can be made more compact, which is conducive to improving the structural compactness of the motorcycle 100.

[0093] Optionally, the body cover 15 further includes a cylinder cover plate 157, the side guard plate 154 has a storage opening 1545, the storage opening 1545 is communicated with the oil tank storage space 1544, the cylinder cover plate 157 is connected to the side guard plate 154, and the cylinder cover plate 157 is sealed on the storage opening 1545. Specifically, the cylinder cover plate 157 is used to protect the brake oil tank 191 and prevent rainwater or dust from entering the oil tank storage space 1544, which is conducive to extending the service life of the brake system 19, thereby improving the braking performance of the motorcycle 100.

[0094] Furthermore, the side guard plate 154 is provided with a plurality of cover plate clamping interfaces 1546 surrounding the storage opening 1545, and the oil cylinder cover plate 157 is provided with a cover plate clamping column 1571 corresponding to the cover plate clamping interface 1546, and the cover plate clamping column 1571 can be clamped in the cover plate clamping interface 1546. With the above arrangement, it is convenient to remove or install the oil cylinder cover plate 157 from the side guard plate 154.

[0095] The oil cylinder cover plate 157 is provided with a scale opening 1572 and a scale line 1573, the scale line 1573 is located at the front side or the rear side of the scale opening 1572, and when viewed along the width direction of the motorcycle 100, the scale opening 1572 at least partially overlaps with the brake oil tank 191, and the upper end surface of the brake oil in the brake oil tank 191 is substantially parallel to the scale line 1573. Specifically, the scale opening 1572 is used to observe the brake oil in the brake oil tank 191, and the scale line 1573 is used to display the capacity of the brake oil. When the upper surface of the brake oil is lower than the scale line 1573, the brake oil tank 191 should be filled with oil in time to avoid failure of the brake system 19, thereby facilitating the improvement of the working stability of the brake system 19.

[0096] As an implementation method, the braking system 19 also includes a brake master cylinder 192, a brake controller 193, a brake caliper 194 and a brake oil pipe 195. The brake oil tank 191 is connected to the brake master cylinder 192, the brake master cylinder 192 is connected to the brake controller 193, and the brake oil pipe 194 is respectively connected to the brake controller 193 and the brake caliper 195, so that the brake oil in the brake oil tank 191 is transported to the brake oil pipe 195 through the brake master cylinder 192 and the brake controller 193, and then transported from the brake oil pipe 195 to the brake caliper 194, thereby realizing the braking function of the braking system 19.

[0097] Furthermore, the brake master cylinder 192 is connected to the frame 11, and when viewed along the height direction of the motorcycle 100, the brake master cylinder 192 and the brake oil tank 191 at least partially overlap, thereby making the structure of the brake master cylinder 192 and the brake oil tank 191 more compact.

[0098] Specifically, the brake controller 193 is connected to the frame 11 , and when viewed along the length direction of the motorcycle 100 , the brake controller 193 at least partially overlaps with the brake oil tank 191 , which is beneficial to improving the structural compactness of the brake master cylinder 192 , the brake oil tank 191 and the brake controller 193 .

[0099] As an implementation, the main frame 111 includes a support frame 1115 extending substantially along the height direction of the motorcycle 100. Specifically, when viewed along the width direction of the motorcycle 100, the brake oil tank 191, the brake master cylinder 192, and the brake controller 193 are arranged around the support frame 1115. More specifically, along the length direction of the motorcycle 100, the brake oil tank 191 and the brake master cylinder 192 are located at the rear side of the support frame 1115, and the brake controller 193 is located at the front side of the support frame 1115. Through the above arrangement, the structure of the brake oil tank 191, the brake master cylinder 192, the brake controller 193, and the support frame 1115 can be made more compact, thereby facilitating the improvement of the compactness of the structure of the motorcycle 100. It should be noted that the positions of the brake oil tank 191, the brake master cylinder 192, and the brake controller 193 relative to the support frame 1115 can be adjusted to make the structure of the motorcycle 100 more compact.

[0100] In this embodiment, the brake master cylinder 192 and the brake controller 193 are both connected to the support frame 1115 .

[0101] like Fig.14As shown, as an implementation mode, a pipeline through hole 1547 is further provided at one end of the side guard plate 154 away from the storage opening 1545, and the pipeline through hole 1547 is communicated with the oil tank storage space 1544, one end of the brake oil pipe 195 is communicated with the brake oil tank 191, and the other end of the brake oil pipe 195 is communicated with the brake master cylinder 192 after passing through the pipeline through hole 1547. Specifically, the brake oil pipe 195 is arranged inside the motorcycle 100, so as to achieve the protection of the brake oil pipe 195, wherein the pipeline through hole 1547 facilitates the connection between the brake oil pipe 195 and the brake oil tank 191, thereby facilitating the rationality of the layout of the brake system 19.

[0102] In this embodiment, one end of the brake oil pipe 195 away from the brake oil tank 191 is connected to the brake master cylinder 192, and the brake oil pipe 195 basically extends along the height direction of the motorcycle 100, so as to facilitate the brake oil in the brake oil tank 191 to flow into the brake master cylinder 192, which is beneficial to improve the working efficiency of the brake oil tank 191 and the brake master cylinder 192.

[0103] For example, along the length direction of the motorcycle 100, the rear side of the brake oil tank 191 is further provided with an oil tank fixing portion 1911, and the side guard plate 154 further includes an oil cylinder fixing portion 1548 corresponding to the oil tank fixing portion 1911 (see Figure 8 ), the oil cylinder fixing part 1548 is located in the oil tank storage space 1544, and the oil tank fixing part 1911 is detachably connected to the oil cylinder fixing part 1548 by a fastener. Through the above arrangement, the connection strength between the brake oil tank 191 and the side guard plate 154 can be improved, thereby improving the working stability of the brake system 19.

[0104] like Fig.16 and Fig.17 As shown, as an implementation, the motorcycle 100 further includes a suspension assembly 16, the suspension assembly 16 is connected to the frame 11, the running assembly 12 is connected to the frame 11 through the suspension assembly 16, and the brake system 19 is at least partially connected to the suspension assembly 16. Specifically, the body cover 15 includes a front fender 156, the suspension assembly 16 includes a front suspension 161 connected to the frame 11, and the front fender 156 is connected to the front suspension 161. Among them, the brake oil pipe 195 is connected to the front fender 156, and the brake caliper 194 is at least partially connected to the front suspension 161. Through the above arrangement, the brake oil pipe 195 is arranged above the front fender 156, which can avoid the interference between the brake oil pipe 195 and the running assembly 12, thereby facilitating the protection of the brake oil pipe 195; at the same time, the brake oil pipe 195 is stably connected to the front fender 156, thereby facilitating the improvement of the stability of the brake oil pipe 195.

[0105] Furthermore, the brake caliper 194 includes a left caliper 1941 and a right caliper 1942 distributed along the width direction of the motorcycle 100, the left caliper 1941 is connected to the left side of the front suspension 161, the right caliper 1942 is connected to the right side of the front suspension 161, and the left caliper 1941 and the right caliper 1942 are connected through the brake oil pipe 195. Through the above configuration, a double caliper is provided on the front suspension 161, and the brake oil pipe 195 can connect the left caliper 1941 and the right caliper 1942 at the same time, so that the brake oil in the brake oil pipe 195 is simultaneously transported to the left caliper 1941 and the right caliper 1942, so that the left caliper 1941 and the right caliper 1942 work synchronously, thereby improving the braking effect of the motorcycle 100. In addition, the above embodiment can avoid the brake oil pipe 195 being connected to the left caliper 1941 and the right caliper 1942 respectively, so as to reduce the length of the brake oil pipe 195 and avoid the brake oil pipe 195 occupying a large space, which is beneficial to improve the space utilization of the motorcycle 100.

[0106] Exemplarily, the brake oil pipe 195 includes a first oil pipe 1951 and a second oil pipe 1952 , wherein the first oil pipe 1951 is connected to the left caliper 1941 or the right caliper 1942 , and the second oil pipe 1952 is connected to the left caliper 1941 and the right caliper 1942 .

[0107] Specifically, a caliper connecting portion 1943 is provided on both the left caliper 1941 and the right caliper 1942 , one end of the first oil pipe 1951 is connected to one of the caliper connecting portions 1943 , and both ends of the second oil pipe 1952 are connected to the two caliper connecting portions 1943 , respectively.

[0108] More specifically, one end of the first oil pipe 1951 away from the caliper communication portion 1943 is connected to the brake controller 193. Through the above arrangement, brake oil is stored in the brake controller 193, and the brake oil is transmitted to the caliper communication portion 1943 through the first oil pipe 1951, and the brake oil in the caliper connection portion 114 is then transmitted to the left caliper 1941 or the right caliper 1942 through the second oil pipe 1952, thereby achieving the braking of the brake caliper 194. It should be noted that when the first oil pipe 1951 is connected to the left caliper 1941, the brake oil is transmitted to the right caliper 1942 through the second oil pipe 1952, and when the first oil pipe 1951 is connected to the right caliper 1942, the brake oil is transmitted to the left caliper 1941 through the second oil pipe 1952.

[0109] Furthermore, at least a portion of the upper surface of the front fender 156 extends upward to form an oil pipe fixing portion 1561, and the oil pipe fixing portion 1561 is provided with an oil pipe clamp 1562, and the oil pipe clamp 1562 is connected to the oil pipe fixing portion 1561 by a fastener, and the brake oil pipe 195 is at least partially clamped in the oil pipe clamp 1562. Through the above arrangement, the brake oil pipe 195 and the front fender 156 are convenient to disassemble and assemble, thereby improving the assembly efficiency of the brake oil pipe 195 and the front fender 156. In addition, the oil pipe fixing portion 1561 can prevent the brake oil pipe 195 from being damaged due to scratches, thereby improving the safety performance of the motorcycle 100.

[0110] Exemplarily, the longitudinal plane 104 passes through the oil pipe fixing portion 1561 and bisects the oil pipe fixing portion 1561, so that the oil pipe fixing portion 1561 is basically located in the middle position of the front fender 156 along the width direction of the motorcycle 100, and the oil pipe fixing portion 1561 is arranged close to the front part of the front fender 156 to facilitate the disassembly and assembly of the oil pipe fixing portion 1561, and it is also beneficial to the installation of the brake oil pipe 195.

[0111] As an implementation method, the first oil pipe 1951 further includes an extension pipe section 1951a, and the front suspension 161 further includes a lower connecting plate 1611. When viewed along the front-rear direction of the motorcycle 100, the extension pipe section 1951a is located between the lower connecting plate 1611 and the front fender 156. When the front suspension 161 is stretched to a maximum length, the length of the extension pipe section 1951a is greater than or equal to the distance between the oil pipe fixing portion 1561 and the lower connecting plate 1611. Among them, the front suspension 161 has a telescopic function so that the front suspension 161 can be stretched to a maximum length. Through the above arrangement, it is possible to avoid the extension pipe section 1951a interfering with the telescopic movement of the front suspension 161, thereby enabling the front suspension 161 and the extension pipe section 1951a to work stably, thereby facilitating the improvement of the working stability of the motorcycle 100. Specifically, a connecting plate clamping portion 1612 is provided on the lower connecting plate 1611, and the upper end of the extension pipe section 1951a is connected to the connecting plate clamping portion 1612. The distance between the oil pipe fixing portion 1561 and the lower connecting plate 1611 refers to the length between the connecting plate clamping portion 1612 and the oil pipe fixing portion 1561 .

[0112] Exemplarily, the lower connecting plate 1611, the front fender 156 and the longitudinal plane 104 form a left space 1613 and a right space 1614 distributed along the width direction of the motorcycle 100, and the extension pipe section 1951a is located in the left space 1613 or the right space 1614. The above arrangement can limit the extension pipe section 1951a to the left space 1613 or the right space 1614, thereby preventing the extension pipe section 1951a from interfering with the operation of the front suspension 161.

[0113] It should be noted that when the front suspension 161 is in a stationary state, the extension tube section 1951a extends substantially along a curve. Further, when the front suspension 161 is in an extended state, the extension tube section 1951a extends substantially along a straight line, and when the front suspension 161 is in a compressed state, the extension tube section 1951a extends substantially along a curve.

[0114] As an implementation method, an oil pipe guide portion 1615 is further provided at the upper end of the lower connecting plate 1611, the oil pipe guide portion 1615 is connected to the lower connecting plate 1611, and the brake oil pipe 195 is clamped in the oil pipe guide portion 1615. Specifically, the oil pipe guide portion 1615 includes a guide hole 1615a extending along the height direction of the motorcycle 100, the guide hole 1615a is located at the rear side of the lower connecting plate 1611, and the brake oil pipe 195 is clamped in the guide hole 1615a, so that the brake oil pipe 195 extends to the rear of the motorcycle 100, thereby facilitating the assembly of the brake oil pipe 195.

[0115] like Fig.18 and Fig.19 As shown, as an implementation, the motorcycle 100 further includes a fuel tank 22 and a switch system 23, both of which are connected to the frame 11. Specifically, the fuel tank 22 is used to store fuel and deliver the fuel to the engine 131. The switch system 23 is used to start the motorcycle 100.

[0116] In this embodiment, the oil storage tank 22 includes an oil tank bottom plate 221, a surrounding plate 222 and an oil tank front plate 223. The front portion of the surrounding plate 222 is provided with a surrounding hole (not shown in the figure). The oil tank front plate 223 covers the surrounding hole and is connected to the surrounding plate 222. The lower portion of the surrounding plate 222 and the lower portion of the oil tank front plate 223 are both connected to the oil tank bottom plate 221. The oil tank front plate 223 is at least partially recessed backward to form a switch storage space 2231. The switch system 23 is at least partially located in the switch storage space 2231.

[0117] Among them, since the layout space of the oil tank 22 is limited and the switch system 23 needs to be arranged close to the oil tank 22, the oil tank front plate 223 is adjusted so that the switch system 23 is arranged in the switch storage space 2231, so that the switch system 23 and the oil tank 22 are compact in structure, which is beneficial to improve the space utilization of the motorcycle 100, while avoiding reducing the volume of the oil tank 22, and then when the switch system 23 and the oil tank 22 are compact in structure, the volume of the oil tank 22 is increased, thereby improving the endurance of the motorcycle 100.

[0118] Furthermore, the surrounding plate 222 includes a left tank plate 2221 and a right tank plate 2222, which are connected to each other. The left tank plate 2221 and the right tank plate 2222 are distributed along the width direction of the motorcycle 100 and are respectively connected to both sides of the tank bottom plate 221.

[0119] As an implementation method, the upper main beam 1111 is located at the lower end of the oil storage tank 22, and the oil tank bottom plate 221 is connected to the upper main beam 1111, so that the upper main beam 1111 is used to support the oil storage tank 22 to improve the stability of the oil storage tank 22.

[0120] The volume of the fuel tank 22 is greater than or equal to 14L and less than or equal to 16L. Further, the volume of the fuel tank 22 is greater than or equal to 14.5L and less than or equal to 15.5L. Further, the volume of the fuel tank 22 is 15L. Through the above configuration, it is possible to avoid the fuel tank 22 occupying a large space due to the excessive volume of the fuel tank 22, thereby facilitating the improvement of the space utilization of the motorcycle 100; it is also possible to avoid the fuel tank 22 being insufficient due to the excessive volume of the fuel tank 22, thereby facilitating the improvement of the endurance of the motorcycle 100.

[0121] Exemplarily, the ratio of the volume of the oil tank 22 to the maximum width W1 of the upper main beam 1111 along the width direction of the motorcycle 100 is greater than or equal to 39 L / m and less than or equal to 46 L / m. Specifically, the ratio of the volume of the oil tank 22 to the maximum width W1 of the upper main beam 1111 along the width direction of the motorcycle 100 is greater than or equal to 41 L / m and less than or equal to 44 L / m. More specifically, the ratio of the volume of the oil tank 22 to the maximum width W1 of the upper main beam 1111 along the width direction of the motorcycle 100 is 42.3 L / m. Through the above arrangement, it is possible to avoid the upper main beam 1111 being unable to stably support the oil tank 22 due to the excessive ratio of the volume of the oil tank 22 to the maximum width W1 of the upper main beam 1111, thereby facilitating the improvement of the connection strength between the upper main beam 1111 and the oil tank 22; it is also possible to avoid the oil tank 22 being too small due to the excessive ratio of the volume of the oil tank 22 to the maximum width W1 of the upper main beam 1111, thereby facilitating the improvement of the oil storage capacity of the oil tank 22. In addition, through the above arrangement, a larger oil tank 22 can be arranged on the upper main beam 1111 with a smaller maximum width W1, thereby increasing the volume of the oil tank 22 while satisfying the compact structure of the motorcycle 100, thereby improving the endurance of the motorcycle 100.

[0122] As an implementation method, a plastic connecting portion 2223 is provided on the left plate 2221 and the right plate 2222 of the fuel tank, and the body cover 15 is connected to the plastic connecting portion 2223, so that the body cover 15 can be connected to the fuel tank 22 through the plastic connecting portion 2223, so that the body cover 15 is at least partially arranged around the fuel tank 22, which is beneficial to protecting the fuel tank 22.

[0123] As an implementation method, the frame 11 includes a fuel tank clamping plate 1116 located at the front part of the frame 11, the fuel tank clamping plate 1116 is connected to the upper main beam frame 1111, the fuel tank clamping plate 1116 is provided with a fuel tank clamping hole 1116a, and the front side of the fuel tank bottom plate 221 is provided with a fuel tank clamping column 2211 corresponding to the fuel tank clamping hole 1116a, and the fuel tank clamping column 2211 is clamped in the fuel tank clamping hole 1116a.

[0124] Furthermore, the vehicle frame 11 further includes an integrated fixing plate 1121, which is located in the middle of the vehicle frame 11. A fuel tank connection portion 2212 is provided at the rear side of the fuel tank 22, and the fuel tank connection portion 2212 is connected to the integrated fixing plate 1121. Through the above arrangement, the connection method between the fuel tank 22 and the vehicle frame 11 is simplified, which is conducive to improving the assembly efficiency of the fuel tank 22 and the vehicle frame 11.

[0125] It should be noted that the left plate 2221 of the fuel tank is located at the upper end of the left main beam 1111a, and the right plate 2222 of the fuel tank is located at the upper end of the right main beam 1111b, thereby facilitating the connection between the left plate 2221 of the fuel tank and the left main beam 1111a, and facilitating the connection between the right plate 2222 of the fuel tank and the right main beam 1111b.

[0126] It should be understood that those skilled in the art can make improvements or changes based on the above description, and all these improvements and changes should fall within the scope of protection of the claims attached to this application.

Claims

1. A motorcycle, comprising: Frame; A traveling assembly, wherein the traveling assembly is at least partially located below the frame; a body panel at least partially connected to the vehicle frame; a brake system at least partially connected to the body panel; It is characterized in that The brake system includes a brake oil tank, the vehicle body covering includes a side guard plate connected to the vehicle frame, the side guard plate at least partially extends into the vehicle frame to form an oil tank storage space, and the brake oil tank is installed in the oil tank storage space.

2. The motorcycle according to claim 1, characterized in that: The vehicle body covering also includes a cylinder cover plate, the side guard plate is provided with a storage opening, the oil tank storage space is communicated with the storage opening, the cylinder cover plate is connected to the side guard plate, and the cylinder cover plate is sealed on the storage opening.

3. The motorcycle according to claim 2, characterized in that: The cylinder cover plate is provided with a scale opening and scale lines, wherein the scale lines are located in front of or behind the scale opening, and when viewed along the width direction of the motorcycle, the scale opening at least partially overlaps with the brake oil tank, and the upper end surface of the brake oil in the brake oil tank is substantially parallel to the scale lines.

4. The motorcycle according to claim 2, characterized in that: The side guard plate is provided with a plurality of cover plate clamping interfaces surrounding the storage opening, and the cylinder cover plate is provided with cover plate clamping posts corresponding to the cover plate clamping interfaces, and the cover plate clamping posts can be clamped in the cover plate clamping interfaces.

5. The motorcycle according to claim 2, characterized in that: The brake system further comprises a brake master cylinder communicated with the brake oil tank, the brake master cylinder is connected to the frame, and when viewed along the height direction of the motorcycle, the brake master cylinder and the brake oil tank at least partially overlap.

6. The motorcycle according to claim 5, characterized in that: The frame includes a main frame, and the main frame includes a support frame extending basically along the height direction of the motorcycle. Along the length direction of the motorcycle, the brake oil tank and the brake master cylinder are located on the rear side of the support frame. The brake system includes a brake controller, which is connected to the brake master cylinder and is located on the front side of the support frame.

7. The motorcycle according to claim 6, characterized in that: The side guard plate is also provided with a pipeline through hole at one end away from the storage opening, and the pipeline through hole is connected to the oil tank storage space; the braking system also includes a brake oil pipe, one end of which is connected to the brake oil tank, and the other end of the brake oil pipe is connected to the brake master cylinder after passing through the pipeline through hole.

8. The motorcycle according to claim 7, characterized in that: One end of the brake oil pipe away from the brake oil tank is connected to the brake master cylinder, and the brake oil pipe basically extends along the height direction of the motorcycle.

9. The motorcycle according to claim 1, characterized in that: The vehicle frame further comprises a sub-frame, wherein the sub-frame is surrounded by a receiving space, and the brake oil tank is at least partially located in the receiving space.

10. The motorcycle according to claim 1, characterized in that: Along the length direction of the motorcycle, a tank fixing portion is also provided on the rear side of the brake tank, and the side guard plate also includes a cylinder fixing portion corresponding to the tank fixing portion, and the cylinder fixing portion is located in the tank storage space, and the tank fixing portion is detachably connected to the tank fixing portion by fasteners.

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