Motorcycle

Abstract

The utility model discloses a motorcycle which comprises a frame, a suspension assembly, a walking assembly, a power system and a front gear assembly, the front gear assembly comprises a front windshield and a front windshield support, and the front windshield is connected to the front portion of the frame through the front windshield support. The front windshield assembly further comprises a frame connecting piece, a front windshield connecting rod and a front windshield adjusting handle, the frame connecting piece is fixedly connected with the frame, and the front windshield support can move in the height direction of the motorcycle through the frame connecting piece; the front windshield support is provided with a front windshield connecting rod, the front windshield connecting rod penetrates through the frame connecting piece and is rotationally connected with the frame connecting piece, the front windshield support is further provided with a rotating matching part, the rotating matching part is meshed with the front windshield connecting rod and can move in the height direction of the motorcycle relative to the front windshield connecting rod, and the frame connecting piece is provided with a front windshield fixing pin which abuts against the rotating matching part. Through the arrangement, the adjusting difficulty of the front windshield is reduced.

Description

Technical Field

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

[0002] A motorcycle is a two-wheeled or three-wheeled vehicle driven by a gasoline engine or an electric motor and steered by a handlebar to control the front wheel. It is light, flexible and fast, and is widely used for patrol, passenger and cargo transportation, etc., and is also used as a sports equipment.

[0003] In the prior art, when adjusting the height of the front windshield, it is necessary to loosen the control handle on the left side first, then loosen the control handle on the right side, and then adjust the height of the front windshield by moving the front windshield, and then tighten the control handles on both sides to fix the front windshield. As a result, the process of adjusting the height of the front windshield is relatively cumbersome, and the user experience is poor. Summary of the Utility Model

[0004] In order to solve the deficiencies of the prior art, the purpose of the utility model is to provide a motorcycle with relatively simple height adjustment of the front windshield.

[0005] To achieve the above purpose, the present application adopts the following technical solutions:

[0006] A motorcycle, which includes: a frame, a suspension assembly, a running assembly, a power system and a front windshield assembly. The suspension assembly is connected to the frame, the running assembly is connected to the frame through the suspension assembly, at least part of the power system is arranged on the frame, the power system provides power to drive the running assembly, and the front windshield assembly includes a front windshield and a front windshield bracket. The front windshield is connected to the front part of the frame through the front windshield bracket.

[0007] Further, the front windshield assembly further includes a frame connecting piece, a front windshield connecting rod and a front windshield adjusting handle fixedly connected to the front windshield connecting rod. The frame connecting piece is located behind the front windshield bracket and is fixedly connected to the frame. The front windshield bracket can move along the height direction of the motorcycle through the frame connecting piece; the front windshield connecting rod penetrates through the frame connecting piece along the width direction of the motorcycle, and the front windshield connecting rod is rotatably connected to the frame connecting piece. A rotating mating part is further arranged on the front windshield bracket, and the rotating mating part meshes with the front windshield connecting rod and can move relative to the front windshield connecting rod along the height direction of the motorcycle. A front windshield fixing pin is arranged on the frame connecting piece, and the front windshield fixing pin abuts against the rotating mating part.

[0008] Further, at least two locking points are arranged on the side of the rotating mating part facing the front windshield connecting rod. The front windshield fixing pin is fitted into any one of the locking points and abuts against the rotating mating part along the length direction of the motorcycle.

[0009] Further, the locking points are arranged along the extending direction of the rotating mating part, and the distance between any two adjacent locking points remains basically the same.

[0010] Furthermore, the front windshield fixing pin includes an outer housing, a front windshield return spring, and a spherical fixing portion. The outer housing surrounds to form a cavity. The spherical fixing portion is at least partially disposed in the cavity. The spherical fixing portion also at least partially abuts against the locking point. The front windshield return spring is disposed in the cavity. The front windshield return spring abuts against the spherical fixing portion and applies a pressure to the spherical fixing portion along the axial direction of the front windshield fixing pin.

[0011] Furthermore, a sliding groove extending along the height direction of the motorcycle is provided on the front windshield bracket, and a sliding column extending along the width direction of the motorcycle is fixed on the frame connecting member. The sliding column at least partially penetrates through the sliding groove and is in clearance fit with the sliding groove.

[0012] Furthermore, the number of the sliding grooves is set to be greater than or equal to two, and the sliding grooves are respectively located on the left and right sides of the rotational mating portion.

[0013] Furthermore, when observed from the width direction of the motorcycle, the sliding column includes a first sliding column and a second sliding column distributed along the height direction of the motorcycle. The interval between the first sliding column and the second sliding column distributed along the height direction of the motorcycle is less than or equal to the length of the rotational mating portion extending along the height direction of the motorcycle, so as to limit the maximum displacement amount of the rotational mating portion in the height direction of the motorcycle.

[0014] Furthermore, the front windshield connecting rod includes a front windshield shaft and a shaft sleeve. The left and right ends of the front windshield shaft are fixedly connected to the front windshield adjusting handle. The shaft sleeve is sleeved on the front windshield shaft and is in spline connection with the front windshield shaft. A gear meshing with the rotational mating portion is provided on the shaft sleeve.

[0015] Furthermore, the front windshield connecting rod further includes a gasket. The gasket is sleeved on the front windshield shaft, and the gasket is located between the shaft sleeve and the frame connecting member.

[0016] Furthermore, the front windshield connecting rod further includes a front windshield limiting spring. The front windshield limiting spring is sleeved on the front windshield shaft, and the two ends of the front windshield limiting spring respectively abut against the shaft sleeve and the gasket.

[0017] The front windshield assembly of the motorcycle is provided with a frame connecting member, a front windshield connecting rod, and a front windshield adjusting handle fixedly connected to the front windshield connecting rod. By rotating the front windshield adjusting handle, the height of the front windshield can be adjusted, thereby reducing the steps for the rider to adjust the front windshield and making the height adjustment of the front windshield relatively simple. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 is a schematic diagram of the overall structure of the motorcycle in the embodiment of the present application;

[0019] Figure 2 is a schematic diagram of the structure of the frame, the integrated frame, and the instrument assembly of the motorcycle in the embodiment of the present application;

[0020] Figure 3An exploded view of the body cover, integrated frame, front windshield and instrument assembly of the motorcycle in the present application mode;

[0021] Figure 4 A top view of the front windshield assembly of the motorcycle in the present application mode;

[0022] Figure 5 A right view of the front windshield assembly of the motorcycle in the present application mode;

[0023] Figure 6 A sectional view of the front windshield assembly of the motorcycle in the present application mode;

[0024] Figure 7 A structural schematic diagram of the instrument assembly of the motorcycle in the present application mode;

[0025] Figure 8 A structural schematic diagram of the protection plate of the motorcycle in the present application mode;

[0026] Figure 9 A structural schematic diagram of the motorcycle in the present application mode when the first instrument limiting part is located on the protection plate;

[0027] Figure 10 A structural schematic diagram of the motorcycle in the present application mode when the first instrument limiting part is located on the first instrument adjusting part;

[0028] Figure 11 A structural schematic diagram of the caliper mounting bracket of the motorcycle in the present application mode;

[0029] Figure 12 A structural schematic diagram of the oil pipe fixing part of the motorcycle in the present application mode. Detailed implementation mode

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

[0031] The present application provides a motorcycle 100 as shown in Figure 1 The motorcycle 100 includes a frame 11, a body cover 12, a suspension assembly 13, a running assembly 14 and a power system 15. The body cover 12 is at least partially disposed on the frame 11. The suspension assembly 13 is connected to the frame 11, and the running assembly 14 is connected to the frame 11 through the suspension assembly 13. The power system 15 is at least partially disposed on the frame 11, and the power system 15 is in transmission connection with the running assembly 14. The running assembly 14 includes a front wheel 141 disposed at the front end of the motorcycle 100 and a rear wheel 142 disposed at the rear end of the motorcycle 100. Specifically, the power system 15 is at least partially in transmission connection with the rear wheel 142. In order to clearly illustrate the technical solution of the application, the following is also defined as shown inFigure 1 Front, rear, left, right, top, and bottom as shown. In this application, the length direction of the motorcycle 100 refers to the aforementioned front-rear direction, the width direction of the motorcycle 100 refers to the aforementioned left-right direction, and the height direction of the motorcycle 100 refers to the aforementioned up-down direction.

[0032] As Figures 1 to 3 Shown, as an implementation, the motorcycle 100 further includes a front windshield assembly 27. The front windshield assembly 27 is at least partially connected to the frame 11. Among them, the frame 11 includes an integrated frame 118 located on the front side of the motorcycle 100. The motorcycle 100 further includes an electrical system 23. The electrical system 23 includes a charging structure 233 and an instrument assembly 234. The front windshield assembly 27 includes a front windshield 271. The charging structure 233, the instrument assembly 234, and the front windshield 271 are all detachably connected to the integrated frame 118. Specifically, the charging structure 233, the instrument assembly 234, and the front windshield 271 are respectively located at different positions on the integrated frame 118, and there is no interference between the charging structure 233, the instrument assembly 234, and the front windshield 271. Through the above settings, the charging structure 233, the instrument assembly 234, and the front windshield 271 can be separately removed from the integrated frame 118, thereby improving the assembly performance of the charging structure 233, the instrument assembly 234, the front windshield 271, and the integrated frame 118. At the same time, when observing along the length direction of the motorcycle 100, the charging structure 233, the instrument assembly 234, the front windshield 271, and the integrated frame 118 at least partially overlap, so that the structures of the charging structure 233, the instrument assembly 234, the front windshield 271, and the integrated frame 118 are more compact, and thus it is beneficial to improve the structural compactness of the charging structure 233, the instrument assembly 234, the front windshield 271, and the integrated frame 118.

[0033] As an implementation, a reference plane 102 perpendicular to the height direction of the motorcycle 100 is defined. The projection of the integrated frame 118 on the reference plane 102 along the height direction of the motorcycle 100 is set as the first projection plane, and the projections of the charging structure 233, the instrument assembly 234, the front windshield 271, and the integrated frame 118 on the reference plane 102 along the height direction of the motorcycle 100 are set as the second projection plane. The ratio of the first projection plane to the second projection plane is set to be greater than or equal to 0.7 and less than or equal to 0.9. Specifically, the ratio of the first projection plane to the second projection plane is set to be greater than or equal to 0.75 and less than or equal to 0.85. More specifically, the ratio of the first projection plane to the second projection plane is set to 0.8. Through the above settings, it is possible to avoid the volume of the integrated frame 118 being too large due to the ratio of the first projection plane to the second projection plane being too large, so as to prevent the integrated frame 118 from occupying a large space, which is conducive to improving the space utilization rate of the motorcycle 100; and it is also possible to avoid the volume of the charging structure 233, the instrument assembly 234, or the front windshield 271 being too large due to the ratio of the first projection plane to the second projection plane being too small, so as to prevent interference between the charging structure 233, the instrument assembly 234, and the front windshield 271, which is conducive to improving the assembly performance of the motorcycle 100.

[0034] As an implementation, the vehicle frame 11 includes a front vehicle frame 119. The integrated frame 118 includes a support plate 1181, and the support plate 1181 is detachably connected to the front vehicle frame 119. The charging structure 233, the instrument assembly 234, and the front windshield 271 are all connected to the front vehicle frame 119 through the support plate 1181. Specifically, the front vehicle frame 119 is located below the support plate 1181, and the front vehicle frame 119 and the support plate 1181 are fixedly connected through fasteners. The support plate 1181 serves as the main support frame of the integrated frame 118 and is used to support structures such as the charging structure 233, the instrument assembly 234, and the front windshield 271. When structures such as the charging structure 233, the instrument assembly 234, and the front windshield 271 need to be installed or repaired, the support plate 1181 can be directly detached from the front vehicle frame 119. Through the above settings, the connection structure between the integrated frame 118 and the front vehicle frame 119 is simplified, which is conducive to improving the assembly performance of the front vehicle frame 119 and the integrated frame 118.

[0035] As an implementation, the integrated frame 118 further includes a windshield bracket 1182 detachably connected to the front side of the bracket plate 1181 and an adjustment shaft 1183 passing through the windshield bracket 1182. The windshield bracket 1182 and the adjustment shaft 1183 also pass through the bracket plate 1181. The adjustment shaft 1183 is connected to the bracket plate 1181. The front windshield 271 is located on the front side of the windshield bracket 1182, and the front windshield 271 is detachably connected to the windshield bracket 1182. The windshield bracket 1182 can move on the adjustment shaft 1183 so that the front windshield 271 moves along with the windshield bracket 1182. Specifically, the front windshield 271 is detachably connected to the bracket plate 1181 through the windshield bracket 1182. The adjustment shaft 1183 and the windshield bracket 1182 are rotatably connected. The adjustment shaft 1183 can control the windshield bracket 1182 to move in the up and down direction of the motorcycle 100 so that the front windshield 271 can move up and down. Through the above settings, the height of the front windshield 271 can be adjusted according to the needs of the rider. When the motorcycle 100 is in a high-speed driving state, the height of the front windshield 271 can be reduced to reduce air resistance, which is beneficial to improving the driving speed of the motorcycle 100. When the motorcycle 100 is driving in the rain, the height of the front windshield 271 can be increased so that the front windshield 271 can block part of the rainwater and prevent the instrument assembly 234 from being damaged by the impact of the rainwater, which is beneficial to improving the service life of the instrument assembly 234. It should be noted that the windshield bracket 1182 is provided with an adjustment slot 1182a for the adjustment shaft 1183 to pass through, and at least part of the adjustment rack 1182b extending in the height direction of the motorcycle 100 is arranged in the adjustment slot 1182a. A gear 1183a meshing with the adjustment rack 1182b is arranged on the adjustment shaft 1183. The adjustment shaft 1183 and the windshield bracket 1182 are connected through the adjustment rack 1182b and the gear 1183a, so that the rider can adjust the front windshield 271 according to actual needs.

[0036] As an implementation, the integrated frame 118 further includes an instrument bracket 1184. The instrument bracket 1184 is located on the rear side of the bracket plate 1181. The instrument bracket 1184 is detachably connected to the bracket plate 1181. The instrument assembly 234 is located on the rear side of the instrument bracket 1184, and the instrument assembly 234 is connected to the instrument bracket 1184. Specifically, the instrument assembly 234 is detachably connected to the bracket plate 1181 through the instrument bracket 1184. When the instrument assembly 234 needs to be replaced, the instrument assembly 234 can be removed from the vehicle-mounted bracket, which can improve the assembly performance of the instrument assembly 234. In addition, the instrument assembly 234 is rotatably connected to the instrument bracket 1184, and the rider can adjust the angle of the instrument assembly 234 according to needs, which is beneficial to improving the adjustability of the instrument assembly 234. It can be understood that both the instrument bracket 1184 and the windshield bracket 1182 are connected to the front frame 119 through the bracket plate 1181.

[0037] As an implementation, the integrated bracket 118 further includes a damping assembly 1185. The damping assembly 1185 is located between the instrument bracket 1184 and the instrument assembly 234. The instrument assembly 234 is rotatably connected to the instrument bracket 1184 through the damping assembly 1185. Specifically, the damping assembly 1185 includes a damping mounting bracket 1185a, a damper 1185b, a damping mounting cover plate 1185c, and an instrument connecting plate 1185d. After the damping mounting cover plate 1185c and the damping mounting bracket 1185a are connected, a mounting groove 1185e is formed. The damper 1185b is located in the mounting groove 1185e. The damping mounting bracket 1185a is connected to the instrument bracket 1184. The instrument connecting plate 1185d is connected to the damping mounting bracket 1185a through the damper 1185b and the damping mounting cover plate 1185c, so that the instrument connecting plate 1185d can rotate relative to the instrument bracket 1184. Among them, the instrument assembly 234 is fixedly connected to the instrument connecting plate 1185d, so that the instrument assembly 234 is connected to the instrument bracket 1184. Specifically, the damping mounting bracket 1185a itself has a rotating function. One end of the damping mounting bracket 1185a is connected to the damper 1185b and the damping mounting cover plate 1185c, and the other end of the damping mounting bracket 1185a is connected to the instrument connecting plate 1185d, so that the instrument connecting plate 1185d can be rotatably connected to the damper 1185b and the damping mounting cover plate 1185c through the damping mounting bracket 1185a. Further, the instrument assembly 234 is fixedly connected to the instrument connecting plate 1185d, so that the instrument assembly 234 is rotatably connected to the instrument bracket 1184. Through the above settings, the instrument assembly 234 can rotate forward or backward with the width direction of the motorcycle 100 as the axis, so that the rider can adjust according to his own needs, which is beneficial to improving the driving experience of the motorcycle 100.

[0038] As an implementation, the body covering 12 further includes a protection plate 128. The protection plate 128 is provided with mounting holes 1283, and at least a part of the charging structure 233 is located within the mounting holes 1283 so that the charging structure 233 is connected to the protection plate 128. The protection plate 128 includes a left protection plate 1281 and a right protection plate 1282. The left protection plate 1281 is located on the left side of the integrated frame 118 and is connected to the integrated frame 118. The right protection plate 1282 is located on the right side of the integrated frame 118 and is connected to the integrated frame 118. The left protection plate 1281 and the right protection plate 1282 are also both connected to the windshield bracket 1182. Specifically, the charging structure 233 can provide power for external electrical appliances so that the motorcycle 100 has a charging function. Integrating the charging structure 233 into the front part of the motorcycle 100 can facilitate the driver to charge the external electrical appliances during driving without affecting the operation of the rider and passenger. Through the above settings, the functionality comprehensiveness of the motorcycle 100 can be improved, and the charging structure 233 and the integrated frame 118 are structurally compact, which is conducive to improving the structural compactness of the charging structure 233 and the integrated frame 118. It should be noted that the external electrical appliance can be an electrical appliance such as a mobile phone.

[0039] As an implementation, the body covering 12 further includes a lower protection plate 129. The lower protection plate 129 is provided with through holes 1291, and at least a part of the integrated frame 118 passes through the through holes 1291, and the protection plate 128 is snap-connected to the lower protection plate 129. Specifically, the front frame 119 is basically located below the lower protection plate 129, and the integrated frame 118 is basically located above the lower protection plate 129. At least a part of the front frame 119 passes through the through holes 1291 and is detachably connected to the integrated frame 118 in a manner of being fastened with fasteners. Through the above settings, the lower protection plate 129 can protect the lower side of the integrated frame 118, preventing particles such as sediment from entering the integrated frame 118 and affecting the use of the integrated frame 118, which is conducive to improving the service life of the integrated frame 118.

[0040] As an implementation, the electrical system 23 further includes a signal transmitter 2345. The signal transmitter 2345 is located within the integrated frame 118, fixedly connected to the integrated frame 118, and electrically connected to the instrument assembly 234. Specifically, the signal transmitter 2345 can provide signals for the instrument assembly 234 so that the instrument assembly 234 displays accurate information, which is conducive to the rider and passenger obtaining accurate information and improving the driving safety of the motorcycle 100. Through the above settings, the signal transmitter 2345 is arranged inside the integrated frame 118 so that the integrated frame 118 can protect the signal transmitter 2345. At the same time, the signal transmitter 2345 can be arranged close to the instrument assembly 234, thereby reducing the wire harness length between the signal transmitter 2345 and the instrument assembly 234, which is conducive to improving the structural compactness of the motorcycle 100.

[0041] As shown Figures 4 to 6 As an implementation manner, the front windshield assembly 27 includes a front windshield bracket 272. The front windshield 271 is located in front of the front windshield bracket 272, and the front windshield 271 is fixedly connected to the front windshield bracket 272. The front windshield 271 is connected to the vehicle frame 11 through the front windshield bracket 272. The front windshield bracket 272 is used to support the front windshield 271. At the same time, the front windshield bracket 272 can also drive the front windshield 271 to move, so as to realize the height adjustment of the front windshield 271.

[0042] Furthermore, the front windshield assembly 27 further includes a vehicle frame connecting member 273, a front windshield connecting rod 274 and two front windshield adjusting handles 275. The vehicle frame connecting member 273 is located behind the front windshield bracket 272, and the vehicle frame connecting member 273 is fixedly connected to the vehicle frame 11. The front windshield bracket 272 has a degree of freedom of movement in the height direction of the motorcycle 100 relative to the vehicle frame connecting member 273, so that the front windshield bracket 272 can move in the height direction of the motorcycle 100 through the vehicle frame connecting member 273. The front windshield connecting rod 274 is disposed through the vehicle frame connecting member 273 in the width direction of the motorcycle 100, and the front windshield connecting rod 274 is in clearance fit with the vehicle frame connecting member 273, so that the front windshield connecting rod 274 can rotate around its own axis relative to the vehicle frame connecting member 273. In addition, the front windshield connecting rod 274 can also be rotatably connected to the vehicle frame connecting member 273 through a rotating shaft 2343c. The front windshield adjusting handles 275 are respectively disposed at the left and right ends of the front windshield connecting rod 274, and the front windshield adjusting handles 275 are fixedly connected to the front windshield connecting rod 274. Thus, by manipulating the rotation of the front windshield adjusting handles 275, the front windshield connecting rod 274 can be driven to rotate. A rotation engaging portion 2721 is further disposed on the front windshield bracket 272. The rotation engaging portion 2721 extends substantially along the height direction of the motorcycle 100, and the rotation engaging portion 2721 is fixedly connected to the front windshield bracket 272, wherein the rotation engaging portion 2721 is a rack. In addition, the rotation engaging portion 2721 is also engaged with the front windshield connecting rod 274. Thus, during the rotation of the front windshield connecting rod 274, the front windshield connecting rod 274 can drive the front windshield bracket 272 to move in the height direction of the motorcycle 100 through the rotation engaging portion 2721, so as to drive the front windshield 271 to move in the height direction of the motorcycle 100, thereby realizing the height adjustment of the front windshield 271.

[0043] Further, a front windshield fixing pin 2731 is also provided on the frame connecting member 273. The front windshield fixing pin 2731 extends substantially along the length direction of the motorcycle 100, and the front windshield fixing pin 2731 is fixedly connected to the frame connecting member 273. The front windshield fixing pin 2731 abuts against the rotation fitting portion 2721 along the length direction of the motorcycle 100, thereby restricting the movement of the front windshield bracket 272. Compared with the prior art where the rider needs to operate two front windshield adjustment handles 275 to adjust the height of the front windshield 271, in the embodiment of the present application, the rider can move and fix the front windshield 271 by operating any one of the front windshield adjustment handles 275, thereby reducing the steps of the rider during the adjustment process, improving the use experience of the rider, and improving the human-machine interaction coordination.

[0044] As an implementation manner, a locking point 2721a recessed along the length direction of the motorcycle 100 is provided on the rotation fitting portion 2721, and the locking point 2721a abuts against the front windshield fixing pin 2731. It can be understood that during the process of fixing the front windshield 271, the abutment of the front windshield fixing pin 2731 against the recessed locking point 2721a can prevent the front windshield fixing pin 2731 from sliding on the rotation fitting portion 2721, thereby improving the stability of the front windshield 271 during fixation.

[0045] Further, the number of the locking points 2721a is set to at least two. The locking points 2721a are arranged on the rotation fitting portion 2721 along the extension direction of the rotation fitting portion 2721, and the distance between any two adjacent locking points 2721a remains substantially the same, so that the adjustment angle of the front windshield 271 is substantially the same during the process of the rider adjusting the front windshield 271.

[0046] As an implementation manner, the front windshield fixing pin 2731 includes an outer shell 2731a, a front windshield return spring 2731b, and a spherical fixing portion 2731c. The outer shell 2731a surrounds to form a cavity 2731d. The spherical fixing portion 2731c is at least partially disposed in the cavity 2731d. Along the length direction of the motorcycle 100, the spherical fixing portion 2731c also at least partially abuts against the locking point 2721a, thereby restricting the movement of the front windshield 271. The front windshield return spring 2731b is disposed in the cavity 2731d. The front windshield return spring 2731b abuts against the spherical fixing portion 2731c along the length direction of the motorcycle 100 and applies a pressure to the spherical fixing portion 2731c along the axial direction of the front windshield fixing pin 2731. Optionally, the spherical fixing portion 2731c can also be set in a shape such as a cylinder, which is not limited herein.

[0047] It should be noted that when the rider or driver operates the front windshield adjustment handle 275 to adjust the height of the front windshield 271, the spherical fixing part 2731c can disengage from the locking point 2721a and push the front windshield return spring 2731b to compress, thereby realizing the height adjustment of the front windshield 271. When the spherical fixing part 2731c abuts against the locking point 2721a, the front windshield return spring 2731b can apply a pressure to the spherical fixing part 2731c along the axial direction of the front windshield fixing pin 2731, thereby improving the connection strength between the spherical fixing part 2731c and the locking point 2721a, and thus improving the fixing strength of the front windshield 271.

[0048] As an implementation manner, a sliding groove 2722 extending along the height direction of the motorcycle 100 is provided on the front windshield bracket 272, and a sliding column 2732 extending along the width direction of the motorcycle 100 is provided on the frame connecting member 273. The sliding column 2732 is fixedly connected to the frame connecting member 273. The sliding column 2732 at least partially penetrates through the sliding groove 2722, and the sliding column 2732 and the sliding groove 2722 are in clearance fit, so that the sliding column 2732 can slide in the sliding groove 2722. Through the above settings, while enabling the front windshield bracket 272 to move relative to the frame connecting member 273, it can also prevent the front windshield bracket 272 from detaching from the frame connecting member 273, thereby improving the connection strength between the front windshield 271 and the frame 11.

[0049] Specifically, the number of the sliding grooves 2722 is set to be greater than or equal to two, and the sliding grooves 2722 are respectively located on the left and right sides of the rotation fitting part 2721, thereby improving the stability when the front windshield bracket 272 drives the front windshield 271 to move on the frame connecting member 273.

[0050] Further, when observed from the width direction of the motorcycle 100, the sliding column 2732 includes a first sliding column 2732a and a second sliding column 2732b distributed along the height direction of the motorcycle 100. The interval between the first sliding column 2732a and the second sliding column 2732b distributed along the height direction of the motorcycle 100 is less than or equal to the length of the rotation fitting part 2721 extending along the height direction of the motorcycle 100, so as to limit the maximum displacement amount of the rotation fitting part 2721 in the height direction of the motorcycle 100. Through the above settings, it can be avoided that the front windshield link 274 separates from the rotation fitting part 2721 during the height adjustment process of the front windshield 271, thereby improving the stability during the adjustment process of the front windshield 271.

[0051] As an implementation, the front windshield link 274 includes a front windshield shaft 2741, a bushing 2742, and a gasket 2743. The left and right ends of the front windshield shaft 2741 are fixedly connected to the front windshield adjustment handle 275, so that the front windshield shaft 2741 can transmit the rotational force between the front windshield adjustment handles 275 on both sides. The bushing 2742 is sleeved on the front windshield shaft 2741 and is splined to the front windshield shaft 2741, so that the front windshield shaft 2741 can drive the bushing 2742 to rotate. A gear 2744 that meshes with the rotation mating portion 2721 is provided on the bushing 2742. The gasket 2743 is sleeved on the front windshield shaft 2741, and the gasket 2743 is located between the bushing 2742 and the frame connecting member 273. Through the above arrangement, the rider can drive the rotation mating portion 2721 to move by manipulating any one of the front windshield adjustment handles 275, and further drive the front windshield 271 to move. In addition, by providing the gasket 2743 between the bushing 2742 and the frame connecting member 273, it is also possible to prevent debris such as stones from entering the gap between the front windshield shaft 2741 and the frame connecting member 273, thereby improving the stability of the front windshield shaft 2741 during rotation.

[0052] Further, the front windshield link 274 further includes a front windshield limit spring 2745. The front windshield limit spring 2745 is sleeved on the front windshield shaft 2741, and both ends of the front windshield limit spring 2745 abut against the bushing 2742 and the gasket 2743 respectively, so as to limit the movement of the bushing 2742 in the width direction of the motorcycle 100. Through the above arrangement, the movement of the gear 2744 on the bushing 2742 relative to the rotation mating portion 2721 in the width direction of the motorcycle 100 can be restricted, thereby improving the connection stability between the gear 2744 and the rotation mating portion 2721.

[0053] Such as Figures 7 to 10As shown, as an implementation, the instrument assembly 234 includes an instrument main body 2341, a first instrument adjusting member 2342, a second instrument adjusting member 2343, and a first instrument limiting portion 2344 provided on the first instrument adjusting member 2342 or the protection plate 128. The instrument main body 2341 is provided on the vehicle frame 11 and can rotate around the width direction of the motorcycle 100. The first instrument adjusting member 2342 is rotatably connected to the instrument main body 2341. The instrument main body 2341 includes a locked state and an unlocked state. When the second instrument adjusting member 2343 is connected to the first instrument limiting portion 2344, the instrument main body 2341 is in the locked state, and the second instrument adjusting member 2343 restricts the first instrument adjusting member 2342 from moving in the height direction of the motorcycle 100. When the second instrument adjusting member 2343 is separated from the first instrument limiting portion 2344, the instrument main body 234 is in the unlocked state, and the first instrument adjusting member 2342 can move in the height direction of the motorcycle 100. Compared with the prior art in which the angle of the instrument main body 2341 is fixed by a damping rubber block, the implementation of the present application fixes the angle of the instrument main body 2341 through a simple mechanical structure, thereby improving the stability when the instrument main body 2341 is fixed.

[0054] As an alternative implementation, the second instrument adjusting member 2343 is rotatably provided on the protection plate 128 and penetrates through the protection plate 128 in the width direction of the motorcycle 100. A second instrument limiting portion 2343a is provided on the second instrument adjusting member 2343. The first instrument limiting portion 2344 is provided on the protection plate 128. The number of the first instrument limiting portions 2344 is set to at least two, and the first instrument limiting portions 2344 are distributed circumferentially around the second instrument adjusting member 2343. The second instrument adjusting member 2343 is connected to any one of the first instrument limiting portions 2344 through the second instrument limiting portion 2343a to make the instrument main body 2341 in the locked state, wherein the second instrument limiting portion 2343a is set to penetrate through any one of the first instrument limiting portions 2344 to fix the angle of the instrument main body 2341. Through the above setting, the angle of the instrument main body 2341 can be adjusted by the second instrument limiting portion 2343a penetrating through different first instrument limiting portions 2344.

[0055] Specifically, the second instrument adjusting member 2343 further includes a rotation adjusting handle 2343b, a rotation shaft 2343c, and a rotation connection portion 2343d. The rotation connection portion 2343d is fixedly arranged on the rotation shaft 2343c and is rotatably connected to the first instrument adjusting member 2342. The rotation shaft 2343c passes through the protection plate 128, and the rotation shaft 2343c is fixedly connected to the adjusting handle, so as to drive the rotation connection portion 2343d to rotate synchronously with the adjusting handle. The second instrument limiting portion 2343a is fixedly arranged on the rotation adjusting handle 2343b, and the second instrument limiting portion 2343a passes through the first instrument limiting portion 2344 in the width direction of the motorcycle 100. Through the above arrangement, the rider can control the second instrument limiting portion 2343a to pass through any one of the first instrument limiting portions 2344 by operating the rotation adjusting handle 2343b to rotate, thereby changing the angle of the instrument main body 2341, and thus realizing the angle adjustment of the instrument main body 2341.

[0056] Furthermore, the second instrument adjusting member 2343 further includes a rotation return spring 2343e. The rotation return spring 2343e is sleeved on the rotation shaft 2343c, and one end of the rotation return spring 2343e abuts against the protection plate 128. A protrusion for the other end of the rotation return spring 2343e to abut against is further arranged on the end of the rotation shaft 2343c far from the rotation adjusting handle 2343b. Through the above arrangement, the rotation return spring 2343e can provide a force for moving the second instrument limiting portion 2343a towards the first instrument limiting portion 2344, thereby pushing the second instrument limiting portion 2343a to pass through the first instrument limiting portion 2344, or pushing the second instrument limiting portion 2343a to be fitted into the first instrument limiting portion 2344, and thus realizing the angle fixation of the instrument main body 2341.

[0057] Still further, the second instrument adjusting member 2343 further includes a gasket 2343f sleeved on the rotation shaft 2343c. The gasket 2343f is located between the rotation return spring 2343e and the protection plate 128. Since the rotation shaft 2343c can drive the rotation return spring 2343e to rotate relative to the protection plate 128 when the rotation adjusting handle 2343b is operated to rotate, by arranging the gasket 2343f between the rotation return spring 2343e and the protection plate 128, the friction between the rotation return spring 2343e and the protection plate 128 can be reduced, thereby reducing the operation force of the rider and improving the use experience of the rider.

[0058] As an alternative implementation, the first instrument limiting part 2344 is arranged on the first instrument adjusting part 2342. The second instrument adjusting part 2343 is movably arranged on the protection plate 128 and passes through the first instrument limiting part 2344 to lock the instrument main body 2341. Compared with the prior art in which the angle of the instrument main body 2341 is fixed by a damping rubber block, the implementation mode of the present application fixes the angle of the instrument main body 2341 through a simple mechanical structure, thereby improving the stability when the instrument main body 2341 is fixed.

[0059] Specifically, the number of the first instrument limiting parts 2344 is set to at least two, and the first instrument limiting parts 2344 are arranged along the extending direction of the first instrument adjusting part 2342. The second instrument adjusting part 2343 passes through any one of the first instrument limiting parts 2344 to lock the instrument main body 2341. Optionally, the second instrument adjusting part 2343 can also be set to be fitted into any one of the first instrument limiting parts 2344 to fix the angle of the instrument main body 2341. Through the above setting, the angle of the instrument main body 2341 can be adjusted by the second instrument adjusting part 2343 passing through different first instrument limiting parts 2344.

[0060] Furthermore, the second instrument adjusting part 2343 includes a control handle 2343g, a limiting shaft 2343h fixedly connected to the control handle 2343g, and an angle limiting spring 2343j. The limiting shaft 2343h passes through the first instrument limiting part 2344 along the length direction of the motorcycle 100. One end of the angle limiting spring 2343j abuts against the protection plate 128. A protrusion for the one end of the angle limiting spring 2343j to abut against is arranged at the end of the limiting shaft 2343h away from the control handle 2343g, so that the angle limiting spring 2343j can provide a force for moving the second instrument adjusting part 2343 towards the first instrument limiting part 2344. Through the above setting, the rider can adjust the angle of the instrument main body 2341 by controlling the separation of the control handle 2343g from the first instrument limiting part 2344. In addition, when the rider controls the cooperation of the control handle 2343g with any one of the first instrument limiting parts 2344, the angle limiting spring 2343j can push the second instrument adjusting part 2343 towards the first instrument limiting part 2344, so that the second instrument adjusting part 2343 can pass through any one of the first instrument limiting parts 2344, or the second instrument adjusting part 2343 can be fitted into any one of the first instrument limiting parts 2344, thereby realizing the angle fixation of the instrument main body 2341.

[0061] As Figure 11As shown, as an implementation, the suspension assembly 13 includes a shock-absorbing outer tube 136 and a shock-absorbing connecting member 133 connected to the shock-absorbing outer tube 136. The traveling assembly 14 includes a front wheel 141 and a front wheel axle 143 located at the front of the motorcycle 100. The front wheel 141 is connected to the suspension assembly 13 through the front wheel axle 143. The motorcycle 100 further includes a braking system 19, and the braking system 19 includes a brake disc 193 and a brake caliper 194 disposed at least partially on the brake disc 193. The suspension assembly 13 further includes a caliper mounting bracket 134. The caliper mounting bracket 134 is installed on the left and right sides of the front wheel 141, and the caliper mounting bracket 134 clamps the shock-absorbing connecting member 133 in the width direction of the motorcycle 100. The brake caliper 194 is connected to the shock-absorbing connecting member 133 through the caliper mounting bracket 134. The caliper mounting bracket 134 is fixedly connected to the brake caliper 194 by means of a threaded connection.

[0062] It should be noted that in the prior art, the brake caliper 194 is usually directly connected to the shock-absorbing connecting member 133. Therefore, during the process of adjusting the front extension distance of the front wheel 141, since the relative positions of the shock-absorbing connecting member 133 and the brake disc 193 change, the contact area between the brake caliper 194 and the brake disc 193 is driven to change, resulting in an impact on the braking force of the front wheel 141, and further reducing the controllability of the motorcycle 100. In the implementation manner of the present application, by providing an independent caliper mounting bracket 134, the brake caliper 194 is connected to the shock-absorbing connecting member 133 through the caliper mounting bracket 134. Furthermore, during the process of adjusting the front extension distance of the front wheel 141, the contact area between the brake caliper 194 and the brake disc 193 will not change as the shock-absorbing connecting member 133 moves, thereby improving the controllability of the motorcycle 100.

[0063] Furthermore, the suspension assembly 13 further includes an eccentric bushing 135. The eccentric bushing 135 is disposed inside the shock-absorbing connecting member 133. The front wheel axle 143 passes through the caliper mounting bracket 134, the front wheel 141, and the eccentric bushing 135 in the width direction of the motorcycle 100. The caliper mounting bracket 134 is provided with a mounting bracket fixing hole 1341. The eccentric mounting hole (not shown in the figure) of the eccentric bushing 135 at least partially overlaps with the mounting bracket fixing hole 1341 in the width direction of the motorcycle 100. The front wheel axle 143 passes through the mounting bracket fixing hole 1341 and the eccentric mounting hole of the eccentric bushing 135. The eccentric bushing 135 is spline-connected to the shock-absorbing connecting member 133. By changing the eccentric position of the eccentric bushing 135, the front extension distance of the front wheel 141 can be adjusted, so that the motorcycle 100 can meet the control requirements of the rider in different environments, thereby improving the human-machine interaction coordination.

[0064] As an implementation, a first fixing portion 1342 extending in the width direction of the motorcycle 100 is provided on the caliper mounting bracket 134, and a second fixing portion 1351 cooperating with the first fixing portion 1342 is provided on the eccentric bushing 135. Both the first fixing portion 1342 and the second fixing portion 1351 are provided as through holes, and a fastener is passed through the first fixing portion 1342 and the second fixing portion 1351, thereby restricting the circumferential offset of the brake caliper 194 along the brake disc 193.

[0065] Optionally, the first fixing portion 1342 and the second fixing portion 1351 can also be respectively provided as a protruding portion and a groove that are fitted to each other, thereby restricting the circumferential offset of the brake caliper 194 along the brake disc 193.

[0066] It should be noted that since the motorcycle 100 often vibrates during driving, it is easy for the caliper mounting bracket 134 and the eccentric bushing 135 to become loose, resulting in the circumferential offset of the brake caliper 194 along the brake disc 193, thereby causing a change in the controllability of the motorcycle 100. Through the above settings, when the caliper mounting bracket 134 and the eccentric bushing 135 become loose, the brake caliper 194 can be prevented from circumferentially offsetting along the brake disc 193, thereby improving the use stability of the brake caliper 194.

[0067] As an implementation, the traveling assembly 14 further includes a wheel speed sensor 144, and the wheel speed sensor 144 is fixedly provided on the caliper mounting bracket 134. The traveling assembly 14 further includes a toothed ring 145 for detecting the rotational speed of the front wheel 141. The caliper mounting bracket 134 includes a sensor mounting portion 1343, and the sensor mounting portion 1343 at least partially extends in the direction of the toothed ring 145, and the wheel speed sensor 144 is provided on the sensor mounting portion 1343. Since the caliper mounting bracket 134 is located on both the left and right sides of the shock absorber connecting member 133, the caliper mounting bracket 134 is relatively far from the toothed ring 145 in the width direction of the motorcycle 100. By providing the sensor mounting portion 1343 extending in the direction of the toothed ring 145, the distance between the wheel speed sensor 144 and the toothed ring 145 is reduced, thereby improving the accuracy of the wheel speed sensor 144 when measuring the speed.

[0068] Optionally, a longitudinal plane 101 perpendicular to the width direction of the motorcycle 100 is defined, and the caliper mounting bracket 134 is symmetrically arranged with respect to the longitudinal plane 101, so as to facilitate the manufacture and assembly of the caliper mounting bracket 134, thereby reducing the assembly difficulty of the components on both the left and right sides of the front wheel 141.

[0069] As Figure 12As shown, as an implementation, the suspension assembly 13 includes a tubing fixture 137, and the tubing fixture 137 is at least partially disposed on the shock outer tube 136. The braking system 19 includes a brake tubing 195, and the brake tubing 195 is relatively fixed to the shock outer tube 136 through the tubing fixture 137. The shock outer tube 136 at least includes a first fixed tube section 1361 and a second fixed tube section 1362. The second fixed tube section 1362 is at least partially located below the first fixed tube section 1361. The tubing fixture 137 is disposed on the first fixed tube section 1361, and the diameter of the second fixed tube section 1362 is larger than that of the first fixed tube section 1361. Since the shock outer tube 136 needs to move up and down continuously during the running of the motorcycle 100, the tubing fixture 137 moves downward on the shock outer tube 136, which in turn causes the brake tubing 195 to move downward and interfere with the front wheel 141, thus affecting the safety of the brake tubing 195. Through the above arrangement, the downward movement of the tubing fixture 137 on the shock outer tube 136 can be restricted, thereby improving the safety of the brake tubing 195.

[0070] Specifically, when observing from the width direction of the motorcycle 100, the shock outer tube 136 has an arc-shaped outer tube wall, and the first fixed tube section 1361 is located at the apex position of the outer tube wall. Disposing the tubing fixture 137 at the apex position of the outer tube wall can prevent the tubing fixture 137 from moving up and down on the shock outer tube 136, thereby improving the connection stability between the tubing fixture 137 and the shock outer tube 136.

[0071] Optionally, a first fixing structure 1363 integrally formed with the shock outer tube 136 is sleeved on the shock outer tube 136 to limit the tubing fixture 137 in the axial direction of the shock outer tube 136. The area where the first fixing structure 1363 is located is the second fixed tube section 1362. The first fixing structure 1363 can be set as a protrusion extending along the radial direction of the shock outer tube 136. The tubing fixture 137 is located above the protrusion and abuts against the protrusion, thereby restricting the downward movement of the rack fixing portion on the shock outer tube 136, and thus improving the safety of the brake tubing 195.

[0072] Furthermore, a second fixing structure 1364 integrally formed with the shock outer tube 136 is sleeved on the shock outer tube 136. The first fixing structure 1363 and the second fixing structure 1364 are respectively arranged on the upper and lower sides of the first fixed tube section 1361 to clamp the tubing fixture 137. By respectively abutting against the first fixing structure 1363 and the second fixing structure 1364 on the upper and lower sides of the tubing fixture 137, the up and down movement of the tubing fixture 137 on the shock outer tube 136 is restricted.

[0073] As an implementation, the distance between the lowermost end of the oil pipe fixing member 137 and the lowermost end of the shock-absorbing outer tube 136 in the height direction of the motorcycle 100 is a first interval distance L1, and the distance between the lowermost end of the oil pipe fixing member 137 and the axle of the front wheel 141 in the height direction of the motorcycle 100 is a second interval distance L2. The ratio of the first interval distance L1 to the second interval distance L2 is greater than or equal to 0.4 and less than or equal to 0.6. Further, the ratio of the first interval distance L1 to the second interval distance L2 is greater than or equal to 0.45 and less than or equal to 0.65. More preferably, the ratio of the first interval distance L1 to the second interval distance L2 is equal to 0.5. If the ratio of the first interval distance L1 to the second interval distance L2 is too large, the distance between the oil pipe fixing member 137 and the axle of the front wheel 141 is relatively far, which in turn leads to a relatively long brake oil pipe 195 between the oil pipe fixing member 137 and the axle of the front wheel 141. When the shock-absorbing outer tube 136 moves downward, the brake oil pipe 195 will bend, and then the distance that the brake oil pipe 195 moves in the front-rear direction of the motorcycle 100 is relatively far, resulting in the brake oil pipe 195 being prone to interference with the vehicle frame, affecting the safety of the brake oil pipe 195. If the ratio of the first interval distance L1 to the second interval distance L2 is too small, when the shock-absorbing outer tube 136 moves downward, the bending angle of the brake oil pipe 195 is relatively large, resulting in a relatively low flow rate of the brake oil in the brake oil pipe 195, affecting the braking performance of the brake caliper. Through the above settings, while ensuring the braking performance of the brake caliper, it is also possible to avoid interference between the brake oil pipe 195 and the vehicle frame, improving the safety of the brake oil pipe 195.

[0074] As an alternative implementation, the first fixed pipe section 1361 is a groove provided along the circumferential direction of the shock-absorbing outer tube 136. The groove is recessed along the radial direction of the shock-absorbing outer tube 136, and at least part of the oil pipe fixing member 137 is disposed in the groove. The suspension assembly 13 further includes a shock-absorbing inner tube 138 passing through the shock-absorbing outer tube 136. The radial length of the groove is greater than or equal to the radial length of the shock-absorbing inner tube 138. Through the above settings, while restricting the movement of the oil pipe fixing member 137 on the shock-absorbing outer tube 136, it is also possible to avoid interference between the shock-absorbing outer tube 136 and the shock-absorbing inner tube 138 during movement, improving the use stability of the shock-absorbing outer tube 136.

[0075] As an alternative implementation, the second fixed pipe section 1362 of the shock-absorbing outer tube 136 has a rough outer surface, thereby restricting the movement of the oil pipe fixing member 137 on the shock-absorbing outer tube 136. By simply processing the second fixed pipe section 1362, the movement of the oil pipe fixing member 137 can be restricted, thereby reducing the processing difficulty of the shock-absorbing outer tube 136 and reducing the production cost of the shock-absorbing outer tube 136.

[0076] As an implementation, the length of the first fixed pipe section 1361 extending along the axial direction of the shock-absorbing outer pipe 136 is greater than or equal to the length of the oil pipe fixing member 137 extending along the axial direction of the shock-absorbing outer pipe 136. Since the oil pipe fixing member 137 needs to be sleeved on the first fixed pipe section 1361 of the shock-absorbing outer pipe 136 during installation, if the length of the first fixed pipe section 1361 extending along the axial direction of the shock-absorbing outer pipe 136 is small, it is difficult to fix the shock-absorbing outer pipe 136 to the first fixed pipe section 1361 during installation. Through the above settings, the assembly difficulty of the oil pipe fixing member 137 is reduced.

[0077] Furthermore, a mark 1365 for determining the installation position of the oil pipe fixing member 137 is provided at the intersection position of the first fixed pipe section 1361 and the second fixed pipe section 1362. Thus, during the assembly process of the oil pipe fixing member 137, the position of the first fixed pipe section 1361 on the shock-absorbing outer pipe 136 can be quickly determined, thereby improving the assembly efficiency of the oil pipe fixing member 137 and the shock-absorbing outer pipe 136.

[0078] It should be understood that for those of ordinary skill in the art, improvements or transformations can be made according to the above description, and all such improvements and transformations should fall within the protection scope of the appended claims of the present utility model.

Claims

1. A motorcycle, comprising: Frame; a suspension assembly connected to the vehicle frame; A traveling assembly, wherein the traveling assembly is connected to the vehicle frame via the suspension assembly; A power system, wherein the power system is at least partially disposed on the frame, and the power system provides power for driving the travel assembly; A front windshield assembly, the front windshield assembly comprising a front windshield and a front windshield bracket, the front windshield being connected to the front portion of the vehicle frame via the front windshield bracket; The front windshield assembly further comprises a frame connecting member, a front windshield connecting rod and a front windshield adjusting handle fixedly connected to the front windshield connecting rod, the frame connecting member is located behind the front windshield bracket, the frame connecting member is fixedly connected to the frame, and the front windshield bracket can move along the height direction of the motorcycle through the frame connecting member; The front block link is passed through the frame connecting member along the width direction of the motorcycle, and the front block link is rotatably connected to the frame connecting member. A rotatable fitting portion is also provided on the front windshield bracket, and the rotatable fitting portion is engaged with the front block link and can move relative to the front block link along the height direction of the motorcycle. A front block fixing pin is provided on the frame connecting member, and the front block fixing pin abuts against the rotatable fitting portion.

2. The motorcycle according to claim 1, characterized in that: At least two locking points are arranged on a side of the rotational matching portion facing the front stop link, and the front stop fixing pin is embedded in any of the locking points and abuts against the rotational matching portion along the length direction of the motorcycle.

3. The motorcycle according to claim 2, characterized in that: The locking points are arranged along the extension direction of the rotational matching portion, and the distance between any two adjacent locking points remains substantially consistent.

4. The motorcycle according to claim 2, characterized in that: The front gear fixing pin includes an outer shell, a front gear return spring and a spherical fixing portion, the outer shell is surrounded by a cavity, the spherical fixing portion is at least partially arranged in the cavity, the spherical fixing portion also at least partially abuts against the locking point, the front gear return spring is arranged in the cavity, the front gear return spring abuts against the spherical fixing portion and applies pressure to the spherical fixing portion extending along the axial direction of the front gear fixing pin.

5. The motorcycle according to claim 1, characterized in that: The front windshield bracket is provided with a sliding groove extending along the height direction of the motorcycle, and the frame connecting member is fixed with a sliding column extending along the width direction of the motorcycle. The sliding column at least partially penetrates the sliding groove and is gap-matched with the sliding groove.

6. The motorcycle according to claim 5, characterized in that: The number of the sliding grooves is set to be greater than or equal to two, and the sliding grooves are respectively located on the left and right sides of the rotational matching portion.

7. The motorcycle according to claim 5, characterized in that: When viewed from the width direction of the motorcycle, the sliding column includes a first sliding column and a second sliding column distributed along the height direction of the motorcycle, and the interval between the first sliding column and the second sliding column along the height direction of the motorcycle is less than or equal to the length of the rotating fitting part extending along the height direction of the motorcycle, so as to limit the maximum displacement of the rotating fitting part in the height direction of the motorcycle.

8. The motorcycle according to claim 1, characterized in that: The front gear connecting rod includes a front gear shaft and a sleeve. The left and right ends of the front gear shaft are fixedly connected to the front gear adjustment handle. The sleeve is sleeved on the front gear shaft and spline-connected with the front gear shaft. The sleeve is provided with a gear meshing with the rotating matching part.

9. The motorcycle according to claim 8, characterized in that: The front stopper connecting rod further comprises a gasket, which is sleeved on the front stopper shaft and located between the shaft sleeve and the vehicle frame connecting member.

10. The motorcycle according to claim 9, characterized in that: The front gear connecting rod further comprises a front gear limiting spring, which is sleeved on the front gear shaft, and two ends of the front gear limiting spring respectively abut against the shaft sleeve and the gasket.

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