Motorcycle

Abstract

A motorcycle (100), comprising a frame (11), a body cover panel (12), a locomotion assembly (14), and a power system (15). The frame comprises a main frame (111) and a sub-frame (112); the main frame comprises a head tube (1111), an upper main tube (1112) and a stanchion tube (1113); the sub-frame comprises an upper support (1121) and a lower support (1122); one end of the upper support is fixedly connected to one end of the lower support, and the other end of the upper support is fixedly connected to the upper main tube. A longitudinal plane (101) is defined; the projection of the central axis of the head tube along the width direction of the motorcycle on the longitudinal plane is defined as a first projection line (104); the projection of an upper connection point (1121a) along the width direction of the motorcycle on the longitudinal plane is defined as a first projection point; and the projection of a lower connection point (1122a) along the width direction of the motorcycle on the longitudinal plane is defined as a second projection point. The distance between the first projection point and the second projection point is defined as a first installation gap (L1); the vertical distance between the second projection point and the first projection line is defined as a second installation gap (L2); and the ratio of the first installation gap to the second installation gap is greater than or equal to 0.16 and is less than or equal to 0.24. According to the structure of the motorcycle, the connection strength between the sub-frame and the main frame is taken into account while ensuring a compact structure.

Description

motorcycle

[0001] Related applications

[0002] This application claims priority to the Chinese patent application filed on July 27, 2023, with application number 202310939338.2 and invention name “Motorcycle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0003] The present application relates to the field of motor vehicle technology, and in particular to a motorcycle. Background Art

[0004] Off-road motorcycles require a greater load capacity, so the frame is designed to be larger. Adding body panels to the frame increases the vehicle's overall ground clearance, making it difficult for shorter riders. The excessive height prevents their feet from fully supporting the ground, potentially causing the vehicle to tip over. Simply reducing the frame size to accommodate different riders would reduce the frame's load capacity, rendering the vehicle incapable of meeting off-road requirements.

[0005] Summary of the Invention

[0006] A motorcycle is provided in an embodiment of the present application to solve at least one problem existing in the background technology.

[0007] In the first aspect, a motorcycle is provided in this embodiment, which includes a frame, a body covering, a running assembly and a power system, the frame including a main frame and a sub-frame fixedly connected to the main frame; the body covering includes a seat cushion at least partially arranged on the main frame and the sub-frame; the running assembly is connected to the frame, and the running assembly includes a front wheel and a rear wheel; the power system is transmission-connected to the running assembly; the main frame includes a head tube, an upper main tube and a seat tube, the upper main tube is arranged between the head tube and the seat tube, one end of the upper main tube is fixedly connected to the head tube, and the other end of the upper main tube is fixedly connected to the seat tube; the sub-frame includes an upper bracket and a lower bracket distributed along the height direction, one end of the upper bracket is set to be fixedly connected to one end of the lower bracket, the other end of the upper bracket is fixedly connected to the upper main tube through an upper connection point, and the other end of the lower bracket is fixedly connected to the seat tube through a lower connection point; define a longitudinal plane perpendicular to the width direction of the motorcycle, and draw the central axis of the head tube along the motorcycle The projection of the width direction of the motorcycle on the longitudinal plane is defined as a first projection line, the projection of the upper connecting point along the width direction of the motorcycle on the longitudinal plane is defined as the first projection point, and the projection of the lower connecting point along the width direction of the motorcycle on the longitudinal plane is defined as the second projection point; the distance between the first projection point and the second projection point is defined as a first installation interval, the vertical distance between the second projection point and the first projection line is defined as a second installation interval, and the ratio between the first installation interval and the second installation interval is greater than or equal to 0.16 and less than or equal to 0.24; the seat cushion is at least partially arranged above the sub-frame and the main frame, and the seat cushion includes a recessed portion for the driver to sit on, the line between the axle center of the front wheel and the axle center of the rear wheel is defined as the wheel axis of the motorcycle, the distance between the lowest point of the recessed portion and the wheel axis is defined as the relative riding height of the motorcycle, and the ratio between the relative riding height and the length of the wheel axis is greater than or equal to 0.26 and less than or equal to 0.4.

[0008] In the second aspect, the present embodiment provides a motorcycle, which includes a frame, a body covering, a running assembly and a power system, the frame includes a main frame and a sub-frame, the main frame is fixedly connected to the sub-frame; the running assembly is connected to the frame, the running assembly includes a front wheel and a rear wheel; the power system is transmission-connected to the running assembly; the main frame includes a head tube, an upper main tube and a seat tube, the upper main tube is arranged between the head tube and the seat tube, one end of the upper main tube is fixedly connected to the head tube, and the other end of the upper main tube is fixedly connected to the seat tube; the sub-frame includes an upper bracket and a lower bracket distributed along the height direction, one end of the upper bracket is fixedly connected to one end of the lower bracket, the other end of the upper bracket is fixedly connected to the upper main tube through an upper connection point, and the lower bracket The other end of the frame is fixedly connected to the seat tube through a lower connection point; a longitudinal plane perpendicular to the width direction of the motorcycle is defined, the projection of the central axis of the head tube along the width direction of the motorcycle on the longitudinal plane is defined as a first projection line, the projection of the upper connection point along the width direction of the motorcycle on the longitudinal plane is defined as a first projection point, and the projection of the lower connection point along the width direction of the motorcycle on the longitudinal plane is defined as a second projection point; the distance between the first projection point and the second projection point is defined as a first installation interval, the vertical distance between the second projection point and the first projection line is defined as a second installation interval, and the ratio between the first installation interval and the second installation interval is greater than or equal to 0.16 and less than or equal to 0.24.

[0009] According to a third aspect, a motorcycle is provided in the present embodiment, which includes a frame, a body covering, a running assembly and a power system, wherein the frame includes a main frame and a sub-frame, and the main frame is fixedly connected to the sub-frame; the running assembly is connected to the frame, and the running assembly includes a front wheel and a rear wheel; the power system is transmission-connected to the running assembly; the main frame includes a head tube, an upper main tube and a seat tube, the upper main tube is arranged between the head tube and the seat tube, one end of the upper main tube is fixedly connected to the head tube, and the other end of the upper main tube is fixedly connected to the seat tube; the sub-frame includes an upper bracket and a lower bracket distributed along the height direction, one end of the upper bracket is set to be fixedly connected to one end of the lower bracket, the other end of the upper bracket is fixedly connected to the upper main tube through an upper connection point, and the other end of the lower bracket is fixedly connected to the seat tube through a lower connection point; a longitudinal plane perpendicular to the width direction of the motorcycle is defined, and the projection of the central axis of the head tube along the width direction of the motorcycle on the longitudinal plane is defined as a first projection line, and the upper connection point is defined along the width direction of the motorcycle The projection of the direction on the longitudinal plane is defined as the first projection point, and the projection of the lower connection point on the longitudinal plane along the width direction of the motorcycle is defined as the second projection point; the distance between the first projection point and the second projection point is defined as the first installation interval, and the vertical distance between the second projection point and the first projection line is defined as the second installation interval, and the ratio between the first installation interval and the second installation interval is greater than or equal to 0.16 and less than or equal to 0.24; the other end of the riser connected to the upper main pipe is also provided with a mounting assembly and a lower cross pipe, and the mounting assembly includes a first mounting part, a second mounting part, a third mounting part and a fourth mounting part along the width direction of the motorcycle; the lower cross pipe is arranged between the second mounting part and the third mounting part and is respectively fixedly connected to the second mounting part and the third mounting part, the first mounting part is fixedly connected to the second mounting part, the fourth mounting part and the third mounting part are fixedly connected, and the mounting assembly is fixedly connected to the riser through the second mounting part and the third mounting part respectively.

[0010] Compared with related technologies, the motorcycle provided in this embodiment can reduce the height of the entire vehicle while ensuring the stability of the frame structure, thereby meeting the human-computer interaction experience of drivers of different body shapes.

[0011] The details of one or more embodiments of the present application are set forth in the following drawings and description to make other features, objects, and advantages of the present application more readily apparent. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0013] FIG1 is a perspective schematic diagram of a motorcycle according to an embodiment of the present application;

[0014] FIG2 is a perspective schematic diagram of a motorcycle frame according to an embodiment of the present application;

[0015] FIG3 is a side view of a frame of a motorcycle according to an embodiment of the present application;

[0016] FIG4 is a top view of a frame of a motorcycle in an embodiment of the present application;

[0017] FIG5 is a schematic diagram of a mounting assembly for a motorcycle according to an embodiment of the present application;

[0018] FIG6 is a partial enlarged view of point A in FIG5 in an embodiment of the present application;

[0019] FIG7 is a schematic diagram of a first connection method of the mounting assembly of a motorcycle in an embodiment of the present application;

[0020] FIG8 is a second connection diagram of the mounting assembly of the motorcycle in an embodiment of the present application;

[0021] FIG9 is a schematic diagram showing the connection between the seat cushion and the frame of a motorcycle in an embodiment of the present application;

[0022] FIG10 is a side view of a portion of the structure of a motorcycle according to an embodiment of the present application;

[0023] FIG11 is a schematic diagram of the assembly of the fuel tank and the body covering of the motorcycle in an embodiment of the present application;

[0024] FIG12 is a schematic diagram of the front structure of a motorcycle according to an embodiment of the present application;

[0025] FIG13 is an exploded view of a rearview mirror assembly of a motorcycle according to an embodiment of the present application;

[0026] FIG14 is a cross-sectional view of a rearview mirror assembly of a motorcycle according to an embodiment of the present application;

[0027] FIG15 is a schematic diagram of a front guard assembly of a motorcycle in an embodiment of the present application;

[0028] FIG16 is a cross-sectional view of a front guard assembly of a motorcycle in an embodiment of the present application;

[0029] FIG17 is an exploded view of the claw structure of a motorcycle in an embodiment of the present application. DETAILED DESCRIPTION

[0030] The present invention will be described in detail below with reference to the specific embodiments shown in the accompanying drawings, but these embodiments do not limit the present invention. Structural, methodological, or functional changes made by ordinary technicians in this field based on these embodiments are all included in the scope of protection of the present invention.

[0031] In the description of this application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, features specified as "first" or "second" may explicitly or implicitly include at least one of such features.

[0032] The present application provides a motorcycle 100 as shown in Figure 1, including a frame 11, a body covering 12, a suspension assembly 13, a running assembly 14 and a power system 15. The body covering 12 is at least partially arranged 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 arranged on the frame 11, and the power system 15 is transmission-connected to the running assembly 14. The running assembly 14 includes a front wheel 141 arranged at the front end of the motorcycle 100 and a rear wheel 142 arranged at the rear end of the motorcycle 100. As an implementation method, the power system 15 is at least partially arranged to be transmission-connected to the rear wheel 142. The front side, rear side, left side, right side, upper side and lower side shown in Figure 1 are also defined as the front side, rear side, left side, right side, upper side and lower side of the motorcycle.

[0033] As shown in FIG2 , as one implementation, the vehicle frame 11 is configured as a substantially bilaterally symmetrical tubular structure, comprising a main frame 111, a subframe 112, and an additional frame 113. The main frame 111 is disposed in front of and fixedly connected to the subframe 112. The additional frame 113 is at least partially disposed on the underside of the main frame 111 and is detachably connected to the main frame 111.

[0034] As an implementation, the main frame 111 includes a head tube 1111, an upper main tube 1112, and a seat tube 1113. The head tube 1111 is at least partially connected to the suspension assembly 13. The upper main tube 1112 is disposed between the head tube 1111 and the seat tube 1113. One end of the upper main tube 1112 is fixedly connected to the head tube 1111, and the other end of the upper main tube 1112 is fixedly connected to the seat tube 1113. The upper main tube 1112 is configured to extend substantially from the head tube 1111 toward the rear and lower portion of the motorcycle 100, and the seat tube 1113 is configured to extend substantially along the height direction of the motorcycle 100. An upper cross tube 1114 is disposed between the upper main tube 1112 and the seat tube 1113, and the upper cross tube 1114 is configured to extend along the width direction. The upper main tube 1112, the upper cross tube 1114, and the seat tube 1113 are fixedly connected, and the methods of fixing the three include, but are not limited to, welding and integral molding.

[0035] As shown in Figures 1 and 2, as an implementation method, the main frame 111 includes a reference seat inner plate 1115 fixedly connected to the seat tube 1113. The main frame 111 also includes a central transverse tube 1116 at least partially disposed between a pair of left and right reference seat inner plates 1115, and the central transverse tube 1116 is configured to extend substantially along the width direction. The suspension assembly 13 also includes a rear fork 131, one end of the rear fork 131 is configured to be rotatably connected to the central transverse tube 1116, and the other end of the rear fork 131 is configured to be rotatably connected to the rear wheel 142. By providing the reference seat inner plate 1115, the structural strength of the seat tube 1113 is strengthened, the influence of the torque generated by the vibration of the rear wheel 142 on the main frame 111 is reduced, and the deformation of the seat tube 1113 caused by the torque applied by the rear fork 131 is prevented.

[0036] As shown in Figures 1 and 3 , as an implementation, the subframe 112 includes an upper bracket 1121 and a lower bracket 1122, which are arranged substantially along the height direction. The brackets define a longitudinal plane 101 perpendicular to the width direction of the motorcycle 100, and the motorcycle 100 is substantially bilaterally symmetrical with respect to the longitudinal plane 101. A first straight line 102 and a second straight line 103 are also defined. The projection of the upper main pipe 1112 onto the longitudinal plane 101 along the width direction of the motorcycle 100 is configured to extend substantially along the first straight line 102, and the projection of the upper bracket 1121 onto the longitudinal plane 101 along the width direction of the motorcycle 100 is configured to extend substantially along the second straight line 103. As an alternative embodiment, the angle α between the first straight line 102 and the second straight line 103 can be set to be greater than or equal to 100° and less than or equal to 150°. As an implementation, the angle α between the first straight line 102 and the second straight line 103 can be set to be greater than or equal to 112° and less than or equal to 138°. As an implementation, the angle α between the first straight line 102 and the second straight line 103 can be set to be 125°. The body panel 12 also includes a seat cushion 121. This arrangement allows for a certain difference between the highest point of the motorcycle 100 and the lowest point of the seat cushion 121, allowing the height of the seat cushion 121 to be lowered without lowering the overall height of the motorcycle 100. If the angle α is too large, while the highest point of the motorcycle 100 remains unchanged, the difference between the highest point of the motorcycle 100 and the lowest point of the seat cushion 121 becomes small, making it difficult for the rider to support the motorcycle 100 when parked. If the angle α is too small, while the rider can better support the motorcycle 100, it also reduces riding comfort.

[0037] In summary, by setting the angle α between the upper main pipe 1112 and the upper bracket 1121, the driving needs of drivers of different heights for travel motorcycles are met while ensuring the driver's comfort when riding the motorcycle 100. Since approximately 60% of the driving scenarios of the motorcycle 100 proposed in this application are off-road, in such riding scenarios, the driver needs to adjust the riding posture to ensure that the vehicle can better pass the driving scenario, that is, the driver needs to switch back and forth between standing and sitting riding. The above setting is more conducive to the driver's changing riding posture during riding.

[0038] As shown in Figure 3, one end of upper bracket 1121 is fixedly connected to upper main tube 1112 via upper connection point 1121a, and the other end of upper bracket 1121 is fixedly connected to lower bracket 1122. Lower bracket 1122, on the other hand, is fixedly connected to upper bracket 1121 at one end, and fixedly connected to seat tube 1113 at the other end via lower connection point 1122a. The projection of the axis of head tube 1111 along the width direction onto longitudinal plane 101 is defined as first projection line 104. The projection of upper connection point 1121a along the width direction onto longitudinal plane 101 is defined as a first projection point, and the projection of lower connection point 1122a along the width direction onto longitudinal plane 101 is defined as a second projection point. As an alternative embodiment, upper connection point 1121a and lower connection point 1122a may be configured as through holes, and upper bracket 1121 and lower bracket 1122 may be fixedly connected to upper main tube 1112 and seat tube 1113, respectively, via bolts. As an implementation method, when the upper connection point 1121a and the lower connection point 1122a are set as circular through holes, the first projection point and the second projection point are respectively defined as the projection of the through hole axis or the circle center along the width direction on the longitudinal plane 101; when the upper connection point 1121a and the lower connection point 1122a are set as other irregularly shaped connection methods, the first projection point and the second projection point are respectively defined as the projection of the center of gravity of the connection point or the intersection between the axis of the subframe 112 and the axis of the upper main pipe 1112 along the width direction on the longitudinal plane 101.

[0039] As shown in Figure 3, the distance between the first projection point and the second projection point is defined as the first mounting spacing L1 of the subframe 112, and the distance between the second projection point and the first projection line 104 is defined as the second mounting spacing L2 of the subframe 112. As an alternative embodiment, the ratio between the first mounting spacing L1 and the second mounting spacing L2 is set to be greater than or equal to 0.16 and less than or equal to 0.24. As an implementation, the ratio between the first mounting spacing L1 and the second mounting spacing L2 can also be set to be greater than or equal to 0.18 and less than or equal to 0.22. As an implementation, the ratio between the first mounting spacing L1 and the second mounting spacing L2 is set to be equal to 0.2. If the ratio between the first mounting spacing L1 and the second mounting spacing L2 is too large, the connection between the lower bracket 1122 and the seat tube 1113 will be offset downward from the motorcycle 100. This will affect the placement of the rear fork 131 and / or the rear wheel 142 within the already compact space of the motorcycle 100. Furthermore, since approximately 60% of the driving scenarios for the motorcycle 100 proposed in this application are off-road, the vibration amplitude of the motorcycle 100 is greater than that of a road motorcycle. Therefore, the subframe 112 needs to bear greater pressure in the height direction to avoid damage to the subframe 112. If the ratio between the first installation distance L1 and the second installation distance L2 is too small, the height distance between the connection between the upper bracket 1121 and the main frame 111 and the connection between the lower bracket 1122 and the main frame 111 will be smaller, and the connection strength between the subframe 112 and the main frame 111 cannot be guaranteed.

[0040] The above arrangement ensures the compactness of the structure of the motorcycle 100 while also taking into account the connection strength between the sub-frame 112 and the main frame 111 , thereby improving the off-road performance and safety of the motorcycle 100 during driving.

[0041] As shown in Figure 4 , as an implementation, a straddling portion 1121b is provided on the side of the upper bracket 1121 proximal to the main frame 111, which is tapered toward the longitudinal plane 101. The width between the two upper connection points 1121a of the upper bracket 1121 and the upper main tube 1112 is defined as a first width L3. As an implementation, the upper bracket 1121 and the upper main tube 1112 are arranged in surface contact. In this application, the first width L3 is specifically defined as the distance between the two contact surfaces between the upper bracket 1121 and the upper main tube 1112. The width of the straddling portion 1121b in the width direction is defined as a second width L4. As an implementation, the second width L4 is defined as the shortest distance along the width of the upper bracket 1121. As an alternative, the ratio of the second width L4 to the first width L3 can be set to be greater than or equal to 0.7 and less than or equal to 1. As an implementation, the ratio of the second width L4 to the first width L3 can also be set to be greater than or equal to 0.75 and less than or equal to 0.95. As an implementation, the ratio of the second width L4 to the first width L3 is limited to 0.85. It should be noted that if the ratio of the second width L4 to the first width L3 is too large, the width of the straddling portion 1121b will increase. Especially on motorcycles 100 with greater body height, the seat cushion 121 or subframe 112 will interfere with the rider's legs in the width direction, hindering the rider's ability to support the motorcycle 100 when the vehicle is stationary. When the rider is standing, the straddling portion 1121b, which is narrower in the width direction, lessens the impact on the rider's legs, improving rider comfort. In addition, since the width of the seat cushion 121 in the width direction is substantially consistent with the width of the subframe 112 in the width direction, thereby ensuring that the subframe 112 provides sufficient support for the seat cushion 121, if the ratio of the second width L4 to the first width L3 is too small, the width of the straddling portion 1121b will be reduced, thereby reducing the contact area between the seat cushion 121 and the driver, and thus failing to meet the riding comfort requirements of the driver.

[0042] It can be understood that the above settings can ensure the driver's riding comfort while meeting different driving scenarios of the driver.

[0043] As shown in Figure 3, the subframe 112 also includes a reinforcing rod 1123, which is disposed between the upper bracket 1121 and the lower bracket 1122 and is symmetrically distributed on the left and right sides of the subframe 112 with respect to the longitudinal plane 101. One end of the reinforcing rod 1123 is fixedly connected to the straddling portion 1121b of the upper bracket 1121, and the other end of the reinforcing rod 1123 is fixedly connected to the lower bracket 1122. This ensures that the structural strength remains high even after the straddling portion 1121b of the upper bracket 1121 is tightened toward one side of the longitudinal plane 101. In one implementation, the reinforcing rod 1123 is configured as a hollow tubular structure, and its width is reduced by extrusion. Optionally, the extruded reinforcing rod 1123 has a substantially rectangular or elliptical cross-section perpendicular to its height. It should be noted that since the motorcycle 100 also includes a battery 105 that is at least partially arranged on the subframe 112, the aforementioned riding portion 1121b is tightened in the width direction. In order to avoid interference between the battery 105 and the subframe 112, the above-mentioned arrangement squeezes the reinforcing rods 1123 to allow more arrangement space between the reinforcing rods 1123 on the left and right sides to accommodate the battery 105 of the motorcycle 100, thereby improving the compactness of the motorcycle 100.

[0044] To enhance the aesthetics of the motorcycle 100 and prevent exposure of the tubular body of the frame 11, the body cover 12 is at least partially positioned between the upper bracket 1121 and the lower bracket 1122. As can be seen from the foregoing, the motorcycle 100 proposed in this application enables the rider to support the vehicle when stationary. Furthermore, to ensure rider comfort while standing, the body cover 12 between the upper bracket 1121 and the lower bracket 1122 is also at least partially positioned inside the reinforcing bar 1123. This prevents the body cover 12 from interfering with the rider's legs. As an implementation, when viewed from the height of the motorcycle 100, the upper bracket 1121, the lower bracket 1122, and the body cover 12 are arranged to at least partially overlap.

[0045] As shown in FIG5 , as an implementation, the vehicle frame 11 further includes a mounting assembly 114 disposed at the lower portion of the main frame 111. The mounting assembly 114 is arranged sequentially from left to right and is defined as a first mounting member 1141, a second mounting member 1142, a third mounting member 1143, and a fourth mounting member 1144. The first mounting member 1141 and the second mounting member 1142 are fixedly connected, the third mounting member 1143 and the fourth mounting member 1144 are fixedly connected, and the second mounting member 1142 and the third mounting member 1143 are fixedly connected via a lower cross tube 1145 extending in the width direction.

[0046] As shown in Figure 6, both the second mounting member 1142 and the third mounting member 1143 are fixedly connected to the riser 1113. Preferably, the second mounting member 1142 and the riser 1113 are connected by welding, and the third mounting member 1143 and the riser 1113 are also connected by welding. The end of the second mounting member 1142, which is closest to the riser 1113, is provided with a positioning portion 1146 that extends into the riser 1113. The outer contour of the positioning portion 1146 is configured to substantially coincide with the inner contour of the riser 1113, allowing the positioning portion 1146 of the second mounting member 1142 to be embedded within the riser 1113. By welding around the outer edge of the connection between the riser 1113 and the second mounting member 1142, errors during the welding process are reduced. Furthermore, by providing the positioning portion 1146 embedded in the riser 1113, the strength of the connection between the second mounting member 1142 and the riser 1113 is enhanced. Since the connection method between the third mounting member 1143 and the vertical pipe 1113 is basically the same as the connection method between the second mounting member 1142 and the vertical pipe 1113, that is, the third mounting member 1143 is also provided with a positioning portion 1146 that can be embedded in the vertical pipe 1113, it is not repeated here.

[0047] As shown in FIG7 , as an implementation method, the second mounting member 1142 and the third mounting member 1143 are forgings that are substantially bilaterally symmetrical about the longitudinal plane 101. The second mounting member 1142 and the third mounting member 1143 are both provided with a lower cross tube mounting portion 1147; wherein the lower cross tube mounting portion 1147 can be configured as a through hole or a recessed structure. The two ends of the lower cross tube 1145 are respectively disposed within the lower cross tube mounting portions 1147 of the second mounting member 1142 and the third mounting member 1143. The maximum spacing between the second mounting member 1142 and the third mounting member 1143 along the width direction is defined as the mounting spacing L6. The length L5 of the lower cross tube 1145 extending along the width direction is configured to be less than the mounting spacing L6. The two ends of the lower cross tube 1145 are respectively welded to the second mounting member 1142 and the third mounting member 1143.

[0048] As an implementation, the first mounting member 1141 is at least partially embedded in the lower cross tube mounting portion 1147 of the second mounting member 1142 and welded to the second mounting member 1142. The fourth mounting member 1144 is at least partially embedded in the lower cross tube mounting portion 1147 of the third mounting member 1143 and welded to the third mounting member 1143.

[0049] The above arrangement can satisfy the positioning of the first mounting member 1141 and the fourth mounting member 1144 in the width direction, so that the error when the first mounting member 1141 and the fourth mounting member 1144 are connected is smaller, thereby improving the stability of the motorcycle 100 and reducing the difficulty in the assembly process.

[0050] This application also provides another assembly method for mounting assembly 114, as shown in Figure 8 . Both second mounting member 1142 and third mounting member 1143 are provided with a lower cross tube mounting portion 1147, wherein lower cross tube mounting portion 1147 is configured as a through hole. The ends of lower cross tube 1145 pass through lower cross tube mounting portions 1147 of second mounting member 1142 and third mounting member 1143, respectively. The widthwise length L7 of lower cross tube 1145 is configured to be greater than mounting spacing L6. Lower cross tube 1145 is welded to second mounting member 1142 and third mounting member 1143, respectively.

[0051] As an implementation method, the first mounting member 1141 can be sleeved over one end of the lower cross tube 1145, and the first mounting member 1141 is fixedly connected to the second mounting member 1142 by means of circumferential welding at the connection between the first mounting member 1141 and the second mounting member 1142. The fourth mounting member 1144 can be sleeved over the other end of the lower cross tube 1145, and the fourth mounting member 1144 is fixedly connected to the third mounting member 1143 by means of circumferential welding at the connection between the fourth mounting member 1144 and the third mounting member 1143.

[0052] The above arrangement can satisfy the positioning of the first mounting member 1141 and the fourth mounting member 1144 in the width direction, so that the error when the first mounting member 1141 and the fourth mounting member 1144 are connected is smaller, thereby improving the stability of the motorcycle 100 and reducing the difficulty in the assembly process.

[0053] As shown in Figures 5 and 6 , as one implementation, the second mounting member 1142 and the third mounting member 1143 are each provided with an engine mounting portion 1148, a shock absorber mounting portion 1149, and a center support mounting portion 1151. As one implementation, the engine mounting portion 1148 is at least partially disposed within the accommodation space formed by the main frame 111 and the additional frame 113. The power system 15 includes an engine (not shown) for driving the travel assembly 14, which is fixedly connected to the main frame 111 via the engine mounting portion 1148.

[0054] As an implementation, a shock absorber mounting portion 1149 is disposed rearward of the lower cross tube mounting portion 1147. The suspension assembly 13 further includes a shock absorber assembly 132, which is configured to connect to the shock absorber assembly 132 of the motorcycle 100. In addition to being connected to the shock absorber mounting portion 1149, the shock absorber assembly 132 is also rotationally connected to the upper cross tube 1114 and the rear fork 131. Because the shock absorber mounting portion 1149 is disposed between the center support mounting portion 1151 and the lower cross tube 1145, the distance between the shock absorber mounting portion 1149 and the lower cross tube 1145 is shortened, thereby reducing the torque between the shock absorber assembly 132 and the main frame 111 during operation. The second and third mounting members 1142 and 1143 are able to withstand greater compressive forces and are less likely to deform under the pressure of the shock absorber assembly 132. This extends the service life of the second and third mounting members 1142 and 1143.

[0055] In one implementation, a center support mounting portion 1151 is disposed below and rearward of the shock absorber mounting portion 1149. The vehicle frame 11 includes a center support 116 for supporting the motorcycle 100. The center support 116 is connected to the main frame 111 via the center support mounting portion 1151. The center support 116 is at least partially disposed within the center support mounting portion 1151 and is rotatable about the axis of the center support mounting portion 1151. This prevents interference between the center support 116 and the shock absorber assembly 132 during rotation.

[0056] It should be noted that the engine mounting portion 1148 , the shock absorber mounting portion 1149 and the center support mounting portion 1151 can all be configured as through holes to facilitate connection of the engine, the center support 116 and the shock absorber assembly 132 to the mounting assembly 114 .

[0057] As shown in FIG6 , when the motorcycle 100 is placed on the ground with the center support 116, to prevent the elastic force of the spring connected to the center support 116 from forcing the center support 116 back to its original position, a center support stopper 1152 is provided on the second mounting member 1142 or the third mounting member 1143. The center support stopper 1152 protrudes outward from the motorcycle 100. When the motorcycle 100 is placed on the ground with the center support 116, at least a portion of the center support 116 abuts against the center support stopper 1152.

[0058] In summary, the engine mounting portion 1148, the lower cross tube mounting portion 1147, the shock absorber mounting portion 1149, and the center brace mounting portion 1151 are integrated on the second mounting member 1142 and the third mounting member 1143, respectively. This reduces the number of welding steps required to secure the center brace 116, the shock absorber assembly 132, and the engine. Fewer welding steps can reduce the cumulative tolerances of the center brace 116, the shock absorber assembly 132, and the engine during assembly, thereby improving the stability of the motorcycle 100.

[0059] As shown in FIG9 , as an implementation method, the motorcycle 100 further includes a fuel assembly 16, which includes a fuel tank 161 connected to the engine. The fuel tank 161 is at least partially disposed on the main frame 111 and is fixedly connected to the main frame 111. The front portion of the seat cushion 121 extends toward the upper front of the motorcycle 100, and the front portion of the seat cushion 121 at least partially covers the surface of the fuel tank 161. Through the above arrangement, the contact area between the seat cushion 121 and the fuel tank 211 is increased, thereby reducing the pressure exerted by the seat cushion 121 on the fuel tank 161, avoiding mutual compression between the seat cushion 121 and the fuel tank 161, and further reducing the wear between the seat cushion 121 and the fuel tank 161, thereby extending the service life of the seat cushion 121.

[0060] A reference plane 106 perpendicular to the height direction of the motorcycle 100 is defined, as shown in Figure 10. As an implementation, the projection of the fuel tank 161 along the height direction onto the reference plane 106 is defined as the fuel tank projection surface, and the projection of the seat cushion 121 along the height direction onto the reference plane 106 is defined as the seat cushion projection surface. It will be understood that the fuel tank projection surface and the seat cushion projection surface at least partially overlap, and the size of the overlapping portion is defined as a first area S1. The area of ​​the fuel tank projection surface is defined as a second area S2. As an optional implementation, the ratio of the first area S1 to the second area S2 is defined as greater than or equal to 0.12 and less than or equal to 0.18. As an implementation, the ratio of the first area S1 to the second area S2 is defined as greater than or equal to 0.13 and less than or equal to 0.17. As an implementation, the ratio of the first area S1 to the second area S2 is defined as equal to 0.15. It should be noted that the provision of a seat cushion 121 extending forward and upward and covering the fuel tank 161 effectively reduces wear between the seat cushion 121 and the fuel tank 161. However, if the ratio between the first area S1 and the second area S2 is too large, this can actually increase the cost of the seat cushion 121. Furthermore, since the outer shell of the fuel tank 161 is typically made of metal, which has high thermal conductivity, an excessively small ratio between the first area S1 and the second area S2 will increase the exposed area of ​​the outer shell of the fuel tank 161. This arrangement reduces wear on the seat cushion 121 while preventing the outer shell of the fuel tank 161 from overheating in hot weather, potentially impacting the driver's driving experience.

[0061] As an optional implementation, the first area S1 is limited to be greater than or equal to 165 cm 2 and less than or equal to 255cm 2 As an implementation method, the first area S1 is defined as being greater than or equal to 185 cm 2 and less than or equal to 230cm 2 As an implementation, the first area S1 is defined as being equal to 210 cm 2This prevents the first area S1 from being too small, which would cause the seat cushion 121 to exert increased pressure on the fuel tank 161, thereby preventing the seat cushion 121 from squeezing the fuel tank 161 and causing wear on both. If the first area S1 is too large, the cost of the seat cushion 121 will increase. This arrangement extends the service life of the seat cushion 121 while ensuring the overall economic efficiency of the motorcycle 100.

[0062] As shown in Figure 10 , as one implementation, the seat cushion 121 includes a recessed portion 1211 for the driver to sit in. Recessed portion 1211 is located behind the fuel tank 161. Viewed across the width of the motorcycle 100, recessed portion 1211 is defined as the area on the upper surface of the seat cushion 121 at the lowest point. As can be seen, the ground clearance height of both the front and rear ends of the seat cushion 121 is set to be greater than the ground clearance height of recessed portion 1211.

[0063] The body panel 12 is at least partially positioned on the left and right sides of the fuel tank 161 and is fixedly connected to the fuel tank 161 via fasteners. As can be seen, the smooth, flat or curved surface of the fuel tank 161 causes warping at the connection between the body panel 12 and the fuel tank 161, or at the edges of the body panel 12. To address the aforementioned technical issues, the present application provides a fuel tank 161 as shown in Figure 11.

[0064] As shown in FIG11 , as one implementation, the fuel tank 161 includes a first region 1611 outside the area covered by the body panel 12 and a second region 1612 covered by the body panel 12. A fixing portion 1613 is provided on the second region 1612. In addition to being fixedly connected to the main frame 111, the body panel 12 is also at least partially detachably connected to the fuel tank 161 via the fixing portion 1613. When the body panel 12, mounted on the main frame 111, and the fuel tank 161 are connected, this portion of the body panel 12 abuts against the fuel tank 161, thereby ensuring a tight connection between the fuel tank 161 and the body panel 12 and preventing the edge of this portion of the body panel 12 from warping, thereby enhancing the overall aesthetics of the motorcycle 100.

[0065] As an implementation, the fixing portions 1613 are substantially symmetrically distributed on the outer surface of the fuel tank 161 about the longitudinal plane 101. On either side of the left or right end surface of the fuel tank 161, there is at least one fixing portion 1613.

[0066] In one implementation, the fixing portion 1613 is a groove recessed into the interior of the fuel tank 161. A mounting surface 1613a is formed within the fixing portion 1613 to facilitate mounting a fuel tank connector 1614 for connection to the vehicle body panel 12. The fuel tank connector 1614 is at least partially disposed on the mounting surface 1613a. As will be appreciated, since the surface of the fuel tank 161 is generally irregular in shape, the provision of the mounting surface 1613a facilitates the securing of the fuel tank connector 1614 to the exterior surface of the fuel tank 161.

[0067] Optionally, the fixing portion 1613 is a boss protruding toward the outside of the fuel tank 161 , and the fixing portion 1613 has a mounting plane 1613 a substantially the same as that described above, so that a fuel tank connector 1614 for fixing the vehicle body cover 12 is provided on the fixing portion 1613 .

[0068] As another implementation, the vehicle body panel 12 includes an assembly portion 122 . The assembly portion 122 is provided on a side of the vehicle body panel 12 facing the fuel tank 161 . The vehicle body panel 12 is connected to the fuel tank 161 via the assembly portion 122 .

[0069] Through the above arrangement, the connection between the body cover 12 and the fuel tank 161 is made more stable, and the warping phenomenon at the joint between the body cover 12 and the fuel tank 161 is avoided, thereby improving the aesthetics of the motorcycle 100.

[0070] The fuel tank connector 1614 is a plastic component and has a through-hole for engaging the mounting portion 122. The through-hole extends substantially parallel to the width of the motorcycle 100. When the body panel 12 is assembled with the fuel tank 161, the mounting portion 122 of the body panel 12 is aligned with the through-hole of the fuel tank connector 1614. The body panel 12 is then translated toward the fuel tank 161 until the mounting portion 122 penetrates the through-hole of the fuel tank connector 1614, thereby engaging the mounting portion 122 with the fuel tank connector 1614.

[0071] It will be appreciated that when the body panel 12 is removed from the fuel tank 161, the body panel 12 is translated away from the fuel tank 161 until the assembly portion 122 is free from the fuel tank connector 1614. In this embodiment, mounting plates 1615 for securing the body panel 12 are provided at the front and rear ends of the fuel tank 161, respectively. The mounting plates 1615 are half-ear or T-shaped.

[0072] As shown in Figure 11 , as an optional implementation, a receiving groove 1616 is provided above the fixing portion 1613, recessed into the interior of the fuel tank 161. This groove 1616 extends substantially along the length of the motorcycle 100. This groove 1616 is configured as a U-shaped slot, into which the edge of the body panel 12 is inserted. This not only limits the height of the motorcycle 100 but also effectively prevents warping of the edge of the body panel 12.

[0073] As an implementation method, when the edge of the body cover 12 is at least partially disposed in the receiving groove 1616, the edge of the body cover 12 abuts against the receiving groove 1616, thereby reducing the installation gap between the body cover 12 and the fuel tank 161, thereby making the motorcycle 100 more beautiful.

[0074] It should be noted that the shape of the receiving groove 1616 is not limited to the aforementioned "U"-shaped groove. Any implementation method that prevents warping by embedding the edge of the body cover 12 into the receiving groove 1616 is within the scope of protection required by this application.

[0075] The motorcycle 100 provided in this application is a vehicle capable of off-road use. To facilitate the driver's ability to maintain a standing riding posture while traversing complex terrain, the width of the straddling portion 1121b is reduced as described above. When viewed from the height of the motorcycle 100, the recessed portion 1211 and the straddling portion 1121b at least partially overlap, and the widths of the recessed portion 1121 and the straddling portion 1121b are substantially the same. This provides the driver with a more comfortable driving experience while riding the motorcycle 100, preventing the excessive width of the seat cushion 121 from interfering with the driver's ability to support the motorcycle 100. Furthermore, the driver is more comfortable supporting the motorcycle 100 when the vehicle is stationary.

[0076] As shown in Figure 10, the distance between the lowest point of the recessed portion 1211 and the wheel axis is defined as the relative riding height of the motorcycle 100. As an optional implementation, the ratio between the relative riding height H1 and the length L13 of the wheel axis is limited to greater than or equal to 0.26 and less than or equal to 0.4. As an implementation, the ratio between the relative riding height H1 and the length L13 of the wheel axis is limited to greater than or equal to 0.3 and less than or equal to 0.36. As an implementation, the ratio between the relative riding height H1 and the length L13 of the wheel axis is limited to equal to 0.33. It should be noted that since the present application involves a two-wheeled motorcycle 100 that combines off-road and touring operating scenarios, no matter which riding scenario, the height requirements for the entire vehicle are relatively high, so the height of the motorcycle 100 involved in this application is relatively high compared to general models. Under this premise, if the ratio between the relative ride height H1 and the wheel axis length L13 is too large, while the wheel axis length L13 remains unchanged, the recessed portion 1211 will be elevated relative to the ground, making it difficult for the driver to support the motorcycle 100 when the vehicle is stationary, which is particularly unfriendly for smaller drivers. Therefore, the above arrangement not only ensures riding comfort but also meets the needs of drivers of different heights for using the motorcycle 100 claimed in this application.

[0077] As shown in Figure 10, as another optional implementation, the distance between the lowest point of the head tube 1111 and the wheel axis is defined as the head tube height H2. The ratio of the head tube height H2 to the wheel axis length L13 is limited to be greater than or equal to 0.35 and less than or equal to 0.55. As an implementation, the ratio of the head tube height H2 to the wheel axis length L13 is limited to be greater than or equal to 0.4 and less than or equal to 0.5. As an implementation, the ratio of the head tube height H2 to the wheel axis length L13 is limited to be equal to 0.45. It should be noted that since approximately 60% of the driving scenarios of the motorcycle 100 proposed in this application are off-road, and standing riding is a very important riding state in off-road conditions, it is necessary to ensure that the driver can switch between different driving postures in these driving scenarios. In the aforementioned solution, under the premise of designing the seat cushion 121 height accordingly for drivers of different heights, if the ratio between the head tube height H2 and the wheel axis length L13 is too large, the driver's driving posture will be inconsistent. If the ratio between the head tube height H2 and the wheel axis length L13 is too small, it will not be conducive to the driver's standing riding, and will also reduce the maneuverability of the motorcycle 100. In addition, the high body height of the motorcycle 100 proposed in this application will also affect the stability of the motorcycle 100 at high speeds, posing a safety hazard to off-road use.

[0078] Through the above arrangement, the driver can change the riding posture more comfortably and can better control the direction of the motorcycle 100 when the driver stands and rides.

[0079] As shown in FIG12 , as one implementation, the front portion of the motorcycle 100 is provided with a rearview mirror assembly 17, a front screen assembly 18, a lighting assembly 19, and a steering assembly 20. The rearview mirror assembly 17 is at least partially connected to the steering assembly 20. The rearview mirror assemblies 17 are located on both sides of the front screen assembly 18, and are at least partially disposed behind the front screen assembly 18. The lighting assembly 19 is at least partially disposed on the frame 11 and is disposed in front of the front screen assembly 18.

[0080] As shown in Figure 13, as one implementation, the rearview mirror assembly 17 includes a mirror body 171, a first connecting rod 172, and a second connecting rod 173. The mirror body 171 is connected to the second connecting rod 173 via the first connecting rod 172. The mirror body 171 and the first connecting rod 172 are rotationally connected, that is, the mirror body 171 is configured to rotate about the axis of the first connecting rod 172. The first connecting rod 172 and the second connecting rod 173 are also rotationally connected, and a rotating member 174 is provided between the first and second connecting rods 172, 173. The first connecting rod 172 is configured to rotate relative to the second connecting rod 173 about the axis of the rotating member 174. The second connecting rod 173 is rotatably connected to the steering assembly 20 at one end away from the rotating member 174. When the second connecting rod 173 rotates about its own axis, the second connecting rod 173 can drive the mirror body 171 to move via the first connecting rod 172. As previously mentioned, the primary driving conditions of the motorcycle 100 involved in this application include off-road and road use. With this arrangement, when the motorcycle 100 is in an off-road mode, the rearview mirror assembly 17 is no longer required. In this case, the rearview mirror assembly 17 can be folded and stowed, preventing obstructions on off-road terrain from bending or damaging the rearview mirror assembly 17 during high-speed operation. When the motorcycle 100 is traveling on highways, the rearview mirror assembly 17 can be rotated to an appropriate position to assist in observing vehicles behind, in accordance with road regulations. This provides a wider adjustment range for the mirror body 171, allowing the motorcycle 100 to better adapt to different operating conditions and performance requirements.

[0081] As shown in FIG12 , as one implementation, the steering assembly 20 includes a control portion 201 and a control lever 202. The control portion 201 is fixedly connected to the control lever 202, and the control lever 202 is at least partially connected to the suspension assembly 13, so that the driver can control the direction of the motorcycle 100 via the control portion 201. The rearview mirror assembly 17 is at least partially disposed on the control lever 202, and is positioned near the control portion 201 to facilitate adjustment by the driver during riding. This arrangement can reduce the range of motion required to adjust the rearview mirror assembly 17 during riding, thereby improving safety during riding of the motorcycle 100. Furthermore, the proximity of the rearview mirror assembly 17 to the control portion 201 provides more adjustable space for the rearview mirror assembly 17, thereby preventing interference between the rearview mirror assembly 17 and the front bumper assembly 18.

[0082] As shown in FIG13 , as another implementation method, the rotating member 174 includes a first rotating portion 1741 and a second rotating portion 1742. The first rotating portion 1741 is disposed on the first connecting rod 172, and the second rotating portion 1742 is disposed on the second connecting rod 173. The first rotating portion 1741 and the second rotating portion 1742 are engaged with each other. The first rotating portion 1741 and the second rotating portion 1742 are coaxially disposed, and the first rotating portion 1741 can rotate relative to the second rotating portion 1742. The first rotating portion 1741 and the second rotating portion 1742 are riveted together by fasteners 1743. This reduces the structural dimensions of the rotating member 174 and enhances the connection strength between the first connecting rod 172 and the second connecting rod 173.

[0083] As shown in Figure 14 , as one implementation, an elastic component 1744 is disposed within the first rotating portion 1741. The elastic component 1744 is sleeved onto the fastener 1743 so that the elastic component 1744 and the rotating member 174 are coaxially arranged. Specifically, the elastic component 1744 can be configured as a butterfly spring. When the second rotating portion 1742 compresses the first rotating portion 1741, the elastic component 1744 absorbs the pressure exerted on the first rotating portion 1741, preventing damage to the first rotating portion 1741 caused by excessive pressure when the motorcycle 100 is traveling on bumpy roads. Furthermore, the cushioning provided by the elastic component 1744 to the first rotating portion 1741 reduces vibration of the mirror body 171, facilitating the rider's observation of the environment behind the motorcycle 100 while riding.

[0084] As shown in FIG13 , as one implementation, a limiting tooth groove 1745 is provided between the first rotating portion 1741 and the second rotating portion 1742. The limiting tooth groove 1745 is provided on the first rotating portion 1741 and / or the second rotating portion 1742. The provision of the limiting tooth groove 1745 increases friction between the first rotating portion 1741 and the second rotating portion 1742, thereby preventing vibrations of the motorcycle 100 from causing the first connecting rod 172 to rotate relative to the second connecting rod 173, thereby preventing the rearview mirror assembly 17 from rotating autonomously during driving and affecting the driver's field of vision, thereby ensuring the safety of the motorcycle 100 during driving. The limiting tooth grooves 1745 are configured as a concave and convex structure distributed around the fastener 1743, and the limiting tooth grooves 1745 are arranged in a centrally symmetrical manner. This ensures that the force applied by the driver when rotating the rearview mirror assembly 17 at various angles is substantially consistent, thereby making the process of rotating the rearview mirror assembly 17 more comfortable for the driver.

[0085] In summary, the rearview mirror assembly 17 has a larger adjustment space, which prevents the rearview mirror assembly 17 from being damaged by obstacles on the left and right sides during the operation of the motorcycle 100. At the same time, the rearview mirror assembly 17 has a higher stability, which makes it easier for the driver to observe the environment behind the motorcycle 100 through the mirror body 171.

[0086] As shown in FIG15 , as an implementation method, the front shield assembly 18 is at least partially connected to the frame 11. The front shield assembly 18 includes a front windshield 181, an adjustment member 182, a guide rail 183, and a front shield mounting member 184. The front windshield 181 is used to guide airflow to pass above the driver during riding. The front windshield 181 is arranged in front of the guide rail 183 and is fixedly connected to the guide rail 183. The adjustment member 182 and the guide rail 183 are engaged by gears. By rotating the adjustment member 182, the guide rail 183 moves in the height direction of the motorcycle 100, thereby driving the front windshield 181 to rise and fall. The front shield mounting member 184 is slidably connected to the guide rail 183, and the guide rail 183 can slide in the height direction relative to the front shield mounting member 184.

[0087] As shown in Figures 12 and 16 , the windshield assembly 18 also includes an instrument bracket 185 for securing an adjustment member 182. The adjustment member 182 is positioned within the instrument bracket 185, and operating portions 1822 for the driver to grasp are provided at both ends of the adjustment member 182. Rotating the operating portions 1822 adjusts the height of the windshield 181, thereby meeting the needs of drivers of varying body shapes. The instrument bracket 185 covers components such as the guide rail 183 and the windshield mounting member 184, thereby providing a degree of protection for the interior of the windshield assembly 18. The instrument bracket 185 serves to limit the position of the adjustment member 182, preventing it from moving backward toward the windshield 181 during rotation.

[0088] As shown in FIG15 , as an implementation, the front windshield mounting member 184 is at least partially connected to the frame 11 and includes a limiting post 1841 extending substantially along the height direction of the motorcycle 100. The limiting post 1841 is disposed through the guide rail 183. When the adjusting member 182 is rotated, the guide rail 183, which is engaged with the adjusting member 182, can slide along the extension direction of the limiting post 1841. The guide rail 183 is also provided with a tooth groove 1831, and the extension direction of the tooth groove 1831 is substantially parallel to the extension direction of the limiting post 1841. As an implementation, the height H3 of the limiting post 1841 along the height direction is set to be greater than or equal to the height H4 of the tooth groove 1831 along the height direction. This prevents the guide rail 183 from detaching from the front windshield mounting member 184 when the front windshield 181 is raised to its maximum height.

[0089] As another implementation, at least two limiting posts 1841 are provided, and these are positioned between the left and right guide rails 183. This improves the compactness of the front bumper assembly 18 of motorcycle 100. When viewed across the width of motorcycle 100, the guide rails 183 and limiting posts 1841 at least partially overlap. This reduces the height of the guide rails 183. While limiting the sliding direction of the guide rails 183 by limiting the limiting posts 1841, the size of the guide rails 183 is also reduced, providing more space for the lighting assembly 19 below the front bumper assembly 18.

[0090] As shown in Figures 15 and 16, as an implementation, the adjustment member 182 includes a connecting shaft 1821, which passes through a tooth groove 1831 of the guide rail 183. A gear structure 1823 is provided on the connecting shaft 1821 and engages with the tooth groove 1831. The connecting shaft 1821 is fixedly connected to the gear structure 1823. When the operating portion 1822 is rotated, the operating portion 1822 drives the connecting shaft 1821 to rotate, and the gear structure 1823 on the connecting shaft 1821 cooperates with the tooth groove 1831 of the guide rail 183, thereby causing the guide rail 183 to slide along the height direction of the motorcycle 100. The operating portion 1822 is configured to be rotated by the driver without tools, thereby making it more convenient for the driver to adjust the height of the front windshield 181.

[0091] As shown in Figure 16 , as one implementation, connecting shaft 1821 is further provided with a shaft stopper 1821a, which can be fixedly connected to connecting shaft 1821 by interlocking or snapping. Shaft stopper 1821a is positioned adjacent to gear structure 1823 and positioned between and abuts the left and right guide rails 183. Shaft stopper 1821a on connecting shaft 1821 prevents sliding of adjusting member 182 along the width of motorcycle 100, thereby enhancing the stability of front block assembly 18. There should be at least two shaft stoppers 1821a.

[0092] In order to prevent the front windshield 181 from sliding down during the vehicle's travel, the present application provides the following claw structure 1824 that can limit the upper and lower positions of the front windshield 181. The claw structure 1824 is provided at least on one of the left and right ends of the adjusting member 182.

[0093] As shown in Figures 16 and 17 , as one implementation, a pawl structure 1824 is at least partially disposed within the operating portion 1822. The pawl structure 1824 includes a spring 1824a and at least two intermeshing ring gears 1824b. The intermeshing end surfaces of the two ring gears 1824b are substantially stepped. The ring gear 1824b proximal to the guide rail 183 is fixedly connected to the instrument bracket 185 and / or the guide rail 183, while the ring gear 1824b distal to the guide rail 183 is configured to abut against the spring 1824a. When the operating portion 1822 is rotated, the two intermeshing ring gears 1824b rotate relative to each other, and the ring gear 1824b distal to the guide rail 183 compresses the spring 1824a along the axis of the connecting shaft 1821. At this point, the guide rail 183 can drive the windshield 181 up and down. This arrangement prevents the windshield 181 from slipping while the motorcycle 100 is in motion, potentially compressing the motorcycle's safety.

[0094] In the description of the present application, it should be understood that the description “a component is located on the inner side of another component” means that one component is located on a side of the other component away from the body panel or the outer surface of the motorcycle.

[0095] In the description of this application, it needs to be understood that the term "length direction" refers to the front-to-back direction parallel to the vehicle when the motorcycle driver is in the driving state, the term "width direction" refers to the left-to-right direction parallel to the vehicle when the motorcycle driver is in the driving state, and the term "height direction" refers to the up-down direction parallel to the vehicle when the motorcycle driver is in the driving state.

[0096] It should be understood that the specific embodiments described herein are only used to explain this application and are not used to limit it. Based on the embodiments provided in this application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0097] Obviously, the accompanying drawings are merely examples or embodiments of the present application. A person skilled in the art can also apply the present application to other similar situations based on these drawings without inventive effort. Furthermore, it is understandable that, although the work involved in this development process may be complex and lengthy, certain design, manufacturing, or production changes based on the technical content disclosed in this application are merely routine technical means for a person skilled in the art and should not be considered to constitute a deficiency in the disclosure of the present application.

[0098] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of patent protection. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, and these modifications and improvements fall within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be determined by the appended claims.

Claims

1. A motorcycle, comprising: A vehicle frame, the vehicle frame comprising a main frame and a sub-frame fixedly connected to the main frame; a body covering, the body covering comprising a seat cushion at least partially disposed above the subframe and the main frame; A traveling assembly, the traveling assembly being connected to the frame, the traveling assembly comprising a front wheel and a rear wheel; A power system, the power system is transmission-connected to the travel assembly; Wherein, the main frame includes a head tube, an upper main tube and a seat tube, the upper main tube is arranged between the head tube and the seat tube, one end of the upper main tube is fixedly connected to the head tube, and the other end of the upper main tube is fixedly connected to the seat tube; the sub-frame includes an upper bracket and a lower bracket distributed along the height direction of the motorcycle, one end of the upper bracket is fixedly connected to one end of the lower bracket, the other end of the upper bracket is fixedly connected to the upper main tube through an upper connection point, and the other end of the lower bracket is fixedly connected to the seat tube through a lower connection point; define a longitudinal plane perpendicular to the width direction of the motorcycle, define the projection of the central axis of the head tube along the width direction of the motorcycle on the longitudinal plane as a first projection line, and define the projection of the upper connection point along the width direction of the motorcycle on the longitudinal plane as a first projection point, The projection of the lower connecting point on the longitudinal plane along the width direction of the motorcycle is defined as a second projection point; the distance between the first projection point and the second projection point is defined as a first installation interval, the vertical distance between the second projection point and the first projection line is defined as a second installation interval, and the ratio between the first installation interval and the second installation interval is greater than or equal to 0.16 and less than or equal to 0.24; the seat cushion includes a recessed portion for the driver to sit on, and from a side view, the line between the axis of the front wheel and the axis of the rear wheel is defined as the wheel axis of the motorcycle, and the distance between the lowest point of the recessed portion along the height direction of the motorcycle and the wheel axis is defined as the relative riding height of the motorcycle, and the ratio between the relative riding height and the length of the wheel axis is greater than or equal to 0.26 and less than or equal to 0.

4.

2. The motorcycle according to claim 1, wherein: The upper bracket includes at least two upper connection points distributed along the width direction of the motorcycle, and the width between the two upper connection points is defined as a first width; the upper bracket also includes a riding portion, and the width of the riding portion distributed in the width direction of the motorcycle is defined as a second width; the ratio of the second width to the first width is greater than or equal to 0.7 and less than or equal to 1.

3. The motorcycle according to claim 2, wherein: When viewed from a height direction of the motorcycle, the straddling portion and the recessed portion at least partially overlap.

4. The motorcycle according to claim 2, wherein: The sub-frame further comprises a reinforcing rod, and two ends of the reinforcing rod are respectively connected to the straddling portion and the lower bracket.

5. The motorcycle according to claim 4, wherein: At least part of the body cover is disposed between the reinforcing bars distributed along the left and right sides, and when viewed from the height direction of the motorcycle, at least part of the body cover is disposed to at least overlap with the upper bracket and / or the lower bracket.

6. The motorcycle according to claim 1, wherein: The projection of the upper main pipe along the width direction of the motorcycle on the longitudinal plane basically extends along a first straight line direction, and the projection of the upper bracket along the width direction of the motorcycle on the longitudinal plane basically extends along a second straight line direction, and the angle between the first straight line direction and the second straight line direction is greater than or equal to 100° and less than or equal to 150°.

7. The motorcycle according to claim 1, wherein: The frame also includes a mounting assembly connected to the main frame. Along the width direction of the motorcycle, the mounting assembly is arranged from left to right and is defined as a first mounting member, a second mounting member, a third mounting member and a fourth mounting member, respectively; the first mounting member is fixedly connected to the second mounting member, the third mounting member is fixedly connected to the fourth mounting member, and the second mounting member is fixedly connected to the third mounting member via a lower cross tube.

8. The motorcycle according to claim 7, wherein: The main frame is fixedly connected to the second mounting member and the third mounting member respectively.

9. The motorcycle according to claim 1, wherein: The frame also includes an additional frame, which is arranged below the main frame, and the additional frame is detachably connected to the main frame.

10. The motorcycle according to claim 1, wherein: A ratio between the relative ride height and the length of the wheel axis is greater than or equal to 0.3 and less than or equal to 0.

36.

11. The motorcycle according to claim 1, wherein: The frame includes a head tube, and the vertical distance between the lowest point of the head tube along the height direction of the motorcycle and the wheel axis is defined as the head tube height, and the ratio between the head tube height and the wheel axis length is greater than or equal to 0.35 and less than or equal to 0.

55.

12. The motorcycle according to claim 1, wherein: The motorcycle further comprises a fuel tank, which is at least partially arranged on the main frame, and the seat cushion is at least partially arranged on the fuel tank. When viewed from the height direction of the motorcycle, the main frame, the seat cushion and the fuel tank are arranged to at least partially overlap.

13. The motorcycle according to claim 1, wherein: The motorcycle also includes a fuel tank for supplying energy to the power system, the fuel tank is arranged on the main frame, the seat cushion is at least partially covered on the fuel tank, and when viewed from the height direction of the motorcycle, the seat cushion and the fuel tank are arranged to at least partially overlap; on a horizontal plane perpendicular to the height direction of the motorcycle, the projection size of the overlapping part of the seat cushion and the fuel tank on the horizontal plane along the height direction of the motorcycle is defined as a first area, and the projection size of the fuel tank on the horizontal plane along the height direction of the motorcycle is defined as a second area, and the ratio of the first area to the second area is greater than or equal to 0.12 and less than or equal to 0.

18.

14. The motorcycle according to claim 13, wherein: The first area is greater than or equal to 165 cm 2 And less than or equal to 255cm 2 .

15. The motorcycle according to claim 13, wherein: The recessed portion is at least partially disposed between the fuel tank and the subframe.

16. The motorcycle according to claim 13, wherein: The vehicle body covering is at least partially arranged on the fuel tank, and the fuel tank includes a fixing portion arranged on its outer surface. The fuel tank and the vehicle body covering are connected by a clip, and the clip is fixedly connected to the fixing portion, and the fixing portion includes a mounting plane for setting the fixing portion.

17. The motorcycle according to claim 16, wherein: The fixing portion is configured as a groove body recessed toward the inside of the fuel tank, or the fixing portion is configured as a boss extending toward the outside of the fuel tank.

18. A motorcycle, comprising: A vehicle frame, comprising a main frame and a sub-frame, wherein the main frame is fixedly connected to the sub-frame; Body panels; A traveling assembly, the traveling assembly being connected to the frame, the traveling assembly comprising a front wheel and a rear wheel; A power system, the power system is transmission-connected to the travel assembly; The main frame includes a head tube, an upper main tube and a stand tube, wherein the upper main tube is arranged between the head tube and the stand tube, one end of the upper main tube is fixedly connected to the head tube, and the other end of the upper main tube is fixedly connected to the stand tube; the sub-frame includes an upper bracket and a lower bracket distributed in the height direction, one end of the upper bracket is arranged to be fixedly connected to one end of the lower bracket, the other end of the upper bracket is fixedly connected to the upper main tube through an upper connection point, and the other end of the lower bracket is fixedly connected to the stand tube through a lower connection point; a longitudinal plane perpendicular to the width direction of the motorcycle is defined, and the central axis of the head tube is The projection of the line along the width direction of the motorcycle on the longitudinal plane is defined as a first projection line, the projection of the upper connection point along the width direction of the motorcycle on the longitudinal plane is defined as a first projection point, and the projection of the lower connection point along the width direction of the motorcycle on the longitudinal plane is defined as a second projection point; the distance between the first projection point and the second projection point is defined as a first installation interval, the vertical distance between the second projection point and the first projection line is defined as a second installation interval, and the ratio between the first installation interval and the second installation interval is greater than or equal to 0.16 and less than or equal to 0.

24.

19. The motorcycle according to claim 18, wherein: The upper bracket includes at least two upper connection points distributed along the width direction of the motorcycle, and the width between the two upper connection points is defined as a first width; the upper bracket also includes a riding portion, and the width of the riding portion distributed in the width direction of the motorcycle is defined as a second width; the ratio of the second width to the first width is greater than or equal to 0.7 and less than or equal to 1.

20. The motorcycle according to claim 19, wherein: The vehicle body covering member includes a seat cushion disposed on the sub-frame, the seat cushion includes a recessed portion for a driver to sit on, and the straddling portion and the recessed portion at least partially overlap when viewed from a height direction of the motorcycle.

21. The motorcycle according to claim 19, wherein: The sub-frame further comprises a reinforcing rod, and two ends of the reinforcing rod are respectively connected to the straddling portion and the lower bracket.

22. The motorcycle according to claim 21, wherein: At least part of the body cover is disposed between the reinforcing bars distributed along the left and right sides, and when viewed from the height direction of the motorcycle, at least part of the body cover is disposed to at least overlap with the upper bracket and / or the lower bracket.

23. The motorcycle according to claim 18, wherein: The projection of the upper main pipe on the longitudinal plane along the width direction of the motorcycle basically extends along a first straight line, and the projection of the upper bracket on the longitudinal plane along the width direction of the motorcycle basically extends along a second straight line, and the angle between the first straight line and the second straight line is greater than or equal to 100° and less than or equal to 150°.

24. The motorcycle of claim 18, wherein: The frame also includes a mounting assembly connected to the main frame. Along the width direction of the motorcycle, the mounting assembly is arranged from left to right and is defined as a first mounting member, a second mounting member, a third mounting member and a fourth mounting member, respectively; the first mounting member is fixedly connected to the second mounting member, the third mounting member is fixedly connected to the fourth mounting member, and the second mounting member is fixedly connected to the third mounting member via a lower cross tube.

25. The motorcycle according to claim 24, wherein: The main frame is fixedly connected to the second mounting member and the third mounting member respectively.

26. The motorcycle of claim 18, wherein: The motorcycle includes a steering assembly and a rearview mirror assembly at least partially arranged on the steering assembly, the rearview mirror assembly includes a mirror body, a first connecting rod and a second connecting rod, the mirror body is connected to the second connecting rod through the first connecting rod; the mirror body is rotatably connected to the first connecting rod, the first connecting rod and the second connecting rod are rotatably connected, and the end of the second connecting rod away from the first connecting rod is rotatably connected to the steering assembly.

27. The motorcycle according to claim 26, wherein: A rotating member is provided between the first connecting rod and the second connecting rod, and the rotating member connects the first connecting rod and the second connecting rod.

28. The motorcycle according to claim 27, wherein: The rotating member includes a first rotating part and a second rotating part, the first rotating part is arranged on the first connecting rod, the second rotating part is arranged on the second connecting rod, and the first rotating part and the second rotating part are meshed with each other.

29. The motorcycle according to claim 28, wherein: The first rotating part and the second rotating part are riveted together by fasteners.

30. The motorcycle according to claim 29, wherein: The first rotating portion and the second rotating portion are coaxially arranged, and the first rotating portion is arranged to rotate around the fastener and relative to the second rotating portion.

31. The motorcycle of claim 29, wherein: An elastic component is arranged in the first rotating part, and the elastic component is sleeved on the fastener.

32. The motorcycle of claim 29, wherein: A limiting tooth groove is arranged between the first rotating part and the second rotating part.

33. The motorcycle according to claim 32, wherein: The limiting tooth groove is arranged on the first rotating part and / or the second rotating part.

34. The motorcycle of claim 32, wherein: The position-limiting tooth grooves are arranged as recessed and raised structures distributed around the fastener, and the position-limiting tooth grooves are arranged as a centrally symmetrical structure.

35. The motorcycle of claim 26, wherein: The steering assembly includes a control part and a control rod, the rearview mirror assembly is at least partially arranged on the control rod, and the rearview mirror assembly is arranged close to the control part.

36. The motorcycle of claim 18, wherein: The motorcycle also includes a front shield assembly, which includes a front windshield, an adjustment member, a guide rail, a front shield connecting member and an instrument bracket, the front windshield is arranged in front of the guide rail and fixedly connected to the guide rail, and the guide rail is slidably connected to the front shield connecting member; the adjustment member passes through the guide rail and the instrument bracket, the adjustment member and the instrument bracket are configured to be rotatably connected, the adjustment member is meshed with the guide rail, the guide rail can be translated relative to the adjustment member, the instrument bracket is fixedly connected to the front shield connecting member, and the front shield connecting member is fixedly connected to the frame.

37. The motorcycle of claim 36, wherein: The front stopper connection member comprises a limiting column extending substantially along the height direction of the motorcycle, wherein at least a portion of the limiting column passes through the guide rail and can translate relative to the guide rail.

38. The motorcycle of claim 37, wherein: The guide rails are distributed left and right, and the limiting column is at least partially arranged between the guide rails. When viewed from the width direction of the motorcycle, the limiting column and the guide rails are at least partially overlapped.

39. The motorcycle of claim 37, wherein: The number of the limiting columns is set to be greater than or equal to two.

40. The motorcycle of claim 37, wherein: The guide rail includes a tooth groove extending along the height direction of the motorcycle, and the adjusting member includes a connecting shaft and a gear structure. The gear structure and the connecting shaft are arranged to be fixedly connected, and the connecting shaft is meshed with the tooth groove of the guide rail through the gear structure.

41. The motorcycle of claim 40, wherein: The height of the limiting column extending along the height direction of the motorcycle is set to be greater than or equal to the height of the tooth groove extending along the height direction of the motorcycle.

42. The motorcycle of claim 36, wherein: Both ends of the adjusting member are provided with operating parts for the driver to grasp, and a claw structure for limiting the up and down sliding of the front windshield is provided in the operating part, and the claw structure includes a spring and at least two gear rings that can mesh with each other, and the end surfaces of the two gear rings that mesh with each other are basically stepped; wherein, the gear ring close to the guide rail is fixedly connected to the instrument bracket, and the gear ring away from the guide rail abuts against the spring.

43. The motorcycle of claim 42, wherein: The claw structure is arranged at one end of the adjusting member.

44. A motorcycle, comprising: A vehicle frame, comprising a main frame and a sub-frame, wherein the main frame is fixedly connected to the sub-frame; Body panels; A traveling assembly, the traveling assembly being connected to the frame, the traveling assembly comprising a front wheel and a rear wheel; A power system, the power system is transmission-connected to the travel assembly; Wherein, the main frame includes a head tube, an upper main tube and a seat tube, the upper main tube is arranged between the head tube and the seat tube, one end of the upper main tube is fixedly connected to the head tube, and the other end of the upper main tube is fixedly connected to the seat tube; the sub-frame includes an upper bracket and a lower bracket distributed along the height direction of the motorcycle, one end of the upper bracket is fixedly connected to one end of the lower bracket, the other end of the upper bracket is fixedly connected to the upper main tube through an upper connection point, and the other end of the lower bracket is fixedly connected to the seat tube through a lower connection point; define a longitudinal plane perpendicular to the width direction of the motorcycle, define the projection of the central axis of the head tube along the width direction of the motorcycle on the longitudinal plane as a first projection line, define the projection of the upper connection point along the width direction of the motorcycle on the longitudinal plane as a first projection point, and define the projection of the lower connection point along the width direction of the motorcycle on the longitudinal plane as a first projection point The first projection point is defined as the second projection point; the spacing between the first projection point and the second projection point is defined as the first installation spacing, the vertical spacing between the second projection point and the first projection line is defined as the second installation spacing, and the ratio between the first installation spacing and the second installation spacing is greater than or equal to 0.16 and less than or equal to 0.24; the other end of the riser connected to the upper main pipe is also provided with a mounting assembly and a lower cross pipe, and the mounting assembly includes a first mounting member, a second mounting member, a third mounting member and a fourth mounting member along the width direction of the motorcycle; the lower cross pipe is arranged between the second mounting member and the third mounting member and is respectively arranged to be fixedly connected with the second mounting member and the third mounting member, the first mounting member is fixedly connected with the second mounting member, the fourth mounting member and the third mounting member are arranged to be fixedly connected, and the mounting assembly is fixedly connected with the riser through the second mounting member and the third mounting member, respectively.

45. The motorcycle of claim 44, wherein: The upper bracket includes at least two upper connection points distributed along the width direction of the motorcycle, and the width between the two upper connection points is defined as a first width; the upper bracket also includes a riding portion, and the width of the riding portion distributed along the width direction of the motorcycle is defined as a second width; the ratio of the second width to the first width is greater than or equal to 0.7 and less than or equal to 1.

46. ​​The motorcycle of claim 45, wherein: The vehicle body covering member includes a seat cushion disposed on the sub-frame, the seat cushion includes a recessed portion for a driver to sit on, and the straddling portion and the recessed portion at least partially overlap when viewed from a height direction of the motorcycle.

47. The motorcycle of claim 45, wherein: The sub-frame further comprises a reinforcing rod, and two ends of the reinforcing rod are respectively connected to the straddling portion and the lower bracket.

48. The motorcycle of claim 47, wherein: At least part of the body covering is disposed between the reinforcing bars distributed along the left and right sides, and when viewed from the height direction of the motorcycle, at least part of the body covering is disposed to at least overlap with the upper bracket and / or the lower bracket.

49. The motorcycle of claim 44, wherein: A first straight line and a second straight line are defined, wherein a projection of the upper main pipe along the width direction of the motorcycle on the longitudinal plane basically extends along the first straight line, and a projection of the upper bracket along the width direction of the motorcycle on the longitudinal plane basically extends along the second straight line, and an angle between the first straight line and the second straight line is greater than or equal to 100° and less than or equal to 150°.

50. The motorcycle of claim 44, wherein: The first mounting member, the second mounting member, the lower cross pipe, the third mounting member and the fourth mounting member are configured to be welded, and the vertical pipe is respectively configured to be welded to the second mounting member and the third mounting member.

51. The motorcycle of claim 44, wherein: The second mounting member and the third mounting member are provided with a positioning portion at one end facing the vertical pipe. The vertical pipe is provided as a hollow tubular frame. The positioning portion is at least partially provided in the vertical pipe.

52. The motorcycle of claim 44, wherein: The second mounting member and the third mounting member are both provided with a lower cross tube mounting portion, both ends of the lower cross tube are at least partially arranged in the second mounting member and the third mounting member, the maximum spacing between the second mounting member and the third mounting member along the width direction of the motorcycle is defined as the mounting spacing, and the length of the lower cross tube extending along the width direction of the motorcycle is less than the mounting spacing.

53. The motorcycle of claim 52, wherein: The second mounting member and the third mounting member are both provided with a lower cross tube mounting portion, two ends of the lower cross tube respectively pass through the second mounting member and the third mounting member, and a length of the lower cross tube extending along the width direction of the motorcycle is greater than the mounting spacing.

54. The motorcycle of claim 44, wherein: The second mounting member and the third mounting member are both connected to an engine mounting portion, a shock absorber mounting portion and a center support mounting portion; the motorcycle also includes an engine, a shock absorber assembly and a center support, the engine is connected to the main frame via the engine mounting portion, the shock absorber assembly is connected to the main frame via the shock absorber mounting portion, the center support is connected to the main frame via the center support mounting portion, and the center support mounting portion is rotatably connected to the center support.

55. The motorcycle of claim 44, wherein: The motorcycle also includes a fuel assembly, which includes a fuel tank at least partially arranged on the frame, and the fuel tank includes a first area outside the coverage area of ​​the body cover and a second area covered by the body cover, the second area is provided with a fixing part, and the body cover arranged on the main frame is detachably connected to the fixing part.

56. The motorcycle of claim 55, wherein: When the vehicle body cover provided on the main frame and the fuel tank are in a connected state, the vehicle body cover abuts against the fuel tank.

57. The motorcycle of claim 55, wherein: The fixing portion is configured as an inwardly recessed groove, a mounting plane is formed in the fixing portion, and an oil tank connector is disposed on the mounting plane.

58. The motorcycle of claim 57, wherein: The vehicle body covering member is provided with an assembly portion, and when the vehicle body covering member and the fuel tank are in a connected state, the assembly portion is fixedly connected to the fuel tank connecting member.

59. The motorcycle of claim 58, wherein: The oil tank connector is connected to the assembly portion by snap-fitting.

60. The motorcycle of claim 58, wherein: When the assembly method of the body cover and the fuel tank is set to place the body cover on one side of the fuel tank, the body cover is translated along the width direction of the motorcycle toward the side close to the fuel tank until the fuel tank connector is snap-connected with the assembly portion.

61. The motorcycle of claim 58, wherein: When the vehicle body covering member is detached from the fuel tank, the vehicle body covering member is translated in a direction away from the fuel tank until the fuel tank connecting member is disengaged from the assembling portion.

62. The motorcycle of claim 55, wherein: The fuel tank is also provided with a receiving groove recessed inwardly, and the receiving groove is arranged above the fixing portion. When the vehicle body covering is connected to the fuel tank, the edge of the vehicle body covering is at least partially arranged in the receiving groove.

63. The motorcycle of claim 62, wherein: The edge of the vehicle body cover is in contact with the receiving groove.

64. The motorcycle of claim 55, wherein: The front and rear ends of the fuel tank are both provided with mounting sheet metals, and the vehicle body covering part is fixedly connected to the mounting sheet metals.

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